ATBECHDEDKESFRGBGRITLILUNLSEMCPTIESILTLVFIROMKCYALTRBGCZEEHUPLSK..HRIS..MTNORS..SM..................JBDM Ver 2.0.15 (20th of December) - 2100000/03290670EUROPEAN PATENT SPECIFICATIONB120220608EP17001454.220170829201809062019040520191002220200504enenen20161505620160905GB20220608202223201803072018102022060820222320220202F02B 41/00 20060101AFI20190206BHEP F02B 75/04 20060101ALI20190206BHEP F02B 41/00 20130101 FI20171123BHEP F02B 75/044 20130101 LI20171123BHEP deKOLBEN MIT FLACHER BEWEGLICHER OBERSEITEenPISTON WITH FLAT MOVABLE UPPER SURFACEfrPISTON AVEC SURFACE SUPÉRIEURE MOBILE ET PLATEGB-A- 2 526 336JP-A- 2002 371 912US-A- 2 376 214US-A1- 2012 227 705Otegui van Leeuw, JonNeubiberger Straße 5781737 MünchenDEOtegui Rebollo, Juan Luis101849983JOVL 2017 1ENeubiberger Straße 5781737 MünchenDEvan Leeuw, Christiane101857870JOVL 2017 1ENeubiberger Straße 5781737 MünchenDEALATBEBGCHCYCZDEDKEEESFIFRGBGRHRHUIEISITLILTLULVMCMKMTNLNOPLPTRORSSESISKSMTR

The present invention relates to the use of a flat member (1.4, 2.4) which connects to a flexible member (1.3, 2.3) which attaches both said flat member (1.4, 2.4) and the top surface (1.10, 2.10) of the surface of the piston head (1.12, 2.12) which is positioned lower than the edge surfaces (1.1, 2.1) of said piston head (1.12, 2.12), such that said flat member (1.4, 2.4) is mounted on the lower surface (1.10, 2.10) of the piston head (1.12, 2.12). The aim of this design is to eliminate the exhaust fumes remaining inside the clearance volume by eliminating said clearance volume when the piston head (1.12, 2.12) reaches the top dead centre in the exhaust stroke, while keeping the clearance volume cleared when the piston head (1.12, 2.12) reaches top dead centre at the compression stroke.

Document US 2012/227705 discloses a combustion pressure control system comprising a piston, wherein an interposing member is arranged between a fluid sealing member and the combustion chamber. The interposing member is formed in a disk shape. The interposing member is arranged at the recessed part of the piston body. The interposing member is formed so as not to fly out from the piston body due to contact with the protruding part. The interposing is formed by a hard material which will not deform even during the time period when the fluid sealing member is extending or contracting. By arranging the interposing member on the surface of the fluid sealing member, the top surface part of the fluid sealing member can be kept from deforming while causing the fluid sealing member to extend and contract.

The present invention concerns an internal combustion engine which comprises a piston having a flat member (1.4, 2.4) in which the top and bottom surfaces of said flat member (1.4, 2.4) are positioned in parallel to the upper surfaces of the piston head (1.1, 2.1, 1.10, 2.10), such that the lower surface said flat member (1.4, 2.4) attaches either to a lowered mid surface (1.10, 2.10) of said piston head (1.12, 2.12), or to the upper edge surface (1.1, 2.1) of a fully flat piston head of the same diameter as said flat member (1.4, 2.4), by means of a flexible member (1.3, 2.3) which is fully sealed along the sides, wherein said flat member (1.4, 2.4) is also connected to said piston head (1.12, 2.12) via retaining members (1.7, 2.7) with a set of arrow shaped metallic members (1.6, 2.6) which stop the flat member (1.4, 2.4) from moving higher than required, such that said flexible member (1.3, 2.3) seals the volume over said flat member (1.4, 2.4) from the volume under said flat member (1.4, 2.4), and can be compressed downwards by fluid pressures situated over said flat member (1.4, 2.4) by comprising a spring like cross-sectional geometric profile.

This designs therefore removes more than 90 % of the clearance volume when it is required at top dead centre at the end of the exhaust stroke, while leaving the clearance volume clear at the compression and ignition strokes in order for the compressed gases to be housed inside the cylinder as required, hence maximising the combustion efficiency of the internal combustion engine. Said design can be applied to both two-stroke and four-stroke internal combustion engine designs.

The system fully functions automatically without the need of any further components, apart from a set of arrow shaped metallic members (1.6, 2.6) which stop the flat member (1.4, 2.4) from moving higher than required due to inertial forces when reaching the top dead centre at the exhaust stroke. Two flat teethed members (1.5, 2.5) stop the arrow shaped members (1.6, 2.6) from moving away due to inertia. These teethed members (1.5, 2.5) are sustained by solid members (1.7, 2.7) which connect to the lower surface (1.10, 2.10) of the piston head (1.12, 2.12).

When the piston head reaches top dead centre at the compression stroke, the inertial forces move the flat member (1.4) to the highest position possible, at which the top surface of the member (1.4) is aligned with the lateral upper surfaces (1.1) of the piston head, which come nearly in contact with the cylinder head. The teethed members (1.5) stop the flat member (1.4) from moving higher than required by the means of its arrow shaped members (1.6), which are connected to the flat member (1.4) and are stopped by said teethed members (1.5). When the piston head reaches top dead centre at the compression stroke, the pressure of the fluid inside the cylinder moves the flat member (2.4) as downwards as possible, which reaches a lower position which is just optimised for the compressed fluid to be compressed at the required compression ratio. The top surfaces (2.5) teethed members (2.7) stop said flat member (2.4) from being moved further downwards by the pressure of the fluid, as well as the material of the flexible material (2.3) which connect said flat member (2.4) to said upper surface (2.10) of the lower part of the piston head (2.12).

The fluid positioned at the top of the flat member (1.4, 2.4) is fully isolated from the fluids positioned below the piston head (1.12, 2.12), such as oil. The fluid positioned under said flat member (2.4) is vented downwards via a set of hollow cavities (1.11, 2.11) when said flat member (1.4,2.4) is moved downwards by the pressure of the compression and igniting fluid situated inside the cylinder. When the flat member (1.4) moves upwards due to the inertial forces of said flat member (1.4) and the elastic force of the flexible material (1.3) which connects it (1.4) to the piston head (1.10), the fluid can reach the chamber which is positioned between said flat ember (1.4) and the top surface (1.10) of the lower part of the piston head (1.12) by the means of the same hollow cavities (1.1.1) comprised into the piston head (1.12) material. Said cavities (1.11) connect the upper (1.10) and lower surfaces of the middle section of the piston head (1.12) together.

Said flexible member (1.3, 2.3) which connects said flat member (1.4, 2.4) to the upper position head surface (1.10) fully seals the upper volume positioned on top of the piston head, from the chamber positioned under said flat member (1.4,2.4). This is because said flexible member (1.3, 2.3) is made of a metallic flexible material such as aluminium alloy, which can resist to high temperatures without changing its shape, as well as offer high strengths to stresses. This member (1.3, 2.3) comprises a spring-like cross-sectional geometry, but which is fully closed, and hence sealed along the sides of said member (1.3, 2.3).

During the manufacturing process, the flat member (1.4, 2.4) is attached to the flexible member (1.3, 2.3) by welding, adhesive bonding, or both. Then, said two-member part is attached to the lower piston head surface (1.10, 2.10) by adhesive bonding and/or welding the lateral edge (1.9, 2.9) of the flexible member (1.3, 2.3) to the upper surface (1.10, 2.10) of the lower member of the piston head (1.12). The welding should preferably be a laser welding process, as dimensional detail is required for this welding operation.

The flexible member (1.3,2.3) is attached to the flat member (1.4, 2.4) by laying adhesive on an inner edge surface (1.8, 2.8) comprised on the flexible member and on the bottom edge of the flat member (1.4, 2.4). A welding process can be applied in place of the adhesive bonding process concerned, or in addition to the adhesive bonding operation concerned.

The resulting design removes the clearance volume automatically when required, and leaves it automatically when required. The inertial forces of the flat member (1.4, 2.4) and the inertial forces of the flexible member (1.3,2.3) when reaching top dead centre at the end of the compression stroke will by far by overpowered by the high stresses offered by the compressing fluid inside the cylinder, hence moving the flat member (1.4, 2.4) downwards as required. The unstressed position of the flexible member is when said flat member (1.4, 2.4) is positioned at its highest position possible (1.4), meeting the highest of the lateral edge surfaces (1.1, 2.1) of the piston head (1.12, 2.12).

The arrow shaped members (1.6, 2.6) can be connected to the flat member (1.4, 2.4) either by adhesive bonding, welding, or both. The retaining members (1.7, 2.70 which are attached to the upper surface of the piston head (1.10, 2.10) can be either welded, adhesive bonded, or both. Said members (1.7, 2.7) can also be part of the piston head as a one piece cast or forged member.

The piston head (1.12, 2.12) can also comprise an upper surface (1.1, 2.1, 1.10, 2.10) which is fully flat, hence comprising the middle section (1.10, 2.10) being positioned at exactly the same height as the lateral edge surfaces (1.1, 2.1), hence being equally as high in relation to each (1.1, 2.1, 1.10, 2.10) other. In that case, the diameter of the flat member (1.4, 2.4) is equal to the diameter of the piston head (1.12, 2.12). This design will ensure that said flat member (1.4, 2.4) will remove as much of the clearance volume as possible when the piston head will reach top dead centre at the end of the exhaust stroke, hence maximising the removal of the exhaust gases, and hence maximising the combustion efficiency of the engine.

In the case of this design, the flexible member (1.3, 2.3) will attach to the outer upper edge surface (1.1, 2.1) of the piston head in order to occupy as much of the clearance volume as possible during the exhaust stroke. Said design will hence remove more than 90 % of the clearance volume at top dead centre at the end of the exhaust stroke. The flexible arrow shaped members (1.6, 2.6) and the teethed retaining members (1.7, 2.7) will stay positioned on the same place for the design concerned, as said teethed member (1.7, 2.7) will just need to stay attached to the top surface (1.10, 2.10) of the middle section of the piston head (1.12, 2.12), but which will just be at the same height level (1.10, 2.10) as the outer edge top surfaces (1.1, 2.1) of the piston head (1.12, 2.12).

In the case of all piston head designs, the arrow shaped members (1.6, 2.6) which are attached to the flat member (1.4, 2.4) will be flexible enough to be pushed inside into the teeth (1.5, 2.5) of the teethed members (1.7, 2.7) during the assembly process of the piston head (1.12, 2.12). Said flexible arrow shaped members (1.6, 2.6) will both be deflected inwards when said flat member (1.4, 2.4) is being pushed onto the piston head mid surface (1.10, 2.10) due to the arrow shaped geometries of said members (1.6, 2.6).

In the case of all piston head designs, the flat member (1.4, 2.4) will be positioned over exactly the same planar orientation as the top surfaces (1.1, 2.1, 1.10, 2.10) of the piston head geometry (1.12, 2.12). The length of said flexible arrow shaped members (1.6, 2.6) does not vary during the compression or exhaust strokes, and hence does not vary whether said flat member (1.4, 2.4) is pushed downwards by the pressure of the top positioned fluids on top of the piston head (1.12, 2.12), or left pushed upwards by the elastic forces of the flexible member (1.3, 2.3) and the inertial forces of said flat member (1.4, 2.4).

In the case of the piston head designs (1.12, 2.12) in which the outer edge top surfaces (1.1, 2.12) are positioned higher than the middle section top surfaces (1.10,2.10), the flat member (1.4, 2.4) is attached to the lower top surface (1.10, 2.10) of the piston head (1.12, 2.12). Therefore, the diameter of the flat member (1.4, 2.4) should always be slightly lower than the dimeter of the lower top surface (1.10, 2.10) of the piston head (1.12, 2.12). With a slightly lower diameter than that of the middle surface (1.10, 2.10) on which it (1.4, 2.4) connects to, the flat member (1.4, 2.4) will move freely up and down freely as required, hence maximising the engine combustion efficiency, and hence maximising the overall efficiency of the engine.

In the case of all internal combustion engine designs, the teethed members (1.7, 2.7) stop the flat member (1.4, 2.4) from being driven higher than required by the means of its internal teethed geometries (1.5, 2.5), thus stopping said flat member (1.4, 2.4) from entering into contact with the intake or exhaust valves positioned along the cylinder head, as well as the cylinder head itself.

The flat member (1.4, 2.4) is always positioned such that its (1.4, 2.4) top and bottom surfaces are positioned exactly parallel to the top surfaces (1.1, 2.1, 1.10, 2.10) of the piston head design (1.12, 2.12), hence maximising geometrical equality along the upper surfaces (1.1, 2.1, 1.4, 2.4) of the entire piston head design (1.12, 2.12).

Said piston head can also comprise wider positioning members (3.5) for the flat member (1.4, 2.4) in order to distribute the load more evenly when said flat member (1.4, 2.4) enters into contact with said piston positioning member (3.5). Rubber or foam layers can be adhesive bonded to the surfaces (3.1, 3.2, 3.3, 3.7) of contact, such that the flat member (1.4, 2.4) will be decelerated at a much slower declaration rate, hence maximising the life of said flat member (1.4, 2.4). This operation should be performed before sticking and adhesive bonding said flat member (1.4, 2.4) over the top surface of the piston head (1.12, 2.12). This design will also minimise material fatigue of said flat member (1.4, 2.4). Said sustaining member (3.5) also maximises the life of said flat member (1.4, 2.4) by distributing the contacting load between said flat member (1.4, 2.4) and said positioning members (3.5) as evenly as possible along the piston head.

Air evacuation conduits (3.8) provide and air transfer path form the central chamber to the lower piston head area in case that said chamber is comprised with said positioning members (3.5) being geometrised in a full round 360 degree circumference profile. So, said air will find an escape route, and the force required to push said flat member (1.4, 2.4) downwards will be minimised, hence minimising the energy required, and maximising the system efficiency.

More contacting members (3.6) can also be comprised, e.g. along the edges of said system. This distributes the load more evenly. This design will hence minimise the stresses comprised on said contacting members (3.4, 3.6).

The bottom flat members (1.9, 2.9) of the flexible members, can be pressed into position over the piston head by a press, for the adhesive bonding to take place. Simultaneously, a laser welding process can be driven all around the piston head to make sure that said flat member (1.4, 2.4) is being inserted into its exact and required position. Alternatively, said laser welding process can be performed on a later manufacturing step.

Said flat member (1.4, 2.4) can also be riveted to said piston head (4.1), such that no laser welding process would be required. So, said piston head (4.1) can comprise a plurality of fasteners (4.2), preferably rivets (4.2), bolts (4.2) or nuts (4.2), which project perpendicularly to the direction of motion of said piston head (4.1), and so through the side of said piston head (4.1) upper surface. Simultaneously, said fasteners (4.2) project through the sides of the attaching member (4.3) of said flat movable member (1.4, 2.4), to the inner side of said attaching member (4.3). So, said attaching member (4.3) remains positioned over said inner flat surface (4.4) of said piston head member (4.1), hence minimising design difficulties. So, said attaching member (4.3) is always comprised over said flat surfaced member (4.4), and hence under said flat movable member (1.4, 2.4).

Said lower flat attaching members (4.3) of said flat movable member (1.4, 2.4), is attached to the main body of the piston head (4.1) by a plurality of rivets (4.2), nuts (4.2) or bolts (4.2), such that said fasteners (4.2) attach perpendicularly to the direction of the forces of the injection engine pressures, hence projecting perpendicularly to the direction of motion of said piston head (4.1). Said fasteners (4.2) should preferably project horizontally sidewise from the outer side of said piston head (4.1) to the inner side of said flat attaching members (4.3). A plurality of fasteners should always be used, as said fasteners (4.2) should maintain the movable member (1.4, 2.4) at the required position constantly, and hence, a plurality of fasteners (4.2) are required for the system structural stability. Said fasteners can be made of steel, titanium or aluminium, or any other metallic alloy.

Said fasteners (4.2) should be comprised in sets of at least two or four, and preferably in sets of at least six or eight, with said fasteners (4.2) being comprised one projecting in front of another (4.2). So, said fastener (4.2) would each project in front of another fastener (4.2) which is comprised projecting through the other side of said lateral piston head material area (4.1). This design would minimise stresses, and maximise stability of said movable member (1.4, 2.4), not only by distributing stresses unevenly, but also by guaranteeing the stability of said movable member (1.4, 2.4) by guaranteeing a stiff sustaining position at each fastener simultaneously. Said fasteners (4.2) should be pressed through the sides of said side surface of said piston head (4.1), hence being pushed perpendicularly to said lateral surface (4.1), hence guaranteeing functional stability, and simultaneous attaching to the sustaining member (4.3) of the movable flat member (1.4, 2.4).

Each of said fasteners would project simultaneously through said side area of said piston head (4.1) and said sustaining member (4.3) of said movable flat member (1.4, 2.4), hence maximising stability and maximising an even stress distribution model. Said fasteners (4.2) would be positioned through cavities comprised inside said side areas (4.1) of said piston head (4.1) and simultaneously through cavities comprised through said sustaining member (4.3). Each fastener (4.2) would be pushed into position from the outer side surface of the piston head (4.1). Hammering presses or electric hammers might be used to accomplish said job, as said cavities would comprise a certain degree of friction, in order to keep said fasteners (4.2) tight and stiff after being pushed into position.

Said cavities should be comprised in front of each other simultaneously through both piston head side area (4.1) and sustaining member (4.3) of said movable flat member (1.4, 2.4). Said cavities can be of rectangular or circular cross-section, but should preferably be of circular cross-section, as this design would distribute stresses as evenly as possible with maximum structural stability.

The material of the flat member should be a resistant material which offers very high strengths and withstands high temperatures, preferably steel, titanium or aluminium, and should preferably be stainless steels or titanium alloys. The flexible member should be made of a strong and highly resistant material which should withstand high temperatures but should also be much more flexible. Materials of the flexible member would be aluminium alloys or titanium alloys, preferably aluminium or titanium alloys.

The flat member (1.4, 2.4) can be compression forged, cast, or laser cut from a sheet of material and then further treated for finishing operations. The flexible member (1.3, 2.3) can be cold formed and the welded such that it is fully sealed at the sides. Alternatively, said flexible member (1.3, 2.3) can be produced with the injection moulding or casting process. High pressure forging is also an option for the production of said flexible member (1.3, 2.3).

The applications for this system comprise all types of four stroke and two-stroke internal combustion engines. However, four stroke engines would see a simpler and more essential application for this system.

Applications for this system include road vehicles, motorcycles, scooters, racing vehicles, racing cars, cars, trucks, lorries, tractors, excavators, marine vehicles, ships, boats, submarines, yachts, industrial systems, power systems, power generation systems, aircraft, light aircraft, helicopters, light helicopters, model aircraft, model helicopters, gas compressors, air compressors, compressors, railway vehicles, locomotives, maintenance railway vehicles, diesel multiple units, agricultural machinery, construction machinery, gardening equipment, gardening machines, powered saws, two stroke engines, four stroke engines, motorcycle engines, car engines, bus engines, truck engines, submarine engines, marine engines, generator engines, compressor internal combustion engines, aircraft piston engines, helicopter piston engines, reciprocating machines, and reciprocating combustion engines.

The invention is set out in the appended set of claims.

 An internal combustion engine which comprises a piston having a flat member (1.4, 2.4) in which the top and bottom surfaces of said flat member (1.4, 2.4) are positioned in parallel to the upper surfaces of the piston head (1.1, 2.1, 1.10, 2.10), such that the lower surface said flat member (1.4, 2.4) attaches either to a lowered mid surface (1.10, 2.10) of said piston head (1.12, 2.12), or to the upper edge surface (1.1, 2.1) of a fully flat piston head of the same diameter as said flat member (1.4, 2.4), by means of a flexible member (1.3, 2.3) which is fully sealed along the sides, wherein said flat member (1.4, 2.4) is also connected to said piston head (1.12, 2.12) via retaining members (1.7, 2.7) with a set of arrow shaped metallic members (1.6, 2.6) which stop the flat member (1.4, 2.4) from moving higher than required, such that said flexible member (1.3, 2.3) seals the volume over said flat member (1.4, 2.4) from the volume under said flat member (1.4, 2.4), and can be compressed downwards by fluid pressures situated over said flat member (1.4, 2.4) by comprising a spring like cross-sectional geometric profile. An internal combustion engine according to claim 1 in which said flexible member (1.3, 2.3) is in its unstressed position when said flat member (1.4, 2.4) is positioned as high as possible, such that the top surface of said flat member (1.4, 2.4) is exactly aligned in height with the top edge surfaces (1.1, 2.1) of the piston head (1.12, 2.12). An internal combustion engine according to claims 1 to 2 in which said flat member (1.4, 2.4) is positioned such that its top surface (1.4, 2.4) cannot move higher than that of the upper edge surface (1.1, 2.1) of the piston head (1.12, 2.12). An internal combustion engine according to claims 1 to 3 in which a set of teethed members (1.7, 2.7) are attached to the mid surface (1.10, 2.10) of the piston head (1.12, 2.12), such that said teethed surfaces of said retaining members (1.7, 2.7) stop the excessively high movement of a said set of arrow shaped members (1.6, 2.6) which are restrained by teethed geometric profiles (1.5, 2.5) which are part of said teethed members (1.7, 2.7), such that said arrow shaped members (1.6, 2.6) are attached to the lower surface of the flat member (1.4, 2.4), therefore impeding the top surface (1.4, 2.4) of said flat member (1.4, 2.4) from moving higher than the edge surface (1.1, 2.1) heights of the piston head (1.12, 2.12). An internal combustion engine according to claims 1 to 4 in which said flat member (1.4, 2.4) comprises a slightly lower diameter than the diameter of the flat surface (1.10, 2.10) onto which it (1.4, 2.4) is attached to from beneath it (1.4, 2.4). An internal combustion engine according to claims 1 to 5 in which said flexible member (1.3, 2.3) comprises an inward horizontal surfaced member (1.8, 2.8) along its upper surface, while simultaneously comprising an outward horizontal surfaced member (1.9, 2.9) along its lower surface, such that said flexible member (1.3, 2.3) is designed to be attached to both the flat member bottom surface (1.4, 2.4) on top of it (1.3, 2.3), and to the middle top surface (1.10, 2.10) of the piston head (1.12, 2.12) beneath it (1.3, 2.3), hence forming a well attached set of components (1.4, 1.3, 1.10, 2.4, 2.3, 2.10) which seals the top volume over the flat member (1.4, 2.4) from that which is between said flat member (1.4, 2.4) and the mid upper surface (1.10, 2.10) of said piston head (1.12, 2.12). An internal combustion engine according to claims 1 to 6 in which a set of at least two hollow cavities (1.11, 2.11) is comprised through the member (1.12, 2.12) which separates the top middle surface (1.10, 2.10) of said piston head (1.12, 2.12) form the volume situated below said piston head (1.12, 2.12), hence offering a venting path for air or oil to be vented in or out of the chamber situated between said flat member (1.4, 2.4) and said upper mid surface (1.10, 2.10) of the piston head (1.12, 2.12), such that said cavities (1.11, 2.11) should preferably be comprised around the centre but not at said centre of the piston head middle surface (1.10, 2.10). An internal combustion engine according to claims 1, 4 or 7 in which said flat member (1.4, 2.4) comprises the same outer diameter as the outer diameter of the entire upper surface (1.1, 2.1, 1.10, 2.10) of the piston head (1.12, 2.12), such that said piston head comprises a flat surface in which the middle surface (1.10, 2.10) is as high as the outer edge surfaces (1.1, 2.1) of the piston head (1.12, 2.12), such that said flexible member (1.3, 2.3) will attach said flat member (1.4, 2.4) to the outer edge surfaces (1.1, 2.1) of the piston head (1.12, 2.12). An internal combustion engine according to claims 1, 4, 7 or 8 in which said flat member (1.4, 2.4) comprises the same outer diameter as the outer diameter of the piston head-(1.12, 2.12) upper surfaces (1.1, 2.1) such that said flat member is positioned over the upper surface (1.1, 2.1, 1.10, 2.10) of the piston head (1.12, 2.12). An internal combustion engine according to claims 1 to 9 which comprises adhesive bonded layers of coatings or flexible material coatings such as foam or rubber being comprised over the surfaces (3.1, 3.2, 3.3, 3.7) of the members (3.5, 3.6) which can enter into contact with each other when said upper movable plate member (1.4, 2.4) is moved up and down passively by the pressure over the piston head (1.12, 2.12), such that said system can also comprise an air evacuation conduit (3.8) which connects the bottom chamber under said piston head (1.12, 2.12) to the chamber(s) of the connecting members (3.4, 3.5, 3.6) if said piston head sustaining member (3.5) is geometrised into a closed loop profiled geometry. An internal combustion engine according to claims 1 to 10, in which said lower flat attaching members (4.3) of said flat movable member (1.4, 2.4), is attached to the main body of the piston head (4.1) by a plurality of rivets (4.2), nuts (4.2) or bolts (4.2), such that said fasteners (4.2) attach perpendicularly to the direction of the forces of the injection engine pressures, hence projecting perpendicularly to the direction of motion of said piston head (4.1), hence preferably horizontally sidewise from the outer side of said piston head (4.1) to the inner side of said flat attaching members (4.3). An internal combustion engine according to claims 1 to 11 in which the members comprised are to be manufactured by injection moulding, casting, die casting, high pressure die casting, laser cutting, high pressure forging processes or high pressure moulding processes, such that said flat member (1.4, 2.4) is to be attached to said flexible member (1.3) by adhesive bonding on the upper inner surface (1.8, 2.8) of the flexible member (1.3, 2.3) and the outer bottom surface of the flat member (1.4, 2.4), while the lower outer bottom surface (1.9, 2.9) of the flexible member (1.3, 2.3) is to be adhesive bonded to the upper surface (1.1, 2.1, 1.10, 2.10) of the piston head. An internal combustion engine according to claims 1 to 11, in which the flat member (1.4, 2.4) is welded to the flexible member (1.3, 2.3) by welding said inner upper member (1.8, 2.8) to said flat member (1.4, 2.4), followed by the welding of the outer bottom surface (1.9, 2.9) of the flexible member (1.3, 2.3) to the upper surface (1.1, 2.1, 1.10, 2.10) of the piston head (1.12, 2.12), preferably by welding said outer member (1.9, 2.9) of the flexible member (1.3, 2.3) to the lower part of the inner wall (1.2, 2.2) of the piston head (1.12, 2.12) upper volume. An internal combustion engine according to claims 1 to 13 in which the materials of which the parts concerned in this invention are made, are comprised of highly stress resistant materials such as aluminium alloys, titanium alloys, and/or steels, as well as high temperature resistant materials such as titanium alloys, aluminium alloys, and/or steels, such that said materials should preferably be stainless steels, aluminium alloys and/or titanium alloys. An internal combustion engine according to claims 1 to 14 suitable for applications including road vehicles, motorcycles, scooters, racing vehicles, racing cars, cars, trucks, lorries, tractors, excavators, marine vehicles, ships, boats, submarines, yachts, industrial systems, power systems, power generation systems, aircraft, light aircraft, helicopters, light helicopters, model aircraft, model helicopters, gas compressors, air compressors, compressors, railway vehicles, locomotives, maintenance railway vehicles, diesel multiple units, agricultural machinery, construction machinery, gardening equipment, gardening machines, powered saws, two stroke engines, four stroke engines, motorcycle engines, car engines, bus engines, truck engines, submarine engines, marine engines, generator engines, compressor internal combustion engines, aircraft piston engines, helicopter piston engines, locomotive engines, racing engines, racing marine engines, reciprocating machines, and reciprocating combustion engines. Verbrennungsmotor, der einen Kolben mit einem flachen Element (1.4, 2.4) umfasst, wobei die oberen und unteren Oberflächen des flachen Elements (1.4, 2.4) parallel zu den oberen Oberflächen des Kolbenkopfes (1.1, 1.1) positioniert sind, 2.1, 1.10, 2.10), so dass die untere Fläche des flachen Elements (1.4, 2.4) entweder an einer abgesenkten Mittelfläche (1.10, 2.10) des Kolbenkopfes (1.12, 2.12) oder an der oberen Randfläche (1.1 , 2.1) eines vollständig flachen Kolbenkopfes mit dem gleichen Durchmesser wie das flache Element (1.4, 2.4) mittels eines flexiblen Elements (1.3, 2.3), das entlang der Seiten vollständig abgedichtet ist, wobei das flache Element (1.4, 2.4 ) auch mit dem Kolbenkopf (1.12, 2.12) über Halteelemente (1.7, 2.7) mit einem Satz pfeilförmiger Metallelemente (1.6, 2.6) verbunden ist, die verhindern, dass sich das flache Element (1.4, 2.4) höher als erforderlich bewegt, so dass das flexible Element (1.3, 2.3) das Volumen über dem flachen Element (1.4, 2.4) von dem Volumen unter dem flachen Element (1.4, 2.4) abdichtet und kann durch den Druck von Fluiden nach unten verdichten werden, die sich über dem flachen Element (1.4, 2.4) befinden, indem ein federartiges geometrisches Querschnittsprofil umgefasst wird. Verbrennungsmotor nach Patentanspruch 1, wobei das flexible Element (1.3, 2.3) in seiner unbelasteten Position ist, wenn das flache Element (1.4, 2.4) so hoch wie möglich positioniert ist, so dass die obere Oberfläche des flachen Elements (1.4, 2.4) in der Höhe exakt mit den Oberkantenflächen (1.1, 2.1) des Kolbenkopfes (1.12, 2.12) ausgerichtet wird. Verbrennungsmotor nach den Patentansprüchen 1 bis 2, wobei das flache Element (1.4, 2.4) so positioniert ist, dass seine obere Fläche (1.4, 2.4) sich nicht höher als die obere Kantenfläche (1.1, 2.1) den Kolbenkopf (1.12, 2.12) bewegen kann. Verbrennungsmotor nach den Patentansprüchen 1 bis 3, wobei ein Satz gezahnter Elemente (1.7, 2.7) an der mittleren Oberfläche (1.10, 2.10) des Kolbenkopfes (1.12, 2.12) angebracht ist, so dass die gezahnten Oberflächen der Halteelemente (1.7, 2.7) die übermäßig hohe Bewegung von pfeilförmigen Elementen (1.6, 2.6) stoppen, die durch gezahnte geometrische Profile (1.5, 2.5) zurückgehalten werden, die Teil der gezahnten Elemente (1.7, 2.7) sind, so dass die pfeilförmigen Elemente (1.6, 2.6) an der unteren Oberfläche des flachen Elements (1.4, 2.4) befestigt sind, wodurch verhindert wird, dass sich die obere Oberfläche (1.4, 2.4) des flachen Elements (1.4, 2.4) höher als die Randfläche (1.1, 2.1) des Kolbenkopfes (1.12, 2.12) bewegt. Verbrennungsmotor nach den Patentansprüchen 1 bis 4, wobei das flache Element (1.4, 2.4) einen etwas geringeren Durchmesser als der Durchmesser der flachen Oberfläche (1.10, 2.10) umfasst, an der es (1.4, 2.4) von unten befestigt ist (1.4, 2.4). Verbrennungsmotor nach den Patentansprüchen 1 bis 5, wobei das flexible Element (1.3, 2.3) ein Element (1.8, 2.8) mit einer nach innen gerichteten horizontalen Oberfläche entlang seiner oberen Oberfläche umfasst, während es gleichzeitig ein Element (1.9, 2.9) mit einer nach außen gerichteten horizontalen Oberfläche entlang seiner unteren Oberfläche umfasst, so dass das flexible Element (1.3, 2.3) dazu ausgelegt ist, sowohl an der unteren Oberfläche (1.4, 2.4) des flachen Elements darüber (1.3, 2.3) als auch an der mittleren oberen Oberfläche (1.10, 2.10) des darunter liegenden Kolbenkopfes (1.12, 2.12) und bilden somit einen gut verbundenen Satz von Komponenten (1.4, 1.3, 1.10, 2.4, 2.3, 2.10), der das obere Volumen über das Element (1.4, 2.4) von demjenigen, das sich zwischen dem flachen Element (1.4, 2.4) und der mittleren oberen Fläche (1.10, 2.10) des Kolbenkopfes (1.12, 2.12) befindet, abdichtet. Verbrennungsmotor nach den Patentansprüchen 1 bis 6, wobei ein Satz von mindestens zwei Hohlräumen (1.11, 2.11) durch das Element (1.12, 2.12) gebildet ist, das die obere Mittelfläche (1.10, 2.10) des Kolbenkopfs (1.12, 2.12) von dem unterhalb des Kolbenkopfes (1.12, 2.12) befindlichen Volumen trennt und somit einen Entlüftungsweg für Luft oder Öl angebracht wird, die in die oder aus der zwischen dem flachen Element (1.4, 2.4) und der oberen Mittelfläche (1.10, 2.10) des Kolbenkopfes (1.12, 2.12) befindlichen Kammer entlüftet werden soll, so dass die Hohlräume (1.11, 2.11) vorzugsweise um die Mitte, aber nicht in der Mitte der Kolbenkopfmittelfläche (1.10, 2.10 ) angeordnet sein sollten. Verbrennungsmotor nach Patentanspruch 1, 4 oder 7, wobei das flache Element (1.4, 2.4) den gleichen Außendurchmesser wie der Außendurchmesser der gesamten oberen Oberfläche (1.1, 2.1, 1.10, 2.10) des Kolbenkopfes (1.12, 2.12) umfasst, so dass der Kolbenkopf eine ebene Fläche umfasst, wobei die mittlere Fläche (1.10, 2.10) so hoch ist wie die äußeren Randflächen (1.1, 2.1) des Kolbenkopfes (1.12, 2.12), so dass das flexible Element (1.3, 2.3) das flache Element (1.4, 2.4) an den äußeren Randflächen (1.1, 2.1) des Kolbenkopfes (1.12, 2.12) befestigt. Verbrennungsmotor nach Patentanspruch 1, 4, 7 oder 8, wobei das flache Element (1.4, 2.4) den gleichen Außendurchmesser wie der Außendurchmesser des Kolbenkopfes (1.12, 2.12) obere Flächen (1.1, 2.1) umfasst, so dass das flache Element über der oberen Fläche (1.1, 2.1, 1.10, 2.10) des Kolbenkopfes (1.12, 2.12) positioniert ist. Verbrennungsmotor nach den Patentansprüchen 1 bis 9, der über den Oberflächen (3.1, 3.2, 3.3, 3.7) der Elemente (3.5, 3.6) verbundene Schichten von Beschichtungen oder Beschichtungen aus flexiblem Material wie Schaum oder Gummi umfasst, die miteinander in Kontakt treten können, wenn das obere bewegliche Plattenelement (1.4, 2.4) durch den Druck über dem Kolbenkopf (1.12, 2.12) passiv auf und ab bewegt wird, so dass das System auch eine Luftabführleitung (3.8), das die untere Kammer unter dem Kolbenkopf (1.12, 2.12) mit der/den Kammer(n) der Verbindungselemente (3.4, 3.5, 3.6) verbindet, wenn das den Kolbenkopf tragende Element (3.5) in eine geschlossene Schlaufenprofil-Geometrie geometrisiert ist. Verbrennungsmotor nach den Patentansprüchen 1 bis 10, wobei die unteren flachen Befestigungselemente (4.3) des flachen beweglichen Elements (1.4, 2.4) an dem Hauptkörper des Kolbenkopfes (4.1) durch eine Vielzahl aus Nieten (4.2), Muttern (4.2) oder Bolzen (4.2) angebracht sind, so dass die Befestigungsmittel (4.2) senkrecht zur Richtung der Kräfte der Einspritzmotordrücke angesetzt werden und somit senkrecht zur Bewegungsrichtung des Kolbenkopfes stehen (4.1), also vorzugsweise horizontal seitlich von der Außenseite des Kolbenkopfes (4.1) zur Innenseite der flachen Befestigungselemente (4.3). Verbrennungsmotor nach den Patentansprüchen 1 bis 11, wobei die darin enthaltenen Elemente durch Spritzgießen, Gießen, Druckgießen, Hochdruck-Druckgießen, Laserschneiden, Hochdruck-Schmiedeverfahren oder Hochdruck-Formverfahren herstellen werden, so dass das flache Element (1.4, 2.4) an dem flexiblen Element (1.3) durch Kleben an der oberen Innenfläche (1.8, 2.8) des flexiblen Elements (1.3, 2.3) und der äußeren Bodenfläche des flachen Elements zu befestigt wird (1.4, 2.4), während die untere äußere Bodenfläche (1.9, 2.9) des flexiblen Elements (1.3, 2.3) mit der oberen Fläche (1.1, 2.1, 1.10, 2.10) des Kolbenkopfes verklebt wird. Verbrennungsmotor nach den Patentansprüchen 1 bis 11, wobei das flache Element (1.4, 2.4) an das flexible Element (1.3, 2.3) geschweißt ist, indem das innere obere Element (1.8, 2.8) an das flache Element (1.4, 2.4) geschweißt wird, gefolgt vom Schweißen der äußeren Bodenfläche (1.9, 2.9) des flexiblen Elements (1.3, 2.3) an die obere Fläche (1.1, 2.1, 1.10, 2.10) des Kolbenkopfes (1.12, 2.12), vorzugsweise durch Schweißen des äußeren Elements (1.9, 2.9) des flexiblen Elements (1.3, 2.3) an den unteren Teil der Innenwand (1.2, 2.2) des oberen Volumens des Kolbenkopfs (1.12, 2.12). Verbrennungsmotor nach den Patentansprüchen 1 bis 13, wobei die Materialien, aus denen die in dieser Erfindung betroffenen Teile hergestellt sind, sowohl hochbelastbare Materialien wie Aluminiumlegierungen, Titanlegierungen und/oder Stähle als auch hochtemperaturbeständige Materialien wie Titanlegierungen, Aluminiumlegierungen und/oder Stähle umfassen, so dass die Materialien vorzugsweise rostfreie Stähle, Aluminiumlegierungen und/oder Titanlegierungen sein sollen. Verbrennungsmotor nach den Patentansprüchen 1 bis 14, geeignet für Anwendungen umfassend Straßenfahrzeugen, Motorrädern, Motorrollern, Rennfahrzeugen, Rennautos, Autos, Lastwagen, Lastkraftwagen, Traktoren, Baggern, Wasserfahrzeugen, Schiffen, Booten, U-Booten, Jachten, Industrieanlagen, Energieanlagen, Energieerzeugungsanlagen, Flugzeuge, Leichtflugzeuge, Hubschrauber, Leichthubschrauber, Modellflugzeuge, Modellhubschrauber, Gaskompressoren, Luftkompressoren, Kompressoren, Schienenfahrzeuge, Lokomotiven, Wartungsschienenfahrzeuge, Dieseltriebzüge, Landmaschinen, Baumaschinen, Gartengeräte, Gartenmaschinen, Motorsägen, Zweitaktmotoren, Viertaktmotoren, Motorradmotoren, Automotoren, Busmotoren, LKW-Motoren, U-Boot-Motoren, Schiffsmotoren, Generatormotoren, Kompressor-Verbrennungsmotoren, Flugzeug-Kolbenmotoren, Hubschrauberkolbenmotoren, Lokomotivmotoren, Rennmotoren, Schiffsrennmotoren, Kolbenmaschinen und Hubkolben-Verbrennungsmaschinen. Moteur à combustion interne qui comprend un piston ayant un élément plat (1.4, 2.4) dans lequel les surfaces supérieure et inférieure dudit élément plat (1.4, 2.4) sont positionnées parallèlement aux surfaces supérieures de la tête de piston (1.1, 2.1, 1.10, 2.10), de sorte que la surface inférieure dudit élément plat (1.4, 2.4) se fixe soit à une surface médiane abaissée (1.10, 2.10) de ladite tête de piston (1.12, 2.12), soit à la surface de bord supérieure (1.1 , 2.1) d'une tête de piston entièrement plate du même diamètre que ledit élément plat (1.4, 2.4), au moyen d'un élément flexible (1.3, 2.3) qui est entièrement scellé le long des côtés, dans lequel ledit élément plat (1.4, 2.4 ) est également relié à ladite tête de piston (1.12, 2.12) via des éléments de retenue (1.7, 2.7) avec un ensemble d'éléments métalliques en forme de flèche (1.6, 2.6) qui empêchent l'élément plat (1.4, 2.4) de se déplacer plus haut que nécessaire, de sorte que ledit élément flexible (1.3, 2.3) isole le volume au-dessus dudit élément plat (1.4, 2.4) du volume sous ledit élément plat (1.4, 2.4), et peut être compressé vers le bas par des pressions de fluide situées sur ledit élément plat (1.4, 2.4) en comprenant un profil géométrique en coupe transversale de type ressort. Moteur à combustion interne selon la revendication 1, dans lequel ledit élément flexible (1.3, 2.3) est dans sa position non contrainte lorsque ledit élément plat (1.4, 2.4) est positionné aussi haut que possible, de sorte que la surface supérieure dudit élément plat (1.4, 2.4) est exactement aligné en hauteur avec les surfaces de bord supérieures (1.1, 2.1) de la tête de piston (1.12, 2.12). Moteur à combustion interne selon les revendications 1 à 2, dans lequel ledit élément plat (1.4, 2.4) est positionné de sorte que sa surface supérieure (1.4, 2.4) ne puisse pas dépasser celle de la surface de bord supérieure (1.1, 2.1) de la tête de piston (1.12, 2.12). Moteur à combustion interne selon les revendications 1 à 3, dans lequel un ensemble d'éléments dentés (1.7, 2.7) sont fixés à la surface médiane (1.10, 2.10) de la tête de piston (1.12, 2.12), de sorte que lesdites surfaces dentées desdits éiéments de retenue (1.7, 2.7) arrêtent le mouvement excessivement élevé dudit ensemble d'éléments en forme de flèche (1.6, 2.6) qui sont retenus par des profils géométriques dentés (1.5, 2.5) qui font partie desdits éléments dentés (1.7, 2.7 ), de sorte que lesdits éléments en forme de flèche (1.6, 2.6) sont fixés à la surface inférieure de l'élément plat (1.4, 2.4), empêchant ainsi la surface supérieure (1.4, 2.4) dudit élément plat (1.4, 2.4) de se déplacer plus haut que la surface de bord (1.1, 2.1) de la tête de piston (1.12, 2.12). Moteur à combustion interne selon les revendications 1 à 4 dans lequel ledit élément plat (1.4, 2.4) comprend un diamètre légèrement inférieur au diamètre de la surface plate (1.10, 2.10) sur laquelle il (1.4, 2.4) est fixé par en dessous (1.4, 2.4). Moteur à combustion interne selon les revendications 1 à 5, dans lequel ledit élément flexible (1.3, 2.3) comprend un élément à surface horizontale vers l'intérieur (1.8, 2.8) le long de sa surface supérieure, tout en comprenant simultanément un élément à surface horizontale vers l'extérieur (1.9, 2.9 ) le long de sa surface inférieure, de sorte que ledit élément flexible (1.3, 2.3) est conçu pour être fixé à la fois à la surface inférieure de l'élément plat (1.4, 2.4) au-dessus de lui (1.3, 2.3) et à la surface supérieure médiane (1.10, 2.10) de la tête de piston (1.12, 2.12) en dessous (1.3, 2.3), formant ainsi un ensemble de composants bien fixés (1.4, 1.3, 1.10, 2.4, 2.3, 2.10) qui scelle le volume supérieur sur le plat élément plat (1.4, 2.4) de celui qui se trouve entre ledit élément plat (1.4, 2.4) et la surface médiane supérieure (1.10, 2.10) de ladite tête de piston (1.12, 2.12). Moteur à combustion interne selon les revendications 1 à 6 dans lequel un ensemble d'au moins deux cavités (1.11, 2.11) est formé à travers l'élément (1.12, 2.12) qui sépare la surface médiane supérieure (1.10, 2.10) de ladite tête de piston (1.12, 2.12) formant le volume situé sous ladite tête de piston (1.12, 2.12), offrant ainsi un chemin d'aération pour que l'air ou l'huile soit évacué dans ou hors de la chambre située entre ledit élément plat (1.4, 2.4) et ladite surface médiane supérieure (1.10, 2.10) de la tête de piston (1.12, 2.12), de sorte que lesdites cavités (1.11, 2.11) doivent de préférence être formées autour du centre mais pas audit centre de la surface médiane de la tête de piston (1.10, 2.10 ). Moteur à combustion interne selon les revendications 1, 4 ou 7 dans lequel ledit élément plat (1.4, 2.4) comprend le même diamètre extérieur que le diamètre extérieur de toute la surface supérieure (1.1, 2.1, 1.10, 2.10) de la tête du piston (1.12, 2.12), de sorte que ladite tête de piston comprend une surface plate dans laquelle la surface médiane (1.10, 2.10) est aussi haute que les surfaces de bord extérieures (1.1, 2.1) de la tête de piston (1.12, 2.12), de telle sorte en ce que ledit élément flexible (1.3, 2.3) fixera ledit élément plat (1.4, 2.4) aux surfaces de bord extérieures (1.1, 2.1) de la tête de piston (1.12, 2.12). Moteur à combustion interne selon les revendications 1, 4, 7 ou 8 dans lequel ledit élément plat (1.4, 2.4) comprend le même diamètre extérieur que le diamètre extérieur de la tête de piston (1.12, 2.12) des surfaces supérieures (1.1, 2.1) de sorte que ledit élément plat est positionné au-dessus de la surface supérieure (1.1, 2.1, 1.10, 2.10) de la tête de piston (1.12, 2.12). Moteur à combustion interne selon les revendications 1 à 9, qui comprend des couches collées de revêtements ou des revêtements en matériau souple tels que de la mousse ou du caoutchouc étant compris sur les surfaces (3.1, 3.2, 3.3, 3.7) des éléments (3.5, 3.6) qui peuvent entrer en contact l'un avec l'autre lorsque ledit élément plat supérieur mobile (1.4, 2.4) est déplacé de haut en bas passivement par la pression sur la tête de piston (1.12, 2.12), de sorte que ledit système peut également comprendre un conduit d'évacuation d'air (3.8) qui relie la chambre inférieure sous ladite tête de piston (1.12, 2.12) à la ou aux chambres des éléments de liaison (3.4, 3.5, 3.6) si ledit élément de support de tête de piston (3.5) est géométrisé en une géométrie profilée en boucle fermée . Moteur à combustion interne selon les revendications 1 à 10, dans lequel lesdits éléments de fixation plats inférieurs (4.3) dudit élément mobile plat (1.4, 2.4) sont fixés au corps principal de la tête de piston (4.1) par une pluralité de rivets (4.2), d'écrous (4.2) ou de boulons (4.2), de sorte que lesdites fixations (4.2) se fixent perpendiculairement à la direction des forces des pressions d'injection du moteur, par conséquent perpendiculairement à la direction de déplacement de ladite tête de piston (4.1), donc de préférence horizontalement latéralement depuis le côté extérieur de ladite tête de piston (4.1) jusqu'au côté intérieur desdits éléments de fixation plats (4.3). Moteur à combustion interne selon les revendications 1 à 11, dans lequel les éléments y compris doivent être fabriqués par moulage par injection, moulage par coulée, moulage sous pression, moulage sous haute pression, découpe au laser, procédés de forgeage à haute pression ou procédés de moulage à haute pression , de sorte que ledit élément plat (1.4, 2.4) doit être fixé audit élément flexible (1.3) par collage sur la surface interne supérieure (1.8, 2.8) de l'élément flexible (1.3, 2.3) et la surface inférieure externe de l'élément plat (1.4, 2.4), tandis que la surface inférieure extérieure (1.9, 2.9) de l'élément flexible (1.3, 2.3) doit être collée à la surface supérieure (1.1, 2.1, 1.10, 2.10) de la tête de piston. Moteur à combustion interne selon les revendications 1 à 11, dans lequel l'élément plat (1.4, 2.4) est soudé à l'élément flexible (1.3, 2.3) en soudant ledit élément supérieur interne (1.8, 2.8) audit élément plat ( 1.4, 2.4), suivi du soudage de la surface inférieure externe (1.9, 2.9) de l'élément flexible (1.3, 2.3) à la surface supérieure (1.1, 2.1, 1.10, 2.10) de la tête de piston (1.12, 2.12), de préférence en soudant ledit élément externe (1.9, 2.9) de l'élément flexible (1.3, 2.3) à la partie inférieure de la paroi interne (1.2, 2.2) du volume supérieur de la tête de piston (1.12, 2.12). Moteur à combustion interne selon les revendications 1 à 13, dans lequel les matériaux dont sont constituées les pièces concernées par la présente invention comprennent des matériaux hautement résistants aux contraintes tels que des alliages d'aluminium, des alliages de titane et/ou des aciers, ainsi que des matériaux résistants aux hautes températures tels que des alliages de titane, des alliages d'aluminium et/ou des aciers, de sorte que lesdits matériaux doivent être de préférence des aciers inoxydables, des alliages d'aluminium et/ou des alliages de titane. Moteur à combustion interne selon les revendications 1 à 14 convenant à des applications incluant véhicules routiers, motos, scooters, véhicules de course, voitures de course, voitures, camions, tracteurs, excavatrices, véhicules marins, navires, bateaux, sous-marins, yachts, systèmes industriels, systèmes électriques, systèmes de production d'énergie, avions, avions légers, hélicoptères, hélicoptères légers, modèles réduits d'avions, modèles réduits d'hélicoptères, compresseurs de gaz, compresseurs d'air, compresseurs, véhicules ferroviaires, locomotives, véhicules ferroviaires d'entretien, automotrices diesel, machines agricoles, machines de construction, matériel de jardinage, machines de jardinage, scies à moteur, moteurs à deux temps, moteurs à quatre temps, moteurs de motos, moteurs de voitures, moteurs d'autobus, moteurs de camions, moteurs de sous-marins, moteurs marins, moteurs de générateurs, moteurs à combustion interne à compresseur, moteurs à pistons d'avions, moteurs à pistons d'hélicoptères, moteurs de locomotives, moteurs de course, moteurs marins de course, machines à mouvement alternatif et moteurs à combustion.
REFERENCES CITED IN THE DESCRIPTION

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Patent documents cited in the description