Inertial propulsion plus/device and engine

Devices herein described utilize vehicles that are propelled, braked, and steered by means of a process called Inertial Propulsion Plus. This consists of a "power phase" to extend the weight(s) from the vehicle, alternated with a "null phase" to cancel out the return phase or stroke reactions. This process is made workable by selectively applying a pure external force derived from the pathway and opposing the movement of the weight(s) on the power phase. For non-travel-related applications, the inherent displacement can be harnessed by a treadmill or other ways for a power source to increase available power and reduce pollution.

DESCRIPTION OF RELATED ART 
It seems there is a divergence of opinion as to the validity of these 
concepts. This applicant has attached a copy of some of his prior 
Disclosure Documents as adheres to accepted laws of science. But the 
mathematics and logic involved and some documentation data all point to 
its potential. The example of a simple weight midway of a stretched coil 
spring secured at both ends to a loose horizontal board displaced either 
direction and released returns to equilibrium without moving nor keep from 
moving the board; i.e., force=0. This experiment has worked every time and 
recognized as the "null phase" which obviously changes the center of 
gravity. This fact assured the validity of inertial propulsion in that it 
was all it needed to work. It is as though a single weight or M.sub.2 is 
the secondary mass is both speeding up and slowing down simultaneously in 
its effect on M.sub.1. The craft less the weight(s)=primary mass. 
This "null phase" with the springs is effective on earth even on an incline 
including vertically. But the power phase requires some pure external 
force assist because upgrade M.sub.1, the craft is more difficult to 
advance and the M.sub.2 (s) weight(s) less able to do the task. This fact 
leads to the reality of hybrid systems. 
Long ago, the belief was expressed that if someone could ever change the 
order of the sequence, accel, decel, etc., that self-contained propulsion 
might be possible. This "power phase" then "null phase" and so on 
alternately does just that. A one-weight model actually has two weights; 
i.e., the primary mass, M.sub.1 the craft and one secondary mass, M.sub.2 
the weight(s). Of course, this application shows models with 2 & 3 M.sub.2 
's. The most likely mode for launch purposes beyond Lockheed Martin's X-33 
would appear to be using gyroscopic propulsion since it will need only 
minimal pure external assist. But that will require powerful linear 
actuators and engines to manage the tumbling gyroscopes. 
This applicant has cited his own gyroscopic propulsion U.S. Pat. No. 
3,653,269 with some prior art at least with the same objectives. But no 
equivalent of the null phase to cancel out return reactions has been 
evident, nor has the application of pure external force derived from the 
pathway been found. Furthermore, the harnessing of the displacement for 
non-travel related tasks appears to be new art. 
There have been other grooved cylinder prior art found but not for managing 
weights for propulsion. Some prior art found: 
______________________________________ 
1. Atherton No. 11851 1854 
2. Wueller No. 5,040,426 
1991 
3. Garaud No. 3,465,602 
1969 
4. Van Doren No. 2,872,825 
1959 
5. Franklin No. 1,867,504 
1932 
______________________________________ 
BACKGROUND OF THE INVENTION 
1. Technical Field 
The field of endeavor of this invention appears to be for Art Group 3502 
and represents efforts beginning in 1958 by this applicant to solve this 
problem. It deals with momentum drives using a craft M.sub.1 and secondary 
mass (M.sub.2 's) or weights that are separated and then returned for 
reuse to the craft called the primary mass or M.sub.1. It was known that 
when one weight is pushed away from another, the craft, that if their mass 
ratios were, e.g. 10 to 1, the weight will move ten units distance and the 
craft one unit. It was discovered over time that there are a number of 
ways to return the weight M.sub.2 for reuse without disturbing M.sub.1. 
This so called "null phase" obviously changes the center of gravity from 
within this multi-component system. These methods can advance the center 
of gravity for propulsion or retract it for braking. Laterally deployed 
ones can be used for steering and positioning. For propulsion, it requires 
the "power phase" which has the function of advancing the craft M.sub.1 at 
the expense of a weight M.sub.2 which goes rearward, and this does not 
change the center of gravity. This is common knowledge, but the "null 
phase" which is alternated with this "power phase" each cycle is new and 
different. There are eight general ways to do this and probably more. 
This means that Newton meant a unitary or one component system when he 
said, "A body at rest or in motion tends to remain that way unless acted 
on by an external force." With a two or more component system, the forces 
between them are obviously external with respect to one another. So, this 
invention is only an extension of the common interpretation of Newton's 
laws. The "power phase" extends the masses apart, while the "null phase," 
whereby these return phase reactions cancel out, obviously does change the 
center of gravity of the system. This old type is alternated with a new 
type, and this opens up a new field of opportunities that are long 
overdue. 
In gravity, a small jet or rocket can be used to initiate external assist 
which can be increased by an on-board multistage pilot unit for that 
purpose. On earth, these "Inertial Propulsion, Plus" units generally 
require a combination of existing forces exerted between the weights of 
the system and pure external force derived from the pathway. Examples are 
shown in FIGS. 10A, B, C and D. This external assist can make up any 
deficiencies in the force exerted between a weight M.sub.2 and the craft. 
This yields a very useful hybrid system. 
The above is true because up-grade M.sub.1 is harder to lift and 
correspondingly, M.sub.2 is less able to lift it. For vertical lift, it 
differs by one gravitational unit; i.e., 1 G. The difference required in 
this mix or blend is either enough pure external force to support the 
weight(s), not the entire craft, or else an amount proportional to the 
sine of the angle of incline. 
Many people have sought to solve this elusive problem made more difficult 
by controversy which discouraged experimentation. But this breakthrough 
will set the record straight end open up the field for the development of 
other related technologies. 
For non-travel-related applications, the net displacement inherent in 
Inertial Propulsion Plus can be harnessed to add to the power obtained 
from engines. It should be noted that for jets and rockets, although they 
are both power sources and propulsion means, over half of the input energy 
is wasted. So, in any event, these new hybrids should extend life of known 
energy reserves world wide and greatly reduce pollution. 
SUMMARY OF THE INVENTION 
As described in the background, this invention involves now workable 
systems of weights that are manipulated in a proven manner to achieve 
propulsion, braking and steering. It has the power phase to extend the 
craft from the weights, alternated with a null phase to advance the center 
of gravity, along with the application of external force from the pathway 
of the craft to make a workable combination or hybrid. A small excess of 
pure external force will result in higher velocity of the craft. For 
non-travel related processes, the inherent net displacement can be 
utilized to yield engines both reciprocating and rotary. The "null phase" 
together with the "power phase" allows the weight to be returned for reuse 
without any adverse effect on the craft and its related system. Many uses 
are visualized for these and other various systems in many applications.

DESCRIPTION OF THE DRAWINGS 
The following drawings show the variety of apparatus utilizing a power 
phase whereby a weight is forced away from the advancing craft and a null 
phase to return the weight for reuse without any adverse effect on the 
craft. This null phase changes the center of gravity from within. All of 
the units shown do require an engine 10 or motor 10 as shown in the 
drawings. In a gravitational field, all require some external assist 30, 
31, 32 generally exerted between the craft M.sub.1 51 and the weights 
M.sub.2 's 50 and derived from the pathway. Thus M.sub.1 is the device not 
including the weight(s) 50. 
FIGS. 1A and 1D have a flipper 60 displacing weight 50, two inches to rear 
and on two polished steel rods 170 supported by posts 17 using linear 
bearings. Weight 50 is released and returned by pretuned springs 80 
fastened to weight by threaded screw 19 to equilibrium with no effect on 
the model for the null phase. External assist 30 is given by small wheel 
in contact with floor. Powered by cordless screwdriver 10 via geared shaft 
171 supported by posts 18, it travels to left as is the case with 1B and 
1C and 1D also. FIG. 1B is pneumatic, being powered by compressed air. The 
upper cylinder 20 has a sealed pot reservoir 61 at each end and cancels 
return phase reactions. FIG. 1C is similar but uses electro-magnetic coils 
acting as pretuned springs to both extend and retract the weight 50. 
FIG. 2A is a schematic for the two weights 50,50 with collapsible pins 
82,82 which impart momentum in the right direction on separation and 
collection. This allows the weights to complete strokes. In FIG. 2B, 
flippers 60 supported by posts 18 actuate weights 50. The external assist 
is made using air jets 31. This speeds up the weight 50 going in the 
direction of the large travel arrow enabling the weight 50 to reach the 
end of the stroke and impart its momentum to the craft before the other 
weight 50 completes its stroke. Return springs 81 conserve kinetic energy. 
This results in pulsating travel displacement. 
Like FIGS. 1A and 1D, the three-weight model shown in FIGS. 3A and 3C is 
operational and is being further tested. The grooved cylinder 90 model has 
three six-pound steel weights 50 actually proportionally larger than shown 
in FIG. 3A and is powered with an electric motor. Weights 50 take turns in 
the power stroke which advances model as the weight goes rearward. The 
"null phase" wherein the force from the weight 50 speeding up at uniform 
acceleration while a counterpart, already in motion, is decelerating 
likewise during the duration of the second half of the return trip. Motor 
10 rotates cylinders 90 and external force 30 proportional to the sine of 
angle of incline is derived from the pathway. It is applied to the 
cylinder 90 to augment forces between the actuator 60 and the weights 50. 
Each weight has centrally located linear bearings riding on two polished 
steel rods 170 for each weight 50 which have cam followers or styluses 
fitting into the continuous groove. FIG. 3B shows the type of modified 
bell curve for motion equation S=vt+1/2 a t.sup.2. There is prior art 
cited for grooved cylinders but not for this purpose nor for propulsion 
and not for managing weights. This type grooved cylinder can, instead of 
having each weight, during the power phase, accelerate half a stroke then 
decelerate second half of stroke, it can accelerate almost the entire 
power stroke. This would be followed by a short transition groove. FIG. 4 
shows a gyroscopic version with a gyrostat 150 which spins and is tumbled 
out of its desired plane of rotation as it is forced rearward by crank and 
connecting shaft 111. The gimbal for the gyrostat 150 has teeth 64 as does 
the base track 63 below. One-way clutches 65 have been used on an existing 
model to insure that the return stroke allows the spinning gyrostat 150 to 
return on this null stroke without tumbling. Only minimal assist 30 
derived from the pathway may be required. Sample calculations shown in the 
detailed description indicate that since gyroscopes can exhibit many times 
the force that non-spinning masses can, the relative mass ratios are 
different on the power stroke and the null stroke. 
FIG. 5A and 5B show rotary adaptations of the three-weight system and the 
two-weight system. In FIG. 5A, the weights 50 are advanced and then 
retracted using grooved cylinders 90 mounted on disk 91. External assist 
30 is provided by the pathway. In FIG. 5B, the weights 50 are advanced by 
the actuators 60 and returned by the spring system 80 much like with the 
one-weight system. Both are powered by engine or motor 10. The weights are 
centrally pivoted and slidable with respect to the rotor wheel. In FIG. 
5A, the three-grooved cylinders have one weight 50 advancing in time. "t" 
while another weight 50 is retracting in the first half and its 
counterpart likewise in the second half of the return trip. 
FIG. 6 illustrates one of other reciprocating models. Unlike helicopters, 
this one is self-contained, an engine 10 drives a blower 20 and the then 
upward air stream 32 is sufficient to support the weights 50 which are 
forced down on power stroke by motor-driven actuators 66 driven by motor 
10 via gears 67. The weights 50 could be returned for reuse with any of 
the spring versions as in FIGS. 1A and 1D. But the exit air is directed 
downward and can be baffled to help propel the craft. The linear actuator 
66 also driven by engine 10 can take any of many forms. 
FIG. 7 is a schematic illustrating that two opposite power phases cancel 
out to a null phase as in the weights 50 in a bracket. The third line or 
track represents a power phase in which the weight 50 moves oppositely. 
About the only way this scheme could be useful is if there were spare 
weights to return; e.g., two at a time as needed for the logistics of the 
system. 
FIG. 8A and 8B show ways to use non-uniform travel rates wherein weights 50 
reaching the end of their stroke cancel out the force needed to return 
another weight 50 for reuse. Generally, anytime a weight is decelerated as 
in FIG. 8B, which is only the return null phase, it is advantageous to use 
levers 113 such as in FIG. 8 to recycle the kinetic energy. FIG. 8B shows 
that if the weights 50 are timed, that a weight arriving at D can strike a 
lever 113 tied to one at C to accelerate it. There are a variety of 
options to accomplish this. 
FIG. 9 shows that for non-travel related engines that the inherent 
displacement can be harnessed to add to the available power from an 
engine. For travel-related tasks, a set of auxiliary weights 50 can be 
employed to help move the vehicle. The engine 10 drives any inertial-plus 
apparatus with external assist 30 as similar to FIGS. 1A and 1D as shown 
in FIG. 9. In lieu of travel, the displacement is harnessed on a treadmill 
190. This power is added to the power from the engine and the total output 
is @ shaft 0. Optimally the inertial machine may travel about an oval back 
to localize it to its vicinity. 
FIGS. 10A, 10B, 10C and 10D show graphically some types of external assist 
30 or 31 required for inertial-plus propulsion. FIG. 10A shows a land 
craft upgrade having the weight track tilted back, although it can be 
level. Thus, one can have gravity assist. FIG. 10B shows a boat with a 
small screw propeller to provide external force assist to between weight 
and craft. Likewise, FIG. 10C represents an airplane flying with a small 
propeller, in this case for external assist to the weight 50. A craft in 
microgravity so powered in space needs a small rocket for external assist 
to augment the force exerted between weight 50 and the craft 112. 
DETAILED DESCRIPTION OF THE INVENTION 
Since there are eight or more different ways to zero the effects of 
resulting reactions known to this applicant, there are likewise that many 
drawings. All of these have a power phase which is common knowledge 
alternated with a null phase to cancel out unwanted reactions. Efforts are 
made to recycle the kinetic energy of decelerating weights which can be 
done in a reciprocating process. Where other external force is applied, 
generally between the weights and the craft, it generally must be done for 
both phases, although gravity assist is possible especially in the null 
phase having a reversely tilted track. Synchronization of the reactions 
with the actions must be maintained. It can naturally occur but sometimes 
facilitated by a power synchronizer. Otherwise, scrambling will occur 
which will adversely affect the travel progression. The drawings FIGS. 1A 
and 1D and 1B and 1C through FIGS. 10A, 10B, 10C and 10D depict sketches 
of each type of Inertial Propulsion Plus. Laterally deployed smaller units 
can be used for steering. Braking can be done by reversing the process and 
having the null phase retract the center of gravity rather than advancing 
it. 
FIGS. 1A and 1D show pretuned stretched extension springs attached to a 
slidable weight 50 which returns the weight for reuse without any adverse 
effect on the model(s). For some models, the springs can be independently 
stretched and be coupled and uncoupled from the weight. This way is 
completely neutral as to its effect on M.sub.1. 
For any of the type machines require some external force to be added to the 
force exerted between the weight(s) and the craft. This may be obtained in 
sufficient quantity by an on-board multi-stage pilot unit. This could be 
increased by; e.g., a three-stage unit of inertial propulsion units 
beginning with an air scoop and becoming greater with each stage's output 
until it is great enough to satisfy the main driver unit. 
Most any appropriate power source 10 including nuclear can be used. Besides 
using coil or leaf springs, the null stroke can be pneumatic as FIG. 1B or 
electromagnetic as FIG. 1C. The springs ahead of the weight 50 and behind 
it need not even have the same stretch indices; i.e., inches per pound. 
They do need to be roughly compatible so that when released the decreasing 
tension on the forward spring is accompanied by a corresponding increasing 
tension of the rearward spring. Thus the reaction upon release of the 
weight is completely countered by the rearward spring which completely 
absorbs this reaction as it returns to equilibrium. Then the variations as 
of FIGS. 1A and 1D and FIGS. 1B and 1C, when properly executed, can 
totally handle any reaction the driving force can produce. A system 
dealing with hundreds or thousands of pounds must be strong enough for the 
task. For example, using the model in FIGS. 1A and 1D and without the 
flippers touching the weight 50, one can release the 
manually-displaced-to-the-rear weight 50. This has no adverse effect on 
M.sub.1 the craft, the mode as weight is returning to equilibrium. With a 
one-pound tension on the springs at rest, the tension on the front of the 
model becomes one and one-half pounds and on the rear of the model 
one-half pound. The maximum driving force is 11/2-1/2=lb. which becomes 1 
lb.-1 lb.=0 at rest or equilibrium. But on the return null phase, the 
.DELTA.f=11/2-1#=1/2 lb. loss to the front while the net gain in the 
rearward spring is 1-1/2#=1/2 lb. gain. This relationship is true for 
however great or small the tension even thousands of pounds. Also, 
dynamically, when the model is in operation, there is an imbalance of 
forces as they affect M.sub.1 the craft. Therefore, the thrust of the 
power phase must be &gt;1 lb. for the model to travel. This model has 
extension springs and must be operated in a range to where the opened 
loops do not close. A variety of stock springs, both extension up to 145 
lbs/inch and compression springs, are available from the Gardner Spring 
Inc. of Tulsa. Either type can be used with these limitations. The above 
condition must also be observed with pneumatic cylinders or 
electromagnetic springs. 
Inertial Propulsion tends to require a power phase alternated with a null 
phase to cancel out unwanted reactions. Even gyroscopic propulsion, as in 
FIG. 4, must have a M.sub.1 /M.sub.2 effective weight ratio more nearly 
equal on the power phase as regards the null phase or non-tumbling. 
Traditionally, the non-ejected weight 50 M.sub.2 may have an excess of 
momentum MV on the power stroke which would tend to drive the craft 
M.sub.1 51 back to its prior position. So, with Inertial Plus, some of 
this force can be countered with pure external force and shunted to 
ground. Likewise, the other function of the assist is to either support 
the weight itself for vertical travel or partially support it for upgrade. 
With reciprocation, it is relatively easy to get internal forces 
equivalent to more than 10 G's. But the upward opposite travel of M.sub.1 
can absorb all but 1 G with vertical travel. For horizontal travel, with 
no friction nor obstacles to advancement, all the force can be absorbed. 
The craft M.sub.1 and the weight M.sub.2 will continue to travel in 
opposite directions relative to each other until the end of the stroke. 
Since both M.sub.1 and M.sub.2 move apart inversely proportional to their 
relative mass, then the weight must return a greater distance for reuse. 
This means the total; e.g., 1+10 or 11 units of distance on the null 
phase. But once the system gets going, this stop and go becomes speeded up 
and slowed down each stroke or pulsating travel. But any ripple, if it 
does occur, can be smoothed out by blending in residual pure external 
force. Experimental results have been encouraging. Net displacement in 
itself sets up a progression rate in its own right and residual and added 
momentum at the end of each cycle makes possible high travel velocities. 
These basic and fundamental systems should not be confused with methods 
which rely on friction to retain position and having a fast stroke in one 
direction alternated with a slower stroke in the other direction. Even 
these have some useful applications but differ greatly from the types 
described by this applicant. Nor is the old reliable pendulum test a good 
criterion except if it were performed in space as external force may be 
required on earth. Weights can be in the form of fluids circulated or even 
clusters of particles blasted back and forth. The M.sub.1 /M.sub.2 mass 
ratios may vary greatly over a wide range from 1 to 1 if employing only 
one weight but typically 10 to 1 or even greater. Stroke length may range 
from a few inches to many feet for large crafts. As for the stroke times, 
the null stroke can be even faster than the power stroke if desired as 
this is not a factor. Instead of working due to friction, these new 
concepts need as little as possible friction. But to have a large thrust, 
the mass of the craft may be large; i.e., loaded. 
FIG. 2A,B is for a two-weight momentum drive system. The two weights 50,50 
can be like cannon balls on tracks and interceptor pins 82 to intercept 
the weight going in the desired direction, allowing it to impart most of 
its momentum MV to the craft it strikes before the rearward weight 50 
reaches the end of its stroke and slows the craft. Pulsating travel 
occurs, although on earth the ripple can be smoothed out with external 
assist. Conversely, on the return strokes, the weights are forced back by 
a flipper or otherwise back toward their initial positions. On this phase, 
the rearward one, now going in the desired direction of travel, is 
intercepted by another collapsible interceptor pin 82. In both cases, the 
weights are allowed to complete their strokes. The necessary external 
force assist can be provided to desired weight by these flippers or 
boosters or by any other appropriate means. This additional speed of that 
weight 50 means that it will reach interceptor pin more quickly than the 
one which decelerates the craft. For any type, the flippers have been made 
to uniformly accelerate half way or fully while the weight is being 
accelerated. Brush type boosters midway will boost the speed of the weight 
and can be used in lieu of the air jet accelerator. 
FIG. 3A shows a 3-weight system. An existing 66 lb. model has three 
six-pound weights 50 much larger in proportion than shown in the drawing. 
Each weight 50 has two parallel linear bearings and rides on two polished 
steel rods. The weights have cam followers which fit into the 1/2 inch 
continuous groove in a 65/8 inch O.D. aluminum cylinder which is 14 inches 
long for a 12 inch stroke. The curve for this cylinder was plotted from 
the motion equation S=vt+1/2 a t.sup.2 and was plotted and enlarged more 
precisely than FIG. 3B indicates. There was prior art later found for 
grooved cylinders but not for handling three weights where the return 
phase reactions cancel out. One of the weights is always outbound as the 
cylinder is rotated by an electric motor. The other two weights at any 
given time have one speeding up at constant acceleration in the first part 
of its return trip while a counterpart already in motion slows down 
likewise at the same value of constant deceleration. The weights take 
turns and the outbound power phase makes a stroke in time `t`. But the 
returning weights take a time `t` for a half stroke. The entire return or 
inbound stroke takes time `2t`. The power phase can have a weight speed up 
to on-half stroke or almost the full stroke before decelerating to the end 
of the stroke as in the case of a spare grooved cylinder. So, while the 
power stroke of accel/decel is sequential, the return stroke is 
simultaneous. Also, the power stroke and the null strokes are simultaneous 
although a design option using actuators can have sequential as in the 
case with other types. In horizontal operation on earth, these equal but 
opposite forces cancel out to zero. An external assist 30 like a roller on 
the pathway taking any of the many possible forms is required. This assist 
adds to the forces exerted by the cylinder to the weights. 
On earth, this small assist can be a small wheel in contact with the road 
or it can be to the support wheels. On water, this assist can be done 
using a small dummy screw propeller or through the existing one. Likewise 
with an aircraft, inertially propelled, the assist can be through the prop 
or jet or to a dummy one. There can even be combinations of hybrids like 
an inertially-assisted conventionally-propelled craft. In a 
helicopter-like craft, a nozzle-type air stream can be used to support the 
oscillating weights. 
FIG. 4 Gyroscopic Model. Since a gyroscope can produce many times the 
inertial force resistance as can a non-spinning weight when forced out of 
their plane of rotation, one or more gyros can be effective to produce 
propulsion. The idea in this type system is to force the gyro unit away 
from the craft as this gyro is forcibly tumbled out of its plane of 
rotation. The gyro unit is then returned for reuse without tumbling. The 
one shown has only one weight (gyro 150) although e.g., three gyro units 
can be utilized similar to FIG. 3A. Likewise in FIG. 4, the gyro unit is 
labeled (150). 
The gyro unit(s) can be managed in a rotary system. They can also be 
managed in a reciprocating fashion. All it takes is a double rack and 
pinion track and a motor-driven reciprocator that moves the gyro unit 
outbound while tumbling and retract them for reuse without tumbling; i.e. 
while maintaining its desired plane of rotation. This is done by use of 
one-way clutches on the gimbal-pivoted-rings for the gyro unit. 
Since this process actually constrains the craft as well as the gyro unit 
on the power phase, the mass ratio of the gyro to the craft is much 
greater on the power phase. As long as one gets in between the force 
couple of the twist, effective resistance will occur. 
FIG. 6 shows other reciprocating systems. This figure shows a sketch of a 
craft that could replace the common helicopter for many applications such 
as rescue tasks. Since there are no exposed rotor blades or props, they 
will be much safer near mountains and also for fires in high rise 
buildings and rescue tasks. 
This is only a sketch representing necessary components for such a craft 
and not the actual design which can take many forms. 
In this example, the weights 50,50 are supported in a vertical air stream 
32 in a stack. A blower or small prop provides the small external assist 
by the air stream in the stack enough to support the weights not the 
entire craft. This air stream can also be used to help guide and steer the 
craft. Meanwhile, mechanical actuators cause the weights to go up and down 
in this stack. Even then, nulling springs or else a double acting 
pneumatic cylinder with pot reservoirs at each end may be required to 
cancel out the return reactions. Electromagnetic coils and fields can be 
used to mimic the actions of extension spring systems. 
FIG. 7 represents a "null phase" component using any two opposite "power 
phases" and variable weight M.sub.2 units to maintain the needed mass 
transfer for the logistics of the process. Thus some strokes have a 
one-weight unit while others have two weights on the same stroke to 
maintain the continuity of the process. Then adjunct and opposite power 
phases can be used alternated with a single power phase in the selected 
direction for travel. 
FIG. 8 depicts miscellaneous e.g. pairing up of end points to "null out" 
effect. 
In lieu of uniform accelerating and decelerating the weights as done in 
previous cases, the weights 50 may travel at constant velocity e.g. like 
bowling balls and be tossed by a flipper or other actuator. The M.sub.2 's 
can be the form of clusters, particulates, powders, or else fluids blasted 
across the enclosed course and received on the other end and returned back 
and forth. The M.sub.2 's in any form can be forced backward and the craft 
go forward each pulse. The M.sub.2 leaving the rearmost part of the course 
may be timed just as the previous M.sub.2 is impinging in front. This 
cancels out these effects in horizontal operation. 
A design goal is to try to recycle the kinetic energy of decelerating 
weights to help power the system. Rods and levers can be used to transfer 
the kinetic energy from one end of the track to the other end of the same 
track or as accelerating or decelerating M.sub.2 is in the return path or 
track. 
The M.sub.2 can even strike a lever near the end of the stroke and apply 
the kinetic energy electromagnetically through wires to accelerate the 
M.sub.2 being forced away from the craft. 
Another design choice is to "connect" each M.sub.2 on the power stroke. The 
weights can be fitted with tow strips so that near the end of each power 
stroke the tow strip engages the next weight and puts it into motion and 
so on. This can be done without any direct effect on M.sub.1 the craft. 
Rotary models, FIGS. 5A and 5B. This system works similarly to the 
one-weight unit in FIGS. 1A, 1D, 1B and 1C or even the three-weight unit 
in FIGS. 3A and 3C. Sector-designed weights are more applicable for rotary 
systems but in effect they are very much alike and merely mounted on arms 
or disks and provide thrust by rotating around these thrust forces. They 
can be used laterally to provide steering as well as reversed for braking. 
FIGS. 5A and 5B depict two different ways of producing a null phase on the 
return stroke. 
FIG. 5A illustrates a three-weight model wherein the forces on two of the 
weights at any given time are canceling out on the null phase. FIG. 5B 
shows a two-weight rotary design which employs the nulling spring 
arrangement. This also can be done with a pretuned pneumatic cylinder or 
else by electromagnetic coils which serve as springs. One returns the 
weight and the other cancels out the reaction completely. 
FIG. 9 depicts harnessing displacement to provide power from an engine. 
The net displacement potential for non-travel-related engines can be 
converted to rotary motion with the engine power source in place. On 
earth, a very small external source assist may be used resulting in 
obtaining power for stationary use. 
FIGS. 10A, B, C and D. Inertial Propulsion Plus is used in a gravitational 
field which requires some pure external force derived from the pathway to 
be blended in to give a highly useful hybrid. With inertial plus device 
assisted properly to the weights using a pencil jet or rocket will result 
in greater thrust. On land, there may be a small fifth wheel or existing 
wheel(s) in contact with the roadway and a shaft leading to and helping 
the actuator that manipulates the weights. In water, likewise the 
assistance can be by a small prop or existing prop. In air, there can be a 
small prop or existing prop or jet. For helicopter-like vertical travel 
machine, there can be a small enclosed prop or turbine in a stack or a 
blower sufficient to externally support the weights. 
In general, even with the alternating of a power phase to null phase which 
changes and advances the center of gravity, this process can only work in 
a horizontal plane and even then with no friction or obstacles to 
advancement. Upgrade also needs some pure external assist derived from the 
pathway and proportional to the sine of the angle of incline. By meeting 
these basic requirements, a highly useful combination or hybrid can be 
obtained. This assisting force is usually applied to the force being 
exerted between the craft and the weight. 
FIGS. 10A, B, C and D is a sketch of this process for various media. 
For upgrade travel on earth, Inertial Plus with minimal assist may just 
cause the craft to move less each stroke than will horizontal travel. A 
slidable ratchet-type escapement fastened to the three-weight model and 
sliding on an all-thread rod has been used to get the reactions in 
synchronization with the actions. 
A concentric dwell ring groove can be utilized at the ends of stroke using 
a grooved cylinder to facilitate phase timing. Also, if sequential power 
phase then null phase rather than simultaneous, it can be done by means of 
a constant velocity mid section of the return null phase. This is a design 
option. 
With external assist between the weights and the craft, a power phase 
followed by a null phase and repeating is all that it takes to get 
unidirectional motion or called self-contained propulsion. 
The spring model cannot kick back as long as the sets of springs are 
roughly compatible. Anyone should try this to verify that it changes 
center of gravity. 
In FIGS. 5A and 5B, the rotary models can have a harmonic balancer or else 
design the weight strokes on a slant to maintain balance as it moves. 
With, for example, a 10 to 1 ratio of M.sub.1 /M.sub.2, M.sub.1 moves only 
1/10th of that for M.sub.2, so since they are on the same base, relative 
acceleration versus actual is not significant on the power stroke. M.sub.2 
falls behind M.sub.1 and then catches up on the null phase. 
Weights including gyro's take hold where they are so if already in motion, 
the force through a distance is like a dotted or dashed line in that you 
can have skips on the power phase since much force can be generated for a 
short impulse of duration of the stroke. The distance M.sub.1 the craft 
moves may be increased using levers each stroke. "Inertial Propulsion 
Plus" gives something to push against and the push. Other applications of 
Inertial Propulsion Plus may include recoil systems and suspension 
systems. 
How It Operates 
All of these examples of reaction propulsion devices in art group unit 3502 
were made workable by extending a craft and weight(s) apart by reacting 
against each other and returning the weight for reuse while cancelling out 
the return reactions. But since for upgrade travel, the craft is harder to 
move and the weight less able to move it, some outside or external force 
derived from the travel medium must be selectively applied to the 
weight(s) itself rather than to the craft. The latter would have added the 
same force to the craft and the weight and thus not change this otherwise 
balanced system. But by applying this outside force to oppose the weight, 
but in the direction of travel, causes the actuator to exert a greater 
over-riding force to propel the craft. This also is enough to prevent the 
weight from ramming the craft back to its prior position. The craft's 
reaction each stroke is great enough to absorb most of the reaction. 
The return phase reactions can be cancelled by spring means or by having 
two or more weights react simultaneously i.e. go apart as with the 
two-weight apparatus and the three-weight apparatus. The three-weight 
apparatus has one weight at constant acceleration during the first half of 
the return stroke, while a prior weight, already in motion, likewise 
decelerates at the same constant value during the second half of the 
return stroke. Thus, these return reactions cancel out to zero. In any 
case, a small external assist must be applied to the weight(s) in the 
travel direction to prevent the weight from causing the craft to return to 
its prior position. A small excess of external force assist will add 
residual momentum each stroke and yield increasing velocity to the craft. 
Reversing the process can be used to provide braking and laterally deployed 
smaller auxiliary units can provide steering. 
Placing and securing any of these units on a disk or turntable can add to 
the power derived from an engine for stationary or non-travel-related 
applications. The propulsion device must travel around in an oval or 
circle. To have the device remain stationary and the weights react against 
belts on treadmills tends to require two belts or disks to make the equal 
and opposite direction action and reaction separate or can be done in 
opposite directions on one treadmill belt also serving as the weight. 
FIG. 1A and FIG. 1D elevation and plan views have motor 10-driven actuator 
60 turning about 180 RPM which cyclically drives a 4" long by 1" rod 50 
connected forward and rearward to model by prestretched spring 80. Weight 
goes 2" rearward as the model goes forward in direction of travel arrow. 
Weight 50 releases and is returned for reuse by spring system which also 
absorbs the reaction. External assist enough to keep weight from ramming 
the model back to its prior position is provided by a friction wheel to a 
slipping wheel to brake the actuator causing a greater overriding force 
from the actuator. Continuation of this process gives travel. 
FIG. 1B has an air-driven means to force the weight 50 rearward as the 
model goes forward. A separate pneumatic cylinder 20 has been recharged 
and returns the weight to equilibrium without affecting the travel 
process. External assist is provided by a friction wheel 30 to oppose the 
rearward travel of the weight enough to prevent back-sliding. 
FIG. 1C works much the same as the others but uses controlled 
electromagnetic fields 20 which are wound so as to provide the driving 
means as well as cancelling the return reactions as weight 50 returns to 
equilibrium. External assist 30 is provided by a friction wheel opposing 
the rearward travel of the weights and enough to keep the weight 50 from 
ramming the model back to its prior position. 
FIG. 2A for a two weight system is a sketch showing how forcing one weight 
50 forward simultaneous with forcing a second weight rearward to the same 
extent cancels out reactions. FIG. 2B shows the apparatus using two 
on-board air jets 31 to add to the velocity of the weight 50 going in the 
desired direction to reach the end of its stroke before the other weight 
strikes and slows the craft. This provides enough external assist to 
prevent back-sliding. Timed actuators 60 driven by motors 10 keep the 
ramming process going. The springs 81 shown conserve and recycle the 
kinetic energy. 
FIGS. 3a and 3c show plan and elevation views of a 3-weight model whereby 
one six-lb. weight 50 is always going rearward as the model goes forward 
while two others 50 are returning forward in response to the grooved 
cylinder 90 which is rotated by motor 10. There is always one weight 50 
speeding up in the first half of the return stroke while another already 
in motion is slowing down in the 2nd half of its return trip. This cancels 
out the return stroke reactions. The right amount of external force assist 
is provided in this case by a friction wheel 30 to add to the forces 
exerted by the cylinder 90 working with the parallel steel rods 170 to the 
weights 50 to make it travel by preventing back-sliding to prior position. 
FIG. 4 shows a propulsion system wherein the weight(s) is a spinning 
gyrostat 150 which is forced tumbling out of its preferred plane of 
rotation on the outbound stroke by means of a second motor 10. This much 
more effective force causes the model to travel in the opposite direction. 
Then the gyrostat 150 is returned for reuse without engaging the twist by 
means of one-way clutches 65. An optional spring means 80 could be used if 
desired to completely cancel the return reactions. An external force 
assist is applied to the weight(s) 50 i.e. gyrostat 150 to prevent it from 
driving the model back to its prior position. 
FIG. 5A has a disk 91 upon which are mounted three sets of grooved cylinder 
90 actuators driving weights 50 to, in turn, each advance its weight. This 
exerts an opposite force on the disk 90 about which the disk rotates 
around and travel occurs. External assist to the weights is provided by a 
friction wheel 30. The weights 50 are returned for reuse, in order, and 
these forces cancel out without returning model to prior position each 
stroke. 
FIG. 5B likewise advances weights 50 much as the one in FIG. 5A and the 
external force assist 30 is similar. The weights 50 are returned for reuse 
by springs. Enough external force assist 30 is used to prevent the model 
from being driven back to its prior position each stroke. 
Since the craft and the weights 50 shown in FIG. 6 react upon one another, 
a useful application would be an air vehicle much like a helicopter. The 
two weights 50 are forced up and down in a stack or chamber and an upward 
air blast 32 supports and returns the weights and provides the external 
force assist 32 sufficient to prevent the craft from returning to its 
prior position. The two engine-driven weights churn up and down in the 
stack for lift and the return phase can be augmented by springs 80 (not 
shown). Two engines 10 are shown in FIG. 6 although one engine could be 
used. 
In FIG. 8A, there is one weight 50 forced by an actuator 60 outbound to the 
right which causes the model to travel left. There is a weight 50 flipped 
forward at the instant a prior returning weight impinges at the front end 
of stroke cancelling out the return reactions. Enough external assist 30 
is applied from the friction wheels to prevent back-sliding. 
FIG. 9 shows a craft such as FIG. 1A and 1D on a treadmill whereby the 
displacement is harnessed for stationary power applications. 
FIGS. 10A, 10B, 10C, and 10D show how external assist 30, 31, or 32 can be 
applied to the weights 50 for various travel media. The 
inertial-propulsion-plus devices such as for FIG. 1A of course, are on 
board and the external assist 30 is designed to oppose the motion of the 
weight 50 on the power stroke causing a greater overriding force to be 
exerted on the weight on the power stroke. Enough external assist 30 
prevents the weight 50 from ramming the craft back to its prior position.