Hyper Draft Generator
Parts List
1. Large diameter pneumatic valve
2. Pneumatic valve
3. Pneumatic pressure over pressure safety valve ( pressure relief )
4. Pneumatic "T" tube fitting
5. Compression "venturi" / funnel
6. Large venturi "funnel"
7. 90 degree elbow tube fitting with reduced out let tube at 180 degrees ( Sewer plumbing fitting with
clean out )
8. Compression propeller ( diameter ) pneumatic impeller ( circumference )
9. Mounting brace
10. Pneumatic flow tube
11. rotational torque drive belt
12. Small pulley
13. Large pulley
14. connecting through drive shaft
15. R.P.M. ( revolutions per minute ) sensor
16. Vacuum draft manifold
17. Permanent magnetic High Voltage generator / with magneto
18. High speed electric motor
19. 12V Dc alternator and or dynamo
20. Air filter and housing air intake
21. System "Start" pneumatic impeller Exterior venting of air pressure and system "run" compressor
22. Pneumatic intake flow tube
23. Air pressure gauge / psi meter
24. One way valve pneumatic flow
25. Pneumatic fill valve one way valve
26. Pneumatic pressure storage tank
27. Vacuum / draft intake manifold multi port inlet about 360 degrees sum of 12 inlets
28. Pressurized case cover for pulley gearing
29. Rotational torque transfer drive chain
30. Small sprocket
31. Large sprocket
32. Oil retainer case ( non - flammable silicone oil )
33. Oil fill screw cap and dipstick indicates oil level
34. High pressure pneumatic pressure return tube dumps pressure to storage tank
O = required bearing race
This system is design to provide constant electrical current to cause an unlimited range self charging electric vehicle that does not require an electrical storage battery.
The design is " load reactive" meaning when the generator has a current demand placed upon it ( ie. the forward electric drive motor connected to the transmission / wheels ) then the generator will be sped up in greater proportion to then always provide more electrical energy than required by the main electric motor system propelling the electric automobile.
The generator cycle ( schematic depicted below ) is then started by the release of pneumatic pressure stored within the pneumatic pressure storage tank number 26, with the air pressure then venting through number 2 and continuing to number 21 and venting to open air.... This causes the generating assembly to begin to spin producing low tension Dc ( direct current ) in the magneto within number 17 and that current is then regulated by a voltage regulator contained as a plug in regulator upon number 19. With number 19 then generating 12v Dc current the out put of electricity is then fed to an inverter 12v Dc to 240v Ac current. That current level is then metered regulated ( by voltage regulator ) and then current intensity "level" if adjustable by one side of a main "throttle" variable resistor / potentiometer ( one side feeds current to number 19 the other side feeds current to the main electric motor from the out put of electricity of number 17 then to propel the automobile ). For heavy "baug" the generator number 17 can then also feed a percentile of generated electrical current to number 18 to then increase the current level produced upon demand by the main electric motor propelling the automobile ( also compounds system rate requiring flow dynamics adjusted... ).
The pneumatic pressure system ( start - run - pressure re- pack ) will re - pressurize itself prior to shut down for the next re - start.
System monitoring , circuit logic contains system fault indicators that monitor R.P.M. of the generating assembly and system pneumatic pressure behavior within the max pressure safety valves..also reporting to a logic electronic circuit board. An "all stop" safety system will also be contained with in the generator system circuits pathways.
Due to possible static electricity effecting the type of oil used to lubricate the chain drive a non - flammable, non - conductive , silicon oil will be required as well as allowing the case containing the transfer drive chain to be vented.
The pneumatic control valves numbers 2 and valves number 1 are then controlled by redundant control system to ensure is fault is detected within the system function that it can shut off correctly. The valve adjustments will then regulate the systems speed as well by restricting the air flow when required.
To change the belts within the hyper draft compressor unit, the upper union drive shaft connecting the drive line under number 28 then also contains a mating bolt plates also containing a spacer between the circular bolt plates...each half of the upper belt drive line then has four expansion springs that automatically tighten the drive belts when decompressed by the compression screws spun counter and locked by base bolt...contained within the springs themselves. The installation then becomes an easy task...
Switching an alternator is easy as well as the oil casing then is able to be opened mid way up the drive chain and the alternator will then un bolt and tilt to then remove the chain. An additional oil pump and oil filter may be added to the system to then filter the oil with the oil intake from the base of the system then injecting the oil to the top of the chain system.
Flow tube fittings will be able to separate for the components to be replaced in a quick fashion to then reduce the time and labor cost also making it easy for the average person to then repair the automotive generating system. The "Start" impeller / compressor will also be able to extracted from the drive line by the compression venturi then being un-bolted and the compressor then extracted to the right also then allowing the generating system to be extracted from the mating support frame within the automobile..
The main problem we have observed with electric motors for automotive application is the weight involved with the motors themselves...so our systems will be then constructed of metal cores ...standard construction with bearing and brush ( or roller brush ) to then allow for easy re build with the motor in place within the automobile. The casings of the motors generators and hyper draft compressors will then be of carbon graphite composite laminate with epoxy cured within an enclave to the be stronger than steel and able to with stand corrosion at higher ranges as to not rust the metal out ...of both the car itself...and it's motive power systems. Stain less steel becomes more cost effective to use within automotive products when fuel less electricity is used to refine the metal......
Safety is critical for this hyper draft generator and design of number 8 is critical so that component failure does not occur. The casings containing the compressors / impellers must exceed the maximum requirement to prevent projectile from exiting the system should failure occur !
* Note - Flow tube system containing sequence of component numbers 26,10,2, 10, 6 will and is a
a bi directional flow cycle also opens with "all stop" function to decompress
the chamber number 6 or to balance the system flow pressure when in operation with the
valve number 2 then in a variable open position.
The said valve works in tandem referencing pressure sensor information in number 3 then
activated by high pressure in number 6 . The said valve is also opened prior to start to obtain
the correct flow system internal start pressure.
* Note - Flow tube system containing sequence of component numbers 4,2,2,6, then vents a spiraling flow
to cause compounding compression by adhesion increasing the velocity of pneumatic pressure
as well.
* Note - Within number 8 ( compressor / impeller wheel ) just before the venturi number 6 , the
"propeller" ( diameter)..drafts the base of it's driving gear by pulling velocity
across the then impeller diameter of number 8 within the draft system ( system accelerated
using suction ). The impeller is then advancing the draft....causing the system to speed up.....
producing more rotational capacity advancing system component inertia to counter act resistance
of generating electricity.
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