The engines are widely known as engines of production of kinetic energy, whether this concerns engines of internal or external combustion, which are developed for the production of electric energy, or the transports of goods and commodities.

The benefits of their development are enormous, but also and their disadvantages are equally important, because of the consumption of vast quantities of solid or liquid fuels with adverse effects on the environment, as well as the high cost of their operation. The invention is reported to a new type of engine, where its operation is based on compressed air, where the pressure is continuous and is not lost in the atmosphere. This minimizes the cost for its function, as well as the emissions of pollutants in the atmosphere.

The operation of the engine is achieved with the production of compressed air in its cylinder which is divided into two partitions and a cylindrical support. The empty spaces of the cylinder occupy two pistons, which regress connected in crankshaft. Each piston has two diaphragms that are connected with two arcs. Each arc is connected in its utmost with the corresponding diaphragm of both one, and so the other piston. The arcs are forced in horizontal retrograde motion with opposite direction, via a geared shaft, where it is adjacent to the geared segment of the one arc on the one side, as well as with the geared segment of the second arc on its other side.

With this mechanism the piston which descends is enabled to increase the area where the air pressure acts only on the top, on the upper surface of the piston, and reduces in the other piston, in order to overcome its resistance to rise. This function will become in succession in the pistons so that the operation of the engine is achieved.

The advantages of such an engine are important in terms of its operating costs, as well as the emissions of pollutants in the atmosphere. What is required for its operation is compressed air which we can supply with inconsequential cost. In case that the pressure of the air falls, we can substitute it with a re-filling, or with free fuel combustion. This engine can be used for the production of electric energy, for industrial or domestic use, as well as in transports with inconsequential functional cost.

Figure 1 presents the cylinder (1), which is separated from partitions (2) and (3), as well as the cylindrical support (4), which is found in its centre. In the cylindrical support (4), it is distinguished the cylindrical support cam shaft hole (8), and the base slot of arc nerve Tl (6). In partition (3) are distinguished the pressure release holes (11), the gear shaft location hole (9), and the intermediate arc partition (10). In the internal wall of the cylinder is also distinguished the base slot of arc nerve T2 (7).

The figures 2 and 3 present the cylinder (1), with the pistons (El) and (E2), the partitions (2) and (3), as well as the cylindrical support (4). From their provision it results that the exterior region of pistons (El) and (E2), both the upper and lower piston surface (14) and (15) respectively is adjacent to the internal wall of cylinder(l) while the hollow section of the upper and lower piston surface (18) is adjacent to the cylindrical support (4). The connection plate of upper and lower surface of the mid piston partition (16), is adjacent to the partition (2). Also the straight part of the lower surface of pistons (15) is adjacent to the partition (3), while in the straight part of the upper surface of pistons (14), maintains a distance from the partition (3), capable, so that the compressed air circulates and under the two sides of the binding mind partition (13), in order to be applied properly the pressure of air in the diaphragms (Dl), (D2), (D3) and (D4), that has pistons (El) and (E2).

Figure 4 presents the cylinder (1), partitions (2) and (3), arcs (Tl) and (T2), as well as pistons (El) and (E2), which have diaphragms (Dl), (D2), (D3) and (D4). Diaphragms (Dl), (D3), touching on both ends of the arc (Tl), and are connected with this, via the bulkhead connector- arc and slide(19). The same is happening with diaphragms (D2) and (D 4) in arc (T2). The form of bulkhead connector- arc and slide (19) allows, while the diaphragms are moving up - down with the pistons where they bring them, to be simultaneously moved in horizontal reciprocating movement with opposite direction with the arcs, which sometimes draw and sometimes push them from the partition (3). There are also distinguished the pressure release holes at pistons (El) and (E2) (12). The place of the diaphragms shows that the engine is in a situation of balance.

Figure 5 presents the engine at its maximum output, thanks to the movement of diaphragms and arcs.

The figures 6 and 7 present piston (El). It is distinguished the upper and lower surface of piston (14) and (15) respectively, the intermediate partition that link the upper with the lower surface (13), the connection plate of upper and lower surface of the mid piston partition (16), the pressure release holes (12), the piston joint - piston rod (17), and the hollow section of the upper and lower surface of pistons (18).

Figure 8 presents piston (El) in section. Place (Bl), identifies the position moves the diaphragm (Dl), and position (B2), the position moves the diaphragm (D2). The corresponding positions occupied by the diaphragms (D3) and (D4) in the piston (E2).

Figures 9, 10, 11 and 12, present diaphragms (Dl) and (D2). Respectively there are also diaphragms (D3) and (D4) of piston (E2).

Figures 13, 14, 15 and 16, present arcs (Tl) and (T2). They are distinguished in their form, the arc nerve Tl (22), the arc nerve T2 (23), the geared segment of arc (Tl) (24), the geared segment of arc (T2) (25), as well as the bulkhead connector- arc and slide (19). The figures 17 and 18 present the cylindrical support (4), which is separated in two sections upper and lower-reference point(Sl) - in order pistons, arcs and diaphragms can be assembled and be placed into the cylinder (1). It is distinguished the base slot of arc nerve Tl (6), the cylindrical support cam shaft hole(8), the cylindrical support base(5), the fixation screw holes (20), as well as the crankshaft base point at the cylindrical support base(26).

Figure 19 presents the cam -disk shaft (27), which has a tapered pinion of the cam-disc shaft (28), while in its upper point, the cam disk is adapted (37).

Figure 20 presents the lower engine segment (31), with the provision that the camshaft has (29) with the cylindrical support (4). It Is distinguished the place of cam-disk shaft (27), in the cam- disc shaft in the cylindrical support cam shaft hole (8), as well as the transmission of movement from the camshaft (29), to the cam-disk shaft (27), via the tapered pinion of the camshaft (30) and (28) respectively.

Figure 21 presents the cylinder cover (33).

Figure 22 presents the cylinder (1), the partitions (2) and (3), and cylindrical support (4) in section. And the cylinder is separated in upper and lower segment in the reference point (S2), so that the pistons can be assembled (El) and (E2), the arcs (T)I and (T)2, with diaphragms (Dl), (D2), (D3) and (D4), in order to be placed into the cylinder(l). The pressure release holes are distinguished at the partition (3) (11), the intermediary partition of arcs (Tl) and (T2) (10), and the gear shaft location hole (9).

Figure 23 presents the components mechanism cell (34) which includes: the cam-disk (37), the cam-disk body (49), and the frame (35). The components mechanism cell (34) is found outside the engine, placed on the cylinder cover (33).

It is observed the cam-disk (37), where revolving the cam-disc position at the cam-disc body (36), moves the body of cam disk (49) to four directions, and it gives in turn retrograde motion in frame (35). The frame (35) as it moves reciprocating, via the frame geared segment (42) that has, turns the geared shaft (41), while it is adjacent to the geared segments of the geared shaft (45). When the frame changes direction, it also changes the rotation of the geared shaft (41).

The figures 24 and 25 present the components mechanism cell (34). It is distinguished the camshaft hole at the components cell(43), the geared shaft hole at the components cell(44), and the slide slots (40) for the frame (35).

Figure 26 presents the geared shaft (41) with its upper and lower geared segments (45). The upper geared segments of the gear shaft (45) driven by the frame geared segment (42), and the lower geared segment (45) transmits the motion in the arcs (Tl) and (T2), after it is adjacent to their geared segments (24) and (25) respectively.

The figures 27 and 28 present the frame (35), which makes retrograde motion. There are distinguished the slide nerves (39), the slide slots (40), the frame geared segments (42), and the cam body position (46). More specifically, in figure 28, it is distinguished the point of contact of the geared segments of the geared shaft (45), with the frame geared segment (42), in the reference point (S3). Figures 29, 30, 31 present the cam-disk body (49), which is moved with the help of the cam disk (37), to four directions, after the cam disk is turned. The combination of these movements makes the frame (35) moves reciprocating.

The figures 32 and 33 present the cam-disc (37).

Figure 34 presents the arcs (Tl) and (T2), the upper piston surface(14), part of the binding mid partition of upper and lower surface (13), the lower geared segment of the geared shaft(45), which is adjacent to the geared segment of arc (Tl) and (T2), (24) and (25) respectively. It is also distinguished the intermediate arc partition (10). This figure shows that the upper surface of piston (14), in the lower dead center, does not exceed the arcs, but leaves a small distance, in the reference point (S4), so that the pressure of air acts and under the upper surface of piston (14).

Figure 35 except for the others that are described in the previous figure, instead of the upper piston surface (14), presents the lower piston surface (15). And in this case on the upper dead center of piston, the lower piston surface (15), does not exceed the arcs (Tl) and (T2). Reference point (S5).

Figure 36 presents an alternative way of transmission of dynamic energy of pistons (El) and (E2) in the crankshaft (50) via geared rack (53), which are found in the down side of lower surface of pistons (15). Geared rack (53) which is adjacent to the segment of the gear circumference (51), which executes its retrograde motion together, relying on the shaft of the segment of the gear circumference (55).

It also presents the co-ordination of the movement of pistons (El) and (E2), that is achieved via geared rack joint (57) and piston rod (58), from the crankshaft (50), absorbing their dynamic energy, while simultaneously it changes their retrograde motion into rotational.

It is distinguished at the same time that the rotational movement of the crankshaft(50), with the crankshaft gear (56), through the chain (52), turns the gear with tapered pinion end (54), that rests on the shaft of the segment of the gear circumference (55), surrounding it, and turns the cam-disk shaft (27).

Figure 37 also shows the layout of the above plan.

Explanation of symbols and numbers

1) Cylinder

2) Partition

3) Partition

4) Cylindrical support

5) Cylindrical support base

6) Base slot of arc nerve Tl

7) Bas slot of arc nerve T2

8) Cylindrical support cam shaft hole 9) Gear shaft location hole

10) Intermediate arc partition

5 11) Pressure release hole at partition 3

12) Pressure release hole at pistons El and E2

13) Binding mid partition of upper and lower piston surface

14) Upper piston surface

15) Lower piston surface

10 16) Connection plate of upper and lower surface of the mid piston partition

17) Piston joint

18) Hollow section of the upper and lower piston surface

19) Bulkhead connector- arc and slide

20) Fixation screw holes

15 21) Crankshaft base point

22) Arc nerve Tl

23) Arc nerve T2

24) Geared segment of arc Tl

25) Geared segment of arc T2

20 26) Crankshaft base point at the cylindrical support base

27) Cam- disc shaft

28) Tapered pinion of the cam-disc shaft

29) Camshaft

30) Tapered pinion of the camshaft

25 31) Lower engine segment

32) Crankshaft base point at the lower engine segment

33) Cylinder cover

34) Components mechanism cell

35) Frame

30 36) Cam-disc position at the cam-disc body

37) Cam-disc

38) Camshaft hole at the cam-disc

39) Slide nerve

40) Slide slot

35 41) Geared shaft

42) Frame geared segment

43) Camshaft hole at the components cell

44) Geared shaft hole at the components cell

45) Geared segments of the geared shaft

40 46) Cam body position

47) Camshaft hole at the cylinder cover 48) Geared shaft hole at the cylinder cover

49) Cam-disc body

5 50) Crankshaft

51) Segment of the gear circumference

52) Chain

53) Geared rack

54) Gear with tapered pinion end

10 55) Shaft of the segment of the gear circumference

56) Crankshaft gear

57) Geared rack joint

58) Piston rod

(El) and (E2) : Pistons

15 (Dl), (D2), (D3), (D4) : Diaphragms

(Bl) and (B2) : Diaphragms position on piston (El)

The same for (D3) and (D4), for the piston (E2)

Also (Tl) and (T2) : Arcs

(S1),(S2), (S3), (S4), (S5): Reference Points

20

The engine works with compressed air which we channel in its cylinder, and it is not lost in the atmosphere. The compressed air is provided by a reservoir and is continuous, so there is always pressure in the cylinder of the engine. The engine is constituted by the cylinder (1), figures 1, 2, 4, 5 and 22, the lower engine segment (31), figure 20, and the

25 components mechanism cell(34), figure 23.

The cylinder (1), has two partitions (2), (3), and the cylindrical support (4), figures 1, 2, 4, 5, 17, 18 and 22. The cylinder (1), is divided into upper and lower segment of the reference point (S2), figure 22, in order to be possible the assembly and installation into the cylinder of the pistons (El) and (E2), the diaphragms (Dl), (D2), (D3), (D4) and the

30 arcs (Tl) and (T2). For the same reason, it is divided into two segments and the cylindrical support (4), in the reference point (Sl), figures 17 and 18.

The overdraft space of the cylinder is occupied by the two pistons (El) and (E2), figures 2, 3, 4 and 5, and are connected by a camshaft (29), figure 20.

The pistons (El) and (E2), are constituted by the upper piston surface (14), and the lower

35 piston surface (15), the binding mid partition of upper and lower piston surface (13), the connection plate of upper and lower surface of the mid piston partition (16), the piston joint (17) and two pressure release holes (12), figures 3, 6, 7 and 8.

The pistons (El) and (E2), have two diaphragms. More specifically, the piston (El) between the upper piston surface (14) and the lower piston surface (15), in position (Bl),

40 has the diaphragm (Dl), and in position (B2), has the diaphragm (D2), figures 8, 9, 11 and 10, 12.

The corresponding positions are occupied by the diaphragms (D3) and (D4), in piston (E2), figures 4 and 5.

The exterior region of the upper (14) and lower surface (15),of pistons (El) and (E2), as well as diaphragms (D2) and (D4), is adjacent to the internal wall of the cylinder (1), while the hollow section of the upper and lower surface piston surface (18), as well as the internal region of diaphragms (Dl), (D3), is adjacent to the cylindrical support (4). Also the connection plate of upper and lower surface of the mid piston partition (16), is adjacent to the partition (2), while only the straight segment of the lower piston surface (15), is adjacent to the partition (3). Figures 2, 3, 4 and 5.

In the straight segment of the upper surface of pistons (14), it is maintained a distance from partition (3), figures 2, 3, 4 and 5, capable to allow in the pressure of air to act even under the upper surface of pistons (14), in both surface area, .as it is shaped every time from the movement of diaphragms (Dl), (D2), (D3) and (D4), where in them it also acts the pressure of air, but only in the surface that is connected with arcs (Tl) and (T2).

The maximum stroke of the pistons cannot be larger, since in their lower dead point, the upper piston surface(14) is just before the top of arcs (Tl) and (T2), figure 34, reference point (S4), as well as in their upper dead center, the lower piston surface (15), is just before the bottom of the arcs (Tl) and (T2), figure 35, reference point (S5).

The movement of diaphragms (Dl), (D2), (D3), and (D4), is achieved thanks to the movement of arcs (Tl) and (T2), that is connected via the bulkhead connector-arc and slide (19), figures 4,5,13, and 14.

The place of arcs (Tl) and (T2), is found in the middle of the partition (3) and their lower segment steps in the upper section of its lower segment. They are separated from the intermediate arc partition (Tl) and (T2), on the partition (3) (10). The arc nerve Tl (22), is based on the base slot of arc nerve Tl (6), and the arc nerve T2 (23) is based on the base slot of arc nerve T2 (7), so that the arcs will not curve from the pressure of air that they accept in their upper side. Figure22.

The movement of arcs (Tl) and (T2) is due to the geared shaft (41), figure 26.

The place of the geared shaft (41) is in the hole for the geared shaft (9), into the partition

(3), figures 1, 2, 4, 5 and 22.

The lower geared segments of the geared shaft (45), is adjacent to the geared segment of arc (Tl) (24), on the one hand, and the geared segment of arc (T2) (25) on the other. Figures 4, 5, 13 and 14.

Thus, depending on the time of operation of the engine, the geared shaft(41), changes time of rotation, and it forces arcs (Tl) and (T2), in horizontal retrograde movement with opposite direction and since they are connected with the diaphragms (Dl), (D2), (D3), and (D4), via the bulkhead connector- arc and slide(19),to pull, or push from the partition

(3) the diaphragms. More specifically:

When the diaphragm (Dl), of the piston (El), moves to the partition (3), diaphragm (D3), 5 of the piston (E2), moves away. However because of the retrograde movement with opposite direction of the arcs (Tl) and (T2), is achieved simultaneously, the diaphragm

(D2) of the piston (El), moves away from partition (3), while diaphragm (D4) of piston

(E2), is drawn to it. Figures 4 and 5.

The opposite happens with the arcs and the diaphragms when the geared shaft (41) 10 changes its rotation.

The geared shaft (41) takes movement in the upper geared segment (45), from the components mechanism cell (34) and is located outside, on the cylinder cover (33).

On the components mechanism cell(34), are encompassed, the frame (35), that run a retrograde motion, the cam-disk body (49), that runs retrograde motion in four 15 directions, and the cam-disk (37). Figure 23.

The components mechanism is set in motion by the retrograde movement of cam disk

(37), which is connected with its cam-disc shaft (27). Figure 19.

The cam-disk shaft (27), sits on the cylindrical support cam shaft hole (8). Figures 17, 18,

19 and 20. The cam-disc shaft (27) takes movement from the camshaft (29), via the 20 tapered pinion of the cam-disc shaft (28) that has, and is in contact with the tapered pinion of the camshaft (30). Figures 19 and 20.

Thus the retrograde motion of cam-disk (37), figure 23 that is found in the cam disc position at the cam-disc body (36), in the cam-disc body (49), figures 29, 30 and 31, makes it move to four directions. Figures 23 and 29. These motions facilitate the slide 25 nerve (39) and the slide slot (40) respectively. Figures 23, 29, 30 and 31.

The motion of the cam disk body (49) to four directions, makes the frame (35) move reciprocating. Figures 23 and 27.

The frame (35), via its frame geared segment (42) that has, figures 23, 27 and 28, and through its connection with the upper geared segments of the geared shaft (45) figure 30 28, reference point (S3), makes the geared shaft (41), move rotary with alternating time, and this with its turn in horizontal retrograde movement with opposite direction the arcs (Tl) and (T2). Figures 4 and 5.

The figure that has the bulkhead connector- arc and slide (19), and the arcs (Tl) and (T2) have at the end, figures 13 and 14, it allows, while the pistons (El) and (E2), 35 reciprocating move up and down with the diaphragms that they have, it simultaneously happens and the horizontal retrograde movement of arcs with opposite direction, sometimes draw and sometimes push the diaphragms to or from the partition (3). Figures 4 and 5. The operation of the engine relies on the increase of area for one, and on the reduction of area for the other piston, of the surface, where the pressure of air will act only from above, in the upper piston surface (14).

5 This function in the pistons happens in succession, so that the one piston overcomes the resistance of the other and continues the operation of engine, after the same pressure also acts simultaneously in both pistons.

At the way down of the piston (E2), the cam disk shaft (27), which moves via the tapered pinion of the cam-disc shaft that it has(28), from the tapered pinion of the camshaft (30) 10 figure 20, rotates the cam disk (37). The rotating movement of the cam disk (37), that rests in the cam disk position at the cam- disc body (36), in the cam disk body (49) figure 29 that regresses to four directions, giving revolving movement in frame (35). Figure 23.

The frame (35) as it moves through the frame geared segment (42) , turns the geared shaft (41), while it touches the upper geared segments of the geared shaft (45). Figures 15 27 and 28, reference point (S3).

The movement is transmitted to the lower geared segments of the geared shaft (45), which is adjacent to the geared segment of arc (Tl) (24) on its one hand and to the geared segment of arc (T2) (25) on the other. Figures 26, 4 and 5.

In this way the arcs (Tl) and (T2), are forced in horizontal retrograde movement with 20 opposite direction. Thus the arcs move the diaphragms with which they are connected.

Figures 4 and 5.

Thus in the piston (E2) when the diaphragm (D3), that is connected via the bulkhead connector- arc and slide(19) with the arc (Tl), is prompted by this, to be removed from the partition (3), the diaphragm (D4) that is connected with the arc (T2), so it is forced to 25 attract to the partition (3). Figure 5.

Simultaneously in the piston (El) happens something equivalent. The diaphragm (Dl), that is connected via the bulkhead connector- arc and slide (19) with the arc (Tl), is forced in attraction to the partition (3), the diaphragm (D2), that is connected in the same way with the arc (T2), is prompted to be removed by the partition (3). Figure 5. 30 With their movement the diaphragms that their upper segment tangential to the lower surface of the upper piston surface (14), covers or reveals segments of the surface in which they are connected.

The pressure of air acts above the whole upper piston surface (14), and in the two pistons simultaneously. It acts, however and in the under side of the upper piston 35 surface (14), in the departments of the surface that reveal with their movement their diaphragms.

The parts that are revealed, and the pressure of air that acts and under the upper piston surface (14), remain inactive, with regard to the impulse of pistons downward and upwards, because the same pressure air acts under wards , and upwards, and there is a balance of forces. Figures 4 and 5. Active force prompt the downwards remains the pressure of air that acts in the upper segments of the upper piston surface (14), only from above. Figure 5.

The surface area that shows the movement of the diaphragm (D3), and makes this segment of the surface inactive, is smaller than the surface area that covers the diaphragm (D4) with its movement. Thus the total area of the piston (E2), where the pressure of air acts only above the upper piston surface(14), has increased, figure 5, concerning the point of balance, that is the upper dead center from where it began. Figure 4.

At the same time something similar has happened in piston (El). The Diaphragm (Dl), with its movement covers a part of the upper piston surface (14), while diaphragm (D2) reveals a section downwards the upper piston surface (14). Thus in this piston, the total area where the pressure of air acts only upwards on the upper piston surface (14) has been decreased, figure 5, concerning the point of balance, that is to say the lower dead center from where it began. Figure 4.

The dynamic energy that the piston has already (E2) has been increased by the dynamic energy of piston (El) of which has been decreased, from the point of that had begun, that is to say the 0° of rotation of the camshaft (29), as a result the piston (E2) is pushed downwards, overcoming the resistance of the piston (El), forcing it to rise. Figure 5.

And this happens while, the width of diaphragms is the same, as same is also the regional way of arcs (Tl) and (T2), at points that are adjacent to the lower geared segments of the geared shaft(45), as they move from it. However the points that are adjacent to the arcs with the geared segments of the geared shaft (45), that is to say the exterior region of the arc (Tl), and the internal region of the arc (T2), as well as the difference of the area of arcs, because of their size, make this dispute so that with the proper combination of movements, to increase the area in a segment of the upper piston surface (14), where the air pressure will act only from above and then reducing to the other. Figures 4 and 5.

Taking into consideration that, while the pistons (El) and (E2), regress up and down and the arcs (Tl) and (T2), which are connected to diaphragms (Dl), (D2), (D3) and (D4), run horizontally reciprocating movement in the opposite direction, in the piston rises, the more the surface of diaphragms that has, is exposed to the air pressure from the side of partition (3), while in the piston that goes down the surface of diaphragms which is exposed to the pressure of air, is also reduced from the side of the partition (3). While the dynamic energy on the surfaces of diaphragms is changing continuously during the retrograde motion of pistons, both in a pair of diaphragms of the piston and in a pair of diaphragms of the other piston, it is increased or it is decreased, in pair, becoming equally. The dynamic energy of the diaphragms of each piston is transported in geared shaft (41), and while the one acts as a force, the other acts as a resistance, and with fulcrum the geared shaft (41), they balance. Figures 4 and 5.

Thus, for the movement of diaphragms, the energy that is required is minimal, in order to be capable to overcome the frictions and the inertia of materials.

The process of increasing the area where the pressure of air acts only above the upper surface (14) of the piston (E2), so that it is prompted in cathode, and is decreased the area where the pressure of air will act only above the upper surface (14) of piston (El), in order to be forced in rising, stops in 90° rotation of the camshaft (29), from the 0° where it had begun. That is to say that the dead point for the piston (E2), and the lower dead center for the piston (El), where existed balance. Figure 4. In 90° rotation of the camshaft (29), via the mechanism of components, the frame (35) changes direction. Thus changes the direction of the geared shaft (41), and thus changes the direction of the arcs (Tl) and (T2) that moves.

Thus diaphragm (D3) of the piston (E2), is drawn now to partition (3), while the diaphragm (D4), is prompted to be removed from partition (3). Also diaphragm (Dl) of the piston (El), is prompted to be removed from partition (3), while diaphragm (D2), is drawn to partition (3).

While the 0° until 90° rotation of the camshaft (29), in piston (E2) the area of surface was increased where the pressure of air acts only above the upper surface of piston (14), and the area of surface was decreased where the pressure of air, acts only upper surface (14) of piston (El), from 90° and then the roles change. The area of surface that was increased in piston (E2), and the pressure of air acts only on the upper piston surface (14), begins to decrease from the level that had reached, and the area of surface of the piston was decreased (El), and the pressure of air acts only above the upper surface of piston (14), begins to increase, from the level it had reached, in order to reach the 180° rotation of the camshaft (29), where the area in the upper surfaces (14) of the two pistons (El) and (E2) where the air pressure acts only on top and is equal and balanced. Figure 4.

From the 180° until the 360° rotation of camshaft (29), the process that took place in piston (E2), from the 0° until the 180° , will be repeated for piston (El), and the process that took place in piston (El), from the 0° until the 180° will be repeated for piston (E2). This is a complete rotation of the camshaft (29).

As alternative way of transmission of the dynamic energy of pistons (El) and (E2) in crankshaft (50), is proposed to be through the geared rack (53) that are adjacent to the segment of the gear circumference(51).

The underside of the lower surface of pistons (El)and (E2), (15), has a geared rack (53). They lie on the segment of the gear circumference (51), which is based on shaft of the segment of the gear circumference(55). Figures 36 and 37. In the segments of the gear circumference (51), the pistons (El) and (E2) transmit their dynamic energy pistons, while they are adjacent to the geared rack (53), and regress together, while the mechanism of the impulse of pistons (El) and (E2), downwards, as their way of operation, remain also in this case the same.

Their retrograde motion is transmitted by the geared rack joints (57), that has one of the two geared rack(53), and piston rod (58), in the crankshaft (50) where it is changed into rational . Form 36

The rotation of the crankshaft (50) has already and the crankshaft gear(56) that brings and turns the gear with tapered pinion end(54) that is connected with him via the chain(52). Figure 36.

The gear with tapered pinion end (54) is on the shaft of the segment of the gear circumference(55), surrounding it. Figures 36 and 37.

The gear with tapered pinion end (54), rotating, activates the cam disc shaft(27), while its gear with tapered pinion end is tangent to the tapered pinion of the cam disk shaft(28). Figures 36 and 37.

By doing this in this specific case the mechanism of components is activated.

The dynamic energy of the one piston is applied to the one side of the segment of the gear circumference(51) and of the other piston to the other side.

Given that the mechanism, as well as the way of the increase of the dynamic energy in a piston, with simultaneous reduction in the other, remains the same, the piston with the greatest dynamic energy is pushed down, forcing the other to rise. The geared rack (53) with the piston rod (58), through the geared rack joint (57), prompts the piston rod (58) downward rotating the crankshaft (50). When in the lower dead center for a piston and in the upper dead center for the other, the roles change and the other piston acquires greatest dynamic energy, the direction of the retrograde movement that had the segment of the gear circumference(51) changes and draws the piston rod (58) up, in order to be continued the revolving movement of the crankshaft(50), completing a full rotation.

With this alternative way of transmission of the dynamic energy of pistons (El) and (E2), to the crankshaft (50), it is achieved the dynamic energy of pistons to be applied always vertically to the segments of the gear circumference (51) and be comparable in absolute prices. The absolute price that results from the difference of the dynamic energy of pistons is transmitted to the crankshaft (50), without negative propensities to be created in certain phases of rotation of the crankshaft (50), as with the way of transmission of dynamic energy of pistons in direct connection with the camshaft (29). The starting point of engine might be anyone, except for the upper dead center and the lower dead center because in no other point of rotation of the crankshaft (50) there is no balance.