Aiming to make a great contribution to the history of mankind, I have done research for more than 50 years, and finally I have succeeded in inventing a D-energy and E-energy preserving cycle engine.

To invent a complete replacement of the already existing reciprocating engine, I have struggled for a long time, using all my strength and creativity. Cooperation of many enterprises that will excel Bill Gates, is necessary. 　

The purpose of this homepage is to ask for your cooperation. My invention is quite simple, and can be implemented with existing technologies. New technologies are not necessary. This invention has many uses, and I would like to make the details of my invention public, and explain the development of each part that is necessary to test this invention. The testing of all the different applications should be easy to do for many people. I hope that many enterprises will cooperate with me concerning this invention, and excel Bill Gates.

Wanting to make a great contribution to the history of mankind, I struggled with the research and the development of the crank-type reciprocating engine that preserves D-type and E-type energy.

It could be possible that, even if this invention will be a success, other more outstanding inventions will come up after this. As inventor who has struggled with this extremely difficult research of the crank-type reciprocating engine, I have made every possible mistake, and therefore it is highly unlikely that a better engine than this invention will be made. This is the best invention one can think of.

The fundamental aim of my company is to make a great contribution to mankind and to survive in the 21st century by maintaining the labor costs. We would like to become the best company in its field, having the basic patent and the application patent for which we struggled so long, using the best technologies, and hold a dominant position in our field.

The business planning depends completely on the success of my experiments. If they will be a success, there will be almost no limits for the market. This will result in pollution reduction and global warming prevention. To cooperate with as many enterprises as possible from all over the world, I will disclose the details of my experiments at this homepage. The experiments can be done easily by anybody, and when they are a success, they will soon make a great contribution to mankind.

I hope that the practical application of this invention will be possible within 5 years. The application range is extensive: From a D-type energy preserving cycle engine for extremely small model airplanes, to an E- type energy preserving 4-cylinder engine of more than 100.000 kW. The production costs will be reduced to 1/10th, the heat effect will be more than 70%, and there will be a record decrease in pollution.

For the current heat engines, heat efficiency is a major loss factor, but based on the assumption that thermodynamics have no losses, this heat engine will be completely different from the current heat engines; it is an ideal engine that has no losses. The current gasoline and diesel engines are, for example, whatever book you are reading, mentioned as thermodynamic ideal engines. People are made to believe that this is the best construction and that there is no room for improvements. When you think about the fact that heat is supported by all people, you can see the plot that the scientific technology of this advanced heat engine is skillfully delayed.

People who have published all kinds of theories on thermodynamics like Iba Toshiakira, are almost all physicists. Thermodynamics is no study for invention and design of highly efficient engines.

Semi-static changes with zero losses, like no thinking of friction and no stirring and mixing of gas in the cylinder, are an impossible daydream, just like thermodynamics, when you consider the 'no losses' condition. The heat energy goes out and reduces only by working. The heat effect of my heat engine is 100%, and there is no room for improvements. When you think about calculation for every type, and exclude the fixed impossible actual loss weight, an appropriate weight method for every type is possible.

Let's not be deceived by the mention that the gasoline engine with 25% heat effect is a perfect construction with no room for improvement.

For training activities of advanced technologies, we have the excellent training with the Vankel rotary engine. Professor Vankel has reached an energy loss reduction from 30% to almost 0%, with double heat efficiency.

Based on the idea that relative volume and relative weight can be made to 1/2, a rotary engine whereby the whole motion part rotates in the same direction was invented. The kinetic energy loss is reduced to about 5% and at the same time I have succeeded in making the relative volume and relative weight 1/2. At that point I made a structure whereby the whole motion part rotates in the same direction, in order to reduce the energy loss. I have adapted the structure of complete elastic collision reciprocating motion and have succeeded in reducing the energy loss to almost 0%.

Professor Valken did not expect this in his basic research, but heat energy that is used for obstructing the rotation, causes a loss of not-rotated discharge heat energy of 65-70%.

The reduction of not-rotated discharge heat energy is an important remaining topic. As advanced technology that has succeeded in loss-reduction of not-rotated discharge heat energy, it is possible to increase the compression ratio by delaying the combustion of the diesel engine. This results in a not -rotated discharge heat energy loss reduction of 30%, and a heat effect possibility of 55%. This cannot be used for automobiles where specific power for lightweight is necessary. Therefore I have planned a structure for a huge reduction of not- rotated discharge heat energy loss and have invented the energy preserving cycle.

Now I would like to give an explanation of the energy preserving cycle construction. If you delay the combustion, the combustion will deteriorate, pollution will increase, and the heat effect will drop. Because the combustion is on the contrary accelerated by the energy preserving cycle, the discharge time of the heat energy will be delayed because of a super-light compression ratio, super-long distance and extreme weight. The not-rotated discharge heat energy loss will be almost 0%, and a strong output will be possible. If only the heat energy discharge time is delayed, there will be a big improvement in combustion because of the continuation of constant isolated combustion. With the compression ratio of a gasoline engine, the best combustion pressure of a diesel engine will be possible. Because of a high speed injection when releasing the isolated combustion, an excellent heat effect, pollution reduction and a very easy structure will be possible, due to dynamic pressure energy, reaction energy and static pressure energy. Failure is almost unthinkable. If a structure with the energy preserving cycle is implemented, the not-rotated discharge energy loss will be greatly reduced and will reach the level of almost 0%.

I will explain the structure of the energy preserving cycle here. If in the fuel supply compressed main combustion chamber the isolated combustion is reduced to 1/5, the rubbing part in the high temperature, high pressure main combustion chamber will be gone. Then a high temperature is possible, the piston distance capacity (heat energy discharge volume) will be near 1/25. Due to the maintenance of the constant isolated combustion, and with the compression ratio of a gasoline engine, the highest combustion pressure of a diesel engine will be possible. The shape of the main combustion chamber improves immediately; the rubbing part can be limited to the large, low temperature big combustion chamber, which means that the life cycle will be extended.
Also for the constant isolated combustion, the ideal stirring and mixing combustion can be chosen infinitely for each type by high speed injection from the one-way air passage. Also at the second stage combustion when releasing the isolation, there is an ultra high speed stirring and mixing combustion from the highest combustion pressure, which means there is almost no possibility that any unburned combustibles will remain. Thus it will be possible to strive for a Nox that reaches the zero level.

At the crank engine, there is the dead point where the heat discharge energy is at its worst and the point near 90 degrees after the dead point where the heat energy discharge is the best.
If we make the compressed isolated combustion for example at 1/5 for the compressed main combustion chamber, and consider the heat energy discharge volume as being 1/25, the combustion pressure of the best combustion pressure of a normal gasoline engine will continue to rise until the best moment of release of the isolation of the heat energy discharge.

High pressure, high speed heat energy equivalent to a diesel engine is injected in the large piston.
The heat energy drives the large piston by impulse pressure, reaction pressure and static pressure, and because the impulse pressure and reaction pressure herein act mainly in the large piston, the working effect is better than the uniform static pressure type, even in the cylinder and the cylinder-head that don't work like the conventional reciprocating engine.

(1) World monopoly of the D-type energy preserving cycle engine for bush cutters (see patent applied drawings FIG 5, 6, 7, 24). As you can see in FIG 25, the rotation type supercharger is used as a structure whereby the kinetic energy loss is greatly reduced, as explosion stroke of the right and left dead point of the double-headed piston, as complete elastic collision reciprocating motion structure and as structure whereby the whole motion part rotates in the same direction. As structure that greatly reduces the not-rotated discharge heat energy loss, the energy preserving cycle is used. The heat effect will be more than doubled, and specific volume, specific weight, pollution and vibration will be reduced to less tha50%.

(2) World monopoly of the D-type energy preserving cycle engine (see FIG 5, 6, 7, 24) for outboard motors.
As you can see in FIG 25, the rotation type supercharger or the rotation-type supercharger and turbo-charger are used as structure whereby the kinetic energy is greatly reduced. And as explosion stroke of the right and left dead point of the double-headed piston, as complete elastic collision reciprocating motion structure and as structure whereby the whole motion part rotates in the same direction. As structure whereby the not-rotated discharge heat energy is greatly reduced, the energy preserving cycle is used. The heat volume will be more than doubled, and specific volume, specific weight, pollution and vibration will be reduced to less than 50%.

(4) World monopoly of the D-type energy preserving cycle engine (see FIG 5, 6 and 7, 24) and E-type energy-preserving cycle engine (patent applied drawing FIG 26). See also FIG 25 and FIG 26 (both patent applied drawings). The rotation-type supercharger and the turbo-charger are used as structure whereby the kinetic energy is greatly reduced. Also as explosion stroke of the right and left dead point of the double-headed piston, as complete elastic collision reciprocating motion structure, and as complete elastic collision reciprocating motion structure. Moreover, as structure whereby the whole motion part rotates in one direction. As structure that greatly reduces the not-rotated discharge heat energy loss, the energy preserving cycle structure is used. The heat effect will be more than doubled, doubled, and specific volume, specific weight, pollution and vibration will be reduced to less than 50%.

I now would like to give an explanation about the E-type energy preserving cycle engine (patent applied drawing FIG 26).
As 2-cycle opposed piston, it provides opposite (complete elastic collision reciprocating motion explosive stroke, and greatly reduces the vibration. Because this is a steam, internal combustion combined engine, a huge heat effect increase can be expected. The aim of this invention is to make the large piston (D) 10 m, and the small piston 1 - 1.8 m. The piston stroke (S) will be 1 - 1.8 m, and the S/D ratio (piston stroke S and cylinder inside diameter D), will be 1 - 1.8/10 = 0.1 - 0.18. Compared with the S/D = 4.0 of a large ship diesel engine, the number of evolutions with the same cylinder diameter and the same piston speed, will be more than tenfold, and specific volume and specific weight will be about 1/20.

Furthermore, optimal combustion pressure of a diesel engine will be possible with the compression ratio of a gasoline engine. Because the heat load of the compressed main combustion chamber is huge, and because the number of revolutions will increase, a coil boiler heat exchanger, including supercritical pressure (246kg/cm2) is absolute necessary. Because of the large quantity steam injector, which by far exceeds the highest combustion pressure of 150kg/cm2, and the steam, internal combustion combined engine that greatly increases the output, this E-type energy preserving cycle engine can reach a heat effect of more than 70%.

In other words, the larger the structure, the more reduction in specific volume and specific weight, and the more increase in heat effect. And because it is very easy to make, the construction cost price will be 1/10th compared with a current construction.

See patent applied Fig. 5,6 and 7, 24. Because of the complete elastic collision reciprocating motion, and as explosive stroke of the right and left dead point of the 2-cycle double-headed piston, the current reciprocating gasoline energy reduction loss of about 30% will be reduced to the zero level. Because of the energy preserving cycle, the ± 40% not-rotated discharge heat energy reduction loss of the current reciprocating gasoline engine, and the ± 65-70% not-rotated heat energy loss of the Vankel rotary engine will be greatly reduced. The heat effect target is 70%.
To reach a near zero level for the kinetic energy reduction loss, a double-headed piston, 2 cycle 2 cylinder is indispensable. If the compressed main combustion chamber is not reduced to 1/3 of a large combustion chamber (output combustion chamber), the energy preserving cycle will loose its attraction. For the D-type energy preserving cycle engines for model airplanes, the smallest size is best. This is based on actual tests.

There are other ways than the energy preserving cycle to improve combustion, reduce pollution and reduce not-rotated discharge heat energy loss (see for reference the patent applied drawings FIG 23 and 24, 25). However, to reduce the kinetic energy loss, complete elastic collision motion or a structure whereby the whole motion part rotates, is best. When we eliminate reciprocating motion which is not possible for complete elastic collision reciprocating motion, a turbo-charger and rotation-type supercharger are used in almost all energy preserving cycle engines for rotary motion.

Following is an explanation about the not-rotated discharge energy loss (see FIG. 23 for reference).
Because in case of the rotary engine, the heat energy always effects one side of the triangle, there is power that obstructs and power that accelerates the regular rotation. Because there is no best way to convert all heat energy into rotation power, it is very difficult to make improvements. However, this best way can be found near 90 degrees after the dead point at the current reciprocating gasoline engine. The not-rotated discharge heat energy loss is reduced by delaying the combustion. Combustion delay at large engines for ships, where the heat effect has risen to 55%, cannot be used at high speed engines, since it will cause combustion deterioration. The high speed engine method, whereby the combustion is only delayed when the heat energy is discharged, is the energy preserving cycle method.
 

When using a rotation type supercharger, more than one of the following devices will be provided:
starting motor, change gear, clutch, power motor, power transmission device.

Because the compressed combustion chamber will be the main combustion chamber, expect for lubricating oil, the supply of all fuel, water and steam, will be done by injection in the compressed main combustion chamber. Therefore, a fuel injection equipment, including electromagnetic injector and an ignition device for the ultra-small till the ultra-large combustion chamber are necessary.
At the compressed combustion chamber with a more than constant volume, more than one of the following devices have to be added: Water injection device including each electromagnetic injector, steam injection device, fuel vapor injection device and boiler heat exchange device, including super-critical steam conditions.

Study of D-type energy preserving cycle engine for bush cutters. For manual starting equipment, the current devices can be used. Development of a fuel injection device, including a fuel injection valve for the fuel injection of the compressed main combustion chamber, and development of a rotation type super-charger is needed. The most important feature is that the vibration will be greatly reduced because the power that obstructs the rotation will be reduced. The greatest bearing load will be reduced, because there will be a reduction from the highest combustion pressure to the highest compression pressure. Due to combustion improvement, there will be no unburned combustibles.

Study of D-type energy preserving cycle engine for outboard motors. For manual starting equipment, the current devices can be used. Development of a fuel injection device including a fuel injection valve for the fuel injection of the compressed main combustion chamber is necessary, as well as development of a turbo-charger and a rotation type super-charger. The most important feature is, that the vibration will be greatly reduced because the power that obstructs the rotation will be reduced. Furthermore, the greatest burning load will be reduced due to a reduction from the highest combustion pressure to the highest compression pressure. The heat effect will be threefold, and the fuel consumption will be 1/3. Specific volume and specific weight will be a small-sized, light-weighed output of 1/2 - 1/4.
Due to combustion improvement, pollution reduction will be easily reached. And because it is very easy to make, the construction cost price can be reduced enormously.

Study of D-type energy preserving cycle engine for general engines.
For manual starting equipment, the current devices can be used. Development of a fuel injection device including a fuel injection valve for the fuel injection of the compressed main combustion chamber is necessary, as well as development of a turbo-charger and a rotation type super-charger. The most important feature is, that the vibration will be greatly reduced because the power that obstructs the rotation will be reduced. Furthermore, the greatest burning load will be reduced due to a reduction from the highest combustion pressure to the highest compression pressure. The heat effect will be threefold, and the fuel consumption will be 1/3. Specific volume and specific weight will be a small-sized, lightweight output of 1/2 - 1/4.
Due to combustion improvement, pollution reduction will be easily reached. And because it is very easy to make, the construction cost price can be reduced enormously.

Study of D-type and E-type energy preserving cycle engine for current automobile gasoline engines. For manual starting equipment, the current devices can be used. Development of a fuel injection device including a fuel injection valve for the fuel injection of the compressed main combustion chamber is necessary, as well as development of a turbo-charger and a rotation type super-charger. The most important feature is, that the vibration will be greatly reduced because the power that obstructs the rotation will be reduced. Furthermore, the greatest burning load will be reduced due to a reduction from the highest combustion pressure to the highest compression pressure. The heat effect will be threefold, and the fuel consumption will be 1/3. Specific volume and specific weight will be a small-sized, lightweight output of 1/2 - 1/4.
Due to combustion improvement, pollution reduction will be easily reached. And because it is very easy to make, the construction cost price can be reduced enormously.

Study of E-type energy preserving cycle engine for current automobile diesel engines. For manual starting equipment, the current devices can be used. Development of a fuel injection device including a fuel injection valve for the fuel injection of the compressed main combustion chamber is necessary, as well as development of a turbo-charger and a rotation type super-charger. The most important feature is, that the vibration will be greatly reduced because the power that obstructs the rotation will be reduced. Furthermore, the greatest burning load will be reduced due to a reduction from the highest combustion pressure to the highest compression pressure. The heat effect will be 1.7 - 2.3 times more, and the fuel consumption will be 1.7 - 1/2, 1/3. Specific volume and specific weight will be a small-sized, lightweight output of 1/4 - 1/5.
Due to combustion improvement, pollution reduction will be easily reached. And because it is very easy to make, the construction cost price can be reduced enormously.

Study of D-type and E-type energy preserving cycle engine for current small ships. For manual starting equipment, the current devices can be used. Development of a fuel injection device including a fuel injection valve for the fuel injection of the compressed main combustion chamber is necessary, as well as development of a turbo-charger and a rotation type super-charger. The most important feature is, that the vibration will be greatly reduced because the power that obstructs the rotation will be reduced. Furthermore, the greatest burning load will be reduced due to a reduction from the highest combustion pressure to the highest compression pressure. The heat effect will be 2 - 3 times more, and the fuel consumption will be 1.2 - 1/3. Specific volume and specific weight will be a small-sized, light weight output of 1/3 - 1/5.
Due to combustion improvement, pollution reduction will be easily reached. And because it is very easy to make, the construction cost price can be reduced enormously.
 

Study of E-type energy preserving cycle engine for current middle and large ships. For manual starting equipment, the current devices can be used. Development of a fuel injection device including a fuel injection valve for the fuel injection of the compressed main combustion chamber is necessary, as well as development of a turbo-charger and a rotation type super-charger. The most important feature is, that the vibration will be greatly reduced because the power that obstructs the rotation will be reduced. Furthermore, the greatest burning load will be reduced due to a reduction from the highest combustion pressure to the highest compression pressure. The heat effect will be 1.2 - more than doubled, and the fuel consumption will be 1.2 - 1/2. Specific volume and specific weight will be a small-sized, lightweight output of 1/5 - 1/10.
Due to combustion improvement, pollution reduction will be easily reached. And because it is very easy to make, the construction cost price can be reduced to 1/10th

All technologies are extensions of current technologies. There is absolutely no need for new technologies.

This is a very complex invention, and the possibility that someone will invent something better than this, is almost zero. The chance that competitive enterprises will appear at the stage is also almost non-existent, and therefore I will strongly promote monopolization.