Here is our competition again:
http://www.pddnet.com/news/2013/12/it%E ... 5&type=cta
This time with real good people... B∫
You can take it as a Xmas dinner dessert!
try to appreciate...
Moderator: scott
re: try to appreciate...
I wish you all a very best NEW CENTURY:
http://blogs.scientificamerican.com/ber ... B_20131231
WOOOSH!!!! Bb
http://blogs.scientificamerican.com/ber ... B_20131231
WOOOSH!!!! Bb
Any intelligent comparison with 'avalanchedrive' will show that all PM turning wheels are only baby's toys!
re: try to appreciate...
Ralph here:
I cannot think of a better topic than murilo's "Try to appreciate" to say which needs to be said.
I have received a large number of private e-mails concerning me and my wife's battle with cancer. I know that it is formal to respond individually, but time is precious.
I wish to thank each and every one that has written, those with advise and suggestions are noted.
My wife has stabilized after poking a hole in her rib cage and draining off 715 cc of fluid. Does not sound like much, but for a petite 98 pound lady of five feet tall it is a substantial enlightenment.
As for those suggesting certain foods, she is already hitting the yogurt, Cranberry juice and vitamin D, first actual food she has taken orally since 28th of November.
Doctors are not making any estimates, but it may be possible for her to return home in two to three more days. Chemotherapy is on hold and may or may not continue.
My highest regards
Ralph
I cannot think of a better topic than murilo's "Try to appreciate" to say which needs to be said.
I have received a large number of private e-mails concerning me and my wife's battle with cancer. I know that it is formal to respond individually, but time is precious.
I wish to thank each and every one that has written, those with advise and suggestions are noted.
My wife has stabilized after poking a hole in her rib cage and draining off 715 cc of fluid. Does not sound like much, but for a petite 98 pound lady of five feet tall it is a substantial enlightenment.
As for those suggesting certain foods, she is already hitting the yogurt, Cranberry juice and vitamin D, first actual food she has taken orally since 28th of November.
Doctors are not making any estimates, but it may be possible for her to return home in two to three more days. Chemotherapy is on hold and may or may not continue.
My highest regards
Ralph
-
eccentrically1
- Addict
- Posts: 3166
- Joined: Sat Jun 11, 2011 10:25 pm
re: try to appreciate...
Ralph,
thanx!
The thread is honored and open to you as wished and needed!
The heavier part of the script keeps to your lady and in 2nd heavier, with you.
The prove is for all family, everyone will get knowledge... but I wish to her the better possible comfort!
Just in case: IF you and/or she believe in other possible subtle means of help, please send me in pvt and confidence her complete name.
Thank you!
Best wishes!
Murilo
thanx!
The thread is honored and open to you as wished and needed!
The heavier part of the script keeps to your lady and in 2nd heavier, with you.
The prove is for all family, everyone will get knowledge... but I wish to her the better possible comfort!
Just in case: IF you and/or she believe in other possible subtle means of help, please send me in pvt and confidence her complete name.
Thank you!
Best wishes!
Murilo
Any intelligent comparison with 'avalanchedrive' will show that all PM turning wheels are only baby's toys!
re: try to appreciate...
Our wild competitors are alive...
Comments?
I'm sure I didn't got all stuff:
http://www.thejohndevice.com/GV1_CVRP_Technology.html
For sure, in higher speed balancing will be an issue.
Comments?
I'm sure I didn't got all stuff:
http://www.thejohndevice.com/GV1_CVRP_Technology.html
For sure, in higher speed balancing will be an issue.
Any intelligent comparison with 'avalanchedrive' will show that all PM turning wheels are only baby's toys!
re: try to appreciate...
.
For a few years I worked on a vertical version of his GV-1b design in the form of a wheel .
Had some great fun , BUT I left it with the conclusion that the energy for the rotation of the rotor while small at the axle could be accumulated in the rotor acting as a flywheel but was not augmented by any outside energy input from gravity .
The speed you can get the rotor to spin is impressive but not any more in my opinion than could be achieved by directly driving an equivalent weight flywheel .
But as Bessler has said “Everyone is free to speculate as he pleases and to explore his thoughts on the matter �
I think this chap is a little premature with his speculations though until he produces an over unity demonstration of a working model .
.
For a few years I worked on a vertical version of his GV-1b design in the form of a wheel .
Had some great fun , BUT I left it with the conclusion that the energy for the rotation of the rotor while small at the axle could be accumulated in the rotor acting as a flywheel but was not augmented by any outside energy input from gravity .
The speed you can get the rotor to spin is impressive but not any more in my opinion than could be achieved by directly driving an equivalent weight flywheel .
But as Bessler has said “Everyone is free to speculate as he pleases and to explore his thoughts on the matter �
I think this chap is a little premature with his speculations though until he produces an over unity demonstration of a working model .
.
Have had the solution to Bessler's Wheel approximately monthly for over 30 years ! But next month is "The One" !
re: try to appreciate...
I guessed that maybe he would cyclically 'manage' the angle of inclining at top side.
Any intelligent comparison with 'avalanchedrive' will show that all PM turning wheels are only baby's toys!
re: try to appreciate...
Art, could you post a diagram of how you implemented this arrangement vertically?
It is interesting to see peoples different interpretations as to the operation, and the way in which people imagine an advantage is to be had.
My interpretation of the single sided John device being that he uses a motor which vertically lifts the weight through horizontal displacement of the lever end. The mass then travels down as if on a ramp to rotate the bottom gearbox/generator. Although I do not see the advantage input vs output, I fail to see how this movement can be achieved with a balanced mass.
It is interesting to see peoples different interpretations as to the operation, and the way in which people imagine an advantage is to be had.
My interpretation of the single sided John device being that he uses a motor which vertically lifts the weight through horizontal displacement of the lever end. The mass then travels down as if on a ramp to rotate the bottom gearbox/generator. Although I do not see the advantage input vs output, I fail to see how this movement can be achieved with a balanced mass.
re: try to appreciate...
For us old timers such as myself, this is nothing new! this so called "John Device" has been around for years.
Ralph
Through the years I have seen many variations of this concept. I do not see much difference in it than the one Preston Stroud built, costing him a moderate sum of money.The origins of the patent pending John Device began over 38 years ago, and this specific design, 13 years ago.
Ralph
re: try to appreciate...
Appreciate and learn from this excerpt sent to me by forum member; Dave Roberts.
Subject: Fwd: FW: HISTORY OF THE CAR RADIO
Seems like cars have always had radios, but they didn't. Here's the story:
One evening, in 1929, two young men named William Lear and Elmer Wavering drove their girlfriends to a lookout point high above the
Mississippi River town of Quincy, Illinois, to watch the sunset.
It was a romantic night to be sure, but one of the women observed that
it would be even nicer if they could listen to music in the car. Lear and Wavering liked the idea. Both men had tinkered with radios (Lear served as a radio operator in the U.S. Navy during World War I) and it wasn't long before they were taking apart a home radio and trying to get it to work in a car.
But it wasn't easy: automobiles have ignition switches, generators, spark plugs, and other electrical equipment that generate noisy static interference, making it nearly impossible to listen to the radio when the engine was running.
One by one, Lear and Wavering identified and eliminated each source of electrical interference. When they finally got their radio to work, they took it to a radio convention in Chicago.
There they met Paul Galvin, owner of Galvin Manufacturing Corporation.
He made a product called a "battery eliminator", a device that allowed battery-powered radios to run on household AC current.
But as more homes were wired for electricity, more radio manufacturers made AC-powered radios. Galvin needed a new product to manufacture. When he met Lear and Wavering at the radio convention, he found it. He believed that mass-produced, affordable car radios had the potential to become a huge business.
Lear and Wavering set up shop in Galvin's factory, and when they perfected their first radio, they installed it in his Studebaker.
Then Galvin went to a local banker to apply for a loan. Thinking it might sweeten the deal,he had his men install a radio in the banker's Packard.
Good idea, but it didn't work – Half an hour after the installation, the banker's Packard caught on fire. (They didn't get the loan.)
Galvin didn't give up. He drove his Studebaker nearly 800 miles to Atlantic City to show off the radio at the 1930 Radio Manufacturers Association convention.
Too broke to afford a booth, he parked the car outside the convention hall and cranked up the radio so that passing conventioneers could hear it.
That idea worked -- He got enough orders to put the radio into production.
WHAT'S IN A NAME
That first production model was called the 5T71. Galvin decided he needed to come up with something a little catchier. In those days many companies in the phonograph and radio businesses used the suffix "ola" for their names; Radiola, Columbiola, and Victrola were three of the biggest.
Galvin decided to do the same thing, and since his radio was intended for use in a motor vehicle, he decided to call it theMotorola.
But even with the name change, the radio still had problems:
When Motorola went on sale in 1930, it cost about $110 uninstalled, at a time when you could buy a brand-new car for $650, and the country was sliding into the Great Depression. (By that measure, a radio for a new car would cost about $3,000 today.)
In 1930, it took two men several days to put in a car radio -- The dashboard had to be taken apart so that the receiver and a single speaker could be installed, and the ceiling had to be cut open to install the antenna.
These early radios ran on their own batteries, not on the car battery,
so holes had to be cut into the floorboard to accommodate them.
The installation manual had eight complete diagrams and 28 pages of instructions. Selling complicated car radios that cost 20 percent of the
price of a brand-new car wouldn't have been easy in the best of
times, let alone during the Great Depression – Galvin lost money in 1930 and struggled for a couple of years after that. But things picked up in 1933 when Ford began offering Motorola's pre-installed at the factory.
In 1934 they got another boost when Galvin struck a deal with B.F. Goodrich tire company to sell and install them in its chain of tire stores.
By then the price of the radio, with installation included, had dropped to $55. The Motorola car radio was off and running. (The name of the company would be officially changed from Galvin Manufacturing to
"Motorola" in 1947.)
In the meantime, Galvin continued to develop new uses for car radios.
In 1936, the same year that it introduced push-button tuning, it also introduced the Motorola Police Cruiser, a standard car radio that was factory preset to a single frequency to pick up police broadcasts.
In 1940 he developed the first handheld two-way radio -- The Handy-Talkie for the U. S. Army.
A lot of the communications technologies that we take for granted today were born in Motorola labs in the years that followed World War II.
In 1947 they came out with the first television for under $200.
In 1956 the company introduced the world's first pager; in 1969 came the radio and television equipment that was used to televise Neil Armstrong's first steps on the Moon. In 1973 it invented the world's first handheld cellular phone.
Today Motorola is one of the largest cell phone manufacturers in the world.
And it all started with the car radio.
WHATEVER HAPPENED TO the two men who installed the first radio in Paul Galvin's car? Elmer Wavering and William Lear, ended up taking very different paths in life.
Wavering stayed with Motorola. In the 1950's he helped change the automobile experience again when he developed the first automotive
alternator, replacing inefficient and unreliable generators. The invention lead to such luxuries as power windows, power seats, and, eventually,
air-conditioning.
Lear also continued inventing. He holds more than 150 patents. Remember eight-track tape players? Lear invented that. But what he's really famous for are his contributions to the field of aviation. He invented radio direction finders for planes, aided in the invention of the autopilot, designed the first fully automatic aircraft landing system, and in 1963 introduced his most famous invention of all, the Lear Jet, the world's first mass-produced, affordable business jet. (Not bad for a guy who dropped out of school after the eighth grade.)
Sometimes it is fun to find out how some of the many things that we take for granted actually came into being!
AND
It all started with a woman's suggestion!!
Subject: Fwd: FW: HISTORY OF THE CAR RADIO
Seems like cars have always had radios, but they didn't. Here's the story:
One evening, in 1929, two young men named William Lear and Elmer Wavering drove their girlfriends to a lookout point high above the
Mississippi River town of Quincy, Illinois, to watch the sunset.
It was a romantic night to be sure, but one of the women observed that
it would be even nicer if they could listen to music in the car. Lear and Wavering liked the idea. Both men had tinkered with radios (Lear served as a radio operator in the U.S. Navy during World War I) and it wasn't long before they were taking apart a home radio and trying to get it to work in a car.
But it wasn't easy: automobiles have ignition switches, generators, spark plugs, and other electrical equipment that generate noisy static interference, making it nearly impossible to listen to the radio when the engine was running.
One by one, Lear and Wavering identified and eliminated each source of electrical interference. When they finally got their radio to work, they took it to a radio convention in Chicago.
There they met Paul Galvin, owner of Galvin Manufacturing Corporation.
He made a product called a "battery eliminator", a device that allowed battery-powered radios to run on household AC current.
But as more homes were wired for electricity, more radio manufacturers made AC-powered radios. Galvin needed a new product to manufacture. When he met Lear and Wavering at the radio convention, he found it. He believed that mass-produced, affordable car radios had the potential to become a huge business.
Lear and Wavering set up shop in Galvin's factory, and when they perfected their first radio, they installed it in his Studebaker.
Then Galvin went to a local banker to apply for a loan. Thinking it might sweeten the deal,he had his men install a radio in the banker's Packard.
Good idea, but it didn't work – Half an hour after the installation, the banker's Packard caught on fire. (They didn't get the loan.)
Galvin didn't give up. He drove his Studebaker nearly 800 miles to Atlantic City to show off the radio at the 1930 Radio Manufacturers Association convention.
Too broke to afford a booth, he parked the car outside the convention hall and cranked up the radio so that passing conventioneers could hear it.
That idea worked -- He got enough orders to put the radio into production.
WHAT'S IN A NAME
That first production model was called the 5T71. Galvin decided he needed to come up with something a little catchier. In those days many companies in the phonograph and radio businesses used the suffix "ola" for their names; Radiola, Columbiola, and Victrola were three of the biggest.
Galvin decided to do the same thing, and since his radio was intended for use in a motor vehicle, he decided to call it theMotorola.
But even with the name change, the radio still had problems:
When Motorola went on sale in 1930, it cost about $110 uninstalled, at a time when you could buy a brand-new car for $650, and the country was sliding into the Great Depression. (By that measure, a radio for a new car would cost about $3,000 today.)
In 1930, it took two men several days to put in a car radio -- The dashboard had to be taken apart so that the receiver and a single speaker could be installed, and the ceiling had to be cut open to install the antenna.
These early radios ran on their own batteries, not on the car battery,
so holes had to be cut into the floorboard to accommodate them.
The installation manual had eight complete diagrams and 28 pages of instructions. Selling complicated car radios that cost 20 percent of the
price of a brand-new car wouldn't have been easy in the best of
times, let alone during the Great Depression – Galvin lost money in 1930 and struggled for a couple of years after that. But things picked up in 1933 when Ford began offering Motorola's pre-installed at the factory.
In 1934 they got another boost when Galvin struck a deal with B.F. Goodrich tire company to sell and install them in its chain of tire stores.
By then the price of the radio, with installation included, had dropped to $55. The Motorola car radio was off and running. (The name of the company would be officially changed from Galvin Manufacturing to
"Motorola" in 1947.)
In the meantime, Galvin continued to develop new uses for car radios.
In 1936, the same year that it introduced push-button tuning, it also introduced the Motorola Police Cruiser, a standard car radio that was factory preset to a single frequency to pick up police broadcasts.
In 1940 he developed the first handheld two-way radio -- The Handy-Talkie for the U. S. Army.
A lot of the communications technologies that we take for granted today were born in Motorola labs in the years that followed World War II.
In 1947 they came out with the first television for under $200.
In 1956 the company introduced the world's first pager; in 1969 came the radio and television equipment that was used to televise Neil Armstrong's first steps on the Moon. In 1973 it invented the world's first handheld cellular phone.
Today Motorola is one of the largest cell phone manufacturers in the world.
And it all started with the car radio.
WHATEVER HAPPENED TO the two men who installed the first radio in Paul Galvin's car? Elmer Wavering and William Lear, ended up taking very different paths in life.
Wavering stayed with Motorola. In the 1950's he helped change the automobile experience again when he developed the first automotive
alternator, replacing inefficient and unreliable generators. The invention lead to such luxuries as power windows, power seats, and, eventually,
air-conditioning.
Lear also continued inventing. He holds more than 150 patents. Remember eight-track tape players? Lear invented that. But what he's really famous for are his contributions to the field of aviation. He invented radio direction finders for planes, aided in the invention of the autopilot, designed the first fully automatic aircraft landing system, and in 1963 introduced his most famous invention of all, the Lear Jet, the world's first mass-produced, affordable business jet. (Not bad for a guy who dropped out of school after the eighth grade.)
Sometimes it is fun to find out how some of the many things that we take for granted actually came into being!
AND
It all started with a woman's suggestion!!
re: try to appreciate...
Great, Ralph... really great!
The text mention very quickly another wonder: ''He made a product called a "battery eliminator", a device that allowed battery-powered radios to run on household AC current. '' ( maybe copper oxide rectifier device.)
This was the first step for the semiconductors and other solid state components, as silicon diodes, triacs, transistors, SCRs, GTI, GTOs, MOSFETs, processors... etc.
The text mention very quickly another wonder: ''He made a product called a "battery eliminator", a device that allowed battery-powered radios to run on household AC current. '' ( maybe copper oxide rectifier device.)
This was the first step for the semiconductors and other solid state components, as silicon diodes, triacs, transistors, SCRs, GTI, GTOs, MOSFETs, processors... etc.
Any intelligent comparison with 'avalanchedrive' will show that all PM turning wheels are only baby's toys!
re: try to appreciate...
murilo,
Either copper oxide or selenium, I am better acquainted with the latter!
My education in such matters did not start until 1957.
Used into the 1950's even in early computers;
The Magnetic Drum Digital Differential Analyzer (MADDIDA) was a computer built by Northrop Aircraft Corporation in 1950.
MADDIDA had 44 integrators implemented using a magnetic drum with six storage tracks. The interconnections of the integrators were specified by writing an appropriate pattern of bits onto one of the tracks.
http://en.wikipedia.org/wiki/File:MADDI ... tifier.JPG
Either copper oxide or selenium, I am better acquainted with the latter!
My education in such matters did not start until 1957.
Used into the 1950's even in early computers;
The Magnetic Drum Digital Differential Analyzer (MADDIDA) was a computer built by Northrop Aircraft Corporation in 1950.
MADDIDA had 44 integrators implemented using a magnetic drum with six storage tracks. The interconnections of the integrators were specified by writing an appropriate pattern of bits onto one of the tracks.
http://en.wikipedia.org/wiki/File:MADDI ... tifier.JPG
re: try to appreciate...
Ops!
Forgot to mention LED diodes, with great modern applications, as you know.
Copper oxide blades was the first rectifier to be used (as I know) and much later, with same shape came selenium plates.
CuO offers a too low reverse block V, much worst than selenium, with nominal 25V CA per blade.
I replaced many selenium stacks but few copper's, both are very strong against over reverse over voltage, good to conservative customers.
Starting in 68, I got good knowledge and practice specially in stacks design, specifications, fail analyzes and also heat-sinks designs, for several components. ( I miss those times. B(
Forgot to mention LED diodes, with great modern applications, as you know.
Copper oxide blades was the first rectifier to be used (as I know) and much later, with same shape came selenium plates.
CuO offers a too low reverse block V, much worst than selenium, with nominal 25V CA per blade.
I replaced many selenium stacks but few copper's, both are very strong against over reverse over voltage, good to conservative customers.
Starting in 68, I got good knowledge and practice specially in stacks design, specifications, fail analyzes and also heat-sinks designs, for several components. ( I miss those times. B(
Any intelligent comparison with 'avalanchedrive' will show that all PM turning wheels are only baby's toys!