Abstract: An eccentric sleeve for a crankshaft of a compressor, a crankshaft, a crankshaft assembly, and a compressor are provided. The crankshaft has a main shaft, a counterbalance and an eccentric shaft. The main shaft and the eccentric shaft are provided at two sides of the counterbalance and arranged eccentrically. The main shaft is internally provided with a main lubrication oil passage. An outer circumferential wall of the eccentric shaft is provided with an oil leakage hole in fluid communication with the main lubrication oil passage. The eccentric sleeve is fitted over the eccentric shaft. An outer circumferential wall of the eccentric sleeve is provided with a shaft flow hole extending through the outer circumferential wall in a thickness direction of the eccentric sleeve.

Abstract: An internal combustion engine includes a crankshaft having a first end and a second end opposite the first end. The crankshaft defines a crank axis and is rotatable about the crank axis. The internal combustion engine also includes a camshaft that defines a camshaft axis and is rotatable about the camshaft axis. The internal combustion engine further includes a cam drive assembly that is operable to transfer rotation from the crankshaft to the camshaft, a balance mass rotatable about the crankshaft, and a balancer drive assembly operable to drive the balance mass through the cam drive assembly.

Abstract: A dynamic balance device for a press machine includes a plurality of cam portions which transmit a vertical motion of a slide to a balance weight to move the balance weight in a reverse direction of the vertical motion of the slide. The cam portions are each movable in a direction substantially orthogonal to a moving direction of the slide, and each include a first inclined surface and a second inclined surface. The first inclined surface has an inclination angle corresponding to an inclination angle of an inclined surface formed on a member which is provided integrally with the slide and vertically moves with the slide. The second inclined surface has an inclination angle corresponding to an inclination angle of an inclined surface formed on the balance weight.

Abstract: A torsional vibration reducing device includes: a rotating body; an inertial body; a coupling member configured to transmit the torque to the rotating body and to the inertial body; and a first coupling portion and a second coupling portion, which are separately provided to either the rotating body or the inertial body. The first coupling portion engages with the coupling member so as to: restrict movement of the coupling member in a rotational direction of the rotating body; and allow movement of the coupling member in a radial direction of the rotating body. The second coupling portion engages with the coupling member such that when the rotating body and the inertial body rotate relative to each other, a contact portion of the coupling member with respect to the first coupling portion moves in the radial direction of the rotating body.

Abstract: A bumper clip having rubber or elastomeric bumpers for use with a pendulum assembly for attachment to the crankshaft of an internal combustion engine is disclosed. The bumper clip is has particular application for use with pendulum carriers that are formed from stamped steel. By using the stamped steel carrier, more room is created to provide a more robust bumper. The pendulum carrier bumper clip can be either two separate, L-shaped clips or a single U-shaped clip. If the pendulum carrier bumper clip includes two separate clips, each clip includes a bumper surface to which the bumper is attached and an attachment leg for attachment of the clip to the pendulum carrier and to the crankshaft by a fastener such as a bolt. The bumper surface has a channel through which the pendulum carrier passes, thus dividing the bumper surface into two surfaces. A bumper is attached to each surface.

Abstract: A bumper for a pendulum that cannot inadvertently become loose is disclosed. The pendulum has at least one and preferably a pair of spaced apart, elongated bumpers. The elongated bumpers generally have an L-shape. The pendulum is comprised of two halves. L-shaped channels are formed in each pendulum half. The bumpers are fitted into channels of the same shape formed in the pendulum halves. When the two halves are fitted together, the L-shaped bumper is captured therebetween. Each pendulum half includes an elevated central area and a pair of recessed areas with each recessed area formed on one side of the elevated area. Side walls are formed at the intersections of the elevated area and the recessed areas. A base wall is formed along the lower edge of the elevated area. The bumper ends extend from the elevated area beyond the side walls and base wall.

Abstract: A pendulum damping device for a motor vehicle transmission, having at least one pendulum mass (33), a central part (33a) of which is mounted movably on a support (26) capable of pivoting around an axis, and having at least one roller (36) mounted radially between the radially outer periphery of the central part (33a) and a radially outer part of the support (26), in such a way that during operation, the central part (33a) of the pendulum mass (33) abuts radially outwardly against the roller (36), the latter (36) in turn abutting radially outwardly against the support (26). The pendulum mass (33) comprises at least one lateral part (33b) fastened to the central part (33a) and designed so that the center of gravity of the pendulum mass (33) is situated radially outside the contact regions between the central part (33a) of the pendulum mass (33) and the roller (36).

Abstract: A pendulum absorber fixed to the crankshaft of an engine comprises a pendulum and a pendulum carrier attached to the pendulum carrier attachment boss of the crankshaft. The first preferred embodiment provides a crankshaft web having spaced apart part pendulum carrier attachment bosses that define a carrier groove. The second preferred embodiment provides an arrangement similar to that of the first embodiment but the attachment bosses extend further away from the web. The third preferred embodiment provides a pendulum carrier having a flat portion and a cylindrical portion. The fourth preferred embodiment provides a carrier engagement portion that includes a deck and two lateral attachment bosses having curved surfaces. The carrier includes two outwardly-extending attachment arms. The fifth preferred embodiment provides a web having a pendulum carrier engagement portion that includes a machined groove and machined attachment bosses.

Abstract: An internal combustion engine has a multi-joint crank drive wherein the multi-joint crank driver includes a plurality of coupling members which are rotatably supported on crank pins of a crank shaft and a plurality of hinged connecting rods which are rotatably supported on crank pins of an eccentric shaft wherein each of the coupling members is pivotally connected to a piston connecting rod of a piston of the internal combustion engine and one of the articulation connecting rods. In order to enable to largely or completely compensate inertia forces, it is proposed according to the invention to equip the internal combustion engine with a single balance which serves for neutralizing second order inertia forces.

Abstract: A pendulum assembly comprises a cold forged steel pendulum or cold formed steel pendulum attached to a cold forged steel carrier or cold formed steel carrier. The carrier is attached to the crankshaft. The pendulum assembly includes a first outer steel plate, a second outer steel plate, and an intermediate steel plate. The stamped plates are formed from flat sheet steel to provide the pendulum shape and features. The outer steel plates are attached to the intermediate steel plate by any of a variety of methods. The pendulum carrier of the disclosed inventive concept is comprised of one or more steel plates that are also cold forged or cold formed from steel to provide the pendulum carrier shape and features. Alternatively, the pendulum carrier may include two cold forged or cold formed portions attached together or three cold forged or cold formed portions attached together.

Abstract: A pendulum crankshaft assembly for an internal combustion engine includes a pendulum carrier, a pendulum and rolling pins. The carrier and the pendulum have kidney-shaped rolling pin tracks. The rolling pin tracks are kidney-shaped and thus are defined by opposed curved side walls and opposed end walls. The pendulum carrier has an ear extending therefrom to which the pendulum is attached. The pendulum comprises a first half and a second half, each half being positioned on the sides of the ear. At any given time in operation, the gap between the rolling pin and the opposed walls of the rolling pin tracks is never greater than 0.5 mm. The pendulum carrier is attached to a cheek of the crankshaft by a pair of opposed fasteners.

Abstract: A damping system (10) having a rotation axis (X) and comprising at least: at least one first flyweight (14) and one second flyweight (14) able to oscillate with respect to support member (12), and at least one device (20) for guiding the first and second flyweights (14) with respect to the support member (12), having at least one bearing element (22) able to interact with a pair of opposite tracks, respectively a first guidance track (24) and a second guidance track (26) that is carried by the support member (12), wherein the first guidance track (24) is carried by said connecting means (16).

Abstract: A pendulum absorber fixed to the crankshaft of an engine comprises a pendulum and a pendulum carrier attached to the pendulum carrier attachment boss of the crankshaft. Each pendulum carrier has a pair of parallel ears extending therefrom. The carrier is tightly attached to the attachment boss such that the attachment boss is captured between the ears of the carrier. Attachment of the pendulum carrier to the sides of the attachment boss allows for feasibility in production, unlike known arrangements which require attachment of the pendulum carrier to the top of the crankshaft web. The fastener may be a pair of pressed-in pins, a single shrink-fit pin, shoulder bolts, Z-Form™ fastener assemblies, or rivets. Regardless of the type of fastener used, the side attachment arrangement of the disclosed inventive concept is sufficient to carry the load in sheer and prevent the pendulum assemblies from moving relative to the crankshaft.

Abstract: A tunnel-style crankshaft assembly is provided having counterweights that serve the purposes of retaining the axial motion of bearings and improving the balance of the crankshaft assembly as a result of having a structure of an increased radial profile. The counterweights can include a mass section and a bearing retaining section. When the counterweight is secured to a crank web, the mass section of the counterweight is axially spaced from a bearing assembly disposed around the web. Therefore, the mass section of the counterweight may extend radially beyond an inner race of the bearing assembly without contacting the bearing assembly's cage. The mass section of the counterweight does not extend radially beyond a radial envelope of a crankshaft support surface thereby permitting the crankshaft assembly to be slidingly inserted into the crankcase.

Abstract: A crankshaft can include a pendulum absorber and a retention arrangement. The pendulum absorber can include a carrier, a pendulum and a pin. The carrier can be coupled to a lobe and can have an opening. The pendulum can have an opening and the pin can be received in the openings to couple the pendulum to the carrier. The retention arrangement can include a retention flange and a retention pin. The retention flange can extend from the carrier or lobe. The retention pin can be coupled to the pendulum. The retention arrangement can maintain the retention pin in spaced relation to the retention surface during movement of the pendulum when the pin maintains the pendulum coupled to the carrier, and can retain the pendulum relative to the carrier through engagement of the retention pin and retention surface in an absence of the pin maintaining the pendulum coupled to the carrier.

Abstract: A nutating balance device for mitigating vibrations of an internal combustion engine having a crankshaft includes a coupler coupled to the engine crankshaft. The device also includes a weight coupled to the coupler. The coupler is configured to move the weight in sync with the crankshaft. The nutating balance device can generate variable torque pulsations or moments corresponding to torque harmonic frequencies of the internal combustion engine.

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 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: A crankshaft can include a pendulum absorber and a retention arrangement. The pendulum absorber can include a carrier, a pendulum and a pin. The carrier can be coupled to a lobe and can have an opening. The pendulum can have an opening and the pin can be received in the openings to couple the pendulum to the carrier. The retention arrangement can include a retention flange and a retention pin. The retention flange can extend from the carrier or lobe. The retention pin can be coupled to the pendulum. The retention arrangement can maintain the retention pin in spaced relation to the retention surface during movement of the pendulum when the pin maintains the pendulum coupled to the carrier, and can retain the pendulum relative to the carrier through engagement of the retention pin and retention surface in an absence of the pin maintaining the pendulum coupled to the carrier.

Abstract: A crankshaft assembly for an internal combustion engine can include a crankshaft having a lobe with a pendulum absorber coupled thereto. The pendulum absorber can include a carrier, a pendulum, a pin and a centrifugal switch assembly. The carrier can be coupled to a body of the lobe and can have an opening therein. The pendulum can have an opening therein and the pin can extend through the pendulum opening and the carrier opening to pivotably couple the pendulum to the carrier. The switch assembly can be slidably positioned in a bore of the body and can have a lock member configured to selectively engage the pendulum based on a centrifugal force being below a predetermined threshold to lock movement of the pendulum relative to the carrier.

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: 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: An apparatus for damping vibrations in an internal combustion engine. The apparatus includes a pendulum-type torsional absorber that uses a hydraulic snubber mechanism to limit travel of the pendulum without causing noise or damage to the absorber, crankshaft or other engine components.

Abstract: A closed type compressor of a low overall height and small vibrations provided with a structure comprising a balancing weight (142) formed of a first balancing weight (146) and a second balancing weight (148) and fixed to eccentric shaft portion (112), the first balancing weight (146) located closer to a main shaft portion (109) than the second balancing weight (148), and the second balancing weight (148) jutting out to a position further from an axis of the eccentric shaft portion (112) than the first balancing weight (146).

Abstract: A system and method to control vibrations exerted on a non-vibrating structure. The system includes an adjustable variable stiffness support securely attached to both the non-vibrating structure and a vibrating structure. A driver operably associated with the variable stiffness support is configured to selectively adjust the variable stiffness support. A control system in data communication with both a sensor system and the driver includes an algorithm to determine whether adjustment of the variable stiffness support is required.

Abstract: An engine structure having a conjugate cam assembly is provided and includes a piston which can be used to push or pulled by the conjugate cam assembly mounted on a camshaft through a connection rod, a roller rocker and two rollers. The conjugate cam assembly has two cams with cam profiles and relative arrangement angle which can be varied according to actual operational desire, so as to vary the ratio of intake/exhaust strokes and the ratio of compression/power strokes. Thus, the combustion efficiency and the exhaustion efficiency can be enhanced. When the camshaft finishes four strokes of an operational cycle, the camshaft only rotates one circle (i.e. 360 degree), so that the rotation speed of the camshaft can be lowered.

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 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 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: An apparatus for damping vibrations in an internal combustion engine. The apparatus includes a pendulum-type torsional absorber that uses a hydraulic snubber mechanism to limit travel of the pendulum without causing noise or damage to the absorber, crankshaft or other engine components.

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: 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: 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: The Internal-Combustion Engine is set forth, in which when in use there is no lateral component of the force on the piston which is taken up by the slider rolling by the bearings. As a result of this the cylinder compression is improved, power losses on friction are reduced and wear out of the cylinder is decreased. Also due to the absence of the lateral component of the force on the piston, the latter can be made in a relieved version, e.g. without a skirt and with two compressing rings in one groove.

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: An actuator comprising: two motors; an output member; and a harmonic gear comprising: an elliptical wave generator component; a flexible spline component which is coupled to the wave generator by a bearing and flexes to conform to the elliptical shape of the wave generator; and a circular spline component which surrounds and meshes with the flexible spline component. One of the harmonic gear components is coupled to the output member, and each of the other harmonic gear components is coupled to a respective one of the motors.

Abstract: A balancer of an engine includes a rod and a balancer piston. A first end portion of the rod includes a joining portion which is arranged to be joined to a crankshaft of the engine at a position that is eccentric relative to a rotation axis of the crankshaft. A second end portion of the rod is arranged to reciprocate inside a cylinder according to a rotation of the crankshaft. The balancer piston is fixed to the second end portion of the rod. The balancer piston is arranged to reciprocate inside the cylinder, while rocking between a contact state in which the balancer piston is in contact with an inner wall surface of the cylinder and a non-contact state in which the balancer piston is separated from the inner wall surface. The balancer piston includes a cylindrical outer peripheral portion that is curved so as to swell toward the inner wall surface.

Abstract: A compensation shaft for a multi-cylinder engine comprising at least three bearing pegs (1a, 1b, 2b) and unbalanced masses (3a, 3b, 3c) arranged respectively in a region of each bearing peg (1a, 1b, 2), wherein at least one of the bearing pegs (1a; 1b; 2) as mounting element possesses an enhanced mounting lash “s”, so that this bearing peg participates in the mounting of the compensation shaft only after a pre-defined flexion of the compensation shaft has taken place.

Abstract: A shaft (1a-d) is provided that is rotatably mounted by a journal (2) in a housing (4) in which lubricant mist is provided. One or several outward-extending ribs (6) extend between the journal and shaft sections (5a, 5b) adjacent to the journal. The shaft is mounted by the journal in the housing using a rolling bearing (3) that is lubricated exclusively by the lubricant mist. At least one of the ribs associated with the journal extends at a certain angle of attack (11, 12) to the axis of rotation of the shaft and is used as a blade for conveying the lubricant mist into the rolling bearing.

Abstract: A two-plane type crankshaft is provided. The weight of crank webs for the respective cylinders is divided between left and right half webs and balance ratios kL and kR of the half webs for the respective cylinders are set so as to be (kL?0.25)·(0.25?kR)?DR/DL to form a track of a vector of a primary inertial couple into a substantial circle. A primary balancer offsets the primary inertia couple.

Abstract: An engine structure is provided with a bedplate and an oil pan. The bedplate is configured to have an integrally formed balance shaft bearing support. A bearing cap is either a separate component or a component that is formed as an integral part of the oil pan. The bearing cap and the balance shaft bearing support structures are attachable to each other to capture the bearing portions of the balance shafts therebetween.

Abstract: A variable stiffness support has a support housing that is configured to adjust the orientation of an internal elastomer assembly. The support housing includes an adjustment mechanism, and the elastomer assembly includes an outer ring that encircles an elastomeric material, a central bushing embedded in the elastomeric material, and a plurality of shims embedded in the elastomeric material in a parallel planar fashion.

Abstract: A reinforcing plate (405) is utilized with a lightweight hub (101) in a vibration damper. Holes (105) formed in the hub (101) and the reinforcing plate (405) allow the vibration damper to be mounted to a shaft with a stronger joint than when the reinforcing plate (405) is not utilized, thereby preventing deformation of the hub (101). Optional reduction holes (111) formed in the hub (101) provide for additional weight reduction, vibration reduction, and/or noise reduction.

Abstract: Device for compensating the vibrations caused by the movements of a tool of a brush manufacturing machine, more particularly of a tool (1) having at least one slide (2) which is provided in a first guide (3) such that is can move to and fro and which is provided with driving device (4) for this slide, wherein the device includes a compensating mass (16) and of a moving device (17) to move this compensating mass (16) in the opposite sense of the movement of the slide (2).

Abstract: The present invention relates to a balance shaft unit for mass balancing for an internal combustion engine of a motor vehicle including at least one balance shaft having at least one balance weight and a housing part in which the balance shaft is journaled. A first gear is associated with the balance shaft and meshes with a second gear. An introduction passage is formed in the housing part through which, starting from an assembly opening, at least one of the two gears can be introduced into the interior of the housing part, with the introduction passage extending perpendicular to the longitudinal axis of the balance shaft. The first gear and the second gear are arranged sequentially with respect to the direction of extent of the introduction passage.

Abstract: An engine includes a balancer shaft that is supported at its both ends through bearings disposed within an engine crankcase. The balancer shaft lies generally parallel with a crankshaft and includes balancer weights, which are provided generally at the ends of the balancer shaft. At least one of the balancer weights is made up of first and second weight portions. The first and second weight portions are disposed on opposite sides of the corresponding bearing. In this manner, the bending moment on the shaft is reduced and, consequently, the balancer shaft can have a smaller diameter to reduce the size of the crankcase.

Abstract: A viscous damper having an annular inertial mass body received in a case together with a damping liquid, and a hub for fixing the case on the rotary shaft of an internal combustion engine. The case including a case main body of substantially U-shaped cross section, and a cover for liquid-tightly closing an opening directed to one axial side of the main body, and defining a sealed chamber in the inside. The inertial mass body is made by superposing and joining a plurality of annular plates. By thrust bearings attached in holes in the annular plate on body axial sides of the inertial mass body and by a journal bearing attached in a recessed groove in the inner periphery of the inertial mass body, the inertial mass body is supported both axial sides and radially and disposed for peripheral rotation in the sealed chamber.

Abstract: In a balance shaft for a multi-cylinder in-line engine with at least two imbalance weight sections and at least one bearing structure wherein the balance shaft has imbalance weight sections being arranged symmetrically relative to the bearing position and at least one of the imbalance weight sections is connected to a further shaft section at an end facing away from the bearing position, a flexible coupling element that enables a deflection of the end of the connected imbalance weight section in the direction of the resulting centrifugal forces when the balance shaft rotates is provided between the end of the at least one imbalance weight section facing away from the bearing position and the further shaft section.