Geoengineering - Climate Change Mitigation

Design Desk Inc.

Cross Pump Generator



The cross pump generator is a fuel less pressure cycle that  incurs "hydraulic draft" of a pressurized fluid to then yield speed incline of the generator assembly. Some when seeing this might think it impossible yet causing hydraulic fluid to return to the combined component air pressurized pressure tank faster than the silicone oil is discharged is possible due to the physical state of "matter". The surface area of the air pressure  then acts as a piston causing the non electrically conductive non flammable silicone oil to become  "pressurized".


Hydraulic fluid acts as a solid and pneumatic pressure /  "air pressure", acts as a flexing medium allowing the cycle to perpetuate. The re-introduction of generated electricity then is able to carry the generator to rates of rotation with the speed resistance incline ( magnetic field resistance) then counter acted upon by the basal pneumatic pressure within the combined component pressure storage tank. The basal pneumatic pressure also at the level to then nullify the ratio gear sets internal resistance due to the nature of the ratio gear set. ( high speed output requires more input torque).
































Parts List.


1. one way fill valve ( pneumatic "air pressure")


2. silicone oil pressure cap / fill port ( fill oil - non flammable non electrically conductive oil as a

    hydraulic fluid) with pneumatic over pressure safety vent valve and electric air pressure

    sensor ( indicates when the pressure tank is then full at operating pneumatic pressure electrical

    current storage in  small battery within the electrical circuit logic system within number 12


3. combined component ( air pressure atop silicone oil ), pressure tank pressure sensor


4. pneumatic pressure return port


5. silicone oil drain


6. combined component ( oil  and air pressure storage tank- the air pressure compresses the oil)


7. over pressure safety valve return tube / pipe return coupling


8. valve


9. electric valve position solenoid


10. tension coil spring


11. voltage regulator


12. main electronics system "logic" mapping circuits  / control electronics contains electricity level

      transformers contains multi wire bus receptacle to dock the instrumentation multi wire bus connector

      for instrumentation display ( gauge display / on- off circuit switch ).


13. R.P.M. ( revolutions per minute) sensor


14.  flywheel "mass weight"


15. hydraulic impeller


16. main high voltage generator


17. magneto ( a permanent magnet "generator produces A.c. ( alternating current)  feeding the stator / field coil

      of the main high voltage generator


18. Pneumatic impeller  the " Start cycle" pneumatic impeller


19. open air air filter box vent for the pneumatic "start pneumatic impeller"


20. 1:4 ratio gear set  the "4" of the ratio tandem rotating with the hydraulic pump number 21


21. hydraulic pump


22. pulley


23. air compressor electric clutch


24. centrifugal air compressor


25. 12v D.c. ( direct current ) alternator


26. hydraulic pump


27. pneumatic impeller


28. 1:10 ratio gear set high side of the ratio tandem rotating to the pneumatic impeller number  27 and

      hydraulic pump, number 26


29. dual shaft electric motor


30. hydraulic impeller


31. over pressure safety valve with activation sensor (contains coupling to return the high pressure oil

      to the combined component pressure storage tank)


32. exhaust air filter "box also for the "start up" cycle pneumatic impeller


33. drive belt


34. oil flow return couplings and return injection tubes that will discharge the oil just atop the oil line above

      the oil drain, number 5. The extension "tubes then inject into pneumatic pressure toward the "wall

      of the pressure tank in to the air pressure just above the maximum oil line. This reduces any oil

      exiting the system when starting the "Start Cycle" pneumatic discharge. Final oil angle vector directed

      toward the silicone oil drain itself.  ie.. oil vents downward as this is a top view schematic.


35. hinge pivot


36. manual activation pneumatic discharge "pull cable"


37. static electricity arc static electricity dissipation box


38. waste current blower fan


39. belt driven oil pump contains oil by-pass internal port  and coil spring hydraulic oil dampener valve

      placed should the drive belt break allowing oil return to number 6


40. tandem ratio gear set internal hydraulic impeller


41.  tandem ratio gear set internal hydraulic impeller


42. "gear set" a  1:2 ratio gear incline (gear set) so that the oil pump is rotating twice the velocity as

       the pulley then being the rotational input to the 1:2 ratio gear set.


43. intake  velocity valve ( adjust the oil inlet orifices )


44. oil filter and block with oil filter shut off locking valve ( may contain magnetic interrupt sensor to

      ensure the lock is engaged ie... a fault sensor to indicate a problem if the oil shut off valve is in the wrong

      position for the oil filter.


45. flow pressure balance regulation valve  "by-pass valve and flow tube /  "cross pipe".. the valve has a

      fixed open orifice and is coil spring tension acting as a resistance flow dampener allowing the valve

      to increase the orifice under high pressure also with the valve position then being reported  to the

      logic processor by fixed magnetic interrupt sensor. The pressure of oil is also monitored upon the valve

      with a full open flow solenoid causing the valve at full flow by the force of the energized solenoid.


Note - The system will contain electrically insulated flow pipes and shock casings to prevent injury

          from manufacturing defect.






























































Within this system a percentile of the generated current  initially from pneumatic pressure discharge traversing across the pneumatic impellers, is directed to the system electric drive motor number 29. This causes stable incline of rotation and allows for the system's base pneumatic pressure to counter the resistance gain in the  speed incline. The air pressure within the combined component pressure storage tank is automatically refilled to prepare for the subsequent system re- start.


The pneumatic pressure is only dissipated upon "Start Up" and is caused to be refilled automatically by the pressure sensor upon the combined component pressure storage tank referencing the pressure sensor's information and causing the electric clutch to engage the pulley and drive belts rotation to the air compressor yielding refill pneumatic pressure. The total system R.P.M. rate then governed by the R.P.M. sensor causing control of the reintroduction electricity level from the main high voltage generator to the electric motor and also causing valve restriction to then limit the oil flow rate.


Excess electricity out put then via receptacle mounted upon number 12. The flow tubes / pipes are electrically grounded to the systems electrical ground and electrically insulated atop the flow pipes. The flow pipes encased within a shock casing to prevent injury should component failure occur. The sealed electric motors and generators are also equipped with a blower fan to cool the exterior of the casing through heat transference... the actual inner chamber then sealed with an inert Noble gas ( Argon) to then prevent excess low level Ozone within the environment.


The system is weather shielded and encased in weather  resistant encasement with all season external control / illuminated display panel containing system settings and start pull lever..


The generating assembly then is rotating with continual drive shaft with the armatures of the generator and magneto in tandem rotation  connected also then the rotating components of numbers, 13, 14, the  impeller "wheel" of the hydraulic impeller number 15 that then is also rotating in tandem with the armatures of 16,17, and the internal pneumatic impeller "wheel" of the pneumatic impeller, number 18 . The said drive line then is the input shaft to the ratio gear set number 20. The rotational out put of number 20 then , via drive shaft , is at higher rate of rotation also tandem rotating with the internal pump "wheel" of the hydraulic impeller within the ratio gear set and the "counter tilt" impeller tandem rotating with the internal pump "wheel" of the hydraulic pump, number 21, then causing oil velocity increase in number 21.


The oil out flow from number  21 then directed, via flow pipe, is then impaling number 30, hydraulic impeller and causing the draft accelerator assembly to advance in rotational rate.   Number 30 is tandem rotating to the armature of the electric motor, connected by drive shaft. The said drive shaft then also  connected to  the input of the 1:10 ratio gear set. The rotational output of the 1:10 ratio gear set then tandem rotating  with the internal "counter tilt" ratio gear set's high side hydraulic impeller"wheel", the pneumatic impeller,  and  the internal "pump wheel" of the hydraulic pump, number 26 who's drive shaft extends and tandem rotates with the drive pulley causing drive belt rotation along with the pulley system.


The hydraulic pump number 26 then at greater rotational rate causing a "draft effect" like a syringe a "suction effect" causing incline rate of rotation in the generator assembly that also causes an incline rate of rotation in the

hydraulic pump, number 21. The total effect is then incline in rate of rotation to produce a "baug" resistant power ban to yield usable output electricity with the systems speed regulated by the systems electronics and valve flow rate.


* Note - An additional oil pump / (hydraulic pump) may be added to the drive belt system to then draft effect hydraulic oil thru internal hydraulic impellers added to the high sides of the gear set's . The additional flow system so that the additional couplings are upon the oil filter housing  ( located under the combined component pressure storage tank.


The oil filter housing has an oil drain plug mounting housing on the underside of the combined component pressure storage tank  at a position to be an oil drain. The couplings are upon the oil filter housing  in the cycle "post" / after the filter allowing filtered pneumatically pressurized oil to be drafted to the belt driven additional oil pump who's flow counter tilts the ratio gear sets resistance by hydraulic draft.. the oil filter housing contains a locking filter on/off valve to allow for oil filter exchange without having to drain the entire combined component pressure storage tank , number 6. The oil filter intake filters the silicone oil within the combined component pressure storage tank.


The flow pipes then connected to the said additional drain / oil filter housing " oil filter mounting block, then directed  to the ratio gear sets number 20 and number 28  ( hydraulic impeller located upon the high side of the ratio gear system "tandem rotating" ). The pressurized oil intake to the  internal hydraulic oil impeller with then flow then to the oil intake of the drive belt drive oil pump, via flow pipes, with the pump's oil discharge then directed via pipes with one way valves discharging into the combined component pressure storage tank.


The oil entering the drive belt driven oil pump then has a selection valve on the intake manifold for the belt driven oil pump to adjust the velocity from either of the ratio gear set's internal hydraulic oil impellers. This "counter tilts" the ratio gear sets and nullifies the resistance produced when using a gear incline for rotation speed incline.


In this system it is important to understand that the magnetic "pressure" produced by electromagnetism ( electric motor number 29), rides atop the fluid velocity rate to then cause a lower Horse Power electric motor to then be able to motivate a larger generator who's excess electricity production can be diverted to external application.


The base pneumatic pressure in the dual component pressure storage tank then great enough to counter act the total mechanical resistance in the generators and the gear sets by pressurizing the oil... typically air pressure automobiles store over 1000 p.s.i. ( pounds per square inch), and this is a bit  of a hazard. The system does not require as great of a storage of air pressure.


The design only then requires a short "sustained run" of air pressure displacement due to the fact the hydraulic and electric motivation system then kick up once the system is in rotation producing electricity. The design is then "load reactive" then being able to increase electrical current to number 29 from number 16 when the electric drive train of an automotive product requires greater electricity levels. The electrical out put of number 16 then

directed, voltage regulated, to the main electric motor connected to an automotive transmission and in proportion number 16 produces electricity increased to number 29 simultaneously so that the system produces more electricity than is required to sustain rotation.


The "counter tilt" ratio gear set's hydraulic flow line then a smaller diameter than the main flow pipes...

The numbers 40 and 41 the at 5/8"dia. ( 5/8 inch  diameter),  where as the main flow system is as follows from the combined component pressure storage tank to the hydraulic pump , number 21 is then a 1 1/2" diameter flow pipe and from the combined component pressure storage tank to the hydraulic impeller , number 15, the diameter is then at 2 1/4" dia. ( 2 1/4 inch diameter). The pneumatic discharge flow tubes then at 3/4 ".

































The system is suitable for agricultural equipment, water purification via distillation system, water pumping, electricity production upon a distributed platform, and other transportation applications such as automobiles, freight trucks, mass transit. The system also has application in maritime industry as a motive power source for propulsion in the shipping or boating industry.



Clean Energy!