Personal Note
Ship Repair Trolley 1976
Fork Lift Truck: Provisional Specification 14164 1978
Stabilising Arrangements for Water-Borne Vessels 1990
Transmission system with angularly adjustable discs driving planetary rollers: GB2237850A 1991
Anti-Roll Interconnected Suspension: GB9302403.2 1993


Further details of the design concepts are available on request

Personal Note

It seems that conceiving designs with potential for being found valuable is extremely uncertain and the path leading to product release riven with pitfalls. This for the majority of people, working independently.

Patent submission costs are not particularly prohibitive. However, renumerating patent agents, for writing submissions, is expensive and must usually be borne before there can be any idea of the potential value of a design. The costs of legal represe ntation may cause there to be extremely high risks in defending the ownership of intellectual property in the instance when it is contested,

Third parties, for funding development work, may need to be found and presented with information by which they are convinced the investment risk is within their own defined limits.

In order to obtain the best efforts of development working partners as may be needed, would, of course, have to be sufficiently renumerated. Risks for the design holder are then that their work may not progress the design satisfactorily or they may s eek to secure ownership of their contribution to the design project.

The question then arises of why an individual would undertake such process. There must be wide-ranging combinations of reasons. For myself, I am motivated to partake in such worthy and naturally fulfilling activity, exercising what ever ability may b e available. The degree of force used to progress some design is moderated by evaluation of concept worth and awareness of financial risks.

In advance of patent application, qualitative measures of the value of novel design concepts should estimated relative to prior art. These measures (as applicable) should include: function, cost, complexity, size, weight, longevity, integration with associated systems, ease of control, ergometrics, environmental impact, health & safety.

Considering the search for radical design advances, my perception is that many patents propose solutions, that on careful study, incorporate some aspect, fundamental to the envisaged operation, which is unviable. The possible causes for unviability a re multivarious and often hidden within proposed systems. It is then necessary to determine whether apparent complexity is necessary for envisaged function or is, unintentionally, disguising conceptual error. When such aspect is identified, there are occasions where it is necessary to ask this question. Does this violate the laws of nature? This may take some time to answer. Where the answer is 'yes', the design concept is ill-founded and it is unlikely some amemndments will aleviate the problem .

Note that no evaluation of functional viability is included in the review of any formal submission for a patent.

Ship Repair Trolley 1976

A design for a trolley which would allow the movement of a platform along barge sides to facilitate ship repair work. Design constraints were that it must be light enough to be man-handleable but strong enough to support two men and equipment.

Fork Lift Truck: Provisional Specification 14164 1978

This invention relates to fork lift trucks, and one object is to provide a simple design of truck which can be used without a motor, but yet be capable of lifting quite substantial loads.

According to the present invention, a fork lift truck comprises a wheeled carriage carrying a vertical guide, and a lifting device moveable up and down the guide together with any one of the following features.

The guide may be of telescopic construction, such that after initial movement of the lifting device up the guide, the lifting device can be further lifted with one telescopic component moving in relation to the other.

Movement of the lifting device up the guide can be effected manually, possibly through a gearing or pulley arrangement, and preferrably by use of a hydraulic actuator which can itself be positioned within the guide if the guide is hollow. Operation o f such an actuator can be by a multi-speed hand pump, the speed of which can be chosen to be greater if lesser loads are to be lifted.

The lifting device can include a bracket which embraces the vertical guide, or the outer component of it, if it is a telescopic guide.

The lifting device can be coupled to the actuator through a cable and pulley arrangement.

The vertical guide is conveniently a single post which may be of square or sectangular section, and may consist of telescoping components of similar shape sections one within the other.

There may be a seat on the carriage for the operator together with pedals and a drive for propelling the carriage over the ground, and there may also be a steering wheel operable from the seat, and capable of turning at least one of the carriage whee ls for steering the carriage.

Stabilising Arrangements for Water-Borne Vessels 1990

The present invention is concerned with a stabilising arrangement which employs 'thrust members'. In the context of this patent specification the term 'thrust member' includes either a ballast member or a buoyancy member.

According to the present invention an arrangement for stabilising a water-borne vessel against roll or pitch comprises the following combination of features:

(a) at least two thrust members
(b) means of interconnecting the two thrust members and adapted to move them in relation to one another in response to the roll or pitch of the vessel in order to produce a turning moment opposing that of roll or pitch.

Transmission system with angularly adjustable discs driving planetary rollers: GB2237850A 1991

A continuously variable transmission system comprising an input connection 1, one or more wheel members 3 driven from the input connection, means for adjusting the angular position of the axis of rotation of the wheel members, and an output connectio n 7 driven by rotation of the wheel members 3 by virtue of interaction between the wheel members and a circular surface which is coaxial with the output connection and defined by a plurality of concave rollers 10.

The angular position of the wheel members 3 is preferably adjusted by means of toothed gearing.

The transmission system may be combined with epicyclic toothed gearing such that torque is split between the system and the epicyclic gearing.

Anti-Roll Interconnected Suspension: GB9302403.2 1993

Each side of the Anti-Roll Spring Unit (1) is connected to one or other of the front to rear interconnection pipes (2), between the wheel/displacer units (4) & (5) which act on the wheel control members (7) & (8), on each side of the vehicle. The ARS U (1) acts only indirectly on the vehicle by way of controlling fluid displacement and pressure and is selfconstrained to be capable of symmetric modes only. The ARSU (1) has a low nominal spring rate while the wheel spring/displacer units (7) & (8) have high spring rates.