Alfred Evert
Propulsion - maschine

Inertial Propulsion
It´s an aim of many explorers, to achieve thrust simply by inertia. Vehicles on roads or railroads, no longer would have to move by friction of wheels at the surface. Ships and aircrafts no longer would have to push backward water or gas. The direct thrust by inertia especially would be preferred at spacecrafts. That translation would be much more effective, cause producing intertia (centrifugal forces) will ´cost´ nearby nothing. At every turning wheel, centrifugal forces do exist, thus energy input is but neccessary to overcome friction. They talk about 20-fold efficiency.

Jean-Louis Naudin is a famous explorer of ´alternative´ physics. Within his labours, many very interesting experiments and developements are running. At his website, results are shown (see page with external links). Also results of other explorers are documented there, for example the following.

Experiments
A basic experiment of a GIT (Gyroscopic Inertial Thruster) here is shown: a (preferrable hollow) sphere A will move at a J-shaped bended track B downwards and after that again upwards, until it comes to same level at position C. Then, that ball again will swing back and repeat that procedure, theoretically infinitely (if no friction is assumed to exist).

Below, a view upside-down is shown: that track B is build by two rails, which are not parallel, but at one end wide open, at the other end close together. So the ball will roll different deep within these rails and the ball will turn with different speed, corresponding to the radius of its contact to the rails: left side fast, right side slower.

Right side, the faster turning (comeing from left) - at a steep counter-hill - must be reduced. Left side a slower turning (comeing from right) must be brought to null. Thus the track at a whole, will be moved to right side. So there, an effect is realized similar to that, which is described here at chapter of sixdaysdriverstrick.

At a second version, the hollow sphere D will move within a circle, cause the track E here is bended to a circle. Left side, the rails again will show a broad gauge, right side the track is small. At F again, high kinetic energy has to be reduced. Also at this experiment was achieved, the whole system to move to the right.

At a third experiment, the TIE (Thornson Inertia Engine), a fixed gear-wheel G exists, around which a wheel H will turn, same size. At wheel H, an excentric Mass I is installed. The dis-balance of that maschine here does show towards upside, thus that system would show translation towards upside.

Excenter - acceleration
A concept likt this, my ´Exzenter-Noppen-Getriebe´ does show, however with asymmetric wheels. Around a fix wheel J, a rotor-wheel K will roll. According to the differing radius, that wheel will turn with variing speed around its own axis. So, the effectiv mass L thus will be accelerated much more and be pushed out with much more effect.

At chapter Sling-effect is documented, thus a third higher kinetic energy can be achieved with less energy input. That energy-surplus will be uses by that ´nopp´ (that hill at the turning wheel, fitting into that valley at the fix wheel. Thus, the relation of transmission abruptly does change). This ´excenter-nopp-gear´ was designed in order to get a surplus of turning energy. That system could be used for inertia translation as well.

Basic principle for using inertia power, above was demonstrated by that threefold-crank-concept. Now, the deduction of that principle by gear-wheels turning one around the other, once more will be descibed.

Excenter- and rotor-arm
At figure EVVT 02 upside, a cross-section view is shown with a rotor-gear-wheel (RZ, German ´Zahnrad´), nearby in the middle above the system-axis (SA) resp. excenter-axis (EA). That rotor-gear-wheel will be in contact with the excenter-gear-wheel (EZ). Both gear-wheels are marked by thick lines, all other lines will show bearings or cranks.

The rotor-arm (RT) here for an example, is drawn in shape of a crank (instead of the rotor-cylinder above resp. that rotor-arm in shape of a ring at chapter above). On the one hand, that crank does show a bearing around the system-axis, on the other hand outside it´s fix connected with a shaft. That shaft will fit into a drilled hole at the rotor-wheel. The center of that shaft resp. drill-hole will be the rotor-axis (RA).

That rotor-wheel, now is guided a second time, by a second crank, which here is called excenter-arm (ET). That crank at the one hand, is turnable mounted on a central shaft (which is fixed). The center of that bearing resp. fix shaft will be the excenter-axis (EA). On the other hand, that excenter-arm will include the whole rotor-wheel. Within that excenter-arm, thus the roto-wheel turnable is mounted. The center of that bearing resp. of the rotor-wheel again is called rotor-excenter (RE).

By the rotor-arm, thus will be achieved, the rotor-axis turning around the system-axis all times with same distance, on a circle track. On the other hand, by the excenter-arm will be achieved, same time the rotor-excenter-point will turn around the excenter-axis at a circle track. The rotor-wheel thereby will turn within the bearing of the excenter-arm, around the rotor-axis. All mass-points resp. the center of effective mass (MP) thus will move at the apple-shaped track described above.

At figure Bild EVVT 02 below, schematically a longitudinal-section view is shown, here however with the mass-point at its inner dead point. Near the middle, the rotor-gear-wheel (RZ) is in contact with the excenter-gear-wheel (EZ). Here upside and downside, two arms (in order to achieve symmetry) of the rotor-crank (RT) are shown, connected by a shaft, which fits into the drilling hole of the rotor-wheel.

Between that, the effective mass (MP) is arranged. As a sliding bearing, the excenter-arm (ET) includes the whole mass. On the other end, the excenter-arm is mounted turnable around the excenter-axis (EA).

Proportions of bearings of rotor- and excenter-arm around the central fixed shaft, here are but shown as an example, could have different radius as well. However, the drilling in the rotor-wheel should be as large as possible, thus the remaining mass of the rotor-wheel will be most possible excentric and thus most effective. Also, the excenter-arm outside should be relative thick dimensioned, cause that excentric mass also will have effects (with regard to balancing).

Double sling - effect
At GIT-experiment above, hollow spheres were used, at TIE-experiment above excentric mass was used. Here, only the mass of rotor-arm will be without effect with regard to translation, but all other mass will be effective.

Basis of all energy-surplus at rotating systems will be the sling-effect (details see corresponding chapter above). Only by throwing-out of mass, pulling forces and given inertia power may vectorially add, will say, may higher energy result. In the following deceleration phase, that additional energy may be used, here in order to achieve thrust. In that sence, one could talk about a positive and a negative sling-effect as well.

That excenter-arm here, within a time-unit, will run different long sections, thus will be accelerated and decelerated. Its mass is excentric, thus will pull to that side, highest centrifugal forces will show: nearby the direction from system-axis towards excenter-axis.

With regard to the mass-point of the rotor-wheel, same will be valid. However, that mass won´t but be moved at a circle track (like the mass of rotor-arm and excenter-arm), but at that excentric apple-shaped track. So, the centrifugal force at the end of acceleration-phase will be much more higher. Corresponding to that extreme un-balancy, thrust of that construction will be higher than at experiments described above. Thrust here also will exist in that direction, mass is move towards inside. In total, thus the direction of thrust will be diagonal to the line from system-axis to excenter-axis (as demonstrated above).

Self-locking gear
This nice concept with gear-wheels of same size, but will have one dis-advantage: like this, a gear never will work.

When a gear-wheel will turn around an other of same size, then the turning speed around its own axis will be exactly same as its turning speed around the other wheel - thus, there is no acceleration nore deceleration. For example, after 90 degrees turning, lines between axis will show always into same direction, will say, all sections will be done at same time-units.

These conciderations about gear-wheel were very useful as a basis, however that concept won´t work with gear wheels.

Slide bearings
By that guidance by rotor-arm plus excenter-arm, the rotor will be moved exactly at the desired track and also its turnings will be as wanted. So logically, no more contact of gear-wheels will be neccessary, but slide bearings will do all the way (might be besides some small gear wheel for input or output of power).

The rotor-wheel above, now may be build without ´teeth´. So, at the following, it will but be called rotor-wheel (RR, German ´Rad´). Also the excenter-gear-wheel no more a gear-wheel must be. Only a shaft, fixed within the casing, will be neccessary. The center of that casing-shaft will be the excenter-axis (EA). That shaft, in the following will be called excenter-bearing (EL, German ´Lager´), cause at that slide bearing the excenter-arm (ET) will be mounted turnable. Like above, the excenter-arm will include whole rotor-wheel. The center of that slide bearing will be the center of the rotor-wheel, the rotor-excenter-point (RE), like above.

Analog to that, the central shaft around the sytem-axis (SA) now will be called system-bearing (SL), cause around that slide bearing the rotor-arm will be mounted turnable. The other shaft, fix installed at the outer end of the rotor-arm, fitting into a drilling hole of the rotor-wheel, analogly will be called rotor-bearing (RL). Like above, center of the rotor-bearing will be the rotor-axis (RA).

At figure EVVT 03, this much simpler design is shown. Here however, the rotor-arm again is drawn as a disc. This will make sence, cause severals modules will be installed at the system-axis. So it will make also sence, the rotor-arm outside will be constructed as a cylinder, which will include all turnable parts.

At EVVT 03 below, a longitudinal-section view is shwon, which again will show the mass-point (MP) of the rotor-wheel (RR) at its inner dead point. The central shaft, now practically is like a (fix) crank-shaft, where two round slide bearings will change: once the system-bearing around the system-axis and second the excenter-bearing around the excenter-axis.

The excenter-arm will include whole rotor-wheel, which on the other hand is guided at the rotor-bearing by the rotor-arm. The disk of the roto-arms will be thus large towards outside, to include all turning parts. Quit outside, the rotor-arms may be connected by a cylinder.

Constructions
By that principle design, at a axial level but one rotor may be installed. So, diverse of such modules should be installed at the system-axis side by side. If that maschine should be used as a motor, the directions of excentrity naturally should differ correspondingly..

When, as discussed here, that maschine should be used for direct thrust by inertia, excentrity of all modules naturally should show same direction. The forces directed ahead, will effect drive of the vehicle. However, not all forces exclusivly will show towards that direction, thus must be compensated. That will be achieved, when these modules above will turn vice versa directions. That may be managed at a axis or preferrably at two parallel axis. In order to achieve continuous thrust, several units should be installed.

These engines, not at all must be voluminous or extreme heavy. High inertia power can also be produced by relative small engines, which will drive high rpms.

Results
Experiments mentioned above undoubly did show, inertia power by turning motions can produce thrust of a system.

As rotation of mass, by itself, will work without loss of energy, input energy will but be neccessary to overcome friction. So usable inertia power, not at all will be proportional to power-input. The amount of centrifugal forces, will but depend on driven rpms. At experiments mentioned about and at others, they talk about an efficiency of some 2000 %.

Here, the design of these thrust-engines will concentrate mass where mass can be effective. In addition, mass here is guided these ways, its acceleration and deceleration will produce a surplus of energy by positive and negative sling-effect.

These engines are to construct very compact and by well known technics without any problems. Naturally, there will be much work for development and optimizing, especially with regard to the systems controll. Nevertheless, the phase of assumptions concerning inertia propulsion will be finished and it may be thought about, these thrust-engines would not only be usefull at spacecrafts. Might be, soon one could realize noiseless trains with small demand of electricity.

This maschine, totally corresponds to threefold-crank-concept as described above. These engine´s design show clearly the essential principles of motions, neccessary for using inertia power. Nevertheless, this design doesn´t show the ´beauty´ of the crop circle picture. Thus, there must be even better solutions.

Evert / 04.01.2000

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