Abstract:
A compressed fluid motor comprising at least one solenoid valve, motor timing sensor, and controller for operating the motor.

Description:
RELATED APPLICATIONS 
       [0001]    This application is a continuation-in-part of U.S. patent application Ser. No. 12/206,713 filed on Sep. 8, 2008, which claims priority benefits under 35 U.S.C. §119 to U.S. Provisional Application No. 60/970,838 filed on Sep. 7, 2007, both incorporated by reference herein. 
     
    
     FIELD 
       [0002]    This application relates to compressed fluid motors, and compressed fluid powered vehicles. 
       BACKGROUND 
       [0003]    Public awareness and recent legislation has brought upon a need for a clean and environmentally responsible motor technology. Fuel burning engines are designed to consume refined fossil fuels but still produce unhealthy emissions. Higher fuel costs and maintenance costs are now associated with fuel burning engines. Previous attempts with fuel engines using straight line force to convert to rotary motion has been offered but with unsuccessful results. The most popular is the Bourke engine. This gasoline engine never achieved recognition and still would rely on fossil fuels as the source of power. 
         [0004]    Electric motors are efficient but use large amounts of power for continuous usage. The limiting factor appears to be the storage of heavy battery cells for mobile applications. Recharging requires hours and the range of travel does not allow for extended distances. The spent storage batteries are a potential hazard to the environment if not disposed of properly. High expenses associated with constant recharging, maintenance and eventual battery replacement would be required. An alternative motor is required because of these shortcomings in current technology. 
       SUMMARY 
       [0005]    A first object is to provide an improved compressed fluid motor. 
         [0006]    A second object is to provide a compressed fluid motor comprising or consisting of an electronic control or pneumatic control configured to control the pressurization of the cylinder of the motor to operate the motor. 
         [0007]    A third object is to provide a compressed fluid motor comprising or consisting of an electronic programmable logic controller or pneumatic programmable logic controller configured to control the pressurization of the cylinder of the motor to operate the motor. 
         [0008]    A fourth object is to provide a compressed fluid motor comprising or consisting of a sensor for detecting the timing of the motor, and an electronic control or pneumatic control configured to control the pressurization of the cylinder of the motor to operate the motor, the sensor being linked to the control so as to input a signal from the sensor to the control. 
         [0009]    A fifth object is to provide a compressed fluid motor comprising or consisting of a sensor for detecting the timing of the motor, and an electronic programmable logic controller or pneumatic programmable logic controller configured to control the pressurization of the cylinder of the motor to operate the motor, the sensor being linked to the control so as to input a signal from the sensor to the control. 
         [0010]    A six object is to provide a compressed fluid motor comprising or consisting of an motor body, a drive shaft rotatably disposed within the motor body, a cylinder connected to the motor body, a piston slidably disposed within the cylinder, a piston rod connecting the piston rod to the crankshaft, a fluid valve operatively connected to the cylinder for selectively releasing pressurize fluid into the cylinder; electric sensor configured to sense the timing of the motor; and an electric control unit connected to the electric sensor configured to control the release of pressurized fluid into the cylinder to drive the motor. 
         [0011]    A seventh object is to provide a compressed fluid powered vehicle. 
         [0012]    An eighth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor set forth in the above objects. 
         [0013]    A ninth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor, and at least one pressurized fluid tank. 
         [0014]    A tenth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor, at least one pressurized fluid tank, and a control configured control the release for pressurized fluid from the at least one pressurized fluid tank to the compressed fluid motor to operate the compressed fluid motor. 
         [0015]    An eleventh object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor, at least one pressurized fluid tank, a motor control configured control the release for pressurized fluid from the at least one pressurized fluid tank to the compressed fluid motor to operate the compressed fluid motor, and a transmission or transaxle. 
         [0016]    A twelfth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor, at least one pressurized fluid tank, a motor control configured control the release for pressurized fluid from the at least one pressurized fluid tank to the compressed fluid motor to operate the compressed fluid motor, and a transmission or transaxle, the motor control and/or the transmission or transaxle configured to control the speed of the vehicle. 
         [0017]    A thirteenth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor and a compressed fluid source comprising a high pressure fluid tank and a low pressure fluid tank. 
         [0018]    A fourteenth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor, a high pressure fluid tank, a low pressure fluid tank, a high pressure regulator connected between the high pressure tank, and a pressure line connecting the lower pressure tank to the compressed fluid motor. 
         [0019]    A fourteenth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor, a high pressure fluid tank, a low pressure fluid tank, a high pressure regulator connected between the high pressure tank, and a pressure line connecting the lower pressure tank to the compressed fluid motor. 
         [0020]    A fifteenth object is to provide a compressed fluid powered vehicle comprising or consisting of a compressed fluid powered motor, a high pressure fluid tank, a low pressure fluid tank, a high pressure regulator connected between the high pressure tank, a pressure line connecting the lower pressure tank to the compressed fluid motor, and a low pressure regulator connected between the low pressure tank and the compressed fluid motor. 
         [0021]    The compressed fluid motor can be constructed with a single cylinder, multiple cylinders, horizontally opposed cylinders, vertically opposed cylinders, or other suitable combination. 
         [0022]    The arrangement of a piston, cylinder, piston rod, drive shaft effectively transforms the linear motion of the piston rods into rotation of the drive shaft (e.g. crankshaft) to drive equipment or a vehicle. The compressed fluid motor will achieve full advantage of converting linear motion into rotational motion through the drive shaft. 
         [0023]    An important aspect is to provide a viable alternative to electric motors and combustible fuel engines. The compressed fluid motor can be used for any application that requires rotational motion to perform a duty (e.g. run equipment, drive a vehicle). The compressed fluid motor can useful like electric motors and combustible fuel engines of similar size to perform the same type of work. The compressed fluid motor can also be utilized in new product designs and advanced applications. 
         [0024]    The compressed fluid powered vehicle is powered with the compressed fluid motor. The compressed fluid motor can directly drive the vehicle (e.g. directly coupled to wheel), or can be coupled to one or more drive components, including transmission, transaxle, gear(s), drive shaft, differential to power one or more wheels, tracks, or other suitable ground contact drive components. 
         [0025]    The compressed fluid powered vehicle is fitted with one or more pressurized fluid tanks to provide a source of pressurized fluid to operate the compressed fluid powered motor to drive the vehicle. For example, the compressed fluid powered vehicle is fitted with a high pressure fluid tank, which allows for storage of a large amount of fluid (e.g. high pressure air (e.g. 4,000 to 5,000 psi) or liquefied gas), connected to a lower pressure tank (e.g. by a pressure line or hose). A high pressure regulator is provided between the high pressure tank and lower pressure tank (e.g. physically connected to one tank, inline, in the pressure line) to control and reduce the pressure in the lower pressure tank. A low pressure regulator is provided between the lower pressure tank and the compressed fluid motor to lower the gas pressure to the operating gas pressure of the compressed fluid motor. This tank and regulator arrangement allows for a large volume of fluid (i.e. gas or liquid) to be stored on board the vehicle, and provides for a very consistent and stable steady state supply of low pressure gas (e.g. operating pressure of gas required to drive motor (e.g. 100 psi) into the compressed vehicle motor to operate same). 
         [0026]    A motor control is provided to control the release of pressurized fluid from a source (e.g. one pressurized fluid tank, or a series of pressurized fluid tanks) to the compressed fluid motor. The control can be configured to be an on/off control valve, a differential flow valve configured to variably control the pressure and/or rate of fluid (e.g. cubic feet per minute (i.e. CFM)) delivered to the compressed fluid motor (e.g. a control valve or valve is one or more of the pressure line(s) supplying the compressed fluid motor). 
         [0027]    In one embodiment of the compressed fluid powered vehicle, the motor control is an on/off control valve provided at a location between the pressurized fluid source and the compressed fluid motor to provide a fixed operation supply of pressurized gas to motor. In this embodiment, the compressed fluid motor is operated at a fixed speed (e.g. 2,000 to 3,000 revolutions per minute (rpm)). The compressed fluid motor is couple to a transmission or transaxle (e.g. manual with clutch, or automatic without clutch) configured to control the speed of the vehicle from zero to a maximum speed (e.g. including a regulator to control maximum speed of vehicle). 
         [0028]    In another embodiment of the compressed fluid powered vehicle, motor control is a differential flow control valve to variably control the pressure and/or rate (e.g. CFM) of compressed fluid on the downstream side of the differential control valve. This arrangement allows the pressure and rate (e.g. CFM) to be delivered to the compressed fluid motor to control the speed of the compressed fluid motor. In this embodiment, the compressed fluid motor can directly drive the wheel(s), track(s), or other ground engaging drive components, or can be coupled to a manual or automatic transmission. The transmission can be configured to also control the speed of the vehicle (e.g. through gears) in addition to the compressed fluid motor. 
         [0029]    The compressed fluid motor and/or vehicle can be provided with a generator or alternator powered by the compressed fluid motor to convert mechanical energy or movement into a electrical supply to power electrical components of the compressed fluid motor and/or vehicle. For example, a generator or alternator is mechanically coupled to the drive shaft of the motor by a bracket, pulleys, and pulley belt to provide an electrical supply. 
         [0030]    The compressed fluid motor can also be connected to one or more motors (e.g. combustible fuel motor or engine, electric motor) to provide a hybrid motor arrangement. For example, the compressed fluid motor is coupled to a gasoline or diesel engine so that when the supply of compressed fluid is exhausted, the vehicle can be operated with the gasoline or diesel engine instead of the compressed fluid motor. As another example, the compressed fluid motor is couple to an electric motor so that the compressed fluid motor drives the electric motor, which in turn drives the vehicle (e.g. electric motor coupled to transmission or transaxle, electric motor provides electric power to one or more remotely located electric drive motor(s) directly coupled to a wheel(s). Alternatively, or in addition, the electric motor can also couple to a battery assembly or array to charge the batteries when the compressed fluid motor is operating, and/or when the vehicle is braking using the electric motor to brake the vehicle. Even further, the compressed fluid motor and electric motor are operated simultaneously to drive the vehicle to boost the driving torque delivered, momentarily or continuously, to the drive arrangement of the vehicle. 
         [0031]    The exhaust of the compressed fluid motor can be used to cool the compressed fluid motor, vehicle and/or operator/passenger of vehicle. For example, through ductwork, the exhaust of the compressed fluid motor is directed through vents to the driver/passenger compartment of the vehicle. A temperature control (e.g. electric fan motor and control, thermostat) and fluid filter and/or fluid treatment arrangement can be provided to control the pressure and/or temperature of the vehicle driver/passenger compartment with the exhausted compressed fluid and/or to remove any moisture, lubricant or other contaminants of the exhausted compressed fluid reaching the vehicle driver/passenger compartment. 
         [0032]    The details of the preferred embodiments and these and other objects and features of the inventions will be more readily understood from the following detailed description when read in conjunction with the accompanying drawings wherein: 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0033]      FIG. 1  is a diagrammatic cross-sectional view of the compressed fluid motor according to an embodiment. 
           [0034]      FIG. 2  is a partial cutaway perspective view of the compressed fluid motor shown in  FIG. 1 . 
           [0035]      FIG. 3  is a timing diagram of the compressed fluid motor operation for the left cylinder in the embodiment shown in  FIGS. 1 and 2 . 
           [0036]      FIG. 4  is a timing diagram of the compressed fluid motor operation for the right cylinder in the embodiment shown in  FIGS. 1 and 2 . 
           [0037]      FIG. 5  is a diagrammatic perspective view of another embodiment of an advanced pressurized fluid motor. 
           [0038]      FIG. 6  is a diagrammatic front vertical mid-sectional view of the advanced pressurized fluid motor shown in  FIG. 5 . 
           [0039]      FIG. 7  is a diagrammatic top horizontal mid-sectional view of the advanced pressurized fluid motor shown in  FIGS. 5 and 6 . 
           [0040]      FIG. 8  is a diagrammatic partial broken away enlarged view of the piston and cylinder arrangement of the advanced pressurized fluid motor shown in  FIGS. 5-7 . 
           [0041]      FIG. 9  is a back elevational view of the cam clutch of the advanced pressurized fluid motor shown in  FIGS. 5-8 . 
           [0042]      FIG. 10  is rear perspective view of a further advanced pressurized fluid motor. 
           [0043]      FIG. 11  is a front elevational view of the advanced pressurized fluid motor shown in  FIG. 10 . 
           [0044]      FIG. 12  is a perspective view of an even further advance pressurized fluid motor. 
           [0045]      FIG. 13  is a diagrammatic view of the advanced pressurized fluid motor system. 
           [0046]      FIG. 14  is a front perspective view of an image of a compressed fluid power vehicle. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0047]    An embodiment of a compressed fluid motor  100  is shown in  FIGS. 1 and 2 . The compressed fluid motor  100  is configured to drive the pistons  134 ,  134  within the cylinders  140 ,  141 , in only one direction (i.e. inwardly) relative to the main body  100 . 
         [0048]    An embodiment of a compressed fluid motor  100  is shown in  FIGS. 1 and 2 . The compressed fluid motor  100  is configured to drive the pistons  234 ,  234  of the compressed fluid motor  200  inwardly only towards the main body  110  within the cylinders  240 ,  241 . 
         [0049]    The compressed fluid motor comprises a rotational shaft to produce motion as an alternative to all electric motors and combustible fuel engines for current and future applications. Electric motors of any power usage or any combustible type engine could be replaced with this compressed air motor. This movement would be similar to that of a shaft on an electric motor or the shaft of a combustible engine. The compressed fluid medium will be any compressible gas including, but not limited to air, nitrogen, propane, natural gas, steam, carbon dioxide, gas mixture, or other suitable gas. This also applies to any compressible liquid, including but not limited to hydraulic fluid, water and/or any other compressible liquid deemed safe and appropriate for this application. The pressures for this compressed fluid medium would be from zero PSI (Pounds per Square Inch) to any pressure that could be used to exert force and create motion in this compressed fluid motor. 
         [0050]    The compressed fluid motor can also be a motor, part or component of a hybrid motor drive system. For example, the fluid motor can be used in combination with an electric motor and/or a combustible fuel motor in a hybrid motor drive system. 
         [0051]    The motor comprises common and unique components to impart rotation to a shaft or shafts. The following components and drawings explain the motor. 
         [0052]      FIG. 1  is a diagrammatic cross-sectional view of the compressed fluid motor  100 .  FIG. 2  is a partial cutaway perspective view of the compressed fluid motor  100 . 
         [0053]    The compressed fluid motor  100  comprises a main body  110 , which is the support structure for the inner and outer workings of the compressed fluid motor  100 . The main body  110  can be any shape or size to accommodate the interior and/or exterior components for a complete or sub assembled unit. The material of the main body  110  can be any plastic, composite, carbon fiber, Kevlar, fiberglass, ceramic, wood, metal and/or any natural or synthetic material that can be effectively used for this intended purpose. 
         [0054]    The compressed fluid cylinders  140 ,  140  can be mounted coaxially and oppositely in relation to the main body  110  and the crankshaft  116 . Alternatively, the crankshaft  116  can be replaced by multiple crankshaft portions or crankshaft. 
         [0055]    The cylinders  140 ,  140  can be of any design in regards to shape or volume as to having a cylinder body, piston body, piston rod  130 ,  130 , pressure ports, seals, and/or rings to compress the fluid medium(s). The cylinders  140 ,  140  can be connected to the main body  110  by a variety of types of connection. For example, the connection of the cylinders  140 ,  140  to the main body  110  can include, but not limited to using threading, bolting, welding, making the cylinders  140 ,  140  and main body  110  as a single piece (e.g. molded, molded plastic, molded carbon fiber/resin, molded fiberglass/resin, molded ceramic, formed, cast, machined from block or billet of metal such a steel, aluminum, titanium), and any other connection type suitable to connect the cylinders  140 ,  140  to the main body  110 . The cylinders  140 ,  140  can be special purpose for this design, or made or purchased commercially. 
         [0056]    The compressed fluid motor is configured as a “double acting” design; however, the cylinders  140 ,  140  are only pressurized to sequentially “push” only on the tops of the pistons  134 ,  134 . This creates a desirable mechanical advantage as the cylinder output forces are greater when pressure is applied at the upper piston surfaces (i.e. cap end), since pressure is applied to the surface area of the full face of pistons  134 ,  134 . The cylinders  140 ,  140  can be used in any combination, for example, in a combination of multiples of two cylinders. A compressed fluid motor of this design can be assembled with two, four, six, eight, etc. number of cylinders as deemed appropriate for the desired power output. However, it should be noted that only a single piston/cylinder design is suitable to operation of a compressed fluid motor. 
         [0057]    The cylinder head end port can be configured to provide extra force through pressurization or vacuum to assist the compressed fluid motor to turn in a forward or reverse rotation. The pressurized pistons  134 ,  134  and corresponding piston rods  130 ,  130  act on the main bearing  122  of the crankpin  123  to rotate the crankshaft  116 . The crankshaft  116  is supported for rotation in the main body  110  by a pair of main bearings  123 ,  123  located on the end cover plates  112 ,  112  of the main body  110 . The crankshaft  116  is provided with a pair of flywheels  114 ,  114 . The piston rods  130 ,  130  are connected together by bearing guide plates  124 ,  124 . The connection type between the piston rods  130 ,  130  can be, but is not limited, to threading, welding, pinning, casting, or being made as a single piece component. A pair of bearing guide plates  120 ,  120  are connected between the bearing guide plates  124 ,  124 , and cooperate and ride on the main bearing  122  of the crankpin  123  to rotate the crankshaft  116 . 
         [0058]    The main bearing  122  of the crankpin  123  is designed to allow full rotation in a clockwise or counter-clockwise direction at the will of the forces involved. The bearing guides  120 ,  120  are designed to withstand the forces of compression while contacting the main bearing  122  of the crankpin  123  during rotation of the crankshaft  116 . The crankpin  123  is located and confined between the two flywheels  114  of the same proportion for balancing the crankshaft drive assembly. Specifically, the crankpin  123  is designed to have a sufficient size and tapered ends to positively located the bearing guides between the flywheels  114 ,  114 . Further, the bearing guides  120 ,  120  are designed to withstand the forces exerted thereon by pushrods  130 ,  130  during operation of the compressed fluid motor  100 , and transfer the linear power exerted onto the crankpin  123  to turn the crankshaft  116  a full 360 degrees in slow or rapid succession. The 360 degrees represents a full rotation of the crankshaft  116 . 
         [0059]    The crankshaft  116  is mounted through the center of each flywheel  114 ,  114 , and is of a sufficient length to be suspended between the spaced apart bearings and seals  123 ,  123  provided in the end cover plates  112 ,  112 . The ends of the crankshaft  116  pass through the end cover plates  112 ,  112  to connect to any type of device configured to harness the rotational motion of the crankshaft  116  (e.g. gear, clutch, drive, transmission, and differential). 
         [0060]    The control system comprises a solenoid operated directional control valve  155  provided on an upper portion of each cylinder  140 ,  141 . The two (2) cylinders  140 ,  141  have the same design, including the same size bore and stroke. A reed switch  150 , normally open, is mounted at a lower end of each cylinder  140 ,  141 . A reed switch  151 , normally closed, is mounted at an upper end of each cylinder  140 ,  141 . There exists two relays to continue electrical current through a full power stroke, fittings of sufficient size and pressure rating to connect all devices; and a tubing for distribution of the compressed fluid such as, but not limited to air, nitrogen, propane, natural gas, steam, carbon dioxide, etc. This also applies to any compressible liquid to include, but not limited to hydraulic fluid, water and/or any other compressible liquid deemed safe and appropriate for this application. The tubing can be made, but not limited to plastics or metals of sufficient pressure rating. 
         [0061]    The compressed fluid is supplied to and controlled through the solenoid operated directional control valves  155 ,  155  of cylinders  140 ,  141 . The operation of the control valves  155 ,  155  is timed and controlled to release compressed fluid into the cylinders  140 ,  141 . Again, the magnetic pistons  134 ,  134  and piston rods  130 ,  130  are connected together by bearing guide plates  120  and bearing guide plates  124 . The linear motion of the piston rods  130 ,  130  is converted into rotational motion by the bearing guide plates  120 ,  120  pushing on the main bearing  122  of the crankpin  123  resulting in a 360 degree controlled and balanced motion of the crankshaft  116  and flywheels  114 . The crankshaft  116  is connected to the work. The work can be a pulley, shaft or other type of coupler. The primary principle of operation is achieved through converting the linear motion of the compressed fluid cylinders  140 ,  141  into rotational motion of the crankpin  123 , crankshaft  116 , and flywheels  114 ,  114 . The arrangement can be modified to perform the same functions with design changes. The actual size of this compressed fluid motor can also be scaled up or down to fit the parameters of the work required. The inner workings (main bearing  122 , crankpin  123 , flywheels  114 ,  114 , crankshaft  116 , bearing guides  120 ,  120 , and bearing guide plates  124 ,  124 ) can be individual components or a combined assembly. The crankshaft  116  can comprise removable flywheels and a removable crankpin coupled with a key and keyway for maintenance or customization. This same device can be achieved in another embodiment by making a single piece crankshaft  116 , crankpin  123 , and flywheels  114 ,  114 . This assembly can be made of plastic, composite, wood, metal and any other man made or natural material(s). 
         [0062]    The magnetic pistons  134 ,  134  are at a fixed distance apart and move as one part or unit connected by the piston rods  130 ,  130 , bearing guides  120 ,  120 , and bearing guide plates  124 ,  124 , as shown in  FIG. 1 . As the assembly moves back and forth (i.e. reciprocates), the bearing guide plates  124 ,  124  push on the main bearing  122  of the crankpin  123  and rotate the crankshaft  116  resulting in 360 degree motion on a fixed path around the centerline of the shaft  116 . The main bearing  122 , crankpin  123 , flywheels  114 ,  114 , and crankshaft  116  move together as a single assembly. This assembly converts linear motion and force from the pistons  134 ,  134  into a rotary force exerted on the crankshaft  116  and combined assembly. 
         [0063]      FIG. 3  illustrates a timing diagram of the compressed fluid motor  100  operation for the left cylinder  140 .  FIG. 4  illustrates a timing diagram of the compressed fluid motor  100  operation for the right cylinder  141 . 
         [0064]    The magnetic piston  134  is located in the cylinder  140  at a fully retracted position. The magnetic strip  132  in cylinder  140  closes the normally open reed switch  150  on the cylinder  140 . The reed switch  150  on cylinder  140  sends an electrical signal to the relay to maintain power to the control valve  155  on the cylinder  140 . The control valve  155  on cylinder  140  opens and allows pressure into cylinder  140  to advance the magnetic piston  134  in cylinder  140  inwardly. The main bearing  122  and crankpin  123  begins to rotate around the centerline of the shaft  116  in  FIG. 2 . The magnetic piston  134  of cylinder  140  advances to a full inward position. The normally closed reed switch  151  deactivates the relay and power to the control valve  155  on cylinder  140 . The pressure is removed and the control valve  155  on the cylinder  140  will exhaust and allow the pressure to escape from the cylinder  140 . The main bearing  122 , crankpin  123 , flywheels  114 ,  114 , and crankshaft  116  have moved 180 degrees from the start position. 
         [0065]    The magnetic piston  134  located in cylinder  141  is at the full inward position. The magnetic strip  132  of the cylinder  141  closes the normally open reed switch  150  on cylinder  141 . The reed switch  150  on cylinder  141  sends an electrical signal to the relay to maintain power to the control valve  155  on cylinder  141 . The valve  155  on cylinder  141  opens and allows pressure into cylinder  141  to advance the magnetic piston  134  in cylinder  141  inwardly. The main bearing  122  and crankpin  123  begin to rotate around the centerline of the crankshaft  116 , as shown in  FIG. 2 . The magnetic piston  134  of cylinder  141  advances to a full inward position. The normally closed reed switch  151  deactivates the relay and power to the control valve  155  on cylinder  141 . The pressure is removed and the control valve  155  on cylinder will exhaust. The main bearing  122 , crankpin  123 , flywheels  114 , and crankshaft  116  have moved 360 degrees from the start position. The pressure cycle, start position, begins again for cylinder  140 . 
         [0066]    An electrical power source is necessary to allow the reed switches  150  and  151 , relays, and control valves  155  to activate for compressed fluid motor  100 . Advanced designs of this compressed fluid motor may add or remove the electronics or shift the location of the control valves  155 ,  155  on the cylinders  140 ,  141  or to a remote location, for example, through use of auxiliary pressurized fluid lines. 
         [0067]    Other components may include a compressed gas storage device for mobile applications. This compressed gas storage device can be a compressed fluid vessel or tank. It is also possible to produce compressed fluid at the point of use in a mobile or stationary application. A safety lockout device is recommended. This device can halt all pressure to the compressed fluid motor and all components in the circuit. 
         [0068]    The use of the word “motor” is relevant to the understanding and description of this device. The word “motor” means a device to move objects at a controllable and sustainable rotating motion. A “fluid motor” best describes what the device is, and by what means it operates. Similar devices that use vanes or impellers use the word “motor” to describe their device. The comparison of the electric motor verses the internal combustion engine would support the description of this device to be considered a “motor” as it turns or spins around the crankshaft  116 , but does not consume, by ignition, the power source to induce the rotating motion. 
         [0069]    The pressure for a full stroke is an advantage over a gasoline type engine. The mechanical advantage of this motor design is by the use of straight line motion into pushing the main bearing  122  resulting in a continuous 360 degree motion. This controlled motion has a distinct advantage over the typical gasoline engine by applying the pressure through the full revolution of the crankshaft  116 . A gasoline engine applies pressure to the top of the piston only at the highest point in the cylinder. This compressed fluid motor applies pressure for the full length of the piston travel. This sustained pressure allows this motor to achieve higher torque output then any gasoline engine equal in size and weight. The revolutions per minute (RPM) and torque values are controlled and repeatable for practical work to be performed. Higher torque can be achieved by allowing the compressed air into the cylinder for the full stroke length. Higher rotational speed can be achieved with higher pressures, quick acting valves, and switches. 
         [0070]    Recapturing of compressed fluid once passed through the compressed fluid motor can be useful for other features or motors in a secondary system for regeneration. The fluid can pass through the compressed fluid motor, and then can be returned to a secondary low pressure tank. The advantage is that it is easier to compress fluid from 100 PSI (7 bar) to 200 PSI (14 bar) then to go from 14.7 PSI (1.03 bar) to 200 PSI (14 bar). The 200 PSI (14 bar) would also be available as a reserve for startup or extra boost to the system. 
         [0071]    The process of storing compressed air and reintroducing compressed fluid from the motor would be relevant for maximum efficiency of an enclosed circuit. The compressed fluid motor can be allowed to continually operate, and be driven by a transmission, pulley, belt or other means for the purpose of placing compressed fluid back into the system. Such could be applied to regenerative braking through the use of control valves  155  placed in the circuit with an advantage of increased range and usefulness of the compressible fluid motor in mobile applications. 
         [0072]    The use of electronics over mechanical controls for the compressed fluid motor provides flexibility. The prototype compressed fluid motor (bench tested without a load) was capable of 750 revolutions per minute (RPM) at 40 PSI (2.8 bar). The bearing and seal  123  were rated for 10,000 RPMs, and the cylinders  140 , 141  were rated for 250 PSI (17.5 bar). Limitations for this bench test were the compressor (150 PSI or 10.5 bar maximum) which could be overcome with a 3000 PSI (210 bar) tank and pressure regulator set to 250 PSI (17.5 bar). 
         [0073]    The compress fluid motor can use a mechanical valve arrangement. The compressed fluid can be introduced into the cylinders  140 ,  141  by a mechanical control. For example, a mechanical intake valve can open and allow pressure into the cylinder  140 , 141 , push the piston through full stroke and then close to release the pressure through an exhaust valve. This would be done with a push rod located through the case and timed to the position of the main bearing  122 , crankshaft  11 , or flywheels  114 . This assembly can be beneficial for fixed applications that do not require the flexibility that electronics provide. 
         [0074]    The opening and closing of the control valves  155 ,  155  can be adjusted to achieve and maintain the ideal operation and requirements of the compressed fluid motor. The control valves  155 ,  155  timing would be preset for maximum speed and/or maximum torque for desired operation. 
         [0075]    Further developments of this fluid motor can be to add or remove electrical components for desired fluid motor operation. Electrical controls can be replaced or supplemented with air controlled valves, mechanical valves, or any other devices configured to pressurized or exhaust the cylinders. 
         [0076]    The cycles are completed in rapid succession, and create useful work similar to that of a combustion engine or an electric motor. The compressed fluid motor produces torque characteristics of an electric motor with pressure developed through the entire cycle and movement of the shaft. The maintaining pressure into the cylinders allows for more torque and revolutions per minute. The power derived from the compressed fluid motor produces more power than any combustion engine of equivalent cylinder volume. The compressed fluid motor can be useful for mobile or stationary applications as an alternative to an electric motor and/or internal combustion engine. The compressed fluid motor provides power generation of a low weight to power ratio in favor of the mechanical advantage of converting linear motion into rotational motion. 
       Advanced Compressed Fluid Motor 
       [0077]    Another embodiment of a compressed fluid motor  210  is shown in  FIGS. 5 -. The compressed fluid motor  210  is configured to drive the pistons  234 ,  234  within the cylinders  240 ,  241 , in both directions (i.e. inwardly and outwardly) relative to the main body  200 . 
         [0078]    The compressed fluid motor  210  comprises an motor body  212  fitted with a motor drive shaft  214 . The motor body  212  is connected to a pair of opposed cylinders  216 ,  216 . The cylinders  216 ,  216  are each fitted with an upper solenoid valve  218  and lower solenoid valve  220 . Each set of solenoid valves  218 ,  218 ,  220 ,  220  are wired to and controlled by programmable logic controller (PLC)  222  ( FIG. 7 ). Further, the solenoid valves  218 ,  218 ,  220 ,  220  are electrically operated solenoid valves to selectively pressurize or exhaust the cylinders  216 ,  216  in a controlled manner to be described below. The solenoid valves, for example, have three (3) ports. The modes of operation of the solenoid valves, include pressurize, exhaust, and open to atmosphere. The solenoid valves can be, for example, Prospector Series, Poppet Valves manufactured by Norgren, Littleton, Colo., Model No. [indicate model number], www.norgren.com). 
         [0079]    A front motor cover  224  and rear motor cover  226  are connected to the motor body  212  (e.g. by bolts), as shown in  FIGS. 5 and 7 . For example, the front motor covers  224 ,  226  are motor cover plates. The front motor cover  224  comprises a front bearing and seal  228 , and the rear motor cover  226  comprises a bearing and seal  230  ( FIG. 7 ). The seal  228  can be the same as the seal  230 . 
         [0080]    A cam clutch  232  is disposed within a cam clutch housing  234  connected to the front of the motor body  212 . The cylinder  216 ,  216  are connected to opposed sides of the motor body  212  (e.g. by bolting). 
         [0081]    A piston  236  is slidably disposed within each cylinder  216 . Each piston  236  comprises an inner piston body  236   a . The piston, for example, can comprise an outer piston body  236   b  (e.g. made of polyurethane) fitted over the inner piston body  236   a  (e.g. made of aluminum). The pistons  236 ,  236  do not have piston rings; however, more advance piston can have one or more piston rings. 
         [0082]    A piston rod  238  connects each piston  236  to a bearing guide  240  connected to a bearing guide plate  242  ( FIG. 6 ). As shown in  FIG. 8 , a threaded fastener  244  connects into an outer end of each piston rod  238 , and a threaded fastener  246  connects into an outer end of each threaded fastener  244  to secured each piston  236  onto the outer end of each piston rod  238 . An outer washer  248  and inner washers  250 ,  252  further anchor each piston  236  onto each piston rod  238 . An annular bearing  252  is provided on an inner side of each inner piston body  236   a . Each piston rod  238  is connected to each bearing guide  240  with a pin  256 , as shown in  FIG. 6 . 
         [0083]    As shown in  FIG. 6 , the motor body  212  is fitted with bearings  258 ,  258  for accommodating the piston rods  238 ,  238 . Further, the cylinders  216 ,  216  are fitted with bearings  260 ,  260  for also accommodating the piston rods  238 ,  238 . The motor body  212  is also provided with seals  262 ,  262  (e.g. sealing rings or O-rings located in recess of the side faces of the motor body  212 ) for cooperating and sealing with the inner end face surfaces of each cylinder. This arrangement slidably supports the piston rods  238 ,  238  within the compressed fluid motor  210  while providing a pressure seal between the motor body  212  and cylinders  216 ,  216 . 
         [0084]    The pistons  236 ,  236 , piston rods  238 ,  238 , bearing guide plates  240 ,  240 , and bearing guide plates  242 , once assembled, form a single unit that operates as a single unit. Specifically, by the shown arrangement, the pistons  236 ,  236  are mechanically and operationally coupled together, and move together (i.e. reciprocate left and right back-and-forth) as a single unit. The pistons  236 ,  236  through their respective piston rods  238 ,  238  and bearing guides  240 ,  240  together drive the motor drive shaft  214 . Specifically, as shown in  FIG. 6 , the bearing guides  240 ,  240  act on the main bearing  264  of the crankpin  266  of the motor drive shaft  214 . 
         [0085]    As shown in  FIG. 7 , the motor drive shaft  214  is a multiple component unit. Specifically, the motor drive shaft  214  comprises a center shaft  268  accommodating the crankpin  266 . A pair of flywheels  270 ,  270  are connected at opposite ends of the center shaft  268  (e.g. by bolting). 
         [0086]    The motor drive shaft  214  comprises a front drive shaft  214   a  connected to the front flywheel  270 . The front drive shaft  214   a  is provided with a beveled protrusion  214   b  and a flange  214   c . A threaded connector  214   d  is received in a threaded hole  214   e  provided in a rear end of the front drive shaft  214   a , and connects the front flywheel  270  to the front drive shaft  214   a . The motor drive shaft  214  further comprises a rear drive shaft  214   f  connected to the rear flywheel  270 . The rear drive shaft  214   f  is provided with a beveled protrusion  214   g  and a flange  214   h . A threaded connector  214   i  is received in a threaded hole  214   j  provided in a front end of the rear drive shaft  214   f , and connects the rear flywheel  270  to the rear drive shaft  214   f.    
         [0087]    A rotary position encoder puck  272  is connected to the rear end of the rear drive shaft  214   f  (e.g. by bolting). A housing  274  is connected to the rear motor cover  226 . A rotary position encoder sensor  276  is connected to the inside surface of the housing  274  to support the rotary position encoder sensor  276  in a stationary position relative to the rotary position encoder magnetic puck  272 , which rotates during operation of the compressed fluid motor  210 . 
         [0088]    The rotary position encoder sensor  276  detects the position of the motor drive shaft  214  and sends this real time information to the programmed logic controller (PLC)  222 . By detecting the position of the motor drive shaft  214 , the position of the pistons  236 ,  236  within the cylinders  216 ,  216  is also detected due the mechanical linkage or connection between the motor drive shaft  214  and the piston  236 ,  236  via the crankpin  266 , main bearing  266 , bearing guides  240 ,  240  and bearing guide plate  242  arrangement, and piston rods  238 . Alternatively, the input to the programmable logic controller (PLC)  222  can be accomplished with an encoder, pick-up sensor(s), proximity sensor(s), linear transducer(s), or any combination thereof, provided on the motor drive shaft  214 , an output shaft, piston, piston rods, cylinders, or combination thereof. For example, the sensing arrangement (e.g. reed switches and magnetic pistons) utilized in the embodiment shown in  FIGS. 1-4  can be utilized in this embodiment instead, or in combination with the rotary position encoder sensor  276 . 
         [0089]    Again, the cam clutch housing  234  is connected to the front motor cover plate  224  (e.g. by bolting), as shown in  FIGS. 5 and 6 . The inside of the cam clutch  232  is shown in  FIG. 9 . The cam clutch  232  is configured or designed to perform as a backstop, freewheel, or SPRAG type bearing. Specifically, the cam clutch  232  is configured to only allow the compressed fluid motor  210  to rotate in one direction. The direction is changeable by rotating (i.e. reversing) the cam clutch  232  to mount on an opposite side at assembly, or change by the end user by disassembly and reassembly the cam clutch  232  reversed. For example, an internal freewheel FSN manufactured by RINGSPANN can serve as the cam clutch  232 . 
         [0090]    The cylinders  216 ,  216  each comprise a thin walled cylinder  216   a  connecting an upper cylinder manifold  216   b  to a lower cylinder manifold  216   c . The thin walled cylinder  216   a , upper cylinder manifold  216   b , and lower cylinder manifold  216   c  can be made as separate components, and then assembled together (e.g. bolting, welding, threading, mechanical connection). Seals  216   d ,  216   d  (e.g. annular seals, O-rings) can be provided in channels  216   e ,  216   e  in the outer cylinder manifold  216   b  and inner cylinder manifold  216   c.    
         [0091]    The upper solenoid valves  218 ,  218  are connected, respectively, to the outer cylinder manifolds  216   b ,  216   b  of the cylinders  216 ,  216 . The lower solenoid valves  220 ,  220  are connected, respectively, to the inner cylinder manifolds  216   c ,  216   c . For example, the solenoid valves  218 ,  218 ,  220 ,  220  are provided with threaded connectors  218   a ,  218   a ,  220   a ,  220   a  cooperating with threaded holes  218   b ,  218   b ,  220   b ,  220   b  provided in the sides of the solenoid valves  218 ,  218 ,  220 ,  220 , as shown in  FIGS. 5 and 6  to securely connect the solenoids and cylinder manifolds together. The solenoid valves  218 ,  218 ,  220 ,  220  are each connected to a pressurized fluid source (not shown). For example, the solenoid valves  218 ,  218 ,  220 ,  220  are connected via pressurize conduit to a pressure regulator supplied with pressurized fluid from a high pressure tank or compressor. 
         [0092]    The cylinders  216 ,  216  can also be provided with additional solenoid valves or additional sets of solenoid valves to advance the operation of the pressurize fluid motor  210 . For example, one solenoid valve can inject pressurized fluid into the cylinder  216  (e.g. at the upper portion and/or lower portion of the cylinder  216 ) and a different solenoid valve can exhaust fluid from the cylinder  216 . This would allow a controlled (e.g. same or differential rate) of fluid being moved into and out of the cylinder in particular sequences for each solenoid valve. Further, the solenoid valves can be configured to provide varying pressure control and operation (e.g. flow rates and flow durations through solenoid valves can be selectively controlled by programmable logic controller (PLC)  222 ). In addition, the cylinders  216 ,  216  can be provided with one or more ports (e.g. multi-port) arrangement to facilitate exhausting the cylinders in various manner. For example, the exhaust ports can be metered to control flow rates. 
         [0093]    The upper solenoid valves  218 ,  218  and lower solenoid valves  220 ,  220  are connected (e.g. wired or wirelessly) to the programmable logic controller (PLC)  220 . 
         [0094]    The pressurized fluid motor  210  can optionally comprise a voltage control unit (e.g. remote controlled voltage control unit) configured to control and change the voltage signals from the solenoid valves  218 ,  218 ,  220 ,  220  to the programmable logic controller (PLC)  220 . The speed of the pressurize fluid motor  210  can be controlled and changed by controlling and changing the voltage signals from the solenoid valves  218 ,  218 ,  220 ,  220  without changing the input pressure supplied to the solenoid valves  218 ,  218 ,  220 ,  220 . 
         [0095]    In addition, the compressed fluid exhausted from the compressed fluid motor  210  can be captured for reuse. For example, the exhausted compressed fluid is at a higher pressure than ambient pressure, and requires less energy to compress up to operational supply pressure. Also, the captured exhaust can be treated (e.g. to remove moisture or foreign material), and then used for providing air conditioning, for example, to a passenger(s) of a vehicle power by the compressed fluid motor  210 . 
         [0096]    The motor body  212  can be provided with a oil fill plug  278 , as shown in  FIG. 6 , configured to be removed to add or change motor oil within the motor body  212 . The motor oil lubricates the drive shaft  214 , main bearing  264 , crankpin  266 , bearing guides  240 , bearing guide plate  242 , and piston rods  238 . 
         [0097]    A further embodiment of the compressed fluid motor  310  is shown in  FIGS. 10 and 11 . 
         [0098]    The inner works of the compressed fluid motor  310  is similar to that of the compressed fluid motor  210  shown in  FIGS. 5-7 . However, the thin walled cylinders  216   a ,  216   a  in the compressed fluid motor  210  are replaced with rectangular-shaped outer walled cylinders  316   a ,  316   a  to accommodate bolts  316   d  internally. Further, the outer cylinder manifold  316   b  and inner cylinder manifold  316   c  have rectangular-shaped outer walls matching dimensionally (e.g. width and thickness) with the cylinders  316 ,  316 . 
         [0099]    An even further embodiment of the compressed fluid motor  410  is shown in  FIG. 12 . 
         [0100]    The inner works of the compressed fluid motor  410  is similar to that of the compressed fluid motor  210  shown in  FIGS. 5-7 . However, the electrical solenoid valves  218 ,  218 ,  220 ,  220  and electric programmable logic controller (PLC)  222  in the compressed fluid motor  210  are replaced with pneumatic operated solenoid valves  418 ,  418 ,  420 ,  420  and a pneumatic programmable logic controller (PLC)  422 . This embodiment is useful in explosive, or wash down atmospheres. 
       Programmable Logic Controller (PLC) 
       [0101]    The programmable logic controller (PLC) for use with the compressed fluid motor, for example, can be a SIMATIC S7 S7-1200 Programmable Controller manufacturer by Siemens, (https://www.automation.siements.com/mdm/default.aspx?DocVersionId=41524141835&amp;Language=en-US&amp;TopicId=40815534603). 
       Drive System 
       [0102]    A compressed fluid motor drive system  510  is shown in  FIG. 13 , including a high pressure air tank  512  connected to a lower pressure air tank  514  via a pressure line  516  fitted with a high pressure regulator  518 . The lower pressure air tank  514  is connected to a pressure line  520  feeding the solenoid valves  218 ,  220 ,  222 ,  224  of the compressed fluid motor  210 . The pressure line  520  is fitted with a low pressure regulator  522 . 
         [0103]    The programmable logic controller (PLC)  222  is connected to the rotary position encoder sensor  276  via wire  524 , and connected to a linear speed controller  526  via wire  528 . Further, the logic controller (PLC)  222  is connected to the solenoid valves  218 ,  220 ,  222 ,  224  via wires  530 ,  532 ,  534 ,  536 . 
       Compressed Fluid Motor Operation 
       [0104]    The operation of the compressed fluid motors  210  will be described below. The operation described will also apply to the compressed fluid motors  310  and  410 . The operation begins by viewing the left cylinder  216  of the compressed fluid motor  210  shown in  FIG. 6 . 
         [0105]    The inlet port of the upper solenoid valve  218  is operated to pressurize the upper portion of the left cylinder  216  while at the same time the lower solenoid valve  220  is operated to exhaust the lower portion of the left cylinder  216  to the atmosphere. The pressurized fluid in the upper portion of the left cylinder  216  drives the left piston  236  inwardly in the right direction towards the lower cylinder manifold  216   c.    
         [0106]    When the left piston  236  is reaching is lowest position (i.e. most right wise position), the lower solenoid valve  220  is operated to pressurize the lower portion of the left cylinder  216  while the upper solenoid valve  218  is operated to exhaust the upper portion of the left cylinder  216  to the atmosphere. The pressurized fluid in the lower portion of the left cylinder  216  drives the left piston  236  outwardly in the left direction towards the upper cylinder manifold  216   b.    
         [0107]    When the left piston  236  is reaching is highest position (i.e. most left wise position), the upper solenoid valve  218  is operated to pressurize the upper portion of the left cylinder  216  while the lower solenoid valve  220  is operated to exhaust the lower portion of the left cylinder  216  to the atmosphere. The pressurized fluid in the upper portion of the left cylinder  216  drives the left piston  236  inwardly in the right direction towards the lower cylinder manifold  216   c . The switching of the solenoid valves  218 ,  220  continues to operate the pressurized fluid motor  210 . 
         [0108]    The solenoid valves  218 ,  220  of the right cylinder  216  and right piston  236  are operated opposite to the solenoid valves  218 ,  220  of the left cylinder  216  (i.e.  180   o  timing). This coordinated operation of the solenoid valves  218 ,  218 ,  220 ,  220  by the programmable logic controller (PLC)  222  drives the pistons  236 ,  236 , piston rods  238 ,  238 , bearing guides  240 ,  240 , and bearing guide plate  242  as a single assembly back-and-forth to reciprocate same. Thus, the assembly is being driven by both piston  236 ,  236  at the same time in the same direction during the 360o operation of the drive shaft  214  essentially doubling the power and torque of the pressurized fluid motor  210  versus a motor configured to drive either one piston at a time or having a power stroke of the piston in only one direction. 
         [0109]    The control of the operation of the pressurized fluid motor  210  can be programmed, for example, to vary the timing of pressurization (e.g. advance and/or retard), sequence of pressurization, dwell of pressurization to vary the performance and operation of the pressurized fluid motor  210 . For example, the solenoid valves  218 ,  218 ,  220 ,  220  can be opened at the same time, or in a sequence, or intermittently to brake the pressurized fluid motor  220 . Further, multi-port (e.g. two ports, three ports) or controllable flow rate solenoid valves or multiple solenoid valves per station can be utilized to optimize the performance and operation of the pressurized fluid motor. 
         [0110]    Although the inventions have been described and illustrated in the above description and drawings, it is understood that this description is by example only, and that numerous changes and modifications can be made by those skilled in the art without departing from the true spirit and scope of the inventions. Although the examples in the drawings depict only example constructions and embodiments, alternate embodiments are available given the teachings of the present patent disclosure. For example, although examples for compressed fluid are disclosed, the inventions are also applicable to suction or vacuum of fluids instead of compression of fluids. 
       Compressed Fluid Powered Vehicle 
       [0111]    A compressed fluid powered vehicle  610  is shown in  FIGS. 14 and 15 . The compress fluid powered vehicle  610  comprises a frame  612  and the compressed fluid motor  210  mounted in the frame  612 . 
         [0112]    The compressed fluid motor is coupled to a transaxle  614  having a differential unit  616  connected to a pair of axles  618 ,  618 . The compressed fluid powered vehicle  610  is fitted with four (4) wheels (e.g. tires mounted on rims). 
         [0113]    The front wheels  620 ,  620  are steerable, and the rear wheels  620 ,  620  are fixed on the axles  618 ,  618 . Alternatively, the rear wheels  620 ,  620  can also be steerable. The vehicle steering system, for example, comprises a steering wheel  622  connected via a steering shaft  624  to a steering gearbox  626 , which is coupled to a steering linkage  628 . The steering linkage  628 , for example, comprises a Pitman arm, track rod, idler arm, and a pair of tie rods connected to steering arms  630 ,  630 . 
         [0114]    The frame  612  comprise a pair of side rails  612   a ,  612   a , connected together by a pair of cross members  612   b ,  612   b . The high pressure tank  512  is connected to the right side frame  612   a  by a mounting bracket  632 , and lower pressure tank  514  is connected to the left side frame  612   a  by a mounting bracket  634 . The high pressure regulator  518  is positioned in-line with the high pressure line  516 , and the lower pressure regulator  522  is positioned in-line with the lower pressure line  520 . The lower pressure line  520  supplies pressurized fluid to the solenoid valves  218 ,  220 ,  220 ,  218  of the compressed fluid motor  210 . 
         [0115]    The programmable logic controller  222  is mounted to the left frame rail  612   a  by a mounting bracket  636 . The linear speed controller  526  is mounted to the left frame rail  612   a  by a mounting bracket  638 . 
         [0116]    A pair of leaf springs  640 ,  640  are each connected at a rear end to the cross member  612   b  (e.g. via a bracket, not shown). The front ends of the leaf springs  640 ,  640  are each connected to a mounting bracket  642  connected to a side rail of the frame  612 . A pair of shock absorbers  642 ,  642  are connected at their lower ends to mounting brackets  644 ,  644  connected to the axles  618 ,  618 . The upper ends of the shock absorbers  642 ,  642  are connected to frame towers or brackets  646 ,  646 .