Abstract: A balancer apparatus of an engine includes a crank case, a crankshaft supported by the crank case and including a crank web having a pin connecting portion connected with a crank pin and a counter weight portion, a balancer shaft arranged in parallel with the crankshaft and rotated in cooperation with the crankshaft and a balance weight provided on the balancer shaft and rotated integrally with the balancer shaft. The balancer shaft is installed at a position of overlapping the crank web when viewed from an axial direction of the crankshaft.

Abstract: A vibration damping system for an engine mounted on a vehicle has mounting elements attached to frames of the vehicle, through which elements the engine is mounted on the frames, a damping weight provided outwardly of the engine, and a weight support unit fixed at one end thereof to the engine and having the damping weight attached at the other end thereof. The weight support unit includes a first arm extending along one lateral side of a vertical plane extending through an axis of a crankshaft and a second arm extending along the other lateral side of the vertical plane. The damping weight is attached to free ends of the arms. The damping weight is positioned above the cylinder head of the engine to extend transversely of the vertical plane.

Abstract: In an inclined engine where a cylinder (2) projects from a crank case (1) obliquely and upwardly, when seen in a direction parallel to a center axis (3) of a crank shaft (10), under a specific observation condition in which the cylinder projecting direction is deemed as an upper right side, a valve operating cam gear (5) meshes with a crank gear (4) from a horizontal right side of the latter and a governor gear (6) is arranged in a space defined below a portion where the valve operating cam gear (5) meshes with the crank gear (4). This governor gear (6) engages with the valve operating cam gear (5) from a lower left side of the latter.

Abstract: In a variable cam timing (VCT) system that has a crank shaft coupled to at least one cam shaft. The system has at least one timing gear associated with the crank shaft or a cam shaft. The timing gear includes at least two groups of toothlike projections including a first group having a first distance to the center of the wheel, and a second group having a second distance to the center of the wheel. The first distance is different from the second distance. Whereby torsional energy for torque actuated purposes is increased for the VCT system. The system may further include a resonator which is positioned upon the at least one cam shaft, the resonator including at least one mass and at least one elastic element. Whereby torsional oscillation of the at least one cam shaft at a predetermined engine speed range is increased.

Abstract: The present invention is a novel hydraulic/electric, rotating interface for torque producing engines, including internal combustion engines, which enables a rigidly mounted motor to isolate the power/torque producing components from other stationary accessories, to provide advantageous crankshaft/block counter-rotational output, suitable for torque free power applications, torque free propulsion and torque sensitive environments.

Abstract: A marine engine incorporates an engine body defining first and second bearing sections. A crankshaft is journaled at the first bearing section for rotation about a first axis extending generally vertically. A balancer shaft unit is journaled at the second bearing section for rotation. The balancer shaft unit includes two balancer shafts rotating about second and third axes both extending generally parallel to the first axis and also parallel to each other. The crankshaft rotates the balancer shafts. The balancer shafts have balancer weights. A lubrication system delivers lubricant to the first and second bearing sections.

Abstract: A balancer device for engines, in which first and second balancer shafts are arranged in parallel to a crankshaft and the crankshaft rotatingly drives first and second balancer weights at the same speed as that of the crankshaft, characterized in that the first balancer weight is arranged on one end of the first balancer shaft in a direction along the crankshaft, the second balancer weight is arranged on the other end of the second balancer shaft in the direction along the crankshaft, and the first and second balancer shafts are made close to the crankshaft so that loci of rotation of the first and second balancer weights partially overlap a locus of rotation of that portion of the crankshaft, which is coupled to a conrod when viewed in the direction along the crankshaft.

Abstract: A V-twin engine includes a two cylinder reciprocating apparatus, having a pair of connecting rods joined to a crankshaft through a pair of connecting rod journals that are centered at a common throw radius from the crankshaft axis, and angularly displaced from one another along the throw radius by an angular displacement equal to an included angle defined by axes of the cylinders, so that the pistons will move in unison and each reach top dead center (TDC) and bottom dead center (BDC) in their respective cylinders at substantially the same time. The cylinders fire alternately on sequential rotations the crankshaft. Counterweights on two balance shafts rotate in a 1:1 rotation ratio in a direction opposite to the crankshaft, with forces from the balance shaft counterweights and a crankshaft counterweight alternately aligning and opposing for counterbalancing vertical forces and unbalance loads in the engine.

Abstract: A first balancing shaft and a second balancing shaft are provided for an internal-combustion engine having four cylinders in a V-arrangement. The free inertial forces of the second order are reduced by way of the balancing shafts. The second balancing shaft is arranged in the point of intersection of the cylinder Vs above the crankshaft. The rotation center points of the two balancing shafts and of the crankshaft are situated on a perpendicular axis of symmetry which extends through the point of intersection.

Abstract: A snowmobile including a frame assembly and a drive assembly coupled to the frame assembly. The drive assembly including a drive belt adapted to contact a ground surface to propel the snowmobile over the ground surface. An engine is supported by the frame assembly and includes an engine body. The engine body includes a crankcase, a crankshaft rotatably journaled within the crankcase for rotation about a crankshaft axis, and a cylinder block assembly extending in an upward direction from the crankcase. The cylinder block assembly defines at least one cylinder bore adapted to support a piston for a reciprocal motion along a bore axis. A balancer shaft is rotatably coupled to the crankshaft and supported by the engine body for rotation about a balancer shaft axis. The cylinder assembly is canted such that the bore axis is inclined to rearwardly from a vertical axis and the balancer shaft axis is disposed above the crankshaft axis.

Abstract: A balancer housing of a balancer device disposed to face an oil pan below a crankshaft of an engine, includes oil discharge bores for discharging an oil accumulated in the balancer housing with the rotation of balancer weights. The oil discharge bores are covered by baffle plates for inhibiting the turbulence of a surface of the oil stored in the oil pan. Thus, it is possible to inhibit the entrance of the oil into the balancer housing through the oil discharge bores without provision of a special cover member for covering the oil discharge bores.

Abstract: A balance system and method for balancing piston forces within a single cylinder internal combustion engine are disclosed. The balance system includes a crankshaft, a counterbalance assembly and a groove. The crankshaft includes a crankshaft portion, a crank arm, a crank pin, and a eccentric flange adjacent to the crank arm. The counterbalance assembly has a counterbalancing mass portion and a coupling arm that are fixed with respect to one another, and a pin that protrudes from a side of the counterbalancing mass portion. The coupling arm is supported by the eccentric flange. The groove is capable of receiving the pin, where the pin is capable of sliding along the groove and also rotating within the groove, so that the counterbalance assembly is capable of rotating while moving toward and away from the crankshaft.

Abstract: An internal combustion engine includes a balancer housing, a balancer shaft having an eccentric weight portion and disposed within the balancer housing so as to be parallel with and rotatable in timed relation with a crankshaft, and a power transmitting mechanism that transmits rotation of the crankshaft to the balancer shaft, wherein the balancer shaft has an end portion protruding outward of the balancer housing, and wherein the end portion of the one balancer shaft is partially cut to have a flattened section that constitutes a device for positioning the balancer shaft in a predetermined rotational position. A method of assembling an internal combustion engine with a balancer shaft is also provided.

Abstract: An internal combustion engine includes one or more pistons (3) connected to a common crankshaft (4), a balancer shaft (10) connected to the crankshaft (4) to be rotated thereby at the same speed as the crankshaft (4) but in the opposite sense, the balancer shaft (10) carrying mutually offset eccentric weights (14) at its ends and an integrated starter generator unit (26) including a stator (27) and a rotor (23). The rotor (23) is mounted to rotate about the axis of the balancer shaft (10) and is connected to the balancer shaft (10) by step up gearing (18, 20, 22) such that the rotor (23) rotates in the same sense as the balancer shaft (10) but at a substantially greater speed.

Abstract: A balance shaft unit for internal combustion engines consists of at least one balance shaft (6, 7) supported in a balance casing (5) and counterweights (8) connected onto it. In order to achieve maximum precision, reliable fastening and minimum external dimensions at minimum manufacturing costs, the counterweight (8) is essentially a cylindrical ring with two end surfaces (61) normal to the axis and with a cutout (55) in the longitudinally central region, so that the counterweight consists of two ring parts (60, 61) abutting the two end surfaces (61) and an intermediate segmental part (62). One of the end surfaces (61) of the counterweight (8) forms, jointly with a machined surface (33) of the balance casing (5), a thrust bearing (32).

Abstract: A secondary balancer is used for an outboard motor vertical in-line engine which includes a crankcase, a cylinder block and a cylinder head, which are arranged in this order from a front side of the engine (i.e., hull side of an outboard motor), a crankshaft placed in the engine in a substantially vertical direction, an intake pipe placed on one side of the engine, a throttle body and an intake silencer which are disposed on a front side of the crankcase, and a balancing device including a primary balancer and a second balancer. The secondary balancer includes a pair of balancer shafts disposed in a space formed between the crankcase and the intake silencer.

Abstract: Engine accessory drives are used with internal combustion engines to drive one or more accessories and are conventionally driven off a front end drive assembly. However, driving the accessories off the front end drive assembly has implications in respect of both increased engine noise and extended engine length. An engine accessory drive in accordance with this invention reduces engine noise and engine length. An engine accessory drive for transmitting a force between a first end (2) and a second end (3) of an engine (1) comprises a primary drive (18) locatable at the first end (2) of the engine.

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

Abstract: A lubricating structure for engines, wherein an oil feed pump and an oil recovery pump are disposed so as to avoid interference between the oil feed and recovery pumps and a clutch mechanism and an increase in the size of the engine. The clutch mechanism 38 is disposed at a location toward a left end of a crankshaft 7 as an output shaft 7a, which is rotatably supported between an upper crankcase 5 and a lower crankcase 6, that is, disposed on a left side of an engine room. A magnet cover 60 is fixed to right side parts of the two crankcases 5, 6. A magnet MG is disposed between the two crankcases 5, 6 and the magnet cover 60 at a location toward a right end 7b of the crankshaft 7. An oil pump FEP for feeding lubricating oil is disposed between the two crankcases 5, 6 and the magnet cover 60, and an oil pump SCP for recovering lubricating oil is disposed between the two crankcases 5, 6 and the magnet cover 60.

Abstract: An internal combustion engine includes one or more pistons (3) connected to a common crankshaft (4), a balancer shaft (10) connected to the crankshaft (4) to be rotated thereby at the same speed as the crankshaft (4) but in the opposite sense, the balancer shaft (10) carrying mutually offset eccentric weights (14) at its ends and an integrated starter generator unit (26) including a stator (27) and a rotor (23). The rotor (23) is mounted to rotate about the axis of the balancer shaft (10) and is connected to the balancer shaft (10) by step up gearing (18, 20, 22) such that the rotor (23) rotates in the same sense as the balancer shaft (10) but at a substantially greater speed.

Abstract: A balancer structure for an engine includes a first balancer shaft, a second balancer shaft, a crankshaft having a crank gear and balancer gears on the first and second balancer shafts provided parallel to the crankshaft and driven for rotation by the crank gear. The first balancer shaft is provided on one side of a normal plane including an axis of the crankshaft, and the second balancer shaft is provided on another side. On the second balancer shaft is provided a counter gear for transmitting a rotation of the crankshaft to a main shaft of a transmission mechanism.

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

Abstract: A secondary balancer is used for an outboard motor vertical in-line engine which includes a crankcase, a cylinder block and a cylinder head, which are arranged in this order from a front side of the engine (i.e., hull side of an outboard motor), a crankshaft placed in the engine in a substantially vertical direction, an intake pipe placed on one side of the engine, a throttle body and an intake silencer which are disposed on a front side of the crankcase, and a balancing device including a primary balancer and a second balancer. The secondary balancer includes a pair of balancer shafts disposed in a space formed between the crankcase and the intake silencer.

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 balancer device for engines, in which first and second balancer shafts are arranged in parallel to a crankshaft and the crankshaft rotatingly drives first and second balancer weights at the same speed as that of the crankshaft, characterized in that the first balancer weight is arranged on one end of the first balancer shaft in a direction along the crankshaft, the second balancer weight is arranged on the other end of the second balancer shaft in the direction along the crankshaft, and the first and second balancer shafts are made close to the crankshaft so that loci of rotation of the first and second balancer weights partially overlap a locus of rotation of that portion of the crankshaft, which is coupled to a conrod when viewed in the direction along the crankshaft.

Abstract: In an inclined engine where a cylinder (2) projects from a crank case (1) obliquely and upwardly, when seen in a direction parallel to a center axis (3) of a crank shaft (10), under a specific observation condition in which the cylinder projecting direction is deemed as an upper right side, a valve operating cam gear (5) meshes with a crank gear (4) from a horizontal right side of the latter and a governor gear (6) is arranged in a space defined below a portion where the valve operating cam gear (5) meshes with the crank gear (4). This governor gear (6) engages with the valve operating cam gear (5) from a lower left side of the latter.

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

Abstract: The present invention provides an improved engine for aeronautical applications which includes a core engine block having a drive shaft rotatably mounted within the core engine block and a motive device for rotating the drive shaft. A propeller speed reduction unit is connected to the drive shaft for transferring power from the drive shaft to a propeller and an accessory drive gearbox is connected to the drive shaft for transferring power from the drive shaft to at least one accessory device. The accessory drive gearbox includes an accessory drive crank gear connected to the drive shaft and a drive gear intermeshing with the crank gear. Finally, at least two inter-module dampers are mounted in the engine, one each of the inter-module dampers positioned between the core engine block and the accessory drive gearbox and the core engine block and the propeller speed reduction unit to dampen and isolate vibrations.

Abstract: A first balancing shaft and a second balancing shaft are provided for an internal-combustion engine having four cylinders in a V-arrangement. The free inertial forces of the second order are reduced by way of the balancing shafts. The second balancing shaft is arranged in the point of intersection of the cylinder Vs above the crankshaft. The rotation center points of the two balancing shafts and of the crankshaft are situated on a perpendicular axis of symmetry which extends through the point of intersection.

Abstract: An internal combustion engine includes a balancer housing, a balancer shaft having an eccentric weight portion and disposed within the balancer housing so as to be parallel with and rotatable in timed relation with a crankshaft, and a power transmitting mechanism that transmits rotation of the crankshaft to the balancer shaft, wherein the balancer shaft has an end portion protruding outward of the balancer housing, and wherein the end portion of the one balancer shaft is partially cut to have a flattened section that constitutes a device for positioning the balancer shaft in a predetermined rotational position. A method of assembling an internal combustion engine with a balancer shaft is also provided.

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

Abstract: An engine including an engine oil return passage for returning engine oil from a cylinder head side to an oil pan having a balance shaft forming a balancing system for said engine; and a housing disposed below a crankshaft for accommodating rotatably therein the balance shaft. A part of the engine oil return passage is provided in the housing.

Abstract: A joint portion 33 of an oil pump shaft 19 and a balancer shaft (output-side balancer shaft 12) is provided in an open space between opposite surfaces of a sidewall 4b of an oil pump housing 4 and a sidewall 5c1-5c2 (a bearing portion) of a balancer shaft housing 5. The joint portion 33 of the oil pump shaft 19 and the balancer shaft 12 is comprised of a pair of engageable portions 33a, 33b provided at each end of the balancer shaft 12 and the oil pump shaft 19, respectively. The engageable portions 33a, 33b are disengageably engaged with each other in radial directions of the shafts 12, 19. The joint portion 33 can be seen from the outside, and thus a joining operation can be performed with ease.

Abstract: A balancer shaft assembly for an engine comprises a housing mountable on the engine block, and rotatably supporting at least one balancer shaft (16,18; 16′,18′) connectable for rotation with the engine crankshaft. The housing is formed in two parts (12,14; 12′,14′) and defines pillar blocks (30) for journalling the or each balancer shaft (16,18; 16′,18′). A groove (28; 28′) is formed in the split plane of at least one of the two mating parts (12; 12′) of the housing, which groove (28; 28′) when the parts (12,14; 12′,14′) are mated to one another defines an oil gallery by way of which lubricant is supplied to the pillar blocks (30) supporting the or each balancer shaft (16,18; 16′,18′).

Abstract: An odd-cylinder V-type internal combustion engine including 2n+1 cylinders (n is a natural number) arranged in two banks and pistons fitted in the cylinders has a crankshaft provided with n common crankpins (KC) each connected to the two paired pistons respectively belonging to the two banks, and one odd crankpin (KS) connected to the one unpaired piston. The common crankpins (KC) are disposed at the same phase. Bank angle &thgr; between the two banks meets &thgr;=cos−1(½n). The odd crankpin (KS) is disposed (180−&thgr;)° behind the common crank pins (KC) with respect to the rotating direction of the crankshaft when the unpaired piston belongs to the front bank with respect to the rotating direction of the crankshaft.

Abstract: Engine accessory drives are used with internal combustion engines to drive one or more accessories and are conventionally driven off a front end drive assembly. However, driving the accessories off the front end drive assembly has implications in respect of both increased engine noise and extended engine length. An engine accessory drive in accordance with this invention reduces engine noise and engine length. An engine accessory drive for transmitting a force between a first end (2) and a second end (3) of an engine (1) comprises a primary drive (18) locatable at the first end (2) of the engine.

Abstract: The invention relates to a starting device (2), for a twin cylinder internal combustion engine (1) with cylinders (4, 5) in a V-format, comprising an electrical starter motor (19) and a gear assembly (20), coupled thereto for transmission of the output torque from the starter motor (19) to a crankshaft (14) in the motor (1) and an overrunning clutch (21) arranged between the gear assembly (20) and the crankshaft (14), such that the starter motor (19) and the gear assembly (20) are arranged in the V-shaped space (3) between the cylinders (4, 5) and above the crankshaft (14).

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: Engines may be provided with one or more balance shafts to provide a balancing effect to the engine during operation. Normally, the balance shafts are located where they can be driven by the engine's front end drive assembly. However, driving balance shafts or any other engine accessory off the front end drive assembly has implications in respect of both increased engine noise and extended engine length. An engine accessory drive in accordance with the present invention reduces engine noise and engine length while providing a balancing effect. An engine accessory drive includes a primary drive (7) drivable by the crankshaft (9) of the engine and a rotary member (5) such as a drive pulley mounted on a drive shaft (27) which is drivable by the primary drive (8).

Abstract: In an internal combustion engine having at least two working pistons, each reciprocating in one cylinder and acting on a crankshaft through one connecting rod each and with at least one balance piston movably mounted in a balance cylinder of its own for balancing the inertial forces, the balance piston is driven by the crankshaft through a balance connecting rod, the crank of the balance piston being disposed between the cranks of the two working pistons. The cylinders of the working pistons are disposed in a “V” arrangement and the axes of the cylinders of the working pistons are positioned at an angle of 0°<&agr;<45° to one another, the axis of the balance cylinder being arranged in a first center plane including the crankshaft axis between the two cylinders of the working pistons.

Abstract: Balance shaft assemblies are used in internal combustion engines to dampen primary and second order inertia forces. Known balance shaft assemblies typically require precision manufacturing and a rigid frame or housing. A balance shaft assembly (1) in accordance with this invention provides a low cost and less complex solution to engine balancing. The balance shaft assembly (1) includes an elongate housing (2) having a front end and a rear end, a balance shaft (5) which is rotatably supported between a front end bearing (6), a rear end bearing (7) and an intermediate bearing (12) in the housing (2). The housing (2) is transversely flexible relative to the balance shaft (5) to accommodate misalignment of the intermediate bearing (12) relative to the front and rear end bearings (6, 7). Consequently, the balance shaft assembly (1) can be less complicated and manufactured at a lower cost than known balance shaft assemblies.

Abstract: An idler shaft assembly for an internal combustion engine provides significant cost savings eliminates processing and assembly steps, and provides accurate orientation of components. The idler shaft assembly includes a shaft adapted for rotation about a first axis. A one-piece sprocket and gear assembly is received on the shaft. A sprocket portion of the one-piece assembly has a first diameter that cooperates with an associated drive chain that is driven by the crankshaft, and a gear portion of the one-piece assembly has a second diameter that cooperates with an associated gear of an associated balance shaft.

Abstract: A balancer shaft apparatus efficiently prevent oil from being stirred in the oil pan and from being splashed into the cylinder block during the balancer-shaft rotation. Oil in a housing of the balancer shaft is discharged from a drainage hole formed at such a location above an oil level as to contact a base serving as a bearing beam of a crankshaft supporting member. The discharged oil hits inner surfaces of a recess formed on the lower portion of the crankshaft supporting member to form oil drops, returning to an oil pan. The housing is provided with guide passages connecting the drainage holes to a space in which the balancer shaft is disposed for draining the oil. These guide passages are formed with tapered guide surfaces for orienting the oil towards the lower portions of the crankshaft supporting member while splashed oil caused by the balancer-shaft rotation is drained through the drainage holes.

Abstract: A balancer shaft is positioned on the center plane which divides cylinder banks of a V-type engine and which passes through an axis of the crankshaft, and is positioned directly below the crankshaft, whereby the balancer shaft is in close proximity to the crankshaft to cancel vibration forces.

Abstract: A structure for transmitting the power of a motorcycle engine includes an intermediate shaft arranged between a crankshaft and an input shaft of a transmission, and a method for making the structure. The structure and the method have the objective of shortening the distances between these three shafts, improving workability of assembling, and providing freedom of setting a speed reduction ratio. An intermediate shaft driven gear and an intermediate shaft driving gear having a diameter smaller than the intermediate shaft driven gear and are mounted in two steps, with the former overlaid on the latter, on an end of the intermediate shaft projecting outside a right case. Similarly, the intermediate shaft driven gear is engaged with a primary gear of the crankshaft, and the intermediate shaft driving gear is engaged with a primary driven gear of the input shaft at a location outside the right case.

Abstract: A device for compensating the inertia forces in reciprocating piston machines consists of a balance shaft housing (5) and of balance shafts (6, 7) mounted in the latter in friction bearings (30) and having compensating weights (8), the balance shaft housing (5) being fastened in one part and to the engine block. In order to achieve the highest possible sufficient lubrication along with minimal production costs and simple assembly, a) the friction bearings (30) of the balance shafts (6, 7) are arranged, together with the main bearings (3) of the crankshaft (2), in a plane (9) perpendicular to the crankshaft axis, b) the friction bearings (30) are cylindrical bores in the balance shaft housing (5) which are machined as bearing surfaces (31), c) the balance shafts (6, 7) are cylindrical shafts of essentially constant diameter, on which the compensating weights (8) are fastened individually.

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

Abstract: A crankshaft assembly (18) for a VDIC engine (16) of an automotive vehicle (14) includes a crankshaft (44) integrated within an internal combustion engine (16). The crankshaft (44) has at least two pendulum vibration absorber assemblies (58) integrated therein. Each pendulum vibration absorber assembly (58) includes a counterweight member (60) integrally formed within the crankshaft (44). The counterweight member (60) has a desired counterweight mass for providing, in conjunction with the mass of the assembly (58), first order engine balance. The counterweight member (60) has a pendulum (64) pivotally coupled thereto. The pendulum (64) has a desired mass and geometry for attenuating torsional fluctuation.

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.