Search Patents
  • Crankshaft drive for an internal-combustion engine
    Publication number: 20020017263
    Abstract: A crankshaft drive for an internal-combustion engine includes a crankshaft, a connecting rod assembly coupled to the crankshaft, and a balancing shaft arranged parallel to the crankshaft and at a distance r from the crankshaft. A balancing weight extends from the balancing shaft for balancing mass forces caused by the rotation of the crankshaft. A recess is formed in the balancing weight, so that during rotation of the balancing shaft, the balancing weight does not interfere with the rotating crankshaft and connecting rod assembly. The inclusion of the recess allows the distance r between the crankshaft and the balancing shaft to be reduced. Preferably, a rib is formed on one side of the balancing shaft to strengthen the balancing shaft.
    Type: Application
    Filed: June 29, 2001
    Publication date: February 14, 2002
    Applicant: Harley-Davidson Motor Company, Inc.
    Inventors: Alfons Linder, Johannes Krauss
  • Crankshaft drive for an internal-combustion engine
    Patent number: 6659060
    Abstract: A crankshaft drive for an internal-combustion engine includes a crankshaft, a connecting rod assembly coupled to the crankshaft, and a balancing shaft arranged parallel to the crankshaft and at a distance r from the crankshaft. A balancing weight extends from the balancing shaft for balancing mass forces caused by the rotation of the crankshaft. A recess is formed in the balancing weight, so that during rotation of the balancing shaft, the balancing weight does not interfere with the rotating crankshaft and connecting rod assembly. The inclusion of the recess allows the distance r between the crankshaft and the balancing shaft to be reduced. Preferably, a rib is formed on one side of the balancing shaft to strengthen the balancing shaft.
    Type: Grant
    Filed: June 29, 2001
    Date of Patent: December 9, 2003
    Assignee: Harley-Davidson Motor Company Group, Inc.
    Inventors: Alfons Linder, Johannes Krauss
  • Crankshaft assembly with coated crank pin
    Patent number: 7418939
    Abstract: The invention provides a motorcycle having a frame, an engine coupled to the frame, and a crankshaft assembly. The crankshaft assembly includes a first flywheel half having an aperture, a crank pin including a first end portion, a second end portion opposite the first end portion, and a bearing surface between the first and second end portions. The first end portion is press-fit into the aperture of the first flywheel half. The first end portion, the second end portion, and the bearing surface are coated with a friction enhancer. A bearing is positioned at least partially onto the bearing surface, and a connecting rod has an aperture that at least partially receives the bearing.
    Type: Grant
    Filed: July 13, 2007
    Date of Patent: September 2, 2008
    Assignee: Harley-Davidson Motor Company Group, Inc.
    Inventors: Bernard F. Enright, William K. Davis, Thomas A. Lanser, William Lackas, Jon Janke, Jennifer M. Sampson, Tomas Smetana
  • Engine with sliding supercharger
    Patent number: 10907534
    Abstract: A supercharged engine includes a crankshaft operable to receive and output power produced by combustion within the engine. The crankshaft is rotatably supported in a case, and a supercharger is driven from the crankshaft by an endless drive member. The supercharger is adapted to compress intake air supplied to the engine when driven from the crankshaft. A mount has a track slidably supporting the supercharger relative to the case so that tension in the endless drive member is adjustable and set in relation to a position of the supercharger relative to the case. The mount is self-adjusting to maintain an operating tension in the endless drive member.
    Type: Grant
    Filed: September 16, 2019
    Date of Patent: February 2, 2021
    Assignee: HARLEY-DAVIDSON MOTOR COMPANY GROUP, LLC
    Inventor: Johann Voges
  • Engine balancer
    Patent number: 11015675
    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.
    Type: Grant
    Filed: January 21, 2019
    Date of Patent: May 25, 2021
    Assignee: Harley-Davidson Motor Company Group, LLC
    Inventor: Johann Voges
  • Compensator assembly for a motorcycle engine
    Patent number: 7143734
    Abstract: A compensator assembly for a motorcycle engine including a hub and a compensator coupled to the engine crankshaft. The compensator is axially moveable along the crankshaft axis and a sprocket is supported for rotation with respect to the crankshaft. Cam surfaces on the compensator and the sprocket cooperate to transfer engine torque from the crankshaft to the sprocket. A spring biases the compensator into engagement with the sprocket and a resilient member is positioned between the hub and the compensator to resiliently limit axial movement of the compensator toward the hub. Torque pulses from the engine are damped by allowing relative rotation between the sprocket and the crankshaft.
    Type: Grant
    Filed: July 1, 2005
    Date of Patent: December 5, 2006
    Assignee: Harley-Davidson Motor Company Group, Inc.
    Inventors: Robert L. Leppanen, Dereck Schlett, Michael Duley, Richard M. Runte, Jalal M. Albulushi, Richard G. Dykowski
  • Motorcycle balancer system
    Patent number: 6302077
    Abstract: A motorcycle engine includes a crankshaft rotating in response to the reciprocation of pistons in cylinder bores. The inertial effects of the reciprocating pistons cause vibrations in the engine. A pair of balancer shafts are provided on opposite sides of the crankshaft, and are driven by the crankshaft through a drive member, such as a chain or belt. The balancer shafts are supported for rotation by bearings in the left side of the engine's crankcase, and by bearings in bearing housings that are mounted to the left side of the engine's crankcase. Thus, the balancer shafts are substantially only supported for rotation by the left side of the crankcase.
    Type: Grant
    Filed: July 30, 1999
    Date of Patent: October 16, 2001
    Assignee: Harley-Davidson Motor Company
    Inventors: David A. Safarik, Bernard F. Enright, R. Bruce Dennert, Bernardus G. H. Vandenhoeven, Paul Troxler
  • Oil-pump drive for an internal-combustion engine
    Patent number: 6494177
    Abstract: An oil-pump drive for an internal-combustion engine, in particular for a motorcycle. The drive includes an oil pump, in the housing of which is arranged at least one rotor member for supplying a volumetric flow of oil, wherein the rotor is driven via the crankshaft of the internal-combustion engine. It is proposed that the rotor of the oil pump is connected to a shaft driven directly by the crankshaft. In this way, the oil pump is directly driven in a simple manner.
    Type: Grant
    Filed: March 15, 2001
    Date of Patent: December 17, 2002
    Assignee: Harley-Davidson Motor Company Group, Inc.
    Inventors: Klaus Fuoss, Stefan Fegg
  • Crank case having an oil separation wall
    Patent number: 6394058
    Abstract: The invention relates to an internal-combustion engine, in particular for motorcycles, with a crankshaft (24) which is arranged in a crankcase (10, 14) and which is connected by way of connecting rods (20, 22) to pistons arranged so as to be movable in cylinders (16, 18), with an oil sump (12) which is situated below the crankcase (10) and from which the lubricating oil is conveyed to the consumer devices by way of an oil pump (60), and with means for returning the lubricating oil from the consumer devices to the oil sump (12). It is proposed that, in order to separate the oil taken up in particular by the crankshaft (24), a part of the crankcase (10) adjacent to the crankshaft (24) has a wall portion (26a to d) which extends parallel to the axis of rotation of the crankshaft (24) and the outline of which is adapted to the enveloping curves of the crankshaft webs (27, 28) and/or the connecting rods (20, 22). A rapid return of the lubricating oil to the oil sump is made possible by this step.
    Type: Grant
    Filed: December 21, 2000
    Date of Patent: May 28, 2002
    Assignee: Harley-Davidson Motor Company Group, Inc.
    Inventor: Stefan Fegg
  • Engine oil pump cover with seal
    Patent number: 11015494
    Abstract: An internal combustion engine assembly includes a crankcase and a cam housing. The crankcase includes a crankcase cavity configured to receive a counterweight. The cam housing includes a cam housing cavity configured to receive a camshaft. A pump is positioned within the cam housing. The pump is configured to draw oil from an oil reservoir defined by the cam housing cavity. A crankshaft supports the counterweight for rotation therewith. The crankshaft is rotatably supported within the cam housing and is coupled to drive the pump. A bearing supports the crankshaft between the crankcase cavity and the cam housing cavity. The bearing includes an outer race. A seal is positioned between the pump and the bearing. The seal is positioned against the outer race to block the transmission of pressure fluctuations between the crankcase cavity and the oil reservoir.
    Type: Grant
    Filed: June 11, 2019
    Date of Patent: May 25, 2021
    Assignee: Harley-Davidson Motor Company Group, LLC
    Inventors: Christopher Monaco, Philip Pierce, Bernard Enright, Daniel Strain, William Pari
  • Internal-combustion engine, in particular for motorcycles
    Publication number: 20020020385
    Abstract: The invention relates to an internal-combustion engine, in particular for a motorcycle. The motorcycle engine preferably includes a crankshaft rotatable about an axis, a web coupled to the crankshaft, and curved wall portions surrounding the crankshaft. The web has an outer surface which defines a substantially circular pathway as it rotates about the axis. Oil is preferably flung from the web and the crankshaft into an oil channel which has a longitudinal axis that is substantially tangential to an adjacent portion of the pathway. Additionally, oil which is flung from the web and the crankshaft onto the curved wall portions drains into the oil channel, which leads to an oil-storage tank. Preferably, the housing also includes a balancing shaft with a balancing web rotatable about a second axis, additional curved wall portions surrounding the balancing shaft and the balancing web, and a second oil channel. The balancing web has a balancing web outer surface that rotates along a substantially circular pathway.
    Type: Application
    Filed: June 15, 2001
    Publication date: February 21, 2002
    Applicant: Harley-Davidson Motor Company Group, Inc.
    Inventors: Roland Stromsky, Albrecht Reustle
  • Compensator assembly for a motorcycle primary drive
    Patent number: 7682255
    Abstract: A compensator assembly for transmitting torque from a crankshaft of an engine to a clutch in a motorcycle drive train. The compensator assembly includes a cam slider, a sprocket, and a spring pack biasing the cam slider into engagement with the sprocket. The spring pack includes multiple springs having different spring rates. The cam slider includes first and second dissimilar cam members. A retainer is coupled to the crankshaft and formed with an anti-rotation feature engageable to hold the retainer, the cam slider, and the crankshaft stationary during tightening of a retaining bolt. The sprocket includes a plurality of spokes and axial openings. At least a portion of the cam slider extends through one of the plurality of axial openings.
    Type: Grant
    Filed: June 29, 2007
    Date of Patent: March 23, 2010
    Assignee: Harley-Davidson Motor Company Group, LLC
    Inventors: Karl W. Monis, James R. Pepper, Andy J. Bingen, John W. Schanz, Nathan R. Waas, Thomas A. Lanser, Rick A. Schmidt, Jeffrey D. Dickau, Wayne G. Farvour
  • Engine with inboard cam drive tensioner
    Patent number: 10487921
    Abstract: An overhead-cam internal combustion engine includes a crankshaft, a drive wheel rotatable by the crankshaft, a cylinder head, a driven wheel rotatable by the drive wheel, and a camshaft provided within the cylinder head, the camshaft being rotatable by the driven wheel. A flexible drive member extends around the drive wheel and the driven wheel such that power from the crankshaft for rotating the camshaft is transmitted through the flexible drive member. A pair of guide members are positioned to guide a path of the flexible drive member that increases an amount of peripheral wrap of the flexible drive member about the driven wheel. The guide members have co-facing inboard guide surfaces that partially define the path. A tensioner is positioned between the co-facing inboard guide surfaces, and the tensioner is operable to exert a pulling force that increases tension in the flexible drive member during operation.
    Type: Grant
    Filed: December 21, 2016
    Date of Patent: November 26, 2019
    Assignee: Harley-Davidson Motor Company Group, LLC
    Inventor: Johann Voges
  • Internal-combustion engine, in particular for motorcycles
    Patent number: 6578541
    Abstract: The invention relates to an internal-combustion engine, in particular for a motorcycle. The motorcycle engine preferably includes a crankshaft rotatable about an axis, a web coupled to the crankshaft, and curved wall portions surrounding the crankshaft. The web has an outer surface which defines a substantially circular pathway as it rotates about the axis. Oil is preferably flung from the web and the crankshaft into an oil channel which has a longitudinal axis that is substantially tangential to an adjacent portion of the pathway. Additionally, oil which is flung from the web and the crankshaft onto the curved wall portions drains into the oil channel, which leads to an oil-storage tank. Preferably, the housing also includes a balancing shaft with a balancing web rotatable about a second axis, additional curved wall portions surrounding the balancing shaft and the balancing web, and a second oil channel. The balancing web has a balancing web outer surface that rotates along a substantially circular pathway.
    Type: Grant
    Filed: June 15, 2001
    Date of Patent: June 17, 2003
    Assignee: Harley-Davidson Motor Company Group, Inc.
    Inventors: Roland Stromsky, Albrecht Reustle
  • Water pump for reciprocating piston internal combustion engine
    Patent number: 4527517
    Abstract: A water pump for a reciprocating piston internal combustion engine is driven by a shaft located between the camshaft and crankshaft. The intermediate shaft which is driven by and coupled to the crankshaft at one wall of the crank housing. The water pump is located in a remote wall of the crank housing, which itself forms one half of the pump containment. A dish-shaped housing half screws into the remote wall to contain the pump. The intermediate shaft is connected to the pump wheel of the water pump by a hollow shaft which passes longitudinally through the crank housing. Together with the bearings, securing elements, sealing rings and a bearing flange, the shaft forms a structural unit which may be pre-assembled and easily inserted into the engine.
    Type: Grant
    Filed: July 13, 1984
    Date of Patent: July 9, 1985
    Assignee: Harley-Davidson Motor Co., Inc.
    Inventors: Hans Mezger, Reinhard Konneker, Joachim Kelm
  • Motorcycle cam drive tensioner
    Patent number: 6112712
    Abstract: A motorcycle engine comprising an engine housing, a crankshaft mounted for rotation within the housing, a camshaft mounted for rotation within the housing, a flexible element (e.g., a chain) coupling the camshaft to the crankshaft, and a tensioner mounted adjacent the flexible element. The tensioner includes a support member, a shoe made of a polyimide polymer (e.g., Vespel), and a biasing member biasing the support member so that the shoe is in contact with the flexible element. The biasing member is made from a wire having a quadrangular (e.g., square) cross section. Preferably, the camshaft is supported by a cam support plate, and the support member is pivotally mounted to the cam support plate.
    Type: Grant
    Filed: July 24, 1998
    Date of Patent: September 5, 2000
    Assignee: Harley-Davidson Motor Company
    Inventors: David A. Safarik, Jeffrey P. Coughlin, Marc D. McAllister
  • Friction clutch
    Publication number: 20020153221
    Abstract: A friction clutch includes a driving gearwheel, a clutch hub, and a clutch cage. The clutch cage and the clutch hub are coupled together by way of non-positive frictional forces in the clutch cage. A driving disc is fixed to the clutch cage, and a gearbox input shaft is in toothed or splined engagement with the clutch hub. Torsional springs are interposed between the clutch cage and a driving gearwheel to permit the driving gearwheel to rotate within a limited range of motion with respect to the clutch cage. The driving gearwheel meshes with a primary gearwheel on a crankshaft. The crankshaft drives rotation of the gearbox input shaft through the driving gearwheel, the torsional springs, the clutch cage, and the clutch hub. A friction device is interposed between a collar of the driving gearwheel and the driving disc. The friction device damps torsional vibrations by non-positively coupling the driving gearwheel with the driving disc in the radial direction.
    Type: Application
    Filed: April 19, 2002
    Publication date: October 24, 2002
    Applicant: Harley-Davidson Motor Company Group, Inc.
    Inventor: Wolfgang Schnepf
  • Motorcycle having system for determining engine phase
    Publication number: 20030061870
    Abstract: A system for determining engine phase in a motorcycle engine includes a crank gear sensor mounted near the crank gear of the engine, a pressure sensor mounted on the air intake manifold of the engine, and a processor communicating with the crank gear sensor and the pressure sensor. First and second groups of crank gear teeth pass by the crank gear sensor before either of the first and second pistons of the engine reaches TDC. At low rpm, such as at start up, the processor determines the phase of the engine during a single rotation of the crankshaft by measuring and comparing the time periods taken by the groups of teeth to pass by the crank gear sensor. At high rpm, the processor determines the phase of the engine using the pressure sensor.
    Type: Application
    Filed: November 5, 2002
    Publication date: April 3, 2003
    Applicant: Harley-Davidson Motor Company Group, Inc.
    Inventors: V. Dennis Lodise, Eric Norppa, Barth Fisk
  • Internal combustion engine for vehicles in particular, for motorcycles
    Patent number: 4532897
    Abstract: The crankshaft of an internal combustion engine for vehicles, especially motorcycles, is mounted between upper and lower parts of a crankcase. The crank webs of the shaft rotate partially in the lower part which is in the form of an oil space. An oil sump is also provided in the lower part at a lower level than the oil space. The lower part of the crankcase has a curved floor formed at a distance from the crank webs, and such floor has one or more oil return ducts therein. The ducts are disposed in the vicinity of the path of movement of the crank webs. The ducts are, in fact, opposite the crank webs and each of the ducts have a slope to them. Each of the ducts extend between walls of bearing seats provided in the engine.
    Type: Grant
    Filed: June 11, 1984
    Date of Patent: August 6, 1985
    Assignee: Harley-Davidson Motor Co., Inc.
    Inventor: Hans Mezger
  • Motorcycle having system for determining engine phase
    Patent number: 6588259
    Abstract: A system for determining engine phase in a motorcycle engine includes a crank gear sensor mounted near the crank gear of the engine, a pressure sensor mounted on the air intake manifold of the engine, and a processor communicating with the crank gear sensor and the pressure sensor. First and second groups of crank gear teeth pass by the crank gear sensor before either of the first and second pistons of the engine reaches TDC. At low rpm, such as at start up, the processor determines the phase of the engine during a single rotation of the crankshaft by measuring and comparing the time periods taken by the groups of teeth to pass by the crank gear sensor. At high rpm, the processor determines the phase of the engine using the pressure sensor.
    Type: Grant
    Filed: November 5, 2002
    Date of Patent: July 8, 2003
    Assignee: Harley-Davidson Motor Company Group, Inc.
    Inventors: V. Dennis Lodise, Eric Norppa, Barth Fisk
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