A gear train for an engine is provided with a driving gear and a driven gear. The driving gear is formed by a laminate structure of a plurality of plastic sheets and a plurality of metal sheets, with the plastic and metal sheets alternating with one another. The driven gear is formed by another laminate structure of another plurality of plastic sheets and another plurality of metal sheets, with the plastic and metal sheets alternating with one another. The gear train may be provided for use with an engine crankshaft and an associated balance shaft. A method of forming the gear is also provided.

A counterweight forms a crankshaft of an engine, and includes: an arm connecting a crank journal and crank pin of the crankshaft; a neck extending from a first connection face of the arm in a direction opposite to the crank pin; and a substantially fan-shaped weight continuous with a portion of the neck opposite to the crank journal. The weight has left and right shoulders continuous with the neck, and each of the shoulders is tilted to be away from the neck at an angle with respect to a horizontal line orthogonal to a crankshaft center when viewed along the crankshaft center, the angle being 15 or more and 22.5 or less.

A balance weight includes a main weight portion extending over a range defined by a circular-arc circumferential edge centered at a rotational shaft hole side and a pair of virtual end surfaces located on the circular-arc circumferential edge on both sides of the rotational shaft hole, a pair of extension weight portions extending from the pair of virtual end surfaces to an opposite circular-arc side of the rotational shaft hole from the circular-arc circumferential edge, the rotational shaft hole provided at the main weight portion so as to be located on a central side of the circular-arc circumferential edge, a crank shaft attachment protrusion, a crank shaft hole provided at the crank shaft attachment protrusion radially eccentrically with respect to the rotational shaft hole, and a pair of spaces formed between positions on both sides of the crank shaft attachment protrusion and the pair of extension weight portions, respectively.

A multi-joint crank drive of an internal combustion engine includes at least one coupling member rotataby supported on a crankpin of a crankshaft for rotation about a coupling member rotation axis; and at least one connecting rod supported on a crankpin of an eccentric shaft for rotation about an eccentric rotation axis, wherein the coupling member is connected with a piston rod of a piston of the internal combustion engine for pivoting about a piston rod rotation axis and with the connecting rod for rotation about a connecting rod rotation axis, said coupling member having a bearing eye receiving the crankpin of the crankshaft, wherein a coupling angle between an imagined straight line though the coupling member rotation axis and the connecting rod rotation axis and an imagined straight line through the coupling member ration axis and the piston rod rotation axis is at least 140 and at most 180, wherein a center point of the coupling member is arranged outside the bearing eye, and on a side of a first plane which faces the piston of the internal combustion engine, said first plane receiving the coupling member rotation axis and the connecting rod rotation axis.

Provided is a vibration absorber for an internal combustion engine having a plurality of cylinders arranged in a row. The vibration absorber is provided with at least one centrifugal pendulum damper (51) provided in at least one of positions of the crankshaft of the engine corresponding to anti-nodes of one-node mode, two-node mode and three-node mode torsional vibrations of the crankshaft.

A crankshaft having a balance weight, the crankshaft a crank pin eccentric to a rotation axis of the crankshaft, a connecting rod connecting the crank pin and a piston, and a balance weight disposed to be opposite to the crank pin in the crankshaft, wherein the balance weight has radius which is a distance between the rotation axis of a crankshaft and an exterior circumferential surface of the balance weight, and wherein the radius of the balance weight is formed differently depending on a rotation direction of the balance weight.

This invention provides output gain by rotating a solid wheel from the center of mass as an input and connecting a lever to the edge of the same wheel at 180 degrees apart to each other. Each lever is connected at 180 degrees apart at the input rotating wheel with a common fulcrum located near the output side. This lever, acting as a mechanical lifting device, drives one side of output gain driven by the ratio of the length of lever to and from fulcrum between input and output while the other side is provided by another lever at 180 degrees apart. A unidirectional rotor converts the lever motion of up and down to a rotational motion. Weight of materials in a system is recycled back as an input to a hydraulic lever that generates hydraulic pressure driven by the movement of the system weight as it bounces off the surface.

An internal combustion rotary engine includes an air passage configured to allow cool air to flow through the rotor as the rotor moves relative to the housing within the engine. Some embodiments include a removable fuel cartridge.

This invention provides output gain by rotating a solid wheel from the center of mass as an input and connecting a lever to the edge of the same wheel at 180 degrees apart to each other. Each lever is connected at 180 degrees apart at the input rotating wheel with a common fulcrum located near the output side. This lever, acting as a mechanical lifting device, drives one side of output gain driven by the ratio of the length of lever to and from fulcrum between input and output while the other side is provided by another lever at 180 degrees apart.

A unidirectional rotor converts the lever motion of up and down to a rotational motion.

Weight of materials in a system is recycled back as an input to a hydraulic lever that generates hydraulic pressure driven by the movement of the system weight as it bounces off the surface.

A crankshaft assembly for a motor vehicle drive train includes a crankshaft segment and a centrifugal pendulum secured to same, which has a carrier secured to the crankshaft segment and at least one pendulum mass that moves relative to the carrier along a predetermined track. The crankshaft assembly has a rupture containment means, which engages radially externally around the centrifugal pendulum such that components of the centrifugal pendulum coming lose during rotation of the centrifugal pendulum are collected by the rupture containment means.