Roller              For Sale at;  http://www.ebay.com/itm/Advanced-Automotive-Motor-Design-I-P-copyright-/122167619629?ssPageName=STRK:MESE:IT


Please note there is more than one engine system described within this schematic  multiple formats using the same ip protected principals...

The system contained below is an pneumatic electric " Active " generation system for automotive application ( car, truck, motorcycle, tractor, combine, backhoe, bulldozer, cargo ship speed boat, hover craft, air craft and so on..





































With the current automotive design redundant pathways for the motor/ engine system is not present. With the design below by combining multiple methods of motivation engine / motor fault then can be compensated for by using a re routing within the system ie. it's like three "motors" systems within one system.  This is required to then compensate for component failure that can lead to hazardous conditions for people in certain situations ( weather, night driving....etc. ).  A main electrical storage battery may be added but not required for the pneumatic electric car / truck, tractors  operation.

In the current state of condition...regarding the eventual rise in diesel prices it also then endangers the energy available for  Heavy equipment used for Agricultural farm tools..... Combines tractors, and other systems upon farms to then bring into control the cost associated with producing food....

The system is also adaptable for water pumping and the harvesting of humidity to then produce water in arid regions to then grow vegetation ...and then rescue the ecology as well.....

Definition of terms:

* "up pressure" = pneumatic pressure then injected to the under side of the piston ( confined casing yet with over pressure pressure safety pressure relief valve.
* " main dump" = master pressure  discharge valve .
* "chamber" = pressurized vessel , positioned on flow cycle filled by pneumatic discharge of number 14.
* " vacuum chamber =  negative pressure chamber, vents cylinder using the " oil spring retainer dampener valve"
* " dampener valve" =  Coil spring resistance flow restriction valve  ( evacuates cylinder "up flow" ... system connected to "vacuum chamber").
* "Block" = piston case ( can contain many cylinders )
* " Cylinder Head" = component that bolts to the "block" and creates a chamber ( has head gasket  between the "block" and "cylinder head" )...  for the cycling of pressure flow
      containing the valves required (intake and exhaust ) to then cause directional flow yielding rotational mechanical torque..

     The "up pressure " containment will also have over pressure max pressure safety pressure relief valve as well as the cylinder head itself  ( this is in addition to the coil spring
     dampener valve in the "Run" flow cycle ).
     Pneumatic over pressure safety valves vent the "up flow"  ie. over pressure within the pressurization under the piston, then venting in a two stage fashion.
     First stage channels to pressure storage tank number 36 via tube and one way valve( preventing pneumatic pressure from venting from the pressure storage tank number 36) ,
     second stage then vents to the exterior of the  system ( ie. open air via "main dump" valve system ).

     Additional safety valves also contain pneumatic pressure sensors and valve fault indicators that will then report to the
     mapping logic computer to  adjust , limit and regulate the velocity of pressure within the system for safe operation.

     The two stage safety valves are also connected to a "main dump" pressure valve upon  the block with intake from the "up pressure" confinement casing ( pressure intake
     intake from each cylinder),  and inlet from the intake manifold ( number 24 each injection flow tube ). Actuation of the "main dump"  by hard mechanical linkage connected to the
     two stage  over pressure safety valves then also with redundant cable activation   to  fully control the
     pressure cycle....to clarify each piston chamber has two venting safety valves. One upon the "up flow" cycle ( two stage )   and another over pressure  pressure relief valve  within
     the cylinder head itself.  The safety valve venting within  the cylinder head will dump to the "vacuum chamber" via pressure rated tubing.

     The two stage  safety valves upon the "up pressure containment system...the "up pressure" safety valves when entering second stage
     ( exterior pneumatic venting via "main dump valve system" ) then  also actuate  by linkage / cord, cable the "main dump" pneumatic safety valve.
       The "main dump" pneumatic safety valve intakes are from each tube upon the intake manifold number 24. ( pressure inlet ports upon  the intake
      manifold and also having an intake from each   individual "up pressure" confinement retainer casing during two stage over pressure safety valve second stage activation.

     The electrical signal produced from the activation of the second stage of the said two stage safety valve will then cause
     a reduction of pneumatic pressure fed into the intake manifold as well as the centrifugal

pneumatic compressor number 14.






































Parts List

1. Cyclone tube ( passive "gain" compression by spiral turbulence / adhesion plus Head weight ( ie. pressure storage tank psi.  ) shape of air flow  is an "air  pump"

2. Pneumatic fill valve , one way valve

3. Over pressure max pressure safety valve ( relieves pneumatic pressure when to much air pressure )

4. Multi sensor monitors air pressure and temperature and has operational indication when pressure relief

    valve is actuated dumps air pressure into the air pressure storage tank number 36. , reports to logic

    mapping computer and then will cause air flow in number 23.

5. Air filter intake for combined air conditioner compressor and pneumatic compressor ( ie. two compressors

   in one unit ).

6. Pneumatic flow tube ( pressure rated "Head" exhaust ) insulated and electrically grounded for the control of static electricity

7. Air filter Air intake for main crank shaft pneumatic compressor

8. Over "Head" Cam shaft with sprocket [ circle ]  and  impeller cylinder " Head"  [rectangle  below the circle ] ( Head  containing intake and exhaust valves, atop
    cylinder containing piston )

9. Valve cover

10. Drive chain , sprocket system

11. Alternator and or dynamo

12. Wire "bus" connects to electrical management system

13. Multiple piston,  piston block in format v, w, x, rotary, single I ( pistons activate  in circular rotation ) "Block" and "Cylinder Head" have pathways to control over
      pressurization ...ie. tubes within the systems to allow for the pressure under velocity to be maintained within it mechanical safety limits for safe operation.

14. Pneumatic compressor with over pressure safety valve ..relieves pneumatic pressure  by venting to exterior system ..mounted upon the high pressure case

15. Pneumatic impeller

16. Drive belt ,pulley system

17. Max pressure pressure relief valve and one way valve combination

18. Main throttle management system and sensors velocity of pneumatic flow , air pressure, temperature,

     and electrical ( charge caused by static electricity  ) sensor... sensors report to logic  circuit and motor

     system control mapping computer

19. Throttle cable

20. Combined air conditioner compressor ( electric clutch ) and pneumatic compressor with over pressure safety valve ..relieves pneumatic pressure  by venting to exterior
      system ..mounted upon  the high pressure case,  may also contain pneumatic "start" impeller ( then venting to the open air with pneumatic valve upon the connecting
      pneumatic  flow tube with air pressure emanating from the pneumatic pressure storage tank number 36. ( also for some system may have in addition a
      hydraulic impeller to assist in rotational start sequence.

21. Piston impeller assembly ( with ring system )

22. Connecting rod

23. Variable position "electric" flow valve

24. pneumatic flow tube ( air intake manifold ) Cylinder "Head" pneumatic pressure intake

25.  "Draft Accelerator" and Velocity flow meter and valved "throttle".
 
         The draft accelerator is  a simple system that uses pressurized pneumatic velocity to impale a rotational centrifugal pneumatic
        impeller also as an electric motor ( circumference ). Flow from the pneumatic pressure storage tank number 36 then impales the " draft accelerator's pneumatic impeller

         The "propeller"  like pneumatic impeller is then tandem rotation with rotational ratio gear set ( low side "input" ) with the high side of the gear
        set then spinning a Pneumatic compressor "propeller" causing the draft of pneumatic pressure.

        The centrifugal pneumatic compressor ( propeller )is  then  also  a generator  feeding it's generated electricity to
        the motor ( upon the "draft impeller" circumference ).

        Also the "draft impeller" upon the said assembly has R.P.M. sensor and reports to the logic mapping computer with sensor fault indicator and safety shut off "all stop" function.
        compressor also an electric motor ( system "drafts pneumatic pressure ).  Like component "Z" upon http://designdeskinc.com/Tri_-_Plex_Lifter.html but contains flow rate meter
       ( triplex lifter not for sale ) If interested in the anti gravity ( sealed force vector )  design "Tri Plex lifter" please inquire...

        The pneumatic  pressure intake from the discharge of the pneumatic pressure storage tank "Z" causes advancement by vacuum. The pneumatic compressor will then pneumatic
        pressure vent into the flow  meter...and into the rest the flow system. System will also contain pressure sensors , fault indicators reporting to the mapping logic circuit control
        board. The over pressure  max pressure safety pressure relief valve will be mounted upon the compressors casing to then vent via tube to the main pressure storage tank number 36.

26. Pneumatic flow tube

27. Pneumatic flow tube

28. Pneumatic intake flow tube

29. Oil pump and gear that rotates by gear upon the crank shaft ( oil pressure feeds main bearings and both cam systems / other where required )
      * Note - The interior of the  "block" will be so that the oil is then contained for lubrication where required ... with minimal oil vaporization  separated from the pneumatic flow cycle.
         There will also be oil return tubing from the oiling the valve system venting pressure from the "chamber".

30. Oil flow tube

31. Wire "bus" connector for dynamo rotates from over head cam locking system

32. Dynamo ( permanent magnetic electricity generator ) Dc ( direct current )

33. Oil fill dip stick oil level indicator ( non conductive electrically , non flammable , silicone oil )

34. Crank shaft  ( may connect multiple piston assemblies ) is also a cam shaft to open the valves via push rod assemblies to  then fill the "up pressure " cycle  lifting the pistons
      post pneumatic  impeller number 15 . Required for correct pressurization timing.

35. Funnel pneumatic flow restriction

36. Air pressure storage tank


Pneumatic pressure as a spring...This "motor" design will be constructed for the average person to maintenance easily with enough operational room to use tools to remove components with minimal effort... Also the entire drive line will be able to be extracted from the automobile upon a slide rack "motor" mounting system for quick exchange  of system components.

 * Note - Within the piston impeller system above the crank shaft is then connected to a torque converter then fly wheel ( an electric motor )  fed electricity by the alternator/ generator ,
               High Voltage Dc or  Ac current ..then regulated by variable resistor / Potentiometer ,   electric throttle. The electric motor is
              then connected to an automatic transmission and or a manual transmission, drive shaft , universal joint,  and differential  rotating drive shafts, rotating wheels .
             The "drive line" is upon   the opposite side of the pneumatic compressor number14 and pneumatic impeller number 15  connecting to the crank shaft.

* Note - The linear generator field coil / Stator then energized and regulated  by the magneto within number 11 with the linear generator's electrical output then feeding
              current ( regulated ) to  the Stator field coil of number 11. Number 11 then provides electricity for the main electric motor then connected to the crank shaft and  transmission.
              The dynamo number 32 then also can serve as a electrical back up system to also convert electrical current as a secondary redundant system to cause
              electricity ( then into the Stator field coil  for the  linear generator ... The dynamo will also provide required direct current ( Dc ) electrical current for lamps
              instrumentation.... horn... radio etc.  Component similar to "z" ( draft accelerator ) then self pressurizing electrically...also "boost" upon load demand.

* Note - Between number 34 and number 14 is then a 1:8 ratio gear set to then compress exterior air at greater velocity than the discharge rate also the being able to cause an
               incline in pressurization rate due to number 15 ( pneumatic impeller )  then being attached and tandem to the high side of the gear set.  The said rotational amplification also
               to then advance the drive belt system ( number 16 ) via additional 1:4 ratio gear set system ( the drive belt system rotates at four times the rate of numbers 14 and 15 ) This
              will then  cause   greater rate of rotation for the air  compressor assembly number 20 and  the alternator yielding more electrical current than required also providing the
              incline rate of current  when electrical load demand is required.  * Note "optional"  connectivity between number 14 and number 15 via hard connection and or
              electromagnetic clutch. Number 14  and number 15 may also free spin independent of one another....

* Note - The pistons and piston chambers are then also able to be as " linear induction generators" to feed electricity to the system where and when the  electrical current is
              required. Also as an addition ... the "linear generators"  may be wired to also function as solenoids... then causing motivation ( movement ) of the pistons by electricity.

              Multiple numbers of piston assemblies may occur ie. 2,3,4,8, etc... if the platform is three then for the linear generator type...two cylinders would then generate and one
              cylinder would then act as a solenoid (upon the down or up stroke ) ... the platform ( pattern would then repeat for system with increased number of pistons and cylinders).

* Note - Base of filtered pneumatic intake number 5 will then also be a pressure rated one way valve to prevent main pneumatic pressure tank pressure loss....."gate" ( intake into
               number 20 pneumatic compressor  will only open when adequate suction has been attained... An additional one way valve will be placed upon flow tube number 27 post
               the pneumatic compressor  within  number 20 , then the one way valve is placed  before the pneumatic pressure flow enters the main pneumatic pressure storage tank ( number 36 )

* Note - Number 14 then compressor is of larger surface area than the impeller number 15...both rotate tandem with the piston crank shaft. Since the piston cycle will
              produce a "tilt" the gain from number 14 will then allow number 15 to accelerate the generator and crank shaft then again tilted by electricity with in the electric
             motor flywheel unit. The air pressure exhaust from number  14 can be vented unto the exterior of the system ( "start " position  - less resistance than venting back into
             the system). The valve upon the "start"  cycle is then also a start directional valve, venting to the exterior then  to then switch positions and  vent into the "chamber", a
             transverse pressure tank mounted horizontally across the length of the piston block .[ "up flow " piston lifting system ]  ). The "up flow" pressure tank  referred to as
              the   "chamber", vents with  timed regulation and  valving system ( lifter push rod rocker arm valve and valve  closing spring / mounted by the base of the piston ) actuated
             by crank shaft   cam,  to then   pressurize the piston chamber then lifting the piston back to the top of it's cycle. The underside of the piston pressurization cycle is then evacuated
             via coil spring dampener valve and then vents into a "vacuum chamber" with the vacuum produced by velocity flow produced by the cam chain rotating a sprocket spinning a
             ratio gear set connected to a pneumatic impeller then driving an air pump that produced high vacuum in the "vacuum chamber".

             The "up flow"  flow would then decompress and vent when the piston  reaches the top ( via incline discharge orifice [ if you wrapped a door stop with fiber glass the
             orifice is larger at the top the negative impression would then be the discharge orifice  ) of it's cycle to then allow the flow from number
             24 to not   have resistance from   the "up flow" pressure post number 15 when pneumatic pressure is then injected via tube number 24. The venting "up flow" would   also
             then be valve regulated from the "chamber" and then  be "timed" to co-inside with the cycles  correct  operation. The "chamber" may also vent pressure to the high side of
             the gear set impaling  a pneumatic impeller rotating in  tandem with the vacuum pump also rotated  by the drive chain,  to counteract the resistance produced when using
             ratio gear sets.  The exhaust pressure venting post number 15 will then enter a  "chamber" via flow tube  that has injection ports and valves operated by the crank shaft
             cam rotating   pushing "push rods"  positioning "rocker"  arms, opening valves to pressurize the underside of the piston (springs close the valves ).   The said "chamber"  then also
             pressure    monitored pneumatic pressure pounds per  square inch (  P.S.I. ) monitored by  sensor { reports to system logic circuit board ] with over pressure safety valve
             ( with discharge pressure recovery tube feeds tube with one way valve , that is then connected by   tube to the main pneumatic pressure storage tank number 36 ).  System may
              still "bounce"  referred to as "dieseling"  upon remainder air pressure left in the "up flow" chamber. Pneumatic pressure used as a spring.
       
              Piston exhaust pneumatic  flow passes   through a slight restriction valve to allow for   greater pressurization of the under side of the piston.
              The flow post ( after  ) lifting the piston the air pressure will pass a coil spring dampener valve and then vent into a vacuum chamber. Upon the vacuum chamber.... will also
              be inlet ports from the discharge of the  "up pressure" cycle within the piston impeller system causing vacuum when the cylinder pistons then are at the top of their cycle
              causing a pulling of the pressure that lifted the piston and causing a greater evacuation rate. The valves that open to allow for the "up pressure" evacuation will then be of
              coil spring  type with the springs pressurizing the valves closed until certain pressure is obtained within the piston chamber then to allow the valve to open and then the gas
              will be dumped into high vacuum ... connected by flow tube  to the "vacuum chamber".
              The vacuum chamber ( negative pressure pressure tank ) with the gas evacuation the caused by a hyper active pump being then advanced by the drive chain advancing the
              over head cam shaft ..with an additional sprocket upon the drive chain then the sprocket rotates an amplification gear set ( sealed bearings with silicone oil for gear lubrication )
              and the gear set then rotating a high speed vacuum pump pulling gas from the vacuum chamber... then injecting it's discharge under pressure to the main pressure storage
             tank number 36. Additionally a pneumatic impeller is attached to the high side of the ratio gear set to counteract the resistance produced when causing rotational
             amplification using ratio gear sets. The pneumatic feed pressure is channeled and regulated from the "chamber " pressure tank , impales the gear set pneumatic impeller and
             then vents to the main pneumatic pressure  storage tank , number 36. Vacuum cycle assembly is as follows ; sprocket, ratio gear set 1:50 / other, pneumatic impeller tandem
              with the high rate of rotation side of the gear set, vacuum  pump.  The vacuum pump pulls pressure from the vacuum chamber and discharges pressure into number 36.
 
             If multiple pistons system connected upon multi piston crank shaft are used, the "chamber" ( pressurized and "vacuum chamber" ( negative pressure )  are then with ports upon
             the chambers venting into each piston via, valve operated   by the crank shaft cam,  to open the valves and fill pressure  lift the pistons... ports are also upon each piston
             assembly to then allow for vacuum venting... as well.


* Note - The "Head" contains Max pressure safety pressure relief valve vents via tube to "vacuum chamber",  intake and exhaust valves and springs, shim and tappet, opened and
             closed by rotation of the over  head cam... ( multiple platform of intake and  exhaust valve systems. The  valve diameter upon exhaust is then a smaller diameter just   slightly
             as to then increase the pressure and flow rate into the cyclone that then    spins the pneumatic air flow circularly, to then be accelerated by adhesion and compression
              ( Archimedes screw with air flow ) and then the pressure flow into through the funnel.   Using exhaust flow as a pump by dynamic of turbulence.

*Note - The "dampener valve"  will also be limited by oil flow pressure cycle via intermittent pressurization of "dampener valve's " internal oil piston to then allow the down
             stroke to correctly pressurize the piston to cause motion...also closed when venting through the "head" also then causing pneumatic velocity acceleration. The oil pressure
             then keeps the valve closed with the coil spring assistance when air pressure is entering from number 24 ...also then closed until the "up flow" then caused the piston at the
             correct height within the cylinder to then relieve the oil pressure and allow the coil spring to then be compressed and opens the "dampener valve" to allow for "up pressure" air
             pressure evacuation into the "vacuum chamber". The  oil pressure timing cycle is built  into the oil pump to then be "timed" with top dead zero position mark for correct
            system operation upon the crank shaft.

            
* Note - The cam shaft dynamo will also be able to be used as a redundant back up electrical production converter to the continue to produce electricity should the drive belt break
              while system is in operation to then not disrupt the Automobiles 12v dc head lights turn signals etc..... Dash board will also use a fiber optic system to indicate head lamp
              failure or other lamp outage....  will assist people to realize if their driving with their head lamps off at night.

* Note - As an addition to this system ...some applications will then required sealed gas pressure cycling.... Argon as inert Nobel gas would then be a good choice..
             The gas / air intakes number 7 and number 5 will then be fed gas pressure from the main pressure storage tank regulated by restriction valve that will also have operation
            fault sensors and pressure indicators reporting to the mapping logic board . The said valves  ( variable / electric and hard cord  redundant  positional control ) will then also
            have an "all stop" function to restrict gas pressure should component failure occur.

* Note -  Optional - For Semi trucks / Haul trucks a a system such as a static generator  ( http://designdeskinc.com/Static_Generator.html ) with flow cycle where the pneumatic intake
             compressor is then driven by returning hydraulic flow,  to then route hydraulic flow via  tubing to a hydraulic impeller and safety valve system ( safety valve returns to
               hydraulic oil tank )  to   assist in the piston motor starting by hydraulic pressure then impaling a hydraulic impeller tandem with number 20,  mounted upon , back side of
               number 20...  ...  lots of weight to cause inertia for...  to start...

 The addition then of a gas recycling pathway would then be as follows;

* Note - As an addition to this system ...some applications will then required sealed gas pressure cycling.... Argon as inert Nobel gas would then be a good choice..
The gas / air intakes number 7 and number 5 will then be fed gas pressure from the main pressure storage tank regulated by restriction valve that will also have operation fault sensors and pressure indicators reporting to the mapping logic board . The said valves  ( variable / electric and hard cord  redundant  positional control ) will then also have an "all stop" function to restrict gas pressure should component failure occur.  The compressed gas from number 14 would then be directed via flow tube into the center of the cyclone to increase flow system pressurization and speed of system.

Also impact shield casings to protect from component fracture and or component failure will be required for all hyper velocity systems contained here in and following ....
Pneumatic centrifugal compressors,  impellers and casings should then be composed of Stainless Steel ( I don't think rusting the metal out is a good idea ). Using stainless steel will become cost effective if refining the metal is then using fuel less high voltage to process the metal. Where applicable Carbon Graphite is a suitable choice for some system components

 

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