Airgen R-Type

This mechanism accelerates itself by "drafting" pressure producing fuel less electricity.

Description : This system is pressurized with air into pneumatic pressure tank number 22 to sufficient air pressure density to cause sustained velocity. The minimum amount of pressure to start the cycle should be used....

System spin up......

valve number 20 before the cross pump opened allowing pneumatic pressure to begin the pneumatic number 18 to begin top rotate causing electricity production in number 16 ( high voltage generator / permanent magnetic "magneto"..with the electrical current then directed to number 28 then energizing the solenoid then pressing against the coil spring and allowing the clutch to engage accelerating number 12, and 13, to 20 times the rate of rotation as the pneumatic impeller number 18.

So the system is then "drafting " pneumatic pressure across number 17 by high vacuum...causing a tilting acceleration of the entire system then also counteracting the resistance of magnetic fields produced within the high voltage generator.

For example if the rate of initial pneumatic displacement in number causes 500 R.P.M. ( revolutions per minute )in number 18 , then with the clutch engaged the vacuum produced by number 12 then at 10,000 R.P.M. then the vacuum pulls the pneumatic impeller number 17 to an estimated 4500 R.P.M.

This increases the electricity output in number 16. The results of the cross pumps installed upon this system then increases the rate of pneumatic pressure velocity flow through the system.

Re - introduction of exhaust pressure also limits the pneumatic intake velocity ( Please be cautious as the suction rate can become hazardous...suggesting a diffused intake screened manifold for lower per square inch intake velocity of air pressure. Pneumatic intake is displayed as the top view...so elongate the intake into an large oval....( deep into the picture,, :) ) with number 9 then entering the base of the oval. ( Also an additional number 19 will be installed upon flow tube into number 13 to cause safe operation as the system will climb to high rates of rotation.... causing great pressure...the safety max pressure pressure relief valve 19 , will also contain valve faults sensor causing all stop function along with pneumatic pressure sensors that will report to the logic board and regulate safe operating rate of the generator that will report to the logic board and regulate safe operating rate of the generator system.

* Note - Number 9 can also be modified at re entry port into the air intake pressurizer so that the air pressure injection

then causes an impeller effect upon the propeller further reducing the 1:10 ratio gear set resistance.

* Note - Addition to number 8 , compounding venturi "funnel", a max pressure safety pressure relief valve will be installed with

dual stage pressure dump ;

1. first stage then vents higher pressure created within the venturi back in to the pneumatic pressure

storage tank ,

2. second stage pressure relief venting air pressure then to the outside of the system

( ie. open air.. max pressure safety pressure relief valve then installed near the base of the

compounding venturi "funnel").

Note - Number 15 is an electromagnetic clutch so that it locked or variable intensity locking by magnetic fields and or

then contains a pressure plate clutch disk and mating flywheel ..it is called electromagnetic because the pressure

plate "dis-engagement " ( ie like the clutch pedal being depressed ) is caused by solenoid with wrapped coil spring

around one of the dual shafts emanating from the solenoid. Solenoid coil spring pressure causes disengagement of

the clutch assembly and the solenoid "energized" then engages the clutch assembly also compressing the coil spring.

Rotational out put of the clutch then rotates the 1:20 ratio gear set and the rest of the connected assembly upon drive

shaft "A". A hydraulic "slave" cylinder may also be used to dis engage the clutch assembly then actuated by the

pneumatic pressure causing the compression on the "slave" then allowing for the clutch to
dis engage...so from a chamber it will release limited amount of air to engage the clutch.

* Note - As an addition to this design a pneumatic cross pump may be added to the pneumatic flow tubes at intersection

of ( number 10 intake left post number 20 and 10 intake right post number 20 ) , pneumatic impeller , then driven

by pneumatic flow from left intake then amplifying rotation by a 1:4 ratio gear set with the high side of the ratio gear

set then driving a n air pump pumping /compressing pneumatic pressure into pneumatic impeller number 18.

* Note - Also an additional "cross pump" can be installed upon intersection number 10 post number 21 and number

10 pre number 20...so that the high velocity pneumatic pressure flow from number 13 is then impaling a

pneumatic impeller then driving a 1:4 or greater ratio gear set then connected to an electromagnetic
clutch with the rotational output of the electromagnetic clutch then driving a pneumatic compressor accelerating

the pneumatic pressure within pneumatic flow tube that vectors to number 20 ..this increases the left in take velocity.

* Note - For number 9 injection into the intake, a modification to increase rotational rate of number 7 can be added...so that

the flow tube number 9 is then divided in to 12 curving injection flow lines about 360 degrees with a tube

diameter reduction and angled so that the pneumatic displacement impales the propeller number 7 causing

impalement of air pressure venting from number 9.

Geoengineering - Climate Change Mitigation

Design Desk Inc.