BACKGROUND TO THE INVENTION Internal combustion engines are limited as best advantage is not taken of the forces applied to the piston, in generating torque. A further disadvantage of known internal combustion engines is that the combustion process is often not efficiently executed.

Similarly, bicycle chain transmission and other mechanisms arc relatively efficient, however there is possibility of greater torque and efficiency being able to be obtained.

OBJECT OF THE INVENTION It is the object of the present inventions to overcome or substantially ameliorate the above disadvantages.

SUMMARY OF THE INVENTION According to one aspect of the present invention there is disclosed herein: a power transmission apparatus including a base: a driven shaft rotatably supported by the base, an internal gear surrounding the shaft and fixed to the base, an arm fixed to the shaft and extending generally radially there from, a planetary gear rotatably attached to the arm and meshingly engaged with the internal gear so that rotation of said planetary gear causes rotation of said shaft and a connecting rod rotatably attached to an extension fixed to the planetary gear so that a piston driving said connecting rod causes rotation of said planetary gear, said connecting rod being attached to said planetary gear at a predetermined location from said planetary gear by the length of the extension and wherein said connecting rod angularly oscillates across a transverse axis of said shaft.

According to another aspect there is disclosed a power transmission apparatus including a base: a drive shaft rotatably supported by the base; an arm attached to the shaft and extending generally radially from therefrom; a secondary arm pivotally attached to the outer end of the radial crank arm, and at the opposite end of the said secondary arm, rotatably attached thereto, a piston driven connecting rod causes rotation of the radial crank arm, wherein said connecting rod angularly oscillates across a transverse axis of said shaft.

Preferably a guide means is used to guide the movement of the connecting rod.

According to a third aspect of the present invention there is disclosed herein: a power transmission apparatus including a base : a driven shaft rotatably supported by the base, an internal gear surrounding the shaft and fixed to the base, an arm fixed to the shaft and extending generally radially there from, a planetary gear rotatably attached to the arm and meshingly engaged with the internal gear so that rotation of said planetary gear causes rotation of said shaft and to the planetary gear, so that a piston driving said connecting rod causes rotation of the said planetary gear and the driven shaft.

According to another aspect there is disclosed a power transmission apparatus including a base: a driven shaft rotatably supported by the base; an arm attached to the shaft and extending generally radially therefrom; a secondary arm pivotally attached to the outer end of the radial crank arm; and at the opposite end of the secondary arm, rotatably attached, is a further arm which has a pedal attached at the outer end wherein the sprockets restrict the pedals to a chosen path and when force is applied to the pedals, it causes rotation of the radial crank arm.

BRIEF DESCRIPTION OF THE DRAWINGS Preferred forms of the present invention will now be described by way of example with reference to the accompanying drawings wherein; Figure 1 is a schematic end elevation of a power transmission apparatus of an internal combustion engine at a first embodiment.

Figure 2 is a schematic end elevation of a power transmission apparatus of an internal combustion engine of a further embodiment.

Figure 3 is a schematic end elevation of a power transmission apparatus, another embodiment for combustion engine.

Figure 4 is a schematic end elevation of a power transmission apparatus of a bicycle (showing one pedal).

BEST MODE OF CARRYING OUT THE INVENTION Figure 1 In Figure 1 of the accompanying drawing, there is schematically depicted a crank assembly 10 for an internal combustion engine. The crank assembly 10 includes a main driven shaft 11 supported by rotation by means of bearings 12 on a base 13.

Extending from the shaft 11 is a radial crank arm 14 terminating, at its radial extremity with a bearing 15. Bearing 15 supports a planetary gear 16 meshingly engaged to an internal gear 17.

Attached to the planetary gear 16 is an extension arm 18, of at least two dimensions, which has a pivotally attached conrod 19 at the outer end. At opposite ends of the conrod 19, there is a piston (not shown) pivotally attached. A driving force applied to the piston causes the outer end of the extension arm 18 to move along a path shown by arrows 20; causing the radial crank arm 14 to rotate in the direction of arrow 21. The planetary gear 16 is caused to rotate in the direction of arrow 22.

The planetary gear is three quarters of the internal gear dimension; thus causing one and a half revolution of the driven shaft (540 degrees) for each stroke completed.

In fig. 1 as shown, the proportional length of the extension arm 18 is crucial in order to obtain such an unexpected path seen by the arrow 20, therefore, obtaining during the stoke a much reduced piston displacement from top dead centre to the 45 degree angle and from 135 degree angle to the bottom dead centre. The bulk of the piston's displacement occurs between 45degree and 135 degree angles.

Another option would be to implement a much shorter extension arm 24. With this arrangement, during the stroke, the piston remains stationery from 135 degree to 225 degree angles. Practically the totality of the stroke occurs between 45 degree and 135 degree. The outer end of the extension arm 24 will move along arrows 25 which is ample time for the proper combustion of a slow burning fuel.

Figure 2

In Figure 2 of the accompanying drawing, there is schematically depicted a crank assembly 30 for an internal combustion engine. The crank assembly 30 includes two main driven shafts 31 supported for rotation by means of bearings 32 on a base 33.

Extending from the shafts 31 are radial crank arms 34 terminating, at their radial extremity with bearings 35. The bearings 35 have support arms 36, rotatably engaged with the arms 34. Two connecting rods 38 are rotatably attached to the arms 36 by bearings 37. The two connccting rods 38 are pivotally attached to one piston (not shown).

A driving force to the piston causes connecting pins 39 supporting the bearings 37 to slide along a horizontal path in opposite direction 40 controlled by a guide 41.

The radial crank arms 34 will rotate in the direction of arrows 42.

By implementing proportional dimension of the various parts of the mechanism (Figure 2) the downstroke is completed when the crank 14 has reached the 80 degree angle; or at other angles, if preferred.

In Figure 2 the two driven shafts rotate in opposite direction to one another.

Another version for a straight horizontal guideline, the motion of B can be achieved by the alternative mechanism as seen in Figures 2 No. 2A and No. 2B.

Consequently, with these concepts it is possible to achieve a four-stroke with a two-stroke operation; combustion at every 360 degree crankshaft rotation. This is achieved with near perfect balance, plus the power output can be doubled.

Potential of the Engine Concept Two stroke firing with four stroke compression basically.

2000ce engine performing at least like a 4000cc conventional engine.

If the engines are of similar displacement, 4000cc and 4000cc, this arrangement will only need to rotate at half the speed to achieve similar performance, ie 1500 rpm versus 3000 rpm for the conventional engine.

With engines rewing at the same rpm and of similar capacity 3000cc and 3000cc, in this arrangement, firing is occurring every 360 degree revolution so fuel

consumption is doubled. Consequently, the torque output is at the very least doubled, while the power is more than doubled.

Therefore, it is possible to travel quicker.

Ideal for competitions including Formula One racing, since the aim is to maximise the firing sequences to obtain greater power for speed.

Further, especially in the early stages of the power stroke, the piston's displacement is very fast in this arrangement. For example, in the initial 45 degree crankshaft's rotation of the power stroke, the piston's displacement is 40 to 50mm.

Conventional is only 13mm. A clear indication of the huge mechanical efficiency of this arrangement. Consequently, the embodiment exploits the combustion energy where or when it is most efficient. Therefore, the torque generated is greatly enhanced.

In addition to this, this engine can have half the number of pistons of a conventional one without compromising performance.

Figure 3 In Figure 3 of the accompanying drawing, there is schematically depicted a crank assembly 50 for an internal combustion engine. The crank assembly 50 includes a main driven shaft 51 supported for rotation by means of bearings 52 on a base 53.

Extending from the shaft 51 is a radial crank arm 54 terminating, at its radial extremity with a bearing 55. The bearing 55 supports a planetary gear 56, meshingly engaged to an internal gear 57 which is fixed to the base 53.

Pivotally attached to the planetary gear 56, is a conrod 58 shown at the T. D. C. position and having a piston 64 pivotally attached at the outer end.

A driving force applied to the piston causes the planetary gear 56 to rotate in the direction of arrow 59 and the radial crank arm 54 to rotate in the direction of arrow 60.

The inner end of the conrod 58 at T. D. C. position 61 is caused to move along the path arrows 62 while completing the power stroke and the exhaust stroke in reaching 63. In the remaining intake and compression strokes, the piston's displacement is much greater.

In Fig. 3 No. 2 the driven shaft has a C. V. joint. Whereas, while not rotating, the internal gear is synchronised to slide vertically in this case in order to increase the length of the power stroke. A constant displacement of the piston for the duration of the power stroke is achieved while not having to increase the dimension of the engine.

Basically, in a one piston engine with four strokes, the embodiment has compression and firing once for each completed cycle while the driven shaft rotates three revolutions (1080 degrees), since the planetary gear is three quarters the dimension of the internal gear.

The power and exhaust strokes are therefore much reduced in length for convenience.

Alternatively, by adding a reduction gear and four pistons positioned at 90 degree angle (not shown) from one another, an engine can perform six or eight firings while the conventional engine of similar displacement has completed one revolution (360 degree) of the driven shaft, ie similar to a firing frequency of a conventional engine having twelve or sixteen pistons.

Furthermore, since the length of the power stroke is reduced, the compression in the firing chamber remains high to the end of the stroke when it is released for additional exploitation.

Potential of the Engine Concept The power and exhaust strokes are much reduced in length for convenience.

A one piston engine with four strokes compression and firing once for each completed cycle while the crankshaft rotates three revolutions (1080 degrees).

Alternatively, by adding a reduction gear and four pistons positioned at 90 degree angle from one another an engine can perform six or eight firings while the conventional engine of similar displacement has completed one revolution (360 degrees) of the driven shaft. A firing frequency similar to a conventional engine having twelve or sixteen pistons.

In addition, since the length of the power stroke is reduced, the compression in the firing chamber remains high to the end of the stroke when it is released for additional exploitation.

Another option would be to compare a conventional engine having displacement similar to this concept's power stroke. Fitted with a reduction, gear of three to one for comparison. While the torque outputs will be similar, the power output will be quadruple in this case, since the power stroke is completed in the initial 45 degrees rotation of the driven shaft.

Alternately, the speed of the engine can be four times slower for similar rpm.

All in all in this concept the mechanical efficiency is maximised in order to best exploit the combustion energy available.

Other variations are possible.

Figure 4 In Figure 4 of the accompanying drawing, there is schematically depicted a crank assembly 20 for pedal powered apparatus. The crank assembly 20 includes a main driven shaft 21 supported for rotation by means of bearings 22 on a base 23.

Extending from the shafts 21 is a radial crank arm 24 terminating, at its radial extremity with a bearing 25. Bearing 25 supports a planetary gear 26, engaged by chain 27 to sprocket 28 attached to base 23. Attached to sprocket 26 there is a pedal arm 29. A driving force connected to the pedal arm 29 causes rotation of the planetary sprocket in the direction of arrow 30. Due to engagement by chain 27 to the sprocket 28 which is fixed to the base 23. The radial arm 24 will rotate in the direction of arrows 31. The pedal arm 29 moves along elliptical path 32.

In fig 4 the gear ratio is two to one. Other gear ratio are possible for faster or slower pedal displacement. Such as: 1. Either sprocket 26 or sprocket 28 can be of shapes other than circular in order to obtain a preferred torque output-configuration and to maximise the efficiency at the top and bottom D. C. in particular.

2. The related dimensions of the two sprockets 26 and 28 can be chosen in order to obtain a preferred pedal's path together with related lengths of the pedal arm 29 and radial crank arm 24.

3. By engaging a sprocket 28 and a sprocket 26 similar in dimensions, the pedal arm 29 will remain in a vertical position while the radial crank arm 24 rotates. Fig 4 No. 2.

4. In addition, the sprocket 28 can have freedom of rotation of movement synchronised to rotate at a convenient slower rate, for a chosen pedal path.

Therefore, the torsional force created to rotate the sprocket 28 can be also exploited.

Alternatively chains and sprockets to operate the pedal's arm, gears, toothed belts with pulleys etc, can be implemented if necessary or preferred.

Mechanism's Crucial Potential By extending the length of the radial crank arm 14 and the pedal arm 29 equally, to obtain a maximum stroke 520mm long, the pedal path is essentially a straight line.

520 + 520 = 1040mm The length of the pedal path therefore is 1040mm overall.

A conventional bicycle mechanism normally has a stoke of 340mm.

340 x 3. 14= 1067. 6 So, 520 340 = 1. 529 A 50% plus greater torque overall.

Alternatively, by reducing the stroke to be similar to a conventional one of 340mm, the torque is also similar, but in this concept the pedal speed required is much slower in comparison.

Consequently, with these mechanisms the rider's effort is greatly minimise.

The foregoing describes only some embodiments of the present invention, and modifications obvious to those skilled in the art can be made thereto without departing from the scope of the present invention.