Abstract:
Electric reciprocating impulse engine converts rotary motion into linear motion at a frequency high enough to overcome inertia and propel said engine with load. The present invention loses substantial weight while running without losing mass and could drive a satellite already in orbit or beyond and propel a spacecraft between the planets with five-times the efficiency of conventional propulsion systems. Each of the two carriages below the control platform of the apparatus hold a pair of elongated eccentric rotors that counter-rotate forcing said carriages to bounce up and down on rigid spring-loaded rods at a precise distance with equal force in opposite directions on the common mainframe. The two carriages can be phased 180 degrees apart with thrust determined by the rotor&#39;s mass and velocity, the latter which can be finely controlled by varying the voltage to the rotor drive motors. Unlike prior art, when this apparatus&#39;s shifters are engaged the increased axial displacement and combined frequency of the two carriages in oscillation generate rapid impulses within the mainframe to overcome its inertia and smoothly impel said apparatus vertically away from gravity or along a linear path in free space.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    This invention relates to self-contained apparatus for converting rotary motion into linear motion, and more particularly to devices utilizing unbalanced centrifugal forces in such a manner to result in moving the device along a linear, and particularly vertical, path. 
         [0003]    2. Description of the Prior Art 
         [0004]    Numerous attempts have been made to propel a drive apparatus and attached vehicle along a linear path with the apparatus using unbalanced centrifugal forces generated by gyratory action within the apparatus. However, the known devices are incapable of exerting a uniform and significant linear force to be useful as a drive apparatus. The interrelationship of their component parts produce forces which tend to cancel out each other with little or no resultant linear force being exerted. Also, the prior art devices often are complicated and have excessive internal friction which further reduces their efficiency. The prior art also is not deigned to minutely flex perpendicular to stresses while under variable loads. They also do not have a substantial axial displacement which is tantamount to producing thrust in rotary to linear systems. Neither can such prior art with the greater axial displacement cycle at a rate high enough to overcome the apparatus&#39;s own inertia and propel with a meaningful load in a linear path. 
         [0005]    Typical of the prior art approaches to the conversion of rotary motion into linear motion are the following patents: 
         [0000]    
       
         
               
               
               
               
             
           
               
                   
               
               
                 U.S. Pat. No. 
                 Date of Issue 
                 Inventor 
                 Cross-Reference 
               
               
                   
               
             
             
               
                 2,886,976 
                 May 19, 1959 
                 Dean 
                 74/61 
               
               
                 3,182,517 
                 May 11, 1965 
                 Dean 
                 74/61 
               
               
                 3,238,714 
                 Mar. 8, 1966 
                 G. O. Schur 
                 60/35.5 
               
               
                 3,653,269 
                 Apr. 4, 1972 
                 Foster 
                 74/84 
               
               
                 3,979,961 
                 Sep. 14, 1976 
                 Schnur 
                 74/61 
               
               
                 4,050,317 
                 Sep. 27, 1977 
                 Brandt 
                 74/64 
               
               
                 4,238,968 
                 Dec. 16, 1980 
                 Cook 
                 74/84R 
               
               
                 4,744,259 
                 May 17, 1988 
                 Peterson 
                 74/84S 
               
               
                 4,770,063 
                 Sep. 13, 1988 
                 Mundo 
                 74/84S 
               
               
                 5,024,112 
                 Jun. 18, 1991 
                 Kidd 
                 74/84S 
               
               
                 5,090,260 
                 Feb. 25, 1992 
                 Delroy 
                 74/84S 
               
               
                 5,156,058 
                 Oct. 20, 1992 
                 Bristow, Jr. 
                 74/84R 
               
               
                   
               
             
          
         
       
     
         [0006]    The above listed patents are believed to be relevant to the present invention because they were adduced by a prior art search made by an independent searcher. 
         [0007]    Typical of the published references cited are the following: 
         [0008]    John W. Campbell, Jr., “The Space Drive Problem”, Astonishing Science Fact and Fiction, June 1960, pp. 83-106. 
         [0009]    Richard F. Dempewolff, “Engine with Built-in Wings” Popular Mechanics, September 1961, pp. 131-134, 264-266. 
         [0010]    William O. Davis, “The Fourth Law of Motion”, Analog, May, 1962, pp. 85-104. 
         [0011]    Norman L. Dean, “Brass Tacks: Eccentric Rotor Phasing”, Analog, May 1963, pp. 5-6, 89-90. 
         [0012]    G. Harry Stine, “Detesters, Phasers and Dean Drives”, Analog, June, 1976, pp. 60-80. 
       SUMMARY OF THE INVENTION 
       [0013]    The method of converting rotary motion into linear motion of the present invention involves orbiting a set of two eccentrics in opposite directions on a plane where their masses add on two sides every cycle to produce a bidirectional impulse on said plane of oscillation. Another set of counter-rotating eccentrics are arranged along the same oscillatory plane of the previous set of eccentrics but set 180 degrees out of phase with the first. Any number of such sets of eccentrics can be used along the plane of oscillation. A means is also provided to shift, clutch, and release the axis of the eccentrics at a precise time in their cycle to smoothly impel the apparatus in the desired direction. 
         [0014]    The linear force from this reciprocating impulse drive may be used to propel any object attached to the mainframe of the present invention without requiring loss of mass into the surrounding environment. 
         [0015]    The self-contained linear drive of the present invention, however, requires only the amount of energy necessary to spin the mass units and to shift their axis with none of the energy being expended or wasted by ejecting mass from the linear space drive. 
         [0016]    The rotary to linear drive of the present invention is useful for propelling other vehicles such as automobiles and boats. Such a watercraft would need only hull contact with the water which can be streamlined to the most efficient shape for traveling on the surface or below the water. Because the direction of force can be changed within the vehicle, no rudders or other external apparatus is required. 
         [0017]    In the case of land vehicles, the linear drive means of the present invention can both support and propel the vehicle. Because of this, wheels, tires, roadways and bridges are not required and consequently the enormous amounts of money presently being spent to counteract the wear and tear of vehicle contact with rails or roadways can be eliminated. 
         [0018]    In the case of aircraft, the wings or rotors which support the aircraft in the air can be eliminated with the space drive of the present invention both supporting and propelling a fully streamlined aircraft through the air. The described uses of the present invention are only illustrative and many other uses and advantages of the present invention can be found. 
         [0019]    The preferred invention converts rotary motion into linear motion at a frequency high enough to overcome the apparatus&#39;s inertia and propel said apparatus with a load. The present invention loses substantial weight while running without losing mass and could drive a satellite already in orbit or beyond and propel a spacecraft between the planets with five-times the efficiency of conventional propulsion systems. The system may also be employed as an impact wrench, recoilless jackhammer, forklift, windlass, winch, sky-hook, spatial anchor, space-suit maneuvering and numerous other tasks. 
         [0020]    Each of the two carriages below the control platform of the apparatus hold a pair of rod-shaped eccentric rotors that counter-rotate forcing said carriages to bounce up and down on rigid spring-loaded rods at a precise distance with equal force in opposite directions on a common mainframe. The two carriages are phased 180 degrees apart with thrust determined by the rotor&#39;s mass and velocity, the latter which can be finely controlled by varying the voltage to the rotor&#39;s drive motors. Unlike prior art, when the apparatus&#39;s shifters are engaged, the increased axial displacement and the combined frequency of the two carriages in oscillation generate rapid impulses within the mainframe to smoothly impel said apparatus vertically away from gravity. 
         [0021]    The apparatus for converting rotary motion into linear motion provides a series of carriage trays each framing a set of eccentrics and clutches. These trays must be constructed of lightweight materials and the eccentrics should be as heavy as practical. In the present invention the two carriage trays oscillate 0 degrees in phase with each other at initial start-up to overcome the inertia of the load, then 180 degrees out of phase for continual thrust. Also at a precise time in the eccentric rotor&#39;s cycle the rack and pinion shifters and the clutches are activated and the opposing oscillating carriages impulse in turn upon the mainframe in an upward direction at twice the rate of a single carriage alone. Thus the resultant frequency of impulses is doubled that of a single set of eccentrics. In essence each carriage is in turn shifted upward before the eccentric rotors can drive them there which advances said carriages to or beyond the upper end of their normal oscillatory motion. This effectively increases the eccentric&#39;s time in the positive half of the cycle. Upon completing the forward end of their cycle in positive phase centrifugal acceleration from the momentum of the eccentrics propels the carriages and mainframe upward against gravity causing the whole apparatus to lose substantial weight without losing mass. 
         [0022]    The mainframe of the present invention with the support rod and platform configuration has the advantage of slight perpendicular flexing when the apparatus is under certain loads. This prevents breakage of parts that might otherwise resist intermittent load variations without the mainframe going into unwanted resonance. 
         [0023]    The present invention requires minimal lubrication by use of sealed motor bearings, thermoplastic bushings and journals, and Delrin, Phenol, or other such lightweight and low-friction gears. 
         [0024]    In the present invention the eccentrics are precessed at the proper moment to include additional time in the positive half of the cycle to impart centrifugal acceleration into the structure in an upward direction without loss of rotor momentum. Momentum is conserved because the combined effects of the rotor cycle within its carriage cycle creates two inertial frames that when shifted, causes the rotors to gain time within their isolated carriage cycle. This creates a pulsed phenomenon upon the main inertial frame, or mainframe, generated from the two inertial frames of the rotor and the carriage complex resulting in cyclic demands upon the power supply—thus also fulfilling the law of Conservation of Energy. Newton&#39;s third law of motion is upheld because action and reaction are not simultaneous events, and in this apparatus, the inertial delay time between action and reaction is extended beyond that of typical rotary to linear mechanical systems or conventional propulsion systems. The present invention represents a dual asymmetrical oscillator complex with four separate inertial frames in motion every mainframe cycle. 
         [0025]    In the preferred form of the invention, each carriage oscillates at 4 cps or higher with a resultant impulse frequency of 8 cps or higher upon the mainframe. According to independent researchers such a flight system must impulse or cycle at the rate of 7.6 cps or higher to overcome gravity. As such, the present invention constitutes a full-wave rectified mechanical oscillator whereby gravity may be lessened or neutralized when each carriage achieves 3.8 cps or higher, thus supplying 7.6 cps or higher impulses to the overall apparatus. 
         [0026]    The present invention is energy efficient because the rotary motion of the eccentrics is mechanically converted into a bidirectional oscillation of the eccentric&#39;s axis in the carriage tray assembly. When the shifters are actuated in the upward direction at the proper time in the cycle the direction and momentum of the eccentrics have low inertia and present little resistance to the shifters and the carriage tray is essentially rectified from a sinusoidal motion to an unbalanced impulse: The 360 degree rotary motion of the rotors is converted into a powerful 180 degree bilateral motion of the carriage and then precessed to release impulses for thrust. These separate inertial frames allow the present invention to be approximately five times more efficient than conventional propulsion systems. 
         [0027]    It should be noted that for a precise and sustained oscillation upon the mainframe, the carriages can be synchronized 180 degrees apart by using one or more of the following devices; one, encoder or stepping motors or other servo devices that have the required torque to drive the rod-rotors or; two, a spring-loaded timing belt between the two or more carriages or; three, slider- or motion-type contact switches in electrical series with the shifters that are mounted on the mainframe and carriages to allow power to the shifters only when the carriages are 180 degrees apart; fourth a variably synchronized electronic circuit may be employed to at first overcome load inertia then changes its electrical condition to allow for smooth and continuous thrust. 
         [0028]    It is therefore a principle object of the present invention to provide a method and apparatus for converting rotary motion into linear motion in a self-contained unit. 
         [0029]    Another object of the present invention is to provide a method and apparatus of the character described in which the orbits of the side-by-side flying mass units are constrained in such a manner that the centers of orbit shift up and down, or back and forth, and then can be axially advanced every cycle to produce a substantially straight line linear force extending in the desired direction. 
         [0030]    A further object of the present invention is to provide an apparatus for converting rotary motion into linear motion in a self-contained unit capable of propelling an attached vehicle in a desired straight line direction which can be varied from time to time as desired. 
         [0031]    A still further object of the present invention is to provide an apparatus of the character described which is compact and sturdy with a minimum of moving parts subject to friction and wear. 
         [0032]    Another object of the present invention is to provide an apparatus of the character described which is relatively inexpensive and requires a minimum of machining. 
         [0033]    Other objects and features of advantage will become apparent as the specification progresses, and from the claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0034]    The invention is illustrated diagrammatically in the accompanying drawings by way of example. The diagrams illustrate only the principle of the invention and one mode of applying said principle. It is however to be understood that the purely diagrammatic showing does not offer a survey of possible constructions and a departure from the constructional features diagrammatically illustrated does not necessarily imply a departure from the principle of the invention. 
           [0035]    In the drawings: 
           [0036]      FIG. 1  is an overview diagram illustrating the proportional placing of the oscillator carriages in relation to the control platform and depicting nearly all the major parts comprising the invention. 
           [0037]      FIG. 2  is a partial cut-a-away view of the torque-increasing gear train for the rotor drive side of the carriage tray, looking from the inside the carriage tray. 
           [0038]      FIG. 3  is a top view of the carriage tray assembly. 
           [0039]      FIG. 4  is a view of the control end of the carriage tray housing the acceleration detector in the center with the optical cams, pick-up sensors and their associated electronics. The carriage tray in  FIG. 3  with its front and back channel members holding the majority of parts depicted in  FIG. 2  and  FIG. 4  are shown orientated with the top edge of the said channel members coming out of the page towards the viewer to comprise the end segments of the carriage tray. 
           [0040]      FIG. 5  depicts the rack and pinion shifter assembly with its torque-increasing gear train and drive motor. 
           [0041]      FIG. 6  depicts a partial cut-a-way side view of clutch assembly comprising a push-type solenoid with adaptive plunger and friction pad interfacing with a mainframe support rod, channel bushing and quick-release back-EMF blocking diode with terminal strip mounted on a carriage tray channel member. 
           [0042]      FIG. 7  displays the control platform assembly showing the electrical component side with their placement arranged to balance the weight of the platform. These topside components include the DC-to-DC converter to power the sensors; the solid state relay board; terminal blocks and strips; LED indicators; control switches; cooling fans if needed; power jacks; the shifter rack journal bushing assemblies; and back-EMF blocking diodes with their terminal strips for the shifter motors. The other side, in this case the bottom side, holds the shifter assemblies with associated linear drive motors as shown in  FIG. 5 . 
           [0043]      FIG. 8  illustrates a stylized control panel template with parts orientation and a backside view of said control panel and its electrical wiring in block schematic form. 
           [0044]      FIG. 9  depicts the solid state relay (SSR) board designed for the present invention. The printed circuit board (PCB) has conductive tracing on both sides with through-plated holes and holds the SSRs with their associated components and controls the shifters and clutches with signals from the cam sensors. 
           [0045]      FIG. 10  depicts the overall system flow chart powered by a dual fixed and variable power supply. 
           [0046]      FIG. 11  illustrates the shifter schematic for top and bottom carriages. 
           [0047]      FIG. 12  illustrates the clutch schematic for top and bottom carriages. 
       
    
    
       [0048]    While only the preferred form of the invention is illustrated in the drawings, it will be apparent that various modifications could be made without departing from the ambit of the claims. 
       DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0049]    In  FIG. 1 , the mainframe assembly comprises of a base plate  1  joined to a top cover plate  2  with mounted handles  3  by a plurality of mainframe support rods  4 . Each mainframe support rod is surrounded by two pairs of two different sets of compression springs: one pair for each oscillator on each support rod. The bottom set of springs  5  for each oscillator has a spring-rate that will freely suspend the oscillator assembly. The top set of springs  6  has a lower spring-rate but longer free-length to allow an upward shift of the oscillator assembly when the apparatus is used as a means to overcome gravity. These spring sets are stacked on the mainframe support rods  4  and set at a fixed distance between the base and top plate with shaft collars or rod clamps  7 . 
         [0050]    The suspension system for the oscillators comprise the above mentioned two different sets of compression springs with unequal spring rates: If the system is used against a gravitational field as shown here in  FIG. 1 , the bottom set of compression springs  5  should be a stiffer spring-rate than the top set  6 . In a horizontal position or outside a gravitational field, the top and bottom springs should be of equal spring-rates and evenly spaced. The shifter distance between the top of the rack  62  and the positive stop  71  in  FIG. 6  must also be increased by the same distance as the difference made by the longer bottom compression springs. 
         [0051]    The top cover plate  2  holds the other ends of the mainframe support rods  4  together at a fixed distance from the shaft collar  7  containing the oscillators by means of another set of shaft collar  7 . Said rod clamps keep the control platform  8  at a fixed distance for radial gain from the oscillators. Spacers  9  also keep the top cover plate and the control platform at a fixed distance determined by the overall radial gain of the system and the height limitations of the control display panel  93 . On the bottom end of the mainframe rods are mounted shock absorbing pads  10 . At the top end of the mainframe rods are threaded holes  11  for mounting the engine or to hold eyebolts so the engine can be tethered for weight loss experiments and adjustments, or loaded into a satellite or spacecraft. 
         [0052]    Also in  FIG. 1  the oscillators, also termed the carriage tray assemblies, are suspended on the compression spring-loaded mainframe support rods  4 . Referring primarily to the bottom carriage tray, each carriage tray journals through thermoplastic or other light bushings  12  mounted in extruded Fiberglass channel or other lightweight channel members  13  and  14  which are attached to side plates  15  and  16  forming a frame or tray. A supportive cross member  17  braces the tray assembly and also serves as a handle when the carriage is not mounted within the mainframe of the apparatus. The cross member  17  on the top carriage tray holds a low-friction sleeve  18  for the umbilical cable that feeds the bottom carriage tray. The top and bottom umbilical are made up of a bundle of insulated stranded wires whose insulation is of low-friction, such as Teflon. For the bottom carriage, said umbilical loosely journals through a low-friction sleeve  18  mounted on the top carriage tray support member  17  that can be opened to allow removal of the umbilical from said top carriage tray when dissembled for repair or transport. The lower end of said umbilical is secured by a cable strain-relief grommet  19  mounted on the bottom carriage tray&#39;s cross member  17 . 
         [0053]    In  FIG. 3 , each carriage tray assembly houses rod-rotors  20  and  21  along with their drive trains. These rod-rotors can be made of brass, bronze, tungsten, depleted uranium or other heavy material and are mounted to their axles  22  and  23  by armatures  24 ,  25  and  26 ,  27 . Overall carriage tray size is determined primarily on the density of the rod-rotors. Said rod-rotors can be dimpled or otherwise textured for reduced air resistance to increase speed and efficiency. The rod-rotor axles  22  and  23  journals through the channel members  13  and  14  via thermoplastic or other light bushings  28  shown in partial cut-a-way view of item  14  in  FIG. 3  and also journals through rotor drive motor mounting plate  29 . This plate also acts as a heat sink for rod-rotor drive motor  30 . The carriages&#39; up and down oscillation naturally fans and cools plate  29  thus cooling the motor  30 . One end of axle  22  is mounted through the hub of drive gear  31 . This drive gear is powered indirectly by motor  30  through the torque splitting assembly shown in  FIG. 2 . Likewise, rod-rotor axle  23  journals through the channel members  13  and  14  via bushings  28  and also journals through rotor drive motor mounting plate  29 . On one end of axle  23  is mounted the hub of drive gear  32 . This drive gear is also powered indirectly by motor  30  through the torque splitting assembly shown in  FIG. 2 . 
         [0054]    Referring to  FIG. 2 , the shaft of rod-rotor drive motor  30  holds pinion  33  that splits torque with reversing pinion  34  of equal diameter. Pinion  33  also drives speed-reducing gear  35  that drives another reducer gear  36  that powers the drive gear  31  which supplies rotary torque to the left rod-rotor  20 . For the right rod-rotor  21 , the torque splitting reversing pinion  34  supplies rotation to speed-reducing gear  37  which in turn drives another speed-reducing gear  38  supplying torque to drive gear  32 . Optional timing pulley  39  can mount on one end of rod-rotor axle  22  or  23 . 
         [0055]    Drive motor mount plate  29  in  FIG. 3 , is mounted to channel member  13  with fasteners  40 , spacers  41 , and fastened through the other side of the channel member  13  by threads in said member and secured with lock washer  42  and locking nut  43 . This plate also creates an enclosure for the rotor drive gear assembly. 
         [0056]    Referring to  FIG. 4 , should the apparatus be employed horizontally within a gravitational field requiring the use of clutches, an isolation bulkhead  44  mounted on the inside of channel member  13  prevents minute clutch pad debris from entering the area of the optical sensor cam assembly mounted on the rotor axle shafts  22  and  23 . Working vertically against gravity or in free space the clutches are not necessary and  44  would not be needed. The optical pick-up sensor  45  for the shifter motors is fastened on an adjustable angle mount  46 , fastened to channel member  13  with screws  47 . A cam disk interfaces with pick-up sensor  45  and when it detects a blockage or admittance of light from the optical cam, sends an electrical signal to the preamplifier subassembly comprising primarily of transistor  48  with associated circuitry. This current path can also be extended with an inverter circuit to reverse the optical cam interfacing. In the present invention, the cam is a clear disk  49  mounted to rotor axle  22  by its hub  50 . A clear film  51  with a cam or arc, painted or printed on its surface, is held on to the axle with a holding sleeve  52 . A thin mechanical cam can also be employed to interface with pick-up sensor  45 . The clutch assembly is controlled by an identical pick-up sensor assembly  53 ,  54 ,  55 ,  56 ,  57  and  58  on the right-hand side of the carriage tray on axle  23 . It supplies a signal for preamplifier transistor  59  and its associated circuitry. Terminal strip  60  joins electrical wiring for the clutch solenoids and is also a service test point. 
         [0057]    On the shifter control side, a signal from sensor  45  is amplified by transistor  48  and sent up through the umbilical cable  61  through connector  62  in  FIG. 1  and through the control platform  8  and fed to the input of a solid state relay on the SSR board subassembly  63  in  FIG. 7 . 
         [0058]    On the clutch control side, optical pick-up sensor  53  feeds a signal from the cam to the base of transistor  59  then up umbilical cable  61  then to an input on SSR board  63  to fire the solenoid clutches or other rod-gripping device. 
         [0059]    Referring back to  FIG. 4 , on the clear cam disks  49  and  55  is either a permanent or temporary film  51  and  57  that may be moved or adjusted by turning independent of the clear cam disk  49  and  55  to control lead- or lag-time to the optical pick-up sensors  45  and  53 . The film cam is held in place with holding sleeve or ring  52  and  58 . In  FIG. 1  when the rod-rotor  20  is in the proper position, the film cam  51  activates the optical pick-up sensor driving transistor  48  and turning on an SSR  141  that fires an electric, linear drive motor  64  powering the rack-and-pinion shifter assembly. In this invention, there are two such linear motor assemblies for each carriage mounted diagonally across from each other, but other linear motors and configurations that supply a constant shifting force along the whole amplitude of the carriage cycle can be used. 
         [0060]    In  FIG. 5 , the rack-and-pinion shifter assembly comprises of linear shifter motor  64  which is mounted on motor angle plate  65  which is mounted to the control platform  8  or it can be mounted on the top cover plate  2 . Said linear shifter motor&#39;s shaft holds pinion  66  that drives a series of torque increasing gears also mounted on angle plate  65 . The first torque-increasing gear in direct contact with pinion  60  is idler gear  67  that drives the torque-increasing gear  68 . Both these gears are mounted to angle plate  65  with shoulder screws  69 . Rack driver gear  68  interfaces with a square or round rack  70  attached to linkage rod  71  which, for the bottom carriage, journals through the top carriage via bushing  72  in  FIG. 1  and  FIG. 3  mounted through angle bracket  73  and fastened to the top carriage tray. These linkage rods must clear the whirling rod-rotors  20  and  21  and the back of the solenoid clutch plungers. The other end of linkage rod  71  is attached to angle bracket  74  mounted on the bottom carriage tray. The top carriage tray linkage rods  71  can be directly fastened to angle brackets  75  in  FIG. 1  which are mounted on the top carriage tray. The angle brackets  73 ,  74  and  75  are also arranged to clear the motion of the spinning rod-rotors  20  and  21  while the unit is running. Referring back to  FIG. 5 , the linkage rods  71  attach to the end of the rack  70  that journals through the extended rack journal subassembly  76 ,  77  and  78  shown in cut-a-way view and is cushioned or stopped at cycle apogee by the positive stops  79  mounted on or into the top cover plate  2 . These positive stops  79  are buffers comprised of a compressible spring, rubber, vinyl, urethane or other dense resilient material to absorb the shock of intentional and unintentional impact from the racks while the system is running with shifters engaged. The extended rack journal is comprised of thermoplastic or other lightweight bushings  76  and  78  that mount into a threaded sleeve  77  which is secured through the control platform  8  with nut  80 . 
         [0061]    The rack is shown at peak positive position (+) of the normal oscillation of the carriage tray where R-R is reference mid-cycle when rotor inertia is at its lowest. At this time in the rod-rotor&#39;s cycle, the carriage tray is shifted into maximum apogee against its upper compression springs within the distance designated as At for time gained in the cycle. The control platform plate  8  is supported at a fixed distance by spacers  9  that separates it from the top plate  2  at a fixed distance determined by the total radial gain At of the system where the peak shift distance occurs within the gap between the top of rack  70  (+) and the working face of the positive stop buffer  79 . 
         [0062]    In  FIG. 6 , the clutch assembly consists of push-type solenoid  81  with a friction pad  82  attached to said solenoids&#39; armature via a coupler  83  and mounted on plate  84  with spacers  41  and associated hardware ( 40 ,  42  and  43 ). On the other side of the carriage tray the clutch assembly is mounted directly onto the motor mount plate  29 . Clutch friction pad  82  can be made of a soft, pliable material with a low-debris residual such as polyvinylchloride (PVC), or long-lasting polyurethane, or a combination of such materials. A fast recovery, reverse voltage shunting diode  85  is mounted across terminal strip  86  and electrically connected across the solenoid&#39;s coil to shunt back EMF and allow for quick release of the clutch mechanism. Another terminal strip  60  is mounted on the carriage tray assembly as shown in  FIG. 4  which is in electrical parallel to the clutch solenoid and acts as a tie-off and test-point. These clutches are mounted on the corner of each carriage tray where they can engage the mainframe support rods at a precise time in the cycle to transfer centrifugal force to the mainframe for horizontal operation, in which case, the suspension springs  5  and  6  must be of equal length and the whole top control assembly has to be extended for the higher amplitude of the carriage tray&#39;s oscillations. The friction pad  82  must journal through bushing  87  to properly bind against the mainframe support rod  4  when the clutch circuit is activated by cam  57  on each carriage, depending upon the position of the rod-rotor  21 . 
         [0063]    The carriage acceleration detectors are used to fine-tune the optical cams positioning for maximum efficiency and optimal power output of the system. When videotaping the running system the duration the control panel LEDs are lit by the acceleration detectors when they make electrical contact can determine the precise timing for the rod-rotors cycle. 
         [0064]    Referring back to  FIG. 4 , the acceleration detector consists of a microswitch  88  with its toggle balancing or holding a heavy metal slug  89  contained loosely within a sleeve  90  mounted to channel member  13  or  14  by clamp  91  with another microswitch  92  mounted above the slug with its toggle just touching the top of said slug. The sensor for upward momentum of the carriage when the rod-rotors drive it into positive phase, or when the shifters activate the carriage into apogee, is the bottom microswitch  88  and it lights indicator LED for positive acceleration on control display panel  93  in  FIG. 1  and  FIG. 8 . When the carriage is driven downward by the rotors entering negative phase, microswitch  92  will be activated lighting indicator LED for negative acceleration on control display panel  93 . 
         [0065]    The mainframe acceleration detector functions in much the same way as the carriage acceleration detector with the exception that, in this invention, it is placed near the center on the base plate or control platform as shown in  FIG. 7  to detect an overall upward momentum of the whole apparatus, but can also detect a downward momentum such as when said apparatus suddenly powers down or senses a sudden load increase. Other motion sensors may be employed to detect and display segments of the cycle period so that the invention can be finely tuned for maximum thrust. 
         [0066]    The simplicity and versatility of the preferred invention allows for the control panel assembly  93  to mount onto either the top cover plate  2 ; or the control platform  8 ; or the said control panel assembly can also mount onto the bottom base plate  1 . Likewise, the shifter assembly can be mounted on the top cover plate  2 ; the control platform  8 ; or base plate  1 ; the latter can hold the same shifter mechanisms which would act in a push-type fashion. 
         [0067]    In  FIG. 7 , the power panel  94  holds a fuse holder or circuit breaking protection device  95  and a plurality of cooling fans  96  if needed. These and all other associated control components can be arranged on the control platform  8  to distribute the weight evenly for a balanced platform. 
         [0068]    Also depicted in  FIG. 7 , are the component placements and an outline of the major circuit paths leading through the control platform via the three chamfered holes, aligned horizontally across the page, to lower parts of the engine system. Power to the rod-rotors, shifters, and clutch mechanisms is supplied through connector  97  mounted on power panel  94 , which also holds and heat-sinks the overload protection circuits  98 . The supply that also feeds the shifters and clutch mechanisms is fed to the input of a DC-to-DC converter  99  that provides control voltage for the logic and indicator circuits within the system. Since the shifter motors require near instantaneous response to the position of the cams, some motors may require a reverse voltage blocking, fast recovery diode  100  electrically connected in parallel across each of the shifter motors to ensure quick release of the carriages. In the present invention, solid-state relays on subassembly  63  contribute to the blocking of back EMF. An acceleration sensor identical to the one used on each carriage tray, subassembly  88  through  92  in  FIG. 4 , is mounted on a vertical block  101  perpendicular to, and near the center of, the surface of control platform  8 . This also acts as a central support for top cover plate  2 . Terminal blocks  129 ,  130 , and  131  convey major current paths and in this invention are arranged to balance the weight of the control platform  8 . Terminal block  129  is the overall power feed junction; terminal block  130  is the SSR board subassembly  63  input feed junction; and terminal block  131  is the SSR board subassembly  63  output feed junction. 
         [0069]    In  FIG. 8 , the system clock  102  monitors how long the system has run since initial assembly and logs time in one-hundredths of an hour and it is mounted in the control display panel  93  which also holds the switches to control the system. Main power switch  103  illuminates LED indicator  104  when activated and also supplies power to control switch  105  for the top carriage rod-rotors and switch  106  for the bottom carriage rod-rotors. LED  107  is a flashing arming-lamp indicating when both rod-rotors are ready for simultaneous start. LED  104  flashes only when one or more clutches are on while rotors are off to warn of left-on clutches. The LED  108  illuminates when activated by the acceleration detector on the top carriage as it accelerates upward. Another LED,  109  just below  108 , indicates downward acceleration of the top carriage tray assembly. Indicators LEDs  110  and  111  have the same function respectively for the bottom carriage tray assembly. Switch  112  activates the shifter circuits and LED  113  lights for the top carriage tray assembly with switch  114  controlling its clutches. Switch  115  activates the shifter circuits and LED  116  lights for the bottom carriage tray assembly with switch  117  controlling its clutches. When clutch switches  114  and/or  117  are activated without rod-rotor switches  105  or  106  activated, an alarm may sound and LED  104  flashes. 
         [0070]    Diagnostic test switches are as follows: momentary push-button switch  118  controls the top carriage shifters with a corresponding SSR output indicator LEDs  119  and  126 ; momentary push-button switch  120  controls the top carriage clutches with corresponding indicator LED  121 ; momentary push-button switch  122  controls the bottom carriage shifters with its corresponding indicator LED  123 ; and momentary push-button switch  124  controls the bottom carriage clutches with its corresponding indicator LED  125 . Indicator LED  127  illuminates when the mainframe acceleration detector senses an overall system gain as an upward thrust. Indicator LED  128  illuminates when the system powers down or senses a sudden load increase. With this switched LED arrangement, the system can be video taped and analyzed, thus fine-tuned for peak performance. 
         [0071]    Referring to  FIG. 7  and  FIG. 8 , LED current limit resistor designations are as follows: In series with LEDs  104  and  107  is resistor  132 ; for LEDs  108  and  110  is resistor  133 ; for LEDs  109  and  111  is resistor  134 ; for LEDs  113  and  116  the resistors are built-in the LEDs for 5-volt operation, or 150 ohms and wired directly to switches  112  and  115  respectively; for LED  119  is resistor  135 ; for LED  121  is resistor  136 ; for LED  123  is resistor  137 ; for LED  125  is resistor  138 ; for LED  126  is resistor  139 ; for LEDs  127  and  128  is resistor  140 . 
         [0072]    The control platform may be molded as one piece which may include items  8 ,  9 ,  65 ,  77 ,  93 ,  94 ,  101  with terminals blocks and mounting studs. Likewise, the carriages may be molded into one piece including  13 ,  14 ,  15 ,  16 ,  17 ,  41 ,  44 ,  46 ,  54 ,  73 ,  74 ,  75  and  84 . These two major sections of the present invention may be molded from a lightweight and strong material. 
         [0073]    In  FIG. 9  a means is provided to electronically control the shifters and clutches with an SSR printed circuit board (PCB)  63 . This subassembly is designed for the present invention with printed circuitry on both broadside surfaces of said board with through-plated holes. The SSRs  141  and  143  control the shifters of the apparatus and SSRs  142  and  144  control the clutches. Each SSR also has an input indicator LED designated as  145 ,  146 ,  147 , and  148  each with corresponding current limit resistor  149 ,  150 ,  151 , and  152  mounted between the SSRs or beneath the PCB. The LED indicators for the outputs of the SSRs  119 ,  121 ,  123 ,  125 , and  126  are external to the PBC and mounted on the front control panel  93 . This arrangement allows easy trouble-shooting of the system. The output of each SSR is protected with fuses  153 ,  154 ,  155 , and  156  respectively. Input jack  157  and output jack  158  connect the SSR board subassembly  63  to the circuitry of the invention. Other switching devices can be utilized to drive the shifters and clutches. 
         [0074]    The overall electrical system for the present invention is illustrated in  FIG. 10  in block diagram form, including the dual fixed-and-variable power supply providing a fixed voltage to the shifters, clutches, sensors and indicators and a variable voltage to the rod-rotors in the carriages. 
         [0075]    A schematic of the shifter circuit for both carriages is provided in  FIG. 11  wherein resistor  160  provides current limit to the internal LED of the optical pick-up sensor  45  for the shifter motors. Also refer  FIG. 4 . When a change in light is detected through the optical cam  49 ,  51  by the pick-up sensor  45 , an electrical signal is fed to the base of transistor  48  wherein the bias is set by resistor  161 . The bias of said transistor is stabilized by capacitor  162  and said transistor&#39;s collector in turn feeds the input of SSR  141 ,  143  on subassembly  63  through terminal block  130  in  FIG. 7 . The output of said subassembly  63  is fed to the control display panel  93 , then through terminal block  131 , then through the left or right chamfered hole in control platform  8  and on to the shifter motors mounted on the underside of said control platform  8 . 
         [0076]    A schematic of the clutch circuit for both carriages is provided in  FIG. 12  wherein resistor  163  provides current limit to the internal LED of the optical pick-up sensor  53  for the clutch solenoids. Again refer  FIG. 4 . When a change in light is detected through the optical cam  55 ,  57  by the pick-up sensor  53 , an electrical signal is fed to the base of transistor  59  wherein the bias is set by resistor  164 . The bias of said transistor is stabilized by capacitor  165  and said transistor&#39;s collector in turn feeds the input of SSR  142 ,  144  on subassembly  63  through terminal block  130  in  FIG. 7 . The output of said subassembly  63  is fed to control display panel  93 , then through terminal block  131 , then through the central chamfered hole in control platform  8  via connector  62  and umbilical  61  and on to the clutch solenoids on the carriages. 
         [0077]    The preamplifier subassembly for the shifters is mounted on terminal strip  166  as depicted in  FIG. 1  and  FIG. 4  and the preamplifier subassembly for the clutches is mounted on terminal strip  167 . The LED current limit resistors for the control display panel  93  are mounted on terminal strips  168 ,  169 , and  170  as shown in  FIG. 8 . Some motors may require a reverse voltage blocking, fast recovery diode  100  connected in parallel across each of the shifter motors to ensure quick release of the carriages, in which case said diode could be mounted across terminal strip  171  which can also serve as a test point as depicted in  FIG. 7 . 
         [0078]    From the foregoing, it will be apparent that the present invention provides an efficient method and self-contained apparatus for converting rotary motion into linear motion by providing unbalanced centrifugal forces which can act together in reciprocation at a rate high enough to overcome the apparatus&#39;s inertia and smoothly drive the apparatus upward against gravity or along a linear path in free space.