Note: Descriptions are shown in the official language in which they were submitted.
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TITLE: STATIC FLUID DRIVEN CONTAINER DEVICE.
TECHNICAL FIELD OF THE INVENTION:
This Invention is an apparatus or device comprising of a container,
which exerts continuous net force in the direction of the container-head
from the force exerted by compressed and/or pressurized non-moving
working fluid contained within the container and generates motion or
propulsion of connected device(s) or apparatus(es) or vehicle(s)
AND/OR acts as a chassis or structure or frame based braking and/or
safety device(s) for all kinds of vehicle(s) or object(s).
USE OF THE INVENTION:
The various embodiments of the apparatus or device have very wide
scope and potential and can be used in many kinds of engineering
industries, including but not limited to mechanically isolated engineering
systems with compressed and/or pressurized non-moving or static
working fluids. Some embodiments are specially designed turbines for
generating rotational motion and has the potential of being used as a
source of mechanical power in various industries, particularly for driving
rotor(s) of power generator(s) or alternators to generate electricity.
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Some embodiments are intended to be used as propellors for the
purpose of generating propulsion of vehicle(s). Some of the other
embodiments of this invention can be directly used as self-propelled
vehicle(s) or device(s) OR as propulsion engines for vehicles of all types
and/or objects. Some embodiments of this invention can be used as a
container driven structure based braking device particularly structure or
frame or chassis based braking and/or safety device for the purpose of
braking and/or safety of vehicles of all kinds and other objects. Some
embodiments of this invention can be used as floating platforms in air or
water or even outer-space.
BACKGROUND OF THE INVENTION:
Conventional containers, isolated or otherwise, by themselves are
incapable of exerting or delivering net force or thrust in any particular
direction from the force exerted by compressed and/or pressurized non-
moving fluid contained within the cylinder or container. They are thus
incapable of performing the task of an engine for generating motion or
propulsion and/or act as a braking device in connected object(s) or
vehicle(s). This invention has overcome this difficulty and has provided
the capability to specially designed container(s) to act as engine(s) or
motion generator(s) from the force exerted by compressed and/or
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pressurized static or motion-less working fluid contained within the
container(s) by utilizing its internal energy withOut conversion of form.
PRIOR ART:
In conventional containers or cylinders, isolated or otherwise, the force
exerted by compressed and/or pressurized non-moving, motion-less or
static fluid is distributed equally at all points across the internal surface
of the container and there is equal force in all directions thereby
cancelling each other out, resulting in a motion-less or static state of the
container or cylinder. They are thus incapable of performing the task of
an engine for generating motion or propulsion and/or act as a braking
device in connected object(s) or vehicle(s). Accordingly, there is no prior
art apparatus or device in respect of this invention.
OBJECTS OF THE INVENTION:
The primary objective of this Invention is to create multiple embodiments
of a piston-less container or cylinder based engine, which is capable of
exerting continuous net force in the direction of at least one container-
head from the force of compressed and/or pressurized non-moving or
static working fluid contained within the cylinder or container for the
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purpose of generating motion or propulsion of connected object(s) or
vehicle(s) AND/OR as a braking device for object(s) or vehicle(s). The
objectives of some of the embodiments are to generate linear motion
while the objectives for some embodiments are to generate rotational
motion. For generating rotational motion the requirement is to create
multiple embodiments of specially designed turbines and/or propellors
The purpose of the embodiments of propellors are to generate
propulsion of vehicles and the purpose of the embodiments of turbines
are to drive machines in industries including but not limited to rotor(s) of
power generator(S) and/or alternator(s). The objective of some of the
other embodiments of this invention is to create self-propelled vehicle(s)
or device(s) OR as propulsion engines for vehicles of all types and/or
objects. The obiective of some embodiments of this invention is
intended to create multiple embodiments of container driven braking
device particularly structure or frame or chassis based braking and/or
safety device for vehicles of all kinds and other objects. Safety device(s)
mentioned herein include floating plafforms in fluid including air and/or
water
SUMMARY OF THE INVENTION:
This Invention comprises of multiple embodiments of a piston-less
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container or cylinder based engine, which is capable of exerting
continuous net force in the direction of at least one container-head from
the force exerted by compressed and/or pressurized non-moving or
static working fluid contained within the cylinder or container for the
5 purpose of generating motion or propulsion of connected object(s) or
vehicle(s) AND/OR as a braking device for object(s) or vehicle(s). Some
embodiments generate linear motion while others generate rotational
motion.
STATEMENT OR DISCLOSURE OF THE INVENTION:
This Invention comprises of multiple embodiments of a piston-less
container or cylinder based engine, which is capable of exerting
continuous net force in the direction of at least one container-head from
the force of compressed and/or pressurized non-moving or static
working fluid contained within the cylinder or container for the purpose of
generating motion or propulsion of connected object(s) or vehicle(s)
AND/OR as a braking device for object(s) or vehicle(s). In case of
engines some embodiments create linear motion while others create
rotational motion. The working fluid remains static or motion-less except
during intake and/or outtake of fluid for increasing or decreasing the
internal fluid pressure. Most of the embodiments which generate
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rotational motion are in the form of specially designed turbines and/or
propellors with hollow enclosure (container) for holding fluid. Some are
designed and intended to act as propellors for generating propulsion
and some are designed and intended to drive machines in industries
including but not limited to rotor(s) of power generator(s) and/or
alternator(s). Some of the other embodiments of this invention are
intended to be used as self-propelled vehicle(s) or device(s) OR as
propulsion engines for vehicles of all types and/or objects. Some
embodiments of this invention can be used as a container driven
structure based braking device particularly structure or frame or chassis
based braking and/or safety device for the purpose of braking and/or
safety of vehicles of all kinds and other objects. The fluid remains static
or motion-less except during intake and/or outtake of fluid for increasing
or decreasing the internal fluid pressure. Some embodiments of this
invention are designed and intended to act as self-propelled vehicle(s)
or device(s) and some are designed and intended to act as propulsion
engine(s) for vehicles or objects. Some embodiments are designed and
intended to act as braking device(s) for the purpose of braking,
particularly, container driven structure or frame or chassis based
braking. Embodiments of this invention also comprise of turbine(s) to
generate rotational motion to drive machine(s) in various industries
including but not limited to driving rotor(s) of power generator(s) and/or
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alternator(s) to generate electricity.
One important aspect of the various embodiments of this Invention is to
ensure that the total net amount of thrust or force acting upon or in the
direction of the container-head or container-heads (as the case may be)
is greater than the total net amount of thrust or force and its components
acting in the opposite and/or other direction(s), while working with
working fluid(s).
This Invention utilizes one or more of several techniques to achieve its
objectives, One technique is by allowing the compressed and/or
pressurized motion-less or static internal fluid to exert sufficient force or
thrust on the container-head located at the front-end and by reducing or
eliminating or deviating or deflecting the reactionary thrust or force (and
its components) exerted by the fluid on or towards the opposite direction
at the back-end, thereby ensuring a positive net force in the direction of
the container-head located at the front-end. One technique of doing this
is by placing angular or inclined or sloped or curved or other obstacle(s)
within the container cylinder, particularly towards or at the back-end in a
manner capable of deviating or diverting or deflecting or channelling the
reactionary force and its components to reduce its effect significantly or
remove its adverse effects completely, Another technique is by
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incorporating such mechanism in the design and/or shape of the internal
surface of the container or cylinder, particularly, in, towards or at the
back-end portion to achieve similar result. This technique includes
creation of multiple embodiments of a container device having internal
surface which is/are slanted or sloped or conical or angular or curved or
other surfaces or bends in or around or towards the back-end of the
container devices to deviate and/or divert and/or channelize and/or re-
direct the reactionary thrust or force and its components acting in the
direction of the back-end. The most preferred technique is to create a
container or cylinder device having an internal surface which is conical
in shape pointed at the centre of the back-end of the container or
cylinder.
The angular, inclined, sloped, slanted, conical, curved or other objects
and/or special design(s) and mechanism(s) incorporated, particularly, in,
at or towards the back-end of some of the embodiments of these special
type of container devices, and/or the inclined stand or holder effectively
deflects and/or deviates and/or diverts and/or redirects and/or alters the
path or direction and/or amount of the opposing thrust or force and its
components, particularly reactionary thrust or force and its components,
acting upon or towards the back-end of the container device(s) in such a
manner whereby ensuring the presence of sufficient amount of net
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amount of required force in the desired direction of the container-head
or container-heads, for the required duration, from the force exerted by
compressed and/or pressurized motion-less or static fluid contained
within the container-cylinder(s).
Some important features of some of the embodiments of this Invention
are:
(a). The various embodiments of the container devices are capable of
exerting and/or delivering continuous net force or pressure upon
connected machines or vehicles or objects or devices, or any part or
portion thereof from the pressure or force exerted by compressed and/or
pressurized motion-less or static fluid contained within the container or
cylinder(s) for the purpose of generating motion or propulsion, for the
required duration. (b). The various embodiments of the container
devices are capable of exerting and/or delivering net force or pressure
upon connected machines or vehicles or objects or devices, or any part
or portion thereof from the pressure or force exerted by compressed
and/or pressurized motion-less or static fluid contained within the
container or cylinder(s) for the purpose of structure or frame or chassis
based speed reduction or braking and/or safety, for the required period
for vehicles or other objects. (c). The embodiments of the container
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devices are capable of generating motion or braking of connected
machines or vehicles or objects or devices or any part or portion thereof,
without any internal or relative movement of the container device. (d).
The amount of force or pressure acting on or in the direction of the
5 container-head or container-heads is reduced by reduction of fluid
pressure from within the container cylinder. (e). The fluid pressure within
the container cylinder(s) is reduced either by removal of fluid, party or
completely, (as may be necessary) from within the container or cylinder
or by removal of force or pressure acting upon the working fluid
10 contained within the container or cylinder or both. (f). Most
embodiments
of the containers disclosed in this Invention contains safety valve or
safety valves which gets activated manually and/or automatically,
mechanically or electronically or by any other means. (g). In some
embodiments, the working fluid(s) is/are kept within the container or
cylinder itself and/or accumulator(s) and/or enclosure(s) from where it is
supplied to the container device(s) for operational purposes. (h) The
working fluid is transferred to and/or from the container(s) or cylinder(s)
and/or tank(s) and/or accumulator(s) and/or enclosure(s) through pipe(s)
or enclosure(s) or by any other means, being driven naturally due to
gravity or otherwise due to pressure difference and/or by using pump(s)
or compressor(s) (i). The working fluid is compressed and/or
pressurized manually or naturally due to gravity or otherwise or by using
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compressors and/or pumps or by any other means. a). In some of the
embodiments, the container devices or the engines made from it/them
contain one or more appropriate temperature control mechanism to
control and/or maintain the required temperature (k). Most embodiments
of this Invention comprise of thermal insulation of the container
device(s).
Most embodiments of the container apparatus or device have a conical
or sloped or inclined or slanted internal surface pointed at or near the
back-end at the centre for the purpose of reduction or elimination of any
thrust or force (or its components) which acts in a direction opposite to
the direction of the container-head, when filled with compressed and/or
pressurized working motion-less or static fluid. The working fluid
remains static except during intake and/or outtake of fluid for increasing
or decreasing the internal fluid pressure.
The container apparatus or device stated above, when filled with
compressed and/or pressurized motion-less or static fluid is capable of
exerting net force in the direction of the container-head even as an
isolated apparatus. The container apparatus or device stated in this
Invention, when filled with compressed and/or pressurized motion-less
or static fluid has no effective net reactionary thrust or force (or its
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components) acting in the opposite direction. The container apparatus
or device stated above, when filled with compressed and/or pressurized
motion-less or static working fluid and when fitted to a frame or structure
has no net reactionary effect upon the frame or structure in the opposite
direction. Most embodiments of the container apparatus or device of this
invention have at least one housing or cylinder with at least one sloped
or inclined or slanted or conical or curved internal surface to reduce or
eliminate the possibility of any net thrust or force or its components
acting in a direction opposite to the direction of the container-head. The
apparatus or device stated in most embodiments of this invention has at
least one set of container-head. In most embodiments, the container
apparatus or device stated in this invention is fitted with at least one
valve for intake and/or expulsion or removal of fluid to and/or from the
container or cylinder. Most embodiments of the container apparatus or
device is fitted with at least one connector for intake and/or expulsion or
removal of fluid to and/or from the container or cylinder. The container
apparatus or device is capable of being welded or screwed or fitted to a
stand or base or frame or structure. Most embodiments of the apparatus
or device stated in above is fitted with at least one surrounding rib or
ring to enable it to withstand high pressure of the internal working fluid.
The container apparatus or device has at least one optional safety valve
fitted on the container or cylinder or housing to reduce fluid pressure in
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case of emergency. In some embodiments the container apparatus or
device is fitted to a stand or base or frame or structure. The container
apparatus or device stated in this invention remains relatively Static
during the period of delivery of net force. For the purpose of thermal
insulation, the apparatus or device stated in this invention has one of the
following: (a). The internal surface of the apparatus or device including
its fittings are fitted or coated with thermally insulated material or
substance.(b). The external surface of the apparatus or device including
its fittings are fitted or coated with thermally insulated material or
substance.(c). Both the internal and external surface of the device or
apparatus including its fittings are fitted or coated with thermally
insulated material or substance.(d). The apparatus or device is enclosed
with a cover made from or coated with thermally insulated material or
substance. (e). The apparatus or device itself is made from material(s)
that have high resistance in respect of heat transfer.
For the purpose of structure or frame or chassis based propulsion, the
direction or orientation of the container engine is placed in or towards the
potential direction of motion of the vehicle or object with the container-
head faced in or towards the direction of motion. For generating horizontal
motion of an object or vehicle or device in a direction, the orientation of
the container engine along with the frame or structure is placed horizontal
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and oriented in the desired direction of the motion. For generating vertical
motion of an object or vehicle or device, the orientation of the container
engine along with the frame or structure is kept vertical or inclined or
slanted at a desired angle or facing upwards (perpendicular or inclined)
and in the desired direction of the motion.
For the purpose of container driven, structure or frame or chassis based
speed reduction or braking of object(s) or vehicle(s), the direction or
orientation of the braking device is placed opposite to the potentiil
direction of motion of the vehicle or object with the container-head faced
opposite to the direction of motion. For preventing horizontal motion of an
object or vehicle in a direction, the orientation of the container brake along
with the frame or structure is placed horizontal and in the opposite
direction of the motion. For preventing vertical motion (such as motion
due to pull of gravity) of an object or vehicle or device, the orientation of
the container brake along with the frame or structure is placed upwards
(sloped or inclined or vertical or perpendicular as per the requirement)
and in the opposite direction of the motion. As a braking device the
various embodiments of this invention are capable of: (a). Providing a
container driven structure based braking mechanism for all kinds of
vehicles and/or other objects for reduction of speed and/or stopping. (b).
Reduction of speed of free fall or controlled fall in air-borne vehicles and
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other flying objects and allowing, controlled landings. (c). Preventing
vehicles and other objects over, in or under water from sinking
irrespective of buoyancy factor. (d). Providing a mechanism for vehicles
and other objects to float in air or water or vacuum. (f). Providing a
5 mechanism for re-entry vehicles or rockets from outer space to enter
through the atmosphere at a controlled speed to allow smooth landing
without the need for having conventional external heat shields.
For the purpose of generating rotational motion for driving rotor(s) of
10 machines the primary components of this invention comprises of a rotor
and multiple embodiments of a specially designed turbine(s) driven or run
by the force of compressed and/or pressurized motion-less or static
working fluid. For most embodiments, the internal surface of the turbine
blades are either conical in shape pointed at the centre of the back-end
15 OR are prism-shaped edged or sloped or slanted at the back-end. The
internal portion of the turbine blade(s) are hollow andl forms an enclosure.
For some embodiments each turbine blade has an external protective
cover having pointed conical shape or edged at the front-end; pointed or
slightly curved towards the external front (front-end) and is fitted on to the
external surface of the blade(s). In some embodiments the external shape
or surface have aerodynamic shape. The front-end of the internal surface
of the turbine blade(s) is placed faced towards the desired direction of
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motion. In most embodiments the passage of working fluid to the internal
enclosure of each blade is through at least one valve. When rotational
motion of the turbine(s) is/are required the valve(s) is/are manually
opened and the internal enclosure of the blade(s) are filled with
compressed and/or pressurized working fluid from compressor(s) and
thereafter closed. Once the valve(s) are closed the turbine lock(s) are
opened the turbine begins to rotate from the force exerted on the
container-head located at the front-end of the internal surface of the
hollow blade(s) by the internal working fluid located within the hollow
enclosure of the blade(s). The force exerted by the motion-less or static
working fluid pushes the container-head at the front-end of the turbine
blade(s) to generate rotational motion.
For shutting down the operation or for reduction of speed of rotation of the
. turbine(s) the valve(s) connected to each of the turbine blade(s) are
remotely opened. This allows the working fluid from within the hollow
enclosure(s) of the blade(s) to move out in the chamber or room due to
pressure difference. Once the blade(s) stop(s) rotating the turbine locks
are activated to lock the turbine.
In some embodiments multiple turbine blades are used to increase the
rotational force. The turbine blades are either directly fitted to a rotor or
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fitted to a ring which is fitted to a rotor. In some embodiments, the
turbine(s) is/are fitted directly with shaft or shafts which acts as rotor or
rotors. The rotor(s) are directly connected or fitted to machines or
processes through coupling, unions and/or sockets or other devices as
required. In some of the other embodiments, the turbine(s) are connected
to gear mechanism(s) which gets activated due to the rotation of the
turbine(s). In some of the other embodiments, the rotor(s) are connected
to gear mechanism(s) which gets activated due to the rotation of the
rotor(s).
The various embodiments of the apparatus or device can generate both
rotational motion and/or linear motion. In some embodiments, the output
from the gear device is obtained in the form of a rotating shaft or rotor
which when connected to machine(s) drives it/them. In other
embodiments the output is linear motion.
BRIEF DESCRIPTION OF THE DRAWINGS:
FIGURE 1 shows the transparent view from top of one form of this
Invention, where the internal surface is slanted/sloped towards the back-
end of the container-cylinder.
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FIGURE 2 shows the transparent view from top of one form of this
Invention, where the internal surface of the back-end of the container-
cylinder is conical. In addition, the container assembly is thermally
insulated.
FIGURE 3 shows the transparent view from top, of one form of this
Invention, where the internal surface of a thermally insulated container-
housing is sloped or inclined in the shape of a prism edged throughout
the back-end,
FIGURE 4 shows the transparent view from top, of one form of this
Invention, where the internal slanted surface of the back-end of the
container-cylinder is conical. In addition, the container-cylinder or engine
is thermally insulated.
FIGURE 6 shows the transparent view from top, of one form of this
Invention, where the apparatus or device acts as a braking device. In
this embodiment the internal surface of the back-end of the container-
cylinder is conical. In addition, the container assembly is thermally
insulated.
FIGURE 6 shows the transparent view from top, of one font) of this
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Invention, of a propulsion engine cum braking apparatus. Both the
engine and the braking device uses compressed air for its operations.
FIGURE 7 shows the transparent view from top of one form of this
Invention, of a combined propulsion engine cum braking apparatus. The
device uses compressed fluid such as air for its operation(s). This
embodiment is for a twin-engine cum twin-braking apparatus.
FIGURE 8 shows the transparent view from top of one form of this
Invention, of a combined propulsion engine cum braking apparatus.
Both the engine and the braking device uses compressed fluid for its
operations in an enclosed environment.
FIGURE 9 shows the transparent view from top of one form of this
Invention, of a propulsion engine. In this embodiment there is nO
combined braking apparatus involved. For braking the vehicle utilizes
conventional braking mechanism. The engine uses compressed air for
= its operations.
FIGURE 10 shows the transparent view from top of one form of this
Invention, of a propulsion engine 'cum braking apparatus. Both the
= engine and the braking device uses compressed air for its operations.
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The apparatus or device is fitted with two separate power generators
connected to rotating ales.
FIGURE 11 shows the view from top of one form of this Invention of a
5 propulsion engine. In this embodiment there is no combined braking
apparatus involved. For braking the vehicle utilizes conventional braking
mechanism. The engine uses compressed air for its operations. The-
apparatus is combined with two power generators driven by the rotating
axles.
FIGURE 12 shows the side view of one form of this Invention in the top
portion where the specially designed turbine blades are shown
connected to a rotor. In the bottom portion of the page is the front-view
of the turbine blade assembly.
FIGURE 13, shows the side view of one form of this Invention in the top
portion where at the front-portion the specially designed turbine blades =
are shown connected to a rotor and at the back-portion to a turbine for
for driving a machine OR propulsion of a water borne vehicle. In the
bottom portion of the page is the front-view of the turbine blade
assembly.
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FIGURE 14 shows the front view of one form of this Invention where the
specially designed turbine blades are shown connected to a rotor. The
internal surface of the turbine blades are either conical in shape with a
pointed back-end OR is prism-shaped having slanted surface edged at
the back-end.
FIGURE 16 shows one form of this Invention where the specially
designed turbine blades are shown connected to a rotor. The internal
surface of the turbine blades are conical in shape pointed at the back-
end and slightly slanted at the front-end.
FIGURE 16 shows the front view of one form of this Invention where the
specially designed turbine blades are shown connected to a rotor. The
internal surface of the turbine blades are either conical in shape with a
pointed back-end OR is prism-shaped having slanted surface edged at
the back-end.
FIGURE 17 shows the side view of one form of this Invention in the top
portion where the specially designed turbine blades are shown
connected to a rotor. In the bottom portion of the page is the front-view
of the turbine blade assembly.
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FIGURE 18 shows the transparent view of one form of this Invention of
a combined propulsion engine cum braking apparatus. Both the engine
and the braking device uses compressed fluid for its operations in an
enclosed environment.
DETAILED DESCRIPTION OF THE BEST METHOD OF SOME OF
THE EMBODIMENTS ALONG WITH DRAWINGS:
[Please note that these drawings are for the purpose of basic
understanding of the working of the apparatus or device of this Invention
and are just a few examples of a few embodiments and do not in any
manner limit the scope of this invention. Each embodiment stated below
is the best method of practical application of this Invention.]
This Invention comprises of multiple embodiments of a container
capable of exerting net force or thrust in the direction of at least one
container-head from the force of compressed and/or pressurized
working fluid. The working fluid remains static except during intake
and/or outtake of fluid for increasing or decreasing the internal fluid
pressure. Most embodiments of this Invention comprise of a cylinder or
housing (optionally thermally insulated or located within a temperature
controlled environment) which is having objects located within the
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housing and/or with angular or conical back-end aimed at diverting the
fluid pressure or force and its components towards the surrounding
surface walls and away from the back-end. For embodiments stated in
Figure 1 to Figure 5, the angle of the slope of the conical or angular
back-end is gradual and less than 45 degrees from the surface of the
container-cylinder. The ideal range of external angle of slope is between
degrees upto 30 degrees. In the embodiments disclosed from Figure
1 to Figure 5, the external angle of slope is around 20 (twenty) degrees
from the surface of the container-cylinder to make the conical or angular
10 slope gradual to ensure that the force or its components exerted by the
working fluid acting on the surface does not act in the opposite direction
to the container-head.; For most embodiments, the internal surface of
the back-end of the apparatus or device is conical or sloped. Most
embodiments contain at least one valve for both intake and expulsion or
15 removal of fluid OR at least one separate valve for intake of fluid and
another for expulsion or removal of fluid; At least one safety valve
(optional) connected to the housing; The conical back-end ensures the
reduction or complete elimination of forces and its components acting in
the backward or opposite direction thereby ensuring the presence of
required amount of net force or pressure or thrust in the direction of the
container-head from the force exerted by compressed and/or
pressurized working fluid, particularly, static working fluid contained
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within the container-cylinder. The volume of internal hollow enclosure,
and the surface area of the front-end (container-head), weight &
strength of the device are important factors. The volume of the internal
enclosure of the blades, and the weight of the device are kept as little as
possible. The surface area of the front-end (container-head) is kept
sufficiently large.
FIGURE 1 shows the transparent view from top of one form of this
Invention, where the internal surface is slanted/sloped towards the back-
end of the container-cylinder. The cylinder-head at the front-end is
shown as 1. The container-cylinder is shown as 2. The two sides of a
frame-set or stand attached to the container-cylinder is shown as 3 & 4.
The screw holes located on the frame-set or stand are shown as 6,7,8 &
9. A pipe for both intake and out-take of fluid is shown as 5; An optional
safety pressure valve connected to the housing is shown as 10; The
angle of the slant or slope throughout is around 20 degrees from the
surface of the container-cylinder and is shown as 11 & 12. The sloped
internal surface of the conical container-cylinder is shown as 13. The
solid portion on .the body of the container-cylinder is shown as 14 & 15.
FIGURE 2 shows the transparent view from top of one form of this
Invention, where the internal surface of the back-end of the container-
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cylinder is conical. In addition, the container assembly is thermally
insulated. The container-cylinder has two separate valves (one for
intake of fluid and the other for out-take) connected to pipes fitted on the
surface container-cylinder. The cylinder-head at the front-end is shown
5 as 1. The container-cylinder with the conical internal back-end is shown
as 2. The two sides of a frame-set or stand attached to the container-
cylinder is shown as 3 & 4. A valve connected to a pipe for intake of fluid
is shown as 5; A valve connected to a pipe for out-take of fluid is shown
as 6; The screw holes Iodated on the frame-set or stand are shown as
10 7,8 9 & 10. The angle of the cone or slope throughout is around 25
degrees from the surface of the container-cylinder and is shown as 11 &
12. The sloped/slanted internal surface of the conical container-cylinder
is shown as 13. The solid portion on the body of the container-cylinder is
shown as 14 & 15. A rib to strengthen the container-cylinder is shown as
15 16. The thermally insulated box or chamber is shown as 17. The screw-
holes to fit the thermally insulated box is shown as 18, 19, 20 & 21.
FIGURE 3 shows the transparent view from top, of one form of this
Invention, where the internal surface of a thermally insulated container-
20 housing is sloped or inclined in the shape of a prism edged at the back-
end. The container-head at the front-end is shown as 1. The container-
housing with the sloped/slanted internal surface is shown as 2. The two
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sides of a frame-set or stand attached to the container-housing is shown
as 3 & 4. A valve connected to a pipe for intake of fluid is shown as 5; A
valve connected to a pipe for out-take of fluid is shown as 6; The screw
holes located on the frame-set or stand are shown as 7,8 9 & 10. The
angle of the slant or slope throughout is around 25 degrees from the
surface of the container-housing and is shown as 11 & 12. The sloped
internal surface of the container-housing is shown as 13. The solid
portion on the body of the container-housing is shown as 14 & 15. A rib
to strengthen the container-housing is shown as 16. The thermally
insulated box or chamber covering the container-housing is shown as
17. The screw-holes to fit the thermally insulated box is shown as 18,
19, 20 & 21.
FIGURE 4 shows the transparent view from top, of one form of this
Invention, where the internal slanted surface of the back-end of the
container-cylinder is conical. In addition, the container-cylinder or engine
is thermally insulated. The outer surface of the container-cylinder is
cylindrical having two separate valves, one for intake of fluid and the
other for out-take, fitted on the container-cylinder. The device is fitted on
a chassis or structure of an object or vehicle for the purpose of
propulsion of the object or vehicle. The cylinder-head at the front-end is
shown as t The container-cylinder with the conical internal back-end is
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Shown as 2. The two sides of a frame-set or stand attached to the
container-cylinder is shown as 3 & 4. A valve for intake of fluid is shown
as 5; A valve for out-take of fluid is shown as 6; The screw holes located
on the frame-set or stand are shown as 7, 8, 9 & 10. The angle of the
cone or slope throughout is around 25 degrees from the surface of the
container-cylinder and is shown as 11 & 12. The sloped or slanted
internal surface of the conical container-cylinder is shown as 13. The
solid portion on the body of the container-cylinder is shown as 14 & 15.
A rib to strengthen the container-cylinder is shown as 16. The thermally
insulated box or chamber is shown as 17. The screw-holes to fit the
thermally insulated box is shown as 18, 19, 20 & 21. The chassis or
structure or frame of the object or vehicle is shown as 22. The four
plates fitted or welded to the frame or chassis of the object or vehicle
are shown as 23,24,25 & 26. The direction of motion of the object or
vehicle is shown as 27. The placement or orientation of the front-end of
the container device is in the same direction.
FIGURE 5 shows the transparent view from top, of one form of this
Invention, where the apparatus or device acts as a braking device. In
this embodiment the internal surface of the back-end of the container-
cylinder is conical. In addition, the container assembly is thermally
insulated. The outer surface of the container-cylinder is cylindrical
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having two separate valves, one for intake of fluid and the other for out-
take, fitted on separate pipes connected to the container-cylinder. The
device is fitted on a chassis or structure of a vehicle for the purpose of
structure based speed reduction or braking of the vehicle. The cylinder-
head at the front-end is shown as 1. The container-cylinder with the
conical internal back-end is shown as 2. The two sides of a frame-set or
stand attached to the container-cylinder is shown as 3 & 4. A valve
connected to a pipe for intake of fluid is shown as 5; A valve connected
to a pipe for out-take of fluid is shown as 6; The screw holes located on
the frame-Set or stand are shown as 7,8 9 & 10. The angle of the cone
or slope throughout is around 25 degrees from the surface of the
container-cylinder and is shown as 11 & 12. The sloped internal surface
of the conical container-cylinder is shown as 13. The solid portion on the
body of the container-cylinder is shown as 14 & 15. A rib to strengthen
the container-cylinder is shown as 16. The thermally insulated box or
chamber is shown as 17. The screw-holes to fit the thermally insulated
box is shown as 18, 19, 20 & 21. The chassis or structure or frame of
the object or vehicle is shown as 22. The four plates fitted or welded to
the frame or chassis of the object or vehicle are shown as 23, 24, 25 &
26. The direction of motion of the object or vehicle is shown as 27. The
placement or orientation of the front-end of the braking device is in the
opposite direction. This embodiment is an example of a piston-less
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structural braking device.
FIGURE 6 shows the transparent view from top, of one form of this
Invention, of a propulsion engine cum braking apparatus. Both the
engine and the braking- device uses compressed air for its operations.
The frame or structure or chassis of the vehicle is shown as 1. A support
beam in the middle portion of the frame or structure is shown as 2. The
engine for propulsion is shown as 3. The braking device is shown as 4.
The container-head of the engine for propulsion is shown as 5. The
container-head of the braking device is shown as 6. A valve for in-let &
Out let of fluid to the propulsion engine is shown as 7. A valve for in-let &
out let of fluid to the braking device is shown as 8. The air-compressor
unit is shown as 9. The power source being the batteries for the system
it shown as 10. The electronic central processing unit is shown as 11.
The primary compressed air accumulator is shown as 12. The
secondary compressed air accumulator is shown as 13. The
electronically controlled valve cum safety exhaust together with the
secondary fluid-compressor connected to the primary & secondary
accumulators is shown as 14. This fluid-compressor is used for the
purpose of transfer fluid within the system as per the requirements. The
safety exhaust pipe connected to the electronic controlled valve is
shown as 15. The connector joint box connecting the cables to the on-
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off switch, accelerator pedal, brake pedal and other sensor devices
including visual sensor device(s) is shown as 16. The angles of slant of
the internal surface of the propulsion engine are shown as no 18 & 19
(70 Degrees all around) and as no 17 (40 Degrees at the pointed back-
5 end). The angles of slant of the internal surface of the braking device
are shown as nos 21 & 22 (70 Degrees all around) and as no 20 (40
Degrees at the pointed back-end).
In this embodiment at start, the primary air compressor unit of the
propulsion engine cum braking unit is switched on to compress an
10 adequate amount of air from the environment to the required psi (pound
per square inch) pressure and is stored in the primary & secondary fluid
accumulators at high pressure. When propulsion is required the
compressed air is allowed to fill up the container-cylinder of the engine
from the primary accumulator at the required psi controlled by the
15 central processing unit as per the position of the accelerator device.
The
vehicle propels from the force exerted by the static fluid from within the
container-cylinder at the required speed as per the position of the
accelerator. When reduction of speed is desired a required amount of
compressed air is removed from the container-cylinder and stored in the
20 secondary fluid accumulator OR transferred back to the primary fluid
accumulator OR removed from the vehicle through the exhaust
whenever necessary. The transfer of fluid is carried out by the
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secondary fluid-compressor shown as no 14 in the drawing. The braking
device is simultaneously and proportionately activated when the brake
pedal is applied and the fluid from the primary or secondary accumulator
is allowed to enter the container-cylinder of the structural braking device.
The transfer of fluid is carried out by the secondary fluid-compressor
shown as no 14 in the drawing controlled by the central processing unit
as per the position of the brake pedal. When the vehicle comes to a stop
the fluid is removed from the container-cylinder of the brake and takeni
either to the primary or secondary fluid accumulator depending on the
reserves OR removed through the exhaust whenever necessary. The
electronic central processing system controls the operation of entire
system including operation of the valves and the inflow and outflow of
fluid through the primary and secondary fluid-compressors and
maintains the required pressure at all positions including in the primary
and secondary compressed fluid accumulators according to the
requirements based on inputs received from the accelerator and the
brake and other sensors.
FIGURE 7 shows the transparent view from top of one form of this
Invention, of a combined propulsion engine cum braking apparatus. The
device uses compressed fluid such as air for its operation(s). This
embodiment is for a twin-engine cum twin-braking apparatus. The
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structure or chassis of the vehicle is shown as 1. A supporting beam in
the middle portion of the frame or structure is shown as 2. The container
devices (engines) for propulsion are shown as 3 & 4. The container
devices (brakes) for braking are shown as 5 & 6. The container-heads of
the two braking devices are shown as 7 & 8. The container-heads of the
two propulsion engines are shown as 9 & 10. The primary fluid-
compressor is shown as 11. The four compressed air-accumulators are
shown as 12, 13, 14 and 15. The valve for in-let & out-let of fluid to the
two propulsion engines are shown as 16. The valve for in-let & out let of
fluid to the two braking devices are shown as 17. The electronically
controlled valve cum safety exhaust together with the secondary fluid
compressor connected to the two primary accumulators is shown as 18.
This fluid-compressor is used to transfer fluid within the system as per
the requirements. The safety exhaust pipe connected to the electronic
controlled valve is shown as 19. The power source being the batteries
for the system is shown as 20. The electronic central processing unit is
shown as 21. The back-end of the vehicle is shown as 22. The front-end
of the vehicle is shown as 23. The connector joint box connecting the
cables to the on-off switch, accelerator pedal, brake pedal and other
sensor devices including visual sensor device(s) is shown as 24. The
four heat-insulated covers are shown as 25, 26, 27 and 28. The
connected pipes in various portions of the embodiment are shown as
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29, 30, 31, 32, 33, 34, 35 & 36.
In this embodiment at start, the primary air compressor units of the twin
propulsion engine cum braking unit is switched on to compress an
adequate amount of air from the environment to the required psi (pound
per square inch) pressure and is stored in the primary & secondary fluid
accumulators at high pressure. When propulsion is required the
compressed air is allowed to fill up the container-cylinders of the
propulsion engines from the primary accumulators at the required psi
controlled by the central processing unit as per the position of the
accelerator device. The vehicle propels from the force exerted by the
static fluid from within the container-cylinder at the required speed as
per the position of the accelerator. When reduction of speed is desired
the required amount of compressed air is removed from the propulsion
engines and stored in the fluid accumulators OR removed from the
vehicle through the exhaust depending on the existing fluid reserve. The
transfer of fluid is carried out by the secondary fluid-compressor shown
as no 18 in the drawing. The braking device is simultaneously and
proportionately activated when the brake pedal is applied and the fluid
from the fluid accumulator(s) is allowed to enter the structural braking
device. The transfer of fluid is carried out by the secondary fluid-
compressor shown as no 18 in the drawing controlled by the central
processing unit as per the position of the brake pedal. When the vehicle
=
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comes to a stop the fluid is removed from the container-cylinder of the
brake and taken to the fluid accumulator(s) depending on the existing
reserve OR removed through the exhaust depending on the existing
fluid reserve. The electronic central processing system controls the
operation of entire process including operation of the valves and the
inflow and outflow of fluid through the primary and secondary fluid-
compressors and maintains the required pressure at all positions
including in the compressed fluid accumulators according to the
requirements based on inputs received from the accelerator, and the
brake and other sensors.
FIGURE 8 shows the transparent view, from top of one form of this
Invention, of a combined propulsion engine cum braking apparatus.
Both the engine and the braking device uses compressed fluid for its
operations in an enclosed environment. The frame or structure d the
vehicle is shown as 1. A beam in the middle portion of the frame or
structure is shown as 2. The engine device for propulsion is shown as 3.
The braking device is shown as 4. The container-head of the propulsion
engine device is shown as 5. The container-head of the braking device
is shown as 6. The valve for in-let & out-let of fluid to the propulsion
engine is shown as 7. The valve for in-let & out-let of fluid to the braking
device is shown as 8. The fluid connector unit connecting the fluid in-let
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pipe cum valve to the fluid tanks or accumulator units is shown as 9.
The power source being the batteries for the system is shown as 10.
The electronic central processing unit is shown as 11. The primary
compressed fluid accumulator is shown as 12. The secondary
5 compressed air accumulator is shown as 13. The electronically
controlled valve cum safety exhaust together with the secondary fluid-
compressor connected to the primary & secondary accumulators is
shown as 14. This fluid-compressor is used to transfer fluid within the
system as per the requirements. The safety exhaust pipe connected to
10 the electronic controlled valve is shown as 15. The back-end of the
vehicle is shown as 16. The front-end of the vehicle is shown as 1
The connector joint box connecting the cables to the on-off switch,
accelerator pedal, brake pedal and other sensor devices including visual
sensor device(s) is shown as 18. The fluid in-let valve and cap is shown
15 as 19. The fluid in-let pipe is shown as 20. The connected pipes in
various portions of the embodiment are shown as 21, 22, 23, 24, 25, 26,
27, 28 & 29.
In this embodiment the apparatus or device uses fluid in an enclosed
environment without releasing or expanding them externally except for
20 during emergency and/or maintenance. At start, the fluid tanks are
filled
up to the desired level. Thereafter, the fluid compressor unit of the
propulsion engine cum braking unit is switched on to compress an
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adequate amount of fluid from the primary accumulator to the required
psi (pound per square inch) pressure and is transferred to fill up the
container-cylinder of the engine from the primary accumulator at the
required psi controlled by the central processing unit as per the position
of the accelerator device. The vehicle propels from the force exerted by
the static fluid from within the container-cylinder at the required speed
as per the position of the. accelerator. When reduction of speed is
desired a required amount of compressed fluid is removed from the
container-cylinder and stored in the secondary fluid accumulator OR
transferred back to the primary fluid accumulator depending on the
existing fluid reserve. The transfer of fluid is carried out by the fluid-
compressor shown as no 14 in the drawing. The braking device is
simultaneously and proportionately activated when the brake pedal is
applied and the fluid from the primary or secondary accumulator is
allowed to enter the container-cylinder of the structural braking device.
The transfer of fluid is carried out by the fluid-compressor shown as no
14 in the drawing controlled by the central processing unit as per the
position of the brake pedal. When the vehicle comes to a stop the fluid is
removed from the container-cylinder of the brake and taken either to the
primary or secondary fluid accumulator depending on the reserves. The
electronic central processing system controls the operation of entire
system including operation of the valves and the inflow and outflow of
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fluid through the fluid-compressor and maintains the required pressure
at all positions including in the primary and secondary compressed fluid
accumulators according to the requirements based on inputs received
from the accelerator, and the brake and other sensors.
FIGURE 9 shows the transparent view from top of one form of this
Invention, of a propulsion engine. In this embodiment there is no
combined braking= apparatus involved. For braking the vehicle utilizes
conventional braking mechanism. The engine uses compressed air for
its operations. The frame or structure or chassis of the vehicle is shown
as 1. A beam located on the frame or structure is shown as 2. The
container engine device for propulsion is shown as 3. The container-
head of the propulsion engine is shown as 4. The valve for in-let & out-
let of fluid to the propulsion engine is shown as 5. The air-compressor
unit is shown as 6. The power source being the batteries for the system
is shown as 7. The electronic central processing unit is shown as 8. The
primary compressed air accumulator is shown as 9. The secondary
compressed air accumulator is shown as 10. The electronically
controlled valve cum safety exhaust together with the secondary fluid-
compressor connected to the primary & secondary accumulators is
shown as 11. This fluid-compressor is used to transfer fluid within the
system as per the requirements. The safety exhaust pipe connected to
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the electronic controlled valve is shown as 12. The back-end of the
vehicle is shown as 13. The front-end of the vehicle is shown as 14.
The connector joint box connecting the cables to the on-off switch,
accelerator pedal, brake pedal and other sensor devices including visual
sensor device(s) is shown as 15. The connected pipe from the electronic
central processing unit to the sensor device is shown as 16. The
connected pipes in various portions of the embodiment are shown as
17, 18, 19, 20 & 21.
In this embodiment at start, the primary air compressor unit of the
propulsion engine unit is switched on to compress an adequate amount
of air from the environment to the required psi (pound per square inch)
pressure and is stored in the primary & secondary fluid accumulators at
high pressure. When propulsion is required the compressed air is
allowed to fill up the container-cylinder of the engine from the primary
accumulator at the required psi controlled by the central processing unit
as per the position of the accelerator device. The vehicle propels from
the force exerted by the static fluid from within the container-cylinder at
the required speed as per the position of the accelerator. When
reduction of speed is desired a required amount of compressed air is
removed from the container-cylinder and stored in the secondary fluid
accumulator OR transferred back to the primary fluid accumulator OR
removed from the vehicle through the exhaust depending on the existing
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fluid reserve. The transfer of fluid is carried out by the secondary fluid-
compressor shown as no 11 in the drawing. A conventional braking
device is simultaneously and proportionately activated when the brake
pedal is applied. The electronic central processing system controls the
operation of entire system including operation of the valves and the
inflow and outflow of fluid through the primary and secondary fluid-
compressors and maintains the required pressure at all portions
according to the requirements based on inputs received from the
accelerator and other sensors.
FIGURE 10 shows the transparent view from top of one form of this
Invention, of a propulsion engine cum braking apparatus. Both the
engine and the braking device uses compressed air for its operations.
The apparatus or device is fitted with twO separate power generators
connected to rotating axles. The structure or chassis of the vehicle is
shown as 1. A support beam in the middle portion of the frame or
structure is shown as 2. The engine for propulsion is shown as 3. The
braking device is shown as 4. The container-head of the engine for
propulsion is shown as 5. The c9ntainer-head of the braking device is
shown as 6. A valve for in-let & out let of fluid to the propulsion engine is
shown as 7. A valve for in-let & out let of fluid to the braking device is
Shown as 8. The air-compressor unit is shown as 9. The power source
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being the batteries for the system is shown as 10. The electronic central
processing unit is shown as 11. The primary compressed air
accumulator is shown as 12. The secondary compressed air
accumulator is shown as 13. The electronically controlled valve cum
5 safety exhaust together with the secondary fluid-compressor connected
to the primary & secondary accumulators is shown as 14. This fluid-
compressor is used for the purpoSe of transfer fluid within the system as
per the requirements. The safety exhaust pipe connected to the
electronic controlled valve is shown as 15. The connector joint box
10 connecting the cables to the on-off switch, accelerator pedal, brake
pedal and other sensor devices including visual sensor device(s) is
shown as 16. The two rotating axles are shown as 17 & 18. The two
power generators are shown as 19 & 20.
In this embodiment at start, the primary air compressor unit of the
15 propulsion engine cum braking unit is switched on to compress an
adequate amount of air from the environment to the required psi (pound
per square inch) pressure and is stored in the primary & secondary fluid
accumulators at high pressure. When propulsion is required the
compressed air is allowed to fill up the container-cylinder of the engine
20 from the primary accumulator at the required psi controlled by the
central processing unit as per the position of the accelerator device. The
vehicle propels from the force exerted by the static fluid from within the
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container-cylinder at the required speed as per the position of the
accelerator. When reduction of speed is desired a required amount of
compressed air is removed from the container-cylinder and stored in the
secondary fluid accumulator OR transferred back to the primary fluid
accumulator OR removed from the vehicle through the exhaust
depending on the existing fluid reserve.. The transfer of fluid is carried
= out by the secondary fluid-compressor shown as no 14 in the drawing.
The braking device is simultaneously and proportionately activated
when the brake pedal is applied and the fluid from the primary or
secondary accumulator is allowed to enter the container-cylinder of the
structural braking device. The transfer of fluid= is carried out by the
secondary fluid-compressor shown as no 14 in the drawing controlled by
the central processing unit as per the position of the brake pedal. When
the vehicle comes to a stop the fluid is removed from the container-
cylinder of the brake and taken either to the primary or secondary fluid
accumulator depending on the reserves OR removed through the
exhaust depending on the existing fluid reserve. The electronic central
processing system controls the operation of entire system including
operation of the valves and the inflow and outflow of fluid through the
primary and secondary fluid-compressors and maintains the required
pressure at all positions including in the primary and secondary
compressed fluid accumulators according to the requirements based on
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inputs received from the accelerator and the brake and other sensors.
FIGURE 11 shows the view from top of one form of this Invention of a
propulsion engine. In this embodiment there is no combined braking
apparatus involved. For braking the vehicle utilizes conventional braking
mechanism. The engine uses compressed air for its operations. The
apparatus is combined with two power generators driven by the rotating
axles. The frame or structure or chassis of the vehicle is shown as 1. A
support beam located on the frame or structure is shown as 2. The
container device for propulsion located under the cover is shown as 3.
The valve for in-let & out-let of fluid to the propulsion container is shown
-
as 4. The air-compressor unit is shown as 5. The power source being
the batteries for the system is shown as 6. The electronic central
processing unit is shown as 7. The primary compressed air accumulator
is shown as 8. The secondary compressed air accumulator is shown as
9. The electronically controlled valve cum safety exhaust together with
the secondary fluid-compressor connected to the primary & secondary
accumulators is shown as 10. This fluid-compressor is used to transfer
fluid within the system as per the requirements. The safety exhaust pipe
connected to the electronic controlled valve is shown as 11. The back-
end of the vehicle is shown as 12. The front-end of the vehicle is shown
as 13. The connector joint box connecting the cables to the on-off
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switch, accelerator pedal, brake pedal and other sensor devices
including visual sensor device(s) is shown as 14. The two rotating axles
are shown as 15 & 16. The two power generators and/or alternators are
shown as 17 & 18 respectively The connected pipes in various portions
of the embodiment are shown as 19, 20, 21, 22 & 23.
In this embodiment at start, the primary air compressor unit of the
propulsion engine unit is switched on to compress an adequate amount
of air from the environment to the required psi (pound per square inch)
pressure and is stored in the primary & secondary fluid accumulators at
high pressure. When propulsion is required the compressed air is
allowed to fill up the container-cylinder of the engine from the primary
accumulator at the required psi controlled by the central processing unit
as per the position of the accelerator device. The vehicle propels from
the force exerted by the static fluid from within the container-cylinder at
- the required speed as per the position of the accelerator. When
reduction of speed is desired a required amount of compressed air is
removed from the container-cylinder and stored in the secondary fluid
accumulator OR transferred back to the primary fluid accumulator OR
removed from the vehicle through the exhaust depending on the existing
fluid reserve. The transfer of fluid is carried out by the secondary fluid-
compressor shown as no 11 in the drawing. A conventional braking
device is simultaneously and proportionately activated when the brake
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pedal is applied. The electronic central processing system controls the
operation of entire system including operation of the valves and the
inflow and outflow of fluid through the primary and secondary fluid-
compressors and maintains the required pressure at all portions
according to the requirements based on inputs received from the
accelerator and other sensors. The generator generates the electric
power for re-charging the batteries as well as used for other purposes
including air-conditioning of the vehicle.
FIGURE 12 shows the side view of one form of this Invention in the top
portion where the specially designed turbine blades are shown
connected to a rotor. In the bottom portion of the page is the front-view
of the turbine blade assembly. The internal surface of the turbine blades
are slanted forming an internal cone. The internal angle at the conical
point is around 40 degrees and the internal angle of slant at the points of
beginning of the slant is around 70 degrees all around. The turbine
blade assembly is shown as 1. The rotating fluid in-let and out-let pipes
connected to the rotor is shown as 2 and 3. The fixed rotor shaft is
shown as 4. A rectangular rib mounted on a stand and capable of
holding the rotor-shaft IS shown as 5. A valve connected to the fluid in-let
and out-let pipe is shown as 6. A fluid in-let and out-let pipe connected
to a water/air tight shaft with collar or bushing/bearing is shown as 7.
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The water/air tight collar with bushing/bearing surrounding the rotor at
the front-end is shown as 8. The base or foundation of a stand
supporting the rotor assembly is shown as 9. A water/air tight collar with
bushing/bearing surrounding the rotor at the back-end is shown as 10.
5 The side view of the rotor towards the back-end is shown as 11. The
stand supporting the rotor assembly is shown as 12. The side-view of
the rotor is shown as 13. A connector socket surrounding the rotor at
the back-end is shown as 14. The front-view of the turbine rotor-ring
rotor is shown as 15. The upper and lower portion of the two arms or
10 rods connecting the turbine blades with the rotor are shown as 16 &19.
The concealed air/water -tight pipes for transfer of fluid to the internal
cavity or enclosure of the turbine blades are shown as 17 & 18. The
joints connecting the turbine rods or arms to the two turbine blades are
shown as 20 & 21 respectively. The two turbine blades are shown as 23
15 & 24. The solid internal portion of the two turbine blades are shown as
22 & 25. The container-heads of the two turbine blades are shown as 26
& 27 respectively. A plug fitted on the concealed pipe on the rotor is
shown as 28. The plug is occasionally opened to clean the concealed
fluid transfer pipe. The direction of rotation of the two turbine blades are
20 shown as 29 & 30.
In this embodiment the turbine blades rotate in the clockwise direction
from the pressure of compressed and/or pressurized fluid contained
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within the cavity or enclosure of the turbine blades. Once the blades are
filled up with adequate fluid pressure the turbine begins to rotate along
With the rotor, The socket located at the back-end of the rotor when
connected to a rotational part of a machine can continuously keep
rotating as long as adequate fluid pressure is maintained within the
hollow enclosure of the turbine blades. For slowing and/or stopping the
apparatus or device the internal fluid pressure within the hollow
enclosure of the turbine blades are reduced or completely eliminated by
removing the fluid through the out-let pipe. Apart from other uses this
embodiment is fit to be used as a machine driver capable of generating
rotational motion to drive machines in industries In some cases the
foundation along with the stand can be fitted on the ceiling.
FIGURE 13 shows the side view of one form of this Invention in the top
portion where at the front-portion the specially designed turbine blades
are shown connected to a rotor and at the back-portion to a turbine for
for driving a machine OR propulsion of a water borne vehicle. In the
bottom portion of the page is the front-view of the turbine blade
assembly. The internal surface of the turbine blades are slanted forming
an internal cone. The internal angle at the conical point is around 40
degrees and the internal angle of slant at the points of beginning of the
slant is around 70 degrees all around. The turbine blade assembly is
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shown as 1. The rotating fluid in-let and out-let pipes connected to the
rotor is shown as 2 and 3. The fixed rotor shaft is shown as 4. A
rectangular rib mounted on a stand and capable of holding the rotor-
shaft is shown as 5. A valve connected to the fluid in-let and out-let pipe
= is shown as 6. A fluid in-let and out-let pipe connected to a water/air
tight shaft with collar or bushing/bearing is shown as 7. The water/air
tight collar with bushing/bearing surrounding the rotor at the front-end is
shown as 8. The base or foundation of a stand supporting the rotor
assembly is shown as 9. A water/air tight collar with bushing/bearing
surrounding the rotor at the back-end is shown as 10. The side view of
the rotor towards the back-end is shown as 11. The stand supporting the
rotor assembly is shown as 12. The side-view of the rotor is shown as
13. A gearbox assembly fitted to the rotor at the back-end is shown as
14. The floor/ground level is shown as 15. A water tight/water proof
gearbox assembly is shown as 16. A rotating rotor connected to the
gearbox assembly on one end and a turbine blade assembly on the
other end is shown as 17. A turbine blade assembly is shown as 18. The
front-view of the turbine rotor-ring rotor is shown as 19. The upper and
lower, portion of the two arms or rods connecting the turbine blades with
the rotor are shown as 20 & 21. The concealed air/water -tight pipes for
transfer of fluid to the internal cavity or enclosure of the turbine blades
are shown as 22 & 23. The joints connecting the turbine rods or arms to
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the two turbine blades are shown as 24 & 25 respectively. The solid
internal portion of the two turbine blades are shown as 26 & 27. The two
turbine blades are shown as 28 & 29. The container-heads of the two
turbine blades are shown as 30 & 31 respectively. The direction of
rotation of the two turbine blades are shown as 32 & 33. A plug fitted on
the concealed pipe on the rotor is shown as 34. The plug is occasionally
opened to clean the concealed fluid transfer pipe.
In this embodiment the turbine blades rotate in the clockwise direction
from the pressure of compressed and/or pressurized fluid contained
within the cavity or enclosure of the turbine blades. Once the blades are
filled up with adequate fluid pressure the turbine begins to rotate along
with the rotor. The two gear boxes located at the back-end upper and
lower portion transmits the rotational force of the upper rotor to the lower
= turbine/propellor which can continuously keep rotating as long as
adequate fluid pressure is maintained within the hollow enclosure of the
upper turbine blades. For slowing and/or stopping the apparatus or
device the internal fluid pressure within the hollow enclosure of the
upper turbine blades are reduced or completely eliminated by removing
the fluid through the out-let pipe.
FIGURE 14 shows the front view of one form of this Invention where the
specially designed turbine blades are shown connected to a rotor. The
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internal surface of the turbine blades are either conical in shape with a
pointed back-end OR is prism-shaped having slanted surface edged at
the back-end. The internal portion of the turbine blade(s) are hollow and
forms an enclosure. In this embodiment each blade has an external
protective cover. Each of the turbine blade(s) are connected to a valve
for intake and out-take of fluid. The rotor is shown as 1. The turbine
blades are shown as 2 & 3. The hollow internal enclosure of the two
turbine blades are shown as 4 & 5. The two connectors connecting the
turbine blades with the rotor are shown as 6 & 7: The two valves
connected to the two turbine blades for in-let and out-let of compressed
and/or pressurized working fluid are shown as 8 & 9. The direction of
rotation of the rotor is shown as 10 & 11. The two covers on the two
blades to make them aerodynamic are shown as 12 & 13. The two air
holes located on each of the covers for the passage of air are shown as
14 & 15. The internal angle of the slope or slant is kept at around 90
degrees and 50 degrees and shown as 16 & 18 and 17 & 19
respectively for the two blades. The internal angle of the pointed cone or
edge at the back-end of the two blades are 40 degrees each and are
numbered as 20 & 21. The two turbine locks are shown as 22 & 23. For
shutting down the operation or for reduction of speed of rotation of the
turbine(s) the valve(s) connected to each of the turbine blade(s) is/are
remotely opened. This allows the working fluid from within the hollow
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enclosure(s) of the blade(s) to expand and move out in the chamber or
room due to pressure difference. Once the blade(s) stop(s) rotating the
turbine locks are activated to lock the turbine. In this embodiment the
valve(s) are remotely opened for out-flow of fluid while the filling up is
5 done manually from compressor(s) with the turbine locks on.
FIGURE 15 shows one form of this Invention where the specially
designed turbine blades are shown connected to a rotor. The internal
surface of the turbine blades are conical in shape pointed at the back-
10 end and slightly slanted at the front-end. The internal portion of the
turbine blade(s) are hollow and forms an enclosure. The turbine blade(s)
are connected to a valve for intake and out-take of compressed and/or
pressurized working fluid. The rotor is shown as 1. The four turbine
blades are shown as 2, 3, 4 & 5. The hollow internal enclosure of the
15 four turbine blades are shown as 6, 7, 8, & 9. The four connectors
connecting the turbine blades with the rotor are shown as 10, 11, 12 &
13. The four structural support supporting the connectors are shown as
14, 15, 16, & 17. The four valves for in-let and out-let of compressed
and/or pressurized working fluid are shown as 18, 19, 20 and 21. In this
20 embodiment compressed fluid is filled manually from compressor(s).
The direction of rotation of the rotor is shown as 22, 23 & 24. The
internal angle of the cone at the back-end is kept at around 40 degrees
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and shown as 25, 26, 27 & 28 for the four blades. The four turbine locks
are shown as 29, 30, 31 & 32. For shutting down the Operation or for
reduction of speed of rotation of the turbine(s) the valve(s) connected to
each of the turbine blade(s) are remotely opened. This allows the
compressed working fluid from within the hollow enclosure(s) of the
blade(s) to expand and move out in the chamber or room due to
pressure difference. Once the blade(s) stop(s) rotating the turbine locks
are activated to lock the turbine.
FIGURE 16 shows the front view of one form of this Invention where the
specially designed turbine blades are shown connected to a rotor. The
internal surface of the turbine blades are either conical in shape with a
pointed back-end OR is prism-shaped having slanted surface edged at
the back-end. The internal portion of the turbine blade(s) are hollow and
forms an enclosure. Each of the turbine blade(s) are connected to a ,
battery operated and remotely controlled electronic air compressor cum
valve for intake and out-take of fluid. The rotor is shown as 1. The
turbine blades are shown as 2 & 3. The two covers on the two blades to
make them aerodynamic are shown as 4 & 5. The solid internal portion
of the turbine blades are shown as 6 & 7. The hollow internal enclosure
of the two turbine blades are shown as 8 & 9. The two battery operated
and remotely controlled electronic compressor cum valves (one on each
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blade) connected to the two turbine blades for in-let and out-let of
compressed and/or pressurized working fluid are shown as 10 & 11.
The two connecting rods connecting the turbine blades with the rotor are
shown as 12 & 13. The internal angle of the cone or edge (as the case
may be) is kept at around 40 degrees and shown as 14 & 15
respectively for the two blades. The two curved external surface walls of
the turbine blades are shown as 16 & 17 respectively. The direction of
rotation of the rotor is shown as 18. For starting and shutting down the
operation OR for reduction of speed of rotation of the turbine blade(s)
the air compressor cum valve(s) connected to each of the turbine
blade(s) are remotely operated and controlled. The operation begins by
sucking in air from the environment to create adequate internal fluid
pressure and is ended by expulsion or expanding fluid from within the
turbine blade(s) back to the environment. The inbuilt battery powers the
operation at the start and end. Some embodiments may also include
device powering transmitted through cables connected to the rotor and
directly upto the compressor(s) located on the turbine blade(s).
FIGURE 17 shows the side view of one form of this Invention in the top
portion where the specially designed turbine blades are shown
connected to a rotor. In the bottom portion of the page is the front-view
of the turbine blade assembly. The internal surface of the turbine blades
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are slanted forming an internal cone. The internal angle at the conical
point is around 40 degrees and the internal angle of slant at the points of
beginning of the slant is around 70 degrees all around. The turbine
blade assembly is shown as t The rotating fluid in-let and out-let pipes
connected to the rotor is shown as 2 and 3. The fixed rotor shaft is
shown as 4. A rectangular rib mounted on a stand and capable of
holding the rotor-shaft is shown as 5. A valve connected to the fluid in-let
and out-let pipe is shown as 6. A fluid in-let and out-let pipe connected
to a water/air tight shaft with collar or bushing/bearing is shown as 7.
The water/air tight collar with bushing/bearing surrounding the rotor at
the front-end is shown as 8. The base or foundation of a stand
supporting the rotor assembly is shown as 9. A fluid reservoir or
accumulator is shown as 10. The top cover of the reservoir or
accumulator is shown as 11. A vent or opening fitted on the top of the
fluid reservoir or accumulator is shown as 12. The side-view of the rotor
is shown as 13. A stand supporting the rotor assembly is shown as 14.
The front-view of the turbine rotor-ring rotor is shown as 15. The upper
and lower portion of the two arms or rods connecting the turbine blades
with the rotor are shown as 16 &19. The concealed air/water -tight pipes
for transfer of fluid to the internal cavity or enclosure of the turbine
blades are shown as 17 & 18. The joints connecting the turbine rods or
arms to the two turbine blades are shown as 20 & 21 respectively. The
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two turbine blades are shown as 23 & 24. The solid internal portion of
the two turbine blades are shown as 22 & 25. The container-heads of
the two turbine blades are shown as 26 & 27 respectively. A plug fitted
on the concealed pipe on the rotor is shown as 28. The plug is
occasionally opened to clean the concealed fluid transfer pipe. The
direction of rotation of the two turbine blades are shown as 29 & 30.
In this embodiment the turbine blades rotate in the clockwise direction
from the pressure of compressed and/or pressurized fluid contained
within the cavity or enclosure of the turbine blades. Once the blades are
filled up with adequate fluid pressure the turbine begins to rotate along
with the rotor. The turbine can continuously keep rotating as long as
adequate fluid pressure is maintained within the hollow enclosure of the
turbine blades. For slowing and/or stopping the apparatus or device the
internal fluid pressure within the hollow enclosure of the turbine blades
are reduced or completely eliminated by removing the fluid through the
out-let pipe. The compression or pressurization of the working fluid may
be due to natural causes such as gravity and/or application of
mechanical device(s) such as a compressor or pump. This embodiment
is fit to be used as an engine fcir propulsion of vehicles. This
embodiment is also fit to be used as a rotor driver for rotating rotor(s) of
machines including but not limited to power generator(s) and/or
alternator(s) for generating electricity.
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FIGURE 18 shows the transparent view of one form of this Invention of
a combined propulsion engine cum braking apparatus. Both the engine
and the braking device uses compressed fluid for its operations in an
5 enclosed environment. The frame or structure of the vehicle is shown
as 1. A beam in the middle portion of the frame or structure is shown as
2. The engine device for propulsion is shown as 3. The braking device is
shown as 4. The container-head of the propulsion engine device is
shown as 5. The container-head of the braking device is shown as 6.
10 The valve for in-let & out-let of fluid to the propulsion engine is
shown as
7. The valve for in-let & out-let of fluid to the braking device is shown as
8. The fluid connector unit connecting the fluid in-let pipe cum valve to
the fluid tanks or accumulator units is shown as 9. The power source
being the batteries and/or an in-built generator device for the system is
15 shown as 10. The electronic central processing unit is shown as 11. The
primary compressed fluid accumulator is shown as 12. The secondary
compressed air accumulator is shown as 13. The electronically
controlled valve cum safety exhaust together with the secondary fluid-
compressor connected to the primary & secondary accumulators is
20 shown as 14. This fluid-compressor is used to transfer fluid within the
system as per the requirements. The safety exhaust pipe connected to
the electronic controlled valve is shown as 15. The back-end of the
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vehicle is shown as 16. The front-end of the vehicle is shown as 17.
The connector joint box connecting the cables to the start-stop switch,
transmitter devices, receiver devices, navigation control systems,
remotely operated devices, electronic commands other sensor device(s)
including computer systems is shown as 18. The fluid in-let valve and
cap is shown as 19. The fluid in-let pipe is shown as 20. The connected
pipes in various portions of the embodiment are shown as 21, 22, 23,
24, 25, 26, 27, 28 & 29.
This embodiment is designed to be a propulsion engine cum braking
device for remotely operated vehicles. Apart from other uses this
embodiment is ideally suited for space vehicles including slow-speed re-
entry vehicles which does not require external protective heat shields.
This embodiment is also ideally suited for providing a mechanism for
vehicles and other objects to float in air or water or vacuum and/or act
as a powering device for a floating platform capable of being used for
one or more purposes. In this embodiment the apparatus or device uses
fluid in an enclosed environment without releasing or expanding them
externally except for during emergency and/or maintenance. At start, the
fluid tanks are filled up to the desired level. Thereafter, the fluid
compressor unit of the propulsion engine cum braking unit is switched
on to compress an adequate amount of fluid from the primary
accumulator to the required psi (pound per square inch) pressure and is
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transferred to fill up the container-cylinder of the engine from the primary
accumulator at the required psi controlled by the central processing unit
as per the position of the accelerator device. The vehicle propels from
the force exerted by the static fluid from within the container-cylinder at
the required speed as per the position of the accelerator. When
reduction of speed is desired a required amount of compressed fluid is
removed from the container-cylinder and stored in the secondary fluid
accumulator OR transferred back to the primary fluid accumulator
depending on the existing fluid reserve. The transfer of fluid is carried
out by the fluid-compressor shown as no 14 in the drawing. The braking
device is simultaneously and proportionately Activated via remote
control operation where the fluid from the primary or secondary
accumulator is allowed to enter the container-cylinder of the structural
braking device. The transfer of fluid is carried out by the fluid-
compressor shown as no 14 in the drawing controlled by the central
processing unit as per the command received through a remotely
Operated device. When the vehicle comes to a stop the fluid is removed
from the container-cylinder of the brake and taken either to the primary
or secondary fluid accumulator depending on the reserves. The
electronic central processing system controls the operation of entire
system including operation of the valves and the inflow and outflow of
fluid through the fluid-compressor and maintains the required pressure
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at all positions including in the primary and secondary compressed fluid
accumulators according to the requirements based on inputs received
from the various sensors as well as commands from the remote control
device and other equipments and/or devices.
INDUSTRIAL APPLICATIONS:
This invention is extremely economical and useful and can be used in a
wide range of industries across all sectors of engineering and
manufacturing. This invention particularly is of immense benefit to the
power generation sector and its end users as well as to the transportation
industry and its end users. This invention is extremely useful to large
consumers of electricity such as the railways & other public transportation
systems. In addition, this invention is extremely beneficial to the vehicle
industry. This Invention can be used as engines for all kinds of vehicles for
their propulsion. This invention can also be used as a braking and/or
safety device for all kinds of vehicles and/or objects.
