Abstract: A device for compensating secondary moments of inertia in five-cylinder in-line combustion engines is provided. With in-line combustion engines having an uneven number of cylinders secondary moments of inertia occur and must be eliminated. This problem is solved by providing compensating masses of the Lanchester type separate from one another and supported in respective bearing housings that are connected to the crank case. The individual compensating masses are driven via the third and the eight crank web of the crank shaft since these are free of compensating masses of the first order. The first and second compensating masses, viewed in the direction of the star-like crank throw arrangement, are displaced in the same direction by the same amount so that the secondary forces due to inertia do not generate an additional torque about the crank shaft. The device may be advantageously incorporated into existing combustion engines.

Abstract: A method of increasing the fatigue strength of crankshafts for reciprocating engines, especially internal combustion engines, is provided. When converting naturally aspirating production engines to supercharging to increase the power, the fatigue strength of the crankshaft quickly reaches a limit. Since for reasons of economy it is desirable not to alter the geometry of the crackshaft and to avoid expensive fine burnishing to increase the quality of the surface, and hence the fatigue strength associated therewith, the transition radius from the crankshaft pin to the crank web is inductively surface hardened, and at the same time the finish quality of the surface is reduced. The increased costs for the hardening are balanced by the reduced surface machining that is required.

Abstract: The invention relates to a cam for actuating the valves of a reciprocating machine, the cam causing the valve to be opened via a flat-faced sliding-contact cam follower against the force of a closing spring.

Abstract: A cam for controlling the valve of an internal combustion engine which controls the valve by means of a valve tappet having a flat bottom, against the thrust of a closing spring. The acceleration and the deceleration regions are divided into a total of five sections I-V of which the acceleration sections I and V are defined by a Fourier series of the third order represented by the equation:z.sub.J.sub." = a.sub.j.spsb.1.sup.. sin .alpha. + a.sub.j.spsb.2.sup.. sin 2.alpha.+a.sub.j.spsb.3.sup.. sin 3.alpha.in which j represents one of the respective sections I and V, while a.sub.j.spsb.1 to a.sub.j.spsb.3 are selected in conformity with the required conditions, and while .alpha. represents a function of the cam angle x. The section II which follows the opening flank and the section IV preceding the closing flank result in a precisely constant ascent of the lubrication number curve while in connection with the cam stroke to section II the following equation applies:z.sub.II = a.sup.. sin[.sqroot. 0.

Abstract: A one piece piston connected to a connecting rod, for high speed four-stroke cycle internal combustion engines, in which the piston top has a centrally arranged spherical combustion chamber with a constricted opening while the piston is made of cast iron, preferably of tough cast iron, or spheroidal cast iron, or malleable cast iron, and while the piston skirt below the piston ring grooves has two flattened surfaces located opposite to each other and perpendicular to the axis of the piston bolt and parallel to the piston axis. The flat surfaces are located approximately along the same plane as the outer wall of the spherical combustion chamber while bearings for the piston bolt extend at least approximately from flat surface to flat surface and while the connecting rod is firmly shrunk onto the piston bolt.