Abstract: A crankshaft for an internal combustion engine is provided. The crankshaft comprises at least four main journals aligned on a crankshaft axis of rotation defining a centerline. The crankshaft further comprises at least three pin journals. Each pin journal is disposed about a respective pin journal axis and positioned between the main journals. Each of the pin journals is joined to a pair of crank arms. Each pair of crank arms is joined to a respective main journal. Each of the main journals, pin journals, and crank arms is made of a first metallic material. Each crank arm has an over-molded counterweight metallurgically bonded thereto. Each counterweight is disposed opposite a respective pin journal relative to the centerline for balance and stability. Each counterweight is made of a second metallic material. The crankshaft has a weight ratio of the second metallic material to the first metallic material of between 0.20 to 0.50.

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 crank-operated packer mechanism includes crank pins and crank arms assembled by a tapered spline connection. The connection includes tapered spline features on outer ends of the crank pins and in openings provided at outer ends of the crank arms, which interlock when the crank pins are inserted in the openings. The connection further includes a locking feature for locking the connection, such as a locking nut screwed onto a threaded outer end of the crank pins when inserted into the opening. Fixing of rotary bearings onto the crank pins is done by a fixing nut which at the same time serves as a disassembling aid for the spline connection. The crank arms are shaped in a way that deviates from a straight shape to such an extent that the crank shaft is statically balanced about its central rotation axis. Also a baler including the aforementioned packer mechanism.

Abstract: Centrifuge counterbalances having an adjustable center of gravity are provided. Aspects of the centrifuge counterbalances include an elongated body having a distal end and a proximal end, a weight configured to be reversibly immobilized at a position along the longitudinal axis of the elongated body and a base configured to operably couple the centrifuge counterbalance to a centrifuge. Also provided are methods for balancing a centrifuge rotor when separating components of a liquid sample by centrifugation as well as systems suitable for practicing the subject methods.

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: An ultrasonic sensor assembly is placed against an inside surface of a panel for sensing objects on an opposite side of the panel and includes an ultrasonic sensor, a preload structure, a coupling element, and a damping material. The preload structure applies a preload on the ultrasonic sensor toward the inside surface of the panel. The coupling element interfaces between the ultrasonic sensor and the inside surface of the panel. The damping material is placed against the inside surface but not where the coupling element interfaces between the ultrasonic sensor and the inside surface. The coupling element may include a matrix material that is reinforced with a filler.

Abstract: A crankshaft includes journals that define a central axis of rotation; crank pins that are eccentric with respect to the journals; crank arms connecting the journals to the crank pins; and counterweights integrated with the crank arms. Each of the crank arms has recesses in a surface adjacent to the crank pin. The recesses are disposed inward of peripheral regions in both sides along an edge of the surface, and are disposed along the peripheral regions. The crankshaft has a reduced weight, an increased torsional rigidity and an increased flexural rigidity.

Abstract: A crankshaft machining system includes a center hole boring device, a post-centering balance meter and a cutting device. The post-centering balance meter is configured to measure the shape of a post-centering crankshaft blank on the basis of a pair of center holes. Additionally, the post-centering balance meter is configured to set a principal axis of inertia on the basis of the shape of the post-centering crankshaft blank and generate center hole positional information for correction that indicates intersections between the principal axis of inertia and both end surfaces of the post-centering crankshaft blank. The center hole boring device is configured to bore a pair of center holes on both end surfaces of another crankshaft blank to be loaded next on the basis of the center hole positional information for correction.

Abstract: A flat plane crankshaft for an in-line four cylinder engine includes eight crank arms. A fourth crank arm and a fifth crank arm are respectively provided with counter weights. Each of a width of the fourth crank arm and a width of the fifth crank arm is configured to be smaller than a width of a second crank arm. Each of a width of the third crank arm and a width of the sixth crank arm is configured to be greater than the width of the second crank arm.

Abstract: A scroll compressor includes a compression mechanism, a crankshaft, upper and lower bearings, and a drive motor. The compression mechanism includes fixed and movable scrolls engaged with each other to form a compression chamber. The crankshaft has a main shaft and an eccentric portion eccentrically disposed at one end of the main shaft and coupled to a back side of the movable scroll. The upper and lower bearings support upper and lower portions of the main shaft. The drive motor has a stator and a rotor coupled to the main shaft to rotate the movable scroll. At least one of the main shaft and the rotor is provided with a weight arranged to reduce distortion of the crankshaft caused by a fluid load generated in the compression chamber and applied to the eccentric portion during rotation.

Abstract: The present application provides a four-bar press that includes a plurality of linkages and at least one element for maintaining at least one of the plurality of linkages in the four bar press in compression during at least a portion of a press cycle. This beneficially reduces undesirable characteristics of the press, such as jerk, which enables use of smaller and lighter components.

Abstract: The invention concerns an internal combustion engine and a method of producing the engine in which the engine has at least one cylinder and with a crank drive comprising a crankshaft, in which the crankshaft mounted in the crankcase has an associated crankshaft throw, the crankshaft throws being arranged spaced apart along the longitudinal axis of the crankshaft, and at least one compensation weight serving as imbalance is arranged on the crankshaft on the side opposite at least one crankshaft throw. The compensation weight has an arcuate form on the outward-facing side, the outside of which running in the peripheral direction has a constant distance S from a reference axis which runs parallel to and spaced by a distance ? from the longitudinal axis of the crankshaft, wherein the reference axis is arranged on the side facing away from the compensation weight, starting from the longitudinal axis of the crankshaft.

Abstract: A crankshaft includes a coupling portion, a first functional portion, and a second functional portion. The coupling portion is coupled to a connecting rod. The first functional portion is provided on an upper portion of the crankshaft protruding from a crankcase. The first functional portion drives a first functional component. The second functional portion is provided on a lower portion of the crankshaft protruding from the crankcase. The second functional portion drives a second functional component. The entire crankshaft has been processed by a first treatment to at least enhance the corrosion resistance thereof. At least a coupling portion of the crankshaft has been processed by a second treatment to at least enhance the strength thereof. Neither of the first functional portion and the second functional portion has been processed by the second treatment.

Abstract: A combination hub, counterweight and crank arm for a governor assembly in a ram air turbine is has a hub section with a cylindrical orifice, an annular collar section that surround the hub section, a counterweight section that extends out of the annular collar section and a crank arm section that extends out of the annular collar section, with all the sections formed in a single piece steel body.

Abstract: A crankshaft structure includes a crank pin section, a crank journal section, and a counter weight section arranged between the crank pin section and the crank journal section in a direction of a crankshaft. A crank arm section connecting the crank pin section and the crank journal section is formed with each of lateral edge portions extending substantially along a circumscribed tangential line connecting a base of the crank pin section and a base of the crank journal section when viewed in the direction of the crankshaft. Each of the lateral edge portions of the crank arm section includes an edge groove having a length extending between a central axis of the crank pin section and a central axis of the crank journal section when viewed in a direction to cross the crankshaft. The edge groove has a groove bottom portion formed between two reinforcing ribs.

Abstract: The invention relates to a countershaft for a single or multiple cylinder motor having at least one unbalanced weight section (21, 22; 23, 24) and at least one bearing point (16, 17) that is allocated to the at least one unbalanced weight section (21, 22; 23, 24), wherein the bearing point (16, 17) has a radial circumferential surface (18) that extends only partially over a circumference of the bearing point (16, 17) so that a centrifugal force resulting from rotation of the countershaft (11) lies within a region of the bearing point (16, 17) that is formed by the circumferential surface (18) extending partially over the circumference of the bearing point (16, 17) and having a ring (25) that surrounds the partially extended circumferential surface (18) of the bearing point (16, 17) and is connected by a force and/or form and/or material fitting connection to the bearing point (16, 17), wherein the circumferential surface (18) of the bearing point (16, 17) has a receptacle region (33) for receiving the ring (2

Abstract: A method of balancing a crankshaft includes connecting a torsion-absorbing pendulum to a cheek of the crankshaft, which is coupled to a crankpin. As the pendulum connected to the cheek has insufficient mass to balance the crankshaft, a lightening bore is formed through a bisection plane of the cheek. In forming the lightening bore, enough material is removed from the cheek so that the mass of the pendulum becomes sufficient to balance the crankshaft.

Abstract: A mass-balancing transmission of an internal combustion engine (1) is provided, having a transmission housing (8) and a balancing shaft (6) with a bearing point (10, 11) at which the balancing shaft is mounted radially in a bearing seat (12, 13) of the balancing housing, and having an unbalanced section (9) which is formed in one part with the bearing point of the originally shaped balancing shaft. The bearing point is set back radially compared to the unbalanced section with the result that the diameter relationship: d2>d1 applies for the external envelope circle d1 of the bearing point and the external envelope circle d2 of the unbalanced section. Considered in the axial direction of the balancing shaft, the external envelope circle d2 of the unbalance section and the external envelope circle d1 of the bearing point extend offset to one another with an eccentricity of e.

Abstract: A forged crankshaft includes a plurality of main journals, a plurality of crank pin journals rotatable in a circular path about axes defined by the main journals, and a plurality of crank webs. At least one crank web of the plurality of crank webs defines a middle crank web which is located between and connects two neighboring crank pin journals of the plurality of crank pin journals. The middle crank web has a stress relief forged therein, which is defined by first and second spaced sidewalls, an inner wall and a base wall. The forged-in stress relief has a predetermined depth, wrap angle, radius, and undercut which together define a shape of the forged-in stress relief. The shape of the forged-in stress relief is controlled to reduce stress in the crankshaft.

Abstract: An apparatus for damping vibrations in an internal combustion engine. The apparatus includes a crankshaft with a lobe. The lobe has a flange with an opening that is coupled to the body of the lobe. A pendulum is pivotally coupled to the flange in a manner to allow the pendulum to follow an epicycloidal path of movement.

Abstract: A crankshaft having a front end, a rear end, and a central axis extending from the front end to the rear end is provided. The crankshaft includes a front crankpin, a rear crankpin, and one or more central crankpins. The front crankpin is located in proximity to the front end and the rear crankpin is located in proximity to the rear end. Further, the one or more central crankpins are located substantially equidistant from the front crank pin and the rear crankpin. The crankshaft further includes pairs of counterweights disposed on each side of the front crankpin, the rear crankpin and the one or more central crankpin.

Abstract: A lightened rotating member for a machine. The lightened member includes a plurality of radially machined penetrations within at least one main bearing support journal of the rotating member. The plurality of penetrations is formed around the circumference of the main bearing journal face, with the penetration centerline directed radially toward the rotating member's axial centerline. An even number of penetrations may be utilized with minimal adverse effect on the balance of the rotating member. Odd numbers of penetrations may require subsequent rebalancing. The rotating member may be any rotating member that utilizes one or more main bearing support journals.

Abstract: A pulser plate mounting structure is provided in which a key groove (14) is formed in a mounting face (10) of a rotating wall portion (9) formed from a crank arm (3) and a counterweight (4), a key portion (16) for engaging with the key groove (14) is formed on a pulser plate (P) that is superimposed on the mounting face (10), and this pulser plate (P) is secured to the rotating wall portion (9) by means of a securing member (18), wherein the key portion (16) is formed from an arched band-shaped portion (16a) projecting in an arched shape from the pulser plate (P) on one end face side thereof and engaging with the key groove (14), and a pair of connecting portions (16b) for providing integral connection between the pulser plate (P) and opposite ends of the arched band-shaped portion (16a). This provides a high precision of positioning of the pulser plate relative to the crankshaft and a good productivity for the pulser plate.

Abstract: A crankshaft has a receiving platform for catching lubricant dropping from a main bearing assembly. The receiving platform has at least one wall disposed thereon. The wall has one point that is the furthest from the rotational axis of the crankshaft. One channel is defined in the platform and has an inlet disposed close to the point of the wall that is furthest from the rotational axis of the crankshaft. The channel has an outlet in the vicinity of a connecting rod bearing assembly, so that lubricant dropped on the receiving platform will flow to the connecting rod bearing assembly.

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: A crankshaft for an engine having an odd number of cylinders is provided. In one example, the crankshaft includes a central pin coupling a first and a second asymmetric counterweight and a pair of pins coupling cheeks absent counterweights. The crankshaft can improve engine balance at least during some conditions.

Abstract: A motorcycle includes a frame and an engine, with the engine including components forming a crankshaft assembly, such as a flywheel, a pinion shaft supporting the flywheel for rotation, a piston assembly including a connecting rod with a base end portion having a bearing support structure, a bearing, and a crank pin. An uninterrupted oil passageway is formed by an axial hole in the pinion shaft, a radial hole in the pinion shaft, an aligned hole in the flywheel, an angled hole in the crank pin, at least one radial hole in the crank pin. The angled hole in the crank pin extends between the inner and outer surfaces, with the angled hole starting on the outer surface at a location along a distance L1 and extends to the inner surface exiting at a location inboard of the distance L1, the angled hole being linear along its length.

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: 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: 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: 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 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 counterweight mounted to a drive shaft in a scroll compressor is provided. The drive shaft has a central annular segment generally concentric about the central axis and an eccentric annular segment offset from the central axis that can be used for driving the movable scroll compressor body. A counterweight engages the eccentric and also engages the annular segment for location and mounting of the counterweight to the shaft.

Abstract: A vibration-reduction mechanism for a gear cutting machine is provided with a vibration-reduction mechanism that includes balancer shafts arranged in parallel to a crank shaft. The balancer shafts rotate synchronously with the crank shaft at the same speed as the speed of the crank shaft. One balancer shaft rotates in the opposite direction to the rotational direction of the crank shaft while the other balancer shaft rotates in the same direction as the rotational direction of the crank shaft. The vibration-reduction mechanism also includes: main balancer weights detachably attached onto the crank shaft; and sub balancer weights detachably attached onto the balancer shafts. The balancer weights are selected on the basis of a stroke width of the main shaft and on the basis of a lead corresponding to the helical angle to be formed in the workpiece W.

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: 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: 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 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: 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 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 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: The invention relates to a balancing shaft for a multi-cylinder engine having at least one unbalanced weight portion (21, 22; 23, 24) and at least one bearing (16, 17), the at least one unbalanced weight portion (21, 22; 23, 24) being associated with the bearing (16, 17) and the bearing (16, 17) has a radial running face (18) which extends only partially over a periphery of the bearing (16, 17) and a centrifugal force which results during rotation of the balancing shaft (11) is situated within a region of the bearing (16, 17) that is formed by the running face (18) which extends partially over the periphery of the bearing (16, 17), wherein a running ring segment (51) is associated with the partially formed running face (18), said running ring segment adjoining the partially formed running face (18) of the bearing (16, 17) and forming, together with said partially formed running face (18), a completely closed running face (20) of the bearing (16, 17) and having at least one lateral edge (54) which delimits the

Abstract: The invention relates to a balancing shaft for a single-cylinder or multi-cylinder engine having at least one unbalanced weight portion (21, 22; 23, 24) and at least one bearing (16, 17), the at least one unbalanced weight portion (21, 22; 23, 24) being associated with the bearing (16, 17) and the bearing (16, 17) having a radial running face (18) which extends only partially over a periphery of the bearing (16, 17) and a centrifugal force which results during rotation of the balancing shaft (11) is situated within a region of the bearing (16, 17) that is formed by the running face (18) which extends partially over the periphery of the bearing (16, 17), wherein provision is made for at least one supporting surface (51) to extend partially over the periphery of the bearing (16, 17) and to be provided separate from the running surface (18).

Abstract: The invention relates to a balancing shaft for a multi-cylinder engine having at least one unbalanced weight portion (21, 22; 23, 24) and at least one bearing (16, 17), the at least one unbalanced weight portion (21, 22; 23, 24) being associated with a bearing (16, 17), the bearing (16, 17) having a radial running face (18) which extends only partially over a periphery of the bearing (16, 17) and a centrifugal force which results during rotation of the balancing shaft (11) is situated within a region of the bearing (16, 17) that is formed by the running face (18) which extends partially over the periphery of the bearing (16, 17).

Abstract: A mass balancing mechanism of an internal combustion engine, in which the mechanism includes a compensation shaft (1, 1?) formed as a tubular carrier shaft (5, 5?) having a mounting point (10, 10?) for the radial mounting of the compensation shaft. The mechanism further includes an unbalanced mass (6) joined to the carrier shaft. A needle roller bearing (2) is used for a radial rolling bearing-mounting of the compensation shaft, with the needle rollers (11) of the needle roller bearing being in rolling contact with the mounting point which is configured as an inner raceway and possesses a width which is variable in peripheral direction, so that, in a region situated diametrically opposite a load zone in whose peripheral region the inner raceway is loaded by the radial load of the unbalanced mass which rotates together with the compensation shaft, a width (14) of the inner raceway is smaller than the length of the needle rollers and tapers clearly or is interrupted in peripheral direction.

Abstract: An unbalanced shaft (1a, 1b, 1c), particularly for compensating mass forces and/or mass moments of inertia of an internal combustion engine (2) is provided. The shaft includes a shaft section (10, 11, 12) and a bearing journal (13a, 13b, 13c) axially adjacent to the shaft section, the bearing journal includes a fully cylindrical outer peripheral surface (18) serving as an inner raceway for the rolling elements (16) of a rolling bearing (14) and the bearing journal has a multi-piece configuration, so that both the shaft section and the bearing journal possess a mass center of gravity that, for producing the shaft unbalance, extends eccentric to the axis of rotation (19) of the unbalanced shaft. For supplying lubricant to the inner raceway and the rolling elements, an oil channel (20a, 20b, 20c) extends radially outwards through the bearing journal and opens, relative to the mass center of gravity of the bearing journal, on the other side, situated beyond the axis of rotation, on the outer peripheral surface.

Abstract: A shaft, such as a camshaft for use in the internal combustion engine of a motor vehicle, in which the shaft includes a basic shaft body, a plurality of functional bodies, such as cams, mounted in axially spaced positions on the basic shaft body, and at least one balancing element mounted on the basic shaft body, in which the at least one balancing element is produced separately from the basic shaft body and from the functional bodies, and the functional bodies and the at least one balancing element are subsequently mounted on said basic shaft body, for example, by axial press fitting.

Abstract: A mass balancing mechanism for balancing mass forces and/or mass torques of an internal combustion engine, said mechanism comprising a balancing shaft comprising an axis of rotation, a mass center of gravity spaced from said axis of rotation and further comprising at least one bearing peg on which said balancing shaft is mounted for rotation in a mounting location of the internal combustion engine, the bearing peg includes two axially spaced cylindrical bearing peg sections that define a recess which extends substantially or entirely outside of the axis of rotation relative to the mass center of gravity.