Abstract: A constant velocity joint that enables a wide continuous range of shaft angles, being robust throughout this range. It reduces the inertia torque loads on the shafts. The best efficiency, and the least wear, is with the shafts at a straight line. It fits even to driveshafts of cars wherein the maximum angle is near 50 degrees.

Abstract: A “cat and mouse” rotary engine/pump comprising two inclined power shafts at the two ends of the rotor-pistons. Each power shaft connects to both rotor-pistons by concentric crosses. Either piston can be suspended from the bearings of the inclined shafts indirectly, through the inclined shafts and the crosses, avoiding any touching with the other piston and the casing. The arrangement improves the balance of the engine, rids the bearings of the rotor-pistons from heavy idle loads, allows lighter and more robust structure. The power is shared between the two counter-rotating shafts. The arrangement fits to divided load applications, like portable flyers, REM.

Abstract: A single-crankshaft single-cylinder fully-balanced opposed piston engine module that provides extra time for the injection and the combustion of the fuel.

Abstract: The mass production of the MultiAir/UniAir of Fiat/INA proves that the hydraulic control can reliably actuate the valves of the modern internal combustion engines, making them greener. Removing the valve springs from the valves and controlling by the cam not only the valve opening but also the valve restoring, the hydraulic system has easier work to do, the rev limit increases, the height and the cost of the engine decrease and the engine can operate according all the MultiAir strategies. Optionally, the control by high speed solenoid valves can be replaced by easier and cheaper control wherein the rotation of the oil piston is what varies the valve lift and the valve duration. If necessary, slow, cheap, low power servomotors can micro-align the angular displacement of different oil pistons to balance the load between the cylinders.

Abstract: Uniflow two-stroke engines without ports on the cylinder and with four-stroke lubrication

Abstract: An eccentric ring is interposed between the big end bearing of the connecting rod and the crankpin. The eccentric ring is secured at one end of a secondary connecting rod, the other end of the secondary connecting rod being rotatably mounted on a crankpin of a secondary crankshaft. The angular displacement of the rotation axis of the secondary crankshaft about the rotation axis of the crankshaft controls the compression ratio. The secondary crankshaft and the secondary connecting rod carry a tiny part of the loads of the engine, some 1/20, enabling compact, true lightweight and robust structure. The kinematics of the piston remains unchanged. The balance of the engine remains unchanged. The application on V engines is more economical: a small secondary connecting rod per pair of cylinders, a single and slight secondary crankshaft and a single control frame is all it takes.

Abstract: The double-sided arrangement of a rack gear variable compression ratio engine improves the packaging, increases the rev limit, reduces the friction and the forces on the thrust rollers.

Abstract: A mechanical desmodromic fully variable valve actuation system capable for racing revs. Valve lift and valve duration continuously variable from a maximum to zero. Independently variable valve duration and valve lift.

Abstract: To control the compression ratio of an internal combustion engine, the cylinder block is slidably fitted to the crankcase, projections from the crankcase extend into the cylinder head to support a control shaft bearing the cylinder head. The angular displacement of the control shaft varies the compression ratio by displacing the cylinder head relative to the crankcase.

Abstract: To improve the precision of the control of the charge of a cylinder during idling and low revs/light load operation, a bypass feeding path of low flow capacity provides the cylinder with air or mixture while the high flow capacity intake valves stay closed.

Abstract: A single-crankshaft single-cylinder fully-balanced opposed piston engine module that provides extra time for the injection and the combustion of the fuel.

Abstract: A hydro-mechanical variable valve actuation (or VVA) system that controllably extends the valve duration. The valve opens up to its maximum lift mechanically/conventionally. The hydraulic part of the system controllably retards the closing of the valve, and takes part only during the valve-closing phase.

Abstract: A hydro-mechanical variable valve actuation system capable to operate according the “ingoing air control” mode the multiair system of Fiat operates and according the “outgoing air control” mode wherein the load is controlled by the quantity of air that the intake valves allow to escape from the cylinder. A different long-duration cam lobe and a reprogramming of the digital controller is all it takes in order to upgrade the existing multiair system of Fiat.

Abstract: A rotary power device comprising: a toroidal cavity, an inclined power shaft, two rotors carrying pistons and two concentric Cardan joints. The Cardan joints interconnect the power shaft with the rotors. The power shaft and the two Cardan joints are disposed away from the toroidal cavity in order their dimensions, hence their strength are not limited by the geometry of the toroidal cavity. Variable displacement engines and variable capacity pumps are optional.

Abstract: The piston is connected to the crankshaft via a connecting rod, while the crankshaft is disposed between the wrist pin and the combustion chamber. This way the combustion is shifted to the slow dead center, enabling the diesel to perform at higher revs, improving the spark engine efficiency and making HCCI combustion easier. Though the crankshaft is of one piece, more connecting rods can be used for a piston. As opposed piston, the PRE engine further combines top specific power, top thermal efficiency, built in scavenging pumps, and compactness.

Abstract: Improved rack-gear variable compression ratio engines. As compared to the one-sided piston rack of the closest prior art, the two-sided piston rack of the present invention downsizes the engine, improves the high revving capability, decreases the friction and releases the rollers, that carry the trust loads, from most of their loads. In a version with an oppositely reciprocating rack-frame-piston that balances the inertia forces per cylinder, the combination of long piston stroke to small rack-frame-piston stroke allows shorter engine height, less friction and higher rev limit. The in-line three cylinder engine, without counterbalancing shaft, is as vibration free as the conventional six in-line. The in-line five cylinder engine, without counterbalancing shaft, is as vibration free as the best V12 and the Wankel rotary engine.

Abstract: An eccentric ring is interposed between the big end bearing of the connecting rod and the crankpin. The eccentric ring is secured at one end of a secondary connecting rod, the other end of the secondary connecting rod being rotatably mounted on a crankpin of a secondary crankshaft. The angular displacement of the rotation axis of the secondary crankshaft about the rotation axis of the crankshaft controls the compression ratio. The secondary crankshaft and the secondary connecting rod carry a tiny part of the loads of the engine, some 1/20, enabling compact, true lightweight and robust structure. The kinematics of the piston remains unchanged. The balance of the engine remains unchanged. The application on V engines is more economical: a small secondary connecting rod per pair of cylinders, a single and slight secondary crankshaft and a single control frame is all it takes.

Abstract: To control the compression ratio of an internal combustion engine, the cylinder block is slidably fitted to the crankcase, projections from the crankcase extend into the cylinder head to support a control shaft bearing the cylinder head. The angular displacement of the control shaft varies the compression ratio by displacing the cylinder head relative to the crankcase.

Abstract: A Fully variable mechanical VVA, or FVVA, achieves more than the Lost Motion VVAs and the Constant Duration VVAs can jointly offer, because the FVVA provides the infinite valve lift profiles a Lost Motion VVA can provide, and the infinite valve lift profiles a Constant Duration VVA can provide and infinite more infinities of different valve lift profiles. The FVVA provides an infinity of valve lifts, and each valve lift can be combined to any duration, from infinite available.

Abstract: A mechanical desmodromic fully variable valve actuation system capable for racing revs. Valve lift and valve duration continuously variable from a maximum to zero. Independently variable valve duration and valve lift.