A propulsion and electric power generation system includes a gas turbine propulsion engine, an electrical generator, an aircraft power distribution system, a plurality of auxiliary fans, and a controller. The gas turbine propulsion engine includes at least a low-pressure turbine coupled to a fan via a low-pressure spool, and the low-pressure turbine is configured to generate mechanical power. The electrical generator is directly connected to the low-pressure spool and generates a total amount of electrical power (Pe). The aircraft power distribution system receives a first fraction (Pa) of the total amount of electrical power. The auxiliary fans receive a second fraction (Pf) of the total amount of electrical power. The controller is configured to control a ratio of Pf to Pa (Pf/Pa) such that the ratio spans a range from less than 0.6 to at least 0.9.

A propulsion and electric power generation system includes a gas turbine propulsion engine, an electrical generator, an aircraft power distribution system, a plurality of auxiliary fans, and a controller. The gas turbine propulsion engine includes at least a low-pressure turbine coupled to a fan via a low-pressure spool, and the low-pressure turbine is configured to generate mechanical power. The electrical generator is directly connected to the low-pressure spool and generates a total amount of electrical power (Pe). The aircraft power distribution system receives a first fraction (Pa) of the total amount of electrical power. The auxiliary fans receive a second fraction (Pf) of the total amount of electrical power. The controller is configured to control a ratio of Pf to Pa (Pf/Pa) such that the ratio spans a range from less than 0.6 to at least 0.9.

A method for maximizing a fuel efficiency of an engine includes the steps of providing an engine including a plurality of cylinder bores formed therein, disposing at least one first permanent magnet on a piston and at least one second permanent magnet on the throw, disposing a plurality of electromagnets in the engine block, selectively attracting and repelling the at least one first and second permanent magnets with a magnetic field of the electromagnets to affect a motion of the piston in respect of the engine block and deactivating and reactivating the plurality of cylinder bores in a desired sequence by stopping a flow of fuel thereto and a flow of electrical energy to a spark plug for a deactivated cylinder bore without deactivating an intake valve or an exhaust valve for the deactivated cylinder bore.

A method for maximizing a fuel efficiency of an engine includes the steps of providing an engine including a plurality of cylinder bores formed therein, disposing at least one first permanent magnet on a piston and at least one second permanent magnet on the throw, disposing a plurality of electromagnets in the engine block, selectively attracting and repelling the at least one first and second permanent magnets with a magnetic field of the electromagnets to affect a motion of the piston in respect of the engine block and deactivating and reactivating the plurality of cylinder bores in a desired sequence by stopping a flow of fuel thereto and a flow of electrical energy to a spark plug for a deactivated cylinder bore without deactivating an intake valve or an exhaust valve for the deactivated cylinder bore.

A machine having a reciprocating slider crank mechanism, wherein an axis of a crankshaft, an axis of a first balancer shaft and an axis of a second balancer shaft are not arranged on the same plane, wherein vibration is highly controlled. The machine includes the reciprocating slider crank mechanism configured so as to satisfy setting formulae below:
U.sub.Cr=U.sub.P0.5
.sub.Cr=180
U.sub.B(Fr)={U1.sub.B(Fr).sup.++U2.sub.B(Fr).sup.2}.sup.1/2
U1.sub.B(Fr)=U.sub.P0.5{Lx.sub.B(Rr)/(Lx.sub.B(Rr)Lx.sub.B(Fr))}
U2.sub.B(Fr)=U.sub.P0.5{Ly.sub.B/(Lx.sub.B(Rr)Lx.sub.B(Fr))}
.sub.B(Fr)=180arctan(U2.sub.B(Fr)/U1.sub.B(Fr))
U.sub.B(Rr)={U1.sub.B(Rr).sup.2+U2.sub.B(Rr).sup.2}.sup.1/2
U1.sub.B(Rr)=U.sub.P0.5{Lx.sub.B(Fr)/(Lx.sub.B(Fr)Lx.sub.B(Rr))}
U2.sub.B(Rr)=U2.sub.B(Fr)
.sub.B(Rr)=180arctan(U2.sub.B(Rr)/U1.sub.B(Rr)).

A machine having a reciprocating slider crank mechanism, wherein an axis of a crankshaft, an axis of a first balancer shaft and an axis of a second balancer shaft are not arranged on the same plane, wherein vibration is highly controlled. The machine includes the reciprocating slider crank mechanism configured so as to satisfy setting formulae below:
U.sub.Cr=U.sub.P0.5
.sub.Cr=180
U.sub.B(Fr)={U1.sub.B(Fr).sup.++U2.sub.B(Fr).sup.2}.sup.1/2
U1.sub.B(Fr)=U.sub.P0.5{Lx.sub.B(Rr)/(Lx.sub.B(Rr)Lx.sub.B(Fr))}
U2.sub.B(Fr)=U.sub.P0.5{Ly.sub.B/(Lx.sub.B(Rr)Lx.sub.B(Fr))}
.sub.B(Fr)=180arctan(U2.sub.B(Fr)/U1.sub.B(Fr))
U.sub.B(Rr)={U1.sub.B(Rr).sup.2+U2.sub.B(Rr).sup.2}.sup.1/2
U1.sub.B(Rr)=U.sub.P0.5{Lx.sub.B(Fr)/(Lx.sub.B(Fr)Lx.sub.B(Rr))}
U2.sub.B(Rr)=U2.sub.B(Fr)
.sub.B(Rr)=180arctan(U2.sub.B(Rr)/U1.sub.B(Rr)).

A machine having a reciprocating slider crank mechanism, wherein an axis of a crankshaft, an axis of a first balancer shaft and an axis of a second balancer shaft are not arranged on the same plane, wherein vibration is highly controlled. The machine includes the reciprocating slider crank mechanism configured so as to satisfy setting formulae below:

U.sub.Cr=U.sub.P0.5

.sub.Cr=180

U.sub.B(Fr)={U1B(Fr).sup.++U2B(Fr).sup.2}.sup.1/2

U1.sub.B(Fr)=U.sub.P0. 5{Lx.sub.B(Rr)/(Lx.sub.B(Rr)Lx.sub.B(Fr))}

U2.sub.B(Fr)=U.sub.P0.5{Ly.sub.B/(Lx.sub.B(Rr)Lx.sub.B(Fr))}

.sub.B(Fr)=180arctan(U2.sub.B(Fr)/U1.sub.B(Fr))

U.sub.B(Rr)={U1.sub.B(Rr).sup.2+U2.sub.B(Rr).sup.2}.sup.1/2

U1.sub.B(Rr)=U.sub.P0.5{Lx.sub.B(Fr)/(Lx.sub.B(Fr)Lx.sub.B(Rr))}

U2.sub.B(Rr)=U2.sub.B(Fr)

.sub.B(Rr)=180arctan(U2.sub.B(Rr)/U1.sub.B(Rr)).

A machine having a reciprocating slider crank mechanism, wherein an axis of a crankshaft, an axis of a first balancer shaft and an axis of a second balancer shaft are not arranged on the same plane, wherein vibration is highly controlled. The machine includes the reciprocating slider crank mechanism configured so as to satisfy setting formulae below:

U.sub.Cr=U.sub.P0.5

.sub.Cr=180

U.sub.B(Fr)={U1B(Fr).sup.++U2B(Fr).sup.2}.sup.1/2

U1.sub.B(Fr)=U.sub.P0. 5{Lx.sub.B(Rr)/(Lx.sub.B(Rr)Lx.sub.B(Fr))}

U2.sub.B(Fr)=U.sub.P0.5{Ly.sub.B/(Lx.sub.B(Rr)Lx.sub.B(Fr))}

.sub.B(Fr)=180arctan(U2.sub.B(Fr)/U1.sub.B(Fr))

U.sub.B(Rr)={U1.sub.B(Rr).sup.2+U2.sub.B(Rr).sup.2}.sup.1/2

U1.sub.B(Rr)=U.sub.P0.5{Lx.sub.B(Fr)/(Lx.sub.B(Fr)Lx.sub.B(Rr))}

U2.sub.B(Rr)=U2.sub.B(Fr)

.sub.B(Rr)=180arctan(U2.sub.B(Rr)/U1.sub.B(Rr)).

A method for maximizing a fuel efficiency of an engine includes the steps of providing an engine including a plurality of cylinder bores formed therein, disposing at least one first permanent magnet on a piston and at least one second permanent magnet on the throw, disposing a plurality of electromagnets in the engine block, selectively attracting and repelling the at least one first and second permanent magnets with a magnetic field of the electromagnets to affect a motion of the piston in respect of the engine block and deactivating and reactivating the plurality of cylinder bores in a desired sequence by stopping a flow of fuel thereto and a flow of electrical energy to a spark plug for a deactivated cylinder bore without deactivating an intake valve or an exhaust valve for the deactivated cylinder bore.

A method for maximizing a fuel efficiency of an engine includes the steps of providing an engine including a plurality of cylinder bores formed therein, disposing at least one first permanent magnet on a piston and at least one second permanent magnet on the throw, disposing a plurality of electromagnets in the engine block, selectively attracting and repelling the at least one first and second permanent magnets with a magnetic field of the electromagnets to affect a motion of the piston in respect of the engine block and deactivating and reactivating the plurality of cylinder bores in a desired sequence by stopping a flow of fuel thereto and a flow of electrical energy to a spark plug for a deactivated cylinder bore without deactivating an intake valve or an exhaust valve for the deactivated cylinder bore.