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 generators) or alternators to generate electricity. Some embodiments are intended to be used as propellors for the purpose of generating propulsion of vehide(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 arid/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 generators) from the force exerted by compressed and/or 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 purpose of generating motion or propulsion of connected object(s) or vehicle(s) AND/OR as a braking device for object(s) or vehicte(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 alternators). 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 objective 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 platforms in fluid including air and/or water SUMMARY 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 exerted by 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). 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 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 generators) 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 generators) and/or 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 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 redirect 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 amount of required foree 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 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 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 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 accumulators) 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 accumulators) 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 compressors and/or pumps or by any other means, (j). 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 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 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 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 potential directio 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 other flying objects and aHowingi 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 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 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 OR are prism-shaped edged or sloped or slanted at the back-end. The internal portion of the turbine blade(s) are hollow and 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 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 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. 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 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.

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.

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. The apparatus or device is fitted with two separate power generators connected to rotating aides.

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.

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. 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 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- 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. 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 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 15 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 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 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 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 to 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. 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 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/slanted internal surface of the conical container-cylinder is shown as 13. The solid portion on th body of the containe^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.

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 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 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 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 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 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 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 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 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 show as 15. The connector joint box connecting the cables to the oh- 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- 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 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 whenever necessary. 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 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 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 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 accumulators) is allowed to enter the structural braking device. The transfer of fluid is carried out by the secondary fluid- compressor shown as ho 18 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 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 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. The valve for in-let & out-let of fluid to the propulsion engine is shown as 7. The valve for in-tet & 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 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 Gompressed 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 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 17, The connector joint box connecting the cables to the on-off switch, accelerator pedal, brake pedal and other sensor devices includin visual sensor device(s) 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.

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 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 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 requiremertts 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 & outlet 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 the electronic controlled valve is shown as 12. The hack-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 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 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 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 safety exhaust together with the secondary fluid-compressor connected to the primary & secondary accumulators is shown as 14. This fluids 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-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 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 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 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 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 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 & 6. 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 primar 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 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 ai 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 put-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 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 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 & 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 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 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 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 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 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 done manually from compressors) 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- 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 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 embodiment compressed fluid is filled manually from compressors). 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 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 onical 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 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 turbihe 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 biade(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 compressors) located on the turbine blade(s).

FIGURE 17 shows the side view of one form of this Invention in the tob 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 point 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. 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 -fight 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 & 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 for 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. 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. 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. The valve for in-Jet & 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 shown as†0. 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 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 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 reentry 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 of 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 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 includin operation of the valves and the inflow and outflow of 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 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 yehicies for their propulsion. This invention can also be used as a braking and/or safety device for all kinds of vehicles and/or objects.