CA2510877A1

CA2510877A1 - Double-vortex pressure motor

Info

Publication number: CA2510877A1
Application number: CA002510877A
Authority: CA
Inventors: John T. Woods
Original assignee: Individual
Current assignee: Individual
Priority date: 2005-06-02
Filing date: 2005-06-02
Publication date: 2006-12-02

Abstract

In previous attempts to construct a perpetual motion machine, each device has found its own equilibrium without producing the anticipated results.
The Double-vortex Pressure Motor employs at least two small 'vortex' gears which are engaged with each other, and fixed to a two-shaft bogie. The bogie (and its two vortex shafts) 'fall' between two 'back-eddy' gears whose shafts are fixed to a chassis. On the back-eddy (BE) shafts, and the vortex shafts, are also 'reaching' (large diameter) gears. Perpetual feed-back loops are created by returning the spin gained in both BE gears to the vortex gears via large 'bridging' gears which connect to both the big reaching gear on a BE
shaft, and the reaching gear on a vortex shaft which is two wheels away (so that the spin direction is compatible).
Reaching arms which join the bridge shaft to the BE and the vortex shafts, work as independently hinging arms. which allow the vortex bogie to fall slightly without compromising contact with the BE shafts. The reaching gears and bridging gears are sufficiently big that they do not come into contact with a fixed position shaft when they fall slightly.
While the smaller (slightly separating) vortex gears might function more efficiently with a smaller pressure angle (eg. 14 1/2 degrees) owing to the slight separation which occurs when it falls slightly out of the multi-shaft equatorial which is described when the bogie is in a 'neutral' position, the bridging and reaching gears might operate better with a larger pressure angle, and greater available backlash (eg. 20 degrees), to avoid cramping at the initiating slight-fall event of the vortex 'floating' gears. The initiating event occurs either through the force of gravity on the floating elements, or through a simulated 'gravity' caused when a lever is applied, or through means discussed briefly below.
In a two wings variation, two mini-motors may operate cooperatively when they are related to both sides of a middle Keel Gear and Sprocket, and by sprocket chain they share in common.
Chain orbits from each end BE
shaft/sprocket, over the middle keel sprocket, and thence to the BE sprocket at the opposite end of the motor.
The Double-vortex Motor does not require weight/mass to motivate it, but can of course respond to the imposition of mass within a gravitational field. It can also respond to the simple manual push or pull of a lever arm, or to heat activation, to permanent magnetic force, to electro-magnetic force, to spring force, to pulley leverage, to block and tackle advantage, to hydraulic, or to pneumatic advantage. However, in most cases sited above, it does not require am involvement with electricity in order to function: it may operate in any positional attitude (there is no 'up' or down necessarily, except for descriptive purposes) and does not require al gravitational field, so it may operate quite satisfactorily in outer space, or within a fluid/liquid environment.

Description

DOUBLE-VORTEX Pressure Motor Specifications This invention relates to a 'green', renewable power system which employs at least two fixed BE ("Back Eddy") Shaft assemblies, at least two Vortex Shaft assemblies, at least two other shaft assemblies: either one Keel Shaft assembly and one Bridge Shaft assembly; or two Bridge Shaft assemblies.
DRAWINGS
In drawings which illustrate embodiments of the invention, Figure 1 is an elevation partly in section of a Double-Vortex Motor embodiment, showing two bridging units in profile. Figure 2 is a top view of the same embodiment.
Figure 3 is an elevation partly in section of an embodiment which has two bridging units, and a keel shaft assembly which includes sprockets as well as gears. The BE shaft Farthest from the keel shaft also has sprockets; from, and to, which chain passes. [In this case the farther bridging unit is redundant, as the chain provides the necessary feedback action.]
Figure 4 is a top view of this embodiment.
Figure 5 is an elevation, partly in section of an embodiment which uses a central Keel Shaft which is flanked on both sides by Double-Vortex mini-motors (NiNIs). This embodiment is activated by two hydraulic, or pneumatic, jacks, each of which is in contact with one, or the other, Double Vortex Bogie Board or truck.
Figure 6 is a top view of that embodiment. This is called a Two-Wing (TW) design Figure 7 is a plan view of a TW unit which uses weight to produce the necessary impetus. The weight is distributed to both sides of the motor via cable which carries force up on one side of the motor, and down on the other side of it, owing to pulleys at each of four quadrants, which provide a circuiting effect.
[The force, and consequent spin directions of the wheels, could be reversed by hanging the weight on the same cable, on the opposite side of the motor.]
Figure 8 is an elevation, partly in section, of a TW embodiment in which a lever extends beyond the full length of the motor, and uses the Keel Shaft as its fulcrum When moved either up or down, the Bogie on one side of the motor will be forced up slightly, while the Bogie on the opposite side is forced down slightly. In this case the attaclunent site is found mid-board on/in the bogie truck.
Figure 9 is an elevation, partly in section, as Figure 8, except that the attachment points to the bogies are placed inboard, relative to the location of the Keel shaft.
Figure 10 is an elevation, partly in section, as Figure 8, except that the attachment points to the bogies are placed outboard, relative to the location of the Keel shaft.
[Note that where the pressure/force is applied on each riuck/bogie may effect the performance of the motor, as the object is to create a force in the motor which cannot easily be neutralized.]
Figurel 1 is an elevation, partly in section, of a TW embodiment in which one bridging unit on one side of the keel shaft is constructed above the equatorial, while another on the other side of the keel shaft, is built beneath it. This configuration allows a lever to impose its force on the bridge shafts of the TW's, instead of directly onto the Bogies.
Motivation occurs as a lever presses down on a bridge shaft on one side forcing that side's bogie down, and the bogie on the other side up.
Figure 12 is a plan view of two Bogies with hydraulic jacks attached to their outboard sites, when they are in a neutral position. [Notice that the jack pistons are of equal exposed length.]
Note also that the BE shafts are not shown. Only the Keel shaft position is shown, as that is the reference used by which to indicate the relative contact site of imposed force.
Figure 13 is a plan view of two Bogies (from Figure 11) when fluid has been pumped into one jack, from the other.
[The one which loses fluid falls, while the other rises-and the Bogies react accordingly.]
Figure 14 is a top view which indicates how the lever beam straddles the shafts, connects with the keel shaft, and contacts each bogie (in this case at mid-board positions).
Note: Figures 12 and 13 indicate how two hydraulic or pneumatic jacks, each connected to the same pump, could produce a reversing effect: As air, or hydraulic fluid is pumped in one direction, it forced the bogie up on one side;
and because it draws air, or fluid out of the piston on the other side, that other side forces its related bogie downward; and vice versa.
The mini-motors are activated in concert by a lever whose fulcrum is the Keel Shaft. As the bogie of one mini-motor is sent in one direction, the bogie of the opposite mini-motor is sent in the opposite direction. The rotational directions, and necessary feedback action is accomplished by both the bridging units, and chain which orbits about both mini-motors.
ELABORATION
In this motor (shown in figures 1 and 2), five shafts -a keel shaft 9, a BE
shaft 5, two vortex shafts 2, and another BE shaft 5, share a common positional equatorial (before the vortex shafts fall out of that line slightly). The Keel shaft, and the two BE shafts are fixed at both ends to the chassis 1 (not shown in figure 1). The vortex shafts are not fixed (except to carrier bogie/truck 26); and each carries the following assemblage: two small floating gears 3, which engage small BE gears 6 on their outer periphery, and another floating gear on their inner periphery; two large reaching gears 4, each of which engages a large bridging gear 14. Each vortex shafts is held to constant distances from its related bridging shaft 13 and by a reaching arml8. [The related bridging shaft 13 of each vortex shaft 2 resides over its neighboring vortex shaft.] All arms connect with their respective shafts through bearings 21.
On each BE (Back-Eddy) shaft 5 reside small support gears 6, and large reaching gears 7.
As the vortex shaft assemblies attempt to fall (through their own gravity in this case), the support gears 6 on the BE
shafts 5 are forced to rotate. This causes complimentary rotation/spin in their adjacent gears owing to the feedback loops created by the reaching gears 4 and 7 to their respective bridging gears 14. Instead of achieving stasis, the motor may accelerate when placed 'up' or 'down,' and will not stop until placed on its side.
Note that diagonal-attack gear teeth are suggested in the illustrations only as a means of indicating where one gear ends and another begins. In most cases simple spur gears will suffice.
Also it should be noted that because some slight separation from one another does occur when the two vortex gears fall away from each other, a pressure angle of 14 '/Z degrees might be preferable-to maintain reasonable meshing contact. However a greater backlash availability (which comes with a pressure angle of 20 degrees) might be preferred among the reaching and bridging gears.
Note too that one line of small gears, one line of reaching and bridging gears, and ane line of chain and sprockets (i.e.
three planes of rotation) could be used instead the doubling of rotational elements; where it is solely the chassis, the pressure arms, the reaching arms, and in a minor way, the design of the gear teeth, which hold the wheels true to their related elements. However more serious frictional factors are allowed into such designs, and high performance is compromised. [Such difficulties can be overcome somewhat when a 'herringbone' tooth design is used for the gears, but cost can make this option prohibitive.]
On the keel shaft 9 are gears 10 and sprockets 11, and on the BE shaft farthest from it 5, are sprockets 8.
Joining the sprockets 8 and 11, and sharing their common rotational direction, are chains 12.
This causes complimentary rotation/spin in their adjacent gears owing to the feedback loops created by the chain 12 from sprocket 8 to sprocket 11, and by the reaching gears 4 and 7 to their respective bridging gears 14.
In the embodiment shown in Figures 3 and 4, two bridging shafts 13 are used. A
chain 12 travels from a krel sprocket I 1 to the farther BE sprocket 8. In effect, the farther bridging unit may be redundant.
Figure 5 is an elevation, partly in section (with chassis not showing) of an embodiment which uses a central Keel Shaft 9 which is flanked on both sides by Double-Vortex mini-motors (Mms).
This embodiment is activated by two hydraulic, or pneumatic, jacks, each of which is in contact with one, or the other, Double Vortex Bogie Board or truck.
Figure b is a top view of that embodiment. This is called a Two-Wing (TW) design.
Figure 7 is a plan view of a TW unit which uses weight 43 to produce the necessary impetus. The weight is distributed to both sides of the motor via cable 32 which carries force up on one side of the motor, and down on the other side of it, owing to pulleys 33 at each of four quadrants, which provide a circuiting effect. [The force, and consequent spin directions of the wheels, could be reversed by hanging the weight on the same cable, on the opposite side of the motor at 44.) Figure 8 is an elevation, partly in section, of a TW embodiment in which a lever 27 extends beyond the full length of the motor, and uses the Keel Shaft 9 as its fulcrum. When moved either up or down, the Bogie 26 on one side of the motor will be forced up slightly, while the Bogie on the opposite side is forced down slightly. In this case the attachment site is found mid-board 24 onlin the bogie truck.
Figure 9 is an elevation, partly in section, as Figure 8, except that the attachment points to the bogies are placed inboard 23, relative to the location of the Keel shaft.
Figure 10 is an elevation, partly in section, as Figure 8, except that the attachment points to the bogies are placed outboard 25, relative to the location of the Keel shaft.
[Note that where the pressure/force is applied on each truck/bogie may effect the performance of the motor, as the object is to create a force in the motor which cannot easily be neutralized.) Figurell is an elevation, partly in section, of a TW embodiment in which one bridging unit (including bridge shaft 13, bridge gear 14; reaching BE gear 7, and reaching Vortex gear 4) on one side of the keel shaft is constructed above the equatorial, while another on the other side of the keel shaft, is built beneath it. This configuration allows a lever to impose its force on the bridge shafts of the TW's, instead of directly onto the Bogies. Motivation occurs as a lever 27 presses down on a bridge shaft on one side forcing that side's bogie down, and the bogie on the other side up.
Figure 12 is a plan view of two Bogies with hydraulic jacks 35 attached to their mid-board sites 24, when they are in a neutral position. [Notice that the jack pistons 34 are of equal exposed length.) Note also that the BE shafts are not shown. Only the Keel shaft position is shown, as that is the reference used by which to imlicate the relative contact site of imposed force.
Figure 13 is a plan view of two Bogies 26 (from Figure 11) when fluid has been pumped into one jack 35, from the other via a pump 37. [The one which loses fluid falls, while the other rises-and the Bogies react accordingly.) Figure 14 is a top view of a TW motor showing how a lever beam 27 straddles (over and under) the bogies 26, and connects with the keel shaft 9 via stilts 28, and contacts each bogie (in this case at mid-board positions 24).
Notes: shafts may be 'vertical' vis a vis gravity, so may require thmst bearings on shafts-where they come into contact with the chassis and arms-instead of using conventional bearings.
Vortex shafts, BE shafts, and bridging shafts are called 'proximal,' or 'distal,' relative to the position of the Keel shaft.

Claims

Claims The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:
[Note: The 'proximal' and 'distal' positioning of Vortex or BE elements are reckoned vis a vis the location of the primary Keel shaft.]

1 A motor having two fixed BE ("Back Eddy") shafts, and two floating vortex shafts (which are located between the BE shafts), all of whose small gears share the same planes of rotation. The BE shafts and the Vortex shafts also carry big gears which engage bridging gears, which are held to a constant distance from their respective vortex or BE gears by hinging arms. The Vortex Shafts share carrier Bogies in common, and so it between the Vortex floating gears, and the small BE gears that a slight separation occurs upon 'fall' of the Bogie unit. The weight of the 'floating' elements: all wheels, bearing, yokes, etc. which are integral to each vortex shaft assembly, including the shafts themselves, is what motivates its spin.

2 A motor as in Claim 1, in which a fixed Keel Shaft is included. A chain travels from a sprocket on the keel shaft, to a sprocket on the distal BE shaft.

3 A motor as defined in claim 2, in which only one bridging gear unit is used:
either one from proximal BE to distal vortex; or one from proximal vortex to distal BE.

4 A middle Keel, with two 'wings', (TW) motor in which a bridging unit connects proximal BE shafts to distal Vortex shafts (as shown in Figure 5); in which Hydraulic jacks are applied to the inboard end of each Bogie, and a fluids pump deteimines which Bogie will fall, and which will rise.

A motor as defined in Claim 4, in which the jack pistons are connected to the mid-board site of each bogie.

6 A motor as defined in Claim 4, in which the jack pistons are connoted to outboard site of each bogie.

7 A motor as defined in Claim 4, in which the jack pistons are pneumatic instead of hydraulic, and it is air which is pumped instead of hydraulic fluid.

8 A motor as defined in Claim 5, in which the jack pistons are pneumatic instead of hydraulic, and it is air which is pumped instead of hydraulic fluid.

9 A motor as defined in Claim 6, in which the jack pistons are pneumatic instead of hydraulic, and it is air which is pumped instead of hydraulic fluid

A motor as defined in claim 4, in which weight is attached to a cable, which is in turn attached to the inboard end of each Bogie. The same cable attaches to Bogies on both sides of the motor, as pulleys convey it in a continuous loop. The force can be reversed by attaching the weight to the cable on the other side of the motor.

11 A motor as defined in claim 10, in which the cable attaches to the mid-board of each Bogie. (Shown in Figure 7.)

12 A motor as defined in claim 10, in which the cable attaches to the outboard of each Bogie.

13 A motor as defined in claim 4, in which the beams of a lever straddle all the in-line shafts, and utilize the middle Keel shaft as a fulcrum. Its beams may attach and reinforce one another, via vertical stilts, and horizontal stays, at both ends beyond the distance of the farthest BE wheels.
Upper and lower beams also contact each Hogie at its inboard end.

14 A motor as defined in claim 13, in which the beam-to-bogie contact is made at the mid-board site of each Bogie.

A motor as defined in claim 13, in which the beam-to-bogie contact is made at the outboard site of each Bogie.

16 A motor as defined in claim 4, in which a lever uses the Keel shaft as a fulcrum, but engages the bridging shafts-one up on one side, and one down on the opposite side-and exerts force against the Bogies via the reaching arms. (As in Figure 9.)

17 A motor as defined in any of the above claims, in which more, or fewer, arms/yokes were used.

18 A motor as defined in any of the above claims, in which more, or fewer gear planes were used.

19 A motor as defined in any of the above claims, in which more, or fewer sprockets planes were used.

20 A motor as defined in any of the above claims, in which more, or fewer, lever beams were used (joined together by one (or more) transiting 'handle'.

21 A motor as defined in any of the above claims, in which pulleys, and compatible non-skid belting, are used instead of sprockets and chain.

22 A motor as defined in any of the two-wing claims, in which bridging units are placed in different relative locations than are expressed thus far: whether up, proximal BE to distal vortex; or up proximal vortex to distal BE; or down, proximal BE to distal vortex; or down, proximal vortex to distal BE. Any, or all, may be included in various combinations.

23 A motor as defined in claim 2, in which the shafts must function on a vertical axis, instead of horizontally.
In such cases, thrust bearings are necessary instead of more conventional types of bearings.

24 A motor as defined in any of the above claims, in which a block and tackle device is employed to impose further force on the unit bogies.

25 A motor as defined in any of the above claims, in which springs may be used to maintain, or to add to, the force imposed.

26 A motor as defined in any of the above claims, in which magnetic attraction is used to draw a Bogie (containing attractant properties) in one direction, rather than in another.

27 A motor as defined in any of the above claims which use sprocket chain, in which the gears also serve as sprockets, allowing there to be fewer planes of rotation, as the sprocket line/s per se, is/are no longer needed.