Abstract: A crankshaft assembly for an internal combustion engine having a one-piece elongated shaft adapted to rotate about a longitudinal axis. The shaft includes a radially offset portion between the ends of the shaft, and this radially offset portion is spaced axially inwardly from each end of the shaft. An elongated connecting rod having a one-piece annular bearing support at one end is secured to the shaft so that the annular bearing support is positioned around the shaft offset portion. A first counterweight is secured to the shaft adjacent one end of the shaft offset portion while a second counterweight is secured to the shaft adjacent the other end of the shaft offset portion. In an alternate embodiment, the crankshaft, crankpin and one counterweight are formed as a casting. A one-piece connecting rod is then slid onto the crankpin and a second counterweight is molded to the crankshaft on the side of the crankpin opposite from the cast counterweight.

Abstract: An internal combustion engine includes a crankcase, a cylinder, a piston, a crankshaft, and a piston connecting rod. A counterweight connects to the crankshaft through a counterweight connecting rod. The counterweight pivotally connects to the crankcase. The engine is constructed such that the crankshaft drives the counterweight less than 180 degrees out of phase with the motion of the piston. A center of gravity of the crankshaft is offset from the crankshaft's axis and moves out of phase with the piston by less than 180 degrees. The offset counterweight and crankshaft balance out inertial forces in the engine to reduce engine vibrations and improve engine performance.

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 31 a mounted to the second balance weight mounting portion.

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: A reciprocating internal combustion engine balancing system includes multiple reciprocating balancers attached to the cylinder block at the front and rear ends of the crankshaft. The balancers are driven by cams integrated with the crankshaft cheeks which reciprocate the balancers at 180 crankshaft degrees out of phase with each other so that the pitching couple associated with an engine such as an inline 5 cylinder engine will be cancelled.

Abstract: A hermetic compressor assembly including a compressor housing, a compression mechanism disposed in the housing, a motor disposed in the housing; and a crankshaft operatively coupling the compression mechanism and the motor and having an axis of rotation. The crankshaft includes a cylindrical eccentric and a counter eccentric lobe. The cylindrical eccentric has a central axis, defines a circular axial profile, and is located on one radial side of the axis of rotation. The counter eccentric lobe is integrally formed with the crankshaft on the opposite side of the crankshaft from the eccentric, is axially adjacent the eccentric, and is located within the circular axial profile.

Abstract: A multi-piece crankshaft having a shaft with two ends, an axis and adapted to rotate about its axis. A crankpin also has two ends and an axis parallel to but spaced radially outwardly from the shaft axis. The crankpin optionally has at least one indentation. A plate has two spaced openings such that one end of the shaft is positioned in one of the plate openings while the other end of the shaft is positioned in the other plate opening. At least one counterweight extends between said one end of the shaft and said one end of the crankpin, and this counterweight is formed by casting a liquid metal around the ends of the shaft and the crankpin as well as around the plate. The liquid metal fills the at least one indentation and, upon hardening, locks the counterweight to the crankpin and shaft and encases the plate.

Abstract: An engine suitable for mounting in a small planing boat, which both lowers the center of the gravity of the boat, and enables a degree of freedom in arranging accessories. Balancers are arranged on the left and on the right of a crankshaft on a parting face of an engine. The engine is mounted in the body of the small planing boat surrounded by a hull and a deck. A starter motor and an idle gear of one balancer are arranged on the side opposite the starter motor, with the crankshaft between them. Also disposed between the idle gear and the starter motor is a cylinder. An oil tank is provided at the front of the engine, and two oil supply passages leading to the balancer supports are formed in the case of the oil tank.

Abstract: A static unbalance-type balance shaft for canceling unbalance forces of an engine includes a principal bearing journal located adjacent a first end of the shaft and an outrigger bearing journal located adjacent the second end of the shaft. A first counterweight is positioned adjacent one side of the principal journal and a second counterweight is positioned on the other side of the principal journal. The balance shaft has a small third outrigger counterweight or other source of unbalance positioned adjacent the outrigger journal for maintenance of the shaft's Effective Plane of Static Unbalance within the length of the principal journal while allowing the composite center of gravity of the first and second counterweights to be shifted away from the outrigger unbalance, for the purpose of improving the stability of shaft operating shape at the outrigger journal end of the shaft across the entire range of operating speeds.

Abstract: A crankshaft drive for an internal-combustion engine includes a crankshaft, a connecting rod assembly coupled to the crankshaft, and a balancing shaft arranged parallel to the crankshaft and at a distance r from the crankshaft. A balancing weight extends from the balancing shaft for balancing mass forces caused by the rotation of the crankshaft. A recess is formed in the balancing weight, so that during rotation of the balancing shaft, the balancing weight does not interfere with the rotating crankshaft and connecting rod assembly. The inclusion of the recess allows the distance r between the crankshaft and the balancing shaft to be reduced. Preferably, a rib is formed on one side of the balancing shaft to strengthen the balancing shaft.

Abstract: A static unbalance-type balance shaft for rotating machinery such as a vehicle engine includes a longitudinal axis, a first bearing surface disposed away from a first end and a second bearing surface located adjacent a second end. A first balance shaft is disposed between the first end and the first bearing surface, a second balance weight is located adjacent the second bearing surface. A third balance weight is located adjacent the second bearing surface. A connector portion overlaps and extends between the second balance weight and the third balance weight. The third balance weight is positioned on the opposite side of the longitudinal axis from the first and the second balance weights. The connector portion has a substantially I-beam shaped cross section.

Abstract: There is provided an apparatus for a reduced mass balancer shaft that effectively balance first or second order imbalances in an internal combustion engine. The balancer shaft is symmetrical with offset masses that are equal in magnitude and opposite in direction and orientation, and preferably comprises front and rear offset masses between a center section and a front and a rear journal respectively. In a preferred embodiment, there integrally formed stiffening members in the front and rear offset masses that symmetric about the balancer shaft centerline. The front and rear offset masses are each comprised of solid partial annular configurations that extend equally away from the balancer shaft centerline. The center section is comprised of an annular configuration.

Abstract: An improved counterweight for a crankshaft having a main body which is adapted to rotate about a predetermined axis. The main body includes a major lobe on one side of the axis and a diametrically opposed minor lobe. Two recessed surfaces extend on opposite sides of a diametric line bisecting the major and minor lobes so that the recessed surface forms a portion of the outer periphery of the crankshaft. A pair of inserts is provided and each insert has a surface complementary to one of the recessed surfaces on the main body. Each insert is inserted into the main body to form a generally cylindrical counterweight.

Abstract: An improved flywheel for use in a small gasoline engine of the type utilized in string trimmers, chain saws, lawn mowers and other such devices. The flywheel comprises a flywheel body including a central hub portion and an integral wheel portion. The hub portion of the flywheel body defines an axial bore extending therethrough in which the engine's drive shaft is received when the flywheel is mounted thereon. An integral key is located in the axial bore for receipt in a corresponding keyway defined in the drive shaft. The key is configured without deep-cut stress reliefs, having opposed side walls extending directly from an inside surface of the through bore.

Abstract: A balancer case (21) is coupled to the lower portion of a cylinder block (10) through turrets (12) made of a material having almost the same coefficient of linear expansion as that of a crankshaft (11) and balancer shaft (22).

Abstract: An engine counterbalancing system has a counterbalance weight that reciprocates in a linear manner in opposition to piston movement. The counterbalance weight is preferably coupled to the crankshaft via two spaced link arms that engage two respective eccentrics of the crankshaft. The counterbalance weight is guided by one or more rails that are formed integrally on the inner surface of the crankcase housing.

Abstract: A multi-piece crankshaft is disclosed having a shaft with two ends, an axis and adapted to rotate about its axis. A crankpin also has two ends and an axis parallel to but spaced radially outwardly from the shaft axis. The crankpin optionally has at least one indentation. A plate has two spaced openings such that one end of the shaft is positioned in one of the plate openings while the other end of the shaft is positioned in the other plate opening. At least one counterweight extends between said one end of the shaft and said one end of the crankpin, and this counterweight is formed by casting a liquid metal around the ends of the shaft and the crankpin as well as around the plate. The liquid metal fills the at least one indentation and, upon hardening, locks the counterweight to the crankpin and shaft and encases the plate.

Abstract: A working device, especially a ramming device for compacting soil, or a hammer, has a crank mechanism for producing a controlled vibration. The crank mechanism is coupled with a set of springs. According to the invention, the crank disk belonging to the crank mechanism is provided with a counter-mass whose center of gravity is shifted around an angle not equal to 180° from the center of gravity of a crank pin on the crank disk, in relation to the axis of rotation of the crank disk. This prevents vibrations which would be unpleasant for the person operating the device from occurring.

Abstract: A crankshaft drive for an internal-combustion engine includes a crankshaft, a connecting rod assembly coupled to the crankshaft, and a balancing shaft arranged parallel to the crankshaft and at a distance r from the crankshaft. A balancing weight extends from the balancing shaft for balancing mass forces caused by the rotation of the crankshaft. A recess is formed in the balancing weight, so that during rotation of the balancing shaft, the balancing weight does not interfere with the rotating crankshaft and connecting rod assembly. The inclusion of the recess allows the distance r between the crankshaft and the balancing shaft to be reduced. Preferably, a rib is formed on one side of the balancing shaft to strengthen the balancing shaft.

Abstract: 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.

Abstract: A parting line strategy for a crankshaft (100) includes providing a parting line that has a plurality of portions that extend across a plurality of cheeks (104, 106, 108) and pins (120, 126, 136, 142, 152, 158). Further, the parting line has a portion (126, 142, 158) that extends generally diagonally across a face (168) of each of the plurality of cheeks (104, 106, 108) to assist in removing flash from the crankshaft (108).

Abstract: An engine crankshaft (1) made by forging, that has larger counter weights (8) without increasing a manufacturing cost. Engaging two dies with each other performs the forging. Each counter weight (8) has a plurality of inclinations (&thgr;1, &thgr;2) to facilitate removal of the dies from the crankshaft after the forging process is complete. The inclinations are reduced as they are apart from a die mating surface (P). The maximum thickness (T) of each counter weight (8) is not enlarged so that interference between the counter weights and neighboring parts is avoided. No machining is required after the forging process.

Abstract: A crankshaft assembly for an internal combustion engine having a one-piece elongated shaft adapted to rotate about a longitudinal axis. The shaft includes a radially offset portion between the ends of the shaft, and this radially offset portion is spaced axially inwardly from each end of the shaft. An elongated connecting rod having a one-piece annular bearing support at one end is secured to the shaft so that the annular bearing support is positioned around the shaft offset portion. A first counterweight is secured to the shaft adjacent one end of the shaft offset portion while a second counterweight is secured to the shaft adjacent the other end of the shaft offset portion. In an alternate embodiment, the crankshaft, crankpin and one counterweight are formed as a casting. A one-piece connecting rod is then slid onto the crankpin and a second counterweight is molded to the crankshaft on the side of the crankpin opposite from the cast counterweight.

Abstract: In a balance shaft for engine balancing systems for canceling an unbalance force of an engine, a journal portion of the balance shaft is provided with a recess on a side remote from the gravitational center of the counter weight, and a rib extends axially across this recess along a radial plane between full circular axial end portions of the journal portion to compensate for the reduction in the bending rigidity of the balance shaft due to the provision of the recess. The recess reduces the weight or mass of the balance shaft, and this recess does not diminish the performance of the bearing because the bearing load is essentially due to the unbalanced mass of the counter weight portion, and the recessed part of the bearing portion receives a significantly smaller part of the bearing load than the opposite side of the bearing portion. The recessing also contributes to increasing the eccentricity of the gravitational center of the associated part.

Abstract: A crankshaft and piston arrangement for a combustion engine including a piston pivotally connected to a crankshaft by a connecting rod and two balance structures each including a balance structure connecting rod connected to the crankshaft and a balance arm having a longitudinal axis and pivotally connected to the balance structure connecting rod. The balance arm is pivotally connectable at an end remote from the balance structure connecting rod to the engine. The longitudinal axes of the balance arms extend in substantially opposite directions to one another and are substantially perpendicular to a plane through the crankshaft rotational axis (C) and center of the piston when the piston is at substantially mid-stroke and rotate in opposite directions to one another in use. Each balance structure is substantially diametrically opposed to a piston with respect to the crankshaft rotational axis thereby operably to balance forces generated by the acceleration and deceleration of the piston in use.

Abstract: Static unbalance-type shafts for rotating machinery such as vehicle engines. The present invention can minimize the mass or weight of the balance shaft and optimize the material usage in accordance with the standards and parameters established for the balance shaft. The connector portions between the balance weights and/or between the balance weights and the end bearing surfaces, have cross-sections with recessed sides in order to increase stiffness and/or reduce the weight of the balance shaft. The connector portions also overlap the balance weights. Tapering of chordal surfaces adjacent the axis of rotation can be employed to reduce mass, cost, bearing wear, and drive gear noise.

Abstract: A static unbalance-type balance shaft for rotating machinery such as vehicle engines includes a bearing surface adjacent the other end. The balance shaft includes a balance weight adjacent the first end and a connector portion connecting the balance weight to the other end. The connector portion has a cross-section with at least one recessed surface thereby minimizing the mass or weight of the balance shaft and optimize the material of the balance shaft.

Abstract: A counterweight is attached to a rotating shaft by a slip fit, combined with two axially abutting surfaces to hold the counterweight. The counterweight is preferably held at one face by a ledge formed on the shaft, and at the opposed face by a portion of the motor rotor. Circumferentially spaced abutting surfaces also hold the counterweight to cause the counterweight to rotate with the rotor. The present invention eliminates the need for separately attaching the counterweight to the shaft, and thus reduces both the complexity of assembly, and also the need for precise manufacturing tolerances for the counterweight.

Abstract: A balancing mechanism for an engine that has a rotating crankshaft and reciprocating pistons such as those engines used in automobiles, aircrafts, boats, piston-driven compressors, piston-driven slider crank mechanisms, etc. The present balancing mechanism may comprise a first balance mass non-rotatably affixed to the crankshaft and a second balance mass rotatably supported on the crankshaft. A driver assembly is affixed to crankshaft to cause the second balance mass to rotate in a direction that is opposite to the direction in which the crank shaft is rotating. The driver assembly may include auxiliary gears configured to transport rotary power to auxiliary components.

Abstract: A compressor or pump assembly including a housing, a compression mechanism disposed within the housing, a shaft operatively connecting the compression mechanism and a drive source, the shaft having an axis of rotation and first and second surfaces, the shaft axis of rotation disposed between the first and second shaft surfaces, and a counterweight disposed about the shaft and comprising first and second portions, the first counterweight portion generally U-shaped, having first and second arms, the first arm in contact with the first shaft surface, the second arm in contact with the second shaft surface, the second counterweight portion extending between the first and second arms and attached to the first counterweight portion, the shaft captured between the first and second counterweight portions, whereby rotation is imparted to the counterweight through the interface of the shaft surfaces and the arms.

Abstract: An adjustable counterweight apparatus for use in vibratory machines, such as concrete molding machines, where a rotating shaft is engaged with a vibrating or oscillating load. The counterweight includes a first bore for receiving a rotating shaft, and a second bore for receiving a plug having a weight selected to dynamically balance the rotating shaft and oscillating load.

Abstract: A drive shaft vibration dampener having an outer cylindrical housing which attaches to the end of the drive shaft. An inertia disc mounts within the housing, mounting to the housing through a spherical bearing which permits rotational and radial displacement of the inertia disc relative to the housing. A cover plate encloses the internal chamber housing the inertia disc, and the internal chamber is filled with elastomeric urethane. As the drive shaft deflects radially, the inertia disc lags behind, compressing the urethane and exerting a counteracting radial force on the housing, and the rigidly attached drive shaft.

Abstract: An end cap assembly for an air compressor driven by an internal combustion engine has a crankshaft structure provided with a shaft, an end cap disposed around the shaft, a first set of ball bearings mounted in the end cap for disposition around the shaft and a second set of ball bearings mounted in the end cap and spaced from the first set of ball bearings for disposition around the shaft. A crankshaft seal and bearing spacer arrangement is disposed around the shaft between the first and second sets of ball bearings for blocking passage of air and oil from the engine, and preventing the first and second sets of ball bearings from contacting each other.

Abstract: A laminated counterweight for connecting the main shaft with the crankpin of a crankshaft in which the counterweight includes a pair of end laminations which are circular in shape and have a central opening dimensioned to receive the main shaft and a crankpin opening radially spaced from the central opening and dimensioned to receive the crankpin. A plurality of central laminations is sandwiched in between the end laminations. Each central lamination, like the end laminations, includes a central opening dimensioned to receive the main shaft as well as a crankpin opening dimensioned to receive the crankpin. A pair of cutouts is provided through each central lamination and, said cutouts being disposed on opposite sides of the radius extending between the central opening and the crankpin opening.

Abstract: A balance shaft mounting arrangement for a four cycle overhead camshaft internal combustion engine wherein the balance shaft is driven from the crankshaft and is disposed within the crankcase chamber and is disposed below the axis of rotation of the crankshaft. The balance shaft is driven from an end of the crankshaft and is journalled, at least in part, by a detachable crankshaft journaling member.

Abstract: A starter motor and balancers are disposed reasonably so as not to interfere with each other by effectively utilizing spaces in an engine. Cylinders are set so as to be tilted forward on casings supporting a crankshaft in a transverse position, a rear balancer and a starter motor are disposed in a space behind the cylinders, and a front balancer is disposed on an opposite side of the rear balancer with respect to the crankshaft. The rear balancer and the front balancer are disposed on the right side of a plane including the center of gravity of the engine and perpendicular to the crankshaft, and the starter motor is disposed on the left side of the plane. Weight portions included in the rear balancer and the front balancer are disposed close to the plane to prevent coupling vibrations.

Abstract: An improved engine gear drive train arrangement is provided which effectively minimizes the crankshaft torsional vibrations at the location of the gear train, for engines with a front gear train. A flywheel is resiliently connected to the rear end portion of the crankshaft so as to resiliently connect a driven unit to the crankshaft. An extra inertial device is connected to the front end portion of the crankshaft and includes an inertia so selected as to cause a nodal point of the first torsional vibration mode of the crankshaft to be located in the vicinity of the crank gear to minimize the amplitude of torsional deflection of the crankshaft at the crank gear. Also, the device for resiliently connecting the flywheel to the rear end portion of the crankshaft may include resilient members positioned in cavities formed by engaging rings.

Abstract: An adjustment stroke connection for a mechanical press with an eccentric bushing is disposed within a press connection member with a second eccentric member disposed within the eccentric bushing. A rotatable crankshaft is connected to the second eccentric member. A mechanism is included for connecting the eccentric bushing with the press connection member to prevent rotation therebetween and permitting rotation of the second eccentric member with the eccentric bushing whereby rotation of the crankshaft, when the mechanism is activated, causes a press stroke adjustment.

Abstract: A balance shaft for rotating machinery such as a vehicle engine which minimizes the mass or weight of the balance shaft by optimizing the material usage in accordance with the standards and parameters established for the balance shaft. For rotating couple-type shafts, the two balance weights each have surfaces substantially forming hyperbolic curves. In addition, the connector portion between the balance weights has a cross-section with recessed sides in order to reduce the mass or weight of the balance shaft. For single unbalance-type shafts, the connector portion also has a cross-section with recessed sides.

Abstract: A crankshaft drive in an internal combustion engine, which comprises at least one cylinder having a cylinder head, and a crankcase housing a crankshaft rotating at a predetermined direction and at a predetermined speed, and a balance shaft extending parallel to the crankshaft and rotating at the predetermined speed of the crankshaft in a direction opposite to the predetermined rotating direction of the crankshaft, the crankshaft and the balance shaft carrying balance weight means for balancing a mass of first order. An auxiliary shaft extends parallel to the crankshaft and rotates at the predetermined speed of the crankshaft in the predetermined rotating direction of the crankshaft, the auxiliary shaft carrying a counterweight for balancing a residual moment resulting from the rotating balance shaft with respect to the rotating crankshaft.

Abstract: An embroidering machine having a plurality of embroidering heads attached to a longitudinally extending carrier and each having a needle drive mechanism for an embroidering needle that is moveable in a vertical plane in the respective embroidering head. Each needle drive is connected to a driven main shaft that is guide through the embroidering machine parallel to the longitudinally extending carriers. For complete mass compensation, each drive arrangement of the embroidering head comprises an externally toothed gear wheel disposed on the driven main shaft and a second externally toothed gear wheel disposed on a compensating shaft oriented parallel to the main shaft.

Abstract: A crankshaft for cooling pistons having oil passages which are respectively terminated at three weight balances have a couple of oil holes, so that the oil holes at the weight balances are equipped with oil jets and inject the oil toward each piston of the engine.

Abstract: A four-cylinder, reciprocating piston-machine includes a crankshaft having a rotary axis; a center bearing supporting the crankshaft; two outer bearings flanking the center bearing and supporting the crankshaft; and first, second, third and fourth torsion springs extending parallel to the crankshaft axis. The first and second torsion springs are parallel to and facing a first side of a reference plane containing the crankshaft axis, while the third and fourth torsion springs are parallel to and facing a second side of the reference plane. First, second, third and fourth elongated balancing masses are secured to and extending unidirectionally from respective first, second, third and fourth torsion springs toward the crankshaft in a perpendicular orientation to the crankshaft axis. The first and second balancing masses are situated at the outer bearings, while the third and fourth balancing masses are situated at the center bearing.

Abstract: A secondary balancer device provided below a cylinder block of an engine including a front balancer shaft and a rear balancer shaft which are rotated in opposite directions and have longitudinally central main journal portions carried in a balancer holder, respectively. Bracing journal portions are provided on axial ends of one of the front and rear balancer shafts and supported in a pump body and a pump cover of an oil pump provided below the cylinder block, respectively. A pump shaft of the oil pump and the front balancer shaft are connected to a crankshaft by a common endless chain and rotated at different numbers of revolutions. Thus, the number of parts for supporting the balancer shafts can be reduced, while maintaining the freedom of setting the number of revolutions of the oil pump of the engine.

Abstract: The weight of the first and fifth counterweights, which are located at opposite ends of a crankshaft, are set to be equal to or smaller than the weight of the remaining second to fourth counterweights. In addition, the thickness of the first and fifth counterweights are set to be equal to or smaller than the thickness of the remaining second to fourth counterweights. Moreover, the first to fifth counterweights are formed generally the same in configuration.

Abstract: Described is an arrangement for vibration compensation in a reciprocating-piston internal-combustion engine whose crankshaft drives a balancing shaft arranged with its axis parallel to the axis of the crankshaft and connected to at least one balancing weight which, by virtue of the rotary movement of the balancing shaft, performs a substantially linear, oscillating movement. At least one compensation weight is connected to the balancing shaft. By virtue of the rotary movement of the balancing shaft, the compensation weight performs a substantially linear, oscillating movement. A plane which contains the axis of the balancing shaft and the path of movement of the balancing weight is inclined relative to a plane which contains the axis of the balancing shaft and the path of movement of the compensation weight. The time of minimum speed of the balancing weight coincides with the time of maximum speed of the compensation weight.

Abstract: A reduction in size and weight of an engine block is achieved by the described balancer shaft arrangement in which the balancer shaft bearing balancer weights at opposite ends is rotatably mounted in a pipe member fixedly attached to an exterior wall of the engine block. The balancer shaft contains an axial opening which communicates with the lubricating oil supply system of the engine in order to conduct lubricating oil to associated parts of the arrangement.

Abstract: A governor arrangement for an internal combustion engine is disclosed which comprises a plurality of weights rotatable with a rotatable drive shaft and pivotable with respect to the shaft. The weights are engageable with a washer which, in turn, engages a sleeve. The sleeve engages a lever the position of which is used to control the setting of a metering valve. A hydrodynamic bearing arrangement is provided between the sleeve and washer. A drive arrangement may be provided to drive the washer when the rotational speed of the shaft is insufficient to cause the weights to move the sleeve.

Abstract: A connecting rod and crankshaft assembly comprising a crankshaft having an axis and including axially spaced end bearing surfaces in concentric relation to the axis, an arcuate throw portion extending from one of the end bearing surfaces and along a curvilinear axis and including a maximum cross section which extends perpendicularly to the curvilinear axis and which includes a maximum rectilinear distance passing through the curvilinear axis, and a crank pin extending from the throw portion in eccentric relation to the axis, a connecting rod comprising an elongated main body, and a crank pin end portion extending from the main body and including a cylindrical surface extending along an axis extending perpendicularly to the elongation of the main body and defining a crank pin aperture receiving the crank pin, and axially spaced side surfaces each including a first side surface portion located adjacent the main body and extending for an arcuate distance around the axis of less than 180 degrees, which first side

Abstract: A pressing machine includes a first connection device rotatably carried on an eccentric portion of a crankshaft, a second connection means for connecting the first connection device to a moving member, and a restriction device for restricting the moving direction of the second connection device to a reciprocating direction of the moving member. The second connection device includes one or more eccentric shafts each provided with a main shaft portion and an eccentric shaft portion each of which has an axis extending in the axial direction of the crankshaft, each of the eccentric shafts being rotatably connected at the main shaft portion thereof to the moving member and also rotatably connected at the eccentric shaft portion thereof to the first connection device.