reactionless – Page 5 – Grassroots Mechanic Movement

Page 16, Timing Chain or Timing Belt?

April 28, 2020 (To Chain or To Belt, That Is The Question)

Since identifying the need to eliminate the belt-slip/speed-variation problem and because I want two flexplate assemblies synchronized and both turning CW, either a roller chain or a toothed belt has to be used.

The dilemma was in deciding which would be better.

I really like roller chains because they are a very forgiving utilitarian design which will work in the harshest conditions, even if not perfectly tight or aligned. The downside is that they are heavy, noisy & require regular lubrication.

I like toothed belts (t-belts) because they eliminate the downsides of a roller chain, i.e. they are light, quiet and do not require lubrication. The t-belt downside is that they are rather “finicky”, they need to be well aligned, tight and clean.

After much consideration, I am installing a toothed timing belt for this prototype. If it proves to be too troublesome it will be replaced with roller chain & matching sprockets.

I have several used belts that were changed only for maintenance purposes and they have a rather common 8-M pitch, and I have some sprocket pullies for them, but the pullies would need extensive rework to fit my application. Because this is really a prototype, I decided to fabricate my own t-belt sprocket teeth on the existing flat pullies. This was pretty simple as the pulley circumference of 3” was almost perfect, & 1/8” rod is a nearly perfect fit to use as teeth for the sprockets.

I used a piece of timing belt as a guide and simply welded the teeth into place on each end.

Alignment of the pullies is a bit challenging, but it works pretty well.

With slightly out-of -round sprocket pullies & without a truly solid framework, there is deflection in the axles & motor mounting that causes the belt to slack off and snap back tight, so I installed a belt tensioner on the slack side of the belt between the motor & load.

The T-belt works well, and now the rotational speed is MUCH steadier. This has completely eliminated the belt slippage I experienced previously which was caused by the intermittent torque load.

I purposely started this T-belt testing with the flexplates in sync so that it would put excessive pulsing strain on the motor drive, and it has proven to be capable of handling the pulsing variations in load quite successfully.

The better it works, the more mechanical faults become evident, that is why this slow progression is absolutely necessary. If I started out with a reactionless drive unit that functioned perfectly, how would I ever understand all the things that make it work, and the things that will stop it from working?

#3 on the To-Do List… Done… But now an additional To-Do…

The updated “To Do” list:

1- A better locking mechanism for the sun gears to the axles.

2- A way to vary the sun gear timing by adjusting axle position.

~~3- A different drive system from the motor to the plates, maybe a double-sided timing belt or a roller chain drive.~~

4- Explore the possibility of having sun & planet gears on both sides of the plates.

5- Mount in a motor vehicle for road testing.

6- Change synchronization of CW turning plates to reduce pulsation.

Here is a first test run video with the motor running on low speed and the unit not being allowed to move.

Page 15, Stability vs. Instability & Revised “To Do” List

April 21, 2020

The working phrase of the day is: “There is a necessary dynamic stability in the build as well as a necessary dynamic instability. An Excess of either is intolerable”.

I learned a few things today. Some of these things I already knew, but was not giving proper consideration, others that have formed new ideas and will be added to my list of things needing exploration.

Today I made it into a 3-wheeler, two flexplates turning clockwise (CW) & one turning counterclockwise (CCW). The two CW plates are timed exactly together while the CCW is still 90 degrees behind them. The amount of forward push effectively doubled, coming from the pair of CW plates. And the single CCW quite effectively extends the time that the machine pushes between “pauses”. This tells me that configuration is of the upmost importance!

I learned quite a bit about this machine’s timing & it seems that it can be correlated to a spark ignition type IC engine’s timing (cam, tach, dwell & timing correlation).

The obvious list is as follows.

Inertial Drive: IC Engine: (Definition):

Flexplate timing Camshaft Timing (Timing gears, chain or belt)

Planet Timing Ignition Timing (Distributor timing)

Inner Stop to Outer Stop Ignition Dwell (Ignition coil saturation time)

RPMs RPMs (Speed of rotation)

I also had an issue with the belt slipping. At first I didn’t notice the slippage, but there was suddenly a problem with the drive oscillating back and forth. Tightening the belt corrected this oscillation.

This has led me to the tentative conclusion that dynamic rotation speed is very important during the time when the weight is between the inner & outer stops.

I cannot help but wonder if changing motor speed at precise times could enhance the functionality… The velocity of the weight is already being manipulated by the orbital path, why not expand on this premise.

I believe that the intermittently slipping belt (caused by weak motor mounting) was what would intermittently cause poor performance. I also believe that it could be an important discovery! A feature that could be added as a performance enhancer if the timing of speed differences were reversed!

The updated “To Do” list:

1- A better locking mechanism for the sun gears to the axles.

2- A way to vary the sun gear timing by adjusting axle position.

3- A different drive system from the motor to the plates, maybe a double-sided timing belt or a roller chain drive.

4- Explore the possibility of having sun & planet gears on both sides of the plates.

5- Mount in a motor vehicle for road testing.

Intro:

Welcome to the Grassroots Mechanic Movement Blog:

Most of the contents here are my personal notes & pictures, placed here as a record of my journey. It is not a written for anyone in particular.
Comments are encouraged, even if only to say that you were here.
Thoughts, notes, or suggestions are welcome.

Some visitors will undoubtedly wish to tell me how foolish and impossible this is, please do not bother, as flaming and/or non-constructive criticism will not be well received here.

I am B.

I am a professional Auto Tech with more than 35 years in the automotive mechanical industry. I am currently a garage manager responsible for the maintenance & repair of more than 20 vehicles in the Northeastern U.S. “Rust Belt” and I am looking forward to retirement.

I can be a grumpy old fart with little patience for closed-mindedness, so no apologies are offered if I offend anyone by being myself.

I am also an ASE certified Master Auto Technician, hold a Bachelor’s Degree in Automotive & Transportation Technologies and have earned many automotive, truck, bus & business certifications.

In short, I know how things work.

I am making this blog to make public the development & usage of this truly revolutionary technology that is capable of making almost any vehicle into an electric hybrid.

I am only one of many people building & testing this, and similar, tech worldwide. There are multiple designs which have been proven to work and this is only going to really discuss the one “originated” by Brandson Roy Thornson, and reworked by me personally.

This is a Closed-Loop Reactionless Impulse Propulsion system, and, yes it does actually work.

I expect:

Plenty of scoffing.

Accusations of making fraudulent claims.

Backlash from people who would rather not see this tech go mainstream.

Again, I am a grumpy old fart, so if anyone takes issue with my work it really doesn’t matter.

There are many well informed, educated, brilliant individuals who state unequivocally that his technology is nothing more than a pipe dream and/or pure bunk.

If you want to “blast” this content, I respectfully ask that you keep an open mind, be civil, and email me privately. I have neither the time or the patience to discuss this with anyone who just wishes to cause disruptions.

This is not a new technology, and although it has been demonstrated many times, there are those who close off their minds and refuse to entertain ideas which do not always fit into nice neat little packages.

Along with other fellow technicians, engineers and mechanics scattered around the globe, I am going ahead with revealing this tech at my own expense as a fully Open Source Project.

I have been writing this blog privately since the inception of this project and I think it is about time that I make it public.

I will be editing and then copying/pasting my original documentation here.

More will come as time allows.

Thanks for visiting & I truly encourage everyone to experiment with this tech.

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A Note to all open-minded Mechanics & Experimenters,

(Added 4/10/2020)

This informal document’s purpose is providing information regarding a privately funded & produced project to build & test the feasibility of a reactionless propulsion system to be used in the transportation industry as a hybrid drive system that can be added to existing vehicles of multiple types. The electrically driven propulsion system I am outlining here is based on the Thornson EZKL Drive invented and partially developed by Brandson Roy Thornson. This and similar Thornson-like drives have been functionally proven, independently tested, and I can personally attest that there is no trickery involved.

While there are other types of potentially effective designs, this is intended to outline this functional Thornson-like Pulsed Linear Motion Generator and promote the dissemination of this information by promoting a Grassroots Mechanic Movement. This Technology needs to be developed and used without being restricted by any entity or entities who would see this monopolized or suppressed.

It has been vehemently opposed by the mainstream scientific community who are not willing to review and reinterpret the widely held concepts of movement conservation even when demonstrated via working machinery.

People who have invented, promoted or attempted to market similar tech have been stopped. Some were discredited through manipulation of public information, others were blacklisted – even after their device(s) were reproduced and tested by mainstream institutions (SUNY Buffalo, etc.).

This is the reasoning regarding the need to get this information to experimenters, and hobbyists through a grassroots type movement.

This tech is very reproducible at a reasonably low cost. It was built utilizing many recycled & re-purposed components. It is also very understandable to the mechanically inclined without any specialized training or the need for any advanced mathematics.

Review this data & please reproduce this tech for yourself.

Build it, use it, and show others how to build it.

That is the core of the Grassroots Mechanic Movement!

Truly,

P.S. PLEASE ALSO NOTE: The construction techniques & methods along with the parts & materials used are not intended to comprise a finished device but are only used for prototyping. Welds are little more than tack welds, used components are used whenever possible & most parts are intended to be easily disassembled to make changes. That is exactly why unit(s) depicted here appear crude and cobbled together, but great care has been taken to ensure accuracy & safety while maintaining this as a low budget project.