An internal combustion engine for use with a propeller driven aircraft includes a camshaft adapted to function as an output shaft that rotates a propeller to provide propulsive thrust. A gear set is configured to transfer rotational power from the crankshaft to the camshaft and to rotate the camshaft at a velocity that is proportional to the rotational velocity of the crankshaft. The gear set is disposed rearward of the engine housing rearward wall and is configured to rotate the camshaft in a direction opposite the crankshaft rotation. The length of the camshaft reduces engine torsional vibration. In one embodiment, the engine is a six-cylinder compression ignition engine having a boxer configuration and can generate a peak output power within a range from about 300 horsepower to about 350 horsepower.

An internal combustion engine for use with a propeller driven aircraft includes a camshaft adapted to function as an output shaft that rotates a propeller to provide propulsive thrust. A gear set is configured to transfer rotational power from the crankshaft to the camshaft and to rotate the camshaft at a velocity that is proportional to the rotational velocity of the crankshaft. The gear set is disposed rearward of the engine housing rearward wall and is configured to rotate the camshaft in a direction opposite the crankshaft rotation. The length of the camshaft reduces engine torsional vibration. In one embodiment, the engine is a six-cylinder compression ignition engine having a boxer configuration and can generate a peak output power within a range from about 300 horsepower to about 350 horsepower.

A torque-transmitting device comprises a torque converter arranged at least partially within a housing of the torque-transmitting device. The torque converter has a pump impeller, a turbine wheel, and a guide wheel. The guide wheel is connected to a stator shaft. An actuator is coupled to the stator shaft and is configured to exert a torque on the guide wheel via the stator shaft.

A synchronous drive is provided in which a non-circular rotor generates a fluctuating corrective torque to counteract a fluctuating load torque on a driven rotor. The angular orientation of the non-circular rotor can vary relative to the driven rotor so as to change the phase angle of the fluctuating corrective torque relative to the driving rotor. The arrangement may be applied in internal combustion engines with variable valve timing (VVT) systems, wherein the phase angle of a fluctuating load torque presented on a cam rotor, due to forces arising from actuation of intake and/or exhaust valves by the camshaft, varies relative to the crankshaft. The phase angle of the fluctuating corrective torque is also varied relative to the crankshaft to maintain phase relationship with the fluctuating load torque and thereby maintain reduced cam torsional vibrations and span tensions provided by the non-circular rotor during operation

A synchronous drive is provided in which a non-circular rotor generates a fluctuating corrective torque to counteract a fluctuating load torque on a driven rotor. The angular orientation of the non-circular rotor can vary relative to the driven rotor so as to change the phase angle of the fluctuating corrective torque relative to the driving rotor. The arrangement may be applied in internal combustion engines with variable valve timing (VVT) systems, wherein the phase angle of a fluctuating load torque presented on a cam rotor, due to forces arising from actuation of intake and/or exhaust valves by the camshaft, varies relative to the crankshaft. The phase angle of the fluctuating corrective torque is also varied relative to the crankshaft to maintain phase relationship with the fluctuating load torque and thereby maintain reduced cam torsional vibrations and span tensions provided by the non-circular rotor during operation

A method of assembling a rotor stack comprising a plurality of component parts, the method comprising: determining swash measurements for interfacing surfaces of the plurality of parts; calculating a runout estimate for a plurality of relative orientations of the parts; applying an optimization algorithm to identify an optimal orientation from the plurality of relative orientations based on the runout estimates; and assembling the parts in the optimal orientation.

A torsional vibration damping arrangement for a drivetrain of a vehicle comprises a rotational mass arrangement which is rotatable around a rotational axis A and a damping arrangement fixed with respect to rotation relative to the rotational axis A. A displacer unit is operatively connected to the primary inertia element on the one side and to the secondary inertia element on the other side. The damping arrangement includes a slave cylinder with a working chamber having a volume V2, and the working chamber of the slave cylinder is operatively connected to the working chamber of the displacer unit. The damping arrangement includes a stiffness arrangement and a damper mass, and the slave cylinder of the damping arrangement is operatively connected to the damper mass by a stiffness arrangement.

A torsional vibration damping arrangement for a drivetrain of a vehicle comprises a rotational mass arrangement which is rotatable around a rotational axis A and a damping arrangement fixed with respect to rotation relative to the rotational axis A. A displacer unit is operatively connected to the primary inertia element on the one side and to the secondary inertia element on the other side. The damping arrangement includes a slave cylinder with a working chamber having a volume V2, and the working chamber of the slave cylinder is operatively connected to the working chamber of the displacer unit. The damping arrangement includes a stiffness arrangement and a damper mass, and the slave cylinder of the damping arrangement is operatively connected to the damper mass by a stiffness arrangement.

An internal combustion engine for use with a propeller driven aircraft includes a camshaft adapted to function as an output shaft that rotates a propeller to provide propulsive thrust. A gear set is configured to transfer rotational power from the crankshaft to the camshaft and to rotate the camshaft at a velocity that is proportional to the rotational velocity of the crankshaft. The gear set is disposed rearward of the engine housing rearward wall and is configured to rotate the camshaft in a direction opposite the crankshaft rotation. The length of the camshaft reduces engine torsional vibration. In one embodiment, the engine is a six-cylinder compression ignition engine having a boxer configuration and can generate a peak output power within a range from about 300 horsepower to about 350 horsepower.

Most vibration generators that use rotating eccentric masses of prior arts have disadvantages in controlling vibration magnitude such as stopping equipment, adjusting intermittently, or limitation on control range. In the present invention to continuously change the direction of a generated vibration force or its magnitude, the principle of synthesizing simple harmonic motions by phase shifting is used and two methods, called a mechanical phase shifting and a motor speed controlled phase shifting, are provided. A mechanical phase shifting device includes an angle adjusting plate to change the phases of two eccentric mass rotators and two pairs of gears and links for a reverse rotation of eccentric masses. A motor speed controlled phase shifting is enabled by acceleration and deceleration of a motor. A moment generator comprises two sets of eccentric mass vibrators connected by extending shafts between them and can be used for industry shakers, stabilizer's for floating bodies, and so on.