Note: Descriptions are shown in the official language in which they were submitted.
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OPTIMAL FEEDBACK HEAT ENERGY INTERNAL COMBUSTION ENGINE AND
APPLICATIONS
CROSS-REFERENCE TO RELATED APPLICATIONS
111 This patent application is a continuation-in-part of U.S. Application
Ser. No.
13/498,313, filed March 26, 2012, which is a U.S. National Stage Application
filed under
371 of PCT/AU09/01323, filed October 6, 2009, each of which are incorporated
herein
by reference in their entirety.
FIELD
[2] Internal combustion engine.
131 Field of applications:
[4] Transportation devices, including aircrafts, cars, railway locomotives
and
trains, marine vessels.
[5] Related machines and applications:
[6] No related internal combustion engines like the optimal feedback heat
energy
internal combustion engine. No transportation device powered by the optimal
feedback
heat energy internal combustion engine.
BACKGROUND
171 The working processes of conventional internal combustion engines were
invented a century ago signified by moving mechanical mechanisms intervention
the
working processes of conventional internal combustion engines. The moving
mechanical
mechanisms intervention the working processes for reciprocating engine are in
the form
of pistons and crankshaft. And for the jet engine for aircralls, it is in the
form of rotor and
shaft. It is surprising to note that present conventional internal combustion
engines follow
the working processes of a century ago without significant changes. The aged
old
working processes still dominate over the current transportation devices
powered by
internal combustion engines.
[8] There are two defects inherited from the aged old working processes of
conventional internal combustion engines:
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191 The first, under the rational criterion provided by the method
developed in this
patent, the overall thermo efficiency of conventional internal combustion
engines is
extremely low. Obviously, the extremely low therm efficiency means excessive
consumption of fuel and introduces more pollution to the environment.
[10] The other defect of conventional internal combustion engines is that
the
clumsy moving mechanical mechanisms 801, Fig.7A or 807, Fig.7B constitute the
majority of the engine assembly construction. It shows the wrong impression
that the
pistons and crankshaft or rotor and shaft are the icon of power of internal
combustion
engine. The fact is that, the power of internal combustion engine is involved
in the flow
of heat energy bearing by the media, the products of combustion. The method
developed
in this patent will prove that the nature of combustion of internal combustion
engine can
develop the maximum power output by its own effort without intervention of
foreign
moving mechanical mechanisms. On the contrary the intervening moving
mechanical
mechanisms consume the developed power output by the media, and restrict the
full
capacity of power output releasing of the media. On the past decades,
manufactures of
internal combustion engines devoted to sophisticate the moving mechanical
mechanisms
of engines and its accessories. It is the main investment of the industry, and
over
consumes the natural resources and human resources. Further discussions of the
defects
of the conventional internal combustion engines are discussed below. The
optimal
feedback heat energy internal combustion engine (hereafter "OFHE internal
combustion
engine) is a heat power unit. It is easy to understand after follow the
embodiments of the
OPTIE internal combustion engine.
1111 The defects of conventional internal combustion engines were
unperceptive at
the beginning of applications of the internal combustion engines on
transportation
devices but seems eminent and unbearable now. The conventional internal
combustion
engines have restricted the renovation of transportation devices.
[ 12] This patent presents the OFHE internal combustion engine operated by
working processes which fully develops the capacity of hidden heat energy of
fuel flow
and bearing effective heat energy of flow on media. The working processes of
the OHIE
internal combustion engine delete all the inherited defects of conventional
internal
combustion engines, both reciprocating engines and jet engines for aircrafts.
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[13] Reports indicate that attempts have been made to improve the
performances of
present transportation devices. The efforts are deemed powerless due to the
defects of
conventional internal combustion engines- extremely low thermo efficiency,
high weight
versus power output ratio, and the parts of power production and power output
are bound
together by bulk moving mechanical mechanisms.
BRIEF SUMMARY
1141 The embodiments disclosed herein is the presentation of the
0111E internal
combustion engine assembly in a logical scheme of analyses and syntheses.
1151 In the embodiments, the OFHE internal combustion engine
assembly is
divided into two groups according to the roles of the parts of engine playing
in the
working processes of the engine assembly: the active group and the passive
group. The
active group of engine assembly includes parts of engine directly
participating the
production of the therm potential heat flow TPIIõ, of media. Media are the
products of
combustion. The passive group of assembly includes parts of engine that
consumes TPHõ,
and transforms TP11õ, into power output of the OFI1E internal combustion
engine. T1'11 is
the shortened form of the term thermo potential heat energy flow of fluid. The
refractive
index in on the TP11õ, indicates the TP11 carried by media. Similarly TP11,,
represents
TM/ carried by air.
[161 7P11 is a substantial flow of heat energy modulated on the
flow of fluid. TPH
has three parameters: temperature t, pressure p, and velocity v. These
parameters are
same in values as that of the flow of fluid on which '[PH is modulated. The
flow of fluid
modulated with TP11 has heat power production capability. In the working
processes of
engine, only combustion processes can produce and elevate the level of TPH,,,
and
modulate it on the media, the products of combustion.
1171 In the embodiments of analyses of active group, two methods
are developed
for the working processes of active group.
[181 In the embodiments, the first method provides TP11,õ"u".
TP11õ,"' is very
important in the development of all internal combustion engines in following
aspects:
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[19] 1) For any specific fuel used in internal combustion engine, there is
a TPTI"'"x,
which can be determined by testing in laboratory monitoring the working
processes of
active group.
[20] 2) TPTIõ,"" provides a rational criterion for thermo efficiency of all
internal
combustion engines as the ratio of actual power output of internal combustion
engine
versus 77)11,".
1211 3) The first method provides the guidance for the improvement of the
011-1E:
internal combustion engines.
[22] In the embodiments, the second method provides optimal feedback
TPHõ,'"'
control system of active group.
[23] In the embodiment, the two methods are the foundation of design and
construction of the OFTIE internal combustion engine.
1241 In the embodiment, the optimal feedback 77311õ, control system of
active group
is developed in details by steps and accompanied with implement of
contemporary
technologies.
1251 In the embodiment, the working processes of active group are analyzed.
There
are no piston and crankshaft that of OTTO and Diesel cycles, nor the rotor and
shaft that
of jet engine for aircraft. There are three options of power output for the
passive group.
One option is the jet power output. The three parameters of jet power: p, v,
t, are under
control by the feedback TPHõ, control system of active group. The second
option of
power output of passive group is in the form of electricity. A turbo generator
is adopted
to the jet power to produce electricity. The third options of power output of
passive group
is hybrid of both jet power and electricity.
1261 In the embodiment, the working processes of the ()HIE internal
combustion
engine assembly are the syntheses of the working processes of active group and
passive
group of the engine assembly which have been analyzed below. The properties of
the
engine assembly are the combination of the properties of the two groups.
[27] The design and construction procedures of the OFI1E internal
combustion
engine assembly are the combination of the design and construction procedures
of the
active group and passive group.
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[28] In the embodiment of the OFHE internal combustion engine assembly, the
connection between active group and passive group is a flexible duct. There is
no moving
mechanical mechanisms in it as that of conventional internal combustion
engines. This is
a favorable feature that relieve the restrictions imposed on the design of
transportation
devices powered by conventional internal combustion engines. The design and
construction of transportation devices powered by the OFHE internal combustion
engine
will help to advance the transportation devices a big step forward.
[29] In the embodiment, the applications of the OFHE internal combustion
engine
in the field of transportation devices are described. The applications of the
OFI1E internal
combustion engine in the field of transportation devices are based on the
following
special features of the OH IE internal combustion engine.
1301 - It has no moving mechanical mechanisms 801 or 807 in Fig. 7A
and Fig. 7B
as that of conventional internal combustion engines.
[31] -It has overall thermo-efficiency much higher than that of
conventional
internal combustion engine.
1321 -It has weight/power output ratio much less than that of
conventional internal
combustion engines.
1331 -The 011 IF, internal combustion engine assembly has two
groups: the active
group which produces power, and the passive group which provides power output.
Within the two groups there is no rigid mechanical connection. It gives the
designer of
transportation devices to locate the power production group and power output
group in
favorable position separately.
[34] -There are three options of power output of passive group for
selection: the jet
power output, the electrical power output and hybrid of both jet power output
and
electrical power output.
[35] The embodiment provides the renovation of all transportation devices
powered
by the OFFIE internal combustion engine.
1361 The embodiment provides the necessities of reconstruction of
infrastructures to
adopt the renovated transportation devices powered by the OFHE internal
combustion
engine to develop its beneficence.
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1371 The embodiment provides the emission of less carbon dioxide and other
poison
gas by the OFFIE internal combustion engine than that of any comparable
conventional
internal combustion engines.
1381 Various embodiments provide a mechanism for increasing the pressure of
a
fire hydrant configured to provide water to high rise building. Accordingly,
the OFIIE
engine may be configured to operate a pump to provide propulsion forces to the
fire
hydrant to pump the water to high floors of a high rise building.
1391 Moreover, various embodiments, including methods for providing energy,
computer control systems, and system hardware, and the applications of the
same for
aircraft, cars, railway locomotives and trains, and marine vessels may be used
for military
purposes, and military authorities may be required to purchase licenses for
appropriate
patent claims for incorporation of the technology into military equipment.
1401 Moreover, various embodiments and applications of various embodiments
with
aircraft, car, locomotive and trains, and marine vessels, powered by an OFTIE
internal
combustion engine have distinguished technical features characterized by lower
carbon
dioxide emissions than convention transportation vehicles having the same
power output,
such that the OFIIE internal combustion engine and its applications in
transportation
vehicles technically accord with the policy of reducing global carbon dioxide
emissions.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF TI IF DRAWINGS
[41] In the following detailed description it will be better understood by
reference
to the accompanying drawing. These drawings are:
1421 Fig. 1 is a schematic representation the OFIIE internal combustion
engine
assembly divided into two groups.
1431 Fig. 2 is the open flow of fluid chart of active group.
1441 Fig. 3 is the ideal feedback 77)11õ, control system of active group.
[451 Fig. 4 is a schematic representation of a shock tube according to
various
embodiments.
[46] Fig. 5A and Fig. 513 are schematic representation of the working
process of
passive group 102 of the OFIIE internal combustion engine.
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[47] Fig. 6A and Fig. 6B are schematic representation of the working
processes of
the OFFIE internal combustion engine assembly.
[48] Fig. 7A and Fig. 713 are schematic representation of working processes
of the
conventional internal combustion engines.
[49] Fig. 8 is schematic representation of general layout of the OFHE
internal
combustion engine assembly in the transportation devices.
[50] Fig.9A is a schematic diagram of the four-bar-linkage
[51] Fig. 9B is a schematic diagram of the check valve
1521 Fig. 9C is a schematic diagram of the Cylinder and piston shape pump
(for
media and air)
[53] Fig. 10 is a schematic diagram of an OFF1E internal combustion engine
assembly according to various embodiments.
[54] Fig. 11 is a detailed schematic diagram of an OFHE internal combustion
engine according to various embodiments.
1551 Fig. 12 is a schematic diagram of an air generator according to
various
embodiments.
[56] Fig. 13 is a schematic diagram of an electricity generator according
to various
embodiments.
I 57] Fig. 14 is a schematic diagram of a separating plate according to
various
embodiments.
[581 Fig. 15 is a schematic diagram of a battery control system according
to various
embodiments.
[59] Fig. 16 shows the general layout of an 0111E engine active group
according to
various embodiments.
1601 Fig. 17 shows the passive group of OF1-1E car to drive the wheels of
car and to
charge a battery of a car according to various embodiments.
[611 Fig. 18 shows an exemplary configuration of the passive group of OFFIE
engine automobile configured to change the power produced in active group into
another
form of power to control the automobile.
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162] Fig. 19 shows an exemplary relationship between the active group of
the
OFIIE engine and the passive group of the OFFIE engine, with a buffer media
power flow
therebetween.
163] Fig. 20 shows a schematic diagram of a bottom of an aircraft fuselage
being
powered by an OFM-3 engine.
[64] Fig. 21 shows a schematic diagram of the flight speed of an aircraft
powered
by an OFIIE engine at various altitudes.
DETAILED DESCRIPTION
165] The OFIIE internal combustion engine and its applications
166] In order to describe the patent in logical scheme of analyses and
syntheses, the
OFIIE internal combustion engine assembly is divided into two groups according
to the
roles of the parts of engine playing in the working processes of the engine
assembly: the
active group and passive group. The active group of engine assembly includes
parts of
engine directly participating the production of the therm potential heat flow
TPH,,, by
combustion of fuel and air and modulated on media. Media are the products of
combustion. The passive group of assembly includes parts of engine that
consumes TPH,,,
and transforms TPIIõ, into power output of the 01'11E internal combustion
engine. The
analyses of active groups and the passive group, as well as a discussion of
the syntheses
of the two groups of the OFFIE internal combustion engine assembly are
discussed
below.
[671 TPH is the shortened form of the term thermo potential heat energy
flow of
fluid. The refractive index in on the TPHõ, indicates the Till carried by
media. Similarly
TPIIõ represents TPH carried by air.
68-] TPII is a substantial flow of heat energy modulated on the flow of
fluid. T1311
has three parameters: temperature t, pressure p, and velocity v. These
parameters are the
same in values as that of the flow of fluid on which TPH is modulated and
represent the
thermo potential of the flow of fluid. In the working processes of engine,
only
combustion processes can produce and elevate the level of TPIIõ, and modulate
it on the
media, the products of combustion.
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1691 Fig. 1 is a schematic representation of the OFHE internal
combustion engine
assembly divided into two groups. In the sketch, 101 is the active group, 102
is the
passive group, 103 is the flow of fuel intake of the active group. 104 is the
flow - of air
intake of active group. 105 is the TPII,õ produced and elevated by active
group and
modulated on media, the products of combustion in active group. 106 is the
power output
of passive group.
1701 The working processes of the active group.
1711 After fuel flow and air flow induced into the combustion
chamber of the active
group and ignited, the combustion of fuel and air start, hidden heat energy of
fuel
released TPHõ, and modulate on the media, the product of the combustion. The
working
processes of active group consists of two dynamic systems: the combustion
dynamic
system and the therm dynamic system. The combustion dynamic system produces
711/õõ and the therm dynamic system is bearing TPTIõõ with the product of the
combustion.
1721 Fig. 2 shows the open flow of fluid chart of the working
processes of the active
group 101 of Fig. 1. It is to be seen that the combustion dynamic system 201
can produce
TI-IIõ, 105, but cannot store TPIIõ, 105 and the therm dynamic system 202 can
bear
TPIIõ, 105 but cannot produce TP11,,, 105.
[73] However, even if the hidden heat energy of fuel participating
the combustion
process were fully released, the combustion dynamic system of the active group
in the
open flow of fluid of working processes cannot produce the level of TPTI,õ
high enough to
be transformed by passive group into power output for practical application.
Human
efforts is needed to elevate the level of 1711,õ to be transformed into power
output for
engineering application. Feedback TPHõ, to flow of air to intensify the
combustion
dynamic system is the only measure to elevate the level of TPIIõ, of active
group.
1741 The active group releases the hidden heat energy of flow of
fuel participating
the combustion processes of the engine into the flow of effective heat energy
TM, 105.
The effectiveness of active group 101 depends on the mutually cooperation of
the
combustion dynamic system 201 and therm dynamic system 202. The combustion
dynamic system 201 produces TPII,,, 105 modulated on the media, the products
of
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combustion processes. And the thermo dynamic system 202 maneuvers the media
bearing
with TPHõ, 105 and conveys TPHõ, 105 to the passive group 102 which transforms
TPH,
105 into power output 106.
1751 Fig 3 is the ideal feedback TPHõ, control system of active
group. TPTIõ,
produced by the combustion dynamic system reaches the highest level 301 and is
promoted by thermo dynamic system feedback to flow of air and elevates level
of TP11õ
participating combustion dynamic system. The dotted line in Fig. 3 shows the
active
group without feedback TP11õ, control. The level of TPHõ, 105 is much lower
than 301.
[76] The level of thermo potential heat flow TP11õ, 105 produced
by combustion
processes 201 of engine depends on the intensity of combustion, or rate of
release of
hidden heat energy, not on the fullness of releasing the hidden heat energy of
fuel.
Feedback TP11õ, 105 to the combustion process is to intensify the combustion
processes,
increasing the rate of releasing the hidden heat energy thereby elevates the
level of TPI1õ,
105. Two methods are developed as foundation for the design and construction
of the
01111 internal combustion engine.
1771 The First Method
[78] The first method provides TPH,õ"'"' as follows:
[79] The maximum thermo potential heat energy flow 301, TPHõ,"1"-', is
produced in
combustion dynamic system 201 only when feedback TPHõ, 105 by thermo dynamic
system 202 to combustion dynamic system 201 is without loss of TPH,õ 105.
[80] The method can be explained as follows:
[81] Feedback TP1117, 105 by thermo dynamic system will intensify the
combustion
processes up to the limit of intensity of combustion for the specific fuel
participating the
combustion. Any further increasing the intensity of combustion is impossible
by thermo
dynamic system to feedback TPHõ, 105 to combustion dynamic system. This is the
states
of combustion dynamic system 201 to produce TP.11õ,"7" 301.
182-1 On the other hand, the thermo dynamic system 202 cannot carry
TP11õ, 105
greater than that produced by combustion dynamic system and feedback TP11õ,
105 to the
combustion dynamic system 201. Both dynamic systems 201 and 202 can maintain
on
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TPH,,,' 301 only when feedback TPLIõ, 105 by thermo dynamic system 202 to
combustion dynamic system 201 is without loss of TPHõ, 105 as stated by the
method.
[83] The method can also be verified by testing.
[84] The method of provides 7'PHõ,'"'' 301 is important in the development
of
0111F, internal combustion engines in following aspects:
[85] 1) The method implies that with right fuellair ratio, 1711,õ1".'
produced by
combustion dynamic system depends on the fuel used in the OFFIE internal
combustion
engine. For any specific fuel used for the OF1-1E engine, TPHõ,"'" can be
determined by
testing in laboratory monitoring the working processes of active group.
[86] 2) The method provides a rational criterion for therm efficiency of
internal
combustion engines as
Power output of engine
17 = ________________________________________
T PI-1mm", 301
187] This is the main guide for the design of the OFIIE internal combustion
engine.
1881 So far the thermo-efficiency of internal combustion in text books is
overestimated. The thermo-efficiency of conventional internal combustion
engines
according to thc rational criterion is extremely low.
[89] 3) The method pointed out that the intervention of moving mechanical
mechanisms in the working processes of conventional internal combustion
engines is the
main cause of lower the therm efficiency of conventional internal combustion
engines:
[90] a) the feedback TPHõ, to combustion dynamic system is degraded twice:
The
771/õ, first changes into mechanical power and mechanical power changes into
TPHõ,
again and feedback to combustion dynamic system;
1911 b) the combustion dynamic system is working always under devalued
71)11õ,
which has been produced by combustion dynamic system;
[92] c) the intervention of moving mechanical mechanisms of conventional
internal
combustion engines in the working processes makes the engine to produce much
less
TP11õ,"'"of the specific fuel.
[93] These defects of conventional internal combustion engines cannot be
rectified
within the frame of conventional internal combustion engine.
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[94-] Standard text books about internal combustion engines are the
exposition of
conventional internal combustion engines. It includes no idea of TPHõ,""x. The
inventors
of internal conventional engines a century ago probably were unaware the
necessity of
feedback control TPH, in the engine working processes. Yet the inventors had
unconsciously involved mechanical mechanism in their engines to provide
feedback
TPHõ, processes. I lowever, the moving mechanical mechanisms intervening the
feedback
processes of NIL, are against the method of provides 7111õ/"' stated above. It
consume
TPH,,, produced by combustion, and suppress the combustion processes to
produce TPH,õ
to its maximum extent. This is the origin of serious drawback of conventional
internal
combustion engines. Further discussion of the defects of conventional engines
are
discussed herein.
1951 In practice, there are some losses of TPHõõ in the feedback
TPH,õ control
cycles of the OFFIE internal combustion engine. The feedback TPHõ, control
system of
the OH-IF internal combustion engine ensures the optimal TPHõ, in all internal
combustion engines. The method of optimum of feedback TPHõ, control system of
the
OH IF internal combustion engine and technologies implementing the method are
discussed below.
1961 The Second Method
1971 Feedback TPH, control system of active group and the optimal
feedback
TP.Hõ, of active group.
1981 One of the most important contributions of the OH IE internal
combustion
engine is the development of the method of optimal feedback 7711,,, control
system of the
active group and its implementation with the contemporary technologies.
1991 General automatic feedback control systems are controlling
the parametric
objective of dynamic system beyond the energy sources of the systems. The
tasks of
feedback control of the OH-IF internal combustion engine are to control the
energy
source of combustion dynamic system as well as the parameters of thermo
dynamic
system of the OFHE internal combustion engine.
11001 The Second method:
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[101] Feedback 771-1,,, control system of the active group 101 is optimized
by
demodulation TP11õ, from media, products of combustion, and modulated TP11 on
the
fresh air participating the combustion dynamic system. The optimum feedback
TP11õ,
processes elevate the level of TY11,õ produced by combustion dynamic system
approaching TP11õ,". The feedback TP11õ, processes are of self-steiciency, it
needs no
assistance of foreign moving mechanical mechanisms 801 of Fig. 7A, nor the
assistance
of foreign moving mechanical mechanisms of rotor and shaft of jet engine for
aircraft,
807 of Fig. 7B.
[102] The demodulation from media and modulated TP1-1 on fresh air are
carried out
= by conducting shock wave between media and fresh air participating the
combustion
dynamic system.
[103] Three options are provided for the power out for the passive
group:
1104] The first option is the jet power output 602 as shown in Fig. 5A.
The TPLIõ,
506 produced by combustion dynamic system 201 in active group 101 is conducted
into a
jet construction 601 through thermo dynamic system 202 and forms the jet power
output
602. The three parameters of jet power output: temperature t, pressure p, and
velocity v,
are under control of feedback control system of active group.
[105] The second option is shown in Fig. 5B, the jet power output 602,
is adopted by
the turbo-generator 603 to send out electricity 604 as power output.
11061 The third option is the hybrid of both jet power output and
electrical power
output.
11071 The working processes of the OFIIE internal combustion engine
assembly are
the syntheses of the working processes of the active group and the passive
group of the
engine assembly which have been analyzed above. The properties of the engine
assembly
are the combination of the properties of the two groups.
[108] Fig. 6A and Fig. 613 are schematic representation of working
processes of the
OFFIE internal combustion engine assembly. The flow of fuel 103 and Bow of air
104 are
conducted to the active group 101 by independent power driver 401 and 402
respectively
from fuel source 403 and air source 404. The combustion dynamic system of
active group
201 produces TP1-1õ, 506 which is carried out by thermo dynamic system 202 to
the
passive group 102. Part of TPIIõ, 506 of thermo dynamic system 202 is feedback
to
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combustion dynamic system. The passive group is a jet construction 601. The
power
output of passive group has three options: One option is the jet power output
602 in Fig
7A. The other option is electrical power output 604, where the turbo generator
603 is
adapted to the jet 602 in Fig 7B. The third option is hybrid of both jet power
output and
electrical power output. Particular feature of the OFFIE internal combustion
engine
assembly are:
[109] I) The OFHE internal combustion engine assembly has no mechanical
connections between its active group and passive group; each group has its
distinctive
working processes.
[110] 2) The OFHE internal combustion engine is distinguished by its
optimal
feedback TPH,õ control system processes in the active group. The processes arc
completed by its own energy.
[111] 3) The overall therm efficiency of the OH-IF. internal combustion
engine is
optimal based on the method of optimal feedback TP11õ, control system of the
active
group.
[112] 4) Independent power drivers to supply fuel and air to the engine
proper.
[113] Defects of the conventional internal combustion engines.
11141 The nature of the active group and two methods developed
herein are
applicable to all internal combustion engines. The conventional internal
combustion
engines assembly can also be divided into the active group and the passive
group. The
working processes of the conventional internal combustion can be analyzed in
Fig.7A
and Fig. 713.
11151 Defects of the conventional internal combustion engines are
clear:
11161 1) Fig. 7A shows the sketch of working processes of
reciprocating cycle
conventional engines, i.e. the Otto cycle and Diesel cycle engines. The
engines have the
moving mechanisms of pistons and crankshafts showing in Fig.7A as 801. In
order to
show the change in the form of flow of power, the piston cylinder and
crankshaft
mechanisms are presented in double form. It is to be noted that after 7P11,,,
505 entering
the moving mechanisms 801, the heat energy flow TPHõ, 505 is changing into
mechanical
power 802. This is so called power stroke. And the mechanical power 802 is
entering the
same moving mechanical mechanisms 801 again and changing into heat power flow
803,
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and feedback to the combustion dynamic system 201. This is so called
compression
stroke. The feedback 7PH,, 505 in conventional internal combustion engines is
devalued
twice, the power output is 806.
11171 The working processes of jet engines for aircrafts are the
same as that of
conventional reciprocating engines. It is shown in the Fig. 713 similar to
Fig. 7A. The
moving mechanical mechanisms intervening the working processes are rotor and
shaft
807, and the power output is the jet power 808. The feedback TPII,,, 505 is
similarly
devalued twice. In both reciprocating engines and jet engines, the active
group of power
production and the passive group of power output are rigidly bound up by
moving
mechanical mechanisms shown by dotted lines 809.
11181 2) The clumsy moving mechanical mechanisms 801, Fig.7A or
807, Fig.7I3
extend to the whole engine from fuel and air intake driving to the output
power driving
shown by dotted lines 809. 17)11õ, in the long range transmission will be
lost, thereby the
level of TPIIõ, that could be used as power output is reduced.
[119] 3) The fuel and air intake driving mechanism and output power
driving
mechanism are all shared with the same piston and crankshaft or rotor and
shaft. The
power production part and all power consumer parts are bound together as shown
by the
dotted lines 809. It greatly limited the design of transportation devices and
its
performances.
11201 4) In the manufactory of the conventional internal combustion
engines the
mechanical works are mostly the said piston and crankshaft or rotor and shaft
moving
mechanical mechanisms of the engines. Maintenance works of the transportation
devices
are also the same mechanisms. All the costs are much greater than the counter
works of
the 014-1E internal combustion engine.
[121] Fig. 8 is schematic representation of the OH-fE internal combustion
engine
assembly in the transportation devices. The independent fuel 103 supply tubes
and
independent air supply tube 104 are the input of the stationary stand of
active group 407.
The duct 901 on media is the output of the stationary stand of active group
407 which is
mounted on the transportation devices on favorable position.
[122] Jet power output 601 is mounted on a vertically rotating mechanism
and the
latter is mounted on the stationary stand of passive group 902. The stationary
stand of
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passive group is mounted on favorable position of the transportation devices
separately
from the stationary stand of active group
[123] The vertically rotating mechanism bearing with the power output jet
601 are
operated in coordinating with parts of the transportation devices (such as
changing and
folding wings of aircraft) by power operated linkage to control the posture of
the
transportation devices (such as landing and take-off operation of aircrafts).
[124] The coordination of posture of transportation device and direction of
jet power
output are controlled by computer.
[125] The stationary stand of active group and stationary stand of passive
group are
connected by the duet of shock tube on the media. There are no moving
mechanical
mechanisms or other rigid material in the duct. Both stationary stands can be
fixed on the
transportation devices independently.
[126] Fig. 8 is the general layout of OFLIE internal combustion engine
assembly.
Detailed design of stationary stand of active group 407, stationary stand of
passive group
902, the vertically moving mechanisms of jet power output and linkages with
posture of
transportation devices are all general mechanical design work.
11271 The design and construction of the active group are the
realization of the
optimal feedback control system. The fundamental differences between the OFHE
internal combustion engine and the conventional internal combustion engines
are that the
0141E internal combustion engine depends on the operation of system of valves
and
synchronizers to control the feedback TPIIõ, control system, while the
conventional
internal combustion engines use moving mechanical mechanisms to do the
feedback
TPII,õ. The defects of conventional engines have been analyzed previously
herein.
11281 The operation of feedback 7711,,, control system are valves,
synchronizers and
shock tube which may be relocated in detail design. The operation of valves
and
synchronizer and its peripherals may be mechanical, electrical or fluidic
system and
devices.
1129] As stated above, all the valves and synchronizer are
coordinated and controlled
by computer to ensure the shock wave occurs at shock tube to transmit TPIIõ,
from media
to air and participating combustion processes.
[130] Applications of new engine.
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11311 1) The essential features of the OFHE internal combustion engine are
[132] - It has no piston and crankshaft as that of Otto and Diesel cycles;
1.133j - No rotor and shaft as that of jet engine for aircraft.
11341 - It has overall thermo-efficiency much high than the conventional
internal
combustion engines.
11351 - It has weight/power output ratio much less than the conventional
internal
combustion engines.
113611 - The OFFIE internal combustion engine assembly has two groups: the
active
group which produces power, and the passive group which provides power output.
Within the two groups there is no rigid mechanical connection. It give the
designer of
transportation devices to locate the power production group and power output
group in
favorable position separately.
11371 2) Transportation devices powered by the OFHE internal combustion
engine
will be renovated transportation facilities with better performances, safety
and
conveniences.
1138.1 3) The aircraft powered by the new engine will have changing and
folding
wings, thereby the landing and take-off of aircraft can be operated without
long running
way. The speed of flight in sky can be much high than the present aircraft. It
is
impossible for the aircraft powered by the conventional internal combustion
engines.
11391 4) The cars powered by the OFHE internal combustion engine can be
carried
with a small folding wing and lifted and served as amphibian car. It is
impossible for the
present car to do the same task.
[140] 5) The locomotive of the railway power by the OFI1E internal
combustion
engine will have much higher speed than the present train speed. And the air
floating
train can be design to replace the magnetic floating train currently operated.
The air
floating train is safer than the magnetic floating train. It is impossible for
the train
powered by the conventional internal combustion engine to do the same.
11411 6) The marine vessels powered by the OFI-IE internal combustion
engine will
be maneuvered at much better performances.
[142] 7) In order to fully develop the capability of distinguish
performances of
transportation devices powered by the new generation engine than that of
transportation
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devices powered by the conventional internal combustion engines, correspondent
facilities should be provided to accommodate the transportation devices
powered by the
OFHE internal combustion engine. The infrastructure of airport, railway and
railway
station, the car traffic and wharf should be renovated.
[143] 8) The construction of OFHE internal combustion engine are simple,
reliable,
and low in weight/power output rate. Manufacture industries related with
engine and
transportation devices will be set in track of sustainable development.
[144-] 9) The OFHE internal combustion engine and transportation devices
powered
by the OFHE internal combustion engine emit less carbon dioxide and other
exhaust gas
than similar power of conventional internal combustion engines. Therefore it
meets the
green car requirements.
[145.] 10) The OFHE internal combustion engine will initiate new generation
transportation devices and related manufacture industries.
[146] The described shock wave system may be applied in civil and/or
military
industrial systems, for example, the described shock wave system may be
implanted in:
automobiles, the air floating railway, the air flow bus without wing and
aircraft.
11471 Methods for Producing an OFHE engine automobile
11481 The working processes of the OFHE engine involve two distinctive
groups: the
active group and passive group. As discussed herein, the active group produces
power
output for movement of moving body (e.g., the described transportation
vehicles,
including automobiles). The passive group is configured to change the power
output of
active group to one or more other forms of power to control the movement of
the moving
bodies (e.g., automobiles).
11491 Discussed herein is a development of the fundamental theories of a
next
generation internal combustion engine (e.g., an OFHE engine). Such
developments
include, for example:
11501 1) Every internal combustion engine has energy feedback to produce
applicable power output.
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[151] 2) Only heat energy feedback can produce high therm() efficiency. In
contrast,
conventional engines including Diesel engine, Otto engine, and jet engine for
aircraft
provide only mechanical work feedback, and accordingly have low thermos-
efficiency.
[152] 3) As discussed herein heat energy feedback may be achieved by shock
wave.
[153] 4) The part of feedback heat energy of the OFHE engine achieve the
above
three fundamental theories of internal combustion engine. Moreover, various
methods for
optimizing the engine are discussed above.
[154] With support of the above fundamental theories of internal
combustion, OH-IE
engine is the next generation engine. It may change transportation devices of
both civil
and/or military vehicles.
11551 From the title OFHE engine, it will be indicated that
feedback heat energy
(HIE) may be achieved by shock wave to feedback heat energy of media to air.
Several
of the discussed methodologies use shock tube to achieve the above said
processes.
Shock tube is a general device used in labs. It ensures the realization of FHE
of OFHE
engine.
11561 Optimization of OFHE engine is provided by taking 1/2 of an
amount of fuel to
be drawn into engine to produce high temperature air (modulated air) to be
combined
through combustion with the remaining 1/2 of the amount of the fuel in
combustion
chamber. The high media flow power output of OFHE engine (the power output at
the
opening of combustion chamber) approaches its maximum (TPHõ, approaches
TPHõ,""").
11571 Active group of OFHE engine is a system of flow of fluid.
There are four
mechanical parts to guide the flow of fluid. The four mechanical parts are as
follows:
11581 A) The four-bar-linkage
11591 The four-bar-linkage is a common mechanical part to magnify
the direction
and movement of two points as schematically in FIG. 9A. The big horizontal
movement
of end A is reduced to the small vertical movement of parts B which can be
operated by a
small-motor and the motor is controlled by real time computer control program.
11601 13) The check valve
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[161] A check valve, as illustrated in Fig. 913, may have a
thickness of around 2 cm
depending on the flow passing the valve. There are flanges to pass the inflow
the outflow
which is reduced to tube joining with adjacent tubes. The check valve is
symbolized by
X, normally closed. There is a blade in the valve. It has a stem which is
connected with
four-bar-linkage. The small movement end is operated by a small motor which is
controlled by real time computer program.
[1621 C) Cylinder and piston shape pump (for media and air)
[163] In the illustrated embodiment of FIG. 9C, the cylinder has a volume
of about 3
litres. The piston and piston rod are snug fit with the cylinder body. The
piston rod is
connected with a four-bar-linkage as described above. As discussed above, the
small
movement end is operated by a small motor, which is controlled by real time
computer
program.
[164] Normally the cylinder is in fully open condition M2. Then cylinder
moves
from the open condition to a vacuum state. Where valve X1 is open, the flow is
sucked
into the cylinder. Then valve is closed. Then piston is compressed to 1/3
volume of
cylinder in state Ml. The pressure of the fluid is 3 atmospheres. It is to be
seen that after
3 stages of successive compressive compression, the final pressure becomes 81
atmospheres, but the final compressed volume is still 1 litre.
11651 1)) Shock tube
11661 Returning now to the illustrated embodiment of FIG. 4, a
shock tube may
generally have two parts, media part and air part. Both parts have a volume of
about 1
litre, and cross sectional area of approximately 9 cm2. There is a valve with
two blades
having set of spring between it to balance the pressure between media and air.
When
valve 7 opens, the higher heat energy contained media and lower heat energy
contained
air meet exactly at the middle point of shock tube. After the energy of media
is provided
as feedback to the air, valve 7 is closed. The demodulated media is exited to
atmosphere
through valve 12 with a shock absorber. And the modulated air is exited to a
buffer
(having a volume of about 1 litre) with valve 14, ready to inject into
combustion
chamber.
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11671 For further context, Fig. 16 shows the general layout of an
OH1E engine active
group. As shown in Fig. 16 there are three columns of series of pumps. The
first column
of pumps starts from valve 3 for media. The second column of pumps starts from
valve 8
for air. And the third column of pumps starts from valve 16 for fuel. The
first pump of
each column is in state M2, i.e. in vacuum condition. Therefore the fuel and
air mixture is
sucked into the first pump of first column of the pump. After three times of
compression,
the fuel and air mixture sucked in the first pump are combined to become media
on the
third pump in state MI. After the fuel and air are mixed, the media has a
pressure of
about 81 atmospheres, and a volume of about 1 litre.
[168] Similarly, the air in the third pump while the third pump is
in state MI has a
pressure of about 81 atmospheres and volume of about 1 litre. The fuel in the
third pump
while the third pump is in state M1 has a pressure of about 81 atmospheres and
volume of
about 1 litre.
11691 When the valves 6 and 11 open at same time, the media and air
fill the media
part and air part of shock tube respectively. There is a pair of blades in
valve 7. A set of
springs between the blades are configured to equalize the pressures of the
media and air
at the valve 7. When the blades of valve 7 are lifted, the highly unbalanced
heat energy
between media and air generates a shock wave to feedback heat energy of media
to air.
The processes are just the feedback heat energy (HIE) of active group of OFI1E
engine.
I170-1 The above said feedback heat energy (II-1E) is carried out in
very short time.
After generation of the shockwave, the valve 7 is closed again.
11711 After the valve 7 is closed, the valve 13 is open. The
modulated air fills the
buffer (which defines a valve 14), ready to inject the media into combustion
chamber. On
the other hand, when valve 12 is open, the demodulated media is exited to
atmosphere
through a muffler with a shock absorber in it.
[172] The third column of pumps is starting from valve 16. The fuel
is sucked into
the first pump of the column. After three stages of compression, the fuel has
a pressure of
about 81 atmospheres measured at valve 19. Valve 19 and 14 are open at the
same time
and the compressed fuel and modulated air are injected into combustion
chamber. They
are directed against a shock absorber in the combustion chamber. It makes the
compressed fuel and modulated air fully mixed and combusted (burned) in the
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combustion chamber. The media power output is the optimal feedback heat energy
(OFHE) of the active group of OFHE engine.
[173] Then the valve 6 is opened and last pump of column of media returns
to its
original position, i.e. M2, sucking the residual media in shock tube, and
valve 6 is closed
again, Similarly, valve 11 open, and last pump of column of air returns to its
original
position, i.e. M2, sucking the residual air in shock tube, and valve 11 is
closed again.
Finally, the valves 14 and 19 closed again. The last pump of the third column
returns to
its original position, i.e. M2 state.
[174] All groups of pumps and valves are returned to its original position
and are
ready for the next cycle of operation.
[175] The real time computer control program may be organized in a time
saving
program. It will produce power output at the opening of combustion chamber
within few
seconds. Also, the real time computer program is designed to start from first
step, after
the car is stopped and restarted, the working processes of active group of
LIFE engine
are completed.
[176[ h is to be noted that:
[177] 1) The fuel and air conducting to the above OFHE engine automobile
for each
cycle are assumed to produce 160 1-IP. Car manufacture factory should change
the fuel
and air mixture metering buffer capacity and fuel metering capacity to suit
the power
requirement of their automobile.
[178] 2) There is no high inertia part for the 01-'1-1E engine. Therefore
no starter
motor similar to those used in conventional engines is needed. The real time
computer
control program will provide high media flow power output at the opening of
combustion
chamber within few seconds.
[179] In various embodiments, there are two generators on the shaft of a
turbo, the
three phase generator to supply power for a motor which drives the rear wheels
of car
through a gear. I3etween the generator and motor there is a switch to control
the working
of the motor. The switch is controlled by driver of car as shown in Fig. 18.
11801 Operation of the passive group
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[1811 In the illustrated embodiment of Fig 17, there are three
independent turbo in
the passive group which draw the media power flow in buffer between the active
group
and passive group and changes it into another form of power (e.g., electrical
power).
[182] As shown in Fig. 17, the first turbo is the main turbo. When
the driver of a
vehicle pushes a left hand control rod forward, the media power flow is
directed from the
buffer to drive the main turbo and generator set. In various embodiments, the
generator
has cables to drive the motors the steering wheel of car. One cable drives the
single motor
of wheel of steering wheel. Only cable to drive the pair motors of wheels of
the steering
wheel. Since the cable has limited electricity energy, therefore in turning of
direction,
motor of wheel takes more power for the fast wheel (e.g., the wheel on the
outside of a
turn) than the motor of the slow running wheel (e.g., the wheel on the inside
of a turn).
Thereby the pair of two wheels each turn at a different speed, such that the
vehicle turns.
In various embodiments, the steering wheels of a vehicle have a smaller
diameter than the
main wheels of car for easier to drive it. Moreover, the three steering wheels
are driven
by motors, which each motor serves as assistant power of an associated
steering wheel.
One cable is to drive a pair the two opposite big wheel motors as the small
pair of
steering wheel, motor, the big two opposite wheels turn at different rates.
[1831 In various embodiments, there is a switch in the generator.
The switch being
"off' or "on" are controlled by a right hand control rod, when a user pushes
the rod
forward, the switch is "off', and when the user pulls the rod backward, the
switch is "on".
The user may provide the above action to follow a traffic signal light.
Therefore the car is
running or stopping quickly, while the engine is always in running condition
to supply
power of the car.
11841 A second turbo is configured to drive the car backward. When
the left hand
controlled rod is pulled backward, the first turbo is stopped. The second
turbo is driven in
opposite direction of the first turbo. In various embodiments, the second
turbo drives a
two-phase generator in a reverse direction (opposite the direction of the
first main turbo).
The generator drives the reversed driving motor of wheels, so that the car is
driven
backward. When the driver of the car determines that the car is driven
backward enough,
the driver pushes the left hand control rod fbrward. After the second turbo is
turned off,
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the first turbo drives again. The control rod of right hand may then be
operated to follow
the traffic light again.
11851 A third turbo may be configured to always direct the media
power flow from
the buffer. In various embodiments, the third turbo turns in same directions
as that of first
turbo. The third turbo drives a two phase generator, which is configured to
charge the car
battery. The level of power of battery is provided as negative feedback to the
generator to
keep the level of power supplying constant. The car battery supplies the power
for the
real time control computer program of the active group, the car signal lights,
and/or other
electrical systems of the car.
11861 Driving the OFHE engine car
11871 Driving the OHIE engine car is much easier than driving a car
having a Diesel
or Otto engine.
[188] In various embodiments, there is a notched plate near the steering
wheel
configured such that, when the traffic signal is "green", the right hand
control rod may be
positioned on one notch. This leaves both hands of the driver to control the
steering
wheel. As described above, each of the steering wheels have associated power
assistant
motors. Accordingly, only a light touch of the steering wheel is necessary to
control the
steering wheel. When the traffic light is "red" the driver of the vehicle
places the right
hand control rod on other notch, waiting for the change of traffic light.
[189] Providing the OFHE Engine in a Car
[190] All material parts of active group and passive group are fixed on
car, the cables
to drive the wheels of car are fixed on the bottom of car. Because of the
configuration of
the OFHE engine as described above, a car utilizing an ORHE engine may
maintain the
aesthetic appearance of a conventional car. Accordingly, all the car
manufacture can
replace their conventional engine technology with the modern technology OFIIE
engine
while maintaining the general look and feel of their current vehicles.
1191] Schematic lay out of passive group
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[1921 As discussed above, the passive group of OFHE engine automobile is
configured to change the power produced in active group into another form of
power
(e.g., electrical power) to control the automobile. An exemplary configuration
thereof
appears in Fig. 18.
[193] A throated valve at the opening of combustion chamber is connected to
a right
pedal of the vehicle with a mechanical linkage. The throated power flow drives
a turbo as
described herein. One end of the turbo shaft replaces the shaft of
conventional car, and
may be configured to drive at least a portion of the wheels of car through a
gear. The
other end of the shaft has a two phase generator used to charge the battery to
keep power
supply level. In general, the manual control of the gear box remain unchanged.
Driving
operations of OFHE engine automobile remain the same those used to operate a
conventional automobile, and accordingly, every driver of car can drive OFHE
engine
automobile. In various embodiments, the driver starts the car by connecting
the electricity
circuit of car with a signal or with the key. The power source of the real
time computer
program is then connected such that, after a few seconds, the OFTIE engine is
started. The
above said buffer makes the power flow supply by active group and flow of
power picked
up by passive group relative independent.
[194] The following is to make the above statement more clear:
[195] 1) In various embodiments, the right pedal of a vehicle does not to
control the
power output at opening of combustion chamber, but is instead configured to
control the
power output of the active group to match the power requirement of the passive
group.
The automobile factory engineers may adjust the fuel-air mixture admitted to
column of
media (as shown in Fig. 16) and the flow of fuel through the column in order
to make the
flow power out of combustion chamber to equal the power requirement of' the
specific
automobile.
[196] 2) The active group and passive group of the OFHE engine are relative
independent.
11971 3) In order to ensure the active group and the passive group of the
OFHE
engine remain relatively independent, there is a buffer with capacity at least
two times as
modulated air of Fig. 16.
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11981 With the described buffer, the active group is permitted to
send media power
flow to the buffer at any time and at any speed, and the passive group is
permitted to pick
up power flow from the buffer at any time and at any speed.
[199] This same principle of construction of automobiles may similarly be
applied
for high power demanded by trucks and buses.
[200] All OFHE internal combustion engines utilized in transportation
devices,
including automobile, aircraft, air floating railway transportation device,
and marine
vessels transportation devices, are divided in two groups: the active group
and passive
group. The active group produces power output, the passive group changes the
power
output of active group into another form of power output. In various
embodiments, the
active group and passive group have equal power output but different in form.
The active
group is same in form for all 011-1E engine transportation devices. The
passive group
may be different for different transportation devices. Intermediate between
the active
group and passive group there is a buffer of media power. In various
embodiments, the
buffer serves as the balance point of active group and passive group.
Moreover,
particularly for automobiles, the OFHE engine is much easier to build and
drive than
Diesel or Otto engine powered automobiles.
1201] Real time computer control program of active group of OFHE
engine for
automobile.
[202] 1) As discussed above, all OFHE engines have two groups: the
active group
and passive group. The active group produces power of the engine, and the
passive group
is configured to change the power produced by active group into another form
of power
for the operation of the transportation devices.
12031 2) The active group of all transportation devices may have
the same real time
computer control program. In various embodiments, the passive group of the
OFHE
engine automobile has no computer control.
12041 In various embodiments, there are 2 basic electric-mechanical
parts for the real
time computer control program.
[205] Both electro-mechanical parts may have a similar four-bar-
linkage. One is for
the operation of pistons and the other for operation valves. The small end of
4-bar-
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linkage is stationery operated by a small motor to provide for quick movement
of the
other end. The small motors configured to control the pistons are used to
control
movement of pistons which are configured to compress the volume of cylinder to
1/3 of
an initial volume. The width to length ratio of cylinder is 3/4. In various
embodiments,
the cylinders are normally in a vacuum condition.
1206] The small-motors configured to control the valves are to
control the opening
and closing of valves. In various embodiments, the valves are normally in
closed
conditions.
12071 Described herein is the state of operation of the real time
computer control
program. The first column and second column are to produce the high thermal
potential
of media flow of the first column in order to produce feedback to low thermo
potential air
by the shock tube at valve 7. The first pump of first column is compressed to
1/3 of its
volume. In various embodiments, the pressure of the mixture of fuel and air is
about 3
atmospheres. The mixture is then transferred to the second pump by valve 4,
where
similarly the pump compresses the mixture to about 9 atmospheres. Then the
mixture is
transferred to third pump, where the described mixture is compressed to media
with high
therm() potential of about 81 atmospheres (the last pump has a piston with a
corresponding large pair of 4 bar linkage of 8/9 of the length of others.)
[208] The second column of air is like the first column to compress the air
to about
81 atmosphere with lower thermal potential, so that the last pumps of first
column and
last pump of second column make high therm potential difference to produce
heat
energy feedback (1;11E) by valve 7, when valves 12 and 13 open at same time.
The
demodulated media is discharged to the atmosphere by muffler with shock
absorber. The
modulated air (high temperature) is passing to the modulated air buffer. Then
the valves 6
and 11 are opened and the last pump of first column and second column restore
to
vacuum condition, ready for the next cycle.
[209] The last column of pumps is to make optimal of FI-IE of the first and
second
column of pumps, thereby to provide OFFIE.
[210] When the valve 19 of last column of pumps is "off" and "closed", the
both
buffers of modulated air and compressed fuel are filled when valves 14 and 19
"open" at
same time. The high pressure modulated air and the highly compressed fuel are
directed
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against the shock absorber, the normal pressure modulated air and fuel are
fully mixed
and combusted in the combustion chamber. The high media power flow is stored
in a
buffer between active group and passive group, ready for the passive group to
change the
media flow power into another form of power by the passive group to drive the
car or
other transportation vehicles as described herein.
[211] A comparison of functions of OFHE engine and Diesel engine:
[212] Since the jet engine for aircraft is another form of Diesel engine,
with it
crankshaft straightened, a Diesel engine is a representative for all
conventional engines.
1213] Every internal combustion has two groups: the active group which
produces
power output, and the passive group which draws the power output of active
group, and
changes it into another form of power to operate the transportation device. If
there is no
passive group, it will not be operate as an internal combustion engine.
[214] For an OFHE engine, the active group and passive group are separated,
and
interfaced with a buffer for media power flow. Power flow produced by active
group put
into the buffer, and passive group draws its power flow from the same buffer.
The
arrangements are shown in Figure 19.
1215] For Diesel engine, its active group and passive group are bounded
together by
a set of pistons, connecting rods, and a corresponding crankshaft.
[216] Every internal combustion engine has some kind of feedback working
processes, otherwise it cannot produce power output.
12171 For an OHIE engine, the working processes of feedback is provided by
the
shock tube. Since active group is same for all OH-IE engines, it may be the
same shock
tube for all transportation devices powered by OFFIE engines. The media energy
produced by fuel air mixture at valve 3, feedback to air from valve 7 with
shock tube, the
processes of feedback are detailed in the section of the "Building OFHE engine
automobile". The feedback processes consume no heat energy of media. Shock
tubes
have long been used in labs for advanced experiments. The shock tube is simple
in
structure and stationary. The shock tube ensures the reliable working
processes of active
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group of OPTIE engine, and thereby the transportation devices powered by OH-IF
engine
are perfect and satisfactory machines.
[218] For Diesel engines, the above said feedback processes is provided by
the above
said piston, connecting rod, and crankshaft system. The heat energy produces
by the
combustion chamber of Diesel engine is produced by a power stroke which is
then
changed into a mechanical work. The mechanical work then changes into heat
energy
again during a compression stroke, then feedback heat energy to the original
combustion
chamber. In the processes, the heat energy of media is discounted at least two
times.
[219] The working processes of feedback with a shock tube are referred to
herein as
feedback heat energy (HIE). The working processes of feedback of Diesel engine
are
provided by the above said piston connecting rod and crankshaft. We call the
latter
mechanical work feedback. Up to now, all conventional engines are
characterized by
mechanical work feedback. Heat energy feedback (FEH) is an important invention
of
OFTIE engine.
[220] According to the above brief comparison of basic functions of OFHE
engine
and Diesel engine, certain of the benefits of the OFHE engine and
transportation devices
power by OH IF, engine as follow:
[221] 1. Shock tube of OHIE engine provides a replacement for the whole
Diesel
engine and its accessories. Therefore the active group of OFFIE engine is
simple and
reliable.
12221 2. Passive group of OFHE engine may be for different
transportation devices to
be served by OFTIE engine. For instance, aircraft and automobiles may have
different
passive group.
[223] For Diesel engine there is no different passive group: for aircraft
and
automobile have same Diesel engine.
[224] 1. The power flow drawn from the buffer by passive group is to match
the
power requirement, thereby the control of the passive group is at the well of
the operation
of the transportation devices. For instance, aircraft can take off and land
vertically at
speed, and accelerate in sky in order to maintain the comfort of passengers
traveling in
the aircraft. In driving the OFFIE engine automobile, the power flow drawn
from the
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buffer of power flow is matched with the driving of the OFHE engine
automobile, and
accordingly there is no sense of uncomfortable acceleration or deceleration.
[225] 2. Working processes of the active group are controlled by a real
time control
program which is instant action and reliable, and the working processes and
operation of
the transportation device are controlled by the computer. There is no manual
operation
involved. Therefore, entire transportation devices powered by OFHE engine are
automatically operated in order to provide comfortable and safe transportation
for
passengers.
[226] 3. The working processes of Diesel engine are not adaptable to
computer
control. Operations of transportation devices powered by Diesel engine are
dependent on
a highly skilled expert vehicle operator due to the manually intensive nature
of operation
of the vehicles. Many aircraft disasters are the result of operator error, and
accordingly
automatic operation of an aircraft powered by an OFHE engine may decrease the
likelihood of future disasters.
[227] 4. We have derived a logical criterion for rational thermo-efficiency
n_rational
as:
power output of engine
rirationat ¨ T p H mmax
[228] p H7innax is maximum thermo potential heat of the specific fuel used
for the
engine. T P Hrnmax can be obtained by simple lab testing: take a unit weight
of fuel and put
in a container. The fuel is increasing its temperature by electricity up to
its maximum.
The total amount of electricity being used by the electricity in Kw-Hr is the
T Min"' of
the fuel.
[229] For OFHE engine 11- 'rational> 70%
[230] The emission of NIUE engine is less than 50% of Diesel engine of same
powers.
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12311 Moreover, the active group is working under flow of fluid controlled
by real
time computer program and the passive group is working in smooth condition.
The
transportation devices produce less noise.
[232] It is to be noted that only active part of OFI-IE engine consumes
fuel and
produces power, therefore the above said rational thermal efficiency is for
all
transportation device using ORIE engine as power provider.
1233] Conclusions:
[234] 1) OH 1E engines powering transportation devices may replace the
conventional engines powering such transportation devices. The renovated
transportation
devices may be powered by an 0141E engine comprising a shock tube, which may
replace convention engine assembly components. There is no special necessary
technology utilized to make such an OFIIE engine. Moreover, the OFFIE engine
utilizes
less materials and manual labor required to produce such an engine compared
with
conventional engines. Moreover, the working processes and operation of
transportation
devices powered by OH-IF engines are all by computer programs which provides
instant
Operation, reliable operation, and safe operation.
12351 2) OITIE engine powered transportation devices can be used for both
civil and
military purposes.
12361 3) For military application the OH-IF engine may be used to upgrade
weapons,
such as battle aircraft, and short range missiles, and other weapons equipped
with OFHE
engine. The tactic and strategic of the warfare will be totally changed.
12371 4) Before the front of revolutionary event, every manufactory
transportation
device powered by internal combustion engine have to consider to update their
product
otherwise their product will be abolished by world market.
12381 Build and Operate the OFHEa and OFHEe Engines
[239] The active group of a shock wave system mainly consists of the
following
components shown in Figure 11: the first tube (1101), the second tube (1102),
the third
tube (1103), the shock wave air buffer (1150), the combustion chamber (1160),
and the
separating plate (1140) that can separate the stationary space into two parts,
the left and
the right parts. The first and the second tubes are connected by a horizontal
pipe that
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forms the U-shaped tube shown in Figure 11. The stationary space is the center
section of
the horizontal pipe at the bottom of the U-shaped tube.
12401 In the first tube (1101), there is a plug (1111) that is
driven by its motor.
Associated with the second tube, there are two motors. One motor drives the
plug (1121)
inside the first tube; the other motor (1122) is outside of the second tube
and drives the
vertical movement of the triangle shaped tip (1123).
[241] First, we consider the fuel system supplying for OFHEa and
OFFIEe engines.
12421 Refer to Fig 10, the fuel from a fuel tank (not shown) is
pumped into the fuel
buffer (1001) with a hole in mixing plate (1002). On the other side of mixing
plate (1002)
there is a hole for air. The fuel and air have a mixture as shown in Fig. 10.
The pump has
its power from the power line, and follows the "on" or "off' of the power
line.
[243] The mixture is sent to the first tube of the U-shaped tube. A
structural
arrangement is provided which just touch the edge of above said tube.
[244] After the above said mixture filling the first tube (1101), the plug
(1111)
driven by a motor pushes downward starting from its top position, and presses
the
mixture to the middle of bottom pipe of the U-shaped tube. Meanwhile, in the
second
tube the plug (1121) driven by another motor also pushes downward starting
from its top
position, and presses the air to the middle of bottom pipe of the U-shaped
tube.
12451 At the middle of the bottom pipe of the U-shaped tube, there
is a stationary
space on both sides of the separating plate (1140) as shown in Figure 11. This
is the
space to exchange the heat energy of media and air by a shock wave. When the
separating plate (1140) is pushed downward, there is a shock wave which
transfers the
heat energy of media (which is fuel and air mixture at the beginning) to air.
The product
of transferring heat energy is carried in a stationary space which is held on
both sides of
the separating plate (1140). On the left side of this stationary space, there
is an opening
which collects the gas of high temperature pressure and passes it to the shock
wave air
buffer (1160). On the right side of the stationary space, the structure
collects the de-
energized media and sends to muffler with shock absorber in it. The media with
the shock
wave heat energy decreases and is exhausted with similar structure as that of
the left side
which has a muffler collecting the exhaust gas with a silencer in it.
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12461 When the third tube is filling with fuel which is of the same
amount as that of
the first tube, the plug driven by its motor in the third tube pushes the fuel
to the pressure
as high as that of the air in the buffer (1160). The air and fuel are injected
into
combustion chamber in which the fuel and air are mixed and burn completely. If
the exit
gas is sent to an air generator (1201), it is the OFHEa engine
[247] The hot gas from the combustion chamber (1160) can drive an
air generator
(1201) to produce air jet. The air generator (1201) has an "on/off" switch as
shown in
Fig. 11. This is the OFI-IEa engine
1248] The hot gas from the combustion chamber (1160) can also drive
an electric
generator (1301) to produce electricity. The electric generator (1301) also
has an "on/off"
switch as shown in Fig. 13.
1249] The exhaust gas of the OH-lEa engine or the OFHEe engine is
directed to a
muffler with silencer in it (not shown).
[250] Once the hot gas are release from the combustion chamber (1160), the
shock
wave engine completes one cycle. The plug in the three tubes and the triangle
shaped tip
(1123) will all be driven back to their initial top positions quickly by their
motors, in
order to become ready for repeating the above cycle again.
[251] Synchronization between the different components in the shock wave
system is
critical. First, the pumps in the first tube and the second tube must be
synchronized such
that the pressure of the fuel mixture in the left part of the stationary space
and the
pressure of the air in the right part of the stationary must reach to the
required shock
wave pressure at the same time before the separating plate (1140) opens. This
synchronization can be assured by proper electric circuit that provides power
to the two
motors driven the two pumps. Secondly, as soon as the pressure of the media in
the
stationary space reaches to the required shock wave pressure, the separating
plate opens
and triggers the shock wave effect in the stationary space. This
synchronization is
implemented by electric and mechanical structures. The second motor (1122)
associated
with the first tube and its driving object, the triangle shaped tip (1123),
are adjusted such
that when the triangle shaped tip (1123) touches the trigger stick the
separating plate
(1140) the required shock wave pressure is established in the stationary
space. Third, the
plug (1131) in the third tube establishes the pressure of its fuel equal to
the pressure from
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the shock wave gas in the combustion chamber when the separating plate (1140)
opens.
Finally, all the three pumps and the triangle shaped tip move back to their
initial positions
before the next cycle begins.
[252] The working process of the shock wave engine can be
summarized as the
following steps.
12531 I) Fill the first tube (1101) with mixture of fuel and air of
proportion as shown
in Figure 10, with fuel cup and metering mechanism.
[254] 2) The fuel mixture in the first tube (1101) and the air in the
second tube
(1102) are pressed by the plug in each tube driven by each motor.
[255] 3) Drive the motors by battery power provided by battery (1190).
[256] 4) When it near the bottom of u tube (1100), the triangle shaped tip
(1123)
driven by motor (1122) opens the separating plate (1140).
[257] 5) When the separating plate is opened by the triangle shaped tip
(1123), there
is a shock wave which transfers heat energy of media to air.
[258] 6) The high pressure air is collected by tube which passing though
the wall of
tube and carrying to a buffer (1150).
[259] 7) The three motors withdraw from its bottom to top by changing the
polarity
of line by touching the battery.
12601 8) In the third tube (1103), the motor and the plug (1131)
compresses the fuel
forward to bottom. The fuel is from fuel tank with a metering cup. The amount
of fuel is
same as that of first tube (1101).
[261] 9) The hot air in buffer (1150) and fuel from the third tube (1103),
both hot air
and fuel are sent into the combustion chamber (1160).
[262] 10) If the exit of combustion chamber pushes an air generator (1201),
it forms
the OFIlEa engine. If the exit pushes the electric generator (1301), it forms
the OH lEe
engine.
[2631 11) The above 10 steps are the "Operate the 011-1Ea and 011-
1Ee engine". The
Fuel and air get complete burning within the combustion chamber (1160). This
is the
optimization of 0111Ea and 0111Ee engines.
1264] The OFIlEa engine and OH ILe engine can be used to drive
civil and military
vehicles. Both engines, i.e. the 011-1Ee and OFHEa, are shock wave engines. It
has high
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thermal efficiency in comparison with Diesel and Otto engines, and may provide
an
improved efficiency such that only 1/3 of the amount of fuel used by
convention engines
is necessary to product the same amount of work by the OFFIE engine.
12651 In various embodiments, a plug with motor (e.g., plug and
motors 1111, 1121,
1122, and 1131) and outside the tube are lifted upward by changing the
polarity of battery
1190 to reverse the direction of travel of the motor, as shown schematically
in Fig. 15.
[266] Example physical size of OFHEa and OFHEe engines.
[267] The 011-1Ea and OH-We engines have no moving mechanical mechanism as
of
Diesel and Otto engines. The OFI-IEa and OFFIEe have three tubes and fluid
flow in it.
Figure 11 provides a schematic illustration of the process of the engine.
12681 Example size of 3 tubes:
[269] The three tubes may have same size
[270] As a non-limiting example, the size of the three tubes may be 25mm
diameter,
with a height to diameter ratio of 4:1.
12711 To build four wheel car with OFHEe engine.
12721 The OFIThe engine has its electricity directly charge the
battery of the existing
battery-powered electric car. In doing so, the battery of the car can be
reduced to one set
that is adequate to provide the needed voltage. The driving time of the car
will be limited
to the amount of fuel carried, rather than the amount of electricity stored by
the battery.
The recharging facilities and recharging time are both eliminated.
[273] The OFFIEe engine may be positioned in the head of the car.
The fuel tank is
also within the car with its fuel filling opening outside of the car. After
filling the fuel the
fueling opening is close with a screw cap.
12741 The operation of the OFHEe powered car is the same as that of
the battery-
powered electric car. Internally, when the driver turn on the switch which
connects the
power line of the car, the OFFIEe engine is started. Any driver who can drive
a battery-
powered electric car will be able to drive the OH-We-powered car.
[275] Superiorities of OFHE engine automobile over conventional
automobile.
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12761 1) Over the OFFIE engine may provide higher overall therm
efficiency than
conventional automobile, due at least in part to the fact that OFTIE engine is
a shock
wave feedback engine, while engines used in conventional automobiles are
mechanical
work feedback engines.
12771 2) An automobile having the same power output, the OHIE
engine consumer
less fuel than any conventional engine.
12781 3) The power to weight ratio of an OFIIE engine is higher
than a conventional
automobile engine.
[279] 4) The active group of OFFIE engine is a system of flow of
fluid, the power
output is the media flow power output of combustion chamber. While engines of
all
conventional automobile power output is mechanical work. The later makes
active group
and passive group bounded together. It is the fundamental fault of all
conventional
engines.
12801 5) There are only 4 general mechanical parts. No special
metal or technology is
necessary to make theses mechanical parts.
[281] 6) The cost of make OHJE engine automobile and maintenance of OFFIE
engine automobile are much less than automobile convention automobile engine.
[282] 7) Every automobile factory may change their present production of
automobile into similar OFHE engine automobile easily, with no special
technology or
high investment.
8) OH IE engines are environmentally friendly, and conform with many global
rules,
laws, and regulations requiring automobiles to reduce emissions
[283] Air floating of railway train, OFHEa to drive a railway train and its
locomotive.
12841 For ordinary railway train and its locomotive, it is driven
by the Diesel engine.
After replaced Diesel engine by OFHEa engines, the train and its locomotive
remains the
same.
[285] The train and its locomotive are supported by the frame
works. At each foot of
frame work, an OH-IF:a indicator bounded with the frame work foot with the
indictor.
The direction of indicator is against the railway and push the train 3mm
upward. The
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direction indictor's proper, OFITha engine, is on outside nearby. It is
symbolized by
power with fuel tank to be drawn fuel. The locomotive has its power with its
indicator
pointing railway behind the pilot. The control of above said indicator is by
the pilot in the
form of a push rod. The working processes of the two sides can be changed into
the
position of push rod, which is controlled by the pilot. When the push rod
nearby the pilot,
the speed of locomotive is slow. Similarly, when the push rod pushes forward,
the speed
of locomotive is high. When the train and locomotive stand without moving thc
fuel
supply the train and locomotive is stopped.
12861 The speed of locomotive is indicated by speed meter before
the pilot. There is
a refraction mirror at the left side of pilot to see whether the locomotive is
leaving the
plat form.
[2871 It should provide underground tunnels to let car, people, and
animals to across
the air floating railway train.
[2881 OFI1Ea engine to run air bus
[289] The fuel supplying of OFFIEa engines are from fuel tank by pump. The
power
of pump are from battery. Therefore in the left side of the frame work there
are 3 pumps,
one for each OH-lEa engine.
[290] A strong frame work is built to fasten the ordinary bus. The pilot is
fixed to the
left side of the frame. There are two OFIlEa engines fixed on the left side.
The indicator
of the above said OFHEa engine are always pointed downward. Two parallel
connected
batteries is fixed on the left side of the framework._ The battery-power- is
located within
easy reach location of the pilot.
12911 Two cap rotors is fasted at middle of the front bar of the
framework and
working parallel with the ground. The fuel supplying tank of OFIlEa engines
are fixed
on the appropriate location. Two exhaust gas muffler with silencer are fixed
on the upper
and downward of the OFI-IEa engine proper.
12921 In running the airbus, the two OFIlEa engines are running to
balance the
weight of whole air bus. The power supplying of the caped rotor is from the
battery
power through lines. The lines are passing a power resist material and the
reaches the
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battery power. A short stick is powered by OFI-IEa engine, and operated its
indicator by
pilot.
[293] In running the airbus, the pilot has the option stopped at any
location of the
land. For example, the airbus from Shanghai to Beijing, the airbus has four
stops. In the
travel, it has across a wide river. At each station, the pilot has the
indicator points
downward to the station and the conductor of the bus let the passengers
discharge and
new passenger to come in and close the door. The airbus is running forward as
usual.
[294] It is important that the weight and frame work must in same mechanic
gravity
plane.
12951 The airbus can travel in wide ocean with a compass. For
example from France
to New York, with the help of compass in the pilot place.
The airbus has no moving mechanical part except the caped rotor. It is
important to
change the cap rotor after using several hours. The batteries should be
replaced also.
12961 Methods of providing an OFHE engine aircraft and navigation
of the
aircraft.
[297] F' step
[298] The fuselage may be similar to conventional aircraft. It has
facilities of toilet
and seats. The fuselage has no extended wings, nor the rudder. Figure 20
provides a
bottom view of a fuselage of an aircraft powered by an OFHE engine.
[299] There are two kind independent air jet supports, each supports have
an air jet.
It takes its power from the media power flow buffer as that of the automobile.
[300] Jet I may be configured to propel the fuselage forward. Jets (2) and
(3) may be
configured to propel the fuselage upward. The left and right rows of jets may
be similarly
configured to provide the same work. The two left and right jets may provide
balanced
power output with computer control its balances. The landing gears may be same
as that
of conventional aircraft landing gears. It is important to note that for shock
wave engine
aircraft the landing gears are touched the ground very gently without any
shock that of
conventional aircraft. Therefore it is safe and comfortable for passenger. The
gentle
landing and takeoff of an aircraft powered by an OFHE engine may decrease the
likelihood of disasters, which often occur during landing and take-off.
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13011 Navigation
1302] Figure 21 shows the passive group draws sufficient power
media flow from the
buffer of media power flow, to maneuver the fuselage during flight.
13031 The accompanied figures shows the lift force being controlled
by computer,
which may be controlled to provide reliable, safe and comfortable operation
for
passengers.
13041 For domestic flight, the overall flight time may be low,
since the flight speed in
sky is much higher than conventional aircraft. Domestic flights across a
continent may
only take a few hours. When the new aircraft reaches the destination airport,
the new
aircraft may land at the destination airport with speed reversed as that of
take off. The
three point landing gears touch the ground without shock. The balance computer
control
of the forward propulsion air jet is disengaged. A pilot of an aircraft having
an OFHE
engine may operate the aircraft in a manner similar to that of conventional
aircraft.
Accordingly, the aircraft may be directed to a destination to discharge the
passenger as
conventional aircraft. Then return to the original spot and for seat cleaning
of aircraft and
toilet as usual aircraft.
13051 For long distance trips, such as from New York to London. The
operation of
the aircraft utilizing the OFHE engine is similar to that of a conventional
aircraft,
however the speed of flight may be supersonic. The flight will be still few
hours.
13061 Provided above are the explanatory steps to make OFHE engine
aircraft (shock
wave engine) and operation of the same. The benefits of OFHE engine aircraft
and its
navigation in comparison with that of present convention aircraft have at
least following
points:
13071 1) To build OFHE engine aircraft is much simple than that of
the present
conventional aircraft. There are no special material and technologies needed
to make
OFHE engine aircraft compared to that used to generate an engine of a
conventional
aircraft.
[308] 2) The weight of new aircraft is much lower than that of
present aircraft.
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13091 3) All the working processes of the new aircraft are controlled by
computer
programs, which are instant in action, reliable and provide comfortable and
safe operation
for passenger to travel with the new aircraft than that of present aircraft.
[310] 4) The speed of flight of new aircraft is much higher than that of'
present
aircraft.
13111 First of all, we should make it clear that the present aircraft jet
engine is a
Diesel engine similar to that being used for automobile, but have a
reciprocating
mechanism changed into the rotors of jet engine, and the crankshaft being
strengthened to
straight shall.
13121 The steps to build active group of aircraft are same as that of
aircraft. The
fuselage of shock wave engine (OFFIE engine) is same as that of present
aircraft but
without extended wings on it and without a rotor such as those of present
aircraft. It has
same passenger's accommodations.
13131 As shown in Figure 20, the bottom of the fuselage has four jets
supplied by the
active group of shock wave engine (the OFFIE engine). Accordingly, the
mechanism for
providing power to the jets are similar to that of an automobile (but may have
a higher
overall power output than an automobile engine). In various embodiments, there
are two
powers supplying power to jets of the left and right rows of jets
[314] The passive group draws media flow power from the buffer. The drawing
power is achieves by a turbo-generator set.
13151 There is interface "buffer media power flow".
13161 As described above, a convention engine has no interface "buffer
media power
flow".
[317] In various embodiments, the fuselage of aircraft has two parallel
three set of air
jet to make the aircraft operate, which is shown in the bottom view of the
aircraft as
shown in figure 20.
[318] In various embodiments, the fuselage is a streamline body. The
support 01 is
an air jet to propel the fuselage forward. The air jets 02 and 03 are air jet
to lift the
fuselage upward. In various embodiments, the landing gear utilized on an
aircraft
utilizing an OFIIE engine are similar to those of conventional aircraft, and
are deployed
during landing and take-off operations of the aircraft.
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[319] The air jets 2 and 3 are used to lift of the fuselage, the air jets
receive power
from the turbo generator set and obtains power from the buffer. Another air
jet I uses
another turbo-generator set, and obtains power from the same buffer.
[320] The air jet 2 and 3 are coordinated with air jets to lift the
fuselage to pre-set
height and speed which is most comfortable for the passengers in the fuselage.
The speed
may be supersonic and/or subsonic to provide appropriate flight times over
various
distances.
[321] The fuel of active group to supply the buffer of media flow power has
another
turbo-generator set similar to that supplied for air jet 2 and 3, as well as
jet 1 to supply the
fuel at fuel motoring buffer under the fuel source of valve 15 of Fig. 16 of
OFFIE engine
active group.
13221 Aircrafts having an OHIE engine may be operated and navigated in a
manner
similar to that of conventional aircraft. For example, the speed of aircraft
at a destination
airport is similar to the speed of the airport at an origin airport. At the
point where the
aircraft is near the ground, landing gears of the aircraft drop down, and the
jets 2 and 3
propelling the aircraft upward are stopped. Jet I of both side are controlled
by pilot
propel the aircraft to a place ordered by personnel of the destination airport
to discharge
passenger in fuselage. After that, the aircraft return to place ordered by
destination airport
to prepare for the next flight. All the practices of the destination airport
are as usual.
13231 Following will that ORIE engine can be used in some major
transportation
vehicles. It includes 1) automobile, 2) air floating railway trains 3)
airbuses 4) military
fighter. Many other transportation vehicles may be similarly developed.
[324] Military Fighter
[325] Like an airbus, two computer controlled points may be provided, so
that the
fighter can he lifted and lowered by computer controller. When the fighter is
lifted to one
level to locate the target on cross, the operator may control the gun
following the cross to
direct a bullet toward the target. Moreover, the operator may have one or more
user
control devices to easily lift and direct the military tighter.
[326] It is to be noted that the 011-IE engine may provide an energy
savings of
between about 50%-80% energy reduction compared to convention engines.
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[327] OFHE Engine Charging A Battery
[328] 1) The polarity OFHE engine should be same as that of button.
[329] 2) Charging the electrical components may be accomplished in a manner
similar to that used in a conventional automobile system.
13301 3) The headlights may be operated by a switch when needed.
[331] 4) The battery may produce and store power utilized for various
vehicle
functions, including the windshield wipers and air conditioner.
[332] 5) On both ends of OFFIE engine, there have high pressure exhaust it
should be
collect by muffler with silencer it.
[333] OFHE Engine Used in Four-Wheel Automobiles
[334] 1) The wheels may be protected by plastics
[335] 2) Each wheel has cable suspended on car frame, and entered at the
moving
part. At same time with cable drawers for the moving part, the moving part is
covered by
plastic cover.
13361 3) The OFFIE engine supplies power for the car to provide at least
the
following operations
[337] a) saving power while the vehicle is stopped
[338] b) providing a small amount of power to move the vehicle slowly
[339] c) driving the car
[340] d) driving at a normal speed
[341] d) driving at high speed
[342] e) driving at a maximum speed as limited by a road authority
At both ends of OFTIE engine there are high exhaust buffer with a silencer to
cover.
There is a push rod near the steering wheel that may be used to control the
amount of
power provided by the OFHE engine.
13431 OFHE Engine for use in an Airbus and/or a Heavy Car
[344] The airbus may have two OH-IF engines to lift it. In such
embodiments, the
control system may have two push rod to control the airbus up and down.
[345] There are two caped rotors to push the airbus forward.
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[346] At the station, the caped rotor is stopped, and the pilot lowers the
airbus to let
passengers discharge and to let new passenger enter the airbus.
[347] The airbus may have an oxygen system onboard to maintain a
comfortable
atmosphere for the passengers.
[348] OFHE Engine for use in Building an Air Floating Railway Car
[349] The floating railway car may have one or more OFHE engines configured
to
lift the floating railway car a distance off of a support surface (e.g., 3 mm)
and to propel
the floating railway car forward.
[350] The driver may utilize the computer controller to regulate the speed
of the
vehicle, for example, while entering or leaving a station.
[351] Both ends of 011-1E engine have high pressure exhaust to be control
by muffler
with shock absorber in it.
[352] At a stop, the capped rotors are stopped to discharge passengers
and/or to
permit additional passengers to enter.
[353] The floating air railway car may have an oxygen system onboard to
maintain a
comfortable atmosphere for the passengers.
1354] In change the direction, the right one caped is stopped, and going on
as before.
[355] OFHE Engine for use in Building a Train Over Buses
[356] The structure is same as that of construction of an airbus. However,
an airbus
may be powered by four large powered OFHE engine and few capered isolated
rotors
configured for operation at supersonic speed. At Both ends of OFHE engine, the
big
pressure exhaust collected by mufflers with silencer in it.
[357] When near the destinations, the vehicle may slow down and stop to
allow
passengers to discharge and to enter the vehicle.
[358] OFHE Engine for Use in Transportation Devices across Long Distances
via an
Aircraft
[359] For example, transocean from Charles de Gaulle airport to New York.
[360] An aircraft without a wing may have 4 OFHE engines and 4 caped
rotors. The
4 OHIE engines may be configured to lift aircraft to approach high altitudes
over oceans.
The 4 caped rotors powered by a heavy duty battery start running and
increasing up to
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supersonic at increasing speed let the passengers stand comfortably. When the
aircraft
near New York airport ground service order the caped rotor to have its speed
to slow
down till stop. The aircraft reaches its destination with two exit caped
rotors operating at
low speed. The aircraft stops the two low speed caped rotors to discharge the
passengers.
Then return to previous position and prepare the inside of aircraft: replace 4
new heavy
dirty batteries and fill the fuel tanks of OFHE. Then to let the new
passengers enter the
aircraft Adjust the aircraft to same direction as before, and complete one
trip.
13611 The trip may directed by satellite or other measures.
[362] OFHE Engine used to Launch a Missile
13631 The missile is powered by the OFIIE engine. When the missile is
launched, the
air force follows the missile up to the target. If the missile did not reach
the target,
another air force may support the previous force up to the target. It is to be
noted that the
air three from OFHE engine can be followed secretively.
[364] OFHE Engine used for Building a Sky Fierce
[365] Two OFI1E engine support the pilot to sky, and find the target. When
the pilot
finds the object within the cross, the gun was fired to destroy the object.
There are two
motors to help the pilot to find the objects. One motor is controlled by the
right battery
with computer controlled. The direction to viewing the right sky if it find
the target in the
cross, the gun will tired. Similarly the jet battery controls the left sky. In
such a way
search the target in sky, the sky be searching is wide enough. After the
mission is finish.
The pilot is return the ground by the air force supporting the pilot in sky.
Finally the pilot
return the ground and the OFHE engine is closed.
[366] An OFHEa Engine to Build Sky Target Searcher
[367] The OH lEa engine is in upward position and under the seat of
searcher. The
OFI-11..;,a engine is at low power to push the searcher upward. The searcher
start search the
target. If the target within the cross, the gun is fired and a photo will
record it. The
searcher is lift up by OFIlEa engine, the searcher searches the sky target.
The motor on
the left side of the searcher and powered by battery with a computer. The sky
searcher
has widened the sky searching area of sky. Similarly to the right side the sky
searching
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area. The searcher is lift upward by the OFHEa engine doing same searching
work. After
the searching work finished, the searcher return to its original seat
position. It is doing by
gradually closing the fuel metering. After closing the OH-IEe engine, the
searcher leaves
his seat and steps downward his seat to the ground level. A car lift him to
head quarter.
[368] Key technologies applied on OFHE engine.
[369] 1) The OFHE engine system is a system of flow of fluid. Mechanical
parts of
the system are used to guide the flow of fluid to produce maximum media power
flow at
the exhaust opening of combustion chamber.
1370] 2) As discussed herein, media flow power is rated by therm()
potential power
(TPIlm) which is defined with reference to the OH-IE engine.
[371] 3) OFHli engine uses heat energy feedback (ME). As discussed herein,
H-IE
may be achieved by utilizing a shock tube. In which the high heat energy level
difference
between media and air produce shock wave to feedback heat energy of media to
air
instantly. Shock tube has being used in labs. It is a reliable and safety
device. Shock tube
ensures the reliable instant action of active group of OFHE engine
[372] 4) Optimization of OFIIE engine is achieved by introducing 1/2 of an
amount of
fuel to be utilized in a complete combustion process into the OFIIE engine, to
the third
column of pumps and valves to produce pressure as that of modulated air which
is stored
in the air buffer. The same pressure fuel and modulated air in air buffer are
injected on a
shock absorber in combustion chamber. The fuel and modulated air are fully
mixed and
produced high level media power flower approaching its maximum (11)1 im
approaches
TPH,T,") at the opening of combustion chamber.
[373] 5) As discussed herein, in various embodiments, there is a one-way
media
power flow buffer between active group and passive group.
[374] In various embodiments, the OFFIE engine assembly is self-content. It
can be
applied for any transportation devices. In various embodiments, the active
group
produces power, while the passive group monitors the transportation device.
[375] In various embodiments, the active group consumes the fuel, and the
passive
group does not consume fuel. The rational thermo efficiency of 0111E engine is
greater
than its counterpart engine by more than 50%.
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[376] Working processes of active group are (controlled by a small motor
and real
time control program).
1377] The working processes of passive group are controlled by
synchronization
computer system.
[378] OFHEa and OFHEc engines have put aside the Diesel and Otto engine. OH
lEa
and OFIThe engine can be used for any civil transportation devices to replace
the old
ones. Later on strategic and tactic of warfare should be reorganized, in
consideration of
011 lEa and OFHEe engine.
[379] Conclusion
[380] Many modifications and other embodiments of the inventions set forth
herein
will come to mind to one skilled in the art to which these inventions pertain
having the
benefit of the teachings presented in the foregoing descriptions and the
associated
drawings. Therefore, it is to be understood that the inventions are not to be
limited to the
specific embodiments disclosed and that modifications and other embodiments
are
intended to be included within the scope of the appended claims. Although
specific terms
are employed herein, they are used in a generic and descriptive sense only and
not for
purposes of limitation.
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