The low-pressure air at point "A" flows through the ring of five one-way valves into the disc-shaped low pressure area "B" and is blasted into the high-pressure area "C" by the high-power air jet ripping through the doughnut-shaped ring marked in yellow. The high-speed air jet causes the low pressure ring "B" by its rapid movement which creates a vortex due to the shape and positioning of the doughnut-shaped ring marked in yellow. This clever arrangement allows large volumes of low-pressure air to be drawn into a tank which contains high-pressure air.

You will also note that the two-stage compressor which generates this high-speed jet of air, has its working area actually inside the tank. This means that the heat of compression is used to heat the air inside the tank and raise its pressure, enhancing the operation further. It should be borne in mind that the new air entering the system has been heated by the sun and contains the energy which powers the system.

The Leroy Rogers Engine.

The Rogers motor shown here makes no claims to spectacular operation, but in spite of that, Leroy did admit in an interview that this motor does indeed have a greater output than the applied input, provided that the motor is not left just ticking over. This motor is like the US patent 3,744,252 "Closed Motive Power System Utilising Compressed Fluids" by Eber Van Valkinburg shown below. However, the Rogers patent shown here has the distinct advantage that it uses off-the-shelf motors and readily available hardware and there is nothing really exotic or difficult about the Rogers engine that a person couldn't get from a valve supplier or get a metal fabrication company to construct.

Present day vehicle engines are under-geared and run at fairly low revs. These same engines operate much more efficiently at higher revs, if they are given different gearing. With the Rogers motor, the air contained in the high-pressure tank is sufficient to drive the pistons up and down. The exhaust air can be captured in a buffer tank and pumped back into the high-pressure tank by a compressor with much higher gearing and much lower capacity per piston stroke. The expanded air exiting from the engine is at much lower temperature than the surrounding air. This gives it higher density and so the re-compression efficiency is raised and in addition, once back in the storage tank it's temperature rises again which boosts the pressure in the storage tank, courtesy of the heat from the local environment.

Here is a slightly re-worded copy of the Lee Rogers patent:

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