FIELD OF THE INVENTION
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
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.
A further prior art of the present invention are the experimental clocks placed on ships in the 18th 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'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.
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.
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
It is the objective of the present invention to provide a self contained inertial propulsion device with directional control.
It is another objective of the invention to provide an inertial propulsion device with a high degree of efficiency.
It is still another objective of the invention to provide an inertial propulsion device with a low vibration characteristic.
It is a further objective of the invention to use advanced motor control and engineering techniques for the advancement of inertial vehicular propulsion.
Other features and advantages will be apparent from the following description with accompanying drawings.
DESCRIPTION OF THE DRAWINGS
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.
FIG. 2 is the side view of the propulsion device.
FIG. 3 is the propulsion device having a fluid motor-pump as a regenerative drive means
FIG. 4A is the propulsion device employing mechanical transmission and a continuous running drive motor as the kinetic energy source.
FIG. 4B is the side view of the buffer and clutch means.
FIG. 5 is the graphical representation of the motor-generator drive pulses generated by the logic control.
FIG. 6 is the graphical representation of the motor-generator rotor angular speed progression.
FIG. 7 is the graphical representation of the resultant potential energy work output thrust pulses.
FIG. 8 is the graphical representation of the mechanical work output thrust vector flows.
FIG. 9 is the propulsion device operating with a complimentary cam and cam follower.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to FIG. 1, the self-contained propulsion device comprising pairs of flywheels, 1A and 2A, 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' (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 1A and 2A contain a substantially embedded regenerative drive means b-group comprising motor-generator rotor 3B, 4B and field magnets 75B. 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 3B, 4B,75B and the flywheels 1A, 2A 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 1A,2A and the rotor 3B,4B 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 3B,4B with the current carrying conductors and field magnets 75B is shown. The side-wall of the flywheel 1A, 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 3B receives a large amount of rotational kinetic energy and the larger inertial mass of the flywheel 1A 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 10C,11C,64C,65C,76C,77C which provide each flywheel assembly with substantial linear freedom of movement 78 in vehicular travel direction 37. For the present embodiment, swing-arms 10C and 11C are depicted providing linear guidance, but many other technologies are suitable to guide the flywheels in linear motion.
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 1A and 2A, the guidance means 10C and 11C and the motor-generator encoder 30 and 31.
Referring to FIG. 1 and FIG. 2, the swing-arms 10C,11C have a wrist-end linear movable member 64C and 65C. The swing-arms pivot at the socket-end fixed member pivot block 76C and 77C. The flywheels 1A and 2A are rotatably contained on the wrist-end movable member 64C and 65C by rotational bearing 69 and 70. The flywheels 1A and 2A rotate around the central shaft 12 and 13, by means of rotational bearings 69 and 70, while the integral motor-generator rotor 3B,4B is secured co-centrically onto the central shafts 12 and 13. The central shaft is rotatably contained on the wrist-end movable member 64C,65C 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 14D,15D, 16D, 17D,18D,19D, 74D and 86D 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 14D and 15D secured eccentrically onto each central shaft 12,13. The eccentric end of the radius bar members have the wrist-pins 16D and 17D 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 16D and 17D are rotatably contained in the linear bearings blocks 18D and 19D. The linear bearing blocks 18D and 19D, 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 3B,4B 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 14D, 15D represent a rotational input/output member. The movable member 64C,65C together with the flywheel assembly 1A,2A represents a reciprocating member and the wrist-pins 16D,17D together with the linear bearings blocks 18D,19D working against the working surface 74D 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 18D,19D working against the working surface 74D. 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 14D,15D 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 1A and 2A, 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 18D and 19D, 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 1A and 2A, are used for absorbing excess rotational and linear kinetic energy from the flywheels 1A and 2A The action of the imbedded electromagnetic poles 38, acting mutually reciprocally between flywheels 1A and 2A, has no negative influence on the output thrust drive and returns excess kinetic energy of the flywheels 1A and 2A, back to the power-supply 22.
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 14D. The rotor 79 is secured to the central shaft 12 and driving the flywheel 1A mutually reciprocally to the radius bar member 14D. 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 1A and 2A. 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.
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 1A and 2A 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 14D,15D and into the rotor 3B,4B, and mutual reciprocally into the flywheels 1A and 2A. The timing, clutch and buffer means 43, times and buffers the rotational kinetic energy flow to the flywheels 1A and 2A under control of the logic control means 22.
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.
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 3b in FIG. 1. The graph depicts the energy drive pulses for the motor-generator rotor 3B 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 1A in the clockwise direction and drives mutually reciprocal the motor-generator rotor 3B 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 3B indicated by the radius bar member 14D is shown at 45°, while 0° is at the position of the radius bar member 14D at 12 o'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 3B while passing from 20° to 90° accumulates rotational kinetic energy into the motor-generator rotor 3B subsequently used for the propulsion thrust, which is called accumulation phase.
Referring to FIG. 6, at the end of the accumulation phase at 90° the motor-generator rotor 3B 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 1A and the mutual reciprocal de-acceleration of the motor-generator rotor 3B, 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 3B, 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.
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 1A and 2A. 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 14D 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.
Referring now to FIG. 8, which depicts the vector parameters in correlation to the angular rotation of the motor-generator rotor 3B. The directional arrow 50, indicates the angular acceleration of the flywheel 1a. 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 3B. The vector angle 53, between the position of the radius bar member 14D and the right angle of the linear bearing 18D, 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 74D, 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'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.
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 1A. The cam 93 is having two complementary ex-centric angular surfaces 93A and 93B guided by the two cam followers 94 and 95, arranged in such a way, to guide the flywheel 1A in reciprocating motion direction 78.
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.
Patent Application
20100242672
