Abstract: A piston engine has a crank assembly, a piston assembly, a crank case assembly and a cylinder head assembly. The crank assembly has a central axle, two counterweight blocks and a crank axle. The central axle has two connecting segments and two flanges. The flanges are respectively coaxial and eccentric mounted with the connecting segments and each flange has an eccentricity h relative to a corresponding connecting segment. Accordingly, the eccentricity h can make the crank case assembly and the cylinder head assembly vibrate. The vibration directions of the cylinder head assembly and the crank case assembly opposite to the vibration directions of the piston assembly and the crank assembly. Then, the shaking and the vibration of the piston engine can be effectively reducing.

Abstract: An engine fastening structure in which a crankcase and a cylinder body are provided as separate units, so that the crankcase and the cylinder body are connected together with connecting bolts, characterized in that the crankcase 2 is constructed in such a manner that an iron alloy bearing member 12b for supporting a crankshaft bearing is insert cast in an aluminum alloy, and in that connecting boss portions 12c are integrally formed on both sides of the iron alloy bearing member 12b which are situated opposite across a cylinder axis as viewed in a direction in which the crankshaft extends in such a manner as to extend toward a cylinder body side, so that the connecting bolts 30a are screwed into the connecting boss portions 12c, respectively.

Abstract: A method of determining speed of rotation of a motor is provided. The method involves collecting samples with a measuring sensor at a sampling frequency, set on the basis of mechanical vibration of the motor, for the duration of a measurement period and storing the samples in the memory of a data carrier as measurement data of a fixed format. The speed of rotation of the motor is determined from the measurement data by determining the cycle length of a periodic vibration signal in the time domain by a maximum likelihood estimate calculated by maximizing a maximum likelihood function adjusted to the measurement data, the speed of rotation being obtained from the frequency point where the maximum likelihood function obtains its maximum value.

Abstract: An engine control system for controlling the engine to transition between an activated mode where all cylinders are active and a deactivated mode where less than all cylinders are active is provided. The system includes: a noise vibration and harshness (NVH) limit module that determines a noise, vibration, and harshness (NVH) torque limit based on the engine speed and the vehicle speed; and a mode transition module that enables the engine to transition between the deactivated mode and the activated mode while limiting noise, vibration, and harshness based on the NVH torque limit and a requested torque.

Abstract: A vehicle energy management system relying on the principle of reallocation of existing resources provided by the vehicle manufacture. Engine belt or engine direct driven components are replaced with electrical motors. Since replacement of the main fan unit would involve a prohibitively large fan due to starting currents, the larger component that would have multiple cooling purposes is replaced with smaller single function electrical components. The larger multipurpose heat exchangers such as the vehicle radiator are replaced with smaller single function heat exchangers associated with the smaller electric fans. The energy management system may involve a main vehicle engine crankshaft mounted generator. This simple generator creates high voltage DC electricity that may be converted to household level AC for the operation of customer application equipment.

Abstract: A method for managing torque in a hybrid electric vehicle uses a displacement on demand (DOD) internal combustion engine (ICE), an electric machine and a battery. The method includes smoothing disturbances in ICE torque during a DOD transition using the electric machine.

Abstract: An engine active motion control system for controlling engine dynamic torque includes an engine that generates a first dynamic torque. A first module selectively initiates generation of a second dynamic torque about an axis of rotation of a crankshaft of the engine in a direction opposite that of the first dynamic torque generated through the crankshaft.

Abstract: A vehicle system is disclosed. The system include a engine capable of disabling and enabling at least one cylinder; a motor coupled to said engine capable of absorbing torque and providing torque; and a controller for disabling and enabling said at least one cylinder, and during at least one of disabling and enabling, varying torque of said motor to compensate for transient changes in engine output torque caused by said one of disabling and enabling.

Abstract: A system and method for managing inertial torque reaction of a powertrain include a selectively engageable counter-rotating component to reduce or eliminate torque reaction on stationary powertrain structure. Selectively engageable counter-rotating inertia may be provided by a simple inertial mass or by an electrical machine functioning as an integral starter/generator (ISG) to provide vehicle launch assist, regenerative braking of the vehicle, and engine cranking. Embodiments include gear-driven, chain-driven, and belt-driven counter-rotating inertias selectively coupled for counter-rotation relative to the crankshaft by a clutch, a belt-driven pulley assembly, or chain-driven intermediate shaft assembly with a hydraulically actuated coupling pin.

Abstract: An engine unit for an motorcycle is disclosed in which an accessory drive gear is disposed downstream of primary dampers in the engine power transmission path, and simultaneously upstream of a clutch mechanism in the engine power transmission path. In this engine unit, an accessory, for example, generator, is connected to an intermediate shaft that is parallel to a crank shaft and a counter shaft so as to rotate integrally with the intermediate shaft. An accessory driven gear is meshed with the accessory drive gear, and an accessory damper is disposed between the intermediate shaft and the accessory for absorbing rotational shocks. Furthermore, a starter motor is gear-engaged with the intermediate shaft via a one-way clutch, and the position of this gear engagement is provided between the accessory damper and the accessory driven gear.

Abstract: In an engine having a propeller mounted on one end of a crankshaft, the vibrations on an end portion of the crankshaft opposite to the propeller are effectively suppressed with a pair of vibration pendulum type weights arranged outside the crankcase whereby it is possible to easily perform a change of the vibration suppression structure in conformity with the property of the propeller.

Abstract: In a method applicable to a vibration damping engine mount for an internal combustion engine and the vibration damping engine mount therefor, a varying air pressure is supplied to the vibration controllable support mechanism and one of a negative pressure developed in a negative pressure pump and the atmospheric pressure to the vibration controllable support mechanism is supplied to a vibration controllable support mechanism constituting the vibration damping engine mount in accordance with the vibration of the internal combustion engine.

Abstract: A compensator assembly for a motorcycle engine including a hub and a compensator coupled to the engine crankshaft. The compensator is axially moveable along the crankshaft axis and a sprocket is supported for rotation with respect to the crankshaft. Cam surfaces on the compensator and the sprocket cooperate to transfer engine torque from the crankshaft to the sprocket. A spring biases the compensator into engagement with the sprocket and a resilient member is positioned between the hub and the compensator to resiliently limit axial movement of the compensator toward the hub. Torque pulses from the engine are damped by allowing relative rotation between the sprocket and the crankshaft.

Abstract: A method to reduce chassis vibration in an engine with valves that may be deactivated. Valves are controlled to avoid exciting modal frequencies of mechanical components and systems.

Abstract: An internal combustion engine includes a split crankcase with spaced-apart journal walls. Each journal wall has a bearing hole formed therein. The engine also includes rotary bearings for supporting rotary movement of a crankshaft. A backlash-absorbing mechanism is situated proximate a first one of the rotary bearings, for cushioning radial movement of an outer bearing race. Axial movement-restraining structure is also provided adjacent the outer race, for limiting axial movement thereof. The axial movement-restraining structure may include an engaging groove provided in an inner circumferential surface of the outer race, and a restraining clamp member operatively attached to a surface of the crankcase. The restraining clamp member may include a hook portion which engages with the engaging groove of the outer race. The axial movement-restraining structure allows at least one of the crankshaft support bearings to be a roller bearing or a needle bearing, instead of a ball bearing.

Abstract: A vehicle-supervising electronic control unit (VS-ECU) measures driving torque, which is outputted from an engine to a drive shaft through an automatic transmission. The VS-ECU measures road surface transmission torque based on rotation speeds of driving wheels of a vehicle, vehicle body speed and driving wheel torque, which are measured in advance. The VS-ECU compares the driving torque with the road surface transmission torque. If it is determined that the driving torque is greater than the road surface transmission torque, the VS-ECU estimates an opening degree of an air bypass valve for controlling the driving torque so that a difference between the driving torque and the road surface transmission torque is decreased.

Abstract: A suspension system for a motor of a combustion-powered hand tool includes a motor retaining ring defining a space for accepting the motor, an outer ring radially spaced from the retaining ring and configured for attachment to a cylinder head of a combustion chamber, and at least one resilient suspension element configured for dampening vibrations between a motor support and a tool frame, and having a plurality of resilient beams connecting the retaining ring and the outer ring.

Abstract: To miniaturize an engine, to concentrate heavy masses and to reduce friction loss of a balancer. An engine crankcase structure in which a crankcase is vertically partitioned into an upper case and a lower case, each journal supporter is formed in the upper case and in the lower case so that the rotational axis of a crankshaft is located on a partition face of the crankcase in parallel with a direction of the width of the body. The crankshaft is supported so that the crankshaft can be rotated. An oil filter is directly attached to the lower case. An oil cooler and a secondary balancer are arranged in the front of the lower case.

Abstract: An apparatus and method for constructing a flywheel assembly is disclosed. The flywheel assembly includes a flywheel hub that is constructed to engage a crankshaft of an internal combustion engine. A ferrous ring is attached to the flywheel hub with an elastomer ring positioned therebetween. The elastomer ring isolates the ferrous ring from the flywheel hub such that the ferrous ring resonates at a frequency that substantially reduces the amplitude of the resonance of the crankshaft and flywheel. Such a construction effectively dampens the torsional resonance of the engine and provides for smoother operation.

Abstract: A drive system includes a central power supply with a line-commutated converter and a DC/DC converter connected downstream of the line-commutated converter, and a plurality of inverters, each inverter having an output connected a load, for example a motor, and a DC input connected to a regulated DC voltage output of the central power supply. Buffer capacitors are connected across the respective input and output of the DC/DC converter. The drive system further includes an energy recovery device with an input connected to the controlled voltage output of the central power supply and an output connected to at least two input terminals of the line-commutated converter. This type of drive system eliminates a bulky brake circuit.

Abstract: The invention relates to a device (1) for damping torsional vibrations, having a driving and a driven component (4, 7). Provision is made in this case to provide between the components individual magnets (16, 17) which lie opposite each other and can be displaced in a limited manner with respect to each other in an angular range, the torsional capacity of the two components with respect to each other being limited by mechanical stops (22).

Abstract: The present invention creates a method and an apparatus for blanking out interfering noise in connection with detecting knocking in an internal combustion engine. The following functions are performed: Forming a sensor signal integral value (KI) during a measurement time slot (MF) of the sensor signal of a knocking sensor; forming a correction value (DKI) for the sensor signal integral value (KI) corresponding to an interfering noise during the measurement time slot (MF); and subtracting the correction value (DKI) from the sensor signal integral value (KI) for forming a corrected sensor signal integral value (KI?) with the interfering noise blanked out.

Abstract: An antivibration device is mounted between a motor unit (1) having an internal combustion engine (2) and a vibration-insulated unit (3) of a portable handheld work apparatus (4) such as a motor-driven chain saw, cutoff machine, suction/blower apparatus or the like. The antivibration device (5) includes a vibration damper (6) made of foamed elastic material (7).

Abstract: An outboard motor includes four-cycle engine for a marine drive, and more particularly a four-cycle engine for a marine drive that has a vertically extending camshaft. The four-cycle engine includes at least one pre-ignition or knock sensor. An electronic control unit adjusts ignition timing and intake camshaft timing to protect the engine during a pre-ignition condition while improving fuel efficiency and preserving high engine output.

Abstract: A chain-driven engine balancer has an elastomeric or compliant isolator ring in a balancer drive sprocket to decouple chain whine vibration from an associated balance shaft. The isolator substantially reduces the transmission of chain whine noise to the engine structure. A splined isolator ring is placed between internal and external splines formed on a toothed outer ring and hub respectively of the associated sprocket. The splines are configured to be in loose engagement so that, upon failure of the elastomeric isolator ring, direct engagement of the hub and ring splines with one another will maintain the timing of the balance shafts with respect to the engine crankshaft. In a specific embodiment, application of an isolator ring in only the most heavily loaded sprocket of dual balance shaft sprockets driven in series by the chain eliminates most of the vibration transmission. However, isolation of multiple chain sprockets could be desirable.

Abstract: A crankshaft has a helical drive gear formed as one of the crank webs at an end portion thereof. Another crank web outside of the drive gear is made in two parts, an integral balance weight mounting portion and a removable balance weight. In one embodiment, a crankshaft 12 features a crankshaft body 33 including a gear 24 for outputting rotation formed on one side of a crankpin 17d. The crankshaft also includes a first balance weight mounting portion 30g formed on the other side of the crankpin 17d and a first balance weight 31g to be mounted to the first balance weight mounting portion 30g. The crankshaft body 33 may be formed with a second balance weight mounting portion 30a separately from the first balance weight mounting portion 30g, and a second balance weight 31a mounted to the second balance weight mounting portion.

Abstract: A torsional vibration damper for the crankshaft of an internal combustion engine. The damper includes a housing and a damper mass arranged in the housing and embedded in a fluid. The damper mass is joined to the housing by a spring device. The spring device is embodied and arranged in such a way that the damper mass is prevented from knocking against the housing.

Abstract: The combustion vibration estimating apparatus comprises an inputting unit for inputting limiting values of plant data, weather data and internal pressure variation, an internal pressure variation characteristic grasping unit for making internal pressure variation of a combustor into a mathematical model from the input plant data and weather data, a combustion vibration region estimating unit for applying a limiting value of the internal pressure variation to the mathematical model obtained by the internal pressure variation characteristic grasping unit to obtain combustion vibration-prone to be generated region, and an outputting unit for outputting a combustion vibration region estimation result by the combustion vibration region estimating unit.

Abstract: A method for the damping of mechanical vibrations in the drive train of an internal combustion engine by detection of vibration excitations in the drive train, and adjustment of the ignition angle of the internal combustion engine in the event of the occurrence of a vibration excitation in the drive train, in order to damp the vibration in the drive train, the adjustment of the ignition angle taking place in a flexible way.

Abstract: Load cycle oscillations in the drive train of a motor vehicle are reduced by detecting a change in available torque in the drive train, determining the period of a load cycle oscillation, and, at the commencement of the available torque change, applying at least one additional torque pulse, which causes an oscillation in phase opposition to the load cycle oscillation and which lasts half the period of the load cycle oscillation.

Abstract: Methods and apparatus are provided for controlling a shutdown of an internal combustion engine. The apparatus comprises an intake manifold configured to conduct an intake charge of air to an intake port of the internal combustion engine and a throttle configured to alter the intake charge of air to the intake port of the internal combustion engine. The apparatus further comprises a controller configured to control the throttle such that a substantial termination of the intake charge of air is provided during the shutdown of the internal combustion engine.

Abstract: A torsional vibration damping apparatus, especially a web damper for mounting on a crankshaft of a piston engine, particularly an internal combustion engine for suppression of natural torsion frequencies from crankshafts can now be economically produced. The apparatus comprises a housing fastened to the engine crankshaft to which at least one rotary mass is coupled with spring elements disposed between the housing and the rotary mass allowing the apparatus to be pre-assembled. Advantageously, multiple parts of the torsional vibration damping apparatus, such as the housing can now be fabricated from more economic sheet metal in place of more costly cast parts.

Abstract: A vibration damper includes a crankshaft drive sprocket, a bearing, a friction module, and at least one bumper. The bearing is seated directly upon the crankshaft of the engine and receives the vibrations of the crankshaft. Bosses of the bearing are received within the well of the drive sprocket. Specifically, the bosses are seated within gaps formed within the well by bumpers, which are also seated within the well. The gear is seated upon the raised collar of the bearing and held in secure contact with the bearing by a wave spring. A friction ring is located between the bearing and the drive sprocket. The friction ring dampens the vibrations transferred between the bearing and the drive sprocket.

Abstract: The invention relates to a device (1) for damping torsional vibrations, having a driving and a driven component (4, 7). Provision is made in this case to provide between the components individual magnets (16, 17) which lie opposite each other and can be displaced in a limited manner with respect to each other in an angular range, the torsional capacity of the two components with respect to each other being limited by mechanical stops (22).

Abstract: An engine control system for a compression ignition engine employs a microprocessor-based controller that detects engine operation in a speed range previously determined to be undesirable, and responding to the detection by changing operation of the engine. In the preferred embodiment, the controller commands a parameter for adjusting engine operation to reach a different speed outside of first and second thresholds defining the undesirable range in a time period subsequent to the detection.

Abstract: The variable valve timing controller controls the valve timing of the intake valve. The variable valve timing controller has a shaft, the stator fixed on the engine and generating the magnetic field around the shaft and rotational phase converter converting the torque applied to the shaft. When the valve timing is in the most delayed timing, the engine can be started. The rotational phase of this timing is called the feasible phase. When the stator stops generating the magnetic field, the load torque arise on the shaft. The rotational phase converter varies the rotational phase into the feasible phase with receiving the load torque from the shaft.

Abstract: A crankshaft includes a plurality of main journals adapted for rotatably supporting the crankshaft by a cylinder block of an engine and a plurality of rod journals rotatably mounted to connecting rods, and a vibration dampener assembly comprising a pair of substantially annular vibration dampener members mounted to each of the rod journals and main journals of the crankshaft thereby dampening a transmission of vibrations between the crankshaft and the connecting rods and the cylinder block. Each of the main journals and rod journals are provided with a pair of axially spaced, substantially annular recessed portions provided for receiving the annular vibration dampener members. Each of the vibration dampener member is preferably made of an oil resistant elastomeric rubber-like material.

Abstract: A multi-cylinder internal combustion engine draws oil from an oil reservoir with an oil pump, and supplies oil to individual areas of the engine, after passing the oil through an oil filter and an oil cooler. A filter case containing an element of the oil filter is mounted to a side surface of the engine to facilitate the removal and replacement of the case. The oil cooler and a balancer are each respectively mounted to a front central portion of the internal combustion engine to enable oil cooling by an air-cooling effect of a running airflow, and to balance weight in the left-right direction of the internal combustion engine. Oil discharged from the oil cooler is introduced to a substantially central portion of the main gallery, to achieve uniformity of oil pressure supplied to individual bearing portions and uniformity of cooling of the individual bearing portions.

Abstract: A crankshaft being integrated with stemmed, inertia-forced lobes that increase engine and motor efficiency, in which a respective lobe extends and branches out to a single traversal side of crankshaft integration, and thus being right-angular to its integration. Essentially, the lobe is a structurally-curved limb having respective curvature about the traversal axis of crankshaft rotation. Hence, the ensuing inertia from the lobes actually rotate. in the same direction and in parallel with the crankshaft, and thus retaining at least 99% of lobe force, to significantly increase engine and motor output power. By contrast, conventional lobes retain only 50% of inertial force. Furthermore, if the lobes' outer extended, weighted portions are “loaded” with very heavy material, such as lead, then the power output becomes proportionally greater.

Abstract: An apparatus for damping rotational vibrations in a power train comprises a free-wheel clutch between a driving element and a driven element. At the outer ring and at the inner ring of the free-wheel clutch there are formed clamping ramps cooperating with clamping balls lying therebetween. The clamping ramps are provided at the axial front sides of the rings of the free-wheel. One of the rings of the free-wheel clutch is arranged axially undisplaceable and the other ring is arranged axially displaceable. Between the axially displaceable ring and an axial buttress there is provided a spring element acting in axial direction. Thereby the transmission of rotational vibrations onto the driving element can be prevented due to an axial displacement of the constructional parts arranged therebetween up to their clamping, particularly with an increasing number of revolutions of the driving element.

Abstract: A through-bore is provided in an outer wall of a passage defining structure defining a liquid passage faced by at least a portion of a vibration generating section, and opens at its inner end into the liquid passage. A vibration absorbing device includes an occluding member mounted to the outer wall to occlude the through-bore, an elastic membrane with its one end facing the liquid passage and other end facing a space defined between the elastic membrane and the occluding member, and a retaining member mounted to the occluding member for retaining the elastic membrane between the retaining member and the occluding member. Thus, a variation in pressure of a liquid in the liquid passage which is induced by the vibration generated in the vibration generating section is absorbed by flexing of the elastic membrane, whereby an exciting force applied from the liquid to the passage defining structure is effectively reduced, and a vibration sound radiated from the passage defining structure is reduced.

Abstract: A vibration damper includes a crankshaft drive sprocket, a bearing, a friction module, and at least one bumper. The bearing is seated directly upon the crankshaft of the engine and receives the vibrations of the crankshaft. Bosses of the bearing are received within the well of the drive sprocket. Specifically, the bosses are seated within gaps formed within the well by bumpers, which are also seated within the well. The gear is seated upon the raised collar of the bearing and held in secure contact with the bearing by a wave spring. A friction ring is located between the bearing and the drive sprocket. The friction ring dampens the vibrations transferred between the bearing and the drive sprocket.

Abstract: An internal combustion engine comprises a crankshaft having at least one rod journal and at least one main journal, a cylinder block rotatably supporting the crankshaft, at least one coupling member rotatably coupled to the crankshaft. The at least one coupling member has an annular, substantially cylindrical inner wall defining a crank bore circumscribing one of the main journals and/or one of the rod journals of the crankshaft. Moreover, the inner wall of the crank bore has at least one substantially annular recessed portion formed therein which is axially spaced from opposite ends of the inner wall. The internal combustion engine further comprises a vibration dampener assembly disposed in the recessed portions formed in the coupling member thereby substantially dampening and isolating transmission of vibrations between the connecting rods and the crankshaft and between the connecting rod and the cylinder block.

Abstract: An outboard motor includes four-cycle engine for a marine drive, and more particularly a four-cycle engine for a marine drive that has a vertically extending camshaft. The four-cycle engine includes at least one pre-ignition or knock sensor. An electronic control unit adjusts ignition timing and intake camshaft timing to protect the engine during a pre-ignition condition while improving fuel efficiency and preserving high engine output.

Abstract: The invention concerns a method for the damping of load impacts in the drive train of a motor vehicle driven by an internal combustion engine equipped with an electronic control system. It is the aim of the invention to provide load impact damping which adapts to the varying vibration behavior of the drive train during the life of a motor vehicle.

Abstract: At the time of (i.e., during) cranking of an internal combustion engine, an engine cranking-caused vibration suppressing apparatus and method controls the operation of an electric motor that cranks the internal combustion engine based on the rotational phase of the crankshaft detected by a crankshaft rotational phase detector so that the output torque of the motor fluctuates similarly to fluctuations in resistance torque against the cranking of the engine that the crankshaft presents in accordance with the rotational phase thereof. Thus, the apparatus and method are able to suppress vibrations during the cranking of the engine, leading to improvements in the riding comfort and the noise suppression of a vehicle.

Abstract: The present invention relates to an engine control device and aims to improve engine efficiency by operating the engine in an area where fuel consumption is small (good) and to allow keeping high responsivity of the engine. The object can be achieved by operating to match at a point on a target torque line of a torque diagram and operating an electric motor when a matching point moves on the target torque line in a direction that a load applied to the engine output shaft becomes large.

Abstract: An air induction arrangement 7 for a variable displacement engine is provided. The air induction arrangement 7 includes first and second plenums 22, 24 fluidly connected to respective first and second throttles 26, 28. The first and second throttles 26, 28 are connected to respective first and second inlets 44, 60. In partial operation, the air induction arrangement 7 induces air into the first plenum 22. In higher power demand operation, the air induction arrangement 7 additionally induces air through the second plenum 24. There is a reduction of the cancellation of acoustic output between the first and second inlets 44, 60 so that an acoustic output of the engine 14 operating with only a first group of cylinders 16 is similar to the acoustic output of the engine when the engine is operating with both groups of cylinders 16, 20.

Abstract: A crankshaft damper includes a hub and a rim. The rim has an outer diameter greater than an outer diameter of the hub. A plurality of spokes connects the rim to the hub. An axial inner surface is formed on the rim and projects forwardly of the spokes. A damper support includes a band and a collar. The band is retained to the axial inner surface of the rim and the collar projects radially outwardly beyond the outer diameter of the rim. An elastomeric member is mounted on the collar and faces the rim. A damper is mounted on the elastomeric member and faces the rim. The elastomeric member and damper are positioned radially beyond the rim to dampen torsional and axial vibrations.

Abstract: At the time of (i.e., during) cranking of an internal combustion engine, an engine cranking-caused vibration suppressing apparatus and method controls the operation of an electric motor that cranks the internal combustion engine based on the rotational phase of the crankshaft detected by a crankshaft rotational phase detector so that the output torque of the motor fluctuates similarly to fluctuations in resistance torque against the cranking of the engine that the crankshaft presents in accordance with the rotational phase thereof. Thus, the apparatus and method are able to suppress vibrations during the cranking of the engine, leading to improvements in the riding comfort and the noise suppression of a vehicle.