Internal combustion engine with improved fuel efficiency and/or power output

1. An internal combustion engine comprising:

a cylinder block defining a cylinder, the cylinder defining a longitudinal axis;

a crankshaft defining a crankpin, wherein the crankshaft is rotatably received by the cylinder block and rotates along a longitudinal axis, wherein the crankpin defines a longitudinal axis parallel to and offset by a distance with respect to the longitudinal axis along which the crankshaft rotates, and wherein a line extending between the longitudinal axis along which the crankshaft rotates and the longitudinal axis of the crankpin defines a radial axis of the crankshaft;

a connecting rod defining a first end, a second end, and a longitudinal axis extending between the first and second ends, wherein the first end of the connecting rod defines an aperture operably coupled to the crankpin;

a piston operably coupled to the second end of the connecting rod;

a bushing defining an external circumferential diameter and an aperture defining an internal circumferential diameter, wherein a center defined by the external circumferential diameter and a center defined by the internal circumferential diameter are offset with respect to one another, and wherein the internal circumferential diameter is operably coupled to the crankpin and the external circumferential diameter is operably coupled to the aperture defined by the connecting rod, thereby operably coupling the connecting rod to the crankpin; and

a bushing control assembly operably coupled to the bushing and configured to control oscillation of the bushing with respect to the aperture of the connecting rod,

wherein rotation of the crankshaft results in reciprocating movement of the piston via the connecting rod within the cylinder, the reciprocating movement defining:

a compression stroke terminating when the radial axis of the crankshaft is substantially aligned with the longitudinal axis defined by the cylinder at a first stroke termination angle and the crankpin is located proximate the cylinder with respect to the longitudinal axis defined by the crankshaft, and

a power stroke terminating when the radial axis of the crankshaft is substantially aligned with the longitudinal axis defined by the cylinder at a second stroke termination angle and the crankpin is located distal from the cylinder with respect to the longitudinal axis defined by the crankshaft,

wherein the bushing control assembly comprises:

a bushing control plate defining an elongated profile having a shape, and

a bushing control rod configured to follow the elongated profile, such that oscillation of the bushing is controlled to delay initiation of the power stroke according to the shape of the elongated profile, and

wherein the bushing control rod defines a longitudinal axis that extends parallel to the longitudinal axis defined by journals of the crankshaft.

2. The engine of claim 1 , wherein the shape of the elongated profile is tailored to improve efficiency of the engine.

3. The engine of claim 1 , wherein the shape of the elongated profile is tailored to improve power output of the engine.

4. The engine of claim 1 , wherein the elongated profile is defined by an internal cam.

5. The engine of claim 1 , wherein the bushing control rod is fixed with respect to the cylinder block.

6. The engine of claim 1 , wherein the bushing control rod is movably mounted with respect to the cylinder block.

7. The engine of claim 6 , wherein bushing control assembly is configured such that movement of the bushing control rod changes at least one of timing and magnitude of a delay of initiation of the power stroke.

8. The engine of claim 1 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 15 degrees beyond the first stroke termination angle of the compression stroke.

9. The engine of claim 1 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 20 degrees beyond the first stroke termination angle of the compression stroke.

10. The engine of claim 1 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 25 degrees beyond the first stroke termination angle of the compression stroke.

11. The engine of claim 1 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 30 degrees beyond the first stroke termination angle of the compression stroke.

12. The engine of claim 1 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 35 degrees beyond the first stroke termination angle of the compression stroke.

13. The engine of claim 1 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 40 degrees beyond the first stroke termination angle of the compression stroke.

14. The engine of claim 1 , wherein the bushing control assembly comprises:

an internal cam defining the elongated profile having a shape; and

the bushing control rod defines a cam follower configured to follow the shape of the internal cam.

15. The engine of claim 14 , wherein the bushing control plate is operably coupled to the crankpin via the bushing, and the cam follower is operably coupled to the cylinder block.

16. The engine of claim 14 , wherein the bushing control assembly is configured to control oscillation of the bushing to delay initiation of the power stroke according to the shape of the internal cam.

17. The engine of claim 1 , wherein the elongated profile of the bushing control plate comprises at least one curved portion.

18. An internal combustion engine comprising:

a cylinder block defining a cylinder, the cylinder defining a longitudinal axis;

a crankshaft defining a crankpin, wherein the crankshaft is rotatably received by the cylinder block and rotates along a longitudinal axis, wherein the crankpin defines a longitudinal axis parallel to and offset by a distance with respect to the longitudinal axis along which the crankshaft rotates, and wherein a line extending between the longitudinal axis along which the crankshaft rotates and the longitudinal axis of the crankpin defines a radial axis of the crankshaft;

a connecting rod defining a first end, a second end, and a longitudinal axis extending between the first and second ends, wherein the first end of the connecting rod defines an aperture operably coupled to the crankpin;

a piston operably coupled to the second end of the connecting rod;

a bushing defining an external circumferential diameter and an aperture defining an internal circumferential diameter, wherein a center defined by the external circumferential diameter and a center defined by the internal circumferential diameter are offset with respect to one another, and wherein the internal circumferential diameter is operably coupled to the crankpin and the external circumferential diameter is operably coupled to the aperture defined by the connecting rod, thereby operably coupling the connecting rod to the crankpin; and

a bushing control assembly operably coupled to the bushing and configured to control oscillation of the bushing with respect to the aperture of the connecting rod,

wherein rotation of the crankshaft results in reciprocating movement of the piston via the connecting rod within the cylinder, the reciprocating movement defining:

a compression stroke terminating when the radial axis of the crankshaft is substantially aligned with the longitudinal axis defined by the cylinder at a first stroke termination angle and the crankpin is located proximate the cylinder with respect to the longitudinal axis defined by the crankshaft, and

a power stroke terminating when the radial axis of the crankshaft is substantially aligned with the longitudinal axis defined by the cylinder at a second stroke termination angle and the crankpin is located distal from the cylinder with respect to the longitudinal axis defined by the crankshaft, and

wherein the bushing control assembly comprises:

a bushing control plate defining an internal cam having a shape, and

a bushing control rod defining a cam follower configured to follow the shape of the internal cam,

wherein the bushing control plate is operably coupled to the crankpin via the bushing, and the cam follower is operably coupled to the cylinder block,

wherein oscillation of the bushing is controlled to delay initiation of the power stroke according to the shape of the internal cam, and

wherein the bushing control rod defines a longitudinal axis that extends parallel to the longitudinal axis defined by journals of the crankshaft.

19. The engine of claim 18 , wherein the shape of the internal cam is tailored to improve efficiency of the engine.

20. The engine of claim 18 , wherein the shape of the internal cam is tailored to improve power output of the engine.

21. The engine of claim 18 , wherein the bushing control rod is fixed with respect to the cylinder block.

22. The engine of claim 18 , wherein the bushing control rod is movably mounted with respect to the cylinder block.

23. The engine of claim 22 , wherein bushing control assembly is configured such that movement of the bushing control rod changes at least one of timing and magnitude of a delay of initiation of the power stroke.

24. The engine of claim 18 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 15 degrees beyond the first stroke termination angle of the compression stroke.

25. The engine of claim 18 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 20 degrees beyond the first stroke termination angle of the compression stroke.

26. The engine of claim 18 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 25 degrees beyond the first stroke termination angle of the compression stroke.

27. The engine of claim 18 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 30 degrees beyond the first stroke termination angle of the compression stroke.

28. The engine of claim 18 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 35 degrees beyond the first stroke termination angle of the compression stroke.

29. The engine of claim 18 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 40 degrees beyond the first stroke termination angle of the compression stroke.

30. The engine of claim 18 , wherein the internal cam of the bushing control plate comprises at least one curved portion.

31. An internal combustion engine comprising:

a cylinder block defining a cylinder, the cylinder defining a longitudinal axis;

a crankshaft defining a crankpin, wherein the crankshaft is rotatably received by the cylinder block and rotates along a longitudinal axis, wherein the crankpin defines a longitudinal axis parallel to and offset by a distance with respect to the longitudinal axis along which the crankshaft rotates, and wherein a line extending between the longitudinal axis along which the crankshaft rotates and the longitudinal axis of the crankpin defines a radial axis of the crankshaft;

a connecting rod defining a first end, a second end, and a longitudinal axis extending between the first and second ends, wherein the first end of the connecting rod defines an aperture operably coupled to the crankpin;

a piston operably coupled to the second end of the connecting rod;

a bushing defining an external circumferential diameter and an aperture defining an internal circumferential diameter, wherein a center defined by the external circumferential diameter and a center defined by the internal circumferential diameter are offset with respect to one another, and wherein the internal circumferential diameter is operably coupled to the crankpin and the external circumferential diameter is operably coupled to the aperture defined by the connecting rod, thereby operably coupling the connecting rod to the crankpin; and

a bushing control assembly operably coupled to the bushing and configured to control oscillation of the bushing with respect to the aperture of the connecting rod,

wherein rotation of the crankshaft results in reciprocating movement of the piston via the connecting rod within the cylinder, the reciprocating movement defining:

a compression stroke terminating when the radial axis of the crankshaft is substantially aligned with the longitudinal axis defined by the cylinder at a first stroke termination angle and the crankpin is located proximate the cylinder with respect to the longitudinal axis defined by the crankshaft, and

a power stroke terminating when the radial axis of the crankshaft is substantially aligned with the longitudinal axis defined by the cylinder at a second stroke termination angle and the crankpin is located distal from the cylinder with respect to the longitudinal axis defined by the crankshaft,

wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 15 degrees beyond the first stroke termination angle of the compression stroke, and

wherein the bushing control assembly comprises:

a bushing control plate defining an elongated profile having a shape; and

a bushing control rod configured to follow the shape of the elongated profile,

wherein the bushing control rod defines a longitudinal axis that extends parallel to the longitudinal axis defined by journals of the crankshaft.

32. The engine of claim 31 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 20 degrees beyond the first stroke termination angle of the compression stroke.

33. The engine of claim 31 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 25 degrees beyond the first stroke termination angle of the compression stroke.

34. The engine of claim 31 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 30 degrees beyond the first stroke termination angle of the compression stroke.

35. The engine of claim 31 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 35 degrees beyond the first stroke termination angle of the compression stroke.

36. The engine of claim 31 , wherein the bushing control assembly is configured to delay initiation of the power stroke until the crankshaft has rotated at least about 40 degrees beyond the first stroke termination angle of the compression stroke.

37. The engine of claim 31 , wherein:

the bushing control rod defines a cam follower configured to follow the elongated profile, such that the bushing control assembly is configured to control oscillation of the bushing to delay initiation of the power stroke according to the shape of the elongated profile.

38. The engine of claim 37 , wherein the shape of the elongated profile is tailored to improve efficiency of the engine.

39. The engine of claim 37 , wherein the shape of the elongated profile is tailored to improve power output of the engine.

40. The engine of claim 37 , wherein the elongated profile is defined by an internal cam.

41. The engine of claim 37 , wherein the bushing control rod is fixed with respect to the cylinder block.

42. The engine of claim 37 , wherein the bushing control rod is movably mounted with respect to the cylinder block.

43. The engine of claim 42 , wherein bushing control assembly is configured such that movement of the bushing control rod changes at least one of timing and magnitude of the delay of initiation of the power stroke.

44. The engine of claim 31 , wherein the bushing control plate is operably coupled to the crankpin via the bushing, and the cam follower is operably coupled to the cylinder block.

45. The engine of claim 31 , wherein the bushing control assembly is configured to control oscillation of the bushing to delay initiation of the power stroke according to the shape of the elongated profile.

46. A power train comprising:

the engine of any one of claims 1 , 18 , or 31 ;

a transmission operably coupled to the engine; and

a drive member configured to perform work, the drive member being operably coupled to the transmission.

47. The power train of claim 46 , wherein the drive member comprises a propulsion device.

48. The power train of claim 47 , wherein the propulsion device comprises at least one of a wheel and a propeller.

49. The power train of claim 46 , further comprising:

a generator configured to convert rotational power into electrical power, the generator being operably coupled to the engine; and

a power storage device configured to store electrical power, the power storage device being operably coupled to the generator,

wherein the transmission comprises an electric motor.

50. A vehicle comprising:

the engine of any one of claim 1 , 18 , or 31 ;

a transmission operably coupled to the engine; and

a drive member configured to perform work, the drive member being operably coupled to the transmission.

51. The vehicle of claim 50 , wherein the drive member comprises a propulsion device.

52. The vehicle of claim 50 , wherein the propulsion device comprises at least one of a wheel and a propeller.

53. The vehicle of claim 50 , further comprising:

a generator configured to convert rotational power into electrical power, the generator being operably coupled to the engine; and

a power storage device configured to store electrical power, the power storage device being operably coupled to the generator,

wherein the transmission comprises an electric motor.

54. The vehicle of claim 50 , wherein the vehicle comprises one of a car, van, truck, boat, ship, train, and air vehicle.

55. The engine of claim 31 , wherein the elongated profile of the bushing control plate comprises at least one curved portion.