Design Desk Inc.
Pressurized Engine System
In the current state and volume of on the road vehicles the internal combustion engine system may be able to be modified by exchanging the "top half" of the existing fuel burning system to a pressurized hydraulic system that will operate in sufficient manor to then fulfill the function just as well as the internal combustion engine system. The design then exchanging the intake manifold and inserting a dual component pressure storage system with the addition of modified cylinder caps. This reduces the cost of the upgrade to then cause a fuel less automobile as many are locked into financial situations then paying for their lease or car loan....
1. Crank shaft sprocket
2. tension Sprocket
3. component sprocket
4. 1:50 ratio gear set ( high side to number 27)
5. internal hydraulic counter tilt hydraulic impeller ( offsets "zeros"the resistance produced from the ratio gear set)
6. hydraulic oil flow rate and regulation valve ( reports fluid velocity to the instrument cluster and electronics)
7. one way valve
8. crank shaft driven hydraulic pump
9. 1:4 ratio gear set with cycling lubrication from the oil pump system locking gearing to the circumference of the flywheel... flywheel circumference gearing then interlocking to the ratio gear set connected to the main hydraulic pump, number 8, the gearing connection is sealed lubrication with mounting bore holes for the torque converter upon the transmission.... below the pump... might require a smaller fly wheel than OEM ( original manufactured equipment) equipment.
10. hydraulic fluid accumulation chamber vents to the pump, number 8
11. cylinder compressor exhaust flow lines ( hydraulic fluid tubes with burst casings to prevent injury high pressure hydraulic fluid tubes)
12. injector valve hydraulic mechanical and or electric solenoid actuation ( hydraulic venting to number 15
13. exhaust manifold
14. piston compression pump fluid impeller ( pressurized oil in the chamber accelerates then by number 30 / number 30 then also the throttle)
15. center pump ( pressurized the piston chamber)
16. high speed hydraulic pump
17. one way valve
18. 1:20 ratio gear set high side rotation toward the hydraulic pump
19. air filter and pneumatic intake system
20. air pump / air compressor with electric clutch ( not required to "run" all the time )
22. drive belt
23. fluid exhaust manifold ( with shock casing )
25. electric motor
26. R.P.M. ( revolutions per minute) sensor reports to the instrumentation and engine system "mapping" and logic control circuits)
27. high speed hydraulic pump
28. fluid return tube
29. fluid return ports post one way valve hydraulic fluid filter
30. "throttle assembly" with electric drive motor motivating hydraulic pump.. the unit then causes the acceleration of the cylinder cap cylinder pumps within the engine's "head" yielding "constant run". The unit contains pneumatic air pressure discharge impeller then connected to an internal dynamo generator to then yield start current to power the electric motor number 25.
Number 25 then pressurizing the hydraulic fluid "distributor" within number 30 ( with over pressure safety dump back into the main pressure storage tank. The internal dynamo also to energize, by electricity, the internal electric drive motor within number 30, then acting as a throttle to cause the pumps (number 15 ) upon the cylinder to pressurize. The hydraulic fluid then has a pressurizing "order" similar to the firing order in an internal combustion engine ..
The distributor the with long interior track depressions allowing the fluid to then vent about a polar array roughly 60 degrees per track within the fluid distributor. The cylinders are pressurized in sequence to yield the crank shaft's rotation. The total "track" distance is the 360 degrees... for six cylinders completing a total circle..
As viewed from the top the oil distributor the having six outlet pipes upon the lower 1/2 of the circle will in addition upon the top 1/2 of the circle contain the disk valve then allowing for the one way valves upon the pressure tank's inlet to number 15 to open and close by disk valve ( less chattering ). The fluid distributor is "timed" with the position of the piston's crank shaft via drive shafts ( sum of 2 / sealed lubrication) with inter locking gears to the align the valve disk to the correct location ..the drive gear upon the crank shaft the located toward the aft of the engine toward the hydraulic pump number 8. the electric points are also then positioned referencing the cam lobe to the allow electricity to conduct at the correct "timed" location to the "fire" the solenoids upon the electric injector valves , number 12's...
The two valve disk allow for "lag" while the cylinders are being evacuated...yet keep the fluid flowing via additional flow tubes to the impeller , number 14 upon each cylinder in a constant fashion.
31. Harmonic balencer upon the 6 cylinder crank shaft with dynamo generator armature the circumference of the balencer and stator field coil larger diameter casing.
32. crank shaft pulley
33. combined component pressure tank max pressure safety valve
34. pressure sensor / reports to the engines logic system to assist in safe operation of the engine system
35. max pressure safety valve vents pneumatic pressure
36. bolt mounting flange
37. static electricity discharge system ( with actuation indication ) dissipates static electricity a safety feature
* Note - Additionally each cylinder has a "max pressure" safety blow down valve then directly venting back into the combined component pressure storage tank. the said "safety valve" is a dampener valve then in the closed position until excessive hydraulic pressure within the cylinder then caused the mechanical expansion coil spring to open allowing high pressure of fluid to then directly return to the combined component pressure storage tank.
* Note - From number 18 into both number 13's then to prevent "fluid lock" an "breather fluid tube" then with hydraulic dampener valve the mounted upon each number 13 to also reduce stress under excessive fluid pressure / suction to pull from the manifold , number 13, then venting to tank number 10 via additional flow tubes. The dampener valves are mechanical expansion coil spring into the closed position and opens under high manifold pressure.
*Note - Upon the main combined component ( silicone oil and air pressure ) pressure tank , number 18, are then electric actuation flow valves also timed within number 30 via distributor with points ( "points" = electric contacts that open and close upon a cam).. The valves to then be closed when the cylinder is being evacuated.
The electric valves are then acting as a one way valve before the pressurized hydraulic flow enters the center pump ( transonic pump "like a jet fan for hydraulic fluid" ) number 15. The valve is then closed upon the piston's upward stroke with the feed / drive hydraulic pressure flowing into number 14 then shut off by the fluid distributor within number 30. This allows for the piston to be lifted also also causing rotational force for a connected automatic or manual transmission combined with the compression force / discharge of the combined component pressure storage tank upon the "down stroke"..... The electrical current for the electric timed valves then derived from the dynamo ( a permanent magnetic generator).
As an option hydraulically driven valves ( acting as one way valves between number 18 and number 15 ) may be used or combined with the electric system to then cause system redundancy for continuity of function..then yielding a more resilient design with better reliability... to then preform if component failure occurs. The feed pressure for the hydraulic type main one way valved then derived within the combined component pressure storage pressure tank via number 30 ( ie from the fluid distributor to a hydraulic actuator upon the one way
valves ) and causing the main one way valves that allow fluid under pressure to enter the cylinder chamber then depressing the piston. The hydraulic flow exhaust from the hydraulic type main one way valves then between number 18 and number 15 then venting from all six valves into number 10 .The "injector valves then vent into number 14 causing fluid compression in the cylinder.
The system may come in multiple piston numerations in a variety of format "V" , inline, or "W" type engine blocks
The fly wheel then mounting to the main hydraulic pump ,number 8, to allow the mating union of the transmission.