Abstract: Reciprocating engine construction wherein a rotating assembly converts the linear motion of the piston into rotational motion more efficiently, therefore yielding more torque and working power while using less fuel. The rotating assembly is three components working together, an interchanger unit with track rollers mounted at both ends and attached at it's center to the connecting rod by bearings allowing it to rotate while reciprocating, a stationary cylindrical unit having opposing wave shaped races (tracks) encircling it's perimeter with slopes of at least 45 degrees to convert the reciprocating motion to rotational motion on a one to one ratio 90 degrees perpendicular to the axis of the interchanger as the track rollers follow the slopes of the races, a rotating carrier that keeps the track rollers aligned and transfers the converted rotational motion to the output shaft by means of gears.

Abstract: An internal combustion engine is provided. Facing pistons eliminate a cylinder head, thereby reducing heat losses through a cylinder head. Facing pistons also halve the stroke that would be required for one piston to provide the same compression ratio, and the engine can thus be run at higher revolutions per minute and produce more power. An internal sleeve valve is provided for space and other considerations. A combustion chamber size-varying mechanism allows for adjustment of the minimum size of an internal volume to increase efficiency at partial-power operation. Variable intake valve operation is used to control engine power.

Abstract: A crankshaft rotary valve that controls fluid flow between a port located circumferentially on the crankshaft and a crankcase chamber formed by a piston, cylinder, crankcase and crankshaft. As the crankshaft rotates, a channel in the crankshaft communicates with the port and allows fluid flow to pass through the channel into a passageway that communicates between the channel and the crankcase chamber. The diameter of the crankshaft bearing surface is at least the stroke distance to greatly simplify manufacturing and assembly.

Abstract: A powertrain is provided, comprising: an internal combustion engine and an electro-mechanical transmission. The internal combustion engine has two torque output nodes operatively connected to two torque input nodes of the electro-mechanical transmission. The transmission comprises first and second electrical machines operatively connected to first and second planetary gear sets that are selectively operative to transmit torque to an output shaft. The two torque output nodes of the engine comprise an engine block comprising a cylinder with a pair of opposed pistons inserted therein, and each piston operatively connected to one of a first and a second crankshaft. The first and second crankshafts are operatively connected.

Abstract: An internal combustion engine has a power unit case having a crankcase, a first housing flange and a second housing flange. The crankshaft axis and the output shaft axis define a reference plane. An oil pump has an oil pump shaft, having an oil pump shaft axis, disposed at least partially in an oil pump chamber. A normal projection of the oil pump shaft axis onto the reference plane is located between the crankshaft axis and the output shaft axis. A first housing cover is mounted to the first housing flange on a first side of the power unit case. A separate oil pump cover is mounted to the second housing flange on the first side of the power unit case to close the oil pump chamber.

Abstract: A piston (10), a spring (15) operatively coupled to a piston, the spring being inside (21) or outside (41) the piston, and if the spring is inside the piston, the diameter of the spring is equal to 0.7 to 0.9, and if it is outside of the piston it is an external coil spring which is outside the cylinder which contains the piston and is able to provide a force of thousands of pounds per inch, and furthermore so that at light load the compression ratio (CR) is greater than 13 to 1 designated as CR0, at medium load has a compression ratio less then CR0 but greater than CReff, and at wide open throttle (WOT) has a CR equal to Creff, the CR is less than CR0 as would occur at medium or higher load which would lead to a flexing of the spring, and the cycle on the compression stroke is known as the HCX cycle where the pressure goes between Ppre and less than or equal to Pf.

Abstract: A power unit includes a shaft member rotatably supported by the crankcase and a torsional coil spring, disposed at one end of the shaft member, biasing a swing arm in one rotational direction. An oil strainer is fixed to the crankcase through a strainer support bracket extending vertically relative to a strainer element. The torsional coil spring includes a coil portion wound around the shaft member, one end portion retained on the side of the shaft member, and the other end portion retained by a retaining portion formed integrally with the strainer support bracket.

Abstract: A lubricating system for a vehicle transmission is provided by which the transmission is effectively lubricated, without increasing the number of component parts. The transmission includes an input shaft, an intermediate shaft and an output shaft, each of which are contained in the inside of a power unit case. The intermediate shaft has with an axially extending oil passage that establishes communication between both opposed ends of the intermediate shaft such that one end of the intermediate shaft permits communication between the axial oil passage and a first oil passage formed in a first case half, and a second end of the intermediate shaft permits communication between the axial oil passage and a second oil passage formed in a second case half. The intermediate shaft also includes radial oil passages extending radially outward from the axial oil passage and opening in an outer peripheral surface thereof.

Abstract: The motor according to the present invention consists of a piston (1), cylinder (2), connecting rod (3), connecting rod rotary bolt gear wheel (4), connecting rod rotary bolt (5), crank shaft (6), crank shaft bolt (7), double faced gear wheel (9) and other gear wheels (10, 11, 12). As the connecting rod (3) is moved by the connecting rod rotary bolt gear wheel (4) that moves together with the connecting rod rotary bolt (5), without being directly dependent on the movement of the crank shaft bolt (7) although the connecting rod (3) is connected to the crank shaft (6) and to the piston (1); the crank shaft (6) moves independently of the connecting rod (3). This provides the difference between the travel path of the piston (1) between the lower and upper dead points, and the rotational diameter of the crank shaft bolt (7). In this case, the connecting rod (3) makes an elliptical movement on the crank shaft bolt (7) instead of a circular movement.

Abstract: A spherical coupling structure for a piston and a connecting rod, wherein a protrusion provided to the reverse side of a crown of a piston and a holding member for holding a small end are slidably fitted onto a small end, and a holding/fastening part for holding the protrusion and the holding member is screwed in. The piston is composed of an upper piston that includes the protrusion and a lower piston that includes the holding/fastening part. The masses of the upper piston and lower piston are distributed so as to substantially match each other.

Abstract: A lower link for a piston crank mechanism of an internal combustion engine includes an upper section, a lower section, and a crank pin bearing section disposed between the upper section and the lower section, and mounted on a crank pin of a crank shaft. One of the upper section and the lower section is formed with a bolt inserting hole. The other of the upper section and the lower section is formed with an internal thread portion including an open end. One of the bolts passes through the bolt inserting hole, is screwed into the internal thread portion, and includes an end bared from the open end which is formed in a surface perpendicular to a bolt center axis. The other of the upper section and the lower section includes a recessed portion formed in the surface to divert a stress transmitting path.

Abstract: A lower link for an engine piston crank mechanism includes first and second half members joined by bolts to form a crankpin bearing portion. The first half member includes a first pin boss portion to connect the lower link with a first link which is one of an upper link connected with a piston and a control link having one end mounted swingably on the engine. The second half member includes a second pin boss portion to connect the lower link with a second link which is the other of the upper link and the control link, and an internally threaded portion into which one bolt is screwed. The second half member further includes a load transfer portion which is made greater in rigidity than the internally threaded portion.

Abstract: A grooved cylinder (2) is alternatively mobile in two opposing cylinder guides (10, 11) mounted on a crankcase (14). This cylinder (2) is mounted coaxially inside a double crown piece of revolution (5) with an indented portion (6a) to rotate around the axis (2a) of the cylinder (2) over bearings (B2) coupled between a third groove (16) of the respective crankcase cover (14a, 14b) and the respective housing (9) of the external bases of the ends (6) of the crown (5); these cylinder (2) and crown (5) are coupled by means of bearings (B1) placed between a first groove in zigzag (3) in the side surface of the cylinder (2) and the first housings (8) in the inside of the crown (5), and other bearings (B1) placed between some straight grooves (4), also on the side surface of the cylinder (3) extending between its ends and the valleys (3a) of the first groove (3), and third housings (15) provided in the respective crankcase cover (14a, 14b).

Abstract: An integrated power unit for a small vehicle is configured to permit a compact engine design in a power unit having a crankcase that is split into upper and lower portions. The power unit includes a crankshaft supported by the crankcase and oriented transverse to the running direction of the vehicle. A transmission shaft is rotatably supported in a transmission chamber formed on the rear side of the crank chamber. The respective split surfaces of the upper and the lower crankcase portions are provided plural fastening boss portions arranged as vertically opposed pairs. The plural fastening boss portions are respectively joined using fastening bolts to integrate the upper crankcase and the lower crankcase, thereby forming the crankcase. A clutch is disposed at one end of the transmission shaft, and the rearmost fastening boss portions overlap with a rear portion of the clutch in the front-rear direction of the vehicle.

Abstract: An engine with two crank shafts. One crank shaft stationary or secured to the block by conventional main bearings. The other crank shaft is referred to as the floating crank moves in a radius back and forth along one side of the stationary crank. The cranks drive each other by being geared together. A conventional piston and con rod are attached to the floating crank and drive the floating crank in both rotating and downward motions. Both of the motions rotate the stationary crank shaft. Each piston has its own floating crank shaft separate from the other pistons. The crank shafts rotate in opposite directions. The floating crank shaft operated in position by two radius rods connected between the two crank shafts, two rods from the floating crank shaft to the stabilizer rod and control rod. All of the four rods are pinned together where they meet. The other end of the control rod is connected to the stationary crank journal. The other end of the stabilizer rod is anchored in the engine block by a pivot pin.

Abstract: A device for translating linear reciprocal motion to rotational motion includes a reciprocating linearly moving piston with a central slot. The aperture has a set of recessed annular gears opposite each other which engage corresponding gear teeth on a cog located on a crankshaft that rotates inside the piston. Connecting braces on the crankshaft imparts an offset on the crankshaft and a corresponding lateral force on the cog, keeping the cog engaged with the recessed annular gear which imparts a rotational force upon the crankshaft.

Abstract: An intake air amount control apparatus is mounted on a vehicle having an automatic transmission 30 that switches the shifting pattern for the gear ratio between two modes. The intake air amount control apparatus controls the intake air amount by cooperation of a variable valve lift mechanism 25 that changes the lift integration value of an intake valve 11 and a throttle valve 23 located in an intake passage 22. When the shifting pattern for the gear ratio is in a sport mode, which gives priority to acceleration performance, the intake air amount control apparatus executes a lift varying control such that the lift integration value of the intake valve 11 is greater than when the shifting pattern is in normal mode, which gives priority to fuel economy.

Abstract: To provide a power transmission system for a vehicle wherein a starter is simplified, the number of component parts is small, and a reduction in cost can be contrived. Thus, an excellent operationality at the time of starting is achieved. A power transmission system for a vehicle, including a clutch and a fluid transmission through both of which the rotational torque of a crankshaft of an internal combustion engine is transmitted to a load-side transmission mechanism, wherein the clutch and the fluid transmission are both provided on one side of the crankshaft, and a drive force of a starter is directly inputted to the other side of the crankshaft.

Abstract: A multiple watt-linkage force transfer mechanism is provided for an internal-combustion engine. The force transfer mechanism comprises two “bell cranks” that are used to drive a single crankshaft through a watt linkage mechanism. Each bell crank, in turn, is driven by two pistons through corresponding watt linkage mechanisms. The watt linkages connected to the pistons enable the connection ends of the pistons to travel along substantially straight paths, significantly reducing side loads against the piston walls. Also, all four pistons preferably drive a single connecting rod. This changes the role of the crankshaft—and the corresponding strength and rigidity requirements for the crankshaft—by reducing the necessary number of rod journals and main journals on the crankshaft.

Abstract: There is provided an in-line multicylinder combustion engine of a type, in which the length and the width of the combustion engine can be reduced; which can be assembled compact in size with its center of gravity lowered in position; in which mass centering in the combustion engine can be accomplished, The engine (E) includes a crankshaft (17), an input shaft (18) and an output shaft (19). The crankshaft (17) is connected with the input shaft (18) through a clutch gear (40). An imaginary plane (H) containing respective axes (70, 80) of the crankshaft (17) and the input shaft (18) lies substantially horizontally, while the axis (90) of the output shaft (19) is positioned above the imaginary plane (H).

Abstract: An engine having a rotary member and a first linear member includes a first axis about which the rotary member rotates and a second axis coupling the rotary member to an offset rotary element. The first linear member is coupled to the offset rotary element by a first coupling. The second linear member is coupled at one end to the offset rotary element by the first coupling and at an opposite end to a housing. The first linear member moves back and forth in lateral fashion from a first position to a second position. The lateral movement of the first linear member causing continuous rotational movement of the rotary member in one direction.

Abstract: A device for transforming an alternating motion of a piston into a circular motion of a shaft is provided. The device includes an assembly of two pistons connected by two racks alternatively in mesh with a toothed cam set on a shaft. Movement in one direction of the assembly formed by piston and racks, following an explosion in one of the cylinders, causes one of the racks to mesh with the toothed sector and to rotate the shaft. At the end of this meshing period, the cam cooperates with a roller of one of the pistons so as to ensure continuity of the drive. Then, the explosion occurs in the other cylinder causing movement of the assembly in an opposite direction and so meshing of the other rack with toothed cam set, continuing the transformation of power to the shaft.

Abstract: An engine having a rotary member and a linear member includes a first axis about which the rotary member rotates and a second axis coupling the rotary member to an offset rotary element. The linear member is coupled to the offset rotary element by a first coupling fixed in position relative to the linear member and a second coupling that moves within a space in the linear member. The linear member moves back and forth in lateral fashion from a first position to a second position. The lateral movement of the linear member causes continuous rotational movement of the rotary member in one direction.

Abstract: The invention is directed to a crankshaft (1) of an internal combustion engine including an internal combustion engine for a portable handheld work apparatus such as a motor-driven chain saw or the like. The invention is also directed to a method for making the crankshaft (1) as well as an internal combustion engine with a corresponding crankshaft (1). The crankshaft (1) is made up of separately manufactured parts and includes a crank arm (2) having a central cutout (3) for accommodating a shaft lug (4) of the crankshaft (1) and an eccentric cutout (5) for accommodating a crank pin (6). The crank pin (6) journals a connecting rod (7). A centrifugal mass portion (8) is provided on the crank arm (2) at its end lying opposite the eccentric cutout (5). The centrifugal mass portion (8) is configured as one piece with the crank arm (2) and is bent out of a plane (9) of the crank arm (2) in the direction of the connecting rod (7).

Abstract: By blocking off a partial passage opening in a lubricating oil supply passage of a transmission gear mechanism by attaching a transmission holder, an operation to block off the passage opening is omitted. Supply of lubricating oil to a main shaft and a counter shaft of a transmission gear mechanism is carried out using branched passages from a main gallery, and the branched passage constitutes a lubricating oil supply passage to the main shaft while the branched passage constitutes a lubricating oil supply passage to the counter shaft. A partial passage opening of the branched passage is then blocked up at the time of attaching a transmission holder to the transmission case, and in this way a lubricating oil supply passage to the counter shaft is formed.

Abstract: According to the invention, an assembly includes at least one piston assembly (4105), a rotating member (4130), and a transition arm (4110). The transition arm couples the piston assembly (4105) to the rotating member (4130). The assembly includes an overload protection mechanism (4135) coupled to the transition arm (4110) and configured to reduce piston stroke of the piston assembly (4105) upon application of an overload to the assembly while enabling the rotating member (4130), e.g., an input drive and/or a flywheel, to continue rotating. The overload protection mechanism (4135) is configured to reduce piston stroke of the piston assembly to zero stroke while enabling the rotating member (4130) to continue rotating at a substantially pre-overload speed. A method of protecting an assembly from an overload includes reducing piston stroke upon application of an overload to the assembly while enabling the rotating member (4130) to continue rotating at a substantially pre-overload speed.

Abstract: A radial engine includes an engine block (2) having a central aperture (14). A drive shaft (7) extends through the aperture and a planar cam plate (5,6) is fixedly mounted on the shaft. A pair of spaced opposed walls (25) extend from the surface of the plate. A reciprocatable piston (37) is slidably mounted within a cylinder (9). A cam follower is engaged with at least one of the walls (25), such that reciprocation of the piston (37) rotates the plate (5,6) and the shaft (7).

Abstract: This invention is a fuel efficient, high torque power, offset piston engine. The basic invention is a 2-stroke 2-cylinder engine. A single idler gear provides ignition timing between a pair of out-of-phase power pistons as 1-way clutches transmit the power to the engine's power shaft. Displacing and replacing a special idler changes the engine between a 2 stroke and a 4 stroke. Power stroke overlap saves fuel. Deactivating pistons when not needed without load on the engine saves more fuel. Other benefits will be obvious upon perusing the disclosure.

Abstract: A multi-link piston crank mechanism for an internal combustion engine, including a crankshaft having a crank pin, and crank webs connected with each other through the crank pin. A pair of thrust surfaces are formed on the crank webs so as to be opposed in a direction of a center axis of the crank pin. A first link pivotally supported on the crank pin is coupled to a second link through a connection pin located in a space between the thrust surfaces. The connection pin is moveable about the crank pin to form a circular trace along which the thrust surfaces extend. The end surfaces of the connection pin and the thrust surfaces come into mutual contact to prevent the connection pin from falling out of the space between the thrust surfaces.

Abstract: An internal combustion engine that replaces the throw journal of a crankshaft with a set of contours that are dynamic rather than static. The contour is such that three cycles of engine operation are not affected, i.e., exhaust, intake, and compression. The contour deviates only during the power stroke where an increased incidence to the circular is incorporated. This defers from previous attempts by eliminating complex geometries such as epitrochoidal or sinusoidal that by their nature negatively affect the exhaust, intake, and compression strokes of the Otto cycle when compared to the traditional crankshaft. Additionally, the deviation from the circular orbit during the power cycle optimizes to a larger extent the leverage available for peak thermodynamic pressures in the cylinder in the brief optimum time afforded by that pressure.

Abstract: The disclosure relates to fluid working devices including reciprocating internal combustion engines and pumps. A number of arrangements for pistons and cylinders of unconventional configuration are described, mostly intended for use in IC engines operating without cooling. Included are toroidal combustion or working chambers, some with fluid flow through the core of the toroid, pistons reciprocating between pairs of working chambers, tensile valve actuation, tensile links between piston and crankshaft, energy absorbing piston-crank links, crankshafts supported on gas bearings, cylinders rotating in housings, injectors having components reciprocate or rotate during fuel delivery. In some embodiments pistons mare rotate while reciprocating. High temperature exhaust emissions systems are described, including those containing filamentary material, as are procedures for reducing emissions during cold start by means of valves at reaction volume exit.

Abstract: In an internal combustion engine, a piston reciprocating in a cylinder and a crankshaft are linked with each other by a piston-crank linking mechanism. The crankshaft includes a counterweight. When the piston is located in the proximity of a bottom dead center, an outermost portion of the counterweight crosses an imaginary extension line extended from a piston pin in an axial direction of the piston pin.

Abstract: A variable angle cam-drive engine in which the torque output generated at a given engine speed (as represented by, for example, piston reciprocation frequency) can be varied by changing the operating angle of cam mechanisms in a power conversion mechanism of the engine. A power conversion mechanism, having a plurality of cam mechanisms and a cam-angle mechanism, for use in a variable angle cam-drive engine that can vary the torque output generated at a given engine speed by changing the cam-angle of the plurality of cam mechanisms using the cam-angle mechanism.

Abstract: In a motor vehicle engine and transmission support arrangement at the front end of a motor vehicle wherein the engine has a drive shaft with a drive wheel mounted thereon, and a torque converter unit with an input shaft and an input wheel mounted on the input shaft which is vertically displaced from the output shaft of the engine a power transmission structure is disposed between the drive wheel of the engine and the input wheel of the torque converter unit for transmitting the engine power to the torque converter unit.

Abstract: A gearbox permits easy assembly, simple structure, reduced number of parts required, and facilitated service of chains and sprockets in an automobile power unit; having a worm provided as one end of the main shaft in the gearbox to protrude out of the bearing; whereby a space being defined on the gearbox to accommodate a active lever provided with gear tooth to mate the worm, another end of the active lever coupled to tachometer wire to transmit rpm of gears in the gearbox to the tachometer.

Abstract: This engine relies on a flywheel having a flywheel axis and an undulating cam surface. A piston wit a roller at its base is positioned in a cylinder such that the roller abuts the undulating cam surface at some radial distance from the flywheel axis. Thus, as the piston is pushed downward by combustion pressure in the cylinder, it pushes against the cam surface causing the flywheel to rotate. As the flywheel continues to rotate its undulating surface pushes the piston back into position for a repetition of the cycle. The cam surface can be configured to control engine parameters such as compression ratio, duration of intake stroke, duration of exhaust stroke, duration of combustion stroke, duration of power stroke, compression stroke pattern, volumetric efficiency, or power stroke pattern.

Abstract: In a drive mechanism for a four-cycle engine having an output shaft for outputting the torque of the engine by decelerating the rotation of the crankshaft, the output shaft is placed coaxially with the crankshaft. Intermediate shaft having a driven gear for decelerating the rotation of the crankshaft is placed in parallel with the crankshaft. The rotation of the crankshaft is transmitted to the output shaft through the intermediate shaft.

Abstract: The motor according to the present invention consists of a piston (1), cylinder (2), connecting rod (3), connecting rod rotary bolt gear wheel (4), connecting rod rotary bolt (5), crank shaft (6), crank shaft bolt (7), double faced gear wheel (9) and other gear wheels (10, 11, 12). As the connecting rod (3) is moved by the connecting rod rotary bolt gear wheel (4) that moves together with the connecting rod rotary bolt (5), without being directly dependent on the movement of the crank shaft bolt (7) although the connecting rod (3) is connected to the crank shaft (6) and to the piston (1); the crank shaft (6) moves independently of the connecting rod (3). This provides the difference between the travel path of the piston (1) between the lower and upper dead points, and the rotational diameter of the crank shaft bolt (7). In this case, the connecting rod (3) makes an elliptical movement on the crank shaft bolt (7) instead of a circular movement.

Abstract: A gear drive assembly for internal combustion and heat engines requiring the conversion and transfer of reciprocal linear powered motion input into undirectional rotary output. A rack and pinion assembly having linear power input on the rack and a one-way friction clutch engageable by a pinion gear coupled with a concentric movement cam ring. Cam followers on the rack drive the linear motion input on its return non-power stroke imparting enhanced momentum input thereto.

Abstract: The reciprocating internal-combustion engine comprises at least one hollow cylinder, with a chamber inside a working fluid, the chamber has an end closed by a head and an opposite end closed by a piston that reciprocates by rectilinear motion in the chamber between a bottom dead center and a top dead center, and a device for converting the reciprocating rectilinear motion into a rotary motion of a driving shaft. The conversion device comprises at least one push rod substantially perpendicular to the shaft with a first end associated with the piston and a second end provided with pusher elements, and at least one contoured eccentric element keyed on the shaft on which a circuit element is provided which is crossed by the pusher elements and adjustment elements for adjusting sliding of the pusher elements along the circuit element so as to keep the rod and the piston in a substantially stationary configuration for a presettable rotation angle of the driving shaft.

Abstract: To enable the miniaturization of a crankcase side cover to lighten it in a casing of an engine and to enable the reduction of the area of each joined face to make performance for sealing the joined faces of a crankcase and the crankcase side cover satisfactory. In a casing of an engine composed of a crankcase, a crankcase side cover the inner end of which is joined to one side end of the crankcase and which covers a primary reduction gear and a clutch cover which is joined to the outer end of the crankcase side cover and which houses a clutch together with the crankcase side cover, the inside diameter d of the joined faces of a clutch enclosure enclosing the clutch of the crankcase side cover and the crankcase is set so that the inside diameter is smaller than the outside diameter D of a clutch outer in the clutch.

Abstract: An internal combustion engine has two cylinders located opposite to one another, two pistons each movable in a respective one of the cylinders and connected with one another so as to move jointly in said cylinders in two opposite directions, and means for converting the joint movement of the pistons into a rotary movement, valve means provided in the cylinders, so that when the cylinders jointly move in one direction one of the cylinders perform a working stroke in one of the cylinders, while when the pistons jointly move in an opposite direction the other of the pistons perform a working stroke in the other of the cylinders.

Abstract: In the transmissions of the background art, two larger-diameter gears are mounted on a final shaft thereby causing an increase in weight of the transmission. The present invention reduces the weight of a transmission by mounting only one larger-diameter gear on a final shaft.

Abstract: A spring-supported crankshaft coupling structure used in an engine and coupled between a piston and a crankshaft to enhance the output torque of the engine is disclosed to include a connector axially movably coupled to the piston by a slip joint, a stop device fixedly fastened to the piston to limit the moving distance of the connector relative to the piston, a spring member mounted in the piston and adapted to impart a downward pressure to the connector, and a connecting rod adapted to couple the connector to the crankshaft.

Abstract: A reciprocating piston engine (or motor) includes plural reciprocating pistons operatively connected to a single intermediate oscillating shaft, and a crankshaft having a single crank pin operatively connected to the oscillating shaft, so that the crankshaft experiences one complete revolution for each back-and-forth reciprocation of the pistons. The connection between the pistons and the oscillating shaft can include a rack-pinion drive system or a link-lever drive system. The connection between the oscillating shaft and the crankshaft can include a sector gear in mesh with a toothed rack that operates a connecting rod attached to the crank pin; alternately a lever-connecting rod drive mechanism can be used between the oscillating shaft and the crankshaft.

Abstract: The motor according to the present invention consists of a piston (1), cylinder (2), connecting rod (3), connecting rod rotary bolt gear wheel (4), connecting rod rotary bolt (5), crank shaft (6), crank shaft bolt (7), double faced gear wheel (9) and other gear wheels (10, 11, 12). As the connecting rod (3) is moved by the connecting rod rotary bolt gear wheel (4) that moves together with the connecting (14) rotary bolt (5), without being directly dependent on the movement of the crank shaft bolt (7) although the connecting rod (3) is connected to the crank shaft (6) and to the piston (1); the crank shaft (6) moves independently of the connecting rod (3). This provides the difference between the travel path of the piston (1) between the lower and upper dead points, and the rotational diameter of the crank shaft bolt (7). In this case, the connecting rod (3) makes an elliptical movement on the crank shaft bolt (7) instead of a circular movement.

Abstract: A device for transforming an alternating motion of a piston into a circular motion of a shaft is provided. The device includes an assembly of two pistons connected by two racks alternatively in mesh with a toothed cam set on a shaft. Movement in one direction of the assembly formed by piston and racks, following an explosion in one of the cylinders, causes one of the racks to mesh with the toothed sector and to rotate the shaft. At the end of this meshing period, the cam cooperates with a roller of one of the pistons so as to ensure continuity of the drive. Then, the explosion occurs in the other cylinder causing movement of the assembly in an opposite direction and so meshing of the other rack with toothed cam set, continuing the transformation of power to the shaft.

Abstract: The present invention relates to an engine in which the stroke of a piston at an expansion stroke is larger than that at a compression stroke.

Abstract: AN engine with two crank shafts one stationary, or secured to the block by conventional main bearings. The other crank referred to as the floating crank moves in a radius back and forth along one side of the stationary crank. The cranks drive each other by being geared together. A conventional piston and con rod is attached to the floating crank and drives the floating crank in rotating and down motions. Both of the motions rotate the stationary crank. Each piston has it's own floating crank seperate from the other pistons. The cranks rotate in opposite directions. The floating crank operates in position by two radius rods connected between the two crank shafts, two rods from the floating crank to the stabilizer rod and control rod, all of the four rods pined together where they meet. The other end of the control rod is connected to the stationary crank journal. The other end of the stabilizer rod is anchored in the engine block by a pivot pin.

Abstract: A crank case 20 has a mission chamber 52 at a rear part, and a generator chamber 58 and a clutch chamber 59 are provided on both side of the crank case 20 in the direction of the crank shaft. The mission chamber 52 houses a transmission gear mechanism. The mission chamber 52 is bulged to one side in the direction of the crank shaft. A reverse idle gear 90 is disposed in the bulged part of the mission chamber 52. The reverse idle gear 90 is projected through a partition wall between the mission chamber 52 and the generator chamber 58 toward the generator chamber 58. The reverse idle gear shaft 44 has both ends supported by the left end wall 53a of the mission chamber and a shaft support member 66 secured to the end wall 53a.