Baxter Motor System


The "Baxter Motor System is an unlimited range Electric automotive design system that does not require charging.. then also providing on demand service when transportation is required.


One of the daunting challenges for the automotive industries conversion to the electric automobile is then obtaining the power density without additional weight.


Electric motors are heavy and to replace equivalent horse power as compared to internal combustion this would add massive weight to the vehicle making it harder to control.

This is also a problem as added weight caused greater inertia of the total system requiring greater breaking capacity.


The solve is then to increase stable inertia on smaller electric motors with the available incline in horse power then to not only fit within the engine compartment space but to then also refine ease of maintenance making the design easier to deal with ( ie space for tools when repairing).


The forward advancement of magnetic "pressure" ie.. advancing the "zero point" / start point of magnetic pressure solves this problem.


The "Baxter Motor System " is a perpetual motion design system  then being an "Active" generation system for sustained electrical production to power an electric vehicle.





























Baxter Motor System


The "Baxter Motor System is an unlimited range Electric automotive design system that does not require charging.. then also providing on demand service when transportation is required.


Parts List


1. oil fill safety cap


2. wire bar oil fill cap retainer


3. pneumatic "max pressure" pressure relief safety valve


4. oil filter


5. oil fill cap bar retainer hinge


6. pneumatic pressure tube (hose)


7. hydraulic return ( pipe)


8. combined component pressure storage tank ( silicone oil [ non-conductive electrically
    non-flammable oil ] ) and "air" ( pneumatic) pressure pressure tank
   The air pressure causes oil pressure in the pressure vessel.


9. expansion spring safety / compression spring , valve position solenoid


10. hydraulic (silicone oil), valve


11. pulley


12. drive belt


13. pulley


14. pulley


15. electric clutch


16. intake air filter


17. pulley


18. pulley


19. electric motor ( stator with redundant contact electricity transference "brushes" with fail
      indicator sensor upon contact electricity transference rings around the circumference then
      also with outer casing to shield from the environment the shield will vent....)


20. thru bore slip ring with internal commutator


21. electric clutch fault sensor


22. air compressor


23. high speed hydraulic pump


24. hydraulic "counter tilt" hydraulic impeller


25. 1:4 ratio gear set - ( thru ratio ) to 1:150 ratio gear set ( high side rotation tandem with number 24)


26. hydraulic impeller


27. voltage regulator with potentiometer ( to increase magneto stator electricity feed) the

      volt  regulator electrifies the generator's stator / field coil and static electricity dissipation system

      (electrical ground to flow pipes and systems casings) to dissipate static electricity plasma arc

      box contains Argon (inert Noble gas).


28. Permanent magnet "Magneto Ac ( "alternating current"- electrical production)


29. High Voltage Ac generator


30. max pressure safety valve oil pressure return pipe


31. max pressure safety valve oil pressure return pipe


32. oil flow valve


33. expansion spring safety / compression spring , valve position solenoid


34. "counter tilt" oil flow tube / pipe


35. "main line" - "hydraulic draft" oil pipe / tube


36. "oil" max pressure safety valve with pressure relief tube / pipe for the oils return

       to the combined component pressure storage tank


37. main system regulation hydraulic flow valve ( restricts to govern system speed )


38. multi wire "ribbon" bus connector to instrumentation cluster


39. pneumatic pressure tube / hose


40. primary hydraulic impeller max pressure safety valve oil return tube / pipe


41. expansion spring safety / compression spring , valve position solenoid


42. pneumatic "Start system" flow valve


43. retention coil spring


44. actuation sheathed cable


45. retention coil spring


46. drive chain casing oil fill cap with dip stick


47. sprocket


48. vented oil retainer casing


49. 1:4 ratio gear set - ( thru ratio ) 1:150 ratio gear set ( high side rotation tandem to number 80 )


50. drive chain


51. sprocket


52. drive chain tension sprocket


53. retention coil spring


54. sprocket


55. sprocket


56. electromagnetic clutch with "thru bore" electricity transference "slip rings" contains clutch

      interface "disking" material inner clutch and "flywheel" receiving "plate" then upon the
      inner diameter of the larger circumference . The electromagnetic clutch the having more
      than magnetism as the  magnetic "pull" when engaging also then causing "coil pressure
      to also compress outwardly to give sufficient pressure for the clutch to engage.


       The electromagnetic clutch ( optional omission then at placement direct sprocket drive shaft then

      bolting to the torque converter... this changes the "basal" pneumatic pressure in the

      combined component pressure storage tank , number 8.


57. drive shaft


58. differential gear ( crown gear" / planetary gear ")


59. 12v Dc ( direct current ), alternator - Dc generator ( feeds electricity to the logic

      system electronics control powers lighting , horn, radio....all other 12v Dc functions....


60. sprocket


61. electric motor ("stator / field coil" / electrical current then derived from "brush" wire

      contact points that feed the armature electricity. Voltage regulation within the

      electronics "bay, number 87.


62. automotive transmission


63. drive shaft sprocket


64. drive shaft ( to wheels )


65. drive chain (may also connect "drive" an AWD ( all wheel drive ) transfer case

      or a FWD ( four wheel drive transfer case, *-Note the chain may also be then as a drive shaft

      with a dual terminal end differential accepting a constant velocity joint upon each

      end ( contains constant velocity boot), with the connection chain as a drive shaft then

      connecting the output rotation of the automotive transmission to the AWD transfer case

      by a drive shaft containing a universal joint mid way between the differentials upon the

      drive shaft. The CV joint then with gear end spline gear as well as the transmission

      interface .. removal of the components then at the universal joint.


66. drive shaft


67. pneumatic "start" cycle exhaust filtered box vents displaced air of the start cycle


68. R.P.M. ( revolutions per minute) sensor - hall effect


69. electric motor's "brushes" ( electrical contact transference)


70. commutator


71. mating bolt plates ( connects the electric motor to the differential )


72. electric motor's armature


73. automatic automotive transmission's torque converter


74. electromagnetic clutch's "thru bore" electricity transference "slip ring"


75. vacuum tank ( negative pressure pressure tank )


76. oil drain


77. dual pressure sensor max pressure safety valve with return tube / pipe also contains

      actuation sensor reporting to the logic control circuits to cause the oil valves to regulate oil

      flow restricting when high pressure levels are excessive


78. pipe port coupling ( orifice... open port...) vacuum tank union coupling - open hole


79. high speed hydraulic fluid pump


80. hydraulic impeller internal tandem rotating with the high rotation side of the 1:150 ratio

      gear set and high speed hydraulic pump


81. flow pipe with terminal ends couplings / pipe fittings


82. pneumatic impeller "Start" rotation impeller


83. main hydraulic "draft" impeller


84. magnetic drain plug ( threads / "screw" plug )


85. drive chain oil fill, with dip stick oil level indicator, screw plug


86. drive shaft


87. electronics , system mapping electronics, control systems logic circuits


88. electromagnetic clutch with "thru bore" electricity transference "slip rings" The electromagnetic

      clutch then to allow for "slippage" for gradual "idle" stable rotation rate...


89. "thru bore" electricity transference "slip rings"


Description...


To clearly understand this system one must see that the stored pressurized air is the beginning of the "Start" cycle. The air flow then causes rotation of the differential system also rotating the connected components. The hydraulic valves then open from the initial electricity produced from the discharge traversing across the pneumatic impeller. The electric valves then allow hydraulic fluid

flow ( silicone oil ) to then begin it's cycle.


The speed of oil flow then across the main generators attached hydraulic impeller also causes the opposite end pulley and belt system to rotate. The pulley and belt system then cause the differential and drive shafts to rotate the chain and sprocket system.


The chain and sprocket system then motivating the ratio gear set and attached hydraulic oil pump causing a "hydraulic draft effect" and yields speed incline producing electricity. The "hydraulic draft effect" defined as a centrifugal hydraulic pump then with diameter the same as the proceeding hydraulic impeller with the same circumference will cause the hydraulic impeller to speed up as the pressurized oil is pumped faster due to the force "counter tilted ratio gear set. Thus "drafting" a pressurized fluid (silicone oil).


The "pull" of fluid by the oil pump causes incline rate of velocity of the oil from the combined component oil and pneumatic pressure storage tank ( air pressure causing oil pressure in the pressure storage tank). The discharge for the pump then becomes the fluid flow feed pressure to rotate the evacuation pump emptying the vacuum tank of pressure and oil....


The evacuation pump (vacuum pump number 23 ), then injects the oil into the primary storage tank at greater velocity than the discharge oil impaling the generator's hydraulic drive impeller.
During this process the produced electricity is directed to the system's electric drive motor connected to the input of the differential. This yields greater electricity produced also feeding ( electrifying), the electric 'balance motor" number 19 and number 88.


The design is "load reactive" producing more available electricity when power is applied to the electric drive motor number 61. The evacuation pump is then discharging greater volume, compared to the drive flow pipes, to then compensate for all flow pipes volume entering the vacuum tank then evacuating the oil faster that total entry volume into the vacuum tank.


The base pneumatic pressure is then greater than the total resistance produced by the main high voltage generator and ratio gear sets. The excess electricity is then used to speed up the electric motor connected to the differential and engage the electromagnetic clutch rotating the torque converter and the automobiles transmission.


The letters in the above drafting then plug into their matching letters wire "bus" connectors..
Letter "D" is the main line wire path for the generator's current.


*Note - numbers 26,86,25,24 and 23 are tandem rotating with the core (inner electromagnetic clutch ) of number 88


* Note - tandem rotating primary oil pump then contains number 47, 86, 49, 80, 86, and oil pump number 79.


* Note - upon number 19 the electric motor's armature is tandem "one unit" with the outer electromagnetic clutch , number 88


* Note - the air pressure in the combined component pressure storage tank, number8 , is only discharged at start up and is refilled automatically when the system is running. This reduces fatigue upon the air compressor.


* Note - the design system sustains rotation by the re-introduction of produced electricity to it's electric drive motors also producing "baug" resistant load cycle ie. then power is demanded more electricity is generated to cause continual available power incline


* Note - Clarification upon the pulley driven electric motor electromagnetic clutch assembly then rotating the vacuum pump system.... the armature of the electric motor , number 19, is then advancing by the drive shaft then driven by the pulley and belt system.


The inner armature outer electromagnetic clutch of number 19, then is being electrified by electrical current via slip ring, with it's internal outer diameter electromagnetic clutch assisting in evacuation pump control.


The high rotational output from number 24 then advancing tandem to the opposite side of number 23 tandem with the inner electromagnetic clutch upon the opposite side of number 23.


The drive shaft from number 13 is then tandem rotating with the armature of number 19. Number 19's inner circumference is the outer circumference of the electromagnetic clutch, number 88.


The inner "core" of the electromagnetic clutch, number 88, is then connected tandem to the "counter tilt" hydraulic impeller vacuum pump and high side of the ratio gear set upon the vacuum pumps assembly.


The assembly advances in proportion when the electric motor, number 61's, current is increased by increasing the current level to number 19, in addition, simultaneously the automotive transmission's electromagnetic clutch , number 56, current is then increased with the electrical current derived from number 29 ( main high voltage generator ),... then the "throttle / foot pedal" then being a multi circuit variable resistor potentiometer will increase the total system remaining within it's safe operating parameters..







The letters in the above drafting the plug into their matching letters wire "bus" connectors..

Letter "D" is the main line wire path for the generator's current.


*Note - numbers 26,86,25,24 and 23 are tandem rotating with the core (inner electromagnetic clutch ) of number 88


* Note - tandem rotating primary oil pump then contains number 47, 86, 49, 80, 86, and oil pump number 79.


* Note - upon number 19 the electric motor's armature is tandem "one unit" with the outer electromagnetic clutch , number 88


* Note - Clarification upon the pulley driven electric motor electromagnetic clutch assembly then rotating the vacuum pump system.... the field coil of the electric motor , number 19, is then advancing by the drive shaft the driven by the pulley and belt system. The armature of number 19, then is being advanced  ( by electrical current via slip ring ), with it's internal outer diameter electromagnetic clutch...tandem.


The inner "core" of the electromagnetic clutch, number 88, is then connected tandem to the "counter tilt" hydraulic impeller  vacuum pump and high side of the ratio gear set upon the vacuum pumps assembly.The assembly advances in proportion when the electric motor, number 61's, current is increased by increasing the current level to number 19, in addition,  simultaneously the automotive transmission's electromagnetic clutch , number 56, current is then increased with the electrical current derived from number 29 ( main high voltage generator ),... then the "throttle / foot pedal"  then being a multi circuit variable resistor potentiometer will increase the total system remaining within it's safe operating parameters..









The following design system then intended for an electric trike ( three wheel motor cycle)
the design system automatically re-pressurized it's pneumatic pressure and cycles hydraulic
fluid  ( silicone oil ) under pneumatic pressure... ( non conductive electrically non flammable oil)...




The design then using the "hydraulic draft effect " to then off set the resistance produced when generating electricity within a generator. The design also uses hydraulic "pressure" to "counter tilt" the rotational resistance produced when using a ratio gear set to the allow for the "free" effect in a spin....


(ie. the work then by speed increased to yield power ( electricity to increase speed for more

available "power ( electricity..) then applied to the electric motor causing rotational force to then turn a transmission connected to gearing yielding the tires to rotate.






























Description


The above design system then "Starts" by the manual opening of the pneumatic flow valve then upon the tube labeled as letter "B" post combined component pressure storage tank ( air pressure atop silicone oil )... The air pressure then impales a centrifugal impeller causing the rotation of the electric motor connected to the differential and subsequent components upon the system connected by drive chain, drive shafts and drive belt. 


The hydraulic oil valves then open and allow the pressurized oil to then exit the combined component pressure storage tank.  The valves are able to be positioned electrically and automatically by the system referencing the systems  sensors that allow the electronics to then govern the system functions.


The pneumatic discharge valve then closes once the system begins to produce electricity and has reached sufficient speed to then allow for the re-introduction of generated electricity to be re- directed back into the systems electric motor connected to the differential. This said electrical current level will also be able to increase in proportion when electricity is demanded from the generator... ie... when the "throttle" potentiometer / variable resistor... is then activated to speed up the system the resistance is increased in the field coil of the generator to allow for more electricity production within the generator.


This works due to the fact that the hydraulic flow velocity rate is then at greater speed causing the "zero effect"  by "hydraulic draft / suction of fluid..to then nullify the resistance produced while generating electricity while gaining speed.... (when magnetic fields are then to transverse across each other resistance is produced this slows the rotational effect...), in this system the system design then intends to counter act this by the use of pressurized fluid counter acting the magnetic field resistance by hydraulic fluid velocity flow.


Their are two 1:150 ratio gear sets within this system . Their orientation in the flow system is why this system works. From the combined component pressure storage tank the generator then with tandem hydraulic fluid flow impeller will then have the suction of the pressurized oil causing the generator to spin via the high speed pump connected to the high side of the gear set. The pump then also counter tilted ( ie the high side of the ratio gear set also has a pressurized fluid then to  transverse across the ratio gear set's internal hydraulic impeller then tandem rotating with the high side of the ratio).

Because the opposite end of the dual shaft generator (with permanent magnetic magneto  / feeds volt regulated electricity to the field coil stator),  then connected to the pulley and drive belt system then also transferring rotational torque to the drive chain side of the differential and the input rotation of the first ratio gear set. This is then motivating causing rotational rate incline with the resistance of the ratio gear set then counter acted upon by the pressurized fluid pulling fluid across the generators hydraulic impeller.


The pump connected to the final output of the "first in sequence", ratio gear set, is then at great hydraulic fluid velocity and impales the input hydraulic fluid impeller  tandem rotating with the second ratio gear set in sequence (the hydraulic impeller then tandem with the "1" of the "1:150 ratio gear set") to then cause magnification in the rate of the attached vacuum pump that then refills the combined component pressure storage tank at greater rate than the initial oil discharge by evacuating the vacuum tank at great velocity.


There is also within this system energy in the vacuum "sink" that aids in the systems overall performance dynamic... The out flow from the vacuum pump may then be directed , via tube with  "Y" pipe flow split to then cause flow to an additional hydraulic impeller tandem rotating with the generator's armature. The internal hydraulic impeller / also containing a max pressure pressure relief safety valve and vent tube with one way valve then venting into the combined component pressure storage tank.../ to then assist in the speed of rotation of the generator will be governed by a flow regulation valve then to control the amount of fluid impaling the said impeller. The other exit pipe of the said "Y" fluid split then directed to the combined component pressure storage tank via flow tube then with a one way valve placed before the fluid returns to the tank.


The basal pneumatic operating pressure is then determined by the scale of the system to then cause sufficient oil pressure to equal or slightly exceed the force of resistance produced by the  magnetic fields resistance within the generator.


Pressure seeks equilibrium! The high pressure  of oil  then  is directed to low (negative pressure) of the "vacuum tank , labeled as letter "F" to then be pumped back into the combined component pressure storage tank at greater velocity rate than the discharge of the tank while the flow of oil is then caused, in tandem with the drive chain and drive belt system, to generate electricity with sustained increase.  The system is an inclined force equation.


The ratio gear set upon the drive chain and sprocket assembly system is then with internal hydraulic impeller to then cause the "counter tilt" effect allowing the attached pump upon the high rotation side of the ratio gear set to then cause high velocity pumping of pressurized hydraulic fluid with a "drag" hydraulic impeller tandem rotating with the generator's armature. The "counter tilt" acts upon the magnetic field resistance.


The air compressor, labeled as letter "X" is then with electric clutch. The air compressor then operates when the  pneumatic P.S.I. ( pounds per square inch) sensor determines that the air pressure is in need of increase. The air compressor will not operate all the time ... only to then reach sufficient air pressure within the system for the subsequent "re-start" of the system. The pneumatic pressure sensor  then causes the electric clutch to engage when low pressure is detected within the combined component pressure storage tank..


Pressure can be pumped back into itself if then... the given state of medium is then of different physical medium. Hydraulic fluid acts as a solid and the pneumatic pressure tends to flex allowing the system to re-pressurize.


The automotive transmission may be manual or automatic then also containing a flywheel / clutch assembly and or torque converter and associated assembly  for the automatic transmission system.


The vacuum pump will also contain an electric clutch to then dis engage or engage the pulley then driven by the drive belt assembly. The said electric clutch then of mechanical type or electromagnetic type and will engage when required by the dynamic of systems performance requirement. Additionally an internal high speed electric motor will then assist the input rotation torque to speed the vacuum pump up then tandem rotating with the low side "input" of the ratio gear set then attached to the vacuum pump.


The automotive transmission will contain "slip balancer" electromagnetic clutch to then prevent damage to the system.  The "slip balancer" will then allow for the input torque to slip to aid in operator fault as to not damage the design system engaging the electromagnetic clutch at different intensities in tandem with the "throttles" current level increase. This also allows for controlled "base idle" as the drive system is  powerful. A smooth power ban is then able to be delivered with quick response without abruptly causing a jolt to the machine. The electricity intensity ("current level") will be variable and sensitive to the throttle potentiometer then controlling the electrical current in correct balance.


The systems flow tubes ( hydraulic and pneumatic ) then electrically grounded and insulated for control of static electricity then dissipated within an arc plasma box containing inert noble gas ( Argon). The final components constructed of stainless steel and will also contain shock casings to prevent component manufacture defect from causing a projectile hazard.


Additionally an additional hydraulic flow tube system with flow restriction valve may then be added to then counter tilt the vacuum pumps internal ratio gear set ( adding an internal hydraulic impeller), then venting the oil into the vacuum tank with the oil from the combined component pressure tank ( air pressure over silicone oil pressure tank ), ... This aids in the rate / function/ time equation..

ie... speeds it up a bit faster... The additional tube / pipe system then of slightly reduced diameter as to then allow for balanced total  vacuum pump ( hydraulic pump) to then compensate for the additional fluid and still function within it's requirement. If main flow lines, letter "A" is then 1" dia. then the additional pipe  for the vacuum pump's ratio gear set internal hydraulic impeller ( high side tandem rotation ) is then 3/8" dia. The diameter distances are then the inner diameter of the pipes...


The "throttle" then will increase the electricity level  to the main electric motor advancing the rotation of the differential system as well as the transmissions internal "slip balancer" ( electromagnetic clutch).  The systems flow valves then are then also able to be adjusted when total rate of velocity incline is requested. The design must restrict flow for balanced operation as the system will tend to produce a "run away effect".  One side of the "slip balancer" is the the input torque from the drive chain and sprocket system... the other "side" ( output rotational torque) is then tandem to the internal gearing of the transmission and or to a torque converter if the automotive transmission is an "Automatic" automotive transmission.


Static electricity must be controlled within this design by grounding the systems casings and flow tubes. The electrical grounding system does not ground to the vehicles chassis.. it MUST be grounded to a separate unit then electrically insulated from the chassis or frame of the vehicle and arc dissipate the static electricity in a controlled fashion within an inert Argon gas / plasma box / and or to then recycle controlled via transformer back into the system electronics or lighting circuits.




























Following please find the system with a two stage max pressure safety valve the upon the second in sequence ratio gear set then causing high speed rotation for the vacuum pump. The two stage safety valve will then require an additional floe pipe venting to both the vacuum ( first stage ) chamber and pressure tank ( second stage). The two stage max pressure safety valve will also contain an electric actuation / and pressure sensor to then send signal ( electrically ), to the system mapping logic control system to adjust the systems total speed.






































The said two stage safety valve then having also two in flow open ports the first then being open orifice then to the exhaust port of the main flow pipe from the hydraulic impeller then causing the vacuum pumps rotation . The first channel then dumps to the vacuum pump's vacuum tank letter "F"...  The second  open  port then upon the casing of the impeller mates to the second channel then upon the max pressure safety valve with dual also with dual stage venting ie...  (redundant sensor system first the hydraulic pressure reading is taken information to logic processing to govern "run" mode), then the second stage is the safety fault  "mode" causing  system reduction in velocity by adjusting the valves the allow the pressurized oil from the combined component pressure storage tank ( all stop safety feature) . This keeps the system with in the mechanical tolerances of it's operating parameters. 



All flow pipe will also have a shock casings. The drive chain system then within lubrication oil

casing (allowing for drive shaft with sealed bearing races), that allows for venting and contains

drain plug (magnetic) and dip stick (oil level indicator imprinted upon the dip stick).















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