Abstract: A phase adjuster assembly is disclosed that includes an input gear connected to an input shaft via an interface assembly configured to provide both axial movement and rotational locking between the input gear and the input shaft. A piston plate is connected to the input shaft, and the piston plate defines at least one inner spiral bidirectional raceway. An output gear is configured to be driven by the input shaft, and the output gear at least partially defines at least one outer spiral bidirectional raceway. At least one first rolling element is arranged between the at least one inner bidirectional raceway and the at least one outer spiral bidirectional raceway. Axial movement of the piston plate adjusts a phase between the input gear and the output gear. The input shaft is configured to be axially displaced via axial movement of the piston plate.

Abstract: The invention relates to a generator set, in particular a generator set of a hybrid vehicle, with a two-cylinder piston engine (1), which has a crankshaft housing (10), in which two counter-rotating crankshafts (11, 12) are arranged, which are connected by means of piston rods (13) to pistons (18, 19), which are guided inside two cylinders (21, 22) in a tandem arrangement, wherein at least one crankshaft (11, 12) is drivingly connected to a generator (41, 42), and wherein the piston engine (1) comprises a cylinder head (20), which is connected to the crankshaft housing (10), wherein the piston engine (1) has a lower-mounted camshaft (30), and the cylinder head (20) can be connected to the crankshaft housing (10) in at least two positions, in particular positions rotated through 180° relative to each other. Furthermore, the invention relates to a vehicle with such a generator set.

Abstract: An internal combustion engine utilizing an additional vapor expansion piston/cylinder to capture traditionally rejected energy. Hot combustion gases from the combustion process are used to power an additional vapor expansion cycle in a separate cylinder from the combustion cycle. Comprised of at least two pistons/cylinders (one fuel combustion and one vapor expansion) diametrically opposed; where the reciprocal motion of the pistons is transferred to the output shaft via a multiple-lobed rotor assembly.

Abstract: A twin vertical bank hybrid internal combustion H-engine system; an assembly having an engine block with parallel left side and right side vertical inline piston banks, each having a crankshaft and pistons, a cylinder head, and individual fuel feeds operable on a first and second fuel type respectively. Each piston bank operates independently of the other but is housed within the same engine block and has separate lubrication systems. An operator selects which engine to run based on fuel availability, convenience, or lower cost of a certain fuel type. The chosen engine is mechanically or electrically selected via an engine bank selector box using a selector control which selects the fuel type and engages a drive gear on the crankshaft of the selected engine, and transfers power to the transmission. The selector control actuates a transfer system that prevents simultaneous operation of both engines.

Abstract: In an opposed piston, compression ignition engine two crankshafts are single-side mounted with respect to a row of cylinders, which is to say that the crankshafts are mounted so that their axes of rotation lie in a plane that is spaced apart from and parallel to a plane in which the axes of the cylinders lie. Each piston of the engine is coupled to one of the crankshafts by a single linkage guided by a crosshead. The piston has a piston rod affixed at one end to the piston. The other end of the piston rod is affixed to the crosshead pin. One end of a connecting rod swings on the pin and the other end is coupled to a throw on a crankshaft. Each crosshead is constrained to reciprocate between fixed guides, in alignment with the piston rod to which it is coupled.

Abstract: In an opposed piston, compression ignition engine two crankshafts are single-side mounted with respect to a row of cylinders, which is to say that the crankshafts are mounted so that their axes of rotation lie in a plane that is spaced apart from and parallel to a plane in which the axes of the cylinders lie. Each piston of the engine is coupled to one of the crankshafts by a single linkage guided by a crosshead. The piston has a piston rod affixed at one end to the piston. The other end of the piston rod is affixed to the crosshead pin. One end of a connecting rod swings on the pin and the other end is coupled to a throw on a crankshaft. Each crosshead is constrained to reciprocate between fixed guides, in alignment with the piston rod to which it is coupled.

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 method controls a friction clutch disposed between an internal combustion engine and a change speed transmission. The friction clutch is controlled in such a way that it transmits an average coupling torque of the internal combustion engine and does not transmit periodically occurring peak values of the coupling torque. In addition, a control unit is programmed to carry out the method.

Abstract: The present invention provides a coordination pressure management system for raising the maximum operational range of the eight-stroke engine; said coordination pressure management system includes a real-time control system for adjusting the phase-difference between the master piston and the slave piston according to the combustion condition of the master cylinder and the compression condition of the slave cylinder, so that the maximum compression pressure of the slave-compression-process is regulated within the range of 75% to 25% of the concurrent maximum combustion pressure of the master cylinder, thereby maintaining a high coordination-efficiency in any operational load and rpm condition.

Abstract: The present invention provides a two-stage-coordination type eight-stroke engine for controlling the air-flows of the eight-stroke-operation and preventing the backfiring in the coordinate-port during the injection-process, so the coordinate-valve and the coordinate-port can be kept within the operational temperature in the heavy load operation; the two-stage-coordination system will open the coordinate-valve twice during each round of the eight-stroke-operation, so the hot-combustion-medium of the master cylinder will be mixing with the flow of the high-density-air in a conceal environment after the coordinate-valve is shut with the pressure difference, thereby reducing the heat loss and preventing the irreparable damage due to the backfiring effect.

Abstract: Engine output takeout device includes: a first crank gear mounted on a first crankshaft; a second crank gear mounted on a second crankshaft; a ring gear surrounding the first and second crank gears and having inner teeth meshing with the first crank gear; and an idler gear rotatably mounted coaxially on the first crankshaft via bearings and meshing at its one position with the second crank gear and at its other position with the inner teeth of the ring gear, the first crank gear and the idler gear both meshing with a same inner tooth of the ring gear at any given time.

Abstract: The invention is directed to a novel self-supercharging internal combustion engine with two pairs of three pistons and cylinders. A self-supercharging internal combustion engine comprising: (a) a first piston and cylinder with intake and exhaust valves, the piston being connected to a crankshaft; (b) a second piston and cylinder with intake and exhaust valves, the piston being connected to the crankshaft; (c) a third piston and cylinder of a size which is at least double the size of the first and second pistons, the third piston having a valve which enables air and fuel to be drawn into the cylinder, the third cylinder being connected to the intake valves of the first and second pistons and cylinders, the third piston being connected to the same crankshaft as the first and second pistons, and a corresponding second set of three pistons and cylinders, the three pistons being connected to a second crankshaft, each crankshaft being interconnected by meshing gears.

Abstract: An internal combustion engine wherein a combustion chamber is formed by moveably fitting a bottomed tubular moveable sleeve on a stationary piston in which a valve mechanism is incorporated, and the moveable sleeve is connected to a crankshaft via a connecting rod.

Abstract: A dual crankshaft internal combustion engine is symmetrically constructed to form a perfectly balanced engine assembly. A first crankshaft, having a first end, a second end, and being formed of a shape and with a torsional flexibility, is housed within a cylinder block and connected to a first series of cooperating pistons and cylinders. A second crankshaft, having a first end and a second end, is formed of substantially the same shape as the first crankshaft and has substantially the same torsional flexibility as the first crankshaft. The second crankshaft is also housed within the cylinder block and connected to a second series of cooperating pistons and cylinders, while being positioned parallel to the first crankshaft, with the first end of the first crankshaft being positioned adjacent to the second end of the second crankshaft.

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: The invention is directed to a novel self-supercharging internal combustion engine with two pairs of three pistons and cylinders. A self-supercharging internal combustion engine comprising: (a) a first piston and cylinder with intake and exhaust valves, the piston being connected to a crankshaft; (b) a second piston and cylinder with intake and exhaust valves, the piston being connected to the crankshaft; (c) a third piston and cylinder of a size which is at least double the size of the first and second pistons, the third piston having a valve which enables air and fuel to be drawn into the cylinder, the third cylinder being connected to the intake valves of the first and second pistons and cylinders, the third piston being connected to the same crankshaft as the first and second pistons, and a corresponding second set of three pistons and cylinders, the three pistons being connected to a second crankshaft, each crankshaft being interconnected by meshing gears.

Abstract: The invention concerns an internal-combustion engine, the engine comprising a first combustion chamber, a first piston displaceably guided in the first combustion chamber, the first piston facing the first combustion chamber with a first piston surface in a first direction, a second combustion chamber, a second piston displaceably guided in the second combustion chamber, the second piston facing the second combustion chamber with a second piston surface in a second direction, the first direction and the second direction being opposed to each other, the first piston and the second piston being coupled to each other so that they move simultaneously.

Abstract: An exhaust system for a dual crankshaft engine system having a first engine and a second engine having a common exhaust member open at an end thereof for venting engine exhaust. A first exhaust member is adapted to be coupled to the first engine and coupled to the common exhaust member. The first exhaust member has a first catalytic converter formed thereon. A second exhaust member is adapted to be coupled to the first engine and coupled to the common exhaust member and has a second catalytic converter formed thereon. A third exhaust member is adapted to be coupled to the second engine and coupled to the common exhaust member. A fourth exhaust member is adapted to be coupled to the second exhaust engine and coupled to the common exhaust member. A third catalytic converter is provided in the exhaust member.

Abstract: A multi-cylinder reciprocating-piston engine with two crankshafts located generally end-to-end with respect to each other and with power output ends of the crankshafts located adjacent each other and mechanically interconnected with each other so they rotate at equal speeds but in opposite directions. Pairing of oppositely moving pistons reduces engine vibration. The crankshafts may be coaxial or offset radially from each other. Power from the engine is delivered from the adjacent power output ends of the crankshafts.

Abstract: A multi-cylinder reciprocating-piston engine with two crankshafts located generally end-to-end with respect to each other and with power output ends of the crankshafts located adjacent each other and mechanically interconnected with each other so they rotate at equal speeds but in opposite directions. Pairing of oppositely moving pistons reduces engine vibration. The crankshafts may be coaxial or offset radially from each other. Power from the engine is delivered from the adjacent power output ends of the crankshafts.

Abstract: The invention relates to a four cycle outboard internal combustion engine for driving a watercraft with a cylinder housing having cylinders arranged in at least two rows, wherein a piston is reciprocating in each cylinder, said pistons driving an approximately horizontally accommodated propeller drive shaft by way of an approximately vertically arranged crankshaft, each cylinder bank being provided with cylinder head sealing surfaces for a cylinder head housing receiving gas shuttle valves and wherein the cylinder head sealing surfaces of all of the cylinders are arranged in one single cylinder head sealing plane and an exhaust main manifold for all of the cylinders is arranged approximately parallel to the crankshaft in the cylinder head housing in the area of a central plane of the motor which is configured parallel to the crankshaft.

Abstract: A reciprocating internal combustion engine has at least one cylinder with a reciprocating piston arranged therein. Two parallel crankshafts connected by a toothing rotate in opposite direction. Each one of the pistons has first and second rigid connecting rods, wherein the first connecting rod is connected to the first crankshaft and the second connecting rod is connected to the second crankshaft. Various connecting rod arrangements are possible. In one embodiment, the connecting rods are curved toward one another and toward a center axis of the cylinder. The piston may have two connecting rod bearings spaced apart in the direction in the spacing between the crankshafts. The first connecting rod connected to the first crankshaft may be connected to a connecting rod bearing that is remote from the crankshaft, and the second connecting rod connected to the second crankshaft may be connect to the other connecting rod bearing remote from the second crankshaft.

Abstract: An internal combustion engine having first and second synchronized subassemblies. The subassemblies are synchronized by a mechanical linkage of their crankshafts to provide identical timing between corresponding pistons in the two subassemblies.