Presented are variable compression ratio and independent compression and expansion engines, methods for making/operating such engines, and vehicles equipped with such engines. An engine assembly includes an engine block with a cylinder bore defining a combustion chamber, and a piston movable within the cylinder bore. A valve assembly, which is fluidly coupled to the combustion chamber, selectively introduces/evacuates fluid from the combustion chamber. A crankshaft is supported by the engine block and rotatable on a first axis. A multipoint linkage, which drivingly engages the piston to the crankshaft, rotates on a second axis offset from the first axis. A control shaft is supported by the engine block and rotates on a third axis offset from the first and second axes. The control shaft operable to selectively rotate the multipoint linkage on the second axis, and is operable to selectively unseat the valve assembly.

A method of selecting a compression ratio in an internal combustion engine having a mechanism configured to vary the compression ratio includes receiving, via an electronic controller, a requested output torque value. The method also includes determining, via the controller, a value of engine speed corresponding to the requested output torque value. The method additionally includes determining, via the controller, a compression ratio value corresponding to the requested output torque value and the determined value of the engine speed. The method also includes determining, via the controller, a position of the mechanism corresponding to the determined compression ratio value. Furthermore, the method includes commanding, via the controller, the determined position of the mechanism and thereby selecting the determined compression ratio value. A vehicle employing a variable compression ratio internal combustion engine and an electronic controller configured to operate the engine according to the method is also disclosed.

An expanded torque system of an internal combustion engine includes a cylinder having an upper piston bore, a lower piston bore and a lower action chamber. An upper piston is connected to the upper link rod and reciprocally moves in the upper piston bore. A linkage unit has a link block coupled to the upper link rod. A lower piston moves in the lower piston bore and is connected to the link block. A lower link rod is disposed at the lower action chamber and is pivotally coupled between the linkage unit and a lower link rod pivoting handle. A crank shaft is disposed at the lower action chamber and has a main shaft and the lower link rod pivoting handle eccentrically connected to the main shaft. An oil ring with oil outlets is disposed at the top of the lower action chamber and communicates with a main oil duct.

There is provided an assembly for an engine configured for linking a piston to a crankshaft (6) of the engine, comprising a pair of primary connecting rods (1a, 1b) configured to link said piston (1) to a secondary connecting rod (2), the secondary connecting rod (2) comprises an upper portion (2a) and a lower portion (2b); a controlling member (3) having a pair of opposed guiding rails (3a, 3b) and a pair of aligned lateral pin joints (30a, 30b), the controlling member (3) is configured to receive a substantial part of the upper portion (2a) of said secondary connecting rod (2); and a controlling member (3) support element configured to enclose the controlling member (3) within a cylinder block (5) of said engine, wherein the secondary connecting rod upper (2a) and lower portions (2b) are connected to each other when a crank shaft joint (8) is trapped between two semi-circular space gaps (28) in each of said secondary connecting rod upper (2a) and lower (2b) portions.

A hybrid-electric aerial vehicle is disclosed comprising: an airframe; a plurality of longitudinal booms extending radially from the airframe; a passively charged internal combustion engine operatively coupled with a fuel tank, a generator operatively coupled with the passively charged internal combustion engine; a battery bank operatively coupled with the generator; and a plurality of motors. The passively charged internal combustion engine has an intake engine valve, an exhaust engine valve, and a combustion chamber, wherein the intake engine valve is delayed to provide an expansion ratio in the combustion chamber that is greater than a compression ratio in the combustion chamber. Each of said plurality of motors may be positioned at a distal end of one of said plurality of longitudinal booms and be operatively coupled with a propeller, wherein the plurality of motors is electrically coupled with the battery bank and the generator.

A hybrid-electric aerial vehicle is disclosed comprising: an airframe; a plurality of longitudinal booms extending radially from the airframe; a passively charged internal combustion engine operatively coupled with a fuel tank, a generator operatively coupled with the passively charged internal combustion engine; a battery bank operatively coupled with the generator; and a plurality of motors. The passively charged internal combustion engine has an intake engine valve, an exhaust engine valve, and a combustion chamber, wherein the intake engine valve is delayed to provide an expansion ratio in the combustion chamber that is greater than a compression ratio in the combustion chamber. Each of said plurality of motors may be positioned at a distal end of one of said plurality of longitudinal booms and be operatively coupled with a propeller, wherein the plurality of motors is electrically coupled with the battery bank and the generator.

A combustion engine is disclosed having a cylinder with a piston travelling through same, coupled by means of a piston rod to a crankshaft, wherein the piston rod has: a first hub in its head for coupling with the crankshaft; a second hub in its foot substantially aligned with or parallel to the first hub in the longitudinal direction of the cylinder when the crankshaft is in the upper or lower position; and a third hub in its foot, which is offset laterally towards the front with respect to the second hub in the direction of rotation of the crankshaft; the piston being coupled with the third hub, having a guide for the travel of the piston rod coupled with the second hub, and the piston being coupled with the third hub via a link rod.

A combustion engine is disclosed having a cylinder with a piston travelling through same, coupled by means of a piston rod to a crankshaft, wherein the piston rod has: a first hub in its head for coupling with the crankshaft; a second hub in its foot substantially aligned with or parallel to the first hub in the longitudinal direction of the cylinder when the crankshaft is in the upper or lower position; and a third hub in its foot, which is offset laterally towards the front with respect to the second hub in the direction of rotation of the crankshaft; the piston being coupled with the third hub, having a guide for the travel of the piston rod coupled with the second hub, and the piston being coupled with the third hub via a link rod.

An expanded torque system of an internal combustion engine includes a cylinder having an upper piston bore, a lower piston bore and a lower action chamber. An upper piston is connected to the upper link rod and reciprocally moves in the upper piston bore. A linkage unit has a link block coupled to the upper link rod. A lower piston moves in the lower piston bore and is connected to the link block. A lower link rod is disposed at the lower action chamber and is pivotally coupled between the linkage unit and a lower link rod pivoting handle. A crank shaft is disposed at the lower action chamber and has a main shaft and the lower link rod pivoting handle eccentrically connected to the main shaft. An oil ring with oil outlets is disposed at the top of the lower action chamber and communicates with a main oil duct.

An engine having a cylinder fastened to the engine ease with the biconcave internal partition, which divides the cylinder into the upper and bottom parts. Sparking plugs are mounted on both sides of the partition. The upper and the bottom parts of the cylinder have side scavenging channels which connect suction spaces to the working spaces of both parts of the cylinder. The upper and bottom parts of the cylinder have inlet and outlet orifices. Inside the upper and inside the bottom part of the cylinder and the upper and bottom piston are placed respectively, while both pistons are directed towards each other by the working surfaces. The pistons are connected by a rod that is led through the linear bearing that is embedded in the partition forming a seal. The connecting rod is fastened to the bottom piston and by its other end it is connected to the crankshaft.