Abstract: An opposed-piston, opposed-cylinder engine in which the intake and exhaust pistons are symmetrically arranged has a small inertial force imbalance in the direction of reciprocation of the pistons. A center of gravity of the crankshaft can be displaced from the axis of rotation to at least partially overcome this imbalance. Such counterweighting of the crankshaft cancels a portion of the inertial balance due to the pistons but introduces an inertial imbalance in an orthogonal direction with respect to the piston-induced imbalance. By providing additional counterweights on pulleys rotating at the same speed, but the opposite direction, as the crankshaft, the imbalance can be substantially eliminated to yield substantially a perfectly-balanced engine.

Abstract: The invention relates to a reciprocating-piston internal combustion engine (1) having at least one engine cylinder (2, 3) and at least one piston oscillating therein, and having at least one balancing mass (14) which is driven in an oscillating manner by a crankshaft (11) via a crank throw (15) and a compensating connecting rod (16), and which is guided in a translatory fashion by means of a linear guide (17) assigned in each case to the respective balancing mass (14). The linear guide (17) is formed by at least two guide elements (18, 19), which are spaced apart from one another, for the balancing mass (14). A bearing (23) for articulatedly connecting to the compensating connecting rod (16) is formed on the balancing mass (14) in a central portion between the two mutually spaced apart guide elements (18, 19).

Abstract: An anti-vibration device for a vehicle has a first torque rod assembly having a first rod with one end fixed to an engine and the other end fixed to a vehicle body, an inertial mass supported on the first rod, and an actuator that reciprocates the inertial mass in an axial direction of the first rod, and a second torque rod assembly having a second rod with one end fixed to the engine and the other end fixed to a sub-frame that is installed on the vehicle body via an elastic member.

Abstract: A balancer shaft of an engine includes a pair of journal portions, a first stage balance weight and a second stage balance weight. The first stage balance weight is formed between the journal portions and eccentrically arranged with respect to an axis. The second stage balance weight is formed on a center part of the first stage balance weight in the axial direction and projects outward from the first stage balance weight in a radial direction. The balancer shaft has a recess portion on the opposite side of the eccentricity direction.

Abstract: A balance shaft assembly for a vehicle, which includes a balance shaft carrier disposed under a cylinder block and, includes an oil pan, an upper end of the oil pan being coupled to a bottom of the cylinder block, may include a balance shaft protruding rearward from the balance shaft carrier and rotatably supported by the balance shaft carrier, a balance weight formed on an outer circumferential surface of the balance shaft, and a balance weight receiving portion formed at the oil pan and coupled to the balance shaft carrier to seal the balance weight therebetween.

Abstract: A drive system for a vehicle has an internal combustion engine and a torsional vibration damping arrangement. The internal combustion engine is switchable between operating modes of different performance. The torsional vibration damping arrangement includes an input region, which can be driven in rotation, and an output region. A first torque transmission path is provided between the input region and output region, and a second torque transmission path is provided parallel thereto. A coupling arrangement superposes the torques transmitted via the torque transmission paths, and a phase shifter arrangement is provided in at least one torque transmission path for generating a phase shift of rotational irregularities transmitted via the one torque transmission path in relation to the rotational irregularities transmitted via the other torque transmission path.

Abstract: A device is provided for reducing first cylinder vibratory force F1 and second cylinder vibratory force F2 which are generated when a crankshaft is rotated, in a parallel twin cylinder internal combustion engine in which a crankshaft is provided with a first crankpin and a second crankpin at a predetermined phase angle and a cylinder block is formed with a first cylinder and a second cylinder.

Abstract: A balance shaft module of an engine, may include a crank sprocket driving gear for receiving a power of a crankshaft of the engine, a crank sprocket driven gear engaged with the crank sprocket driving gear and receiving a power of the crank sprocket driving gear, a first balance shaft arranged coaxially with the crank sprocket driven gear and having a first driving gear to receive a power from the crank sprocket driven gear, and a second balance shaft receiving a power through a second driven gear engaged with the first driving gear.

Abstract: A system for a flywheel assembly for use in conjunction with an internal combustion engine is disclosed. The flywheel assembly includes a flywheel in rotational association with a crankshaft of the internal combustion engine. The flywheel assembly further includes a cooling fan mounted over the flywheel, and capable of rotation therewith. The cooling fan and the flywheel are secured in a constant axial position relative to the crankshaft by virtue of a drive-cup and a retaining nut. Further, the flywheel includes a plurality of integrally formed, intersecting support ribs, for providing excellent dynamic stiffening (e.g., damping) capabilities to the flywheel assembly for substantially reducing and/or eliminating radiated noise.

Abstract: A mass equalization gear mechanism of an internal combustion engine is provided, having a gear mechanism housing (8) with bearing points (16, 17, 18), at least one equalization shaft (6) with a drive section (9) and an imbalance section (12) and rolling bearings (10, 11, 15) by which the equalization shaft is mounted in the bearing points. In this context, the gear mechanism housing is hydraulically sealed, with the result that the imbalance section and at least one of the rolling bearings is hydraulically separated from the drive section and is provided with autonomous lubrication.

Abstract: In a method for reducing rotational non-uniformities of the crankshaft of a piston internal combustion engine, a movable balancing mass component is coupled to the crankshaft in such a way that the kinetic energy of the mass component increases in phases in which the angular speed of the crankshaft would increase if said crankshaft were not coupled to the balancing mass part, and decreases in phases in which the angular speed of the crankshaft would decrease if said crankshaft were not coupled to the balancing mass component.

Abstract: An anti-cogging apparatus improves rotation of a rotatable shaft about an axis. The shaft has a cyclical cogging torque acting thereon in a first direction. The anti-cogging apparatus includes a first anti-cogging member and a second anti-cogging member that rotate relative to each other in concert with rotation of the shaft, and the anti-cogging members interact to provide an anti-cogging torque to the shaft in a second direction to at least partially offset the cogging torque.

Abstract: A mass balancing mechanism is provided for balancing mass forces and/or mass torques of an internal combustion engine. The mass balancing mechanism includes an unbalanced shaft (4) having shaft sections (6, 7) for generating the imbalance, two outer bearing journals (9, 10), and at least one inner bearing journal (5) that connects two of the shaft sections, at which bearing journals the unbalanced shaft is rotatably supported at associated bearing points (2, 1, 3) of the internal combustion engine. The inner bearing journal deflects radially relative to the two shaft sections adjacent thereto and forms a radial plain bearing with the inner bearing point (2). According to the invention, the outer bearing journals should each form a radial roller bearing with the outer bearing points (1, 3).

Abstract: Embodiments for balancing an engine are provided. In one example, a method for balancing mass forces of a crank drive of an internal combustion engine having at least one cylinder comprises providing at least one balancing unit which has at least one balancing weight which serves as an unbalance and which rotates about a rotational axis when the balancing unit is operational, the at least one balancing unit being embodied as a switchable balancing unit, and switching on the at least one balancing unit as a function of at least one operating parameter of the internal combustion engine.

Abstract: A mass compensating shaft drive for compensating forces or moments of inertia of a reciprocating piston internal combustion engine is provided having a balance shaft supported by at least one journal in a housing of the internal combustion engine. A rolling bearing is located between each of the at least one journals and the housing. The balance shaft includes an oil gallery that is adapted to be connected to a source of pressurized lubricating oil. A check valve is located between the oil gallery and each of the at least one bearing journals, with the check valve being arranged to open upon at least one of a lubricating oil pressure or a centrifugal force generated through rotation of the balance shaft exceeding a predetermined closing force for the check valve.

Abstract: A crankcase is provided for an internal combustion engine with at least one coated cylinder bore, which has a chamfer on a separating surface facing a cylinder head. A countersink is arranged on the chamfer. The geometry allows an additional grinding process on a separating surface facing a cylinder head to be omitted.

Abstract: A shaft assembly includes a shaft, a spacer and a cover. The body of the shaft includes a sealing portion, a balancing portion and a hollow portion which may collectively define a generally cylindrical space. The spacer substantially encloses the hollow portion of the body. The cover encapsulates the shaft body and the spacer to provide a substantially continuous cylindrical surface in sealing engagement with the sealing portion. The shaft assembly may be rotatably installed in an engine such that the balancing portion may be partially submerged in an oil bath in the engine and such that the substantially continuous cylindrical surface of the cover minimizes turbulence and aeration of the oil bath when the shaft assembly is rotated. The shaft may be configured for rotation in synchrony with a crankshaft. A method for encapsulating the shaft includes forming a continuous cylindrical surface in sealing engagement with the shaft body.

Abstract: A mass balancing device for balancing free inertial forces and/or free moments of inertia of a reciprocating internal combustion engine (1). The mass balancing device includes two balancer shafts (3, 4) rotating at the same rotational speed in opposite directions of rotation, and a transmission (5) arranged between the crankshaft (2) of the internal combustion engine and the balancer shafts. The transmission drives the balancer shafts at a transmission ratio of crankshaft rotational speed to the balancer shaft rotational speed that is non-uniform over the crankshaft angle such that the angular speed of the balancer shafts is at the maximum at the piston dead centers. The mass balancing device is intended to be configured for an internal combustion engine of multi-cylinder design and the mean value of the transmission ratio is intended to be 1:2.

Abstract: A balancer housing (30) consists of an upper housing (32) and a lower housing (31), and receives a pair of rotatably supported balancer shafts (11, 21) therein. An oil strainer mounting portion (37) is formed as a cylindrical wall extending downward from a bottom wall of the lower housing, and an inlet passage (67) leading to an inlet end of an oil pump (60) extends along a length of the balancer shafts adjacent to the oil strainer mounting portion. A communication passage consisting of a pair of circular holes (66) arranged along an axial line of the inlet passage is passed through a wall separating an interior of the oil strainer mounting portion with the inlet passage. The two holes provides an adequate cross sectional area without increasing the height of the balancer housing.

Abstract: An internal combustion engine (1), including a cylinder head (2) and a cylinder block (3), with a crankcase (10) being fixed to the cylinder block (3), and with at least one mass balancing shaft (20) being held in the crankcase (10). In order to reduce the production effort it is provided that—when seen in the direction of the axis (19a) of the crankshaft (19)—a first pin (26) which is arranged in a borehole (6) and arranged as an alignment pin is positioned in the region of the face side (5) of the crankcase (10) on a straight connecting line (27) between the axis (20a) of the mass balancing shaft (20) and the axis (19a) of the crankshaft (19), with preferably the first pin (26) being arranged in the crankcase (10) and the borehole (6) in the flanged bush (24).

Abstract: An engine balancer including a driving gear, a driving shaft, a driven gear, and a gear pair formed by interlocking the driving gear with the driven gear, wherein the driving gear is engaged with the driven gear, and the engine balancer further includes a fixing member to elastically fix the driving gear onto the driving shaft.

Abstract: A balancer integrated with a crankcase of an internal combustion engine, including balance shafts that are driven and rotated by a rotational force transmitted from a crankshaft of the internal combustion engine to the balance shafts through an endless transmission member to reduce second order vibration of the internal combustion engine, a tensioner that applies tension to the endless transmission member by pressing an outer surface of the endless transmission member using a hydraulic pressure, a tensioner mounting portion to which the tensioner is mounted, the tensioner mounting portion being integrally formed with the crankcase, and an oil supply portion projectingly disposed along an outer surface of the tensioner mounting portion and integrally formed with the tensioner mounting portion, the oil supply portion supplying the hydraulic pressure to the tensioner through the tensioner mounting portion.

Abstract: A crankshaft is provided. The crankshaft includes an unsupported axially-aligned shaft section interposing an outer main bearing journal and an inner main bearing journal, the unsupported axially-aligned shaft section having a central axis aligned with a rotational axis of the crankshaft, and a pendulum absorber coupled to the unsupported axially-aligned shaft section, the pendulum absorber including a blade extending from the unsupported axially-aligned shaft section and a pendulous counterweight coupled to the blade.

Abstract: An oil pump unit comprises a pump shaft and a pump housing which stores the pump shaft. A balancer unit comprises a pair of balancer shafts and a balancer housing which stores the balancer shafts. The pump housing and the balancer housing are coupled to each other at least in the vicinity of a periphery of the pump shaft, and at a coupling portion in the vicinity of the periphery of a power transmission shaft is formed a connection groove which connects the inside to the inside of the coupling portion. Accordingly, it can be retrained that the reliability of journal portions of the balancer shaft of the balancer unit and the like is deteriorated by dusts and the like contained in high-pressure oil from the oil pump unit in a balancer device of an engine.

Abstract: A power cutter powered by a single cylinder internal combustion engine, the power cutter including: a tool unit having at least one tool, which can be rotated about an axis of rotation; a drive unit including an engine, the engine including an engine cylinder having a cylinder bore centerline, a piston, a crankshaft with a crankshaft axis of rotation and a flywheel, the crankshaft running in a counter clockwise direction as seen towards the flywheel; a cutter arm attached to the drive unit in its inner end and its outer end carrying the tool unit, a centerline of the cutter arm essentially follows a connection line between the axis of rotation of the tool and the axis of rotation of the crankshaft.

Abstract: An internal combustion engine having two cylinders, which are arranged in “V” configuration and accommodate respective pistons, and a first balancing body, which is fixed to a crankshaft at a first piston so that the first order reciprocating inertial forces of the first piston lie on a first straight line forming a first inclination angle which is not zero with the first cylinder; the combination of an angle between the cylinders with the first inclination angle is such that the first straight line on which the first order reciprocating inertial forces generated by the first piston lies is parallel to a second straight line on which the first order reciprocating inertial forces generated by the reciprocating motion of a second piston lie.

Abstract: The present application relates to a drive and balance mass. In one example, an engine includes, a camshaft, a balance shaft disposed within an interior of the camshaft, and a first gear, intermediate the balance shaft and the camshaft and driving the balance shaft to rotate about a first axis substantially parallel to a crankshaft of the engine in a direction opposite of the crankshaft. In another example, a balance mass and drive for an engine includes, a planetary gear set including a sun gear, a ring gear and a plurality of pinions mounted on a carrier, an input coupled to an input gear of the planetary gear set, a balance mass coupled to an output gear of the planetary gear set, the output gear configured to drive the balance mass to rotate about a first axis substantially parallel to the crankshaft in a direction opposite of the crankshaft.

Abstract: A method for securing a balancer shaft module to an engine is provided, the method including the steps of passing a mounting feature into at least two mounting apertures of the balancer shaft module; simultaneously rotating two of the mounting features within the mounting aperture, wherein the simultaneous rotation of the two mounting features laterally moves the balancer shaft module with respect to the engine; and securing the balancer shaft module to the engine.

Abstract: A lubrication structure for a bearing section of an internal combustion engine including a crankcase having a wall portion, a bearing secured to the wall portion, a rotational shaft supported for rotation by the bearing, and a bearing restriction member disposed on a side face of an outer race portion of the bearing and configured to suppress coming off of the bearing, wherein an oil receiving portion formed in a swollen state on the wall portion along an outer periphery on the outer side of an outer periphery below the center axis of the bearing, and an oil reserve section is provided so as to extend over the oil receiving portion and the bearing restriction member.

Abstract: An engine balancer device is provided that can prevent an increase in the number of component parts and the enlargement of an engine. The balancer weight includes a primary balancer 201 rotated at the same speed as, and in a counter direction to a crankshaft 105 and a coupling balancer for suppressing moment force resulting from the reciprocative weight of the engine 17. The coupling balancer is integrally provided on a driven gear 177 for transmitting rotation of the crankshaft 105 to the primary balancer 201.

Abstract: A bearing arrangement is provided having a shaft (1) with a bearing journal (2, 3), and a needle bearing (9) which is arranged thereon and has a cage (16) and needle rollers (11) accommodated in the latter. The bearing journal is provided with a hardened and precision-machined inner raceway (10) for the needle rollers and steps back radially in relation to axial shoulders (12, 13) of adjacent shaft sections (4, 5, 6, 7), and the axial shoulders serve as run-on surfaces for the axial end sides (14, 15) of the cage fitted between the axial shoulders. In this case, relief grooves (17, 18) are provided, with the relief grooves extending on both sides of the inner raceway and each being dimensioned in such a manner that, over the entire circumferential region of the axial shoulders, the axial distance (D) thereof from each other is significantly larger than the inner raceway width (B1) existing therebetween.

Abstract: An engine having a crank case of a variable volume may include a crankshaft that may be disposed in a crank case and may be connected to a piston through a connecting rod, which reciprocate in a cylinder, a balance shaft that may be disposed in the crank case and may be operated by the crankshaft, a chamber that may be extended from the crank case, and a balance weight that may be formed on the balance shaft and selectively opens or closes a fluid communication between the chamber and the crank case according to a position of the piston.

Abstract: Balance shaft for a piston engine comprises a bearing journal, on which the balance shaft is supported, a gear section, on which a gear is connected in a rotation-locked manner thereto via a press fit or another shaft-hub-connection, and an unbalanced section having an integrally connected unbalanced mass or an unbalanced mass fastened on this unbalanced section using machine elements or via another shaft-hub connection. The balance shaft can alternately comprise steel or cast iron material in the case of a friction mounting and its bearing journals can alternately be implemented as hardened or also unhardened. If the balance shaft is mounted in roller bearings and if the roller bodies have direct contact with the bearing surface, it is implemented in a suitable steel and the bearing journals are hardened. The gear comprises nodular cast iron and is not hardened.

Abstract: A mass balancing mechanism and method of assembly of the same is provided. The mass balancing mechanism compensates mass forces and/or mass moments of inertia of an internal combustion engine and includes two compensation shafts and a traction drive which connects a driven pinion of the crankshaft to drive pinions of the compensation shafts through a traction mechanism. Rotation of the compensation shafts is achieved through a spur gearing with two meshing spur gears arranged between one of the drive pinions and the associated compensation shaft, one of the spur gears being connected to the one drive pinion and the other of the spur gears being connected to the associated compensation shaft. For adjusting the tooth flank lash between the spur gears, an eccentric bearing having a rotationally fixable eccentric raceway is provided by the invention.

Abstract: An internal combustion engine can comprise a crankcase, and a crankshaft rotatably supported in the crankcase. The crankshaft includes a drive sprocket attached thereto. A cam chain engages the drive sprocket, and a cam chain chamber houses at least a part of the drive sprocket and cam chain therein. The cam chain chamber is configured to pool oil in a lower portion thereof. A balancer is coupled to the crankshaft and is configured to be rotated by rotational power transmitted from the crankshaft. The balancer is also disposed within the cam chain chamber, and is configured to splash oil pooled in the cam chain chamber during the rotation thereof. The engine also comprises a wall portion disposed in the cam chain chamber. The wall portion is configured to cover an upper portion of the balancer, and is disposed adjacent to a periphery of the balancer.

Abstract: A method to balance a crank drive of an internal combustion engine comprising: using a balancer unit comprising a first balance weight and a second balance weight serving as counterbalance; rotating the first and second balance weight at an engine rotation speed when a crankshaft rotates at the engine rotation speed; rotating the first balance weight in a same direction as the crankshaft; rotating the second balance weight in an opposite direction to the crankshaft; arranging the first balance weight and the second balance weight such that a resulting balancing moment about a velocity pole of a 1st order of a rigid body rotation of a drive unit at least partially balances a rotary movement about a velocity pole provoked by a resulting mass moment of the 1st order, an external effect of the resulting mass moment of the 1st order being at least partially balanced.

Abstract: A mass compensating shaft drive for compensating forces or moments of inertia of a reciprocating piston internal combustion engine is provided having a balance shaft supported by at least one journal in a housing of the internal combustion engine. A rolling bearing is located between each of the at least one journals and the housing. The balance shaft includes an oil gallery that is adapted to be connected to a source of pressurized lubricating oil. A check valve is located between the oil gallery and each of the at least one bearing journals, with the check valve being arranged to open upon at least one of a lubricating oil pressure or a centrifugal force generated through rotation of the balance shaft exceeding a predetermined closing force for the check valve.

Abstract: A crankshaft mechanism for an engine wherein a crankshaft can be disposed close to the piston side while securing a moment of inertia. In the crankshaft mechanism for the engine including the piston, the crankshaft is provided with a crank pin and counterweight parts, and a connecting rod connecting the piston and the crank pin of the crankshaft to each other, the inner side of a circumferential end, on the opposite side of the crank pin, of each of the counterweight parts is cut out along a curve at equidistance R from the center Q of the crank pin, to obtain such a shape so as to avoid a projected part, projected in the direction of the piston, at the lower end of a small end part of the connecting rod when the piston reaches the bottom dead center.

Abstract: A balance shaft module of an engine may include a balance weight shaped eccentrically in a radial direction from the axial center of a balance shaft, and a balance cover combined with the balance weight and defining a circumferentially-uniform outer surface with the balance weight with respect to the axial center of the balance shaft.

Abstract: A balancer assembly for an engine includes a first balance shaft and a second balance shaft parallel with and laterally spaced from the first balance shaft. The first balance shaft includes a first counterweight portion and a second counterweight portion axially spaced from each other, with each defining a first radius. The second balance shaft includes a central counterweight defining a second radius. The central counterweight is axially disposed between the first counterweight portion and the second counterweight portion to allow a radial overlap with the first counterweight portion and the second counterweight portion, with the first radius being greater than the second radius.

Abstract: A filler member to be installed in a crankshaft including a crank web includes: an arm member, extending in a diametrical direction of a crank journal, and a weight member extending in a radial direction of the crank journal. The filler member includes: a fitting member, a connecting member mounted on the bodies. The fitting member is fixed to an outer side face of the crank web. The connecting member is mounted on the bodies to stride the arm member on inner side face of the crank web.

Abstract: An engine balancer system is provided in which a balancer housing (17) disposed so as to face an oil pan beneath a crankshaft is formed by joining an upper housing (29) and a lower housing (30) via mating faces (P), and the height of the mating faces (P) is lower on a vehicle front side than on a vehicle rear side. Oil discharge holes (45a, 46) for discharging oil that is within the balancer housing (17) are formed in the mating faces (P) on the higher side of the balancer housing (17) and in the upper housing (29) above the mating faces (P) on the lower side of the balancer housing (17). This enables the position of the oil discharge hole (45a) on the lower side to be as high as possible, thereby suppressing penetration of oil into the interior of the balancer housing (17) through the oil discharge hole (45a).

Abstract: In a balancer device (10) including a pair of balancer shafts (11, 21), the radial bearings (41-44) for the balancer shafts are formed solely in the balancer housing (30) and/or an integral extension (52) thereof. Because a pump cover (56) provided separately from the balancer housing does not include a radial bearing for either balancer shaft, the pump cover is not required to be attached to the balancer housing when machining the radial bearing bores in the balancer housing so that the manufacturing process is simplified, and the coaxiality of the bearing halves for each balancer shaft can be ensured without difficulty as opposed to the case where the pump cover is provided with a bearing bore which is required to be aligned with the corresponding bearing bore of the balancer housing.

Abstract: A two-cylinder engine is configured to reduce vibration. The two-cylinder engine includes a piston, a piston pin, a crankshaft of which a rotation center is positioned at a first predetermined distance from an imaginary center line of a cylinder, and a balance shaft of which a rotation center is positioned at a predetermined angle from an imaginary line perpendicular to the imaginary center line of the cylinder around the rotation center of the crankshaft for abutting onto a vehicle mounting position so as to reduce vibration.

Abstract: A balancing device for an engine includes a crankshaft for converting reciprocal motion of a piston of the engine to a rotary motion, at least one electromagnetic force generator mounted apart from the crankshaft by a predetermined distance and generating an electromagnetic force, and a control portion controlling the electromagnetic force generator to generate an electromagnetic force offsetting an unbalanced force occurring according to a rotational position of the crankshaft.

Abstract: A balancing shaft may have at least one unbalance portion and at least one bearing point, wherein the at least one unbalance portion is associated with the at least one bearing point. The balancing shaft on the bearing point may define a transverse opening which separates a first part bearing surface from a second part bearing surface.

Abstract: A balance shaft structure for offsetting a secondary unbalance force due to a crankshaft of an engine may include a plurality of balance shafts rotating with the crankshaft, and a balance weight formed on a circumferential surface of each corresponding balance shaft and offsetting the secondary unbalance force, wherein the balance shafts may be disposed at the left and right of the crankshaft respectively and symmetric with respect to a longitudinal axis of the crankshaft, and disposed to be biased at a front part or a rear part of the engine, such that the center of weight may be offset by the center of weight of the engine, and a moment balance weight formed to each corresponding balance shaft and offsetting a pitch moment of the crankshaft generated by offsetting.

Abstract: A balance shaft module of an engine, may include a crank sprocket driving gear for receiving a power of a crankshaft of the engine, a crank sprocket driven gear engaged with the crank sprocket driving gear and receiving a power of the crank sprocket driving gear, a first balance shaft arranged coaxially with the crank sprocket driven gear and having a first driving gear to receive a power from the crank sprocket driven gear, and a second balance shaft receiving a power through a second driven gear engaged with the first driving gear.

Abstract: A balance shaft module of a V6 engine increases an engine balancing rate by improving a structure of the balance shaft module and increasing engine balancing of bank angle 70 to 90° of a V6 engine. The balance shaft module of a V6 engine includes a shaft rotating by interworking with a crank shaft of an engine, a balance shaft connected with the shaft via a gear to rotate at the same velocity and reverse direction as the crank shaft and a second balance shaft connected with the shaft via a gear to rotate in a 2X reverse direction with the crank shaft.

Abstract: An opposed-piston, opposed-cylinder engine in which the intake and exhaust pistons are symmetrically arranged has a small inertial force imbalance in the direction of reciprocation of the pistons. A center of gravity of the crankshaft can be displaced from the axis of rotation to at least partially overcome this imbalance. Such counterweighting of the crankshaft cancels a portion of the inertial balance due to the pistons but introduces an inertial imbalance in an orthogonal direction with respect to the piston-induced imbalance. By providing additional counterweights on pulleys rotating at the same speed, but the opposite direction, as the crankshaft, the imbalance can be substantially eliminated to yield substantially a perfectly-balanced engine.