Abstract:
An internal combustion engine wherein a thermo potential heat flow in combustion is maximised by providing a feedback of an optimised amount of thermo potential heat flow that is modulated in the exhaust media, into the air intake, and a method of providing feedback comprises producing a shock wave of pulse of exhaust media and pulse of intake air on the opposite side of a high temperature sustainable wire screen modem thereby transferring the thermo potential heat energy flow from the exhaust media to the air intake.

Description:
FIELD OF INVENTION 
     Internal Combustion Engine 
     Field of Applications 
       [0001]    Transportation devices, including aircrafts, cars, railway locomotives and trains, marine vessels. 
         [0002]    Related Machines and Applications. 
         [0003]    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 
       [0004]    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 aircrafts, 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. 
         [0005]    There are two defects inherited from the aged old working processes of conventional internal combustion engines: 
         [0006]    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 thermo efficiency means excessive consumption of fuel and introduces more pollution to the environment. 
         [0007]    The other defect of conventional internal combustion engines is that the clumsy moving mechanical mechanisms  801 ,  FIG. 8A  or  807 ,  FIG. 8B  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 please see in [0041]. 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 OFHE internal combustion engine. 
         [0008]    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. 
         [0009]    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 OFHE internal combustion engine delete all the inherited defects of conventional internal combustion engines, both reciprocating engines and jet engines for aircrafts. 
         [0010]    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. 
       SUMMARY 
       [0011]    The embodiments disclosed herein is the presentation of the OFHE internal combustion engine assembly in a logical scheme of analyses and syntheses. 
         [0012]    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 thermo potential heat flow TPH m  of media. Media are the products of combustion. The passive group of assembly includes parts of engine that consumes TPH m  and transforms TPH m  into power output of the OFHE internal combustion engine. TPH is the shortened form of the term thermo potential heat energy flow of fluid. The refractive index m on the TPH m  indicates the TPH carried by media. Similarly TPH a  represents TPH carried by air. 
         [0013]    TPH 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 TPH is modulated. The flow of fluid modulated with TPH has heat power production capability. In the working processes of engine, only combustion processes can produce and elevate the level of TPH m  and modulate it on the media, the products of combustion. 
         [0014]    In the embodiments of analyses of active group, two methods are developed for the working processes of active group. 
         [0015]    In the embodiments, the first method provides TPH m   max . TPH m   max  is very important in the development of all internal combustion engines in following aspects: 
         [0000]    1) For any specific fuel used in internal combustion engine, there is a TPH m   max  which can be determined by testing in laboratory monitoring the working processes of active group.
 
2) TPH m   max  provides a rational criterion for thermo efficiency of all internal combustion engines as the ratio of actual power output of internal combustion engine versus TPH m   max .
 
3) The first method provides the guidance for the improvement of the OFHE internal combustion engines.
 
         [0016]    In the embodiments, the second method provides optimal feedback TPH m  control system of active group. 
         [0017]    In the embodiment, the two methods are the foundation of design and construction of the OFHE internal combustion engine. 
         [0018]    In the embodiment, the optimal feedback TPH m  control system of active group is developed in details by steps and accompanied with implement of contemporary technologies. 
         [0019]    In the embodiment, the working processes of active group are analysed. 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 TPH m  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. 
         [0020]    In the embodiment, the working processes of the OFHE internal combustion engine assembly are the syntheses of the working processes of active group and passive group of the engine assembly which have been analysed in [0034]-[0040]. The properties of the engine assembly are the combination of the properties of the two groups. 
         [0021]    The design and construction procedures of the OFHE internal combustion engine assembly are the combination of the design and construction procedures of the active group and passive group. 
         [0022]    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 favourable 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. 
         [0023]    In the embodiment, the applications of the OFHE internal combustion engine in the field of transportation devices are described. The applications of the OFHE internal combustion engine in the field of transportation devices are based on the following special features of the OFHE internal combustion engine.
       It has no moving mechanical mechanisms  801  or  807  in  FIG. 8A  and  FIG. 8B  as that of conventional internal combustion engines.   It has overall thermo-efficiency much higher than that of conventional internal combustion engine.   It has weight/power output ratio much less than that of conventional internal combustion engines.   The OFHE 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 favourable position separately.   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.       
 
         [0029]    The embodiment provides the renovation of all transportation devices powered by the OFHE internal combustion engine. 
         [0030]    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. 
         [0031]    The embodiment provides the emission of less carbon dioxide and other poison gas by the OFHE internal combustion engine than that of any comparable conventional internal combustion engines. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWING 
         [0032]    In the following detailed description it will be better understood by reference to the accompanying drawing. These drawings are: 
           [0033]      FIG. 1  is a schematic representation the OFHE internal combustion engine assembly divided into two groups. 
           [0034]      FIG. 2  is the open flow of fluid chart of active group. 
           [0035]      FIG. 3  is the ideal feedback TPH m  control system of active group. 
           [0036]      FIG. 4  is a schematic representation of optimal feedback TPH m  control system of active group. 
           [0037]      FIG. 5A-5C  are a schematic representation to compare three different feedback TPH m  control system of active group. 
           [0038]      FIG. 6A  and  FIG. 6B  are schematic representation of the working process of passive group  102  of the OFHE internal combustion engine. 
           [0039]      FIG. 7A  and  FIG. 7B  are schematic representation of the working processes of the OFHE internal combustion engine assembly. 
           [0040]      FIG. 8A  and  FIG. 8B  are schematic representation of working processes of the conventional internal combustion engines. 
           [0041]      FIG. 9  is schematic representation of general layout of the OFHE internal combustion engine assembly in the transportation devices. 
       
    
    
     DETAILED DESCRIPTION 
       [0042]    The OFHE internal combustion engine and its applications. 
         [0043]    In order to describe the patent in logical scheme of analyses and syntheses, 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 passive group. The active group of engine assembly includes parts of engine directly participating the production of the thermo potential heat flow TPH m  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 m  and transforms TPH m  into power output of the OFHE internal combustion engine. [0034]-[0038] are the analyses of active groups. [0039] gives the analyses of passive group of the OFHE internal combustion engine. [0040] gives the syntheses of the two groups of the OFHE internal combustion engine assembly. 
         [0044]    TPH is the shortened form of the term thermo potential heat energy flow of fluid. The refractive index m on the TPH m  indicates the TPH carried by media. Similarly TPH a  represents TPH carried by air. 
         [0045]    TPH 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 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 TPH m  and modulate it on the media, the products of combustion. 
         [0046]      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 TPH m  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. 
         [0047]    The working processes of the active group. 
         [0048]    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 TPH m  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 thermo dynamic system. The combustion dynamic system produces TPH m , and the thermo dynamic system is bearing TPH m , with the product of the combustion. 
         [0049]      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 TPH m    105 , but can not store TPH m    105  and the thermo dynamic system  202  can bear TPH m    105  but can not produce TPH m    105 . 
         [0050]    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 can not produce the level of TPH m  high enough to be transformed by passive group into power output for practical application. Human efforts is needed to elevate the level of TPH m  to be transformed into power output for engineering application. Feedback TPH m  to flow of air to intensify the combustion dynamic system is the only measure to elevate the level of TPH m  of active group. 
         [0051]    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 TPH m    105 . The effectiveness of active group  101  depends on the mutually cooperation of the combustion dynamic system  201  and thermo dynamic system  202 . The combustion dynamic system  201  produces TPH m    105  modulated on the media, the products of combustion processes. And the thermo dynamic system  202  manoeuvres the media bearing with TPH m    105  and conveys TPH m    105  to the passive group  102  which transforms TPH m    105  into power output  106 . 
         [0052]      FIG. 3  is the ideal feedback TPH m  control system of active group. TPH m  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 TPH a  participating combustion dynamic system. The dotted line in  FIG. 3  shows the active group without feedback TPH m  control. The level of TPH m    105  is much lower than  301 . 
         [0053]    The level of thermo potential heat flow TPH m    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 TPH m    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 TPH m    105 . Two methods are developed as foundation for the design and construction of the OFHE internal combustion engine. 
         [0054]    The First Method 
         [0055]    The first method provides TPH m   max  as follows: 
         [0056]    The maximum thermo potential heat energy flow  301 , TPH m   max , is produced in combustion dynamic system  201  only when feedback TPH m    105  by thermo dynamic system  202  to combustion dynamic system  201  is without loss of TPH m    105 . 
         [0057]    The method can be explained as follows: 
         [0058]    Feedback TPH m    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 TPH m    105  to combustion dynamic system. This is the states of combustion dynamic system  201  to produce TPH m   max    301 . 
         [0059]    On the other hand, the thermo dynamic system  202  can not carry TPH m    105  greater than that produced by combustion dynamic system and feedback TPH m    105  to the combustion dynamic system  201 . Both dynamic systems  201  and  202  can maintain on TPH m   max    301  only when feedback TPH m    105  by thermo dynamic system  202  to combustion dynamic system  201  is without loss of TPH m    105  as stated by the method. 
         [0060]    The method can also be verified by testing. 
         [0061]    The method of provides TPH m   max    301  is important in the development of OFHE internal combustion engines in following aspects: 
         [0000]    1) The method implies that with right fuel/air ratio, TPH m   max  produced by combustion dynamic system depends on the fuel used in the OFHE internal combustion engine. For any specific fuel used for the OFHE engine, TPH m   max  can be determined by testing in laboratory monitoring the working processes of active group.
 
2) The method provides a rational criterion for thermo efficiency of internal combustion engines as
 
         [0000]    
       
         
           
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         [0062]    This is the main guide for the design of the OFHE internal combustion engine. 
         [0063]    So far the thermo-efficiency of internal combustion in text books is overestimated. The thermo-efficiency of conventional internal combustion engines according to the rational criterion is extremely low. 
         [0000]    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 thermo efficiency of conventional internal combustion engines:
       a) the feedback TPH m  to combustion dynamic system is degraded twice: The TPH m  first changes into mechanical power and mechanical power changes into TPH m  again and feedback to combustion dynamic system;   b) the combustion dynamic system is working always under devalued TPH m  which has been produced by combustion dynamic system;   c) the intervention of moving mechanical mechanisms of conventional internal combustion engines in the working processes makes the engine to produce much less TPH m   max  of the specific fuel.       
 
         [0067]    These defects of conventional internal combustion engines can not be rectified within the frame of conventional internal combustion engine. 
         [0068]    Standard text books about internal combustion engines are the exposition of conventional internal combustion engines. It includes no idea of TPH m   max . The inventors of internal conventional engines a century ago probably were unaware the necessity of feedback control TPH m  in the engine working processes. Yet the inventors had unconsciously involved mechanical mechanism in their engines to provide feedback TPH m  processes. However, the moving mechanical mechanisms intervening the feedback processes of TPH m  are against the method of provides TPH m   max  stated above. It consume TPH m  produced by combustion, and suppress the combustion processes to produce TPH m  to its maximum extent. This is the origin of serious drawback of conventional internal combustion engines. Further discussion of the defects of conventional engines will be given in [0041]. 
         [0069]    In practice, there are some losses of TPH m  in the feedback TPH m  control cycles of the OFHE internal combustion engine. The feedback TPH m  control system of the OFHE internal combustion engine ensures the optimal TPH m  in all internal combustion engines. The method of optimum of feedback TPH m  control system of the OFHE internal combustion engine and technologies implementing the method will be developed in [0037]. 
         [0070]    The Second Method 
         [0071]    Feedback TPH m  Control System of Active Group and the Optimal Feedback TPH m  of Active Group. 
         [0072]    One of the most important contributions of the OFHE internal combustion engine is the development of the method of optimal feedback TPH m  control system of the active group and its implementation with the contemporary technologies. 
         [0073]    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 OFHE 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. 
       The Second Method: 
       [0074]    Feedback TPH m  control system of the active group  101  is optimized by demodulation TPH m  from media, products of combustion, and modulated TPH on the fresh air participating the combustion dynamic system. The optimum feedback TPH m  processes elevate the level of 
         [0075]    TPH m  produced by combustion dynamic system approaching TPH m   max . The feedback TPH m  processes are of self sufficiency, it needs no assistance of foreign moving mechanical mechanisms  801  of  FIG. 8A , nor the assistance of foreign moving mechanical mechanisms of rotor and shaft of jet engine for aircraft,  807  of  FIG. 8B . 
         [0076]    The demodulation from media and modulated TPH on fresh air are carried out by conducting shock wave between media and fresh air participating the combustion dynamic system. 
         [0077]      FIG. 4  is a schematic representation of optimal feedback TPH m  control system of active group  101  to illustrate the design and construction of the feedback system. The working processes are explained as follows. 
         [0000]    1) In the active group, the flow of fuel  103  and flow of air  104  are independently driven by pumps  401  and  402  from fuel source  403  and air source  404  respectively into the combustion chamber  405 . The intake fuel and air are regulated separately.
 
2) After flow of fuel  103  and flow of air  104  are conducted into combined combustion chamber  405 , spark plug  415  sends a spark to start the combustion, since the working processes of active group are uniflow, once the combustion process started, no spark is needed till next starting operation.
 
3) The combustion dynamic system  201  produces TPH m    506  and modulated on media, the products of combustion, and sends to passive group for power output, through duct  406 , which is engraved in stationary stand  407  of active group  101 .
 
4) Valve v 1    408  is provided to guide part of TPH m    506  modulated on media feedback to a media pulses formate duct  409  through feedback duct  410 . Both feedback media pluses formate duct  409  and feedback duct  410  are engraved in the interior of the stationary stand  407  of active group  101  structure.
 
         [0078]    The number of corrugated media pulse formate and shape of corrugation depend on the volume of media produced in combustion chamber. 
         [0000]    5) The shape of feedback media pulses are therefore fixed.
 
6) Valve v 2    411  is provided to guide part of TPH m    506  in the feedback duct  410  and injected at the last valley of the pulse formate duct  409 . The jet of TPH m    506  is used to regulated p 2  of the front of last media pulse.
 
7) Similar formate air pulse duct  412  is placed at opposite side of the TPH m  modem
 
8) Independent and regulated air is supplied to the formate air pulse duct  412  as step 6) to produce fixed air pulse in the formate air pulse duct  412  as step 5) for TPH m    506  media pulses, but no valve as v 1  of step 4).
 
9) Valve v 3    413  is provided as that of step 6) to regulate p 1  of the front of last air pulse as that for TPH m    506  of step 6).
 
10) The media pulse front of TPH m    506  of step 6) and the air pulse front  412  are induced to the opposite side of TPII, modem  414  using a synchronizer. The synchronizer senses and controls the parameters p 1  and p 2  of front of air pulse and media pulse respectively at equal value by valves v 3  and v 2  and to meet on the opposite side of TPH m  modem  414 .
 
11) A shock wave between TPH m  in  506  media pulse and air pulse produces at the TPH m  modem  414  and TPH m    506  is demodulated from media and modulized on the air.
 
12) The demodulated media are exit through a valve v 4  (not shown in the figure) and the modulized air is passed to the combustion chamber  405  through a valve v 5  (not shown in the FIG.
 
13) One cycle of feedback TPH m  control system of active group  101  is completed and continues the cycles successively.
 
14) The duct  406 ,  410 ,  409  and  412  may be made of by other high temperature sustainable rigid materials and inserted in the stationary stand of active group  407 .
 
         [0079]    In the working processes of feedback TPH m , all the valves, synchronizer and the timing of shock wave between media pulse and air pulse occurred at the TPH m  modem are coordinated and controlled by computer. 
         [0080]    The feedback TPH m  processes of the active group are operated by TPH m  of the processes itself without piston and crankshaft that of OTTO and Diesel working processes or rotor and shaft that of jet engine for aircraft. 
         [0081]    In  FIG. 4 ,  414  is an enlarged view of pulse formate duct  409  and  412  at the opposite side of TPH m  in modem  414 . It is to be noted that  409  and  412  closing but not touching TPH m  modem. The seat of  414 , formates  409  and  412 , and valves v 4  and v 5  form a closed chamber for the processes of demodulation of TPH m  from media and modulated to air. After the processes of demodulation of media, and modulation of air, the valve v 5  open to exit media and valve v 4  opens to transfer high temperature air to combustion chamber  405 . 
         [0082]    All the above operations are under normal working condition after starting operation. For the starting operation stater should be used. 
         [0083]    It is to be note that  FIG. 4  is used to illustrate the principle of design and construction of optimal feedback TPH, control system, final design should be made in detail design and construction. 
         [0084]      FIG. 5A-5C  are a schematic representation to compare three different feedback TPH control system of active group. 
         [0085]      FIG. 5A  shows the moving mechanical mechanisms  801  or  807  intervening the working processes of feedback TPH m  control system of active group, TPH m    505 &lt;&lt;TPH m   max    301 . 
         [0086]      FIG. 5B  shows the ideal TPH m  modem  506  is used in the working processes of feedback TPH m  control system of active group. TPH m  produced by combustion dynamic system  201  produce TPH m   max    301 . 
         [0087]      FIG. 5C  shows the real TPH m  in modem  414  is used in the working processes of feedback TPH m  control system of active group. TPH m  produced by combustion dynamic system  201  produces TPH m    506 ≦TPH m   max    301 . 
         [0088]      FIG. 6A  and  FIG. 6B  are schematic representation of the working processes of passive group  102  of the OFHE internal combustion engine. There is no moving mechanical mechanisms such as  801  or  807  of  FIG. 8A  and  FIG. 8B  intervening the working processes of the passive group as that of conventional internal combustion engines. Three options are provided for the power out for the passive group: 
         [0089]    The first option is the jet power output  602  as shown in  FIG. 6A . The TPH m    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 TPH m  control system of active group shown in  FIG. 4 . 
         [0090]    The second option is shown in  FIG. 6B , the jet power output  602 , is adopted by the turbo-generator  603  to send out electricity  604  as power output. 
         [0091]    The third option is the hybrid of both jet power output and electrical power output. 
         [0092]    The working processes of the OFHE 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 analysed in previously [0034]-[0039]. The properties of the engine assembly are the combination of the properties of the two groups. 
         [0093]      FIG. 7A  and  FIG. 7B  are schematic representation of working processes of the OFHE internal combustion engine assembly. The flow of fuel  103  and flow 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 TPH m    506  which is carried out by thermo dynamic system  202  to the passive group  102 . Part of TPH m    506  of thermo dynamic system  202  is feedback to combustion dynamic system through the modem  414 . 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 OFHE internal combustion engine assembly are: 
         [0000]    1) The OFHE internal combustion engine assembly has no mechanical connections between its active group and passive group; each group has its distinctive working processes.
 
2) The OFHE internal combustion engine is distinguished by its optimal feedback TPH m  control system processes in the active group. The processes are completed by its own energy.
 
3) The overall thermo efficiency of the OFHE internal combustion engine is optimal based on the method of optimal feedback TPH m  control system of the active group.
 
4) Independent power drivers to supply fuel and air to the engine proper.
 
         [0094]    Defects of the Conventional Internal Combustion Engines. 
         [0095]    The nature of the active group and two methods developed in [0036] and [0037] 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 analysed in  FIG. 8A  and  FIG. 8B . 
       Defects of the Conventional Internal Combustion Engines are Clear: 
       [0096]    1)  FIG. 8A  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. 8A  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 TPH m    505  entering the moving mechanisms  801 , the heat energy flow TPH m    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 , and feedback to the combustion dynamic system  201 . This is so called compression stroke. The feedback TPH m    505  in conventional internal combustion engines is devalued twice, the power output is  806 . 
         [0097]    The working processes of jet engines for aircrafts are the same as that of conventional reciprocating engines. It is shown in the  FIG. 8B  similar to  FIG. 8A . The moving mechanical mechanisms intervening the working processes are rotor and shaft  807 , and the power output is the jet power  808 . The feedback TPH m    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 . 
         [0000]    2) The clumsy moving mechanical mechanisms  801 ,  FIG. 8A  or  807 ,  FIG. 8B  extend to the whole engine from fuel and air intake driving to the output power driving shown by dotted lines  809 . TPH m  in the long range transmission will be lost, thereby the level of TPH m  that could be used as power output is reduced.
 
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.
 
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 OFHE internal combustion engine.
 
         [0098]      FIG. 9  is schematic representation of the OFHE 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  of TPH m  modulated on media is the output of the stationary stand of active group  407  which is mounted on the transportation devices on favourable position. 
         [0099]    Jet power output  601  is mounted on a vertically rotating mechanism and the later is mounted on the stationary stand of passive group  902 . The stationary stand of passive group is mounted on favourable position of the transportation devices separately from the stationary stand of active group 
         [0100]    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). 
         [0101]    The coordination of posture of transportation device and direction of jet power output are controlled by computer. 
         [0102]    The stationary stand of active group and stationary stand of passive group are connected by the duct of TPH m  modulated 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. 
         [0103]      FIG. 9  is the general layout of OFHE 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. 
         [0104]    The design and construction of the active group are the realization of the optimal feedback control system of  FIG. 4 . The fundamental differences between the OFHE internal combustion engine and the conventional internal combustion engines are that the OFHE internal combustion engine depends on the operation of system of valves, synchronizers and TPH m  modem to control the feedback TPH m  control system, while the conventional internal combustion engines use moving mechanical mechanisms to do the feedback TPH m . The defects of conventional engines have been analysed previously, especially in [0041]. 
         [0105]    The operation of feedback TPH m  control system are valves, synchronizers and TPH m  modem 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. 
         [0106]    As stated [0037] step 14, all the valves and synchronizer are coordinated and controlled by computer to ensure the shock wave occurs at TPH m  modem to transmit TPH m  from media to air and participating combustion processes. 
         [0107]    TPH m  modem subassembly is important part of the OFHE internal combustion engine assembly block. The functions and working principles have been explained in [0037]. The subassembly includes the TPH m  modem proper and peripherals. The TPH m  modem proper is thin nets fabricated by fine wires. In the working process of the engine, nets are under pressure and high temperature of the shock waves, no tensile stress is induced in the material of the nets. The market available anticorrosion and high temperature sustainable materials can work, probably it doesn&#39;t last long time. It is believable that special material for the nets can be developed with the contemporary material technologies. The TPH m  modem proper should be easy replaceable in the TPH m  modem subassembly like the spark plug of conventional engines. The peripherals are attached to the modem proper to conduct the processes of demodulation of TPH m  from media and modulated it on the flows of air participating the combustion as stated in [0037]. 
         [0108]    Main pieces of the peripherals include synchronizer and fluidic valves. Technologies of fluidic circuit design are applicable to the design of TPH m  modem subassembly. All parts of the TPH m  modem subassembly and the OFHE internal combustion engine assembly are under higher temperature than that of conventional internal combustion engines, since the combustion temperature and temperature of flow of media are higher than that of the counterparts of conventional internal combustion engines. 
         [0109]    Applications of New Engine. 
         [0000]    1) The essential features of the OFHE internal combustion engine are
       It has no piston and crankshaft as that of Otto and Diesel cycles;   No rotor and shaft as that of jet engine for aircraft.   It has overall thermo-efficiency much high than the conventional internal combustion engines.   It has weight/power output ratio much less than the conventional internal combustion engines.   The OFHE 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 favourable position separately.
 
2) Transportation devices powered by the OFHE internal combustion engine will be renovated transportation facilities with better performances, safety and conveniences.
 
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.
 
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.
 
5) The locomotive of the railway power by the OFHE 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.
 
6) The marine vessels powered by the OFHE internal combustion engine will be manoeuvred at much better performances.
 
7) In order to fully develop the capability of distinguish performances of transportation devices powered by the new generation engine than that of transportation 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.
 
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.
 
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.
 
10) The OFHE internal combustion engine will initiate new generation transportation devices and related manufacture industries.