Decarbonization Is Our Mission

Introduction

In the current four-stroke combustion engines, a significant amount of the power generated by the engine is wasted in the cylinder head. This wasted power is about 20-25% of the engine power (this number is different depending on the type of engine), this energy loss in the cylinder head is used to compress the smoke and air valve springs to open it. The purpose of this invention is to minimize the force and power lost in the cylinder head, and as a result, it prevents excessive fuel consumption and increases engine power and efficiency.
The invention is a cylindrical valve designed to decrease energy consumption and increase engine power in Four-stroke internal combustion engines, with a modified conventional cylinder head enabling the assembly and rotation of the invented valve.

1- The Concept Background and Significance
Basically, engines are of two types, external combustion engine and external combustion engines.
In an external combustion engine, the combustion of fuel takes place outside the engine. And mostly the fuel used is coal wood etc. Example: Steam engines
In an internal combustion engine, the combustion of fuel takes place inside the engine. Two-stroke and four-stroke petrol and diesel engine are examples of internal combustion engines.
There are different types of internal combustion (I.C.) engines and their classification depends upon various basis.
1. Types of Design: Rotary engine, reciprocating engines
2. Types of fuel used: Petrol engines, diesel engines, gas engines.
3. The cycle of Operation: Otto cycle engine, Diesel cycle, Dual cycle engine or semi-diesel cycle engine
4. Number of Strokes: Two-stroke engine, four-stroke engine
5. Types of ignition: Spark ignition engine (SI engine), compressed ignition engine (CI engine)
6. Number of Cylinders: Single cylinder, Double Cylinder, Multi cylinder (3, 4, 6, 8, 12, etc)
7. Arrangement of Cylinders: Vertical, horizontal, radial, V-type, W-type, opposed cylinder.
8. Valve Arrangement: L-head, I-head, F-head, T- head engine
9. Types of Cooling: Air cooled, water cooled
​​​​​​​A four stroke engine is a very common variation of an internal combustion engine. Most modern internal combustion-powered vehicles are four strokes, powered by either gasoline or diesel fuel. During engine operation, pistons go through four events to achieve each power cycle. The definition of an event is an up or down piston motion. Upon completion of the four events, the cycle is complete and ready to begin again. A four-stroke engine comprising an engine frame including a block and a head, the block forming at least one cylinder, and a crankcase. A piston is mounted for reciprocation in the cylinder, and a crank and connecting rod are mounted in the crankcase and connected to the piston. The head supports an intake valve, an exhaust valve, and a valve actuating mechanism, and a valve cover forms an enclosure with the head that encloses the valves and mechanism.

Revolutionary design of Cylinder Head for 4-Stroke Internal Combustion Engines​​​​​​​

2- What are the four events?
1. Intake stroke: The piston moves downward to the bottom; this increases the volume to allow a fuel-air mixture to enter the chamber.
​​​​​​​2. Compression stroke: The intake valve is closed, and the piston moves up the chamber to the top. This compresses the fuel-air mixture. At the end of this stroke, a spark plug provides the compressed fuel with the activation energy required to begin combustion.
3. Power Stroke: As the fuel reaches the end of its combustion, the heat released from combusting hydrocarbons increases the pressure which causes the gas to push down on the piston and create the power output.
4. Exhaust stroke: As the piston reaches the bottom, the exhaust valve opens. The remaining exhaust gas is pushed out by the piston as it moves back upwards.
Four-stroke engines are the most common internal combustion engine design for motorized land transport, being used in automobiles, trucks, diesel trains, light aircraft and motorcycles.
The cylinder head is the top cover of the engine cylinder and It seals the top of the cylinder. Internal combustion engine cylinders are covered with help from the cylinder head. It is above the cylinder block. And this is fitted with a camshaft and all kinds of valves.
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The main parts of a cylinder head consist of:

• Inlet and exhaust ducts: These ensure that the exhaust gas can escape from the cylinders and the absorbed air-fuel mixture can get into the cylinders.
• Inlet and exhaust valves: This is where petrol engines suck an air-fuel mixture in, while exhaust gases are simultaneously transported to the exhaust system.
• Injectors: They ensure that the fuel is injected into the combustion chambers.
• Spark plugs: They initiate the combustion of the fuel.
• Camshafts: A crankshaft driven by the timing belt drives the camshafts. The camshafts are responsible for opening and closing the valves.

3- Energy, Fuel and the World!
 The whole world is in the grip of energy crisis and the pollution manifesting itself in the spiraling cost of energy and uncomforted due to increase in pollution as well as the depletion of conventional energy resources and increasing curve of pollution elements.
Society relies on IC engines for transportation, commerce and power generation: utility devices (e.g., pumps, mowers, chain-saws, portable generators, etc.), earth-moving equipment, tractors, propeller aircraft, ocean liners and ships, personal watercraft and motorcycles.
Land and marine transport and air transport by jet engines are almost entirely powered by internal combustion (IC) engines. IC engines operating on fossil fuels provide 25% of power generation and produce 10% of greenhouse gas (GHG) emissions. Improving thermal efficiency and reducing fuel consumption and GHG emissions motivate the technological progress of the automobile and engine industry.
Society relies on IC engines for transportation, commerce and power generation: utility devices (e.g., pumps, mowers, chain-saws, portable generators, etc.), earth-moving equipment, tractors, propeller aircraft, ocean liners and ships, personal watercraft and motorcycles.
According to the International Energy Agency (IEA) projections, 70% of vehicles will be powered by gasoline engines, and almost all vehicle models will use gasoline or diesel engines for light-duty vehicles and passenger cars in 2030. By 2050, 58% of passenger cars will still use IC engines, with hybrid configuration as an effective auxiliary.
Currently 99.8% of global transport is powered by internal combustion engines (ICEs) and 95% of transport energy comes from liquid fuels made from petroleum [1]. in H1 2019, internal combustion engines accounted for more than 90% of passenger car global sales.
Energy crisis and environmental pollution have become globally increasing concerns. As of 2023, there are 1.49 billion cars in operation worldwide, including 1.11 billion passenger cars and 380 million commercial vehicles.
70% of the roughly 101.89 million barrels of crude oil consumed daily world-wide in 2023 is used in IC engines for transportation.
Many alternatives including battery electric vehicles (BEVs) and other fuels like biofuels and hydrogen are being considered. However, all these alternatives start from a very low base and face very significant barriers to unlimited expansion so that 85– 90% of transport energy is expected to come from conventional liquid fuels powering combustion engines even by 2040. Hence it is imperative that ICEs must improve in order to reduce the production and consumption of the limited fossil fuels and to control the local and global environmental impact of transport.

4- Latest Technologies to Control Fuel Consumption in 4-stroke ICEs
Nowadays, internal combustion engines are being developed in the directions that allow to maximize the efficiency of their work, in order to make the most economical use of fuels [1].
In recent years, multi-system and multi-parameter variable control technology has developed rapidly, accelerating the intelligence of internal combustion engine. Among them, each subsystem of the engine contains a large number of control parameters, including the VGT blades and exhaust bypass valve opening of supercharging system, the pre-injection, main injection, injection timing and fuel injection amount of fuel injection system, the valve opening degree and opening and closing time of exhaust gas recirculation, and the valve lift and timing of valve connecting rod mechanism etc. The variable intelligent technology of internal combustion engine includes variable supercharging technology, variable EGR technology, variable valve timing and lift technology, variable direct injection and dual injection technology, and variable compression ratio technology, etc.
the first internal combustion engines had efficiency of a few percent, which has now increased to almost 50% for heavy duty, low speed marine diesel engines. Current systems in internal combustion engines, like valve opening systems, lubrication systems, cooling systems, injection systems, etc., can be further optimized. It is expected that the sum of all possible improvements in engine systems, combined with additional friction reduction, compression ratio increase, variable valve control on all operating regimes, two stage turbochargers, start/stop systems’ introduction, and more efficient transmission systems combined with vehicle weight, tire resistance and drag reduction, can reduce passenger vehicle fuel consumption by 20% in the next 10–15 years. Slightly lower fuel consumption reduction can be expected in the European Union, since a lot of new cars already have downsized engines which are turbocharged. The higher fuel consumption reduction can be further achieved by introducing modern engine technologies not currently available on the market [2].
in recent years, advanced gasoline engine concepts, like Gasoline Compression Ignition (GCI), Homogeneous Charge Compression Ignition (HCCI), Partially Premixed Combustion (PPC), Low Temperature Combustion (LTC), Octane On Demand (OOD), etc. were developed. Those concepts allow gasoline engines to operate at higher compression ratios up to 18, and achieve higher engine efficiency without increasing in-cylinder emission formation. Most of these concepts combine high pressure Gasoline Direct Injection, multiple injections per cycle, low and high Exhaust Gas Recirculation, variable valve timing, etc. in order to use gasoline in compression ignition engines with high compression ratio. Some versions of these concepts, like Spark Controlled Compression Ignition (SPCCI), are commercially available from year 2019. Even higher engine efficiency and higher emission formation reduction are possible if new fuels and new engine concepts are developed simultaneously.
They are several alternatives to petroleum-based fuels, currently available as fuels for Internal Combustion Engines. All these alternatives together account for around 5% of total energy demand in the Transport sector. In future it is expected that they can account for up to a 10% share of transport energy by the year 2040 (Hydrogen, Biofuels, synthetic fuels, Methanol and Dimethyl ether) [2].

5- Use of electricity in transportation
Electric Vehicles (EV) have been around for decades. They first appeared in the 19th century, when massive usage of vehicles with Internal Combustion Engines was not so popular because of the large difference in liquid fuels’ properties and low quality of ICE’s production. During and after the first and second world wars, the vehicles with ICE have become more reliable, which, combined with other factors, increased their popularity [2].
Since then, several versions of vehicles have been developed with an electric propulsion system. Based on the source of energy, they can be categorized as Hybrid Electric Vehicles (HEVs), Plug-in Hybrid Electric Vehicles (PHEVs), Fuel Cell Electric Vehicles (FCEVs) and Battery Electric Vehicles (BEVs) (Battery Electrical Vehicles, Hybrid Vehicles, Fuel Cell Electric Vehicles, Influence on the Energy sector) Recent years, Hybrid and Electric Vehicles have made a lot of progress in their development and usability. Despite all the progress made, the current road transport system is still based on Internal Combustion Engines and liquid, petroleum-based fuels’combustion.
The market shares of all BEV and all Hybrid Vehicles in European countries in 2016 was around 3.4%.The global demand for petroleum-based fuels is growing yearly. The total wind and solar energy produced in 2016 was able to cover 12 days of global energy demand in the Transport sector. This shows us the everyday dimension of energy demands in the Transport sector, and indicates the complexity of replacing its current primary energy source. Current trends in electricity production and battery capacity are not in favor of wider electricity usage in the Transportation sector. There is also a question concerning the electricity network capacity to transport more electricity in the case that more and more households will possess Electric Vehicles which need to be charged regularly.
On the other hand, recent progress in the development of Internal Combustion Engines improves their efficiency and lowers exhausts gas emissions. Modern combustion technologies and new exhaust gas after treatment technologies decrease the amount of harmful emissions significantly, especially from diesel engines.
All this indicates that, in the near future, Internal Combustion Engines will still have the major role in all types of road applications. The combination of modern ICE with increased efficiency and lower emission impact with partial vehicle electrification currently presents the best solution to decrease greenhouse gas emissions in the near future.

6- The developments in valve technology solutions
A valve is a metal part installed in the cylinder head. It is part of the gas distribution mechanism and is driven by a camshaft. At rest, it tightly closes the hole. When the camshaft turns, the cam located on it pushes the valve down, lowering it. This opens the hole.
Similar to the conventional poppet valve configuration, the transverse layout rotary valve is the most direct conversion for the original piston internal combustion engine. Usually, varies between different engines and valve train configurations, the valve train contributes up to around 25 percent of the total internal friction. For example, in the study of Valve train Friction [3], the members of Automobile Lamborghini, Calibrate and Cacciatore introduced that based on motored strip measurements, valve train contributes 35 percent of total friction at 1000 revolutions per minute (RPM). The percentage of valve train reduces with engine speed. Based on the measurement, valve contributes around 10 percent of total friction when the engine is over 6000 RPM. They also indicated that the valve train friction of high-performance engine is relatively higher.
Bishop Innovations developed its dual ports single rotary valve. According to the research [4] that was published in 2007, instead of a timing chain/belt, the Bishop rotary valve engine uses a string of timing gears to transfer the power from the crankshaft tothe rotary valve. Incorporating both the intake and exhaust ports into a single column valve, the Bishop rotary valve is able to occupy the most space above the cylinder and exchange the gases with larger ports for both the intake and exhaust. The rotational motion of the rotary valve removes the inertia of the reciprocating poppet valve. The researchers developed a seal similar to piston rings that sits around the rotary valve vent and slightly preloaded to push against the contacting surface to form a proper seal. One approach shows that the weight reduction is significant by building a 3-liter V10 F1 rotary valve engine which is around 80kg and 16kg less than the engine that has the poppet valve. The research also indicated that performance remains as high as the performance of the poppet valve engine and the peak volumetric efficiency is the same as the poppet valve engine.
The research [5] that Boretti and Scalzo published, optimized the pneumatic poppet valve and also designed a rotary valve which provides ultra-sharp valve opening and closing. Described by this research, a rotary valve has its capacity to improve the volumetric efficiency by providing the largest valve area in a short time. In their rotary valve engine design, the compression ratio was set up to 14:1. The achievement of their rotary valve includes higher power density, better engine breathing properties, higher fuel conversion efficiency and reduction of weight.
Boretti’s earlier research [6] that was finished with Jiang and Scalzo also indicated that rotary valve could provide a chance for the engine to gain a higher compression ratio. They also included Bishop Innovations’ achievement that solved gas sealing, oil sealing, excessive friction and seizure caused by thermal and mechanical distortion and the dual ports single valve was successful on F1 racing cars from 1995 to 2005 in reaching 20000 to 24000 RPM. However, later rules of F1 were introduced by The Fédération Internationale de l'Automobile (FIA) which limited the improvement and development of the rotary valve. According to Formula One Technical Regulations 2007, “Only reciprocating poppet valves are permitted” [7], Their modelling results proved the engine will have high speed, high pressure fuel injection which allows shorter injection times. The research also indicated that the gas flow will be different from the poppet valve engine due to the lack of piston top pockets which clears the piston from the valves.
The study done by Muroki, Moriyoshi and Sekizuka in 1999 focused on the flow dynamic and the friction effect. The driving mechanical loss of the rotary valve is up to 40 percent less than the one that measured in the poppet valve mechanism. However, the notch profile in early stage of the intake stroke would affects the intake flow [8]. Muzakkir, Patil and Hirani also conducted a study of innovative engine valve design [9] in early 2015 in which the study hypothesized an erect rotary valve would work with a Magneto-Rheological fluid instead of a solid metal valve seat to form a proper sealing and prevent wearing out. However, none has fabricated and tested this configuration of rotary valve.
For the extended application, the rotary valve is also practical on a pneumatic machine which is the opposite operation of the internal combustion engine. In the research of the high-speed pneumatic application rotary valve [10], Brown, Atluri and Schmiedeler, which differs from Bishop Innovation, introduced a set of floating valve seals. The spring will push the floating valve seal against the rotary valve to seal the contact surface and self-adjusts to accommodate the wearing out.
The research [11] published in 2014 shows that Zibani, Chuma and marumo designed, tested and implemented a rotary valve control unit for a single cylinder engine. This research addresses the problems of piston valve interference and the complexities of the conventional valve train on the poppet valve engine. The software operated electronically controlled rotary valve (ECRV) manages the system and offers fully flexible valve event control. According to the research, the throttle valve is also removable to reduce the pumping loss. Since the engine control unit successfully operated the experimental system, the idea of extending the electronically controlled rotary valve into a multi-cylinder engine in now feasible. The feature of the electric rotary valve also provides the possibility for variable timing control.

7- The conception of Variable valve
The fuel efficiency and power output of an internal combustion engine can be significantly improved by optimizing the intake and exhaust valve timing and duration as the engine speed changes during operation. Valve timing refers to the angular position of the engine crank shaft the moment the valve is opened. Valve duration refers to the length of time the valve remains in an open position.
A number of devices are conventionally used in engines to open and close intake and exhaust valves. These devices include cam shafts, push rods, rocker arms and hydraulic tappets. These devices do not permit variation of either valve timing or duration during engine operation and are expensive and subject to failure. In addition, their use results in substantial energy loss due to friction.
Consequently, a need exists for a device that permits variable valve timing and variable valve duration during transient engine operation and eliminates conventional valve operation gear.
In internal combustion engines, variable valve timing (VVT) is the process of altering the timing of a valve lift event, and is often used to improve performance, fuel economy or emissions. It is increasingly being used in combination with variable valve lift systems.
A summary, the engine valve system with active control can be mainly divided into three groups: variable valve timing (VVT), variable valve lift (VVL), and camless valvesystem. The authors believe that each valve system has its own application domain [12]. For the variable valve timing system, the trend is to move to electrical VVT systems motivated by reducing engine cold-start emissions and significant cost reduction of electrical drive systems. VVA systems may be used for engines with advanced combustion modes such as spark-controlled compression ignition (SpCCI). Among VVA systems and compared with the combined VVT and VVL systems, the camless systems have higher cost and less maturity but have the ultimate control flexibility, which is needed as an enabler for more advanced combustion modes such as HCCI to further improve the engine performance with reduced emissions. The benefit of different valve technologies with respect to engine fuel economy is not readily discernable or available because a new engine is typically incorporated with multiple new technologies.

8- Rotary valve for internal combustion engines
The Bishop invention relates to rotary valves for internal combustion engines in which a continuously rotating valve member incorporated in the cylinder-head replaces the conventionally used poppet valves. Such rotary valves have been developed since the inception of the internal combustion engine. The arguments for their use include the improved smoothness of operation, the more rapid and precise opening and closing of the valve ports and the larger port openings that can be provided [13].
Most efforts have been made in the past to apply the rotary valve to single cylinder engines of high performance because of its ability to provide the large port openings needed when such engines are operated at very high speeds. In most cases these engines were air cooled. None of these developments has proved successful to a point where the engines went into mass production, primarily because of the difficulties experienced in sealing the valves and preventing rapid deterioration of sealing and journal surfaces due to heating and distortion resulting from the passage of hot exhaust gases through the rotary valve. Attempts to apply the rotary valve to multi-cylinder engines have been even less successful.
The overriding emphasis today is placed upon improved efficiency, control of emissions and on achieving reduced engine weight rather than achieving optimum engine performance for a given displacement volume as is the past. The rotary valve offers advantages in all three areas.
Firstly, the use of a rotary valve dispenses with the exhaust poppet valve (the head of which may reach temperatures as high as 900 degrees Centigrade) and so eliminates the prime cause of pre-ignition of the incoming charge of gas, and reduces the tendency to "knock" in an engine of given compression ratio. By permitting a higher compression ratio, greater efficiency and cooler running may be obtained.
Secondly, the instantaneous start and finish of valve opening characteristic of the rotary valve allows less valve "overlap" to be used, that is, the period of time, or angular rotation of the crankshaft during which the exhaust and intake valves are both open. Thus, with the poppet valve system, the exhaust and inlet valves commence and finish their motion from rest, and hence it is common practice to "overlap" such valves by an angle which may vary from about 40° up to about 90° rotation of the crankshaft in order to improve engine breathing. This matters little if the engine is designed primarily for maximum power output for a given displacement volume, but when such an engine with a large valve "overlap" is operated at low speeds or idle it runs very roughly and, in addition, unburnt gas passes from the inlet to the exhaust ports causing emission of unburnt hydro-carbons. This "overlap" can be virtually eliminated with the rotary valve, yet the large and rapid port openings of the rotary valve more than compensate for any loss of "breathing" attributable to the elimination of "overlap".
Thirdly, a rotary valve engine can be lighter and of less overall height than a poppet valve engine.
​​​​​​​The basic problem with the rotary valve is that sealing must be achieved between surfaces when they are in rubbing contact whereas in the poppet valve system the surfaces are at rest when sealing. Two conditions of sealing are of particular importance. Firstly, the sealing of gas during combustion, when the gas reaches a pressure of several hundred P.S.I. at a temperature of about two thousand degrees F., and secondly the prevention of the entry of even minute quantities of oil into the combustion chamber during operation of the engine at low manifold pressure. Proper sealing in these two extreme cases and in the many intermediate cases is possible only if surface contact or near-surface contact is achieved.​​​​​​​

9- Our product
In the existing four-stroke combustion engines, a significant amount of the power generated by the engine is wasted in the cylinder head. The wasted power is about 20-25% of the engine power depending on the type of the engine. The lost energy in the cylinder head is used to compress the smoke and air valve springs to work. Our innovative solution aims to minimize the force and power lost in the cylinder head, and as a result, it decreases excessive fuel consumption and increases engine power and efficiency.
A limitation of the cylinder head with poppet valves is that they don’t allow as much airflow as an open port would. The presence of a valve stem in the middle of the intake and exhaust ports in the cylinder head obstructs airflow in and out of the head. Air and exhaust must also flow around the circular head of the valve. This creates turbulence that further hinders efficientairflow. The curvature of the valve head, how the head blends with the stem, and the angles machined on the valve seats also affect airflow.
​​​​​​​Technically as our innovative design runs, the existing valves, valve springs, and camshafts are removed and the redesigned cylinder head with rotary valves is installed and assembled on the conventional cylinder block enabling the rotation of the new redesigned valves.

10- Applications
Our game-changing innovation is applicable in ship engines, automobile engines, agricultural industry engines, road construction machinery engines, etc. They work on any type of four-stroke internal combustion engines (linear, exhaust, radial, from one cylinder to any number of cylinders) consuming all types of fossil fuels (gasoline, gas, diesel).

11- Values and Benefits of Rotary Valves
The most important benefits of the invention and the values created are:
1- Engine power increases from 10 to 20 percent depending on the engine type. These numbers were obtained from dyno testing of our patented cylinder head mounted on the engine. In other words, fuel consumption is reduced (from 10% to 20% depending on the type of engine).
2- In the existing engines, there are only two narrow holes at both sides of the valves for the air to enter and smoke to exit. But in our design of the cylinder head, due to the much larger and direct opening of the air inlet and gas outlet, breathing and exhausting of the engine is done more effectively and the combustion is more complete.
3- Due to the deletion of camshafts, valves and the valves’ springs, the energy to rotate them by the starter is no longer needed and therefore, battery and starter life is enhanced as a lower pressure level is generated at the time of starting the engine.
4- Decreased engine noise due to the deletion of rocker shafts and rockervalve strikes. Nevertheless, the noise of the rotation of the new valves are another challenge but further research shall be done to control the noise.
5- In case of timing belt failures, usually one or some valves are left in the combustion chamber and then, pistons will strike and damage them. In many cases, even the rings and pistons, the combustion chamber and sometimes the piston connecting rod and the crane shaft is severely damaged. In this case as there is no vertical valve in the combustion chamber, in case of the time beltfailure, none of the above damages would occur and just the engine would turn off. This will cut a dramatic engine fixing time and expense after this failure and as a result, a dramatic rise of productivity.
6- In the conventional and existing engines at the first cycle (intake/suction) of the four stroke engines, air valve opens before the piston reaches the top dead center (i.e. advanced opening) and at the second stage (compression stage), the air valve is still open even a bit after piston passes the bottom dead center (called as retard). This same problem occurs to the smoke exhaust valve and this decreases the engine productivity. In our redesigned cylinder head and through the valve timing cycle, the retard and advance time is modified and optimized.
​​​​​​​Therefore, due to the deletion of the vertical valves, the valves overlap reduces significantly since this overlap results in less productivity of the engine as both the air and exhaust valves are open at the same time (as elaborated above). Through the new cylinder head, the valve overlap is optimized.​​​​​​​

12- Market Opportunity and Access to potential Costomers
economic all the engine manufactures are seeking new engine designs or any changes in the vehicles or the compounds of the fuels to reduce the consumption as fuel price has always been a critical issue in the related industries and for the markets. As eloborated above an through this invention, there are also other oportunities which the manufacturers and the end users (customers) could take advantage from.
A very competative advantage of the invention is that there is no similar technology in the market and it is implementable in all the four stroke internal combustion engines which includes a main range of the engines from small single cylinder equipments to giant ships. As application of the invention on defferent engines are timelly and costy for us, we could not afford to make working samples of different engines to receive sale orders or to manufuacture them, we are ready to enter a joint venture and be financially supported and create the cylinder head for different engines and to sell them to the engine manufacturing companies. We are also ready to sell the patent to a knowledgage based company or engine manufacturiing factories.
To elaborate an example, the shipping industry uses over 2.5 million Fuel oil barrels daily worlwide. If the engines could save 15% of the fuel consumtion through high-impact innovation, the world, the cargo and shipment companies could save about 40 million US dollars daily.

13- Our Competitors and What Makes us Different!
It seems that all the strategies and techniques that create some fuel consumption cut or bring about more power to the four stroke internal combustion engines or even mitigate the envorenmental effects of these engines could be our competitors but as the benefits of implementing the invention on engines are diverse and economically worth as manufacturingand assembling the new designed cylinder head is not more expensive than the existing ones, the project is practical and economical.

14- How to monetize?
Fortunately, the invention is registred in World Intellectual Property Organization (WIPO No.: PCT/IB2022/058794 Date: 17.09.2022N ) and we have already assembled a four stroke internal combustion engine. It passed the dyno test sussessfully and is ready for furthur testing.

15- Our Top Three Challenges
1- compression ring is used to compress the air inside the combustion chamber and to keep the air from escaping from the lower side of the redesigned valve. As the ring is made of hot work steel (N.: 2344), the ring will confront erosion after sometime and consequently, we will experience lower level of engine compress. If we can manufacture a ring of other materials as ceramics, etc, the engine could have a higher level of compression and power. The ring and the engine could also bear a higher range of tempreture and face less erosion. Unfortunately there is little access to other materials and tailor making the ring.
2- We used bevel gears in our design of cylinder head and as a result, the noise is more than the conventional engines. If we have access to the spiral bevel gear, the noise is lowered and there would be a better possibility of raising the engine above 6000 rpm. Unforetunatly the preparing the needed spiral bevel gears to test and use in the cylinder head is not affordable for us now. In addition, all parts we prepared and used are products of simple CNC machines which will create much less noise when manufactured industrializedly and with higher accuracy.
3- There is the possibility of employing Continuously Variable Valve Timing (CVVT) system to decrease valve overlap and better advance or retard the valve timing of the intake and exhuast valve which makes better fuel economy and reduces exhaust gases. Unfortunately, we can not afford the time and expences now and need backing.
​​​​​​​Thanks for your attention. We look forward for further cooperation with your innovative and avant-garde company.​​​​​​​

16- REFERENCES
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3. Calabretta M, Cacciatore D, Carden P. Valvetrain Friction - Modeling, Analysis and Measurement of a High Performance Engine Valvetrain System. 2010;3(2):72–84. doi:10.4271/2010-01-1492
4. Boretti A, Scalzo J. Design of 65 degree V4 Moto GP Engines with Pneumatic Poppet Valves or Rotary Valves. SAE Technical Paper 2015-26-0176, 2015, doi:10.4271/2015-26-0176.
5. Boretti A, Jiang S, Scalzo J. A Naturally Aspirated Four Stroke Racing Engine with One Intake and One Exhaust Horizontal Rotary Valve per Cylinder and Central Direct Injection and Ignition by Spark or Jet. SAE Technical Paper 2015-01-0006, 2015, doi:10.4271/2015-01-0006.
6. Muroki T, Moriyoshi Y, Sekizuka S. A Study of Rotary Valve for a Single Cylinder Engine. SAE Technical Paper 1999-01-3322, 1999, doi:10.4271/1999-01-3322.
7. Article 5: Engine. In: 2007 Formula One Technical Regulations. Fédération Internationale De L'Automobile.
8. Muzakkir SM, Patil MG, Hirani H. Design of Innovative Engine Valve. 2015; 4(3):212–217.
9. Brown TL, Atluri P, Schmiedeler JP. Design of High Speed Rotary Valves for Pneumatic Applications. 2013;136(1):015001.
10. Zibani I. Design, Test and Implementation of a Single Piston Rotary Valve Engine Control Unit. The International Federation of Automatic Control, 2014 Aug 24. doi: 10.3182/20140824-6-ZA-1003.02529
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