Engine for converting object gravity into power by means of linkage mechanical transmission of pneumatic mechanism

Abstract

In order to solve the problem that the gravity of an existing dynamic object cannot be converted into power, the engine comprises a semi-circumferential inner tube with equal pressure and non-communicated air pressure, wherein the semi-circumferential inner tube is assembled on a hub of a vertical conjoined T-shaped baffle plate which is symmetrically and oppositely arranged on the outer circumferential surface of the semi-circumferential inner tube; the two semicircular inner tubes are communicated with air cylinders respectively, the two air cylinders are symmetrically, oppositely and fixedly installed on the bottom face of a basin cavity of a hub, pistons in the two air cylinders share a rack connecting rod and are meshed with a sector tooth swing rod fixedly installed on the hub through a central rotating shaft, the sector tooth swing rod is hinged to a force guiding connecting rod, and the force guiding connecting rod is hinged to an L-shaped rotating shaft. The L-shaped rotating shaft penetrates through the bottom face of the hub, a main gear is assembled at the end of the L-shaped rotating shaft, a dead gear fixedly connected to a supporting bearing outer sleeve below an engine support and a horizontal transmission shaft connected to the center of the hub are meshed, a flywheel longitudinal transmission shaft is assembled in a worm wheel transmission and linkage mode, and a tire is constantly pressed on a free roller body fixedly installed on the ground in an assisted mode.

Description

Technical Field

[0001] This invention relates to an engine, and more particularly to an engine that converts the weight of an object into power through a pneumatic mechanism linked to mechanical transmission. Background Technology

[0002] Currently, in the domestic and international engine markets, since the invention of the engine a century ago, no engine has been developed that converts the gravity of an object into power. In particular, the enormous, pollution-free natural energy of the gravity of a dynamic object is being wasted by people instead of being converted into power using special devices (such as pneumatic mechanisms linked to mechanical transmission mechanisms on the inner tube hub of a rolling tire), which is truly regrettable. Summary of the Invention

[0003] To overcome the aforementioned deficiencies in existing technology, I, Yuan Wulun (Yuanguji, Dutang Township, Dingtao County, Shandong Province), based on the laws of conservation of energy, conservation of mass, thermodynamics, Pascal's law, Boyle's law, the equation of state, and Clapeyron's equation, have conducted over twenty years of continuous and repeated research and in-depth analysis. This research draws upon my invention patent application number 202511166713.X, "Converting Automobile Gravity into Power Through Two Half-Tire Pistons and Connecting Rods on the Same Wheel," and my utility model patent, "Bicycle Driven by Rider Gravity." The principle of application number 202522237211.3 provides a special tire (with two semi-circular inner tubes of equal and non-communicating natural pressure, symmetrically opposed two-cylinder pistons sharing a rack and pinion linkage mechanical transmission mechanism) that uses the gravity of multiple coaxial parallel inertial flywheels fixed at multiple different positions on the ground through a pressure booster. The tire is matched with the rim and equipped with two semi-circular inner tubes of equal and non-communicating natural pressure. The "pressure difference" between the two semi-circular inner tubes is converted into a power device, which uses the gravity of the rotating inertial flywheels to drive the machine using an instantaneous pneumatic structure. The mechanical transmission utilizes two equally pressurized, unconnected, semi-circular inner tubes mounted on the same wheel. These two cylinders are symmetrically positioned and fixed to the bottom diameter of the wheel hub. The pistons within each cylinder share a rack and pinion connecting rod on a common surface. This rod meshes with a sector-toothed rocker arm, whose central shaft is fixed to the bottom of the wheel hub. The sector-toothed rocker arm is linked to a force-guiding connecting rod, which is hinged to an "L"-shaped rotating rod (actually an eccentric shaft) with its rotation point located on the bottom of the wheel hub. The "L"-shaped rotating rod penetrates the bottom of the wheel hub... Inside, a main gear is mounted on the end, which, through gear transmission, meshes with a "dead" gear fixed on the outer side of the support bearing housing below the engine mount. The meshing force of the "dead" gear against the main gear is transmitted to the wheel hub through the bearing housing mounted on the bottom surface of the wheel hub cavity via the "L"-shaped rotating shaft, and then to the horizontal drive shaft mounted on the inner side of the center of the bottom surface of the wheel hub cavity. Then, through worm gear transmission, it is transmitted to the longitudinal drive shaft to increase the rotational inertia of multiple parallel, heavy flywheels mounted on the longitudinal drive shaft, and then output externally. (In reality, the high-frequency oscillating "pressure difference" between two symmetrically opposed cylinders fixed on the bottom diameter of the wheel hub cavity acts on the piston surfaces of the two cylinders, causing the two pistons to share the same rack and connecting rod to move radially at high frequency. Then, through mechanical transmission gear transmission and eccentric shaft rotation, the external pressure of the heavy objects on the tire is converted into torque and output externally.)

[0004] As an optimization, symmetrically opposed metal baffles with T-shaped arc-shaped covers are vertically fixed on the outer circumference of the wheel hub. These arc-shaped covers are coated with a thin layer of resin, and the metal baffles are in close contact with the ends of the two semi-circular inner tubes mounted on the wheel hub. This design allows the two semi-circular inner tubes within the same O-type rubber tire to indirectly and intermittently contact the pressure-boosting roller above the horizontally parallel, fixed roller as the tire rolls, causing pressure on the rubber tire. This not only damages the tire but also produces impact noise with the roller. The resin arc-shaped sheet provides cushioning, ensuring the tire is not damaged by the two arc-shaped covers on the wheel hub. Simultaneously, the two fixed metal baffles on the wheel hub also prevent the interaction of air pressure between the two semi-circular inner tube ends. This is especially true during the contact of the arc length of the cover with the pressure-boosting roller. This ensures that the two semicircular inner tubes mounted on the same rim are not indirectly supported by the free rollers, and provides an opportunity to adjust the air pressure in the cylinders connected to each of the two semicircular inner tubes to be equal to the air pressure in the two semicircular inner tubes.

[0005] As an optimization, two symmetrical semicircular inner tubes are fitted on the tire hub, which has symmetrically opposed metal baffles fixed on its circumferential surface. They share a single rubber "O"-shaped outer tire. Each of the two semicircular inner tubes is connected to the top surface of two symmetrically opposed cylinders of the same shape, fixed on the bottom diameter of the hub cavity, through an air guide tube. Each of the two cylinders is equipped with a piston of the same shape and size. The pistons have two identical oil rings and two identical gas rings on their circumference. The two pistons share a rack and pinion connecting rod on a common surface. The opposite side of the rack on the rack and pinion connecting rod is pressurized by a limiting bearing fixed on the bottom surface of the hub cavity. This design prevents the two pistons, which share a rack and pinion connecting rod, from spinning during their radial reciprocating movement in the two cylinders, ensuring smooth meshing between the rack and the fan-shaped rocker arm fixed on the bottom surface of the hub cavity.

[0006] As an optimization, the rack and pinion linkage meshes with a central rotating shaft that is vertically fixed to a fan-shaped rocker arm on the bottom surface of the wheel hub cavity. The inner side of the other end of the fan-shaped rocker arm is hinged to the outer side of one end of a force-guiding linkage. The inner side of the other end of the force-guiding linkage is hinged to the outer side of the outer end of an "L"-shaped rotating rod connected to a vertical lever. The "L"-shaped rotating rod is actually an eccentric shaft mounted on the bottom surface of the wheel hub with a bearing for mounting. Furthermore, the "L"-shaped rotating rod penetrates the bottom surface of the wheel hub cavity and extends outside the wheel hub cavity, with a main gear mounted on its end. The design realizes the gravity of a large inertial flywheel shared by multiple axes (transformed into a "pressure difference" on the force-bearing surfaces of two pistons). Two pistons, sharing a rack and pinion linkage, move radially back and forth within their respective cylinders. This, through the rack and pinion linkage meshing with a sector toothed rocker arm, causes it to oscillate back and forth around a central fixed axis. This, in turn, drives a force-guiding link, which in turn drives a vertically connected lever on an "L"-shaped rotating rod. This forces the lever connected to the "L"-shaped rotating rod to rotate, thus causing the "L"-shaped rotating rod to rotate under pressure. The main gear connected to the rod end rotates accordingly. This design ensures that the gravity of multiple coaxial, huge inertial flywheels rotating always acts on the two horizontally fixed, parallel, and tightly attached free rollers, indirectly contacting the "lower half of the tire" (according to Ripascal's law in fluid mechanics—the theory that pressure applied to a fluid in a sealed container is transmitted in all directions according to its original magnitude). The two half-tires will inevitably generate a huge "pressure difference," and this "pressure difference" occurs twice with each rotation of the tire, alternating with the horizontally fixed, parallel, and tightly attached free rollers on the ground, indirectly contacting the lower half of the tire. This causes the two pneumatic pistons connected to the same linkage to move radially once in their respective cylinders. Then, through the rack and pinion connecting rod, the sector tooth swing rod is made to swing left and right once around the central fixed rotating axis. Through the guide force connecting rod, the "L"-shaped rotating rod is forced to rotate once, and the main gear also rotates once.

[0007] As an optimization, the power of the entire engine is generated by the superimposed power of the "pressure difference" produced by the four tires mounted on both ends of the front and rear parallel horizontal drive shafts, each pressing against two parallel and closely attached horizontal free rollers fixed vertically upwards from the ground. This superimposed power is transmitted through worm gears (or bevel gears) to the longitudinal drive shaft, which transmits the rotational torque on the horizontal drive shaft. The longitudinal drive shaft is equipped with multiple heavy parallel inertial flywheels. With this design, the outer end of the vertically connected lever (i.e., the eccentric shaft) on the "L"-shaped lever, due to the linkage of the huge rotational inertia of the entire engine system, will not "get stuck" at the "far point" and "near point" (referring to the "overlapping" meeting position of the lever and the guide rod). At the same time, it ensures that the guide rod of the sector tooth swing rod, due to the back-and-forth swing of the sector tooth swing rod, does not return along the original path, but smoothly links the lever (i.e., the eccentric rod of the vertically connected lever of the "L"-shaped lever) to rotate.

[0008] As an optimization, the engine's longitudinal drive shaft is equipped with a small-power electric motor pulley for starting and a power output pulley at each end. With this design, the small-power electric motor provides the initial power to the entire engine through a reducer.

[0009] As an optimization, the two semi-circular inner tubes mounted on the same wheel hub, as the engine runs, provide a huge "pressure difference" at the same frequency but not synchronized. The superimposed rotational torque generated by the pneumatic mechanism and mechanical transmission drives the main gears mounted on them to "rotate". At the same time, the main gears, together with their matched wheel hubs, "revolve" around the "dead" gear fixed on the outer side of the support bearing under the engine bracket. The main gears mesh with the "dead" gears with the same number of teeth. With this design, because of the meshing force between the main gears and the "dead" gears, the "dead" gears "push" the main gears. Thus, the main gears transmit the "reverse" tangential force on the main gears to the bearings mounted on the "L" shafts through the connected "L" shafts. The bearings, connected to the bottom surface of the wheel hub cavity, then transmit the force to the horizontal drive shaft in the center of the wheel hub cavity. Through the worm gear transmission, the force is then transmitted to the longitudinal drive shaft, and the output is actually the "pressure difference" driving the rotation of its own tires. In other words, the "pressure difference" assists the rotation of the tires. If the main gear meshes with the "dead" gear but does not push the "main gear" forward, but instead pushes the main gear backward, then this force becomes the resistance to the engine rotation. Therefore, an "intermediate gear" is installed between the main gear and the "dead" gear to remedy this.

[0010] As an optimization, lubrication between the cylinder and piston, between the rack and pinion connecting rod and the sector rod, between the guide connecting rod and the sector rod, between the guide connecting rod and the vertically coupled lever of the "L"-shaped rotating rod, between the gear matched on the "L"-shaped rotating rod and the meshing gear matched on the camshaft, between the cam on the camshaft and the rocker arm, and between the rocker arm and the air passage switch actuation component, is all provided by a suitable amount of lubricating oil stored in the hub cavity, and the hub opening of the cavity is sealed with a thin sheet. This design achieves automatic splash lubrication (because the hub cavity rotates around the centrally coupled horizontal drive shaft).

[0011] As an optimization, a closed, integrated metal cylindrical cover is installed on the outer circumference of each cylinder, forming a cavity with the outer circumference of the cylinder. An air inlet pipe and an air outlet pipe are respectively installed on this cylindrical closed cavity, and the two air duct openings are installed on the hub housing to connect with the outside. This design is suitable for air cooling and heat dissipation.

[0012] As an optimization, a miniature air compressor is installed on the bottom surface of the wheel hub cavity. The miniature air compressor is driven by a rotating wheel mounted on the camshaft through mechanical transmission. This design can promptly replenish the air leaks caused by the high-frequency reciprocating movement of the piston in the cylinder during long-term operation, so as to ensure that the tires that are horizontally pressed against the parallel free rollers on the ground work normally.

[0013] As an optimization, a small gear is fitted on the "L" shaped rotor inside the pelvic hub to mesh with driven small gears of the same number of teeth and module fitted on the shafts of the two coaxial cams. Each of the two cams is matched with two valve guide rods (i.e., rocker arm rods). Each valve rocker arm rod independently controls its own valve switch. The two valve switches controlled by the synchronous valve guide rods are synchronized. One valve is fitted on the air pipe between the power cylinder and the semi-circular inner tube, while the other is fitted on the air pipes at both ends of the decompression cylinder between the two power cylinders and the free piston. With this design, because of the steel wire in the rubber outer tire, even if there is a large gap between the "lower half" and the "upper half" of the inner tube... A large pressure difference results in minimal deformation (volume change) of the lower inner tube inside the outer tire, preventing it from performing external work. Furthermore, as the piston in the cylinder of the upper inner tube (which performs no work) moves from bottom dead center to top dead center, the increasing pressure within the cylinder leads to greater resistance on the rack and pinion linkage. This results in a smaller radial movement of the rack and pinion linkage, causing a smaller lateral swing amplitude of the meshed sector lever, preventing the L-shaped rotor from rotating a full revolution. Therefore, this design increases the stroke of the rack and pinion linkage. For detailed technical implementation, please refer to the appendix (Technical Solution Description).

[0014] As an optimization, vertically fixed hydraulic jacks are installed at different positions under the engine frame, and multiple several-ton heavy inertial flywheels are installed side by side on the longitudinal shaft. A horizontally synchronized brake jack is installed on each side below the flywheels. This design ensures that each tire rises vertically and automatically in sync, detaching from its own rolling roller, which is conducive to braking.

[0015] Using the above technical solution, multiple heavy inertial flywheels are mounted on the longitudinal drive shaft of the engine. Starting power is provided by a "lower-power" electric motor, and the "lower-power" electric motor continuously provides power. The tires at four different positions synchronously and at the same frequency "roll" against the free rollers directly below them, continuously obtaining the huge "pressure difference" generated between the two semi-circular inner tubes mounted on the same wheel hub. The cylinder piston mechanism of the pneumatic mechanism, which is superimposed at the same frequency, drives the mechanical transmission mechanism (gear transmission). This causes the "dead" gear, which is fixedly mounted on the outer sleeve of the support bearing under the frame, to "reverse bite" the main gear, "assisting" the rotation of each tire. This increases the rotational inertia of the multiple heavy parallel inertial flywheels mounted on the longitudinal drive shaft, thus indirectly achieving the purpose of converting gravity into power. This engine is an amplifier that obtains "small energy" (referring to the fact that a small-power electric motor can generate "large energy"), which can be used to generate electricity or assist the movement of moving cars or heavy trucks. Attached Figure Description

[0016] Figure 1The diagram shows the working principle of the engine in this invention, which converts the object's gravity into power through a pneumatic mechanism linked to mechanical transmission.

[0017] Figure 2 The diagram shows the working principle of the present invention, which uses a pneumatic mechanism to drive a mechanical transmission and convert the object's gravity into a power engine.

[0018] Figure 3 The diagram shows the mechanical transmission schematic of the present invention, in which the gravity of an object is converted into a power engine through a pneumatic mechanism linked to mechanical transmission.

[0019] Figure 4 The diagram shown is a schematic of the wheel hub steel rim structure of the engine, in which the object's gravity is converted into power through a pneumatic mechanism linked to mechanical transmission.

[0020] Figure 5 The diagram shows the principle of how the gravity of an object is converted into power by a pneumatic mechanism linked to mechanical transmission, thereby controlling the air passage switch of the engine via a camshaft.

[0021] Figure 6 The diagram shows the mechanical transmission structure of the engine, in which the gravity of an object is converted into power through a pneumatic mechanism linked to a mechanical transmission.

[0022] Figure 7 The diagram shows three dynamic scenarios: the object's gravity is converted into power through a pneumatic mechanism and mechanical transmission, resulting in increased radial movement of the rack and pinion of the engine.

[0023] The image shows the instant when piston A or B has just reached but not yet reached "dead end". <ii>The image shows the instantaneous state when piston A or B has just reached "dead end". <iii>The diagram shows the process of free piston C leaving the "equilibrium point" and pistons A or B doing work on the outside.

[0024] Figure 8 The diagram shows the structure of the present invention, which uses a pneumatic mechanism to drive a mechanical transmission and converts the weight of an object into power to power an engine, thus transforming the weight of a car into power to assist its movement.

[0025] Figure 9 The diagram shows the structure of a bicycle driven by the rider's gravity, which is converted into a power engine through a pneumatic mechanism and mechanical transmission. Detailed Implementation Plan

[0026] like Figure 1 , 2 Figures 3, 4, 5, 6, 7, 8, and 9 show that the gravity of the object in this invention is converted into power through a pneumatic mechanism linked to mechanical transmission. This power is then transmitted through a "low-power" input, causing the tires at four different positions to rotate synchronously and at the same frequency. This power assists the rotational inertia of multiple parallel, coaxial, heavy-weight flywheels (91), and outputs "high-power" power. These include external tires (5) that are self-pressurized and fixed on the ground, horizontally parallel and close to the top of two free rollers (501) and (502). The external tires (5) are fitted onto the wheel hub (1). Symmetrical opposing resin arc-shaped covers (13) or (12) "T"-shaped integrated metal baffles (10) and (11) are vertically fixed on the outer circumferential surface of the wheel hub (1). A horizontal transverse transmission shaft (7) is fitted at the center of the basin-shaped bottom surface of the basin-shaped wheel hub (1). (70) At the outermost end, bearings are fitted on the inner sides of the horizontal transverse drive shafts (7) and (70). A dead gear (62) is fixed on the outer side of the bearing sleeve. An inverted "U"-shaped frame (701) is fixed vertically upward on the inner side of the bearing sleeve. Bearings (801) and (802) are fitted in the center of the horizontal crossbeam of the inverted "U"-shaped frame (701). A longitudinal drive shaft (9) is fitted inside the bearings (801) and (802). Multiple parallel heavy inertial flywheels (91) are fixed in the center of the longitudinal drive shaft (9). The worm gears (90) and (92) fitted on the longitudinal drive shaft (9) form worm gear drives with the worm wheels (71) and (72) fitted in the center of the transverse drive shafts (7) and (70), respectively. The drive shaft (9) is equipped with pulleys (94) and (93) for a small-power motor and a load (such as a high-power generator) at both ends. The inner sides of the inverted "U" shaped frame (201) and (202) are fixed to the parallel longitudinal frame. The two semi-circular inner tubes (2) and (3) are mounted between baffles (10) and (11) that are vertically fixed on the outer surface of the circumference of the hub (1). The two semi-circular inner tubes (2) and (3) are fitted with the same rubber outer tube (5). The semi-circular inner tubes (2) and (3) are connected to the manual air passage switch (21) and (31) by air pipes. The manual air passage switch (21) and (31) are connected to the air passage switch K1 and K2 respectively. K1 and K2 are connected to the "four-way connector" (20) and (30) respectively. (20) Connects cylinder (22) and airway switch S2 and high-pressure output pipe of micro air compressor respectively. Four-way connector (30) connects cylinder (32) and airway switch S1 and high-pressure output air pipe of micro air compressor respectively. Airway switch S1 and airway switch S2 are connected to the top surface of the pressure-reducing cylinders matched by two identical pressure-reducing pistons respectively by air pipes. A common connecting rod is installed on the central surface of the two identical pressure-reducing pistons. The two pressure-reducing cylinders are symmetrically fixed on the bottom surface of the hub cavity. (Note: The piston mechanism of the two pressure-reducing cylinders is replaced by a free piston (202) matched by a pressure-reducing cylinder (201). Cylinders (22) and (32) are symmetrically positioned on the diameter of the bottom surface of the hub (1). Piston (23) is installed in cylinder (22).The cylinder (32) is equipped with a piston (35). The outer surfaces of the two pistons (23) and (35) are vertically mounted on both ends of a four-sided prism rack and pinion connecting rod (4) (i.e., the two pistons share a rack and pinion connecting rod). The opposite side of the rack surface of the rack and pinion connecting rod (4) is constantly supported by a bearing (41) vertically fixed on the bottom surface of the hub (1) pelvis. The rack on the rack and pinion connecting rod (4) meshes with a central rotating shaft (42) vertically fixed on a sector tooth rocker (40) on the bottom surface of the hub (1) pelvis. The other end of the sector tooth rocker (40) is connected to a force-guiding connecting rod (44) on its inner side. The other end of the force-guiding connecting rod (44) is connected to a force-guiding connecting rod (44). On the outer surface of the vertical connecting lever (45) at the outer end of the inner side of the "L" rotating rod (46), a gear (401), a bearing (409), and a main gear (47) are mounted on the "L" rotating rod (46) (which is actually an eccentric shaft). The bearing (409) is mounted on the bottom surface of the hub (1) cavity, and the main gear (47) is located outside the bottom surface of the hub (1) cavity and mounted on the end of the "L" rotating rod (46). The bearing cylindrical shells are mounted on both ends of the horizontal transmission shaft (7) (70) which is connected to the lower end of the inverted "U" shaped frame (701) (702). The gear (47) meshes with a fixed "dead" gear (62), and the main gear (47) and the "dead" gear (62) have the same number of teeth and the same module. The gear (401) meshes with a gear (403) with the same number of teeth and the same module. The gear (403) is mounted on the camshaft (402). Two cams (404) and (405) and bearings (408) are respectively mounted on both ends of the camshaft (402). The bearings (408) are mounted on the bottom surface of the hub (1) cavity. The cams (404) control one end of two rocker arms (406) with balls (407) mounted on both ends. The central pivot of the boom (406) is vertically fixed to the bottom surface of the hub (1) cavity. The other ends of the two rocker arms (406) respectively press against the airway switches S1 and K2. The airway switches S1 and K2 are respectively fixed to the bottom surface of the hub (1) cavity. The cam (405) controls one end of two rocker arms with ball bearings at both ends. The central pivot of the two rocker arms is vertically fixed to the bottom surface of the hub (1) cavity. The other ends of the two rocker arms respectively press against the airway switches K1 and S2. The airway switches K1 and S2 are respectively fixed to the bottom surface of the hub (1) cavity.< / iii> < / ii>

Claims

1. An object gravity is converted into a power engine by means of a linkage mechanical transmission of a pneumatic mechanism, characterized in that Two symmetrically opposed "T"-shaped arc-shaped metal baffles are vertically fixed on the outer circumference of the rotating tire hub. Between the two symmetrically opposed "T"-shaped arc-shaped metal baffles on the hub, two semi-circular inner tubes with equal natural air pressure and no pressure exchange are respectively installed. The two semi-circular inner tubes share a rubber outer tire. The "lower half of the inner tube" indirectly contacts the pressure-boosting roller fixed on the ground (or the pressure-boosting road surface directly connected to the outer tire). Therefore, there must be a "pressure difference" between the two semi-circular inner tubes installed on the same hub. This "pressure difference" is converted into rotational torque through pneumatic mechanism linkage mechanical transmission, providing "assistance" to dynamic loads (such as moving cars, generators, or bicycles being ridden, etc.) during operation.

2. The object gravity is converted into a power engine by means of a linkage mechanical transmission according to claim 1, characterized in that Two symmetrically opposed "T"-shaped metal baffles are vertically fixed on the outer circumference of the wheel hub. Between these baffles are two semi-circular inner tubes sharing a single rubber outer tire, each with equal natural air pressure and no cross-contamination. Each semi-circular inner tube is connected to a main air valve via an air guide tube. This main air valve connects to a four-way valve. One valve of the four-way valve connects to a rotating cylinder, while the other two valves connect to a high-pressure air pipe from a miniature air compressor that replenishes the two semi-circular inner tubes, and to an air valve on the air path between the rotating cylinder and its corresponding pressure-reducing cylinder. The two rotating cylinders are symmetrically fixed on the bottom diameter of the wheel hub cavity. The matching decompression cylinders are symmetrically mounted on the bottom surface of the wheel hub cavity. The pistons in the two decompression cylinders share a small connecting rod. The pistons in the two alternating power cylinders share a rack and pinion connecting rod. The rack and pinion connecting rod meshes with the sector teeth of the sector toothed rocker arm, which is fixed on the bottom surface of the wheel hub cavity. The sector toothed rocker arm is connected to the guide rod. The other end of the guide rod is connected to a small lever vertically connected to an "L"-shaped rocker arm (actually an eccentric shaft). The "L"-shaped rocker arm is equipped with a pinion and bearing of the linkage camshaft and a main gear. The outer sleeve of the bearing mounted on the "L"-shaped rocker arm is fixed on the bottom surface of the wheel hub cavity, and the "L"-shaped rocker arm penetrates the bottom surface of the wheel hub cavity and extends outside the body. The main gear mounted on the end of the "L"-shaped rocker arm outside the hub body meshes with the "dead gear" fixed on the outer end of the outer sleeve of the support bearing below the engine mount. The main gear and the "dead gear" have the same number of teeth.

3. The object gravity is converted into a power engine by means of a pneumatic mechanism linkage mechanical transmission according to claims 1 and 2 characterized in that The camshaft is equipped with two cams and a drive wheel for driving the micro air compressor and a driven pinion that meshes with the linkage camshaft pinion mounted on the "L" shaft. The two cams respectively control the rocker arm of the central shaft that is vertically fixed on the bottom surface of the hub cavity. The other end of the rocker arm controls the respective air passage switch start element.

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