WO2005075287A1

WO2005075287A1 - Gravity-inertia motor

Info

Publication number: WO2005075287A1
Application number: PCT/IB2005/000429
Authority: WO
Original assignee: Plumley, Kevin, More
Priority date: 2004-02-04
Filing date: 2005-02-03
Publication date: 2005-08-18

Abstract

A passive mass supported on gimbals, or in a container or on a platform so supported, is thus stable relative to a rolling or pitching vehicle such as a ship. The use of chains and ratchets, or of a gear-wheel, can convert and transform to propulsive rotation the energy latent between the static weight and moving vehicle, to augment the power of the main engines and thus save fuel, and provide both propulsion in the case of main-engine failure and a clean alternative means of propulsion and power when fossil fuels are no longer available. his patent application is for simple and appropriate method by which to convert this energy of inevitable movement to force of propulsive use to the vessel or vehicle and provide clean means of propulsion as an alternative 15 to excessive combustion of polluting fossil fuels.

Description

Gravity-Inertia Motor

A ship, rolling and pitching in response to the waves it meets, or to waves which affect it, or a vehicle moving irregularly along a road, will experience changes in force. Until now this energy of inevitable movement has served no useful purpose, but now it may be converted to the use of propelling the vessel or vehicle.

The relative movement of two contra-posed masses acting in opposition to each other can be made to produce energy in quantity relative to the quantity of their opposed masses.

This patent application proposes the use of a few methods by which this energy, with particular reference to ships, may be harnessed and adapted to augment the power of the ship's main engines and thus save fuel. Where the ship's conventional main engines are not producing power, this method provides power to enable steering and propulsion.

Preamble

The prime intention of this invention, for which this patent application is sought, is the propulsion of ships and the consequent saving of fuel, with benefits in conserving the planet's resources and alleviating the deleterious effects of their profligate wastage in the interest of financial profit.

A previous patent of seventy seven years ago, GB297720 - 20/09/1928, was for a device similar in some general respects but specifically for the generation of electrical energy and to light a buoy, and it was to be mounted within a buoy. By contrast, the present independent invention is specifically for the propulsion of ships and the transportation of the cargoes they carry, and the apparatus is mounted not in a buoy but in a sea-going hull especially designed to roll and thus to propel itself in response to the wave-motion of the seas around it. The 1928 patent envisaged the use of a hanging pendulum, the present application is for a mass supported on gimbals. The previous patent proposed gears and ratchets, the present application uses looped and cross-looped chains or alternatively uses a single auxiliary gearwheel and a toothed wheel on the drive-shaft. So the basic purpose of propulsion and rotation rather than electricity is different and the apparatus suggested here in this present application is both more simple and orders of magnitude more massive.

Whatever happened to the potential of the previous application is not known, but it is obvious that it is not in use today for the purpose intended by this present application, which has been conceived for the transporting of large cargo about the world by sea. Its incidental secondary ability to generate electricity would be achieved by simpler and different mechanisms, more flexibly, it would be mobile and much more comprehensive. Description

An appropriately shaped block, weight or loaded container, supported through its upper part on gimbals, stands vertically. If a ship, in which said block, weight or container is supported, is caused to tilt relative to the axis of support, the block, weight or container will still tend to remain more or less vertically, due to the effect of gravity.

Constant variations in the tilting attitude of the vessel, as in a ship rolling laterally and pitching fore and aft, will result in the block, mass or container still continuing to remain vertical, considerable usable momentum thus being produced between the static mass and the moving hull or vehicle. Up to the point of equality between the mass of the hull and that of its static contents, the heavier the weight of the mass, the higher the potential energy derived between hull and mass.

This force can be extracted as rotation of considerable strength by means of capturing and converting the partial rotation of the mass in each direction (figs, 6 - 9), or alternatively in both horizontal axes of fore and aft as in the configuration of figs. 2 and 3, and of port and starboard as in the configuration of figs. 4 and 5.

From the gimbal-mounted mass the energy can be extracted via an arm fixed vertically or otherwise through the mass (fig. 12), or via pairs of toothed wheels, fixed or otherwise, set on the axles of the gimbals at A and or B (figs. 6 - 8 and 9) or centrally in each section of the mass. From each extremity of the arm, or from each wheel, a looped (fig. 6) and cross- looped (fig. 7) chain with cable and length-adjustable rod interconnection, transfers the energy of the momentum to appropriately ratchet-mounted wheels mounted on a drive shaft (8 and 9), each wheel extracting the rotation by a ratchet set in the appropriate direction. Push and pull rods may be used between arm and shaft, but chains are simpler and more convenient. Alternatively, single fixed toothed wheels set at intervals along the length of the mass each transfer energy to pairs of ratchet-mounted wheels, each via a) one looped chain (fig. 6) and b) one cross-looped chain (fig. 7). The drive-shaft rotates uni-directionally by receiving the energy via the separately ratchet-mounted wheels, each receiving the single-direction rotation via the appropriate looped or cross-looped chain (as in figs. 6 - 9 and 19).

In the case of the use of gears, individual toothed wheels set at intervals along the length of the mass, or at the gimbals' axes, would each impart energy to a ratchet-mounted toothed wheel mounted on a drive-shaft above the oscillating mass, and on the reverse swing also to a single gear-wheel situated beside the drive-shaft, the gear-wheel bearing a ratchet to provide the drive-shaft with the appropriate direction so that, once again, usable uni- directional rotation is provided.

To simplify and summarise, the vessel rotates back and forth relative to the static mass. The energy implicit in the actively rolling vessel (or moving vehicle) is communicated via the gimbal-supported passive block, mass or container to receptive points fixed relative to the ship's hull. There, by means of ratchets operating in conjunction with a looped chain and a cross-looped chain, or a gear (figs. 6 - 14 and 19), the powerful forces generated by the constantly changing relative positions can be extracted and transferred for the purpose of propulsion or propulsive rotation for further use.

A governor system may be inserted to regulate the output to be in synchrony with the roll of the ship, so that the maximum energy is derived. Automatic gearing may be inserted to modify and regulate the rotary power received, and a flywheel or similar item to store and smooth delivery of the energy, which may be utilised either by direct physical application or via the intervention of electrical generation. The mass of such flywheel also aids the counter-mass of the hull. Energy is ideally collected via rotation but can also be received by pressure of direct contact with the relatively moving masses.

The weight or mass may be of any suitable material, such as metal or steel-reinforced concrete, the higher its density the smaller the mass and the space it will occupy.

A container with an integral structure of rigid supports, mounted in this way, may be filled with liquid or cargo material to provide such a mass. The fuel, water or ballast tanks of the vessel may also be thus mounted to provide this incidental function.

Alternatively, a platform or platforms, mounted either on gimbals (fig. 15), a fulcrum (17) or pivot (16), may be used, on which the above structures and part of the cargo may also be carried, so that the mass of the cargo itself also provides motive power to the ship.

Ideally the ship's ballast tanks will be designed to be supported on gimbals (fig. 18) or above platforms (16) so that they can rock from side to side and incline fore and aft. This movement is easily captured and converted to rotation, either beneath the structure of the container directly into a propulsion shaft, or overhead or aside (10 and 14), to be passed to the propulsion shaft aft or other use. In either case, if the ballast tanks are in separate compartments, the propulsion shaft can also be in sections, such sections uniting or separating in their rotation as necessary, again by means of ratchets.

Alternatively, a mass, in one piece or in sections, supported by gimbals fore and aft and abeam can receive the energy from the two principal axes of the ship or vehicle, or be freely supported by gimbals to take the energy from change of motion in any direction (fig. 12). The size, strength and structure of any ship or vehicle may well prescribe whether gimbal-supported weight, platform, tank or any such variation should be more appropriate, and in what form the structure should be.

This has particular application in augmenting the power of ship's main engines, resulting in reduced fuel usage, or, particularly in conditions of vigorous movement, to enable manoeuvring, steerage-way and control when the main engines themselves are not in action.

The motor may be fitted with a brake and lock to restrict or prevent its movement when such action is not required. Also a damping system can be provided to inhibit or to exploit any tendency of the weight to oscillate uncontrollably. Automatic fine-tuning of the governor system can also have a multiplier effect when the roll is otherwise too slight to be used, so that such auxiliary power can be used intermittently. The mechanism will also tend to stabilise the ship.

Although the percentage of power derived - depending on the size of the mass employed - may apparently be minor in comparison with that of the main engines, even on a small scale over a period of time the fuel saving will be considerable. Even a comparatively small ship uses ten tons of fuel per day, so a saving often or twenty-percent would signify a notable annual saving. At other times, as in the case of engine failure, the gravity motor may be the only source of power available. And indeed, sufficient mass will provide as much or more power than the conventional motors now used.

This passive motor uses no fuel, but is motivated by changes in the physical attitude of the vessel, vehicle or article containing such a device, thus converting solar energy via wind, waves and movement into usable power. This will therefore also provide an acceptable alternative method of propulsion when fossil fuels no longer exist, being clean power, of endless free supply and without pollution, and the same simple mechanism will still be producing power in a million years, requiring only basic maintenance, such as lubrication, chain adjustment or occasional ratchet or chain renewal.

The ability of the mechanism of the present invention to produce electrical power cannot be ignored or denied, as touched on in the initial application, but this is quite incidental to its purpose to transport. If permitted, it is to be dealt with as part of this application, otherwise as addition under a separate documentation. However, it is possible, and in this role it is envisaged that for maximum potential the total moving hull and total static mass would be more or less equal in weight. Such a hull, with the identical mechanism for propulsion and a generator aboard, could transport itself to areas devastated by war or other more natural disasters. A line put ashore could then immediately restore electrical power and its benefits to a ravaged land. Such generator could even be included as part of the passive mass, but it is simpler if it is integrated to form part the contra- opposed mass of the hull.

It is foreseen that this power incidental to propulsion could be otherwise used, but in vast quantities, to obviate the present profligate wastage of fossil lubricants and fuels. One hundred square kilometres of these Hippos, especially designed to roll and containing masses of sufficient weight, wallowing in lines along the incoming swells and waves of average sea conditions, can produce indefinitely enough clean electricity for the whole of Europe, thus eliminating much of the source of environmental pollution and planetary heating. Any excess power produced by windy weather can pump fresh river water back above dams for both irrigation purposes and clean hydro-electric power for when sea conditions are unusually calm. For the production of power other than propulsion, the hull would be much more massive, and be especially designed to pitch and roll, and the mass would be altogether more massive, but the mechanism is the same as that used for propulsion. 100,000 tons of difference in reaction between each hull and mass in average sea conditions theoretically has the potential to produce 300 megawatts of electricity, and while an onboard generator may supply mobile or emergency power to an area onshore, it is thought better to transfer the motive power ashore from each hull as rotation, via rotating cables, rods or tubes to generators constructed on solid land. With the prospect of rising sea-levels from planetary heating due to excessive use of fossil fuels, these power stations would well be sited on higher land. In any case, ideally these hulls would wallow in lines along the incoming swells and waves, each unit feeding its component of rotating energy via a geared tap into major rotating cables or rods. Alternatively, to convey the force ashore, each-way flows of liquid medium may be pumped by means of two-way impellers via concentric tubes, with a two-way impeller to introduce the force at the near end, and a two-way impeller to extract the force at the far end.

On the basis of potential, theoretically one hundred square kilometres of average sea condition would produce 1,500,000 megawatts of pollution-free electricity indefinitely at the cost only of construction - most probably of massed and rock-filled concrete - and thereafter maintenance of the simple apparatus.

It is repeated that this passive motor uses no fuel, but is motivated by changes in the physical attitude of the vessel or vehicle containing such a device, thus converting solar energy via wind and waves and movement into usable power. It will therefore be clean power, of endless free supply and without pollution or heat wastage due to unnecessary combustion. ϊh this way, so far as power generation is concerned, clean, free solar energy, derived via the wind, is harvested from the waves for the benefit of the planet. In view of this, surely the function of patent must be to seek reasons to ensure innovation and protect its practical use for the good of all rather than to prohibit its benefits in the interest of those few who seek only to profit financially from its restriction. On a much more limited basis, such a gravity-inertia motor can provide power to refrigeration units etc. in transport vehicles, or even in cooling packs for walkers or travellers in hot climates.

List of drawings

1. A mass, of any appropriate shape, up to a point the heavier the better.

2. Mass in gimbal configuration, bows/prow down.

3. Ditto, bows up.

4. Mass in gimbal configuration, port-side down.

5. Ditto, starboard-side down.

6. Mass in tilt relative to hull, with power take-off to shaft.

7. Ditto, in counter-swing.

8. Mass shown from above, with pto to shaft from a wheel on each gimbal.

9. Ditto, with pto - with two wheels on each gimbal - giving power in each direction.

10. Shows power take-off to various points - See in conjunction with fig. 19.

11. Shows alternative power take-off points - See also fig. 1 .

12. Shows mass freely hung on gimbals, with alternative pto configuration.

13. Shows pto to propulsion shaft above or below to toothed ratchets, as in 14.

14. Detail - end view - of propulsion shaft with its ratchet wheels accepting pto.

15. Platform, gimbal supported, to carry cargo as mass, fore-and-aft and/or abeam.

16. Ditto, on axle or roller to give either fore-and-aft or abeam pto.

17. Ditto, on point, to give pto fore-and-aft and or abeam.

18. Showing how ballast tanks could ideally provide energy to hull.

19. Configurations, showing how pto fed in from all directions results in uni-rotation.

Claims

1. A heavy mass supported on gimbals (as in figs. 2 - 5, 8 - 14 and 18) within a sea-going ship's hull, with its use to provide propulsion to the ship,

5 by capturing the motion relative between the stable mass and the hull rolling and pitching around it and converting it to rotation by the use of looped chain (fig. 6) and cross-looped chain (fig. 7) to transfer the multi-directional momentum of the mass from toothed wheels, fixed relative to the moving mass, to toothed wheels on the drive shafts fixed relative to the hull, to

10 impart uni-directional propulsive rotation to them and so propel the ship.

2. A structure as in Claim 1, but characterised by the use of an arm through the mass (fig. 12) to transfer the each-way or multi-directional momentum of the mass, via chains as in Claim 1, to impart uni-directional 5 propulsive rotation to drive-shafts in fixed position relative to the hull.

3. A structure as in Claim 1, but characterised by the use of a gearwheel to transfer one component of the each-way momentum of the mass to impart uni-directional propulsive rotation to drive-shafts in fixed positiono relative to the hull.

4. A structure as in Claim 1, characterised by the use of a loaded tank or container as the gimbal-supported mass.

5 5. A structure as in Claim 1, characterised by the use of a loaded platform as the mass, supported on gimbals (15) or on an axle or pivot (figs. 16 and 17).

6. A structure as in Claim 1, characterised by the use of the means described in any of the previous Claims 1 - 5 and the use of a revolving cable to convey the propulsive revolving power for use ashore or elsewhere.

7. A structure as in Claim 1, characterised by the use of the means described in any of the previous Claims 1 to 5 and the use of a flexible revolving rod to convey the propulsive revolving power for use ashore or elsewhere.

8. A structure as in Claim 1, characterised by the use of the means described in the previous Claims 1 to 5 and the use of two way impellers and two-way flows via concentric tubes to convey the propulsive revolving power for use ashore or elsewhere.

9. A structure as in Claim 1, characterised by the use of the means described in the previous Claims 1 to 5 and the use of an onboard generator as part of the moving mass, its own momentum thus supplying rotation to itself for the production of electrical power.