Electric Automobile
ARGON INERT NON ELECTRICALLY CONDUCTIVE GAS IS BEST BUT IF USING AIR PRESSURE A CAPACITANCE ELECTRICAL "SINK" TO CONTROL STATIC ELECTRICITY WILL THEN BE A S THE ELECTRICAL GROUNDING..... ELECTRICAL SINK DEFINED A MATERIAL THAT WILL HOLD AND GAIN ELECTRICITY CHARGE "CAPACITOR" THEN DISCHARGE THE CURRENT TO CONVERT THE ELECTRICITY TO WORK.. SPINNING A FAN LIGHTING A LAMP ETC...
PARTS LIST
1. SMALL PULLEY
2. TENSION PULLEY
3. LARGE PULLEY
4. BELT
5. PNEUMATIC IMPELLER
6. 1:4 RATIO GEAR SET
7. BRUSHES AND BRUSH TRACK
8. HIGH VOLTAGE GENERATOR
9. ARMATURE
10. FIXED FIELD COIL PRIMARY GENERATOR
11. ELECTROMAGNETIC CLUTCH BRUSHES / BRUSHTRACK
12. BEARING SLIP RING
13. ARMATURE
14. ELECTROMAGNETIC CLUTCH
15. INNER ELECTROMAGNETIC CLUTCH BRUSHES / BRUSHTRACK
16. REDESIGNED ELECTRIC MOTOR BRUSHES / BRUSHTRACK
17. COMMUTATOR / ADVANCING BRUSHES
18. 1: 4 RATIO GEAR SET
19. ADVANCING FIELD COIL
20. COMMUTATOR / ADVANCING BRUSHES
21. PNEUMATIC IMPELLER
22. PNEUMATIC FLOW CONTROL VALVE
23. HIGH SPEED GENERATOR / WITH ADDITIONAL ELECTRIC MOTOR)
24. PERMANENT MAGNETIC HIGH VOLTAGE GENERATOR
25. SLIDE VALVE
26. PNEUMATIC FLOW LINE
27. MAX PRESSURE SAFETY VALVE
28. PNEUMATIC PRESSURE TANK
29. PISTON TYPE ELECTRIC AIR COMPRESSOR
30. AIR FILTER
31. ONE WAY VALVE
32. BATTERY TANK ( in lieu of the battery for "start up" an additional air compressor may then be added to the drive belt assembly to then cause low pressure in the gas flow tube prior to system "shut down". The outer chamber of the argon pressure storage tank then feeding high pressure into the main flow tube ..so that when the slide valve is correctly place [in position ] it will allow for argon gas pressure cycle start by the position of the pressure.. when shutting the system "down " a vacuum then pulled into the flow tube..actuate the slide valve manually...then the pressure flow starts the cycle.
When "running" the pressure then reverses it's position in the pressure storage tank to then cause low pressure / vacuum in the outer chamber to then "pull" the gas through the cycle via the additional argon gas pump driven by the drive belt system with the compressor 's electric switch valve then causing gas pressure through one way valve injecting, via tube, pressure into the ratio gear set "counter tilt" impellers upon the generator's gear sets..
33. ADVANCING FIELD COIL
34. CENTRIFUGAL PNEUMATIC TURBO COMPRESSOR
DESCRIPTION
THE FOLLOWING FUEL LESS GENERATOR DESIGN IS INTENDED TO BE APPLIED TO AN ELECTRIC AUTOMOBILE THAT WILL SELF CHARGE WITH UNLIMITED RANGE. ALSO THE DESIGN SYSTEM CAN BE APPLIED TO ANY APPLICATION WHERE ELECTRICAL CURRENT IS REQUIRED.
THE SYSTEM PRODUCES ZERO EMISSION AND IS A CONSTANT SOURCE OF POWER REGARDLESS OF ENVIRONMENTAL CONDITIONS.
FROM THE BATTERY THE MAPPING COMPUTER ALLOWS CURRENT TO FEED THE REDESIGNED ELECTRIC MOTOR AT NUMBER 16, 15, AND 11. AT THE SAME TIME THE COMPUTER WILL OPEN NUMBER 22 ALLOWING PRESSURE TO ASSIST IN THE ROTATION OF THE REDESIGNED ELECTRIC MOTOR. NUMBER 24 FEEDS CURRENT TO NUMBER 10 AND NUMBER 8 ENERGIZING THE FIELD COILS .
THE PRIMARY GENERATORS OUT PUT IS DIRECTED THROUGH NUMBER 7 AND FED TO THE CONTROL UNIT THAT WILL DECIDE THE CURRENT TO FEED BACK TO BRUSHES AT NUMBER 7 TO THEN FEED THE INNER ELECTRIC MOTOR NUMBERS 9, 17, AND 33. NUMBER 23 IS THEN GENERATING CURRENT AT HIGH SPEED AND FEEDS CURRENT TO NUMBERS 11, 15 AND 16. THIS IS THEN SHUTTING THE CURRENT FEED OFF FROM THE BATTERY TANK AND NUMBER 23 IS THEN CHARGING THE BATTERY.
NUMBER 8 IS THEN PRODUCING CURRENT OUTPUT TO FEED TO THE EXTERNAL APPLICATION BEING THE FORWARD ELECTRIC MOTOR SYSTEMS THAT PROPEL THE AUTOMOBILE. . WHEN NUMBER 8 IS THEN LOADING NUMBER 23'S CONTROLLER IS THEN ALLOWING MORE CURRENT TO COUNTER ACT THE LOAD BY INCREASING THE CURRENT TO THE REDESIGNED ELECTRIC MOTOR AT NUMBERS 11, 15, AND 16. ONLY A PERCENT OF NUMBER 23's CURRENT IS USED TO CAUSE A RUN AWAY EFFECT.
R.P.M. SENSORS ARE LOCATED WITHIN THE GENERATORS AND REPORT TO THE MAPPING COMPUTER.
IT IS IMPORTANT TO NOTE THAT A MAGNETIC FIELD INSULATOR WILL BE PLACED IN TWO PLACES WITHIN THIS DESIGN. THE FIRST PLACEMENT OF MAGNETIC FIELD INSULATOR WILL BE BETWEEN THE INNER ELECTROMAGNETIC CLUTCH AND THE ADVANCING FIELD COIL FOR THE REDESIGNED ELECTRIC MOTOR. THE SECOND PLACEMENT OF MAGNETIC FIELD INSULATOR WILL BE BETWEEN THE CURRENT "PICK UP" (ARMATURE) FOR THE PRIMARY GENERATOR AND THE INTERIOR ELECTRIC MOTOR'S ADVANCING FIELD COIL. THESE PLACEMENTS PREVENT INCORRECT MAGNETIC LOOPING
SO IN A NUTSHELL...THIS SYSTEM IS A PRESSURIZED TURBO CYCLE THAT ACCELERATES UPON THE TURBO COMPRESSOR'S PNEUMATIC DISPLACEMENT WHILE CARRYING A LOAD THAT GENERATES CURRENT AND THAT CURRENT IS THEN FED TO THE. REDESIGNED ELECTRIC MOTOR WITH ADVANCING FIELD COIL THAT IS ALSO BEING ROTATED BY PRESSURIZED VELOCITY OF PNEUMATIC PRESSURE. THE PNEUMATIC PRESSURIZED VELOCITY CAN OBTAIN 100% OF THE FORCE REQUIRED TO ROTATE THE REDESIGNED ELECTRIC MOTOR AND GENERATORS THEN ADD THE ROTATIONAL EFFECT OF CURRENT THEN FED TO THE REDESIGNED ELECTRIC MOTOR. IT'S FUEL LESS ELECTRICITY.
THE ELECTROMAGNETIC CLUTCH WILL SLIP BECAUSE THE ADVANCEMENT OF THE ADVANCING FIELD COIL WILL BE AT A SLOWER RATE THAN THE ARMATURE IN THE REDESIGNED ELECTRIC MOTOR.
AS WITH ALL OF THESE SYSTEMS ON THIS SITE BRUSH LESS TRANSFERENCE CAN BE USED FOR THE DISPLAYED PRESSURE CYCLES...IN CERTAIN SITUATIONS ULTRA HIGH SPEED WILL REQUIRE BRUSH LESS CURRENT TRANSFERENCE WITH IN THE ELECTRIC MOTORS AND GENERATORS.
THIS SYSTEM CAN BE EITHER ALTERNATING CURRENT OR DIRECT CURRENT.
ALSO AS AN ADDITION A SUPER COOLER MAY BE ADDED TO CHILL THE HIGH INTENSITY ELECTRIC CONDUITS. FOR LONG RUN TIME ELECTROMAGNETIC FIELD BEARINGS CAN BE USED IN PLACE OF SEALED BEARINGS.
AS AN ADDED FEATURE THIS SYSTEM INCLUDES ADJUSTABLE FIELD COILS CONTROLLED BY THE MAPPING COMPUTER. THIS ALLOWS THE SYSTEM TO SET THE CORRECT RESISTANCE FOR THE CURRENT INPUT SO THAT IT OVERCOMES.
THE PULLEY AND BELT SYSTEM CAN BE SUBSTITUTED WITH AN OILED CHAIN AND SPROCKET SYSTEM. BEING THEN A CHAIN THE OIL PUMP WOULD BE DRIVEN BY THE TENSION SPROCKET.
AS WITH OTHER SYSTEMS ON THIS SITE THIS DESIGN USES PASSIVE AMPLIFICATION OF PNEUMATIC PRESSURE THRU VENTURI RESTRICTION AT INLET TO NUMBER 21. THE PNEUMATIC COMPRESSOR IS ALSO A LARGER DIAMETER THAN THE PNEUMATIC IMPELLERS.
THE CHARGING CIRCUIT FOR THE CURRENT LEVEL RESTORATION IS AS FOLLOWS...CURRENT FROM NUMBER 24 TO NUMBER 10 THEN TO TRANSFORMER THEN TO AC TO DC INVERTER THEN TO BATTERY CHARGER AND THEN DC CURRENT INTO THE BATTERY....THIS SYSTEM IS SELF CHARGING FOR THE NEXT RESTART...
AS AN OPTION THE PNEUMATIC FLOW SYSTEM CAN BE REPLACED BY A HYDRAULIC SYSTEM. THE IMPELLERS WOULD REMAIN IN THE SAME LOCATION AND THE CENTRIFUGAL PNEUMATIC TURBO COMPRESSOR WOULD BE REPLACED BY A HYDRAULIC FLUID PUMP. THE PNEUMATIC FLOW LINE THEN IS REPLACED BY HYDRAULIC FLOW TUBE AND ALSO THE PISTON TYPE AIR COMPRESSOR WOULD BE OMITTED. THE PNEUMATIC STORAGE TANK WOULD THEN BE REPLACED BY HYDRAULIC TANK WITH OPERATIONAL SAFETY PRESSURE RELIEF VALVES. THE REASON PNEUMATICS WERE CHOSEN ARE ENVIRONMENTAL IMPACT AND FAULT OF OPERATION RECOVERY PATHWAYS.
NUMBER 23 HIGH VOLTAGE GENERATOR IS AN ELECTRIC MOTOR JOINED TO AN ELECTRIC GENERATOR WITH THE CURRENT FOR THE ELECTRIC MOTOR AND MAGNETO IN THE GENERATOR DERIVED FROM THE CIRCUIT POST NUMBER 9.
ALSO AS AN AUGMENTATION NUMBER 10 CAN BE CHANGED INTO A SPLIT MOTOR GENERATOR SYSTEM (A COMBINED ELECTRIC MOTOR AND GENERATOR) SO THAT THE RESISTANCE FROM THE RATIO GEAR SET , NUMBER 6, IS COUNTERACTED UPON. THE FEED CURRENT FOR THE MODIFICATION ( ELECTRIC MOTOR) WOULD THEN BE DERIVED FROM NUMBER 23, (HIGH SPEED GENERATOR) ADDITIONAL BRUSHES FOR THE ADDITIONAL ELECTRIC MOTOR WILL ALSO BE REQUIRED AND INCREASE THE SIZE OF THE COMMUTATOR.
AS A COST REDUCTION MEASURE THE REDESIGNED ELECTRIC MOTOR WITH ADVANCING FIELD COIL AND ELECTROMAGNETIC CLUTCH CAN BE OMITTED AND REPLACED WITH A STANDARD DUAL SHAFT ELECTRIC MOTOR.
IN THE DESIGN BELOW THERE IS A TYPO IN THE DESCRIPTION. THE DESCRIPTION READS PRIMATY GENERATOR AND SHOULD READ PRIMARY GENERATOR.
THE CURRENT THEN PRODUCED IN NUMBER 8 CAN THEN BE FED TO AN ADDITIONAL ELECTRIC MOTOR CONNECTED TO A TRANSMISSION AND DRIVE LINE ROTATING TIRES TO THEN PROPEL THE AUTO CAR.
* A PNEUMATIC MAX PRESSURE SAFETY VALVE ( PRESSURE RELIEF VALVE ) MAY NEED TO BE INSTALLED BEFORE PNEUMATIC IMPELLER NUMBER 5 UPON "INTAKE" WITH THE RELIEF AIR PRESSURE THEN PIPED TO THE PNEUMATIC PRESSURE STORAGE TANK.
* ADDITIONALLY AN ADDITIONAL PNEUMATIC IMPELLER FLOW SYSTEM MAY BE ALSO THEN CONTAINED WITHIN THE RATIO GEAR SETS TO THEN CAUSE PRESSURIZATION AND ROTATIONAL INCREASE RATE BY ADDITIONAL PNEUMATIC PRESSURE. THE PNEUMATIC PRESSURE IS THEN PIPED FROM THE MAIN PNEUMATIC PRESSURE STORAGE TANK TO THE ADDITIONAL PNEUMATIC IMPELLERS CONTAINED WITHIN THE RATIO GEAR SETS. THE ADDITIONAL PNEUMATIC IMPELLERS THEN CONNECTED TO THE HIGH SIDE OF THE GEAR RATIO VIA PNEUMATIC IMPELLER THEN ROTATING IN TANDEM . THE ADDITIONAL IMPELLERS WILL HAVE MAX PRESSURE SAFETY
VALVES ( PRESSURE RELIEF VALVES - 2 STAGE ..1ST TO RE-DUMP TO AIR STORAGE TANK 2ND TO EXTERIOR AIR ) AND FLOW RATE ADJUSTMENT VALVES UPON THE ADDITIONAL FLOW TUBES. THE ADDITIONAL IMPELLERS WITHIN THE RATIO GEAR SETS WILL THEN DISCHARGE TO FLOW TUBE BETWEEN NUMBERS 34 AND 21.
ASSEMBLY AS DEPICTED CONTAINED WITHIN A "QUICK CHANGE " PLUG IN CARTRIDGE.
AS AN ADDITION IN LIEU OF USING A BATTERY TO THEN START THE CYCLE AS THE RESOURCE SCARCITY THEN PRODUCING A COST PROBLEM IN TIME VS. RESOURCE AVAILABILITY...THEN INSTEAD OF A BATTERY A PNEUMATIC TRAVEL COIL THAT ALLOWS FOR ZERO PRESSURE WITHIN IT TO ALLOW PRESSURE TO BEGIN TO ROTATE THE SYSTEM CAN BE INSTALLED. THE TRAVEL COIL WILL WILL HAVE TWO VALVES ONE UPON ENTRY AND ONE UPON EXIT OF THE TRAVEL COIL WITH EXTERIOR VENTING TO THEN DUMP ALL PNEUMATIC PRESSURE WITHIN THE COIL PRE START FUNCTION . WITH THE ENTRY VALVE THEN CLOSED THE EXHAUST VALVE THEN VENTS PRESSURE TO THE EXTERIOR. THE TWO VALVES UPON THE TRAVEL COIL THEN RETURNED TO THE IN - LINE FLOW POSITION TANDEM WITH NUMBER 22 WHEN THEN STARTING THE PNEUMATIC PRESSURE FLOW CYCLING. TRAVEL COIL PLACED POST NUMBER 5 AND BEFORE NUMBER 28. ADDITIONALLY A PNEUMATIC ONE WAY VALVE WILL BE PLACED BETWEEN THE EXHAUST OF THE TRAVEL COIL AND THE PRESSURE STORAGE TANK WITH VECTOR ORIENTATION THEN ALLOWING PNEUMATIC FLOW ONLY INTO THE PNEUMATIC PRESSURE STORAGE TANK.
ADDITIONALLY AN AIR COMPRESSOR ( PISTON TYPE OR COMPOUNDING CENTRIFUGAL AIR COMPRESSION) MAY BE ADDED TO THE DRIVE BELT SYSTEM TO THEN FEED PNEUMATIC PRESSURE VIA TUBE WITH ONE WAY VALVE ( ONE WAY VALVE THEN ONLY ALLOWING AIR INTO THE PRESSURE TANK ) TO THEN FILL THE PNEUMATIC PRESSURE STORAGE TANK INCREASING THE AIR PRESSURE WITHIN THE PRESSURE STORAGE TANK. THE ADDITIONAL "GAIN" AIR PRESSURE IS THEN VENTED AND REGULATED VIA TUBE WITH PNEUMATIC VALVE, (WITH SAFETY OVER PRESSURE PRESSURE RELIEF VALVE ) WITH THE 'GAIN' AIR PRESSURE THEN VENTING FROM THE AIR PRESSURE PRESSURE STORAGE TANK , THROUGH THE VALVE THEN VIA PRESSURE TUBE ACROSS A PNEUMATIC IMPELLERS THEN WITHIN THE 1:4 RATIO GEAR SET IN NUMBER 18 AND NUMBER 6 . THE ADDITIONAL PNEUMATIC IMPELLER CONTAINED IN THE RATIO GEAR SETS THEN TANDEM ROTATING WITH THE HIGH SIDE OF THE GEARING TO REDUCE THE RESISTANCE OF ROTATIONAL AMPLIFICATION CAUSED WHEN USING A GEARING INCLINE. THE ADDITIONAL PNEUMATIC IMPELLER SYSTEM THEN VENTS TO OPEN AIR POST PNEUMATIC IMPELLER IN THE RATIO GEAR SETS.
TRAVEL COIL DEFINED - A COIL TUBE ( RATED FOR PNEUMATIC PRESSURE ) LONG IN DISTANCE ( TO ALLOW FOR RATE REQUIRED TO CAUSE ELECTRIFICATION TO THEN CAUSE SYSTEM SUSTAINED ROTATION ) . THE TRAVEL COIL THEN RESEMBLING A COIL SPRING IN SHAPE.
ELECTRO - STATIC COLLECTION GRID WILL ALSO BE INSTALLED IN THE FLOW TUBE TO BETTER ASSIST THE CONTROL OF STATIC ELECTRICITY THEN ELECTRICALLY GROUNDED.
THE ADVANCED AUTOMOTIVE DESIGN SYSTEM WILL ALSO COME EQUIPPED WITH WITH A HYDRAULIC LIFT PISTON LIKE A FIXED ON BOARD HYDRAULIC JACK WITH A TILT FOOT TO LIFT HIGH ENOUGH TO THE CHANGE A TIRE UPON THE AUTOMOBILE. THE TILT FOOT WILL ALSO EXTENT SUPPORTING THE CAR WHEN THE VEHICLE IS NOT IN OPERATION / ENGINE SYSTEM OFF AND OR IN PARK...THE SYSTEM TILTS THE CAR AS NEVER TO HAVE A RUN AWAY CAR EFFECT OCCUR.
THE ADDITIONAL ELECTRIC MOTOR TRANSMISSION ASSEMBLY ALSO A "QUICK CHANGE SYSTEM THEN UPON A SLIDE RACK FOR EASE OF EXTRACTION AND MAINTENANCE WITH THE ASSEMBLY THEN BEING ABLE TO BE SUPPORTED AND UPON THE SLIDE RACK THEN EXTENDED FROM THE FRAME OF THE CAR TO GIVE MECHANIC EASY TOOL CLEARANCE.
I'll list logic
1. power from the battery powers redesigned electric motor to 1000 r.p.m. ,permanent magnetic generator energizes field coils
2. air pressure is released impaling the redesigned electric motor/ generator assembly flow reduces field resistance
3. the pulley on the end of the redesigned electric motor / generator assembly is driving another pulley on the compressor assembly at 1:2 ratio in tandem with pneumatic impeller and resistance of the 1:4 ratio gear set and current "pick up" (armature of primary generator)
4. now 2000 r.p.m. into a 1:4 ratio gear set produces 8000 R.P.M. in the primary generator. current re-dumped to the primary generator internal electric motor
5. angular conservation...add loading and resistance from 1:4 ratio gear set and high speed generator (also permanent magnetic) as an estimate input 5000 r.p.m.
6. so the compressors motor is driving at 5000 r.p.m. into a 1:4 ratio gear set sending the pneumatic compressor to 20000 r.p.m. at 2000 p.s.i. . You will find that the system operates on less pneumatic pressure it is filled with slightly greater pressure than resistance produced by the generating magnetic fields and ratio gear set.
7. pneumatic flow post compressor impales an impeller listed in number 3 (pneumatic turbo compressor assembly). velocity reduces field resistance of both assemblies and increases the primary generators armature to est.+/- 40000 r.p.m. with current dumped to the primary generators inner electric motor causing the compressor to advance at greater rate. This cycle will continue to increase in power with speed governed by the mapping computer.
8. current produced from the high speed generator (at 20000 r.p.m. feeds the redesigned electric motor ) then advancing the redesigned electric motor / generator assembly from it's 5000 r.p.m. with additional rotational force applied through magnetic pressure and current from the high speed generator to an addition of 5000 r.p.m. from electricity to the redesigned electric motor. The current from the battery is shut off and then receives charging from the high speed generator. The pneumatic velocity is then counteracting the resistance of the generators by velocity of 10,000 r.p.m.
9. cycle is constant increase overunity extracted from high voltage generator. It's a circular thrust equation in which the variables increase.
10. effect of electromagnetic clutch at high speed elongated power orbit because the high speed pneumatic flow is advancing. The system is designed to speed up when loading is placed upon the high speed generator because of reduction produced by pneumatic pressurized flow.
11. this system should demonstrate the forward advancement of magnetic pressure by compounding pneumatic velocity flow.
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