Abstract: The invention relates to an internal combustion engine comprising a plurality of subunits which each comprise a crankshaft part, at least one piston being accommodated on a crank of each crankshaft part by means of a connecting rod, wherein at least one first subunit is permanently operated while the internal combustion engine is operating, and at least one additional subunit can be switched off. To switch off a subunit and to disconnect the crankshaft parts from each other, the crankshaft parts of at least one first subunit and an adjacent second subunit that can be switched off are connected to each other in a rotationally locked manner and can move relative to each other with respect to the rotational axes thereof in such a way that a rotational motion applied to the crankshaft part of the second subunit by the crankshaft part of the first subunit is substantially suspended.

Abstract: A crank arm of a internal combustion engine is replaced by an elliptical gear 3 and another elliptical gear 4 having the same size and shape is assembled to engage and rotate such that the positions moved by a predetermined distance along the major axes of ellipses from centers 8 and 9 of the ellipses become rotation centers 5 and 7 of the elliptical gears 3 and 4 to alternately change the distances from the rotation centers of the engaged elliptical gears to a power transmission point 6 in accordance with the direction of power transmission. The present invention provides a power transmission assembly for improve on fuel efficiency of a internal combustion engine that makes it possible to improve acceleration force and hill climbing ability by generating larger torque and to generate large effective power by reducing the loss of power.

Abstract: A variable compression ratio apparatus may include a crankshaft, a connecting rod, first and second eccentric links mounted at both sides of the connection rod, respectively, and having one ends at which the piston pin may be eccentrically and rotatably installed, a swing link of which one end may be branched into two parts to form first and second branches, the first and second branches being connected to the other ends of the first and second eccentric links, and a control device connected to the other end of the swing link to control the swing link, wherein the crank arm includes guide surfaces formed in a predetermined thickness at an inner circumferential surface of the crank arm so that the first and second branches of the swing link slide to move between the guide surfaces.

Abstract: A crankshaft includes first, second, third, and fourth main journals, each coaxially disposed along a crankshaft axis. A first, second, third, fourth, fifth, and sixth crank pin are each parallel with the crankshaft axis, and radially offset from the crankshaft axis. A first crank arm includes a first counterweight, and connects the first main journal and the first crank pin. A third crank arm includes a second counterweight, and connects the second crank pin and the second main journal. A seventh crank arm includes a third counterweight, and connects the third main journal and the fifth crank pin. A ninth crank arm includes a fourth counterweight, and connects the sixth crank pin and the fourth main journal. The first, second, third, and fourth counterweights are the only counterweights of the crankshaft.

Abstract: An improved piston crankshaft interface device provides a stabilized and balanced follower-guide member or “follower” which supports a fulcrum that is created by the point at which the connecting rod fastens to the sliding members within the follower. Sliding members fitted for follower allow the fulcrum to slide with ease up and down, within the follower wherein the movement of the follower is stabilized by attaching members, which fasten the follower to the piston, such that the follower and piston move in unison, as a unit, within the cylinder.

Abstract: A crankshaft comprising a plurality of main journal bearing surfaces (102), a plurality of connector rod bearing surfaces (104), and at least one oil feed passageway (110) internal to the crankshaft, each of the at least one oil feed passageways (110) communicating with an inlet (122) and a plurality of outlets (124) located within bearing surfaces (102, 104), and wherein the inlet (122) is located within a first main journal bearing surface, and at least one of the outlets (124) is located within a further main journal bearing surface, and an engine and a vehicle comprising such a crankshaft.

Abstract: The dwell cycle crank includes a reciprocating piston having a piston head or cylinder, a main body connected to the piston head, a cap detachably mounted to the main body, an S-shaped cam formed between the main body and the cap, a follower disposed in the S-shaped cam, a rotatable crankshaft, and an offset journal disposed between the connecting bearing and the crankshaft to thereby form a torque arm. The S-shaped cam and connecting bearing create periodic dwells and faster strokes in the crank cycle to maximize volumetric and geometric efficiencies of the engine.

Abstract: The elastic fixing for a piston (2) of a variable compression ratio engine (10) includes at least one metal rod (15) kept under tension between the piston (2) and the transmission member (3) and which applies a strong contact pressure between the base of the piston (2) and the top face of the transmission member (3), the piston (2) being tightened according to a previously calculated angle enabling the metal rod (15) consisting of a stud (16) to be subjected to a desired tension force and the tightening prestress to be reached between the piston (2) and the transmission member (3), and indexed in rotation relative to the transmission member (3), by an additional tightening which does not significantly increase the tightening pre-stress, the stud (16) continuing to elongate with the same tension force by plastic deformation.

Abstract: A piston system comprises a first arm and a second arm, each mounted respectively on a first shaft and a second shaft, and being mounted for rotational oscillation about a central axis. Both arms terminate radially outward from the central axis, and are coupled to piston arrangements. The piston arrangements include pistons. Each set of pistons is mounted for movement within respective stationary chambers. Each stationary chamber may be defined, at least in part, by a piston coupled to the first arm and a piston coupled to the second arm. The stationary chambers are arranged about the central axis. The first and the second shaft are connected to an energy transfer mechanism. An energy transfer mechanism includes coupled non-circular gears arranged to convert oscillatory rotational motion to unidirectional rotational motion.

Abstract: The present invention provides a novel internal combustion engine of the annular piston type and a center shaft for such an engine for further improving the cooling an internal combustion engine of the annular piston type. The internal combustion engine comprises a block having at least one annular combustion chamber and an annular piston with a center chamber. The annular piston of the engine is configured to reciprocate in the combustion chamber. The internal combustion engine further comprises a center shaft being fixed to said block and configured to fit at least partially inside the center chamber of the annular piston. The center shaft comprises at least one passageway which is configured to lead fluid flow to and from the center chamber of the annular piston.

Abstract: An engine includes an engine block comprising a cylinder, an intake and exhaust port, and two linearly opposing pistons reciprocatingly mounted relative to two opposing crankshafts. A pair of piston sleeves are reciprocatingly mounted in the cylinder around each piston and connected relative to their respective crankshafts. Each piston sleeve includes a slotted port in communication with either the intake or exhaust port. A pair of sleeve couplers are pivotably connected to their respective piston sleeves and eccentrically rotatable relative to their respective crankshafts. A pair of eccentric inserts include an outside circumferential surface concentrically offset from an inside circumferential surface aperture. Each inside circumferential surface aperture is pivotable about its respective crankshaft. Each outside circumferential surface is rotatable relative to its respective sleeve coupler.

Abstract: An internal combustion engine for a vehicle, such as a motorcycle, includes a crankcase, two banks of cylinders projecting from the crankcase in a 56-57 degree V-configuration, a plurality of pushrods, and a plurality of camshafts supported by the crankcase. The two banks of cylinders include a first cylinder bank that projects from the crankcase to a first cylinder head, and a second cylinder bank that projects from the crankcase to a second cylinder head. The plurality of intake and exhaust valve pushrods extend between the crankcase and the first and second cylinder heads, driven by one intake camshaft and two exhaust camshafts.

Abstract: Variable-compression engine assemblies with an internal combustion device and a flywheel are presented herein. An engine assembly is disclosed which includes an output shaft and a flywheel, which includes a variable cam surface and is slidably mounted onto the output shaft and rotatable about a flywheel axis. Also included is an internal combustion device with a piston that is movable along a central axis in a cycle between refracted and extended positions. The piston engages the variable cam surface, and the central axis of the piston is spaced from the flywheel axis. The cycle includes a power stroke when the piston moves from the retracted position to the extended position whereby the piston presses against the variable cam surface and thereby rotates the flywheel, and a compression stroke when the piston moves from the extended position to the retracted position responsive to the variable cam surface.

Abstract: A device for improvement of reciprocating engine efficiency utilizing a free floating weight positioned between compression springs and assembled on each connecting rod. The springs are restrained on the connecting rods at the ends opposite the weights. The weights move on the connecting rods but lag the connecting rod movement because of inertia. The upper and lower springs are alternately compressed and extended due to operating against the weight during engine rotation. The springs are compressed during the deceleration phase of the stroke and extended during the acceleration phase of the stroke. This transfers energy from the deceleration phase to the acceleration phase during engine rotation thereby increasing engine efficiency.

Abstract: A multi-link internal combustion engine generally includes a cylinder block, an oil pan mounted to the undersurface of the cylinder block to define a crank chamber, the oil pan being formed with a shallow bottom portion and a deep bottom portion for storing oil. The multi-link internal combustion engine further includes a multi-link, piston-crank mechanism disposed in the crank chamber, a pivotal link member of the piston-crank mechanism pivotal about a pivotal fulcrum located on the side of oil pan; and an oil guide wall provided on the shallow bottom portion in the crank chamber for guiding the oil displaced due to the movement of the pivotal link member to the side of deep bottom portion.

Abstract: A device comprises an engine including a crank shaft with a first end portion, a generator motor including a rotor shaft with a second end portion, a flywheel with first and second connection portions connected to the first and second end portions respectively, and a fastening member. At least one of the connection portions constitutes an alignment connection portion. The first or second end portion constitutes an alignment end portion. One of the alignment connection portion and the alignment end portion includes a concave portion having an alignment inner surface, and the other includes a convex portion having an alignment outer surface. One surface of the alignment inner and outer surfaces is a tapered surface. The fastening member fastens the alignment connection portion and the alignment end portion to each other to bring a tip end of the other surface into pressure contact with the tapered surface.

Abstract: A mechanical breather system for a four-stroke engine includes a rotating member. The rotating member can have at least one inlet channel in fluid communication between an outer perimeter of the rotating member and an inner region of the rotating member. A breather housing having an air receiving chamber formed therein is fluidly coupled to the at least one inlet channel of the rotating member. A passage can be formed through a wall of the breather housing is in fluid communication with the air receiving chamber and an exterior of the breather housing.

Abstract: A crankshaft mechanism for an engine wherein a crankshaft can be disposed close to the piston side while securing a moment of inertia. In the crankshaft mechanism for the engine including the piston, the crankshaft is provided with a crank pin and counterweight parts, and a connecting rod connecting the piston and the crank pin of the crankshaft to each other, the inner side of a circumferential end, on the opposite side of the crank pin, of each of the counterweight parts is cut out along a curve at equidistance R from the center Q of the crank pin, to obtain such a shape so as to avoid a projected part, projected in the direction of the piston, at the lower end of a small end part of the connecting rod when the piston reaches the bottom dead center.

Abstract: An internal combustion engine may include a cylinder block defining a cylinder, and a crankshaft defining a crankpin, wherein the crankshaft is rotatably received by the cylinder block and rotates about a longitudinal axis. The internal combustion engine may further include a piston configured to reciprocate within the cylinder, and a connecting rod operably coupled to the piston and the crankpin. The connecting rod may include a first rod element having a first distal end and a first proximate end, wherein the first distal end is operably coupled to the piston. The connecting rod may further include a second rod element having a second distal end operably coupled to the first proximate end of the first rod element, and a second proximate end operably coupled to the crankpin, wherein the first rod element and the second rod element are pivotally coupled to one another.

Abstract: A cylinder includes a cylinder body defining a cylinder bore. End caps close opposite ends of the cylinder body. A piston/rod assembly of the cylinder includes a piston portion and a rod portion. The piston portion is located in the cylinder bore and the rod portion extends outwardly of the cylinder body through at least one of the end caps and terminates at an end having a first interlocking member. The cylinder also includes an attachment member having opposite first and second ends. The first end of the attachment member has a second interlocking member for cooperating with the first interlocking member for attaching the attachment member to the end of the rod portion. The second end of the attachment member includes a mating feature for connecting the attachment member and thus, the rod portion to another part.

Abstract: The horizontally opposed center fired engine improves on the traditional design of the horizontally opposed engines and center fired engines with a better engine geometry. The present invention utilizes four pairs of opposing pistons to compress a larger volume of air-fuel mixture within four different cylinders. The four different cylinders are radially positioned around a center axle in order to achieve a perfectly symmetric engine geometry. The center axle consists of two different shafts spinning in two different directions, which could drastically reduce engine vibrations in the present invention. Engine vibrations are caused by a change in engine speed and result in a loss of energy. Due to the design, the present invention will only experience energy loss in the form of entropy and friction. Thus, the present invention can convert a higher percentage of chemical energy into mechanical energy than any other internal combustion engine.

Abstract: A four-stroke engine without a crankshaft and valves contains a base including a gas groove, a first cylinder, a second cylinder, two gas flowing holes, a first inlet, a first outlet, and a holder; a gas valve including a connecting rod, a second inlet, and a second outlet; a driving device including two pushing posts, a rotating arm, a rotary shaft; a gear set including a panel, an upper gear, and a bottom gear, wherein the drive gear has a second tilted bar, the second tilted bar has a second opening arranged thereon, a second rotatable bearing; a seat including a peripheral side coupling with a top rim of the holder, a fixed pole axially connecting with the holder and the base; wherein a top end of the rotary shaft extends out of the seat.

Abstract: A hydraulic powertrain system is disclosed, in which one possible embodiment provides at least one combustion cylinder, at least one cylinder head, at least one piston. During combustion, pressure moves the piston downwards, where it creates motion in an attached hydraulic cylinder. Fluid in the hydraulic cylinder is then pressurized, where it exits the hydraulic cylinder and is directed to a fluid turbine, where work is extracted from the pressurized fluid.

Abstract: A dual crankshaft internal combustion engine having two rotating offset crankshafts respectively attached to connecting rods. Each of the connecting rods, in turn, are pivotally attached to piston rods, which are located an equidistance between the crankshafts. The piston rods are attached to a piston reciprocally disposed in a cylinder. The crankshafts are aligned in parallel and are geared together, either directly or indirectly, thus causing the crankshafts to rotate in the same or opposite directions, depending upon the linkage gear configuration. The dual crankshaft internal combustion engine utilizes leverage from the wedge-effect of the offset crankshafts to provide increased torque, power duration and fuel efficiency.

Abstract: A ball-lift device with screw for a variable compression ratio engine having a hydraulic double-acting control actuator (8) including an upper chamber (121) and a lower chamber (122) and at least one actuator piston (13) connected to a control rack (7) includes: at least two balls (401, 402) or valve elements each resting on a seat (403, 404) and closing off respectively one and the other end of a transfer channel (405) connecting the upper chamber and the lower chamber of the control actuator, the balls acting as a nonreturn valve element when they are held on their seat by a spring (408, 409) in order to allow the hydraulic fluid to pass in only one direction; and lifting element (410) including at least one electric motor (480) designed to rotate at least one screw (481, 482) making it possible to lift from or place on its seat at least one ball.

Abstract: An internal combustion engine comprises a rotating connector engaged rotatably in the rotatable receptacle. The rotating connector includes two rotational axles, two radial arms extending from the rotational axles, and an off-center middle axle connected to the two radial arms, and the two rotational axles share a common axis and are parallel to the off-center middle axle. The upper end is rotatably connected to the off-center middle axle of the rotating connector and the lower end is rotatably connected to the crankshaft. The internal combustion engine goes through an engine cycle comprising an intake phase, a compression phase, a expansion phase, and a exhaust phase. During the intake and compression phases the piston travels between a top dead center and a first bottom dead center. During the compression and exhaust phases the piston travels between a second bottom dead center to the top dead center.

Abstract: To reduce an axial installation width of a sealing device 1 comprising an oil seal 5 mounted in an inner periphery of a shaft hole 3 of a housing 2 and slidably contacted with an outer periphery of a rotating shaft 4 and a magnetic encoder 6 mounted on the rotating shaft 4 so as to be rotated therewith, as well as to improve sealing performance, the oil seal 5 is provided with a metal ring 7 having at least a part thereof disposed at an inner periphery side of the cylindrical portion 10b in the magnetic encoder 6 so that the oil seal 5 and magnetic encoder 6 are overlapped with each other in an axial direction, and the oil seal 5 is provided with a seal lip 8e formed with a rubber-like elastic body and disposed towards an interior side A of a housing.

Abstract: A heat engine employs an auxiliary cylinder to receiving exhaust gases from a main cylinder during its exhaust phase to extract mechanical energy from the heat in the exhaust gases. The auxiliary cylinder has an auxiliary piston that reciprocates with an asymmetric pattern in respect to the main crank a counter-rotating auxiliary cranks such that the downward stroke of the auxiliary piston and the upward stroke of the auxiliary piston correspond to crank angles above and below 180 degrees. In one favorable embodiment, fresh air can be drawn in and combined with the exhaust gases.

Abstract: An engine comprises one or more cylinders, each cylinder comprising a piston, a connecting rod, a crank shaft, and a crankpin, wherein the crankpin further comprises a main crankpin and a crankpin extension, wherein the connecting rod is affixed at one end to the piston and at another end to a first end of the crankpin extension, wherein a second end of the crankpin extension is affixed to a first end of the main crankpin, and wherein a second end of the main crankpin is affixed to the crankshaft.

Abstract: A connecting rod includes an elongate rod shank with a small end at a first axial end of the rod shank and a big end at the second axial end of the rod shank. The big end includes a body part and a cap part adapted to releasably couple to the body part. When the cap part is coupled to the body part, the cap part and body part cooperate to define a crank pin receiving bore and abut at first and second spaced apart interfaces. The cap part defines an aperture proximate the first interface that is adapted to receive a threaded fastener that engages and clamps the cap part to the body part. The cap part includes a side portion that extends radially beyond a largest radius from a crank pin bore center to the first interface. The side portion is substantially radially concentrated adjacent the first interface.

Abstract: An impact absorber is arranged between a first rotation member and a second rotation member that are coaxially arranged to rotate in a circumference direction around a rotation axis. The first rotation member has a recess continuously extending in a direction inclined to the rotation axis from a first end to a second end, and a lock part extending in the circumference direction from the second end of the recess. The second rotation member has a projection configured to be engaged with the recess continuously from the first end of the recess to the second end of the recess. The projection of the second rotation member is locked with the lock part of the first rotation member when the projection moves to the lock part from the second end of the recess.

Abstract: A piston for a piston-cylinder unit, the piston including two pivot bearings for pivotably supporting two connecting rods at the piston about two connecting rod pivot two connecting rod pivot axes extending in parallel to one another and laterally offset from one another; the two pivot bearings provided at a bearing element which is pivotably supported about a bearing element pivot axis at the piston; and the bearing element pivot axis extending parallel to the two connecting rod pivot axes.

Abstract: The present invention relates to internal combustion engines and more particularly reciprocating piston engines utilising Scotch yokes to translate rectilinear movement to rotary motion. In particular, the piston and/or pistons of the engine of the present invention can be placed in their topmost position for a period of time for the effective ignition and combustion of the air/fuel mixture for a given fuel charge, hence therefore providing an increased efficiency of the piston engine with a more efficient coupling between the piston and/or the power shaft driving the crank.

Abstract: The invention relates to an internal combustion engine comprising a plurality of subunits which each comprise a crankshaft part, at least one piston being accommodated on a crank of each crankshaft part by means of a connecting rod, wherein at least one first subunit is permanently operated while the internal combustion engine is operating, and at least one additional subunit can be switched off. To switch off a subunit and to disconnect the crankshaft parts from each other, the crankshaft parts of at least one first subunit and an adjacent second subunit that can be switched off are connected to each other in a rotationally locked manner and can move relative to each other with respect to the rotational axes thereof in such a way that a rotational motion applied to the crankshaft part of the second subunit by the crankshaft part of the first subunit is substantially suspended.

Abstract: The present invention relates to an assembly for translating linear movement to rotary motion, and in particular to an improved relationship between a linearly reciprocal member such as a yoke structure and associated piston, and a rotatable shaft such as a crank shaft. The invention could be used in any application where motion is to be translated from rotary to linear or vice versa, such as in compressors for example.

Abstract: Constant velocity internal combustion engines/designs capable of converting linear motion to rotary motion or rotary motion to linear motion include a gearshaft rather than a crankshaft, at least one pair of opposed and reciprocating pistons, and the gearshaft controlling the reciprocal linear translation of the pistons.

Abstract: A connecting member coupled to four pistons that reciprocate within cylinder bores is coupled to a crankpin of a crankshaft, and a pinion member which integrally rotates with a crankshaft portion is capable of rolling along the inner periphery of an internal gear member and has an outer diameter equal to ½ of an inner diameter of the internal gear member. The crankpin executes a reciprocating rectilinear motion through the rotation and revolution of the pinion member, and a journal support member has a bearing for supporting a crank journal so as to rotate positioned between the pinion member and a crank arm, and which is supported by a case member so as to rotate coaxially with an output member.

Abstract: Device for transmission of force from the pistons of a piston engine, where the pistons (3, 4) of two opposite combustion cylinders cooperate with alternating power strokes, the common piston rods (3, 4) of the cylinders being supported on a balance arm (6) at a distance from the bearing (14) of the balance arm (6) to perform a rocking movement around the bearing (14), where the piston rods of two further opposite and cooperating combustion cylinders (17, 18) being supported on the balance arm (6) opposite and at a distance from the bearing (14), and the balance arm (6) being connected with a flywheel (8), where the bearings (16, 26) on the balance arm (69 between the bearings (14 of the balance arm (6) and the bearings (15, 27) of the piston rods (5, 19) on the balance arm (6) being directly connected with a shaft for energy transforming means.

Abstract: This invention discloses a non-crankshaft engine which includes the body, the cylinder head on top of the body, and the cylinder inside it. A piston intersecting with one end of a connecting rod is set in the cylinder. In the middle of the chassis where the engine body is set on, there is the basic shaft which intersects with one or more crossbars perpendicularly in way of either fixed joint or swing joint. On the crossbar is installed symmetrically on either side of the axis of the basic shaft a fixing set. It connects with the other end of the connecting rod through a swing joint. Every fixing set is joined by one or two connecting rods linked with the piston. The above structure of basic shaft, crossbar and connecting rod will result in strong explosion pressure that can produce great moment of force, and thus give the utmost work. Therefore, this invention has the advantages of high working efficiency, low energy-consumption, and is expected to produce minimum environmental pollution.

Abstract: An engine comprising: a shaft (6) having a first multilobate cam (5a) axially fixed to said shaft (6) and an adjacent second multilobate cam (5b) differentially geared to said first multilobate and a pair of diametrically opposed pistons (1a, 1b) which pistons of a pair of pistons are rigidly interconnected by a connecting plate (4) and wherein, reciprocating motion of said pistons imparts rotary motion to said shaft via contact between said pistons and the camming surfaces of said multilobate cams.

Abstract: An embodiment of the invention relates to a crankless engine capable of reducing the weight and size of the engine without having a crank and connecting rod, and capable of reducing the vibration of the engine by facing two pistons each other.

Abstract: A four-stroke, piston-powered internal explosion (“IE”) engine for providing power output through a rotating crankshaft. The IE engine includes an engine block having power cylinders formed therein for receiving working pistons, bearing means for supporting the crankshaft, and a crankshaft supported within the bearing means having an output end extending outside of the engine block and a plurality of offset power cranks. The IE engine further includes connecting rods operably coupled to the power cranks and configured to transfer power from the working pistons to rotate the crankshaft, and working pistons that are received into the power cylinders and operably coupled to the power cranks. Each working piston has a head end positioned adjacent to a cylinder head to form a compression chamber and is configured to receive power from an explosion of a compressed volume of air/fuel mixture located within the compression chamber, and to transfer the received power to the connecting rods.

Abstract: A three-stroke internal combustion engine completes a complete combustion cycle of exhaust, intake, compression, ignition, and expansion within a single revolution of a crankshaft by a single stroke of a first piston and a single stroke of a second piston within a single cylinder.

Abstract: A piston engine has a housing and a piston. The piston is magnetically and movably disposed in the housing. A device for magnetically supporting the piston is fixedly mounted relative to the housing. A linear machine in conjunction with the magnetic bearing of the piston can prevent friction and thus result in a machine for converting mechanical into electric energy without having to lubricate and with reduced mechanical effort.

Abstract: A moped transmission includes a crankcase assembled in four sections, namely a first section, a second section, a third section and a fourth section. A crankshaft is formed as an eccentric shaft, and the crankshaft has a crankshaft gear mounted to the crankshaft. The crankshaft passes through the first section, and the crankshaft passes through and is rotably mounted to the first planar vertical mounting face. An engine connected to the first section and the second section. A main shaft has a main shaft gear in mesh with the crankshaft gear. The main shaft passes through and is rotably mounted outside the first planar vertical mounting face. The main shaft gear is mounted to the main shaft outside the first section such that the main shaft gear is encapsulated between the first section and the third section.

Abstract: A variable stroke engine includes an end portion of a connecting rod, which is connected at one end portion thereof to a piston by a piston pin, and an end portion of a control rod, which is connected at one end portion thereof to an eccentric shaft, and which are linked to each other by a link member rotatably supported on a crankshaft. A rotative power of the crankshaft is transmitted to the camshaft. The camshaft is disposed at such a position that part of a trajectory drawn by the intake-side and exhaust-side cams overlaps a trajectory drawn by the link member in a projection on a plane perpendicular to an axis of the crankshaft, and a rotational phase of the camshaft is set so that the interference, of the intake-side and exhaust-side cams with an end portion, on the camshaft side, of the link member, is avoided.

Abstract: A variable stroke engine has a crankshaft, a camshaft, and a rotational shaft, having an eccentric shaft, which are rotatably supported in a crankcase so as to have axes parallel to one another. A connecting rod is connected, at one end portion thereof, to a piston by a piston pin, and a control rod is connected, at one end portion thereof, to the eccentric shaft. The other end portion of the connecting rod and the other end portion of the control rod are linked to each other by a link member rotatably supported on the crankshaft. A rotative power of the crankshaft is transmitted to the camshaft and the rotational shaft, respectively. A timing driving wheel transmitting the rotative power to the camshaft side is mounted on the crankshaft, and a timing driven wheel driven by the timing driving wheel is mounted on the rotational shaft.

Abstract: A quasi free piston engine uses, a small, lightweight crankshaft to connect the piston assemblies of the free piston engine with a flywheel. While most of the power output from the combustion pistons is extracted by pumping pistons as hydraulic power, the small crankshaft and flywheel ensure exact TDC position of the combustion pistons in operation, and provide a rotating means to drive combustion cylinder intake and exhaust valves. Flywheel speed may be monitored to provide feedback on power extraction for further control of the system. In addition, a hydraulic push-rod system for efficient valve actuation is provided.

Abstract: An internal combustion engine crankshaft assembly includes a crankshaft having an output device, such as a flywheel or crankshaft damper, fastened to the crankshaft. An electronic engine control device is positioned between the crankshaft and the output device. The electronic engine control device includes a generally planar base which contacts both the output device and the crankshaft. The planar base is coated with a pressure-responsive friction-promoting material which causes the output device to be torsionally locked with respect to the crankshaft.

Abstract: An engine arrangement comprising a first assembly including a first piston in a first cylinder interconnected with a second assembly including a second piston in a second cylinder. Each of the first and second assemblies include an inlet valve for supplying a fuel mixture, and an outlet valve for removing exhaust gases. The first and second assemblies being adapted for cooperation with a gear unit to convert a translation movement into a rotary movement. The engine arrangement so includes two additional assemblies including a third piston in a third cylinder interconnected with a fourth piston in a fourth cylinder and associated valves. The two additional assemblies being adapted for cooperation with the gear unit to convert a translation movement into a rotary movement.