3) Newton's Unfinished Theorem, The Physics of Inertial Propulsion Drive, (Section 3) by ggutsche1

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									   The Final Analysis of the Reality of the Operation of the
          combined effort inertial propulsion Device:
The DYNAMIC Force Impulse of the Drive Phase is thereby larger than the Force
Impulse of the Idle Phase because the Drive Phase has a larger Impact Rotor angular
velocity which is a larger kinetic energy content (the straight line flywheel force is
an exponential function of the angular rotor velocity) and therefore generates a
dynamic reaction less propulsion Force Impulse on the Device. The internal generated
thrust of the device is a function of the impact rotor angular velocity (RPM). The
larger the RPM of the impact rotor the larger the operational thrust, while the kinetic
energy delivered by each individual cycle is limited by the ratio of the devices’
operating component masses. Accordingly: The analysis of the Inertial propulsion
device must proceed first from the energy flow then to the self-contained impulse
derived from the energy flow magnitude.

DETAILED DESCRIPTION OF AN EXAMPLE INERTIAL
              PROPULSION DEVICE
Referring to Fig.1 and Fig2, a mechanical representation of the self-contained
propulsion device comprising pairs of flywheels, 1 and 2, with parallel axial
orientation, opposite direction of rotation and opposite alternating straight line
reciprocal motion. The reciprocal straight line displacement motion of each flywheels
is having equal stroke length, equal peak repetitive straight line displacement
velocities and differential magnitude of straight line displacement motion rotor driven
accelerations. The differential magnitude of the rotor driven accelerations within one
complete cycle of the reciprocal motion represents the source of propulsion energy.
The flywheels have a rotational and straight line kinetic energy storage capacity for
providing a dynamic inertial reluctance backrest for the propulsion of the device. The
opposite alternating straight line movement of the pair of flywheels accomplishes the
averaging of propulsion forces and the canceling of rotational moments. The more
pairs of flywheels are employed within the device the better averaging can be
expected. The device can also operate with the pairs of flywheels moving in
simultaneous alternating straight line motion, which propels the device more in
individual strokes than in continuous motion. The opposite direction of rotation
accomplishes the cancellation of rotational forces, which prevents the turning of the
device around its axis. The turning action, however, is used to steer the device by
varying the rotational parameters of the flywheel drives. The pair of flywheels 1 and
2, each containing an integral motor-generator impact rotor 3 and 4 contained within
motor-generator housing 3A and 4A for the purpose of absorbing and delivering

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rotational kinetic energy. The motor housing 3A,3B are firmly embedded into each
flywheel forming integral assemblies. The motor-generator impact rotor, having
rotational kinetic energy storage capacity, for delivering a rotational impact
momentum for the reaction less propulsion of the device. These motor-generators can
be of different types of technologies, for example, a pneumatic vane motor-pump or
a hydraulic gear motor-pump. For illustration, an electrical motor-generator armature
with the current carrying conductors and the flywheel mounted field magnets are
shown. The side-wall of the flywheel 1, is cut open to reveal the motor-generator
within the flywheel. The motor-generator supplies alternating kinetic energy pulses
to the flywheel assemblies, causing the rotation and progressively changing
alternating straight line movement. The progressively changing straight line
movement of the flywheels is the source of dynamic back-rest for the unimpeded
exertion of the kinetic propulsion energy, which is fully explained in Fig. 3 to Fig.5.
The supporting frame 5, of the propulsion device is cut away from all attachment
points for unimpeded view of the active working elements. The propulsion device
further comprises two straight line guides 6 and 7 which give each flywheel assembly
substantial straight line freedom of movement in direction of vehicular travel. For the
present design, swing-arms 6 and 7 are depicted, but many other technologies are
suitable to guide the flywheels in straight line motion. The swing-arms contain
flywheels 1 and 2 on the moveable wrist-end and pivot at the socket-end 8 and 9. The
flywheels 1 and 2 rotate around the central shaft 10 and 11, by means of set of
rotational bearings 12 and 13, while the integral motor-generator impact rotor is
firmly mounted co-centrically on the central shafts 10 and 11. The central shaft is
contained on the wrist-end of the swing-arm by means of an additional set of
rotational bearings 14 and 15, allowing the flywheels and the motor-generator rotor
complete free wheeling freedom of rotation in relation to the supporting frame of the
device. The propulsion device further comprises pairs of rotational-to-reciprocating
transmissions, which is a complimentary cam 16 and 17 and two cam followers 18
and 19 for the present design. Many different mechanical constructs can be adopted
as rotational-to-reciprocating transmissions, for example: A crank and connection
rod, a scotch yoke mechanism or a hydraulic pump and cylinder, to mention a few.
The present complementary cam 16 and 17, which are firmly mounted on each central
shaft ex-centrically in relation to the flywheel assemblies and two cam followers 18
and 19, which are mounted to the device frame. The rotational cams and the cam
followers gives the flywheels an alternating opposing straight line movement. The
cam and cam followers converts the rotation and torque of the motor-generator impact
rotor into progressively changing reciprocal straight line motion and straight line

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forces and furthermore provides a progressively increasing straight line
de-accelerated motion in both direction of the reciprocal motion. The reciprocal
motion delivered by the cam and cam followers has a preferred stroke length in
fractions of the diameter of the motor-
								
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