Climate Change Mitigation Technology

Design Desk Inc.

Piston Type Air Motor


 
The design below is a quick modification to the current industrial automotive system in place...Part of the problem is cost of re tooling the current system to up grade the current transportation system. So with this simple modification an Air pressure type system like this will allow for a "self" pressurizer" air pressure cycle system to the cause a sustained rotational cycle to then motivate an automobile.





























The "start" impeller then of centrifugal type will allow for lower resistance then venting exterior to the pressure cycle..air pressure vents into lower pressure with ease. The "start" centrifugal pneumatic impeller will also be then used as an air compressor by exterior filtered air intake , a  valve then upon the impeller casing  will route the impeller  pneumatic discharge to the exterior ambient air ( start position )  and or by solenoid then inject the flow  through the "block" and  vent into the exhaust flow of the piston type impeller ( run mode ) .  The valve is then actuated by solenoid and controlled by the systems logic mapping computer. An air filter will also filter the "start impellers exhaust  in"run" mode

 Additional air pressure tube and  throttle valve will then dump the "gain" air pressure ( caused by centrifugal pneumatic "start" impeller / compressor  and belt driven air compressor ) ,  into the centrifugal impeller to then accelerate the system ( acceleration cycle )  , as the piston rate / pressurization of pneumatic pressure will then be a variable  yet set base "idle " rate.  The "start" impeller ( centrifugal type ) will compress greater volume of that will be used by the  centrifugal impeller tilt of the impeller.... ie. so "gain" air pressure occurs.

The high speed  air compressor upon the drive belt system will compress greater volume of air than is vented by the system  to always keep the system full of pressure.....

The crank shaft is then connected to a fly wheel and transmission.... yielding rotation of output drive shaft... to motivate application.

A dual track pulley connected to the crank shaft ( with the addition of dual drive belts upon the exterior of the start impeller ) with  the piston type impeller  then rotating  pulley and dual drive belts to the spin / rotate an alternator with magneto also air conditioning system and additional air pump  ( pressure tank filling high speed compressor ) with electric clutch that will feed air pressure to the tank and or back up pressure , ( air pressure ) storage tank. .

Lubrication by non conductive non flammable oil such as a silicone oil. The oil pump will then be driven by the gearing upon the crank shaft then the oil  filtered exterior to the piston impeller post oil pump mounted to the exterior of the piston impeller block.

The air regulator is also a "throttle" valve system also monitoring air pressure with air pressure sensor that will report to the logic / mapping system also containing fault indicator system for system safety causing controlled venting of pneumatic pressure within the flow system ( upon the regulator ) when and if "over" pressure should then occur.

When the Air pressure storage tank reaches full the additional pressure can then vent into the secondary air pressure storage tank. When the secondary air pressure storage tank is then full it will vent exterior to system flow cycle interior containment ( may be contained within the maximum "exterior "shell" system gas ( air / argon ) pressure  confinement pressure case.

The crank shaft is also a cam shaft to then open and close the intake and exhaust valves.

Upon the inlet tube into the "head" a max pressure over pressure pressure relief valve will also be installed...  if individual tubes then the additional said valve will be on each tube   ...then if a manifold is used only two ( max pressure over pressure pressure relief valve ) will be required. Max pressure over pressure pressure relief valve will also have fault indicators and all stop function reducing regulator air flow should system over pressurize.

The pneumatic exhaust post piston chamber is then also able to be routed back to the air pressure storage and in addition can then be routed via pneumatic tube  to the centrifugal pneumatic impeller ...via flow tune with directional pneumatic flow valve then operated by the logic  / mapping system.



























Note - The "funnel" then acts as a passive compressor then spiraling the  return air pressure to cause adhesion yielding greater air pressure storage tank  discharge...
Note - "throttle" is a valve....

Push rod can also be pulled (it would have a spring) .... I guess.... hmm.... might need to adjust the cam position.... tappet and lifter / and shim...... yea all that too...

Electrical flow tubes will be lined ( exterior electrically insulated)  and electrically grounded. The entire system [ ( except the final rotational out put  ( drive shaft / spins application )],  may also then be sealed within an inert gas then cycling within the motor design using Argon as the pressure gas..  flow system will contain "static electricity " pick up"  grid screen to then be grounded  for dissipation of the electrical charge produced when air is at velocity.

Multiple piston assemblies are connected in rotary ( aircraft type ) v, w, and in-line formats. If multiple piston assemblies,  pressurization occurring in piston chambers then offset.. ie. one piston being impaled by pressure the next piston then venting  and slightly re- pressurizing ( via restriction venturi )  exhaust air. The exhaust flow smaller diameter tube than the intake tube
for the first cycle this would seem to not produce sustained rotation due to the increased resistance when then venting the piston pressure chamber..however when factoring the increased turbulence and passive compression within the venturi "funnel " ie. the intake air pressure into the system then a higher pressure and volume flow rate can then pressurize the piston type impeller then producing sustained rotation. The funnel may have multiple injection ports ( as many as cylinders and or trine or quadrant injection ports.. and so on . The Spiral injection flow into the funnel adding large orifice pressure plus adhesion then will yield greater pressure ( able to then incline  in velocity ) to then counter act and over come the resistance produced when venting the piston chamber thru restriction venturi at cylinder exhaust and smaller flow tube that returns to the funnel within the pneumatic pressure storage tank. The increased injection flow into the funnel then accelerates the "pumping" effect to feed the system greater velocity giving the impeller system to accelerate. exhaust flow accelerated intake pumping.... flow is a pump... the pistons will then be in stepped actuation as to cause circular motion and sequenced so that sustained balanced rotation of the crank shaft occurs. Similar to internal combustion piston cycle.... ( firing order ).

From the end of the crank shaft then connected to a belt and pulley system to then drive an air compressor to fill the pneumatic pressure storage tank with an one way valve then contained at mid point on the pneumatic pressure flow tube. The pulley and belt system then to produce a "gain" in the air pressure for constant  system idle.

This system may also be reduced in size yet implemented to then derived high electrical production  by the generator ( alternator / magneto permanent magnetic ),  to then cause an "active" run pneumatic electric hybird electric vehicle.

Optional system system addition .... Amine solution and system cycle to then  capture Carbon Dioxide form the environment and sequester the CO2 to then deliver it to confinement for processing as dry ice.