Vibration Compensating Device Patents (Class 123/192.1)
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Patent number: 6675758Abstract: A control apparatus for suppressing vibrations of an engine when combustion is stopped. The control apparatus maintains an engine rotational speed at a reference rotational speed for a reference time when the combustion of the engine is automatically stopped. This results in a reduction in pressure in a combustion chamber of the engine. The control apparatus gradually reduces the rotational speed of the crankshaft, and stops the crankshaft before the rotational speed of the crankshaft reaches a resonant speed. In this way, the resonance and increased pressure in the combustion chamber are prevented to reduce vibrations of the vehicle.Type: GrantFiled: November 13, 2001Date of Patent: January 13, 2004Assignee: Toyota Jidosha Kabushiki KaishaInventors: Tsutomu Nagata, Kiyoo Hirose, Kenji Itagaki
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Patent number: 6666108Abstract: Undesirable vibrations are controlled in a mechanical structure by confining the vibrations to one or more specified areas of the structure. Vibration confinement is achieved using a confinement device which effectively applies both translational and torsional forces to the structure. The strength of the translational and torsional forces, and the position of the confinement device are chosen by the designer to select a vibrational energy confinement region. Judicious selection of the confinement region permits the structure to avoid the transfer of vibrational energy to particularly sensitive portions of the structure.Type: GrantFiled: June 9, 1999Date of Patent: December 23, 2003Assignee: Quality Research, Development & Consulting, Inc.Inventor: Daryoush Alleai
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Patent number: 6659078Abstract: A method and system for controlling an automotive internal combustion engine having NVH feedback uses NVH signals which are processed and compared with human threshold values to determine whether an engine control parameter such as idle speed needs to be adjusted so as to mitigate unwanted noise, vibration, and harshness.Type: GrantFiled: April 18, 2002Date of Patent: December 9, 2003Assignee: Ford Global Technologies, LLCInventors: Milton Scott Bergeon, William Woebkenberg
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Patent number: 6655339Abstract: A system is disclosed for controlling engine vibration, noise, and temperature in a cab of a vehicle including a crankshaft rotated by and extending from an engine. A flywheel generator system is operatively mounted on the engine. The flywheel generator system is configured to actively dampen crankshaft vibrations and to generate electricity. The system also includes a temperature control unit electrically coupled to the flywheel generator system. The temperature control unit is configured to control the temperature in the vehicle cab.Type: GrantFiled: July 16, 2002Date of Patent: December 2, 2003Assignee: Caterpillar IncInventor: David Charles Orr
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Patent number: 6647946Abstract: A carburetor is supported on a casing by the air-fuel mixture discharging port thereof and by the portion of the adjustment screws thereof. A first vibration isolating member is interposed between the casing and the air-fuel mixture discharging port, and a second vibration isolating member is interposed between the casing and the adjustment screws. These vibration preventing members prevent the direction transmission of the vibration of the casing to the carburetor side. A reasonable and compact carburetor support structure can be provided because the air-fuel mixture discharging port and the adjustment screws are intrinsically provided with the carburetor itself.Type: GrantFiled: April 1, 2002Date of Patent: November 18, 2003Assignee: Kioritz Corp.Inventors: Hisato Ohsawa, Katsuya Tajima
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Patent number: 6640764Abstract: A portable power tool includes an internal combustion engine that includes a crankshaft in which a load applied thereto is unevenly distributed along the axis of the crankshaft with respect to the axis of the reciprocating movement of a piston. The portable power tool also includes operational members that are driven by the internal combustion engine, a rotational body fixed to an end of the crankshaft to which a smaller component of the load is applied, and a balancing weight provided on the rotational body for absorbing vibrations generated by the reciprocating movement of the piston. The centroid of the balancing weight is disposed at an angular position from 140 degrees to 180 degrees with respect to the axis of the reciprocating movement of the piston in a rotational direction of the rotational body, when the piston is positioned at a top dead center.Type: GrantFiled: July 22, 2002Date of Patent: November 4, 2003Assignee: Kioritz Corp.Inventors: Fuminori Tezuka, Tadashi Kamoshita, Masanori Ohtani, Kentaroh Taka
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Publication number: 20030196631Abstract: According to the invention, the wwarm-up period of the internal combustion engine is reduced by operating the electric machine as an additional load of the combustion engine in order to obtain a specific excessive increase in the heat loss of the same. To this end, the magnetizing current e.g. of a starter generator with field-oriented regulation can be regulated in order to obtain a specific decrease in the degree of efficiency of the starter generator.Type: ApplicationFiled: April 16, 2003Publication date: October 23, 2003Inventors: Uwe Dehrmann, Marco Falco, Hans-Peter Johanning
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Patent number: 6629025Abstract: An improved surge suppression control for a motor vehicle drivetrain detects and suppresses drivetrain oscillation in a predetermined range of frequencies centered on an estimate of the natural frequency of the drivetrain. The drivetrain natural frequency is determined based on the current speed ratio of the vehicle transmission and empirically determined vehicle characteristics, and is used to define the center frequency of a band-pass filter responsive to engine speed. The filter output represents the AC component of the engine speed in a range of frequencies centered on the driveline natural frequency, and such component is differentiated to form an acceleration component in phase synchronism with the torque causing the detected resonance.Type: GrantFiled: January 3, 2002Date of Patent: September 30, 2003Assignees: General Motors Corporation, Delphi Technologies Inc.Inventors: David Gordon Evans, James J. Paris, Gerald Thomas Fattic
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Patent number: 6612279Abstract: A vibration reducing system for an automotive internal combustion engine vehicle. The vibration reducing system comprises an elastic member, and a rotating member driven through the elastic member by a rotating shaft of the engine. Here, the elastic member and the rotating member are arranged such that one of frequencies obtained by multiplying a rotational frequency of the rotating shaft of the engine which is operated idling engine operating condition by a value (a natural number/2) is within a range between a frequency of antiresonance for a rotational fluctuation of the rotating shaft of the engine which antiresonance is generated under a resonance generated by the elastic member and the rotating member and a frequency of antiresonance for roll vibration of the engine which antiresonance is generated under a resonance generated by the elastic member and the rotating member.Type: GrantFiled: March 28, 2001Date of Patent: September 2, 2003Assignee: Nissan Motor Co., Ltd.Inventor: Yasuyuki Asahara
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Publication number: 20030154946Abstract: In an engine operated machine system including a hollow support rod connected at one end to an engine through a vibration insulator, an auxiliary weight is mounted at the other end of a crankshaft for generating a centrifugal force in the same direction as an inertia force of a piston, when the piston reaches top and bottom dead centers. Thus, it is possible to bring a center of gravity of the engine closer to the position of the vibration insulator, thereby suppressing the application of the vibration from the engine to the support rod to the utmost.Type: ApplicationFiled: January 13, 2003Publication date: August 21, 2003Inventors: Tamotsu Momosaki, Yutaka Tabata, Keita Ito, Toshiharu Nasuno
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Patent number: 6602140Abstract: A dual mass flywheel between the output element of the engine and the power train of a motor vehicle is provided, which includes: a primary mass adapted to be attached to a crankshaft of an engine for rotation, the primary mass including two sheet metal components defining a damping chamber; a secondary mass supported for rotation relative to the primary mass and adapted to be coupled to a friction clutch; and a drive plate that is coupled to the secondary mass. A vibration damper is installed between the primary and secondary masses, the vibration damper including a plurality of ball members which move along the damping chamber by centrifugal force; a plurality of ball guide members; a plurality of resilient members; and a drive guide.Type: GrantFiled: April 18, 2002Date of Patent: August 5, 2003Assignee: Hyundai Motor CompanyInventor: Tae-Han Jee
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Patent number: 6591808Abstract: Within both a method for operating an internal combustion engine and a system for operating the internal combustion engine there is provided an engine rotation speed pulsation damping within the internal combustion engine through use of a PID controller which varies a single PID control parameter, particularly, KD to provide the engine rotation speed pulsation damping within the internal combustion engine. Within both the method and the system there is also provided a pair of control algorithms for use within the PID controller such as to effect the desired engine rotation speed pulsation damping when operating the internal combustion engine.Type: GrantFiled: October 1, 2001Date of Patent: July 15, 2003Assignee: Ford Global Technologies, LLCInventors: Feng Lin, Alexander T Zaremba, Bader Badreddine, Jing Sun
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Patent number: 6588392Abstract: A powertrain system includes a cylinder deactivation system mechanically coupled to an internal combustion engine, and electrically coupled to an engine management system. The engine management system signals the cylinder deactivation system to selectively deactivate one or more engine cylinders. The engine continues to operate using the remaining available active engine cylinders, and generates an inconsistent torque output. A torque-smoothing device mechanically coupled to the engine, and electrically or hydraulically coupled to an energy storage device, removes and releases energy periodically to compensate for the inconsistent torque output.Type: GrantFiled: August 17, 2001Date of Patent: July 8, 2003Assignee: Delphi Technologies, Inc.Inventors: Donald J. Armstrong, Harold E. Durling
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Patent number: 6550239Abstract: A method for reducing harmful and toxic exhaust gases from an internal combustion engine. The engine includes at least one cylinder to which an air/fuel mixture is supplied when a crankshaft of the internal combustion engine is rotated. The method includes supplying an air/fuel mixture with a lambda value greater than one to the cylinder, and controlling the pressure in the intake channel by an electric motor/generator coupled to the crankshaft. When the pressure in the intake channel exceeds a predetermined pressure, the electric motor/generator is controlled in such a way that the pressure in the intake channel can decrease, and when the pressure in the intake channel falls below a predetermined pressure, the electric motor/generator is controlled in such a way that the pressure in the intake channel can increase.Type: GrantFiled: August 31, 2001Date of Patent: April 22, 2003Assignee: Volvo Car CorporationInventors: Göran Almkvist, Krister Fredriksson
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Publication number: 20030034002Abstract: A powertrain system includes a cylinder deactivation system mechanically coupled to an internal combustion engine, and electrically coupled to an engine management system. The engine management system signals the cylinder deactivation system to selectively deactivate one or more engine cylinders. The engine continues to operate using the remaining available active engine cylinders, and generates an inconsistent torque output. A torque-smoothing device mechanically coupled to the engine, and electrically or hydraulically coupled to an energy storage device, removes and releases energy periodically to compensate for the inconsistent torque output.Type: ApplicationFiled: August 17, 2001Publication date: February 20, 2003Inventors: Donald J. Armstrong, Harold E. Durling
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Patent number: 6516770Abstract: An engine block 10 of an engine 11 has an imbalance therein. The engine 11 is balanced by a balance shaft alternator assembly 20 having a balance shaft 24 that rotates synchronously with the crankshaft. The balance shaft 24 is located at an exterior portion 22 of engine block 10. The balance shaft 24 has a rotor 36 that rotates relative to a stator 42 held in a fixed position relative to engine block 10 and balance shaft 24. Weights 50 may be applied to the balance shaft alternator assembly on balance shaft 24 or on rotor 36 or a combination of the two. The weights 50 balance an imbalance in the engine to smooth out the operating feel of the engine.Type: GrantFiled: September 27, 2000Date of Patent: February 11, 2003Assignee: Ford Global Technologies, Inc.Inventors: Alvin Henry Berger, James Ryland Clarke
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Publication number: 20020179031Abstract: 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.Type: ApplicationFiled: May 30, 2001Publication date: December 5, 2002Inventors: Thomas Alan Slopsema, Randall S. Beikmann, Paul Alan Bauerle, Julie S. Fuller, Stuart R. Smith, Helmut L. Oswald
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Patent number: 6487998Abstract: The invention concerns a drive system, especially for a motor vehicle, with a multicylinder internal combustion engine, a device for shutting off at least some of the cylinders of the internal combustion engine, and a device for active reduction of rotational nonuniformities, acting in particular on a shaft, such as a drive shaft of the internal combustion engine, or a shaft that is coupled or which can be coupled to it, which is active at least for certain operating states during cylinder shutoff mode. A method of operating such a drive system is also disclosed.Type: GrantFiled: April 13, 2001Date of Patent: December 3, 2002Assignees: ISAD Electronic Systems GmbH & Co., KG, GrĂĽndl ĂĽnd Hoffmann GmbH Gesellschaft fĂĽr elektrotechnische EntwicklungenInventors: Ullrich Masberg, Thomas Pels, Klaus-Peter Zeyen, Andreas GrĂĽndl, Bernhard Hoffmann
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Publication number: 20020157633Abstract: 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).Type: ApplicationFiled: April 29, 2002Publication date: October 31, 2002Inventors: Johannes Menzel, Markus Keller, Helmut Lux, Christoph von Hiller, Gunter Wolf
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Patent number: 6427656Abstract: The invention relates to an internal combustion engine, the crankshaft (1) of which is equipped with a pulley or flywheel (4) secured to it by fastening means, in which said flywheel (4) is equipped with at least one pendular element (45), whose size, mass and position on said flywheel (4) are determined so as to be tuned to close to the angular frequency of the major harmonic of the cyclic disturbance.Type: GrantFiled: October 22, 1999Date of Patent: August 6, 2002Inventors: Daniel Drecq, Guy Louradour
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Patent number: 6405701Abstract: The invention concerns a system for active reduction of rotational nonuniformities of a shaft, especially the drive shaft (10) of an internal combustion engine or a shaft that is coupled or can be coupled to it, with at least one electric machine (4), which is coupled or can be coupled to the shaft, wherein the electric machine (4) is controlled such that it generates a rapidly varying torque, to reduce the rotational nonuniformities, and it superimposes on this torque a positive or negative torque in order to further achieve a driving action or braking or generator type action. The invention is also oriented to a corresponding method for active reduction of rotational nonuniformities.Type: GrantFiled: February 27, 1998Date of Patent: June 18, 2002Assignees: ISAD Electronic Systems GmbH & Co. KG, GrĂĽndl und Hoffmann GmbH Gesellschaft fĂĽr elektrotechnische EntwicklungenInventors: Ullrich Masberg, Thomas Pels, Klaus-Peter Zeyen, Andreas GrĂĽndl, Bernhard Hoffmann
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Publication number: 20020056440Abstract: A control apparatus for suppressing vibrations of an engine when combustion is stopped. The control apparatus maintains an engine rotational speed at a reference rotational speed for a reference time when the combustion of the engine is automatically stopped. This results in a reduction in pressure in a combustion chamber of the engine. The control apparatus gradually reduces the rotational speed of the crankshaft, and stops the crankshaft before the rotational speed of the crankshaft reaches a resonant speed. In this way, the resonance and increased pressure in the combustion chamber are prevented to reduce vibrations of the vehicle.Type: ApplicationFiled: November 13, 2001Publication date: May 16, 2002Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Tsutomu Nagata, Kiyoo Hirose, Kenji Itagaki
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Patent number: 6382164Abstract: The crankshaft of a piston engine is assembled with a vibration damper into a discrete module prior to mounting of such module in axial and/or radial bearings of the housing of the engine. The damper has an input element which rotates with the camshaft and a mass which is angularly movable relative to the input element against the resistance of coil springs. The input element can be provided with a sleeve which surrounds a snout at one axial end of the crankshaft. Alternatively, the damper can be installed in or on or can constitute a cheek of the crankshaft. The coil springs can operate in parallel with a friction generating device which also opposes rotation of the input element and the mass of the damper relative to each other.Type: GrantFiled: September 12, 2001Date of Patent: May 7, 2002Assignee: LuK Lamellen und Kupplungsbau GmbHInventors: Wolfgang Haas, Ruben Schmitt, Friedrich Gerhardt, Wolfgang Reik, Steffen Lehmann, Willi Ruder
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Patent number: 6382163Abstract: A system 40 for starting a variable displacement internal combustion engine 12 of an automotive vehicle 10 has a controller 54 coupled to a starter/alternator 42 that is used for initiating the rotation crankshaft 50 of the engine 12. The controller 54 controls the amount of torque provided by the starter/alternator 42 of the crankshaft. The starter/alternator rotates the crankshaft to a predetermined torque to reduce torque ripple in the crankshaft.Type: GrantFiled: September 1, 2000Date of Patent: May 7, 2002Assignee: Ford Global Technologies, Inc.Inventors: Allan Dale Murray, John Edward Brevick
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Publication number: 20020043244Abstract: 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.Type: ApplicationFiled: September 18, 2001Publication date: April 18, 2002Inventors: Dieter Wiedenhoft, Stefan Horst
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Patent number: 6373205Abstract: A vibration damping system for a drive system of a motor vehicle includes an electric machine controllable by a control device for exerting a counter-torque on a rotating constructional group. A deflection mass arrangement is arranged at the rotating constructional group having at least one deflection mass and a deflection path associated with the at least one deflection mass and along which the deflection mass can move. The deflection path associated with the at least one deflection mass has a vertex area and deflection areas proceeding from the vertex area. The vertex area is an area with the greatest radial distance of the deflection path from an axis of rotation of the rotating constructional group.Type: GrantFiled: March 23, 2000Date of Patent: April 16, 2002Assignee: Mannesmann Sachs AGInventors: JĂĽrgen Weimer, Bernd Peinemann, Cora Carlson, JĂĽrgen Weth
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Patent number: 6355986Abstract: A generator set control system for minimizing vehicle noise and vibration. The system has sensors at different locations in a vehicle, a generator set with a generator set speed controller, and a system controller operatively connected to the sensors and to the generator set speed controller. Noise and vibrations are measured by the sensors during startup of the generator set, and the system controller determines which generator set speeds are to be avoided. Optionally, a steady state measurement may be used to determine undesirable generator set speeds. The generator set speed controller is commanded to make the generator set avoid the speeds mentioned. The system may be mounted permanently to the vehicle for subsequent measurements as needed.Type: GrantFiled: June 16, 2000Date of Patent: March 12, 2002Assignee: Onan CorporationInventors: Daniel J. Kato, Steve N Seidlitz
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Patent number: 6349687Abstract: A spur gear camshaft drive for an internal combustion engine having a crankshaft timing gear, a camshaft gear and at least one intermediate gear arranged between the timing gear and camshaft gear is disclosed. At least one of the gears of the camshaft drive is provided with a hub and a gear ring configured in such a way that the gear ring can be turned against the hub up to a predetermined angle. A readjusting element is provided between the hub and gear ring to exert a readjusting force onto the hub and gear ring depending on the torsion exerted.Type: GrantFiled: May 21, 2001Date of Patent: February 26, 2002Assignee: Volkswagen AGInventor: JĂĽrgen Endeward
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Publication number: 20020011229Abstract: A vibration reducing system for an automotive internal combustion engine vehicle. The vibration reducing system comprises an elastic member, and a rotating member driven through the elastic member by a rotating shaft of the engine. Here, the elastic member and the rotating member are arranged such that one of frequencies obtained by multiplying a rotational frequency of the rotating shaft of the engine which is operated idling engine operating condition by a value (a natural number/2) is within a range between a frequency of antiresonance for a rotational fluctuation of the rotating shaft of the engine which antiresonance is generated under a resonance generated by the elastic member and the rotating member and a frequency of antiresonance for roll vibration of the engine which antiresonance is generated under a resonance generated by the elastic member and the rotating member.Type: ApplicationFiled: March 28, 2001Publication date: January 31, 2002Inventor: Yasuyuki Asahara
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Publication number: 20020002960Abstract: The crankshaft of a piston engine is assembled with a vibration damper into a discrete module prior to mounting of such module in axial and/or radial bearings of the housing of the engine. The damper has an input element which rotates with the camshaft and a mass which is angularly movable relative to the input element against the resistance of coil springs. The input element can be provided with a sleeve which surrounds a snout at one axial end of the crankshaft. Alternatively, the damper can be installed in or on or can constitute a cheek of the crankshaft. The coil springs can operate in parallel with a friction generating device which also opposes rotation of the input element and the mass of the damper relative to each other.Type: ApplicationFiled: September 12, 2001Publication date: January 10, 2002Applicant: LuK Lamellen und Kupplungsbau GmbHInventors: Wolfgang Haas, Ruben Schmitt, Friedrich Gerhardt, Wolfgang Reik, Steffen Lehmann, Willi Ruder
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Patent number: 6336434Abstract: An engine unit of an outboard motor comprises an engine body, a crank case in which a crankshaft is vertically perpendicularly arranged in a usable mounted state of the outboard motor, a cylinder block which is disposed to a rear side of the crank case and in which cylinders are arranged, a cylinder head disposed to a rear side of the cylinder block, a magnet device mounted to a top end portion of the crankshaft projecting upward and comprising a stator and a flywheel to which a rotor is integrally formed. In the engine unit, the crankshaft is supported by a bearing boss disposed to a mating portion of the cylinder block and the crank case through a bearing means and an oil seal is disposed between the bearing boss and the bearing means, and the magnet device is mounted to the engine body through the stator through a mounting portion. A diameter of the mounting portion of the stator is to be larger than an outer diameter of the oil seal.Type: GrantFiled: May 18, 2000Date of Patent: January 8, 2002Assignee: Suzuki Kabushiki KaishaInventors: Nobuyuki Shomura, Yukihiro Yoshikawa, Kazuo Mineno, Takeshi Toyama
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Publication number: 20010042532Abstract: A four stroke internal combustion engine is disclosed having a power take off housing located at one end of the engine. A crankshaft is operatively connected to a drive shaft and the cam shaft within the power take off housing. Furthermore, the crankshaft is operatively coupled within the power take off housing to at least one of a generator, an engine starting mechanism, a balance shaft, and a supercharger.Type: ApplicationFiled: February 28, 2001Publication date: November 22, 2001Inventors: Manfred Aichinger, Rudolf Tscherne, Alois Wolfsgruber, Michael Sonnleitner, Johann Holzleitner
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Patent number: 6318329Abstract: A direct injected engine includes a multi-layer support that attaches injector drivers to the engine while substantially isolating the injector drivers from high and low frequency vibrations. One layer of the support is formed of a relatively hard material so as to dampen high frequency vibrations produced by the engine when running at high speeds (e.g., 5300 rpm). A second layer of the support is formed of a softer material so as to dampen low frequency vibrations produced by another electronic control component, such as, for example, an electronic control unit (ECU), which the support also attaches to the engine. The ECU is disposed between the engine and a housing containing the injector drivers. The first layer of the support in this structure substantially isolates both the electronic control unit and the injector drivers from engine vibrations, and the second layer of the support substantially isolates the injector drivers from ECU-produced vibrations.Type: GrantFiled: July 23, 1999Date of Patent: November 20, 2001Assignee: Sanshin Kogyo Kabushiki KaishaInventor: Takayuki Sato
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Patent number: 6308678Abstract: The crankshaft of a piston engine is assembled with a vibration damper into a discrete module prior to mounting of such module in axial and/or radial bearings of the housing of the engine. The damper has an input element which rotates with the crankshaft and a mass which is angularly movable relative to the input element against the resistance of coil springs. The input element can be provided with a sleeve which surrounds a snout at one axial end of the crankshaft. Alternatively, the damper can be installed in or on or can constitute a cheek of the crankshaft. The coil springs can operate in parallel with a friction generating device which also opposes rotation of the input element and the mass of the damper relative to each other.Type: GrantFiled: September 13, 2000Date of Patent: October 30, 2001Assignee: LuK Lamellen und Kupplungsbau GmbHInventors: Wolfgang Haas, Ruben Schmitt, Friedrich Gerhardt, Wolfgang Reik, Steffen Lehmann, Willi Ruder
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Publication number: 20010023676Abstract: An internal combustion engine having a crankshaft, at least one camshaft, a balancer shaft and a timing drive for driving the camshaft and the balancer shaft from the crankshaft. The balancer shaft has a drive member that is interposed in the timing drive and a torsional vibration damper that is interposed between this drive member and the balancer masses on the balancer shaft to avoid transmission of crankshaft vibrations to the balancer shaft without effecting the valve timing. balancer shaft is provided that has at least offset balance masses formed thereon. The balancer shaft is also formed with integral bearings directly on opposite sides of each of the balance masses.Type: ApplicationFiled: March 16, 2001Publication date: September 27, 2001Inventors: Tomotaka Takano, Kaoru Okui, Yasuyuki Matsuno
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Patent number: 6286473Abstract: A control strategy for use in combination with a hybrid electric vehicle 10 including a propulsion system 12 having an engine 14 and a starter/alternator 16 which is operatively coupled to crankshaft 18 of engine 14. The control strategy utilizes the starter/alternator 16 as an “active” flywheel and implements a variable parameter notch filter and a lead compensator to attenuate crankshaft speed oscillations.Type: GrantFiled: March 31, 2000Date of Patent: September 11, 2001Assignee: Ford Global Tech., Inc.Inventor: Alexander Timofeevich Zaremba
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Patent number: 6283076Abstract: The present invention relates to a torsionally compliant sprocket system which absorbs crankshaft torsional vibrations and minimizes their transfer to other components in the engine system. In particular, the present invention includes a sprocket formed with an elastomeric member located between hub and rim portions. The hub has splines which cooperatively engage with keyways formed in the rim portion through the elastomeric member. A method of forming the compliant sprocket includes forming the hub and rim portions and injection molding an elastomeric material into a gap between the hub and rim portions. While in the mold, heat is applied to the sprocket assembly. The elastomeric member is thus vulcanized in place, creating a one-piece compliant sprocket.Type: GrantFiled: June 9, 2000Date of Patent: September 4, 2001Assignee: BorgWarner Inc.Inventor: Roger T. Simpson
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Patent number: 6283079Abstract: A system for preventing vibrations occurring in a diesel engine during shut down. The system employs a combined starter/alternator apparatus to apply a positive and/or negative torque to an engine to effect a smooth deceleration of the rotating parts of the engine. A system control function is provided wherein the engine speed from a vehicle engine speed sensor and the vehicle ignition key off signal are introduced to a control means to determine if the rate of engine speed deceleration is above or below a selected threshold level. If the rate of deceleration is above the selected threshold level, a command is generated by the control means to cause power to be absorbed from a rotating part of the engine to slow the engine. If the rate of engine deceleration is below the selected threshold level, a command is generated to add torque to the engine rotating part to prevent rapid deceleration.Type: GrantFiled: August 25, 2000Date of Patent: September 4, 2001Assignee: Ford Global Technologies, Inc.Inventors: Brian Stanley Cumming, Roy William Horrock
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Patent number: 6253633Abstract: The present invention relates to a torsionally compliant sprocket assembly which reduces the transfer of the crankshaft torsional oscillations to other components in the engine such as the balance shaft drives. The assembly comprises a first sprocket, second sprocket and a planar torsion spring located between the two sprockets and the shaft.Type: GrantFiled: June 30, 2000Date of Patent: July 3, 2001Assignee: BorgWarner Inc.Inventor: Philip J. Mott
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Patent number: 6247449Abstract: A method and an arrangement for reducing vibrations in an internal combustion engine (2) which has a plurality of drive units (3-8) connected to a common output shaft (9). These are equipped with a combustion chamber and inlets (34-39) for fuel from organs for fuel supply. Any one of the driving units (7) can be switched from a normal operating condition to an alternative operating condition, in which the supply of fuel to the drive unit is blocked, which causes an alteration in the torque of the driving unit which has been thus switched. The amount of fuel supplied to the drive units which are in a normal operating condition is distributed according to a chosen pattern in order to create torques in these which cause a chosen suppresion of vibrations.Type: GrantFiled: August 25, 1998Date of Patent: June 19, 2001Assignee: AB VolvoInventor: Per Persson
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Patent number: 6244239Abstract: A system for integrating together all the engine driven accessories on a typical automotive engine such that all the basic engine auxiliaries and secondary chassis related accessories are mounted in a compact and rigid assembly. The driving means for the secondary accessories is typically but not restricted to a single Multi-rib V belt driven by a pulley or torsional damper mounted to the front extension of the crankshaft. The auxiliaries and accessories are built into or mounted rigidly to an integrated housing. The integrated housing is mounted to a single surface of the engine block giving the strength and rigidity needed to carry the loads and offering the best accuracy for the location of the accessories to the crankshaft and to each other for best belt life and minimum noise from the belt and pulleys and engine forcing frequencies.Type: GrantFiled: November 18, 1998Date of Patent: June 12, 2001Assignee: Simpson IndustriesInventors: William C. Sisco, Steve J. Chevalier
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Patent number: 6186109Abstract: An improved and compact accessory drive for an engine that facilitates transverse positioning in an engine compartment. One end of the engine crankshaft extends through an outer face of the engine body. A torsional damper is affixed to this crankshaft end. An accessory drive pulley is driven by a shaft that is juxtaposed to this end of the crankshaft and which is disposed axially from the torsional damper. Adjacent surfaces of the torsional damper and accessory drive pulley have mating tapered surfaces so that these elements overlap both axially and radially. A drive belt drives a plurality of engine accessories from this drive pulley so as to maintain case of access to the drive belt while maintaining a compact overall length.Type: GrantFiled: November 16, 1999Date of Patent: February 13, 2001Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Yasuyuki Matsuno
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Patent number: 6167860Abstract: A method of controlling idle of an internal combustion engine including a variable vibro-isolating supporting device for actualizing vibro-isolating characteristics corresponding to a variety of vibrations, comprises a step of increasing a frequency of idle vibrations by increasing the number of idling rotations of the internal combustion engine by a predetermined number of rotations under a suing environment where a desired vibro-isolating effect is not obtained by the variable vibro-isolating supporting device, thereby preventing the idle vibrations from being transmitted to a car body side of an automobile etc.Type: GrantFiled: August 5, 1998Date of Patent: January 2, 2001Assignees: Toyota Jidosha Kabushiki Kaisha, Toyoda Gosei Co., Ltd.Inventor: Takanori Tsukamoto