An apparatus for adjusting a length of a connecting rod of a cylinder of an internal combustion engine by installing and/or removing an intermediate plate between a connecting rod small end and a connecting rod shank of the connecting rod in the state of the connecting rod, with the following assemblies: a pivot guard for the connecting rod small end mountable to the connecting rod small end between the connecting rod small end and a cylinder liner of the cylinder; supports mountable to counterweights of the cylinder on opposite sides of the connecting rod; holders mountable to the supports and extend between the supports perpendicularly to the same; lifting cylinders mountable to the holders and lift the connecting rod small end relative to the connecting rod shank with unscrewed screw connections between connecting rod small end and connecting rod shank.

An apparatus for adjusting a length of a connecting rod of a cylinder of an internal combustion engine by installing and/or removing an intermediate plate between a connecting rod small end and a connecting rod shank of the connecting rod in the state of the connecting rod, with the following assemblies: a pivot guard for the connecting rod small end mountable to the connecting rod small end between the connecting rod small end and a cylinder liner of the cylinder; supports mountable to counterweights of the cylinder on opposite sides of the connecting rod; holders mountable to the supports and extend between the supports perpendicularly to the same; lifting cylinders mountable to the holders and lift the connecting rod small end relative to the connecting rod shank with unscrewed screw connections between connecting rod small end and connecting rod shank.

Provided is an engine, including: a cylinder including a cylinder liner; a piston provided inside the cylinder liner; a piston ring provided on the piston; a contact detector configured to detect a contact between a step formed in an inner peripheral surface of the cylinder liner and the piston ring; and a compression ratio controller configured to control a top dead center position of the piston so that the piston ring at the top dead center position is located on a combustion chamber side with respect to the step when the contact is detected.

A crank and connecting rod mechanism, comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to the at least one piston, a crank end; at least one gear set, comprising: a crankpin, the crank end pivotally connected to the crankpin; a crank gear; a crank gear shaft, the crank gear rotatably mounted on the crank gear shaft, the crankpin located between centerline of the crank gear shaft and radius of the pitch circle of the crank gear; a stationary gear, the crank gear meshing with the stationary gear, the crank end driving the crankpin, which drives the crank gear and the crank gear shaft about the stationary gear; the crank pin and the crank end rotating about the stationary gear and following the path of a roulette of a centered trochoid about the stationary gear.

A crank and connecting rod mechanism, comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to the at least one piston, a crank end; at least one gear set, comprising: a crankpin, the crank end pivotally connected to the crankpin; a crank gear; a crank gear shaft, the crank gear rotatably mounted on the crank gear shaft, the crankpin located between centerline of the crank gear shaft and radius of the pitch circle of the crank gear; a stationary gear, the crank gear meshing with the stationary gear, the crank end driving the crankpin, which drives the crank gear and the crank gear shaft about the stationary gear; the crank pin and the crank end rotating about the stationary gear and following the path of a roulette of a centered trochoid about the stationary gear.

The present invention relates to a control device and to a control method for a vehicle drive mechanism including a moving body having a movability range regulated by two stoppers, and a sensor which senses a position of the moving body. The control device of the present invention learns an output of the sensor corresponding to a contact state of a high-rigidity stopper, and limits, to a lower level, an operation variable of the actuator for moving the moving body toward a low-rigidity stopper along with an increase in an amount of change in the output of the sensor from the contact state of the high-rigidity stopper. Then, the control device learns the output of the sensor corresponding to the contact state of the low-rigidity stopper, and controls the actuator based on the output of the sensor learned at both the stopper positions.

The present invention relates to a control device and to a control method for a vehicle drive mechanism including a moving body having a movability range regulated by two stoppers, and a sensor which senses a position of the moving body. The control device of the present invention learns an output of the sensor corresponding to a contact state of a high-rigidity stopper, and limits, to a lower level, an operation variable of the actuator for moving the moving body toward a low-rigidity stopper along with an increase in an amount of change in the output of the sensor from the contact state of the high-rigidity stopper. Then, the control device learns the output of the sensor corresponding to the contact state of the low-rigidity stopper, and controls the actuator based on the output of the sensor learned at both the stopper positions.

The present invention relates to internal combustion engines, and discloses a double-cylinder internal combustion engine. The double-cylinder internal combustion engine of the present invention adopts a curved groove ball bearing mechanism to replace crank-connecting rod mechanisms since traditional internal combustion engines have a complicated structure, high material requirements, high processing difficulty, and the inertia effect and noises thereof are hard to be eliminated. Two inner rings of the curved groove ball bearing mechanism are fixedly connected, and a valve mechanism and an ignition mechanism are driven through a gear pair, so that the two sets of cylinders and pistons reciprocate in opposite directions to automatically balance reciprocating inertia thereof. Compared with the prior art, the present invention has simple motion forms which only consist of the rotary motion and the reciprocating motion, and low noises are produced. The inertia of the reciprocating motion is automatically offset, causing small vibrations.

The present invention relates to internal combustion engines, and discloses a double-cylinder internal combustion engine. The double-cylinder internal combustion engine of the present invention adopts a curved groove ball bearing mechanism to replace crank-connecting rod mechanisms since traditional internal combustion engines have a complicated structure, high material requirements, high processing difficulty, and the inertia effect and noises thereof are hard to be eliminated. Two inner rings of the curved groove ball bearing mechanism are fixedly connected, and a valve mechanism and an ignition mechanism are driven through a gear pair, so that the two sets of cylinders and pistons reciprocate in opposite directions to automatically balance reciprocating inertia thereof. Compared with the prior art, the present invention has simple motion forms which only consist of the rotary motion and the reciprocating motion, and low noises are produced. The inertia of the reciprocating motion is automatically offset, causing small vibrations.

This patent discloses one cylinder axial internal combustion engine having Scotch-Yoke based two phase fuel compression system. Scotch-Yoke actuator employed here is a specially modeled Multi Purpose Multi H-Slot double action Scotch-Yoke Actuator. Each H-slot is quad-laterally operated by a special mechanism. It performs suction and compression in ignition chamber and auxiliary compression chamber via two piston plates one in each chamber and transfers compressed fuel-air mixture from auxiliary compression chamber to ignition chamber through yoke rod. Flywheel is coaxially mounted on the outward side of the auxiliary compression chamber.