Pneumatic Electric Motor System ( P.E.M.S. )
1. Automatic transmission
2. Electric motor
3. Electric "throttle " control unit
4. Pneumatic pressure tank ( air pressure storage tank ).
5. High voltage generator ( with permanent magnetic magneto ).
6. Pneumatic valve
7. Pneumatic impeller
8. 1:10 ratio gear set ( high side of ratio gear set to number 7 ) plus electric motor upon the low side of the gear set.
9. Combined transonic pneumatic impeller ( diameter )and electric motor ( circumference )
10. Combined pneumatic "compressor" ( diameter ) and electric generator ( circumference ) ( permanent magnetic dynamo type or alternator ).
11. Pneumatic impeller
12. 1:4 ratio gear set ( high side of the ratio gear set to number 25 ).
13. Hall Effect R.P.M. ( revolutions per minute ) sensor
14. Pneumatic compressor ( assembly 8 connected to 14 is impeller ) ( system 7,6,11,14 is then as an Air pump / compressor ).
15. Air filter air intake
16. Pneumatic valve max pressure pneumatic pressure relief valve ( number 16 upon the flow tube 19 post number 17 is also pressure safety valve variable position flow
restriction valve also contains air pressure sensor ( mechanical ) and displays pressure range / level on the dash board of the automobile ).
17. Pneumatic one way valve
18. Pneumatic flow tube
19. Pneumatic flow tube
20. Pneumatic flow tube
21. Electrical control unit for electricity re- introduction ( controls "turbo cycle"
22. multi wire "bus" ribbon connector ( to system logic / mapping computer control electronics )
23. multi wire "bus" ribbon connector ( to system logic / mapping computer control electronics )
24. Pneumatic flow venturi / funnel
25. Combined pneumatic compressor ( diameter ) and electricity generator ( circumference ) alternator type and or dynamo PM ( permanent magnet )type
* Note - To fill the cycle the pneumatic initial fill valve ( one way valve ) is upon number 16 connect to number 4.
* Note - Upon pneumatic flow tube post 7, 11 the flow tube 20 will then be as a "pneumatic travel coil" ( before entering assembly number 7,16,11,14 ) to allow for a low
pneumatic pressure coil tube then for the flow of pneumatic pressure to occur. The "travel coil" is valved. At the end of the coil a multi - directional valve is placed with
one setting of the valve able to then vent pneumatic pressure to the exterior. Air pressure can then be evacuated from the travel coil ( with number 6 also closed ) then venting
at the multi directional valve at the end of the travel coil.
Once the coil has been evacuated of pneumatic pressure the valve at
the end of the travel coil then returns to it's in- line flow position and the intake valve upon the travel coil remains in it's closed position until the system will then be started
by opening the valve into the travel coil simultaneously with valve number 6.
This allows for pneumatic flow to occur and the system to then produce "start" current ( electricity ) in number 10 then regulated
and feeding electricity to number 9 ...... and the logic system controlling the system electric actuation pneumatic flow valves.... ( controls system speed... )
* Note - As an augmentation an additional pneumatic impeller may be added to number 9 so that is also acting as an impeller about the circumference. The pneumatic feed pressure
flow would then be derived from the flow line post number 24 with variable positional valve upon flow tube number 19 then positioned before number 14 as
to the high velocity pneumatic flow. An aerodynamic bend in the in the flow pipe within number 19 feeding the said addition will then provide less resistance of pneumatic flow..
* Note - For number 24, a max pressure pressure relief valve ( number 16 ) rated at correct operational pressure for material selection will also be placed upon the
venturi/ funnel , number 24 at the exhaust to maintain correct operational pressure.
* Note - Number 5 produces electrical current to power number 2 and number 8's electric motors and number 9. Then acting as a "load re- active " system to counter act
the "baug" effect when demanding current from a generator. This feature is so that as the energy requirement changes with incline of the road , weight of
automobile ( cargo ) changing as the vehicle travels then the generating system will always be producing more current ( governed / by material selection for
mechanical properties ) than the system requires....
The counter acting of "baug" electrical feed from the generator is then ;
40% to number 2
25% to number 8 ( both assemblies )
35% to number 9 ( monitored by R.p.m. sensor for max speed operation with fault indicator ( automatic current feed reduction references rotation rate ).
Electrical current level is increased proportionally in all assemblies via number 3.
The "base idle" then set by the pneumatic flow rate re-injected and electrical current intensity then fed to number 9 monitored in the generating assembly via the R.P.M. sensor information then controlled in the systems logic mapping electronics.
* Note - System assemblies ( components ) [ 13, 5,7,8, ( 8,14 ) ] and [ 7,8, 11, ( 11,14 )] and [ 9, 12,11 ( 11,25/10) are connected by drive shafts supported by bearings and brackets.
* Note - The depicted system is a transverse ( forward electric motor system , number 2 ) but the design system may also work in an in - line position for vehicles using
( AWD all wheel drive , 4x4 drive models).
* Note - The systems components are encased within projectile impact resistance casing to prevent damage from failed or fractured component. stain less steel should be used to
prevent failure due to oxidation ( rusting ).
The " travel coil" tube will be of sufficient length to then allow the higher air pressure stored in number 4 to cause enough rotation of the generator , number 10 to produce sufficient electricity production to the energize number 9 so that the pneumatic velocity rate compounds . The "pneumatic travel coil" will be of greater length than depicted and resemble a coil spring.
Design Desk Inc.