Patent Abstract:
Self-contained timely sequential inertial thrust drive pulses are generated by a tandem mechanical frequency modulated oscillator using the combined effort of linear and rotational inertial reluctance contained in the mass of paired flywheels. The flywheels are having parallel axial orientation with linear displaceable spacing, opposite free wheeling rotation and opposite alternate cyclic machine-logic optimized non-uniform reciprocal motion in union with vehicular travel direction. The combined effort of linear and rotational flywheel motion accomplishes the cyclic realignment of the flywheel motion into one timely gradient vector sum motivating thrust drive. A flywheel integral regenerative drive and rotor within each flywheel are used to obtain the cycle frequency modulation and non-uniform motions. The cyclic sum of all mutual reciprocal mass motion energy transactions represents a closed loop complex Cartesian grid motion with one self-contained superior centripetal inertial thrust drives pulse per each rotor cycle.

Full Description:
[0001]    This is a Continuation-in-part (C.I.P) specification for original application Ser. No. 11/544,722 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates to a device and method for developing a self-contained timely sequential potential energy work output thrust drive in a predetermined direction, using the combined effort of rotational and linear kinetic energy of pairs of flywheel inertial mass motions, wherein the flywheel kinetic energy is provided by regenerative drive means under control of machine logic. The effective work output thrust drive is the product of potential energy performing work multiplied by the time duration of the motion and then dividing the product by the motion distance. The effective thrust drive magnitude, when considering the magnitude of the inertial mass, is the square root out of the product of the averaging constant multiplied by the inertial mass then multiplied by the magnitude of the potential kinetic energy performing work on the mass. 
       BACKGROUND OF THE INVENTION 
       [0003]    The earliest example of using the combined effort of rotational and linear kinetic energy to produce a large linear potential energy work output thrust is the carriage mounted medieval catapult called “Trebuchet”. The action of this catapult was up to 30% more effective than fixed catapults because of the combined (simultaneous) effort of linear and rotational kinetic energy. The “Trebuchet” was also the first device to generate such a large linear work output by accelerating a rotational rotor mass within less than one half revolution of the rotational motion. The combined linear and rotational motion of this catapult has similarities to the present invention where the projectile of the Trebuchet becomes the body of the device and the carriage is operating within the device. 
         [0004]    A further prior art of the present invention are the experimental clocks placed on ships in the 18 th  century when clockmaker attempted to build clocks capable of sustaining the local time of Greenwich England for longitude navigation. Clockmakers were confronted by an intriguing problem. It seems, no matter how ingenious such clocks were devised they either advanced or retarded in comparison to the Greenwich time, which of course means the clocks gained kinetic energy or depleted kinetic energy. It was determined that the complex motion of the ships was causing the change in clock kinetic energy. How can we explain such a true phenomena with Newton&#39;s equal reaction to an action? How can an action of the isolated system of a ship react on the kinetic energy of a clock on the same ship without direct transmission connections? Since the ship to clock energy transfer relationship is a documented reality, then it can be argued with accuracy: Because of the reversibility of physics principles, energy and impulse must be continuously transferable from large clocks mounted within ships in a reversed process motivating ships travel motion. 
         [0005]    One of the first successful use of the flywheel for powering vehicular motion was for a public transportation bus called the “Gyrobus” engineered by the Swiss Orlekon company. The reason for the reasonable success of the Gyrobus was the large kinetic storage capacity of the used flywheel having a large diameter and high RPM rotational speed. The gyrobus only required 1/100 of the Gyrobus high flywheel kinetic energy to power one start motion of the bus from a stop position up to the city speed limit. The reduction from the high speed RPM flywheel rotational motion to the relative low travel speed of the bus was accomplished with an electrical transmission apparatus. This principle illustrates the profound difference of high kinetic energy transaction through transmission to direct impulse and momentum transaction of colliding masses. 
         [0006]    Previous known art of self contained inertial propulsion devices using independent linear moving flywheels or other inertia elements develop comparatively low energy propulsion thrusts or high degree of vibration compared to the energy input and size of the machines. The thrust output of these type of inertia drives can be improved with machine logic optimisation of the linear flywheel movement eliminating the need for additional inertial mass displacements carried by the flywheels. The machine logic optimisation allow the device to respond to a changing gravitational load environment as encountered in the pendulum test. The previous technologies 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 thrust vector projection. In addition, the use of flywheels with integral motor-generators combined with a central-shaft mounted rotational-to-reciprocating transmission is also a new development in the field. Reciprocal opposing alternating linear flywheels movement working in a pair has the advantage of minimising vibrations caused by the moving masses and allows for a more continuous form of propulsion thrust. 
       BRIEF SUMMARY OF THE INVENTION 
       [0007]    It is the objective of the present invention to provide a self contained inertial propulsion device with directional control. 
         [0008]    It is another objective of the invention to provide an inertial propulsion device with a high degree of efficiency. 
         [0009]    It is still another objective of the invention to provide an inertial propulsion device with a low vibration characteristic. 
         [0010]    It is a further objective of the invention to use advanced motor control and engineering techniques for the advancement of inertial vehicular propulsion. 
         [0011]    Other features and advantages will be apparent from the following description with accompanying drawings. 
     
    
     
       DESCRIPTION OF THE DRAWINGS 
         [0012]      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. 
           [0013]      FIG. 2  is the side view of the propulsion device. 
           [0014]      FIG. 3  is the propulsion device having a fluid motor-pump as a regenerative drive means 
           [0015]      FIG. 4A  is the propulsion device employing mechanical transmission and a continuous running drive motor as the kinetic energy source. 
           [0016]      FIG. 4B  is the side view of the buffer and clutch means. 
           [0017]      FIG. 5  is the graphical representation of the motor-generator drive pulses generated by the logic control. 
           [0018]      FIG. 6  is the graphical representation of the motor-generator rotor angular speed progression. 
           [0019]      FIG. 7  is the graphical representation of the resultant potential energy work output thrust pulses. 
           [0020]      FIG. 8  is the graphical representation of the mechanical work output thrust vector flows. 
           [0021]      FIG. 9  is the propulsion device operating with a complimentary cam and cam follower. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0022]    Referring to  FIG. 1 , the self-contained propulsion device comprising pairs of flywheels,  1 A and  2 A, having parallel axial orientation and linear displaceable axial spacing. Each individual flywheel of the flywheel pair, in comparison to each other axis, have a linear mutual separating motion  78  followed by a re-approaching motion  78  and opposite direction of rotation  36 , therefore, the linear motion of the flywheel pair is a kinetic energy dependent mutual time sequential diametrically opposing alternating linear motion. The linear and rotational motion of the flywheels are progressively changing non-uniform movements which accomplishes the net potential energy work output propulsion thrust drive propelling the vehicles&#39; ( 68 ) motion. The opposite direction of flywheel rotation accomplishes the cancellation of rotational torque, 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. Each flywheels  1 A and  2 A contain a substantially embedded regenerative drive means b-group comprising motor-generator rotor  3 B,  4 B and field magnets  75 B. The motor generator rotor has the dual purpose of delivering directional alternating torque and accumulating rotational kinetic energy. The torque delivered by the regenerative drive is mutually reciprocally applied to the flywheel and reciprocally to the motor-generator rotor. The group members of the regenerative drive means  3 B,  4 B, 75 B and the flywheels  1 A,  2 A each are combining their inertial masses forming integral flywheel assemblies AB-group. For operational consideration the total inertial mass of each flywheel assembly is determining the magnitude of the linear motion work output thrust pulses while the rotational mass moment of inertia of the flywheel  1 A, 2 A and the rotor  3 B, 4 B determine the rotational torque pulses. The regenerative drive means B-group can be of different types of technologies, for example, a fluid motor-pump such as a pneumatic vane motor-pump or a hydraulic gear motor-pump. In  FIG. 1 , for illustration and operational presentation an electrical motor-generator rotor  3 B, 4 B with the current carrying conductors and field magnets  75 B is shown. The side-wall of the flywheel  1 A, is cut open to reveal the motor-generator within the flywheel. The motor-generator B-group supplies regenerative kinetic energy pulses to the flywheel assemblies, causing the flywheel rotation and the regenerative motor-generator rotor causes the progressively changing alternating non-uniform linear flywheel assembly movement. The progressively changing non-uniform linear and rotational flywheel assembly motions is the source of dynamic inertial mass back-rest for the unimpeded self-contained exertion of the kinetic propulsion energy, which is fully explained in FIGS.  4 , 5 , 6 , 7 . The operation of an inertial mass backrest can be understood as similar as to the inertial mass backrest used in sheet metal rivetting operation which prevents the deformation of the sheet metal. The reason that the riveting is not deforming the sheet metal while applying an substantial inertial mass backrest against the metal surface is that the rivetting kinetic energy of the rivetting impact hammer is distributed according to the reverse ratio of the impact hammer mass to the inertial backrest inertial mass. This means that the substantial inertial backrest receives very little kinetic energy and the rivetting hammer receives a large amount of rebound kinetic energy. Accordingly, in analogy of the presented propulsion device, during the driving of the regenerative drive, the rotor  3 B receives a large amount of rotational kinetic energy and the larger inertial mass of the flywheel  1 A receives a small amount of kinetic energy. Furthermore, the flywheel linear motion in relation to the device motion relates to the same reverse ratio of masses: The large mass of the device receives a small amount of kinetic energy and the small mass of the flywheel receives a large amount of kinetic energy. For ease of viewing, the supporting frame  5  of the propulsion device is cut away from the attachment point  6 , 7 , 8 , 9  for unimpeded view of the active working elements. The propulsion device further comprises two guidance means c-group comprising members  10 C, 11 C, 64 C, 65 C, 76 C, 77 C which provide each flywheel assembly with substantial linear freedom of movement  78  in vehicular travel direction  37 . For the present embodiment, swing-arms  10 C and  11 C are depicted providing linear guidance, but many other technologies are suitable to guide the flywheels in linear motion. 
         [0023]    Referring to  FIG. 2 , which depicts the side view of the propulsion device within the complete supporting frame. The side view of the propulsion device reveals the flywheels  1 A and  2 A, the guidance means  10 C and  11 C and the motor-generator encoder  30  and  31 . 
         [0024]    Referring to  FIG. 1  and  FIG. 2 , the swing-arms  10 C, 11 C have a wrist-end linear movable member  64 C and  65 C. The swing-arms pivot at the socket-end fixed member pivot block  76 C and  77 C. The flywheels  1 A and  2 A are rotatably contained on the wrist-end movable member  64 C and  65 C by rotational bearing  69  and  70 . The flywheels  1 A and  2 A rotate around the central shaft  12  and  13 , by means of rotational bearings  69  and  70 , while the integral motor-generator rotor  3 B, 4 B is secured co-centrically onto the central shafts  12  and  13 . The central shaft is rotatably contained on the wrist-end movable member  64 C, 65 C by means of the rotational bearing  69  and  70 . Each flywheel assembly AB-group further comprises a rotational-to-reciprocating transmission means D-group comprising members  14 D, 15 D,  16 D,  17 D, 18 D, 19 D,  74 D and  86 D for motivating each flywheel assembly in individual reciprocating linear motions. The minimum functional members of a rotational-to-reciprocating transmission is a rotational input and a reciprocating output, however, because the central shaft is driven by a regenerative drive means supplying power as well as receiving power, accordingly, each input and output member of the rotational-to-reciprocating transmission must be considered an input/output. The flywheel assembly linear inertial mass motion consists of two kinetic energy distributing starting motions and two kinetic energy conserving stopping motions for every 360° rotation of the motor-generator rotor. Each individual flywheel assembly linear starting and stopping inertial mass motion has its own individual thrust magnitude depending on each initial potential kinetic energy magnitudes. The initial rotational kinetic energy potential of the rotor is determining the thrust magnitude for the starting motion and the flywheel assembly linear kinetic potential energy is determines the thrust magnitude for each stopping motion. The net propulsion thrust magnitude is also in direct analogy with the average angular speed of the motor-generator rotor during the flywheel assembly starting motion, the higher the average rotor angular speed performing the starting motion, the higher the propulsion thrust, up to a maximum of 33% angular speed gradient of the peak angular rotor speed. When kinetic energy is removed during the starting motion by energizing the motor-generator rotor with a negative drive, then there is a mutual reciprocal torque between the rotor and the flywheel slowing the angular speed of the rotor, slowing the flywheel rotation and slowing the linear starting motion of the flywheel assembly. When new energy is induced during the stopping motion part it will not change the effective thrust magnitude of the stopping motion because all linear motion energy of the flywheel assembly is conserved in the rotation of the motor-generator rotor. This principle will be discussed with vectors in  FIG. 8 . The rotational-to-reciprocating transmissions comprising an radius bar members  14 D and  15 D secured eccentrically onto each central shaft  12 , 13 . The eccentric end of the radius bar members have the wrist-pins  16 D and  17 D secured in a radius length from the central shaft, thereby, the wrist pins are performing an orbital motion  52  around the central shaft  12 , 13 . The wrist pins  16 D and  17 D are rotatably contained in the linear bearings blocks  18 D and  19 D. The linear bearing blocks  18 D and  19 D, are linearly displaceably retained in the supporting frame  5 , perpendicular to the flywheels axis and central to the guidance means. Thereby, because the wrist pin having an orbital motion  52  around the central shaft, the central shaft and the flywheel assembly mounted upon it performs a substantial reciprocating motion. The central shafts  12 , 13  are rotatably driven by the regenerative motor-generator rotor  3 B, 4 B having input as well as output power, therefore considering the operational aspects of the device, the central shaft  12 , 13  which is secured to the radius bar members  14 D,  15 D represent a rotational input/output member. The movable member  64 C, 65 C together with the flywheel assembly  1 A, 2 A represents a reciprocating member and the wrist-pins  16 D, 17 D together with the linear bearings blocks  18 D, 19 D working against the working surface  74 D represent the kinetic energy output path into the vehicle  68 . The summing points of motivating kinetic propulsion energy and contrary kinetic energy occurs in the bearing block  18 D, 19 D working against the working surface  74 D. It is important that there is a single kinetic energy summing point and energy entrance point into the vehicle for verifications of operational performance. A further improvement to the radius bar member is the variation of the length of the radius bar members  14 D, 15 D on the track  83 , 84  for maximising the propulsion thrust in consideration of the stencil strength of the construction materials. Many technologies are available to motivate the flywheel assemblies reciprocally from a rotational input, the present invention is not limited to the one particular motion technology presented. The propulsion device further comprises a power-supply and a logic control means  22 , which contains the machine logic control that times and maximises the efficiency of the working components from information emitted from sensors. The logic control means function is a mature technology readily assembled from off the shelf components, for example a PLC latter logic controller or a single chip micro-controller having fuzzy logic. The subject of the present invention is the unique component combination and the operational method of sequential control. In the drawings, a dashed line is for the power flow connections and a dash dot dot line is for sensor information from sensors  28 - 33 . For the simplest form of the device, manually adjustable power commutators  23  and  24  mounted to the central shafts  12 ,  13  are able to supply timed power drive pulses to the motor-generators. The logic control means has an operator command and control input  25  for setting speed and directional control of the vehicle  68 . 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 , pass power and control information from the logic control to the flywheel assemblies. The rotational position and angular speed of the flywheels  1 A and  2 A, are emitted by the encoder  28  and  29 . The rotational position and angular speed of the motor-generator rotors is emitted by encoder  30  and  31 . The drive pressure exerted by the bearings blocks  18 D and  19 D, is emitted by the pressure sensors  32  and  33 . 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 A and  2 A, are used for absorbing excess rotational and linear kinetic energy from the flywheels  1 A and  2 A The action of the imbedded electromagnetic poles  38 , acting mutually reciprocally between flywheels  1 A and  2 A, has no negative influence on the output thrust drive and returns excess kinetic energy of the flywheels  1 A and  2 A, back to the power-supply  22 . 
         [0025]    Referring to  FIG. 3 , which depict the propulsion device using a fluid motor-pump  71  as regenerative drive means. The body  85  of the fluid motor-pump is ex-centric to the central shaft  12  and drivingly secured to the radius bar member  14 D. The rotor  79  is secured to the central shaft  12  and driving the flywheel  1 A mutually reciprocally to the radius bar member  14 D. Fluid power is supplied through supply passages  73  in the central shaft  12 . Furthermore, a variation to the function of the imbedded poles  38  in  FIG. 1  is the use of frictional touch break shoes  91  and  92  for absorbing excess kinetic energy from the flywheels  1 A and  2 A. The break action of each touch break shoe is timely sequential, occurring at the end of each flywheel motion in opposite direction of vehicular travel direction  37 . 
         [0026]    Referring to  FIG. 4A , which depicts the top view of the propulsion device with a mechanical rotational transmission means  39  and  40 , for supplying rotational kinetic energy to the flywheels  1 A and  2 A through the supply wheel  87 , 88 . The differential transmission means  41 , 42 , distributes the rotational kinetic energy into the central shaft  12 , 13 , into the radius bar members  14 D, 15 D and into the rotor  3 B, 4 B, and mutual reciprocally into the flywheels  1 A and  2 A. The timing, clutch and buffer means  43 , times and buffers the rotational kinetic energy flow to the flywheels  1 A and  2 A under control of the logic control means  22 . 
         [0027]    Referring to  FIG. 4B , the side view of the timing clutch and buffer means. The clutch  89  is typically an electromagnetic powder type clutch and the buffer  90  is typically an electromagnetic powder type mechanical break. The torque delivered by these kind of devices is proportional to the DC input current allowing the torque to be controlled by the logic control means  22 . The mechanical components are off the shelf available stock drive technologies. This arrangement allows for the use of a continuous running drive motor, typically an internal combustion motor. 
         [0028]    Referring now to  FIG. 5 , which depicts the graph of the motor-generator alternating energy drive pulses in relation to the angular motion  52  of the rotor  3   b  in  FIG. 1 . The graph depicts the energy drive pulses for the motor-generator rotor  3 B generated by the logic control means to subsequently accomplish an optimum potential energy work output thrust. The motor-generator rotor positive drive pulses start at 20° and end at 90°, which drives and accelerates the flywheel  1 A in the clockwise direction and drives mutually reciprocal the motor-generator rotor  3 B in the counter-clockwise direction. Applying the principle of kinetic energy distribution of mutually separating masses accordingly inducing rotational kinetic energy into the rotor. In  FIG. 1 , the position of the motor-generator rotor  3 B indicated by the radius bar member  14 D is shown at 45°, while 0° is at the position of the radius bar member  14 D at 12 o&#39;clock position and is the start of the flywheel assembly linear stopping motion in direction of vehicular motion  37 . During the angular acceleration of the motor-generator rotor  3 B while passing from 20° to 90° accumulates rotational kinetic energy into the motor-generator rotor  3 B subsequently used for the propulsion thrust, which is called accumulation phase. 
         [0029]    Referring to  FIG. 6 , at the end of the accumulation phase at 90° the motor-generator rotor  3 B has the highest rotational kinetic energy potential  80  within the total propulsion cycle duration of 360° and is the beginning of the flywheel assembly starting motion in opposite direction of vehicular travel  37 . The propulsion thrust phase is accomplished by the angular de-acceleration of flywheel  1 A and the mutual reciprocal de-acceleration of the motor-generator rotor  3 B, creating an additional angular speed gradient ( 80  minus  81 ) in the rotor. The propulsion thrust phase drives the motor-generator with a negative drive pulse and is an on demand quantity depending on the gravitational and frictional load on the vehicle  68 . The vehicle gravitational load is determined by the control means  22  data collected from the encoders  28 , 29 , 30 , 31 . The propulsion thrust phase occurs between 90°-190°, which accelerates the linear inertia of the flywheels assemblies opposite of vehicular travel direction  37  employing the higher initial rotor kinetic energy potential  80  present at 90°. The thrust phase is driving the vehicle forward in a mutual reciprocal mass motion separation between the flywheel assembly inertial mass and the vehicle inertial mass, distributing the accumulated rotor kinetic energy between the vehicle and the flywheel assembly according to the reverse ratio of the separating inertial masses. The drive-phase effectively converts and depletes the high rotational kinetic energy of the motor-generator rotor  80  into linear kinetic energy of the vehicle ( 68 ). The drive phase also restores any unused kinetic energy back into the power-supply during a stall condition. The motor-generator negative drive phase power has always a lower intensity than the positive power accumulation phase because of frictional losses, sufficient kinetic energy must remain in the motor-generator rotor  3 B, to complete the rotational cycle at the regular angular speed  81 . When disregarding frictional losses, the difference between the accumulation phase drive power and the propulsion phase negative drive power is the kinetic energy invested into the motion of the device. 
         [0030]    Referring now to  FIG. 7 , which depicts a graph of the typical resulting potential energy work output thrust drive generated by the pairs of flywheels  1 A and  2 A. The output thrust drive, starts to develop from the inertia elements during the propulsion thrust phase, past 90°; when the combined linear inertial reluctance of the flywheel assembly and the accumulated rotational kinetic energy of the motor-generator rotor, invest kinetic energy into the forward motion of the vehicle ( 68 ). The angular speed gradient is the peak angular speed  80  at 90° minus the regular angular speed  81  at 270°. The maximum ratio between the peak angular speed  80  and the lowest angular speed  82  should be a ratio smaller than 1 to ⅔ or less than 1.5 decimal, any greater ratio is an effort of diminishing returns. The logic control means keeps the speed gradient ( 80 - 81 ) constant by applying sufficient negative power drive pulses, thereby keeping the propulsion thrust constant under changing gravitational load conditions. The difference between the regular angular speed  81  and the lowest angular speed  82  is inversely proportional to the mass moment of inertia of the rotor, the higher the mass moment of inertia of the rotor the lower the difference between  81  and  82 . Then, solving effective potential energy work output thrust in regards to rotor angular speed, the effective average (mean value) propulsion thrust developed between 90° and 190° is equal to ½ the flywheel assembly inertial mass times the radius bar  14 D effective orbital radius times the rotor angular speedgradient. (magnitude of  80  minus magnitude of  81 ). Furthermore, when considering frictional losses from rotor rotation 180° to 0°, friction is reducing the effective propulsion thrust and must be subtracted from the rotor angular speed gradient. The magnitude of  80  minus magnitude of  81  minus any loss of angular rotor speed due to friction from 180° to 0° is the true effective angular speed gradient performing the propulsion thrust. 
         [0031]    Referring now to  FIG. 8 , which depicts the vector parameters in correlation to the angular rotation of the motor-generator rotor  3 B. The directional arrow  50 , indicates the angular acceleration of the flywheel  1   a . The directional arrow  36 , indicates the continuous rotational direction of the flywheel, 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 rotor  3 B. The vector angle  53 , between the position of the radius bar member  14 D and the right angle of the linear bearing  18 D, determines the instantaneous acceleration/de-acceleration characteristic of the flywheel assembly liner inertia, following a progressive changing no-uniform sinusoidal motion. The centre line of mass moment of inertia is indicated with dashed circle  54 . The vector triangle  55 , is the instantaneous representation of the vector thrust drive, for the indicated vector angle  53 . The motor-generator rotor torque, acting against the reluctance of the flywheel rotational inertia, generates the reciprocal tangential thrust drive vector couples  56  and  57 , thrust drive vector  58 , is the main driving thrust for the inertial propulsion device during the drive phase  62 . The tangential vector  57 , generated between 20-90° is the main source of kinetic energy for the self-contained inertial propulsion device and is unimpeded because its energy is generated mutual reciprocal between the motor generator rotor and the flywheel. The kinetic energy is accumulated from 20°-90° in the motor generator rotors rotational inertia and is called the accumulation phase  61 . The accumulated kinetic energy is then released during the kinetic energy drive phase  62 , from 90-230°. The accumulated kinetic energy is used to accelerate the linear inertia of the flywheel assemblies, in opposite direction of vehicular travel, accordingly investing net linear kinetic energy into the vehicle in direction of vehicular travel by applying force vector  58  against working surface  74 D, driving the vehicle forward. The excess linear kinetic energy induced into the flywheel assembly during this reciprocal action is then absorbed by the imbedded electromechanical poles, between 180° and 270°, preventing a loss of forward drive for the reversal of alternating motion. This method of self contained inertial propulsion depicted in  FIG. 8 , therefore becomes apparent, because the thrust drive vectors  59  and  60  are opposing, neutralising the main source moment of thrust drive tangential vector  57 , for any reaction drive thrust opposite of vehicular travel direction; the thrust drive vector  57  is, at the same time, inducing rotational kinetic energy into the motor-generator rotor at an ever increasing rate, causing the kinetic energy accumulation phase  61 . The reason that the main source moment of potential energy work output thrust drive is not acting as an opposing thrust to vehicular travel, is the increasing linear de-acceleration rate of the flywheel assemblies linear inertia, up to the reversal of the flywheel assemblies linear sinusoidal movement at 90°. The de-acceleration represented by thrust drive triangle  55 , generates thrust drive vector  63 , which generates thrust drive vector  60 , which opposes thrust drive vector  59 . During the accumulation phase, the progressive increasing linear de-acceleration of the flywheel assembly&#39;s linear inertia acts as a governing influence, returning any increase in linear kinetic energy instantaneously back into the rotational energy of the motor-generator rotor, which represents a governing negative feedback loop. 
         [0032]    Referring to  FIG. 9  wherein the propulsion device is depicted having a rotational-to-reciprocating transmission means comprising a cam  93  mounted onto the central shaft  12  and cam followers  94 ,  95  mounted onto the frame  5 . This arrangement is performing the reciprocating motion of the flywheel  1 A. The cam  93  is having two complementary ex-centric angular surfaces  93 A and  93 B guided by the two cam followers  94  and  95 , arranged in such a way, to guide the flywheel  1 A in reciprocating motion direction  78 . 
         [0033]    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.

Technology Classification (CPC): 8