Abstract: A connecting rod includes an elongated body having a first connection end and a second connection end and an intermediate portion extending between the first connection end and the second connection end. The first connection end includes a cylindrical opening configured to receive a bushing and a link pin. The first connection end includes a first side face and a second side face each raised relative to the intermediate portion, the first side face includes a recessed slot that communicates with the cylindrical opening and an outer edge of the first side face. The slots can optionally be provided on the second side face, giving the connecting rod one or more slots on each side, which lubricate the link pin with splash oil.

Abstract: A connecting rod includes an elongated body having a first connection end and a second connection end and an intermediate portion extending between the first connection end and the second connection end. The first connection end includes a cylindrical opening configured to receive a bushing and a link pin. The first connection end includes a first side face and a second side face each raised relative to the intermediate portion, the first side face includes a recessed slot that communicates with the cylindrical opening and an outer edge of the first side face. The slots can optionally be provided on the second side face, giving the connecting rod one or more slots on each side, which lubricate the link pin with splash oil.

Abstract: Presented are crankshaft assemblies with internal stiffening structures, methods for making/using such crankshaft assemblies, and internal combustion engines equipped with such crankshaft assemblies. A crankshaft body, which is formed with a first material, includes multiple bearing journals that are mutually coaxial to rotate on a crankshaft axis and spaced from each other along the length of the crankshaft. Each bearing journal has an internal journal cavity. Multiple crankpins are longitudinally spaced from each and axially offset from the crankshaft's rotational axis. Each crankpin has an internal crankpin cavity. Multiple crank webs project radially from the crankshaft axis and interconnect the bearing journals with the crankpins. Each crank web has an internal web cavity. Disposed within the journal cavities, crankpin cavities, and/or web cavities is a stiffening bar formed with a second material having a modulus of elasticity that is greater than the modulus of elasticity of the first material.

Abstract: Presented are crankshaft assemblies with internal stiffening structures, methods for making/using such crankshaft assemblies, and internal combustion engines equipped with such crankshaft assemblies. A crankshaft body, which is formed with a first material, includes multiple bearing journals that are mutually coaxial to rotate on a crankshaft axis and spaced from each other along the length of the crankshaft. Each bearing journal has an internal journal cavity. Multiple crankpins are longitudinally spaced from each and axially offset from the crankshaft's rotational axis. Each crankpin has an internal crankpin cavity. Multiple crank webs project radially from the crankshaft axis and interconnect the bearing journals with the crankpins. Each crank web has an internal web cavity. Disposed within the journal cavities, crankpin cavities, and/or web cavities is a stiffening bar formed with a second material having a modulus of elasticity that is greater than the modulus of elasticity of the first material.

Abstract: A crankshaft assembly for a vehicle, a method of operating a crankshaft assembly, and a method of manufacturing a crankshaft assembly. The crankshaft assembly includes a crankshaft, a first pin bearing journal and a main journal, an oil passage having a main passage wall, the oil passage extending from the first pin bearing journal to or through the main bearing journal, a crankpin exit hole located in the main passage wall, and a blocking element positioned in the oil passage, wherein the blocking element is located in a radially outward position with respect to the crankpin exit hole.

Abstract: A method of manufacturing a crankshaft includes the steps of: (1) forming a crankshaft blank via a first half and a second half; (2) measuring a plurality of surface variations between a predetermined surface in a first region and a corresponding predetermined surface in a second region of the crankshaft blank; (3) calculating centering offset data based on the plurality of surface variations; (4) machining a pair center holes based on the centering offset data; (5) machining a counterweight and a journal relative to the pair of center holes to produce a partially machined crankshaft; (5) milling and grinding the partially machined crankshaft to produce a finished machined crankshaft; and (6) rotating the finished machined crankshaft typically on the outermost main journals in a final balancing machine and then modifying the counterweights to eliminate undesirable vibration generated during the rotation and engine operation.

Abstract: A crankshaft assembly for a vehicle, a method of operating a crankshaft assembly, and a method of manufacturing a crankshaft assembly. The crankshaft assembly includes a crankshaft, a first pin bearing journal and a main journal, an oil passage having a main passage wall, the oil passage extending from the first pin bearing journal to or through the main bearing journal, a crankpin exit hole located in the main passage wall, and a blocking element positioned in the oil passage, wherein the blocking element is located in a radially outward position with respect to the crankpin exit hole.

Abstract: A method of manufacturing a crankshaft includes the steps of: (1) forming a crankshaft blank via a first half and a second half; (2) measuring a plurality of surface variations between a predetermined surface in a first region and a corresponding predetermined surface in a second region of the crankshaft blank; (3) calculating centering offset data based on the plurality of surface variations; (4) machining a pair center holes based on the centering offset data; (5) machining a counterweight and a journal relative to the pair of center holes to produce a partially machined crankshaft; (5) milling and grinding the partially machined crankshaft to produce a finished machined crankshaft; and (6) rotating the finished machined crankshaft typically on the outermost main journals in a final balancing machine and then modifying the counterweights to eliminate undesirable vibration generated during the rotation and engine operation.

Abstract: A forged crankshaft assembly for an engine, and a method of manufacturing the same, has a forged crankshaft and a removable counterweight to provide access for core drilling or milling a cavity. The forged crankshaft has a pin bearing journal, a main bearing journal, a first crank arm supporting the pin bearing journal, a second crank arm supporting the pin bearing journal and connecting the pin bearing journal and the main bearing journal, and at least one milled crank arm cavity formed within at least a portion of the second crank arm. The removable counterweight extends radially outward from the first crank arm, wherein the crank arm cavity is configured to be accessible to a core drill or mill cutter only when the removable counterweight is removed from the first crank arm and inaccessible to the core drill or mill cutter when the removable counterweight is coupled to the first crank arm.

Abstract: A forged crankshaft assembly for an engine, and a method of manufacturing the same, has a forged crankshaft and a removable counterweight to provide access for core drilling or milling a cavity. The forged crankshaft has a pin bearing journal, a main bearing journal, a first crank arm supporting the pin bearing journal, a second crank arm supporting the pin bearing journal and connecting the pin bearing journal and the main bearing journal, and at least one milled crank arm cavity formed within at least a portion of the second crank arm. The removable counterweight extends radially outward from the first crank arm, wherein the crank arm cavity is configured to be accessible to a core drill or mill cutter only when the removable counterweight is removed from the first crank arm and inaccessible to the core drill or mill cutter when the removable counterweight is coupled to the first crank arm.

Abstract: A method of manufacturing a crankshaft assembly includes configuring a crankshaft with a crankpin journal having a cavity extending at least partially from a first axial side to a second axial side of the crankpin journal, and opening at at least one of the first axial side and the second axial side. The method includes disposing a core plug in the cavity. The crankshaft has a first density and the core plug may have a second density which may be less than the first density. A crankshaft assembly includes the crankshaft and the core plug.

Abstract: An assembly such as a piston assembly for an engine includes a piston pin that has an outer member and a core. The outer member has a cavity extending lengthwise therethrough. The cavity has a first volume. The core is fit to the outer member in the cavity, and has a second volume less than the first volume. For example, the second volume may be less than the first volume because the core has an opening, because the core is shorter in length than the cavity, or both. A method of manufacturing a piston pin includes providing an outer member having a first density and a first length, creating a cavity that extends lengthwise through the outer member, providing a core having a second density and a second length, and inserting the core into the cavity of the outer member.

Abstract: A composite vehicle shaft assembly includes a body formed from a first material having a first end, a second end, and an intermediate portion extending therebetween. The intermediate portion defines an axis of rotation and includes an outer surface and an inner surface defining a cavity. At least one core plug formed from a second material is disposed in the cavity.

Abstract: A shaft assembly for a powertrain includes a shaft having a cavity extending at least partially from a first axial end to a second axial end of the shaft and opening at at least one of the first axial end and the second axial end. For example, the shaft may be a balance shaft, a camshaft, or a transmission shaft. A first core plug is disposed in the cavity. The shaft and the core plug may be the same material, or may be different materials. The shaft may have a first density, first cross-sectional area, or first area modulus, and the core plug may have a different second density, second cross sectional area, or second area modulus which may be less than the first density, the first cross-sectional area, or the first area modulus.

Abstract: A method of manufacturing a crankshaft assembly includes configuring a crankshaft with a crankpin journal having a cavity extending at least partially from a first axial side to a second axial side of the crankpin journal, and opening at at least one of the first axial side and the second axial side. The method includes disposing a core plug in the cavity. The crankshaft has a first density and the core plug may have a second density which may be less than the first density. A crankshaft assembly includes the crankshaft and the core plug.

Abstract: An engine includes a crankshaft rotatable about a crank axis, and at least one balance shaft rotatable about a respective balance axis. The balance shaft rotates about the balance axis to balance the engine during rotation of the crankshaft about the crank axis. A torque transmitting mechanism is selectively moveable between an engaged position and a disengaged position. When the torque transmitting mechanism is disposed in the engaged position, the torque transmitting mechanism connects the crankshaft and the balance shaft in torque communication for rotating the balance shaft with the crankshaft to balance the engine, and when disposed in the disengaged position, the torque transmitting mechanism disconnects torque communication between the crankshaft and the balance shaft for not rotating the balance shaft with the crankshaft as the crankshaft rotates about the crank axis, to reduce spin losses of the engine.

Abstract: An assembly such as a piston assembly for an engine includes a piston pin that has an outer member and a core. The outer member has a cavity extending lengthwise therethrough. The cavity has a first volume. The core is fit to the outer member in the cavity, and has a second volume less than the first volume. For example, the second volume may be less than the first volume because the core has an opening, because the core is shorter in length than the cavity, or both. A method of manufacturing a piston pin includes providing an outer member having a first density and a first length, creating a cavity that extends lengthwise through the outer member, providing a core having a second density and a second length, and inserting the core into the cavity of the outer member.

Abstract: A crankshaft for a V-type engine including crankshaft counterweights which are angularly aligned with respect to the crank arms and sized to reduce the weight of the crankshaft and facilitate lubrication of the crankshaft main journals supported in the main bearings.

Abstract: A crankshaft for a V-type engine comprises an intermediate main journal which is rotatably supported in a main bearing, a primary crankpin, a pair of crankarms, and a second crankpin. The intermediate main journal has a primary boundary plane extending between the longitudinal axis of the intermediate main journal and the outer surface of the intermediate main journal. The intermediate main journal also has a secondary boundary plane extending between the longitudinal axis of the intermediate main journal to the outer surface of the intermediate main journal. A main cross passage extends through the intermediate main journal. The main cross passage is contained in a radial plane of the intermediate main journal. The main cross passage is oriented with respect to the primary and secondary crankpins so that the ends of the main cross passage are between the sides of the primary and secondary boundary planes which face the primary crankpin.