Patents by Inventor Roy E. Diehl
Roy E. Diehl has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Patent number: 5626215Abstract: A speed limiting accessory drive for use with an engine in a vehicle. A speed limiting drive pulley (16) is affixed to a crankshaft (14) via a hub (42) and includes a pulley member (24) which drives the accessory belt (18). A Clutch assembly (36) is operatively located between the hub and pulley member, with a piston (54) or bellows biased against and engaging the clutch assembly. Oil located throughout the clutch assembly is acted on by centrifugal force when the drive pulley is rotating and acts to push against the biases of the piston. This allows the clutch to slip at high engine speeds, thus limiting the speed of the pulley member. A heat compensating mechanism acts to counter the pushing force of the oil if the temperature of the oil rises too high due to the clutch slippage, thereby reducing clutch slip.Type: GrantFiled: December 26, 1995Date of Patent: May 6, 1997Assignee: Ford Motor CompanyInventors: Alvin H. Berger, Roy E. Diehl, Anthony Verduce
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Patent number: 5611416Abstract: A speed limiting accessory drive and crankshaft damper for use with an engine in a vehicle. A speed limiting drive pulley (16) is affixed to a crankshaft (14) via a hub (42) and includes a pulley member (24) which drives the accessory belt (18). A damper mass (40) is elastically attached to the hub via damper springs (44). A Clutch assembly (36) is operatively located between the damper mass and pulley member, with a piston (54) or bellows biased against and engaging the clutch assembly. Oil located throughout the clutch assembly is acted on by centrifugal force when the drive pulley is rotating and acts to push against the biases of the piston. This allows the clutch to slip at high engine speeds, thus limiting the speed of the pulley member. A heat compensating mechanism acts to counter the pushing force of the oil if the temperature of the oil rises too high due to the clutch slippage, thereby reducing clutch slip.Type: GrantFiled: December 26, 1995Date of Patent: March 18, 1997Assignee: Ford Motor CompanyInventors: Alvin H. Berger, Roy E. Diehl, Anthony Verduce
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Patent number: 5542383Abstract: A camshaft phase controller for an internal combustion engine controls separate intake and exhaust camshafts driven by the engine's crankshaft such that the angular phases of the camshafts may be varied by different amounts from a predetermined phase relationship with the crankshaft.Type: GrantFiled: May 4, 1995Date of Patent: August 6, 1996Assignee: Ford Motor CompanyInventors: James R. Clarke, Roy E. Diehl
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Patent number: 5375571Abstract: A V-type engine is provided with a camshaft driven balance shaft assembly that is compactly located in the valley between the banks of cylinders and consists of a pair of coaxially mounted first and second order balance shafts, one within the other, each of which has diametrically opposed counterweights on opposite sides of the center of the shaft that effect rotating moments to cancel residual first order and second order inertial unbalance moments that occur during normal engine operation that have not previously been cancelled by conventional counterweights mounted on the engine crankshaft.Type: GrantFiled: April 8, 1994Date of Patent: December 27, 1994Assignee: Ford Motor CompanyInventors: Roy E. Diehl, Alvin H. Berger
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Patent number: 5305719Abstract: Several embodiments of an automotive engine camshaft deactivator that smoothly disconnect and reconnect a camshaft from the engine driveshaft with a low level impact force between the parts, the connection being made through a slippage friction clutch type mechanism that engages the two members in a manner providing slippage therebetween while the camshaft is being brought up to speed, whereby the camshaft lags behind the drive sprocket allowing the drive sprocket to cam a locking pin into a positive engagement relationship between the camshaft and crankshaft.Type: GrantFiled: July 6, 1993Date of Patent: April 26, 1994Assignee: Ford Motor CompanyInventors: James R. Clarke, Roy E. Diehl, Aladar O. Simko
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Patent number: 5287518Abstract: Method and apparatus are provided, for use in a vehicle having an internal combustion engine (10) and a battery (38), for converting mechanical energy into electrical energy for charging the battery, the apparatus being disposed within the engine crankcase (22). The apparatus includes a stator (14), disposed within the engine crankcase (22), having a plurality of teeth (34). Each tooth on the stator has a coil (36) wound thereabout electrically connected to the battery (38). The apparatus also includes a crankshaft (12) disposed within the engine crankcase (22) for rotation relative to the stator (14). The crankshaft (12) includes a plurality of lobes (30.sub.1-4), which periodically move into close proximity with the stator teeth (34) upon rotation of the crankshaft, thereby inducing a current in the coils (36) for charging the battery (38).Type: GrantFiled: June 12, 1992Date of Patent: February 15, 1994Assignee: Ford Motor CompanyInventors: John M. Miller, Roy E. Diehl
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Patent number: 4926810Abstract: An automotive engine crankshaft has a pair of vibration balancing masses pivotally secured to and depending from a main bearing cap for oscillatory movements in response to being driven by contoured cam wheels on the cheeks of the crankshaft, the cam wheels engaging rollers or cam follower sliding shoes on a bell crank type balancing mass, the vertical movements of the balancing mass centers providing forces in direct opposition to the forces caused by the engine second order vertical shake unbalance, to cancel the same.Type: GrantFiled: October 5, 1988Date of Patent: May 22, 1990Assignee: Ford Motor CompanyInventors: Roy E. Diehl, Alvin H. Berger
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Patent number: 4917225Abstract: An automotive type internal combustion engine driven accessory is connected to the engine crankshaft by a thermal and centrifugally responsive clutch mechanism that includes a centrifugally responsive ring responsive to higher engine speeds to provide slippage between the clutch parts to maintain the accessory drive at a predetermined maximum RPM, that speed level being increased in response to an excessive generation of heat due to the slippage to effect a greater engagement of the clutch and less slippage and therefore a reduction in the amount of heat generated.Type: GrantFiled: October 5, 1988Date of Patent: April 17, 1990Assignee: Ford Motor CompanyInventors: Roy E. Diehl, Alvin H. Berger
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Patent number: 4781156Abstract: An automotive engine crankshaft has a vibration balancing mass suspended from a main bearing cap on rods or bolts for an oscillatory radial movement in response to reciprocation of the mass by contoured cam wheels on the cheeks of the crankshaft, the cam wheels engaging rollers or cam follower wheels on a shaft freely rotatable in the balancing mass, the mass being restricted to a translational movement in a radial direction only, the mounting of the mass including a pivot/bushing that restricts the movement to the one translational direction only while at the same time permitting a slight rotational or pivotal movement of the mass about three axes to correct for any slight misalignment of the axis of the mass with respect to the axis of the crankshaft.Type: GrantFiled: December 9, 1987Date of Patent: November 1, 1988Assignee: Ford Motor CompanyInventors: Alvin H. Berger, Roy E. Diehl, Gordon W. Ellis
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Patent number: 4739679Abstract: A bifilar type pendulum automotive engine vibrational damper has at least one pendulum with an inner curved cam follower surface that is alternately engaged and disengaged from a pin type cam fixed on the pendulum carrier during low engine crankshaft operating speeds, such as during engine start up or shut-down, to force the pendulum to follow a path close to the path defined by the swinging arcuate movement of the pendulum during operation at normal engine crankshaft operating speeds, a minimal radial clearance being provided between the pendulum's curved surface and pin during the normal crankshaft operating speeds to reduce the impact of metal to metal contact between the pendulum and rollers or pendulum and carrier and resultant noise when the pendulum alternately falls inwardly against the carrier in response to gravity and then is forced outwardly due to centrifugal force.Type: GrantFiled: July 10, 1987Date of Patent: April 26, 1988Assignee: Ford Motor CompanyInventors: Alvin H. Berger, Roy E. Diehl, Anthony Verduce
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Patent number: 4682672Abstract: An automotive type internal combustion engine has an oil pan that is easily attached and disassembled from the skirt of the engine block by means of a snap-on type connector that includes a springable-like retaining plate removably attached to the upper edge of the oil pan and having right angled end portions springably engaged through slots in the oil pan wall for projection to a location above the ledge of the engine block skirt for supporting the oil pan upon the ledge and securing it to the block, the end portions of the retaining plate being cammed outwardly upon upward assembly of the oil pan to the block ledge and springably returned into a locking position with respect to the ledge after the ledge has cleared the hook-like ends; disassembly being accomplished by forceably moving the springlike ends outwardly until the block ledge is cleared for vertical removal of the oil pan from the ledge.Type: GrantFiled: April 21, 1986Date of Patent: July 28, 1987Assignee: Ford Motor CompanyInventors: Alvin H. Berger, Roy E. Diehl
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Patent number: 4674457Abstract: An engine oil pan of the dry sump type is divided into inner and outer parts by a funnel-like baffle with a hole in the bottom, the hole being of a controlled vertical height, the outer part being an oil reservoir connected to the engine suction side of the engine positive crankcase ventilating (PCV) system, the inner part receiving the oil therein from the various engine parts and being connected to the fresh air inlet side of the PCV system, thereby, during normal engine operation, establishing a constant pressure differential across the baffle to force oil collected in the inner part through the hole into the outer part, the oil level in the inner part stabilizing at the level of the hole in the baffle, the oil in the outer part stabilizing at a level dependent upon the total quantity of oil in the system and the volume of the reservoir, thereby removing standing oil from the vicinity of the moving parts in the crankcase which reduces friction and aeration of the oil and yet provides an adequate supply ofType: GrantFiled: June 2, 1986Date of Patent: June 23, 1987Assignee: Ford Motor CompanyInventors: Alvin H. Berger, Roy E. Diehl
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Patent number: 3937196Abstract: An intake manifold for an internal combustion engine having an integral exhaust gas recirculation system and an internally contained cooler for recirculated gases. The cooler comprises a heat exchanger which transfers heat from the recirculated exhaust gases to the engine coolant. The heat exchanger is frictionally and resiliently retained within a passage or chamber formed in the manifold casting.Type: GrantFiled: February 5, 1975Date of Patent: February 10, 1976Assignee: Ford Motor CompanyInventors: Robert R. Cook, Roy E. Diehl