Endurance Motor

The Endurance Motor is then a "Perpetual Motion" automotive engine system that is a hybird electric automotive motor system implementing active generation. (No electrical storage battery required). The design is intended to then last much longer than an internal combustion engine. The Advanced Motor design is an "unlimited range" 

zero emission vehicle motor design operating on pressure and vacuum.

Parts List

1. Mapping electronics / electronic control board / contains "plasma Box" flow system static electricity

    control dissipation system - all flow pipes are electrically grounded to control any static electricity that may form.

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

3. taper gear

4. end shaft gear interlocks to the taper gear

5. air filter

6. bolt plates

7. hydraulic pump

8. pneumatic impeller

9. dual shaft electric motor

10. power steering pump ( the hydraulic fluid pressurized velocity may also be used for heavy equipment

      if a valve then with divergence is directing hydraulic fluid to a reduction gear interface system. The fluid speed is

     used to then change high speed fluid flow to high torque for use in hydraulic pistons of a backhoe, bull dozer

     etc.... )

11. hydraulic draft impeller

12. main line hydraulic draft impeller

13. oil pump / oil filter

14. lubricated sprocket and drive chain casing

15. oil fill cap with oil level dip stick

16. regulation valve / oil flow restriction valve ( contains coupling to then feed an additional flow pipe fluid

      pressure that is returned to the combined component pressure tank , number 33 when the "All Stop" function

      is actuated to then cause the oil flow to by pass the system should  fault be detected by the

      components pressure sensors

17. main line oil flow restriction valve ( contains coupling to then feed an additional flow pipe fluid
      pressure that is returned to the combined component pressure tank , number 33 when the "All Stop" function
      is actuated to then cause the oil flow to by pass the system should  fault be detected by the
      components pressure sensors

18. torque converter

19. automotive scale dual shaft electric motor 65Hp - 100+ Hp  ( redundant contact brushes of different

      hour use capacity to stagger the contact brush failure)

20. pneumatic pressure  "start" valve - valve may have two additional ports to then reverse the feed flow cycle

      to number 8, ( pulling from the vacuum tank to number 8 the filling number 33), so that constant

      vacuum is pulled and constant re-pressurization to the combined component pressure storage

       tank, number 33 is attained. The valve will switch automatically and the tanks pressure/ vacuum will

       then be maintained in safe fashion by the connection and valve and flow pipe system , number 40

       keeping the pressure tank and the vacuum tank within their mechanical tolerance.

21. 1:10 ratio gear set high side tandem to the hydraulic pump, number 22 - may contain a dual shaft electric motor

       tandem rotating with the high side of the ratio gear set to then "counter tilt" the ratio gear set's resistance

       and also advance, by the armature core shaft increase the rotational output  of number 22 hydraulic pump.

22. main hydraulic pump

23. tension pulley adjustment bracket

24. automotive automatic transmission

25. gear selection cable selector and cable

26. gear position indication wire  "bus" clip

27. sprocket ( encased ) sealed lubrication filtered in the automotive transmission lubricated with force

      pumped transmission oil )

28. sprocket ( encased ) sealed lubrication filtered in the automotive transmission lubricated with force
      pumped transmission oil )

29. drive shaft "cup"  accepts the drive shaft trine ball assembly

30. drive shaft

31. drive line hydraulic draft impeller

32. main combined component ( silicone oil and pneumatic pressure ( air pressure ) pressure storage

      tank oil filter drain

33. combined component pressure storage tank ( non flammable non electrically conductive silicone oil

      and pneumatic  "air pressure" pressure storage tank. The air pressure then causes the oil to become


34. "drive line" combined component pressure storage tank oil drain

35.  over pressure oil return pipe

36. pneumatic discharge coupling and pressure tank one way fill valve ( initial pressurization valve also used

      to fill the silicone oil into the combined component pressure tank)

37. main line oil return coupling

38. drive line oil return coupling - one way valve only allowing oil to enter the dual component pressure storage tank

39. pneumatic pressure balance valve / prevents over pressure contains pair pressure sensor  that reports

      to the logic board , number 1

40. flow pipe

41. pneumatic dampener valve  - opens under excessive air pressure

42. Vacuum ( negative pressure ) storage tank

43. vacuum level sensor and vacuum coupling - pipe fitting

44. vacuum tube - pipe

45. rear fender air scoop - screened

46. air flow manifold - plastic

47. transmission oil oil cooler

48. electric blower fan - electric motors

49. transmission oil oil pump electric motor

50. oil pump

51. fuse - electrical

52. tension pulley adjustable

53. pulley

54. air compressor

55. High Voltage generator and magneto with internal voltage regulator to then use the magnetos electrical

      output to electrify " induce the magnetic fields within the high voltage generator 80Kw - or greater.

      ( redundant contact brushes of different hour use capacity to stagger the contact brush failure)

56. hydraulic impeller

57. over pressure pressure safety valve vents oil to the combined component pressure storage tank, number 33

58. tension sprocket adjust drive chain tension

59. drive belt

60. drive chain

61. tension pulley bracket

62. drive belt adjustment bolt

63. one way flow valve

64. sprocket

65. drive chain

66. pneumatic return one way valve

67. air compressor intake valve

68. union bolt plate

69. instrumentation multi wire "bus" connector ( contains main power feed electricity to main electric

      motor, number 19

70. drive line oil restriction valve oil flow restriction valve ( contains coupling to then feed an additional flow pipe fluid
      pressure that is returned to the combined component pressure tank , number 33 when the "All Stop" function
      is actuated to then cause the oil flow to by pass the system should  fault be detected by the
      components pressure sensors

71. electric actuated mechanical clutch engages the air compressor

 Letter  - "A" is then a dual sprocket system  connected by drive chain.  The top sprocket ( in the view

               depicted) then of larger diameter and tandem rotating with number 3 and letter "D". That is the "left half"

               of the electric actuated clutch.  Letter "A" is the the electric actuated  clutch plate system to then

               cause the engagement of the air compressor's crankshaft causing motion of the piston  and valve

               system that pumps the air.

               The air compressor's lubrication is then via the oil pump , number 13. The larger  sprocket within

               letter "A" then is the receiving sprocket  torque derived from the lower smaller sprocket tandem rotating

               with drive shaft letter "C". 

               The larger upper sprocket in letter "B" then only connected to the armature of the high voltage generator / magneto...upon it's core drive shaft center line. It does connect directly to the crank shaft of the air compressor though via the adjustable connector drive shaft letter "C" does transfer rotational torque to one half of the electric clutch assembly, number 71. When number 71 is engaged by the mapping electronics extrapolating information and using system' logic reduction via circuit gathered from the system sensors ( ie vacuum level , air pressure within the combined component pressure storage tank, and R.P.M.  of the total system) the electric actuated clutch will then engage causing vacuum in the vacuum tank and causing air pressure within the combined component pressure tank.

This is the "automatic pressure management system" ( A.P.M.S.).

               Letter "E" is then the crank shaft union upon one half of the electric clutch

              (in the view as depicted the "higher shaft",  then moving  the air compression piston and intake

               and exhaust valves via the cam lobe (upon the crank shaft, the tappet. The push rod system

               is also motivated by the crank shaft's cam. Letter "D" is the bolt plate of the electric actuated

               mechanical clutch, number 71 tandem with the large sprocket in letter "A".

Letter "C" is the being rotated by the lower sprocket of the dual sprocket system  letter "B" then also with an upper tandem rotating sprocket that is tandem with the armature of the electric motor, number 55. The the armature of number 55 then tandem rotating with number 56's internal hydraulic impeller.

* Note - The electricity production is then derived when the pneumatic pressure is released and traverses across the pneumatic impeller , number 8. This causes the tandem drive shaft to rotate producing a  "tilt" in number 7 and  rotation of number 3, letter "A" and then lower sprocket upon letter "A's" assembly to then rotate letter "C" and dual sprocket system in letter "B", who's upper larger sprocket is tandem rotating with the armature of the high voltage generator and magneto - producing electricity and causes rotation of the hydraulic "wheel in hydraulic impeller, number 56.

The produced electricity then activates the solenoids and causes the oil flow valves to open allowing the pneumatically pressurized oil to then traverse across the hydraulic impeller number 12 advancing the generator system. The oil flow post number 12 is then pulled forward by hydraulic pump number 22 then at great rate of velocity causing rotation due to the fact the generated electrical current in number 55 is then being reintroduced into the dual shaft electric motor number 9 until sufficient system speed is attained to then energize the main dual shaft electric motor connected to the automotive transmission.

There are two main oil flow systems for the non flammable non electrically conductive silicone oil they are;

the "main line" flow system and the "drive line" flow system. The main line flow system then is to control the generator assembly. The drive line assembly is then operating in tandem with the system main dual shaft electric motor, number 19.

The "drive line" oil flow system is used for setting a base idle for the dual shaft electric motor , number 9 and number 19 who's torque is connected to the automotive transmission. The system  is accelerated when the system's generated electricity is directed, by the foot pedal "throttle" / potentiometer, back into the electric motor number 19 also adjusting number 9's current intensity level.

The electrical current for the said circuit then produced in number 55. Electric motor number, 9, then acts a to counter excessive electrical loading upon number 55, to the keep the generator climbing in electricity out put capacity ( "baug" resistant circuit) . As number 19 required more electricity to accelerate the automobile the system allows more electricity to number 9 to counteract the generator's "baug" at the same time.

The electric clutch that engages the air compressor will then actuate when the sensors upon the combined component air pressure tank determine that the air pressure is to low filling the pressure tank from the vacuum tank creating a pressure differentiation cycle . The vacuum tank with enough negative pressure to then assist in "pulling" the system forward when starting the generator assembly.

All sensors connect to the logic control board , number 1, to then regulate the system in a safe fashion. The motors and generators are sealed gas fill ( noble gas ) type and are explosion proof. The flow lines / pipes are electrically grounded separate from the main ground bot static electricity and system ground use "plasma boxes" the design is electrically insulated from the automotive chassis and is encased in a water resistant basin to then also the automobile a flotation effect along with the flotation foam then filling cavitation in the body panels of the vehicle..

This design is able to close cycle air  ( inert Noble gas - Argon) to then operate in extra planetary environments - lunar / other planets where the pressure is not present.

*Note - Number 16 and 70 along with the adjustable electricity re introduction current level into the electric motor upon the high side of the ratio gear set , number 21 and electric motor, number 9 then set the "base idle" for the total system. The potentiometers then controlling the electrical reintroduction rate have motion via the foot pedal throttle assembly the potentiometer then retained to the low current level setting by dual coil tension coil springs.

The solenoid then upon number 70 and number 16 are with control circuit to reference the systems rotation speed at the R.P.M. sensor to also then provide the logic processor the information allowing correct extrapolation by electronic circuit to set the electrical reintroduction rate to the systems electric motors and or to cause all stop function should the system require. When accelerating the automotive product the design accelerates the electric motors in proportion so that the design becomes "load resistant / "baug resistant" and produces more electricity than is demanded from the primary electric motor, number 19.

* System and  "Start Cycle" - logic


The design then is "started" by the pneumatic valve number 20 caused to open by mechanism then connected to an ignition switch also causing mechanical linkage and cable system to then manually move the air pressure valve , number 20.

The air pressure then traverses across pneumatic impeller , number 8 causing the drive shaft and tandem components to begin to rotate. The air pressure then is venting the pneumatic impeller to a vacuum tank, number 42. The "deep well" vacuum then gives slightly greater flow speed effect in the production of torque  upon the drive line.

The rotation produces low current levels but enough for to the system electric production levels to then operate the electric actuated oil flow valves. The hydraulic valves then open. Since number 7 is then pumping pressurized fluid, the assembly begins to rotate causing a "hydraulic draft effect" by causing suction within the flow pipe. This causes the speed of numbers 11 and 31 to then incline in rates of rotation.

By the mechanism's design, the hydraulic impeller number 31, causes the ratio gear set, number 21, to then produce greater rotational rates for the hydraulic pump , number 22. This also causes a "hydraulic draft effect" causing number 12 and connected assembly to accelerate producing more electricity via generator number 55 then effected by " cross incline" compoundment - ie... pressurized velocity increase -

The system then is caused to also stable by the reintroduction of a percentile of generated current to then act against the resistance incline of resistance when accelerating a generator to high rates of rotation. The faster you "go" the more resistance is encountered when generating electricity  ( generator's armature" the more resistance is encountered within the same time unit....). By design force directions directed back "into" itself.


If number 7 is caused to rotate at 100 r.p.m.  by pneumatic pressure traversing across number 8 the fluid then in number  number 11 and 31 are also rotating at 100 r.p.m. This then causes 1000. r.p.m. in the fluid pump, number 22. 

The "hydraulic draft effect" within number 22's flow pipe then causes 1000 r.p.m. equivalent fluid units to be pulled across number 12  within the same time interval, then accelerating it's connected assembly and by the dual shaft electric motor number 9 causes a "cross link" in the force equation producing a compound incline that replaces the working medium  (oil), faster that  it's  displaced while producing electrical current converted to magnetic pressure  yielding rotational advancement causing more available electricity .

The fluid speed post number 22 then impaling the hydraulic drive impeller , number 56, connected to the high voltage generator , number 56 to then cause an incline in the system rotation rate via the drive chain and sprocket system Letters "A"  "C" and "B" to then again drive the taper gear into advancement transferring the rotational torque. The end shaft gear is then advancing the hydraulic pump , number 7, and causing by the  "hydraulic draft effect", number 12 to then advance also pulling number 31  , by pressurized fluid " hydraulic draft effect", into higher rates of rotation. The electronics also govern the system for safe operation by extrapolating information via systems pressure sensors and R.P.M. sensors to all for the logic board to cause safe operation.

The pneumatic system, is not required to displace pressure while the system is in operation only at start up.... this allows  "switching in the air filter to be able to then cycle open air or work "sealed" pneumatically. (Cars then an Urban air rolling air filter)."

* Note- The flow system is electrically grounded and uses a static electricity ground  "plasma box" to arc

            discharge any unwanted static electricity.  A "plasma box" is composed to two transformers that arc

            dissipate in a sealed chamber containing an inert Noble gas to then, via one transformer, discharge

            via arc to then energize the noble gas also to then by induction energize the second enclose

            electrical transformer to then channel the waste current to low tension motor or to dissipate the

            static electricity recycling it controlled back into the system. The "plasma boxes" also contain a fault

            indication circuit that reports to the systems logic / mapping electronics.

Endurance Motor system "air compressor side view"

*Note - the tension "adjustable sprocket will mount upon the casing  causing a triangular sprocket pattern this depiction is then describing the electric clutch and the generators independent rotation ie alignment and function of drive shaft "C".  The generator is a different axle than the air compressor crankshaft.

The above schematic is then depicting the air compressor for the Endurance Motor illustrating the connection shaft, letter  "C" , in the horizontal position with the system lubricated upon bot sprocket and drive chain systems.

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