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: Disclosed are crankshaft, single-plate cam and beam mechanisms that provide significant improvements in performance for 2 & 4-stroke engines, compressors and pumps. These cost effective mechanisms include linkages with the new and improved use of pivoting arms that operate with a variety of cylinder arrangements. One embodiment of the crankshaft mechanism has its crankpin roller positioned within a novel yoke-arm. The cam mechanism uses a pair of centrally positioned parallel links that are connected to roller cam followers and single or diametrically-opposed pistons. A pair of laterally extending follower arms connects to the ends of the links to provide support and alignment for the piston rods. Between the reciprocating links, cam followers and follower arms is a rotating odd-lobe plate cam. A beam mechanism uses opposite-direction extending balancing beams that are connected to links, cam followers and piston rods.

Abstract: The invention provides a motorcycle having a frame, an engine coupled to the frame, and a crankshaft assembly. The crankshaft assembly includes a first flywheel half having an aperture, a crank pin including a first end portion, a second end portion opposite the first end portion, and a bearing surface between the first and second end portions. The first end portion is press-fit into the aperture of the first flywheel half. The first end portion, the second end portion, and the bearing surface are coated with a fiction enhancer. A bearing is positioned at least partially onto the bearing surface, and a connecting rod has an aperture that at least partially receives the bearing.

Abstract: A stroke-variable engine includes a pivot shaft which is rotatably supported in a crankcase so as to be rotatable about an eccentric axis parallel to a crankshaft and which is connected to a control rod so that a rotational power reduced at a reduction ratio of 1/2 is transmitted from the crankshaft to the pivot shaft. A camshaft of a valve-operating mechanism mounted at an upper portion of an engine body and the pivot shaft are operatively connected to each other. Thus, it is possible to decrease the number of parts of the valve-operating mechanism, increase a rotational speed, and further reduce mechanical noise.

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: An internal combustion engine that includes individual, liquid-cooled, cylinder assemblies mounted separately to a common cylinder carrier. A modular cylinder carrier that is assembled from separate cylinder mounting modules and main bearing bulkheads.

Abstract: An opposed piston, internal-combustion engine including a cylinder with a bore and opposed pistons disposed within the bore is provided with one or more hypocycloidal drives that convert the linear motion of a piston to rotary output motion. An electrical generator includes an opposed piston, internal-combustion engine with a coil mounted to the skirt of a piston and a hypocycloidal drive connected by a rod to the piston. The construction of the hypocycloidal drive imposes a sinusoidal period on the linear motion of the piston. As the piston transports the coil though a magnetic field, a sinusoidal voltage is induced in the windings of the coil.

Abstract: A piston crank mechanism has an upper link coupled to a piston by a piston pin, a lower link having a crankpin journal, wherein the crankpin journal is coupled to a crankpin of a crankshaft and is coupled to the upper link by an upper pin, and a control link is coupled to an eccentric cam of a control shaft that is supported by an engine block and coupled to a control pin boss by a control pin. The crankpin journal of the lower link is arranged and dimensioned relative to the upper pin such that a projection area defined by projecting the width of the upper pin along a direction line passing through a center of the piston pin and a center of the upper pin does not obscure an area defined by the crankpin during operation of the crankshaft as viewed in an axial direction of the crankpin.

Abstract: A variable expansion-ratio engine includes an expansion-ratio adjuster configured to adjust an expansion ratio; a load detector configured to detect an engine load; and a controller configured to control the expansion-ratio adjuster. The controller controls the expansion ratio such that the expansion ratio at the time when the load is below a predetermined load value is set lower than that at the time when the load is equal to the predetermined load value.

Abstract: A crankshaft mechanism is disclosed that takes advantage of component makeup and orientation to cancel out inertial force. A crankshaft of the crankshaft mechanism includes at least one counterweight that is arranged in combination with the rest of the mechanism to cancel out the inertial force particularly at a timing in front of a bottom dead center of a piston where the inertial force becomes a maximum.

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: An internal combustion engine which includes two parallel crankshafts positioned in crankcases, a cylinder positioned on a side of the crankcases, a piston movably disposed within the cylinder, and connecting rods linked to the piston and extending from respective crankshafts. Positions at which the two connecting rods are linked to the piston and the crankshafts are constantly kept symmetrical with respect to a cylinder axis when the two crankshafts rotate in opposite directions.

Abstract: A reciprocating-piston internal combustion engine has a crank drive and a transmission lever indirectly coupled with the piston and intersecting the cylinder axis. The lever is articulated onto the crank drive's connecting rod and onto an adjustable bearing guided in the cylinder block. For greater variation of the translation of movements between crank drive and piston, the pulling and pushing rod connected with the piston has a guide at its end facing the transmission lever. The guide is preferably a pivotally-mounted slide shoe that engages into a guide extending along the transmission lever. The transmission lever is pivotally connected with the crankshaft connecting rod and connected with a setting drive for variably setting the articulation of the pulling and pushing rod on the transmission lever. A guide lever pivotally connected with the pulling and pushing rod and pivotally articulated onto the cylinder block guides the pulling and pushing rod.

Abstract: An internal combustion engine includes a piston reciprocating in a cylinder; a crankshaft; and a multilink piston-crank mechanism linking the piston with the crankshaft. The multilink piston-crank mechanism includes an upper link having a first end connected with the piston by a piston pin; a lower link mounted rotatably on a crankpin of the crankshaft and having a first end connected with a second end of the upper link by a first connection pin; a control link having a first end connected with a second end of the lower link by a second connection pin; a control shaft connected movably with a second end of the control link and configured to rotate in synchronization with the crankshaft and at a half rotational speed of the crankshaft; and a phase adjusting section configured to variably adjust a phase of rotation of the control shaft relative to the crankshaft in accordance with an operating condition of the engine.

Abstract: A V-engine having a plurality of cylinders (2) arranged alternately in two banks comprises a combustion chamber provided for each of the cylinders (2), an intake port (20) which connects the combustion chamber to an intake manifold (50), and an exhaust port (30) which connects the combustion chamber to an exhaust manifold (70). The intake ports (20) of the two banks are all configured so as to pass through one of the banks, and the exhaust ports (30) of the two banks are all configured so as to pass through the other bank. The angle formed by the two banks is set to eight degrees or less.

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: 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 piston-cam engine includes a drive cylinder, a drive piston operably disposed therein having a piston head and a shaft, a support frame having a drive shaft rotatably movably connected thereto, a cam connected to the drive shaft having a peripheral surface and having a plurality of lobes thereon, a roller member connected to the piston shaft and adapted for engagement with the peripheral surface of the cam, and a biasing element for biasing the roller member continuously against the peripheral surface of the cam.

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: A VCR engine includes a crankshaft, a driveshaft, a plurality of crankshaft-driveshaft arm assemblies, a means to lift the crankshaft up and down, and a transmission assembly. The crankshaft-driveshaft arm assembly is a piece of metal to which a bearing that holds the crankshaft and another bearing that holds the driveshaft are affixed. The means to lift up and down the crankshaft of the preferred embodiment of this invention includes a plurality of jackscrew assemblies. When the crankshaft is lifted or lowered, the crankshaft will only move around the driveshaft with a fixed radius. The transmission assembly, which is generally a set of gears, transmits rotational movements of the crankshaft to the driveshaft.

Abstract: A 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 connector pivoted to the crankshaft, the connector having a radially extended and smoothly arched sliding slot, and a coupling rod member, the coupling rod member having a top end pivoted to the piston and a bottom end pivotally mounted with a roller assembly coupled to the sliding slot of the connector and movable between two distal ends of the sliding slot upon reciprocating motion of the piston.

Abstract: A mechanism or “motion converter” including cylinder, piston, yoke, 2 crankshafts and 2 gears converts linear motion of piston to rotary motion (or reverse) of crankshafts without creating the lateral force applied to the piston. Kinematics characteristics of the motion converter reduce the speed of the piston on the way down and enhance the efficiency of the combustion process in the case of using it in the combustion engine.

Abstract: A power transfer assembly (2000) for transferring energy within a combustion engine (1010) externally of the engine. The power transfer assembly includes a crankshaft (2006) adapted to convert reciprocating motion to rotating motion. The power transfer assembly further includes an outdrive (2004, 2020, and/or 2026) adapted to transfer the rotating motion of the crankshaft to an external device requiring power. The outdrive is non-rigidly interfaced with the outdrive such that the crankshaft is permitted to freely rotate relative to the outdrive about at least one axis (2014) and freely move linearly in at least one direction (2027) relative to the outdrive during operation.

Abstract: In order to suppress axial vibration in a crank system, prevent knocking sound, and reduce vibration noise, a flywheel (1) which is mounted onto the crankshaft of an engine (E) is made into a spoked form having an uneven number of spokes (5). This prevents the symmetrical bending that occurs with an even number of spokes, and divides the vibration mode in the peripheral direction. It is preferable that the number of spokes be seven. The flywheel (1) is mounted such that, when the pistons of predetermined cylinders #5 and #6 are at top dead center at the start of the expansion stroke, one of the spokes (5a) is positioned on the opposing side to these predetermined cylinders, which border the center of the crank (C).

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: 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: 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: An internal combustion engine includes a split crankcase with spaced-apart journal walls. Each journal wall has a bearing hole formed therein. The engine also includes rotary bearings for supporting rotary movement of a crankshaft. A backlash-absorbing mechanism is situated proximate a first one of the rotary bearings, for cushioning radial movement of an outer bearing race. Axial movement-restraining structure is also provided adjacent the outer race, for limiting axial movement thereof. The axial movement-restraining structure may include an engaging groove provided in an inner circumferential surface of the outer race, and a restraining clamp member operatively attached to a surface of the crankcase. The restraining clamp member may include a hook portion which engages with the engaging groove of the outer race. The axial movement-restraining structure allows at least one of the crankshaft support bearings to be a roller bearing or a needle bearing, instead of a ball bearing.

Abstract: A V-type 8-cylinder four cycle internal combustion engine has a bank angle of 90 deg. and employs a double link type piston-crank mechanism for transmitting the force of each piston to a crankshaft. The double link type piston-crank mechanism comprises an upper link that has one end pivotally connected to the piston, a lower link that is rotatably supported by a crank pin of the crankshaft and has one end pivotally connected to the other end of the upper link, and a control link that has one end pivotally connected to the other end of the lower link and the other end pivotally connected to a cylinder block. Preferably, the crankshaft is of a single plane type in which all of the four throws are in a common plane.

Abstract: A cranshaft including a continuous first or main journal and at least one eccentric second journal is disclosed. A corresponding connecting structure includes a pair of channels for receiving the journals. When the connecting structure is driven in a reciprocating fashion, it causes the crankshaft to rotate, or vice versa. A separate connecting structure may be associated with the continuous main journal and each eccentric journal forming part of the crankshaft. The connecting structure may include a single piston, or a pair of pistons in an opposed relationship, each corresponding to a different cylinder in an internal combustion engine. Alternatively, the connecting structure may include a tool, such as a saw blade, and cause it to reciprocate upon rotation of the crankshaft.

Abstract: The engine is equipped with a crankshaft that is rotatably connected to pistons through connecting rods, and a driveshaft, which is used as the means for outputting the torque produced by the engine. The variable compression ratio mechanism of the preferred embodiment includes at least one crankshaft-driveshaft arm assembly, at least one crankshaft support assembly, and at least one jackscrew assembly. The crankshaft-driveshaft arm assembly ensures that the axis of the crankshaft when it is lifted will follow a circular arc with a fixed radius that centers the rotational axis of the driveshaft. The crankshaft-driveshaft arm assemblies and the crankshaft support plate assemblies are connected together by metal plates. A transmission assembly transmits the torque from the crankshaft to the driveshaft. The jackscrew assembly lifts up and down the crankshaft, and it does not require a locking mechanism.

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 lubrication structure for splash lubrication in an engine includes an oil collector formed as a depression in the outer peripheral surface of the crank pin and an oil groove provided on the big-end of the connecting rod. The oil collector is formed approximately at the center, in an axial direction, of the crank pin. The position of the oil collector is chosen so as to be displaced from an explosive force in an expansion cycle of the engine. The oil groove is provided on the big-end of the connecting rod, and has a first end and a second end. The first end is open in the inner peripheral surface at the center thereof in an axial direction, and the second end is open into the crank case. The oil collector receives oil stored in the crank case and the oil is transferred to the oil groove.

Abstract: An epicyclic cross piston engine having a four, six or more cylinders. It has individual pairs of pistons rigidly connected together by connecting rods. The pistons travel axially in their respective cylinders for a complete reciprocal cycle. The cylinders are oriented at ninety degrees to each other. Connecting the respective rods together are a pair of crankshafts and a drive link that is connected to an output shaft. A substantially 360 rotation of said output shaft is produced by the complete reciprocal travel of each of the pistons in their respective cylinders.

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: 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: The present invention relates to a connecting rod and piston pin assembly for an internal combustion engine to improve wear of the piston/connecting rod pivot point and reduce deformation of the pin bore. To this end, the assembly includes a piston having a pin bore, a connecting rod having a bore adapted to be aligned with the piston pin bore and piston pin interconnecting the piston and the connecting rod through engaging their respective bores. The connecting rod includes an internal gallery between the bore and a terminal end. The piston pin has a profiled outer circumference that is substantially circular in cross-section with a larger diameter at the distal ends than at the center portion. Either the pin or one end of the connecting rod includes a phosphatized coating having a thickness between two and eight microns to facilitate movement between the connecting rod bore and the profiled piston pin.

Abstract: The present invention relates to a connecting rod and piston pin assembly for an internal combustion engine to improve wear of the piston/connecting rod pivot point and reduce deformation of the pin bore. To this end, the assembly includes a piston having a pin bore, a connecting rod having a bore adapted to be aligned with the piston pin bore and piston pin interconnecting the piston and the connecting rod through engaging their respective bores. The piston pin has a profiled outer circumference that is substantially circular in cross-section with a larger diameter at the distal ends than at the center portion. One end of the connecting rod includes a phosphatized coating and is adapted to facilitate movement between the connecting rod bore and the profiled piston pin.

Abstract: The invention disclosures a new type of connection of a crankshaft with pistons in piston engines. Pistons and crankshaft are connected using so called sinusoidal or harmonic mechanism. Such mechanism allows to reduce quantity, dimensions and mass of piston group details, to simplify their shape and manufacturing technology. The mechanism improves density of connection between cylinder and the piston, ensures smoother motion of the piston, improves conditions of combustion of fuel. New variants of an arrangement of cylinders and pistons allow to reduce dimension and mass of the cylinder block and whole engine. Reduction of kinematic links number lets to reduce vibration, mechanical noise, deterioration of pistons and walls of cylinders. The invention can be used in design and production of many types of piston engines.

Abstract: A four-stroke internal combustion engine is provided that is capable of use in many power tools, including those power tools subjected to tippable applications. There is provided within an engine housing, an oil reservoir and a valve chamber which independently communicate with a crank chamber. A system of strategically placed dividers and passageways within the engine housing appropriately directs lubricant within the engine housing so that the internal cavity of the engine is lubricated during use in any operational attitude, and so that the lubricant flows to and is held in the proper chambers during storage. There is also provided a breather arrangement for an internal combustion engine which includes a camshaft having a hollow passageway in communication with a crank chamber.

Abstract: An internal combustion engine includes a housing having a central connecting portion and a longitudinal axis, a pair of co-axial cylinders, a crankshaft, a yoke disposed within the central connecting position, an auxiliary shaft and at least one flywheel. Each co-axial cylinder is disposed on one of opposite ends of the longitudinal axis. Each co-axial cylinder contains a piston translating therein along the longitudinal axis. The yoke connects to each piston. The yoke includes a yoke gear perambulating around the crankshaft. The flywheel is connected to the crankshaft. The flywheel has an axial cam to controllably translate the auxiliary shaft. This internal combustion engine provides for a more compact design and without the need for pulleys and belts.

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 having a piston-cam assembly powertrain consisting of a rocking yoke assembly that oscillates about its middle point to rotate a multiple-lobe cam. The mechanism is so constructed that cam followers at both ends of the oscillating yoke make contact with the surface of the multiple-lobe cam. When the rocking yoke is oscillated it causes rotation of the camshaft. Alternatively, the rotating cam can cause oscillation of the rocking yoke. The multiple-lobe cam is formed of two identical facing plates having sufficient width to provide an annular groove on the interior face of each plate. Such cam plates are spaced a sufficient width to accommodate the rocking yoke assembly between such cam plates with a pivoting bearing riding within such annular groove. Two connecting rods link the ends of the rocking yoke to two pistons within two parallel cylinders to form a piston-cam assembly powertrain.

Abstract: A combustion control system for a spark-ignition internal combustion engine includes a variable piston stroke characteristic mechanism changing a compression ratio of the engine, sensors detecting engine operating conditions, i.e., engine speed and engine load, and at least one of a variable lift and working angle control mechanism simultaneously continuously changing an intake-valve lift and an intake-valve working angle and a variable phase control mechanism changing an angular phase at a central angle corresponding to a maximum valve lift point of the intake valve. Also provided is a control unit that controls the variable piston stroke characteristic mechanism, and at least one of the variable lift and working angle control mechanism and the variable phase control mechanism, depending on the engine operating conditions.

Abstract: An internal combustion engine having at least one piston with an adjustable stroke length. The engine includes a connecting rod attached to the piston and a crankshaft. The crankshaft has a journal portion that extends along a length that is non-perpendicular to a movement axis of the piston. The crankshaft may be moved in a longitudinal direction with respect to the piston to adjust the position of the connecting rod on the journal portion and to thereby adjust the stroke length of the piston.

Abstract: A compression ratio of an engine is varied by changing a position of a crankshaft relative to a piston in accordance with an operational condition of the engine.

Abstract: A crankshaft being integrated with stemmed, inertia-forced lobes that increase engine and motor efficiency, in which a respective lobe extends and branches out to a single traversal side of crankshaft integration, and thus being right-angular to its integration. Essentially, the lobe is a structurally-curved limb having respective curvature about the traversal axis of crankshaft rotation. Hence, the ensuing inertia from the lobes actually rotate. in the same direction and in parallel with the crankshaft, and thus retaining at least 99% of lobe force, to significantly increase engine and motor output power. By contrast, conventional lobes retain only 50% of inertial force. Furthermore, if the lobes' outer extended, weighted portions are “loaded” with very heavy material, such as lead, then the power output becomes proportionally greater.

Abstract: A crankpin 1 of a crankshaft rotatably supports a big end of a connecting rod 4 through a sliding bearing 5 fitted therein. The sectional profile of the crankpin 1 takes the form of a polygon whose profile is made of plural arcs of curvature. When the crankpin 1 rotates relative to the bearing 5, the wedge effect is generated to decrease the squeeze loss, a kind of the power loss. And, the oil film thickness between the crankpin 1 and the bearing 5 is secured to prevent the shear loss, another kind of the power loss, from increasing, whereby the power loss can be decreased in total.