Abstract:
A novel method and device for self-contained inertial vehicular propulsion using the combined effort of linear and rotational kinetic energy. The propulsion device containing pairs of flywheels with parallel axial orientation, opposite rotation and opposite alternate cyclic linear movement in the direction of vehicular travel. Kinetic energy is supplied to the flywheels with integral motor-generators means while at the same time the motor-generator means is connected to a rotational-to-reciprocal transmission means causing the alternating cyclic movement of the flywheels and supplying kinetic energy output for the propulsion of the vehicle. The formulation of the rotational-to-reciprocating transmission means allows an accumulation of kinetic energy into the motor-generator means rotational kinetic energy without causing a negative reaction force, due to the governing effect of the flywheels linear inertia in a governing negative feedback loop. The accumulated energy is then used as the propulsion energy,

Description:
FIELD OF THE INVENTION  
       [0001]     The present invention relates to a device and method for developing a self-contained propulsion force in a predetermined direction, using the combined effort of rotational and linear inertia of pairs of flywheels. The use of power-strokes for every half cycle of the device delivers a high degree of thrust yield. Alternating flow of kinetic energy to the motor-generators delivers a high degree of efficiency. Electro-mechanical damping elements recycle the alternating flow of kinetic energy.  
       BACKGROUND OF THE INVENTION  
       [0002]     The earliest example of using the combined effort of rotational and linear kinetic energy to produce a large linear force is the medieval catapult called “Tre&#39;Bucher”. The action of this catapult was so effective because of the combined effort of linear and rotational kinetic energy. Previous known patents describing self contained inertial propulsion devices using linear moving flywheels or other inertia elements are: U.S. Pat. No. 3,492,881 from Auweele, U.S. Pat. No. 3,863,510 from Benson, U.S. Pat. No. 4,242,918 from Srogi, U.S. Pat. No. 4,712,439 from North, U.S. Pat. No. 5,890,400 from Oades, U.S. Pat. No. 69669987 from Laul. Aus. Pat. No. AT408649B from Gruebel. Jap. Pat. No. 7156899 from Tetsuo. and Germ. Pat. No. DE3512677 from Urmolt. The before mentioned devices, while each an important contribution in the art of inertial propulsion, develop comparatively low energy propulsion forces or high degree of vibration compared to the energy input and size of the machines. The before mentioned devices also lack directional control. The listed patents do not use kinetic energy flow in both directions of linear flywheel movement. The listed devices lack the use of logic timed alternating energy flow of motor-generators to generate an unimpeded reciprocal motor-generator to flywheel torque in an advantageous force vector projection. In addition, the use of flywheels with integral motor-generators combined with central-shaft mounted rotational-to-reciprocating transmission means is also a new development in the field. None of the patents use the advantage of timed damping means and the opposing alternating linear movement of pairs of flywheels, which has the advantage of neutralising vibrations caused by the moving masses and allows for a more continuous form of propulsion energy. A further improvement to the prior art is the use of motor-generators and damping means drivers connected to logic interfaces which maximises their operation with precision.  
       BRIEF SUMMARY OF THE INVENTION  
       [0000]     It is the objective of the present invention to provide a self contained inertial propulsion device with directional control.  
         [0003]     It is another objective of the invention to provide an inertial propulsion device with a high degree of efficiency.  
         [0004]     It is still another objective of the invention to provide an inertial propulsion device with a low vibration characteristic.  
         [0005]     It is a further objective of the invention to use advanced motor control and engineering techniques for the advancement of inertial vehicular propulsion.  
         [0006]     Other features and advantages will be apparent from the following description with accompanying drawings. 
     
    
     DESCRIPTION OF THE DRAWINGS  
       [0007]      FIG. 1  is the top view of the mechanical representation of the propulsion device. The format is in wire-frame format for unimpeded logical perusal.  
         [0008]      FIG. 2  is the side view of the propulsion device with the supporting frame cut open.  
         [0009]      FIG. 3  is the top view of the propulsion device with a continuous running drive motor, external to the flywheel assemblies.  
         [0010]      FIG. 4  is the side view of the propulsion device including a timing wheel means and timing motor.  
         [0011]      FIG. 5  is the graphical representation of the motor-generator means drive pulses generated by the method of timing of the logic control means for continuous rotating motor-generator means.  
         [0012]      FIG. 6  is the graphical representation of the motor-generator means drive pulses for an alternating rotation of the motor-generator means.  
         [0013]      FIG. 7  is the graphical representation of the resultant propulsion forces when energy absorbent damping is applied under the method of logic control.  
         [0014]      FIG. 8  is the graphical representation of the force vector flows.  
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0015]     Referring to  FIG. 1 , the self-contained propulsion device comprising pairs of flywheels,  1  and  2 , with parallel axial orientation, opposite direction of rotation and opposite alternating linear movement. Opposite alternating linear movement of the pair of flywheels accomplishes a smoothing of propulsion forces. The device can also operate with the pairs of flywheels moving in simultaneous alternating linear motion, which propels the device more in individual strokes than in continuous motion. The opposite direction of rotation accomplishes the cancelation of rotational forces, which prevents the turning of the device around its axis. The turning action, however, is used to steer the device by varying the rotational parameters of the flywheel drives. The pair of flywheels  1  and  2 , each contain integral motor-generator rotor means  3  and  4 , forming integral assemblies. These motor-generator means can be of different types of technologies, for example, a pneumatic vane motor-pump or a hydraulic gear motor-pump. For illustration, an electrical motor-generator armature with the current carrying conductors and field magnets is shown. The side-wall of the flywheel  1 , is cut open to reveal the motor-generator means within the flywheel. The motor-generator means supplies kinetic energy pulses to the flywheel assemblies, causing the rotation and progressively changing alternating linear movement. The progressively changing linear movement is the source of dynamic back-rest for the unimpeded exertion of the kinetic propulsion energy, which is fully explained in  FIG. 5 ,  6 , 7 , 8 . The supporting frame  5 , of the propulsion device is also cut away from the attachment point  6 , 7 , 8  and  9  for unimpeded view of the active working elements. The propulsion device further comprises two guidance means  10  and  11 , which give each flywheel assembly substantial linear freedom of movement in direction of vehicular travel. For the present embodiment, swing-arms  10  and  11  are depicted, but many other technologies are suitable to guide the flywheels in linear motion. The swing-arms contain flywheels  1  and  2  on the moveable wrist-end and pivot at the socket-end  6  and  8 . The flywheels  1  and  2  rotate around the central shaft  12  and  13 , by means of rotational bearings, while the integral motor-generator rotor means is mounted co-centrically on the central shafts  12  and  13 . The central shaft is contained on the wrist-end of the swing-arm by means of a rotational bearing. The propulsion device further comprises pairs of rotational-to-reciprocating transmission means, which includes the ex-centric members  14  and  15 , which are mounted on each central shaft ex-centrically in relation to the flywheel assemblies. The rotational-to-reciprocating transmission means further includes the wrist-pins  16  and  17 , which are mounted on the opposite end of the ex-centric members, the linear bearings  18  and  19  and the damping means  20 ,  21 . The central shaft mounted ex-centric members  14  and  15 , represent the rotational input means, as well as the reciprocating output means of the rotational-to-reciprocating transmission means. The rotational-to-reciprocating transmission means gives the flywheels an alternating opposing movement and is therefore a rotational/reciprocating input/output means. The kinetic energy output means of the rotational-to-reciprocating transmission means is represented by the wrist-pin contained in the linear bearing. The linear bearing  18  and  19 , are mounted on the supporting frame  5 , perpendicular to the flywheels axis and central to the guidance means. The kinetic energy output means of the rotational-to-reciprocating transmission means acts against the vehicle through the linear bearings  18  and  19 , which represents the entrance point of propulsion energy into the vehicle. A further improvement to the ex-centric member is the variation of the length of the ex-centric members  14  and  15 . The ex-centric member mounted with a wrist-pin contained in a linear bearing is shown in  FIG. 1 . Many other technologies can be adapted with the same characteristics. The propulsion device further comprises a power-supply and logic control means  22 , which contains the logic control means that times and maximises the efficiency of the working components. For the simplest form of the device, power commutators  23  and  24  mounted respectively, to central shafts  12  and  13 , and are able to supply timed power drive pulses to the motor-generator means. The logic control means has a command and control input  25  for speed and directional control of the vehicle. The method of directional control is accomplished with the differential variation of the duration and angle parameters of the motor-generator drive pulses. Power commutator  26  and control commutator  27 , supply power and control information to the flywheel assemblies. The rotational position and angular speed of the flywheels  1  and  2 , are sensed with the encoders  28  and  29 . The rotational position and angular speed of the motor-generator means is sensed with encoders  30  and  31 . The drive pressure exerted by the linear bearings  18  and  19 , is sensed with pressure sensors  32  and  33 . The position and linear speed of the damping means  20  and  21 , is sensed with sensors  34  and  35 . The damping means dampens and assists the movement of the flywheel assemblies under control of the logic control means. The directional arrow  36 , indicates the continuous rotational direction of the flywheels, which is indicated in clockwise direction but can be in counter-clockwise direction, which then reverses all other directions including the propulsion direction. The directional arrow  37 , indicates direction of vehicular travel. The imbedded electromagnetic poles  38 , imbedded in the sidewalls of the flywheel  1  and  2 , are used for absorbing excess rotational and linear kinetic energy from flywheels  1  and  2 . The action of the imbedded electromagnetic poles  38 , acting reciprocally between flywheels  1  and  2 , has no negative influence on the propulsion force and returns excess kinetic energy of the flywheels  1  and  2 , back to the power-supply  22 .  
         [0016]     Referring to  FIG. 2 , which depicts the side view of the propulsion device with the supporting frame  5  cut open. The cut view of the propulsion device reveals the flywheels  1  and  2 , the guidance means  10  and  11 , the central shafts  12  and  13 , and the motor-generator means encoders  30  and  31 . The propulsion device depicted in  FIG. 2  also shows the members of the variable rotational-to-reciprocating transmission means, which includes the wrist-pins  16 , 17 , which are mounted on the ex-centric members  14  and  15  and the linear bearings  18  and  19 .  FIG. 2  further indicates the imbedded electromagnetic poles  38 , which are imbedded in flywheels  1  and  2 .  
         [0017]     Referring to  FIG. 3 , which depicts the top view of the propulsion device with the rotational transmission means  39  and  40 , for supplying rotational kinetic energy to the flywheels  1  and  2 . The differential transmission means  41 , 42 , distributes the rotational kinetic energy reciprocally into the ex-centric members  14 , 15 , and into the flywheels  1  and  2 . The timing, clutch and buffer means  43 , times and buffers the rotational kinetic energy flow to the flywheels  1  and  2 . This arrangement allows for the use of a continuous running drive motor, typically an internal combustion motor.  
         [0018]     Referring now to  FIG. 4 , which represents the propulsion device with timing wheel means  44  and  45 , for a kinetic output means of the rotational-to-reciprocating transmission means. The timing wheel means is mounted on the timing motors  46  and  47 . The timing motors are mounted on the supporting flame  5 , perpendicular to the flywheel assemblies axis and central to the guidance means. The timing wheel means have the purpose of timing and assisting the alternating motion of the flywheel assemblies, according to the logic control means. The timing motor shaft has an encoder or power commutator  48  and  49 , attached for the purpose of timing the motor-generator energy pulses.  
         [0019]     Referring now to  FIG. 5 , which depicts the graph of the motor-generator means alternating drive pulses, for the continuous rotation mode of the motor-generator  3  in  FIG. 1 . The graph depicts the drive pulses for the motor-generator rotor means. The motor-generator rotor means drive pulses start between 20-90 arc degrees, for positive drive, which drives and accelerates the flywheel  1 , in the clockwise direction and drives the motor-generator rotor  3 , in the counter-clockwise direction. During this angular acceleration, rotational kinetic energy is accumulated in the motor-generator means  3  and  4 , which is called accumulation phase. The drive phase is accomplished by the angular de-acceleration of flywheels  1  and  2 , and the accompanying de-acceleration of the motor-generator rotor means  3  and  4 , which occurs between 90-270 arc degrees, which accelerates the linear inertia of the flywheels assemblies opposite of vehicular travel, driving the vehicle forward. The drive-phase effectively converts the rotational kinetic energy of the motor-generator rotor into linear kinetic energy of the vehicle. The drive phase also restores the unused kinetic energy back into the power-supply. The drive phase has a lower intensity because kinetic energy must remain in the motor-generator rotor means  3 , to complete the rotational cycle.  
         [0020]     Referring now to  FIG. 6 , which depicts a graph of the motor-generator means alternating drive pulses for oscillatory motor-generator rotor rotation. The oscillatory rotation mode, delivers a more powerful propulsion force, because a maximum drive can be applied at the drive phase 90-180 arc degrees. The drive phase also reverses the rotation of the motor-generator rotor means, to start a new accumulation phase at 180 arc degrees, but in the reverse direction. The damping action is less effective in this mode.  
         [0021]     Referring now to  FIG. 7 , which depicts a graph of the typical resulting propulsion force generated by the pairs of flywheels  1  and  2 . The propulsion force, starts to develop from the inertia elements during the power phase, past 90 arc degrees; when the combined linear inertial reluctance of the flywheel assembly and the accumulated rotational kinetic energy of the motor-generator rotor, invest energy into the forward motion of the vehicle.  
         [0022]     Referring now to  FIG. 8 , which depicts the vector parameters in correlation to the angular rotation of the motor-generator rotor  3 . The directional arrow  50 , indicates the angular acceleration of the flywheels. The directional arrow  36 , indicates the continuous rotational direction of the flywheel  1 , which is in a clockwise direction. The directional arrow  51 , indicates the de-acceleration direction of the flywheel. The rotational direction  52 , indicates the rotation of the motor generator means  3 . The vector angle  53 , between the position of the ex-centric member  14  and the right angle of the linear bearing  18 , determines the instantaneous acceleration/de-acceleration characteristic of the linear flywheel inertia, following a sinusoidal motion. The centre line of mass moment of inertia is indicated with arrow circle  54 . The vector triangle  56 , is the instantaneous representation of the vector forces, for the indicated vector angle  53 . The motor-generator  3  torque, acting against the reluctance of the flywheel  1  rotational inertia, generates the reciprocal tangential force vector couples  56  and  57 . Force vector  58 , is the main driving force for the inertial propulsion device during the drive phase  62 . The tangential vector  57 , generated between 20-90 arc degrees, is the main source of kinetic energy for the self-contained inertial propulsion device and is unimpeded. The kinetic energy is accumulated from 20-90 arc degrees in the motor generator rotors rotational inertia and is called the accumulation phase  61 . The accumulated kinetic energy is then released during the drive phase  62 , from 90-230 arc degrees. The accumulated kinetic energy is used to accelerate the linear inertia of the flywheel assemblies, in opposite direction of vehicular travel, thereby investing net linear kinetic energy into the vehicle in direction of vehicular travel, driving the vehicle forward. The excess linear kinetic energy induced into the flywheel assembly during this reciprocal action is then absorbed by the imbedded electro-mechanical poles, between 180 and 270 arc degrees, preventing a loss of forward drive for the reversal of alternating motion. This method of self contained inertial propulsion depicted in  FIG. 2 , therefor becomes apparent, because the force vectors  59  and  60  are opposing, neutralising the main source moment of force tangential vector  57 , for any reaction force opposite of vehicular travel direction; the force vector  57 , is at the same time, inducing rotational kinetic energy into the motor-generator rotor means at an ever increasing rate, causing the kinetic energy accumulation phase  61 . The reason that the main source moment of force is not acting as an opposing force to vehicular travel, is the increasing linear de-acceleration rate of the flywheel assemblies linear inertia, up to the reversal of flywheel assemblies linear sinusoidal movement at 90 arc degrees. The de-acceleration represented by force triangle  55 , generates force vector  63 , which generates force vector  60 , which opposes force vector  59 . This progressive increasing linear de-acceleration of the flywheel assembly&#39;s linear inertia during the accumulation phase, acts as a governing influence, returning any increase in linear kinetic energy instantaneously back into the rotational energy of the motor-generator rotor means, which represents a governing negative feedback loop.  
         [0023]     While I have shown and described a preferred embodiment of my invention, if will be apparent to those skilled in the art that many changes and modifications may be made without departing from my invention in its broader aspect. I therefore, intend the appended claims to cover all such changes and modifications as fall within the true spirit and scope of my invention.