WO1999010638A1 - Vibration dampener for internal combustion engines - Google Patents

Vibration dampener for internal combustion engines Download PDF

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Publication number
WO1999010638A1
WO1999010638A1 PCT/US1998/017745 US9817745W WO9910638A1 WO 1999010638 A1 WO1999010638 A1 WO 1999010638A1 US 9817745 W US9817745 W US 9817745W WO 9910638 A1 WO9910638 A1 WO 9910638A1
Authority
WO
WIPO (PCT)
Prior art keywords
crankshaft
connecting rod
rod
disposed
journal
Prior art date
Application number
PCT/US1998/017745
Other languages
French (fr)
Inventor
Julian Alex Decuir
Original Assignee
Julian Alex Decuir
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US09/140,398 external-priority patent/US6044818A/en
Application filed by Julian Alex Decuir filed Critical Julian Alex Decuir
Priority to EP98941079A priority Critical patent/EP1007831A4/en
Priority to KR1020007001974A priority patent/KR20010023336A/en
Priority to AU17414/99A priority patent/AU1741499A/en
Priority to JP2000507928A priority patent/JP2003525396A/en
Priority to CA002302319A priority patent/CA2302319C/en
Publication of WO1999010638A1 publication Critical patent/WO1999010638A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/06—Engines with means for equalising torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
    • F16C7/02—Constructions of connecting-rods with constant length
    • F16C7/023—Constructions of connecting-rods with constant length for piston engines, pumps or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
    • F16C9/04—Connecting-rod bearings; Attachments thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/124—Elastomeric springs
    • F16F15/126—Elastomeric springs consisting of at least one annular element surrounding the axis of rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2360/00—Engines or pumps
    • F16C2360/22—Internal combustion engines

Definitions

  • This invention relates to the absorption/isolation of vibrations in internal combustion engines, and is more particularly directed to absorbing/isolating harmonic vibrations between a connecting rod/bearing cap assembly or crank shaft main bearing assembly and the crankshaft of an internal combustion engine.
  • U.S. Patent 5,517,957 discloses a device for damping torsional vibrations in a drive train connected to an internal combustion engine and is incorporated herein by reference.
  • the '957 reference to Wagner et al. is complicated and expensive to manufacture, is bulky and is located further away from the source of the vibrations.
  • U.S. patent 4,617,884 also discloses a torsional vibration isolator and is incorporated herein by reference.
  • the '884 reference to Allen et al. discloses a resilient coupling 12 to isolate the flywheel from the crank shaft.
  • vibrations isolation is attempted far away from the source of the vibrations, requires a custom In re: Decuir, A. crankshaft/flywheel configuration and is expensive to manufacture.
  • the isolators of the prior art suffer from the drawback that they can not be simply incorporated into conventional internal combustion engine designs, are costly, heavy, bulky and are located far from the source of the vibrations.
  • the instant invention is believed to alleviate all of the drawbacks of the prior art isolators with a simple inexpensive design.
  • a vibration absorbing member is disposed within an annular recess on the side of the connecting rod/bearing cap assembly or alternatively/additionally disposed between the crankshaft main bearing and crank shaft main bearing journal.
  • a vibration absorbing member is preferably comprised of two pieces to fit in a recessed portion of the connecting rod and a recessed portion of the bearing cap to facilitate easy installation.
  • the vibration absorbing member absorbs vibrations between the connecting rod/bearing cap assembly and the crank shaft.
  • the vibration absorbing member absorbs vibration between the crank shaft and the engine block when disposed between the crankshaft and the crankshaft main bearing.
  • the vibration absorbing member is disposed on both sides of the In re: Decuir, A.
  • one of the connecting rods has a single vibration absorbing member disposed on the side contacting the crankshaft.
  • the other connecting rod has a vibration absorbing member disposed on both sides of the connecting rod and bearing cap assembly.
  • the vibration absorbing material is preferably made of an oil resistant elastomeric rubber material.
  • Fig. 1 represents an exploded perspective view of a connecting rod incorporating the dampener of the present invention.
  • Fig. 2 is a perspective view of the assembled device of Fig. 1 according to the present invention.
  • Fig. 3 is an isolated perspective view of the bearing cap incorporating the dampener of the present invention.
  • Fig. 4 is another exploded perspective view of a bearing cap incorporating the dampener according to the present invention.
  • Fig. 5 is a perspective assembled view of the bearing cap of Fig. 4. In re: Decuir, A.
  • Fig. 6 is a cross sectional exploded view taken along line 6-6 of Fig. 7.
  • Fig. 7 is an exploded side view of a connecting rod having a recessed portion adapted to receive the dampener according to the present invention.
  • Fig. 8 is a side view of an assembled conventional connecting rod and bearing cap assembly of the prior art.
  • Fig. 9 is a cross sectional view taken long line 9-9 of Fig. 8.
  • Fig. 10 is an exploded cross sectional view taken along line 10-10 of Fig. 11.
  • Fig. 11 is an exploded side view of an alternated connecting rod and bearing cap incorporating the dampener of the present invention.
  • Fig. 12 is an exploded bottom view of two adjacent connecting rods incorporating the dampener of the present invention taken along line 12-12 of Fig. 14.
  • Fig 13 is a bottom view of two adjacent connecting rods incorporating the dampener of the present invention taken along line 13-13 of Fig. 15.
  • Fig 14 is a cross sectional exploded view of two adjacent connecting rods and bearing caps incorporating the dampener of the present invention.
  • Fig. 15 is a cross sectional view of two adjacent connecting rods and bearing caps incorporating the dampener of the present In re: Decuir, A. invention.
  • Fig. 16 is an exploded cross sectional view of two adjacent connecting rods of an alternate embodiment incorporating the dampener of the present invention.
  • Fig 17 is a cross sectional view of the two adjacent connecting rods of Fig. 16 assembled.
  • Fig 18 is an exploded bottom view of the two connecting rods of Fig. 16 taken along line 18-18.
  • Fig 19 is a bottom view of the two connecting rods of Fig. 17 taken along line 19-19.
  • Fig. 20 is a side view of two adjacent connecting rods connected to a crank shaft of a V-type internal combustion engine.
  • Fig. 21 is a cross sectional view of two adjacent connecting rods connected to a crankshaft of a v-type internal combustion engine and a main bearing journal each incorporating dampener according to the present invention.
  • Fig. 22 is an enlarged view of a connecting rod bearing cap incorporating the vibration dampener of the present invention.
  • a vibration dampener member 6a, 6b is disposed between the connecting rod and crankshaft.
  • the connecting rod which houses the rod bearings is separated from the crankshaft journal by a thin layer of lubricating oil.
  • the sides of the connecting rod are bathed in lubricating oil preventing contact with the crankshaft. Because of the relative inco pressibility of this oil layer, vibrations are easily transmitted from the connecting rod/bearing assembly to the crankshaft.
  • the arrangement of the present invention has demonstrated significant reduction in the transmission of vibrations emanating from the combustion chamber, which in turn are transmitted to the connecting rod via the piston. Thus vibrations are prevented/reduced from being transmitted to the crankshaft and consequently to the remaining portions of the drive train assembly.
  • Figure 1 represents an exploded view of the vibration dampener according to one embodiment of the invention.
  • a connecting rod 1 has a first end 2 for connection to a piston pin in a conventional manner.
  • the connecting rod 1 extends to a second end 3 which connects with a bearing cap 4.
  • the second end 3 of the connecting rod 1 and the bearing cap 4 are secured together in a conventional manner to circumscribe a journal of a crank shaft.
  • the connecting rod has a semi-annular recessed portion 5 adapted to receive a semi-annular vibration dampener member 6a.
  • the bearing cap 4 has a semi-annular recessed portion 7 adapted to receive a second semi-annular vibration dampener 6b.
  • the two vibration dampeners 6a, 6b together form an o-ring like pad.
  • This vibration dampener is preferably made of a slippery elastomeric oil resistant rubber material.
  • other vibration absorbent material may be used such as oil resistant elastomeric plastic or other synthetic materials.
  • Figure 11 represents a similar connecting rod and bearing cap assembly comprising oil passages 10 and 11 to facilitate lubrication between the connecting rod and piston and the crankshaft. Such an arrangement provides the necessary lubrication for the embodiments having a dampener disposed on both sides of the connecting rod.
  • each connecting rod/bearing cap assembly will comprise a vibration dampener.
  • each connecting rod will have two such vibration dampeners disposed on either side of the connecting rod.
  • FIG. 12-15 represent an alternative embodiment of the claimed invention.
  • two connecting rod and bearing cap assemblies are disposed juxtaposed to one another for connection to a single journal of a crankshaft in a V-type internal combustion engine.
  • one of the two connecting rod and bearing cap assemblies has vibration dampener members 6a, 6b disposed between In re: Decuir, A. the two assemblies to dampen transmission of vibrations therebetween.
  • Figures 16-19 represent a preferred V-type engine vibration dampener arrangement.
  • one of two juxtaposed connecting rod assemblies has a vibration dampener disposed on opposite sides.
  • the second of the two juxtaposed connecting rods has just one vibration dampener disposed on the longitudinally outwardly facing side of the connecting rod with respect to an attached crankshaft journal.
  • Figure 20 and 21 each depict two such juxtaposed connecting rod/bearing cap assemblies connected to a crankshaft journal 13 of a V-type internal combustion engine.
  • the three vibration dampeners effectively reduce and nearly eliminate the transmission of vibrations from the connecting rods to the crankshaft.
  • oil distributions passages 10,11 may be employed to facilitate lubrication.
  • Figure 21 also discloses an additional vibration dampener 15 disposed about the crank shaft main bearing journal 14.
  • the vibration dampener 15 is disposed within the main bearings similarly to the way the vibration dampeners 6a, 6b are disposed within the connecting rod and bearing cap assembly.
  • the vibration dampener 15 is disposed both radially between the main bearings and the crank shaft's main bearing journal and between the main bearings and the counter weight lobe 16. This embodiment reduces/eliminates vibrations transmitting through the crank shaft to the engine block and vice versa.
  • Decuir, A the vibration dampener 15 disposed about the crank shaft main bearing journal 14.
  • the vibration dampener 15 is disposed within the main bearings similarly to the way the vibration dampeners 6a, 6b are disposed within the connecting rod and bearing cap assembly.
  • the vibration dampener 15 is disposed both radially between the main bearings and the crank shaft's main bearing journal and between the main bearings and the counter weight lobe 16.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Vibration Prevention Devices (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

A vibration absorbing member (6a, 6b) is disposed within an annular recess (5,7) on the side of the connecting rod (1)/ bearing cap assembly (4) or alternatively/additionally disposed between the crankshaft main bearing and crankshaft main bearing journal. A vibration absorbing member is preferably comprised of two pieces (6a, 6b) to fit in a recessed portion (5) of the connecting rod (1) and a recessed portion (7) of the bearing cap (4) to facilitate easy installation. The vibration absorbing member (6a, 6b) absorbs vibrations between the connecting rod (1)/bearing cap assembly (4) and the crankshaft. Similarly the vibration absorbing member (6a, 6b) absorbs vibration between the crankshaft and the engine block when disposed between the crankshaft and the crankshaft main bearing. In conventional single or multiple in-line cylinder engines the vibration absorbing members is disposed on both sides of the connecting rod and bearing cap assembly. In V-type engines with two adjacent connecting rods one of the connecting rods has a single vibration absorbing member disposed on the side of contacting the crankshaft.

Description

VIBRATION DAMPENER FOR INTERNAL COMBUSTION ENGINES
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to the absorption/isolation of vibrations in internal combustion engines, and is more particularly directed to absorbing/isolating harmonic vibrations between a connecting rod/bearing cap assembly or crank shaft main bearing assembly and the crankshaft of an internal combustion engine.
2. Brief description of the prior art
U.S. Patent 5,517,957 discloses a device for damping torsional vibrations in a drive train connected to an internal combustion engine and is incorporated herein by reference. However, the '957 reference to Wagner et al. is complicated and expensive to manufacture, is bulky and is located further away from the source of the vibrations. U.S. patent 4,617,884 also discloses a torsional vibration isolator and is incorporated herein by reference. The '884 reference to Allen et al. discloses a resilient coupling 12 to isolate the flywheel from the crank shaft. Here again, vibrations isolation is attempted far away from the source of the vibrations, requires a custom In re: Decuir, A. crankshaft/flywheel configuration and is expensive to manufacture.
The isolators of the prior art suffer from the drawback that they can not be simply incorporated into conventional internal combustion engine designs, are costly, heavy, bulky and are located far from the source of the vibrations. The instant invention is believed to alleviate all of the drawbacks of the prior art isolators with a simple inexpensive design.
SUMMARY OF THE INVENTION
A vibration absorbing member is disposed within an annular recess on the side of the connecting rod/bearing cap assembly or alternatively/additionally disposed between the crankshaft main bearing and crank shaft main bearing journal. A vibration absorbing member is preferably comprised of two pieces to fit in a recessed portion of the connecting rod and a recessed portion of the bearing cap to facilitate easy installation. The vibration absorbing member absorbs vibrations between the connecting rod/bearing cap assembly and the crank shaft. Similarly, the vibration absorbing member absorbs vibration between the crank shaft and the engine block when disposed between the crankshaft and the crankshaft main bearing. In conventional single or multiple in-line cylinder engines the vibration absorbing member is disposed on both sides of the In re: Decuir, A. connecting rod and bearing cap assembly. In V-type engines with two adjacent connecting rods, one of the connecting rods has a single vibration absorbing member disposed on the side contacting the crankshaft. The other connecting rod has a vibration absorbing member disposed on both sides of the connecting rod and bearing cap assembly. Thus, vibrations are isolated between the two adjacent connecting rods as well as between the connecting rods and the crank shaft. The vibration absorbing material is preferably made of an oil resistant elastomeric rubber material.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 represents an exploded perspective view of a connecting rod incorporating the dampener of the present invention.
Fig. 2 is a perspective view of the assembled device of Fig. 1 according to the present invention.
Fig. 3 is an isolated perspective view of the bearing cap incorporating the dampener of the present invention.
Fig. 4 is another exploded perspective view of a bearing cap incorporating the dampener according to the present invention.
Fig. 5 is a perspective assembled view of the bearing cap of Fig. 4. In re: Decuir, A.
Fig. 6 is a cross sectional exploded view taken along line 6-6 of Fig. 7.
Fig. 7 is an exploded side view of a connecting rod having a recessed portion adapted to receive the dampener according to the present invention.
Fig. 8 is a side view of an assembled conventional connecting rod and bearing cap assembly of the prior art.
Fig. 9 is a cross sectional view taken long line 9-9 of Fig. 8.
Fig. 10 is an exploded cross sectional view taken along line 10-10 of Fig. 11.
Fig. 11 is an exploded side view of an alternated connecting rod and bearing cap incorporating the dampener of the present invention.
Fig. 12 is an exploded bottom view of two adjacent connecting rods incorporating the dampener of the present invention taken along line 12-12 of Fig. 14.
Fig 13 is a bottom view of two adjacent connecting rods incorporating the dampener of the present invention taken along line 13-13 of Fig. 15.
Fig 14 is a cross sectional exploded view of two adjacent connecting rods and bearing caps incorporating the dampener of the present invention.
Fig. 15 is a cross sectional view of two adjacent connecting rods and bearing caps incorporating the dampener of the present In re: Decuir, A. invention.
Fig. 16 is an exploded cross sectional view of two adjacent connecting rods of an alternate embodiment incorporating the dampener of the present invention.
Fig 17 is a cross sectional view of the two adjacent connecting rods of Fig. 16 assembled.
Fig 18 is an exploded bottom view of the two connecting rods of Fig. 16 taken along line 18-18.
Fig 19 is a bottom view of the two connecting rods of Fig. 17 taken along line 19-19.
Fig. 20 is a side view of two adjacent connecting rods connected to a crank shaft of a V-type internal combustion engine.
Fig. 21. is a cross sectional view of two adjacent connecting rods connected to a crankshaft of a v-type internal combustion engine and a main bearing journal each incorporating dampener according to the present invention.
Fig. 22 is an enlarged view of a connecting rod bearing cap incorporating the vibration dampener of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
To effectively reduce and eliminate the transmission of harmonic and other vibrations from the connecting rod to the crankshaft, a vibration dampener member 6a, 6b is disposed between the connecting rod and crankshaft. In re : Decuir , A .
Conventionally, the connecting rod which houses the rod bearings is separated from the crankshaft journal by a thin layer of lubricating oil. Similarly, the sides of the connecting rod are bathed in lubricating oil preventing contact with the crankshaft. Because of the relative inco pressibility of this oil layer, vibrations are easily transmitted from the connecting rod/bearing assembly to the crankshaft. The arrangement of the present invention has demonstrated significant reduction in the transmission of vibrations emanating from the combustion chamber, which in turn are transmitted to the connecting rod via the piston. Thus vibrations are prevented/reduced from being transmitted to the crankshaft and consequently to the remaining portions of the drive train assembly.
Figure 1 represents an exploded view of the vibration dampener according to one embodiment of the invention. In this embodiment a connecting rod 1 has a first end 2 for connection to a piston pin in a conventional manner. The connecting rod 1 extends to a second end 3 which connects with a bearing cap 4. The second end 3 of the connecting rod 1 and the bearing cap 4 are secured together in a conventional manner to circumscribe a journal of a crank shaft.
The connecting rod has a semi-annular recessed portion 5 adapted to receive a semi-annular vibration dampener member 6a. Similarly, the bearing cap 4 has a semi-annular recessed portion 7 adapted to receive a second semi-annular vibration dampener 6b. In re: Decuir, A.
The two vibration dampeners 6a, 6b together form an o-ring like pad. This vibration dampener is preferably made of a slippery elastomeric oil resistant rubber material. However, other vibration absorbent material may be used such as oil resistant elastomeric plastic or other synthetic materials.
Figure 11 represents a similar connecting rod and bearing cap assembly comprising oil passages 10 and 11 to facilitate lubrication between the connecting rod and piston and the crankshaft. Such an arrangement provides the necessary lubrication for the embodiments having a dampener disposed on both sides of the connecting rod.
When the dampener of the instant invention is embodied in multiple cylinder in-line internal combustion engines, each connecting rod/bearing cap assembly will comprise a vibration dampener. Preferably each connecting rod will have two such vibration dampeners disposed on either side of the connecting rod.
The vibration dampener of the instant invention may also be employed in V-type internal combustion engines. Figures 12-15 represent an alternative embodiment of the claimed invention. In this embodiment, two connecting rod and bearing cap assemblies are disposed juxtaposed to one another for connection to a single journal of a crankshaft in a V-type internal combustion engine. In this embodiment, one of the two connecting rod and bearing cap assemblies has vibration dampener members 6a, 6b disposed between In re: Decuir, A. the two assemblies to dampen transmission of vibrations therebetween.
Figures 16-19 represent a preferred V-type engine vibration dampener arrangement. In this embodiment, one of two juxtaposed connecting rod assemblies has a vibration dampener disposed on opposite sides. The second of the two juxtaposed connecting rods has just one vibration dampener disposed on the longitudinally outwardly facing side of the connecting rod with respect to an attached crankshaft journal. Figure 20 and 21 each depict two such juxtaposed connecting rod/bearing cap assemblies connected to a crankshaft journal 13 of a V-type internal combustion engine. The three vibration dampeners effectively reduce and nearly eliminate the transmission of vibrations from the connecting rods to the crankshaft. Here again, oil distributions passages 10,11 may be employed to facilitate lubrication.
Figure 21 also discloses an additional vibration dampener 15 disposed about the crank shaft main bearing journal 14. In this embodiment, the vibration dampener 15 is disposed within the main bearings similarly to the way the vibration dampeners 6a, 6b are disposed within the connecting rod and bearing cap assembly. Preferably, the vibration dampener 15 is disposed both radially between the main bearings and the crank shaft's main bearing journal and between the main bearings and the counter weight lobe 16. This embodiment reduces/eliminates vibrations transmitting through the crank shaft to the engine block and vice versa. In re: Decuir, A.
While the main bearings are not shown, it is understood that one of ordinary skill in the art can incorporate the dampener of the present invention between the main bearing and crank shaft main bearing journal in a similar fashion to the incorporation of a vibration dampener in the connecting rod as described above. Heretofore, no such vibration dampeners have be incorporated between the main bearings and crank shaft main bearing journal.
Combining a vibration damper 16 between the crank shaft and main bearing and between the connecting rod and crank shaft has demonstrated a substantial reduction in harmonic and other vibrations transmitting through the entire engine and power train assembly.
While the foregoing invention has been shown and described with reference to a preferred embodiment, it will be understood by those possessing skill in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.

Claims

In re: Decuir, A. Claims
1. A connecting rod for an internal combustion engine, said connecting rod comprising; a main rod portion extending from a first end adapted to be connected to a piston pin to a second end; a bearing cap connected to said second end of said main rod portion, wherein said bearing cap and said second end of said main rod portion together are adapted to be connected to a rod journal of a crankshaft; said bearing cap and said second end of said main rod portion each having a recessed portion together circumscribing said rod journal of said crankshaft when attached thereto; and a vibration damper member disposed in said recessed portions of said bearing cap and said second end of said main rod portion thereby damping a transmission of vibrations from said connecting rod to said crankshaft.
2. The connecting rod according to claim 1, wherein said vibration damper member comprises an O-ring made of an oil resistant elastomeric rubber material.
3. The connecting rod according to claim 2 , wherein said O- ring is comprised of first and second semi-annular members, said first member disposed within said recess of said second end of In re: Decuir, A. said main rod portion of said connecting rod and said second semi-annular member disposed within said recess of said bearing cap, said first and second semi-annular members together substantially circumscribing said rod journal of said crankshaft.
4. A combination crankshaft and at least one connecting rod assembly, said crankshaft being adapted to rotate about a longitudinal axis and having at least one rod journal longitudinally offset from said longitudinal axis; said connecting rod being rotatably connected to said at least one rod journal; said combination comprising: at least one vibration dampener disposed between said connecting rod and said crankshaft to dampen a transmission of vibrations therethrough.
5. The combination according to claim 4, wherein said at least one vibration dampener comprises at least two vibration dampeners disposed on opposite longitudinally outwardly facing sides of said connecting rod.
6. The combination according to claim 4 , wherein said combination comprises two juxtaposed connecting rods rotatably connected to said at least one rod journal, said at least one vibration dampener comprises at least three dampeners, a first one of said vibration dampeners being disposed between said two In re: Decuir, A. juxtaposed connecting rods and a second and a third vibration dampener respectively disposed one each on longitudinally outwardly facing sides of said two juxtaposed connecting rods.
7. A vibration dampener for an internal combustion engine, said internal combustion engine comprising: a crankshaft having at least one rod journal; and a connecting rod rotatably connected to said at least one rod journal of said crankshaft; said vibration dampener comprising an elastomeric member disposed between said crankshaft and said connecting rod thereby dampening a transmission of vibrations between said connecting rod and said crankshaft.
8. A combination crankshaft and at least one main bearing assembly, said crank shaft having at least one main bearing journal; said at least one main bearing disposed about said main bearing journal of said crank shaft and thereby rotatably supporting said crank shaft to an internal combustion engine block, said combination comprising: at least one vibration dampener disposed between said main bearing journal of said crank shaft and said at least one main bearing to dampen a transmission of vibrations therethrough.
PCT/US1998/017745 1997-08-27 1998-08-27 Vibration dampener for internal combustion engines WO1999010638A1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP98941079A EP1007831A4 (en) 1997-08-27 1998-08-27 Vibration dampener for internal combustion engines
KR1020007001974A KR20010023336A (en) 1997-08-27 1998-08-27 Vibration dampener for internal combustion engines
AU17414/99A AU1741499A (en) 1997-08-27 1998-08-27 Vibration dampener for internal combustion engines
JP2000507928A JP2003525396A (en) 1997-08-27 1998-08-27 Vibration damping member for internal combustion engine
CA002302319A CA2302319C (en) 1997-08-27 1998-08-27 Vibration dampener for internal combustion engines

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US5607897P 1997-08-27 1997-08-27
US60/056,078 1997-08-27
US09/140,398 1998-08-26
US09/140,398 US6044818A (en) 1998-08-26 1998-08-26 Vibration dampener for internal combustion engines

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WO1999010638A1 true WO1999010638A1 (en) 1999-03-04

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PCT/US1998/017745 WO1999010638A1 (en) 1997-08-27 1998-08-27 Vibration dampener for internal combustion engines

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EP (1) EP1007831A4 (en)
JP (1) JP2003525396A (en)
KR (1) KR20010023336A (en)
AU (1) AU1741499A (en)
CA (1) CA2302319C (en)
WO (1) WO1999010638A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004072463A1 (en) * 2003-02-13 2004-08-26 Decuir Engine Technologies, Llc Vibration dampening arrangement for internal combustion engines
FR2897125A1 (en) * 2006-02-06 2007-08-10 Peugeot Citroen Automobiles Sa Internal combustion engine connecting rod has recessed big end surface allowing two rods to be fitted together on one crankshaft bearing

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015161322A (en) * 2014-02-26 2015-09-07 マツダ株式会社 Connecting rod structure of engine

Citations (4)

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Publication number Priority date Publication date Assignee Title
US4114961A (en) * 1974-05-16 1978-09-19 Rolls-Royce Motors Limited Bearings
US4254743A (en) * 1977-12-27 1981-03-10 Reid Allen F Combustion engine
US4617884A (en) 1984-07-27 1986-10-21 Charles A. Allen Torsional vibration isolator and method
US5517957A (en) 1994-10-22 1996-05-21 Ina Walzlager Schaeffler Kg Device for damping torsional vibrations in a drive train

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NL231390A (en) * 1957-09-19 1900-01-01
JPS55156230U (en) * 1979-04-25 1980-11-10
DE3813223A1 (en) * 1988-04-20 1989-11-02 Kloeckner Humboldt Deutz Ag Bearing reducing the transmission of structure-borne noise
JPH08261233A (en) * 1995-03-22 1996-10-08 Koyo Seiko Co Ltd Rolling bearing device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4114961A (en) * 1974-05-16 1978-09-19 Rolls-Royce Motors Limited Bearings
US4254743A (en) * 1977-12-27 1981-03-10 Reid Allen F Combustion engine
US4617884A (en) 1984-07-27 1986-10-21 Charles A. Allen Torsional vibration isolator and method
US5517957A (en) 1994-10-22 1996-05-21 Ina Walzlager Schaeffler Kg Device for damping torsional vibrations in a drive train

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP1007831A4 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004072463A1 (en) * 2003-02-13 2004-08-26 Decuir Engine Technologies, Llc Vibration dampening arrangement for internal combustion engines
FR2897125A1 (en) * 2006-02-06 2007-08-10 Peugeot Citroen Automobiles Sa Internal combustion engine connecting rod has recessed big end surface allowing two rods to be fitted together on one crankshaft bearing

Also Published As

Publication number Publication date
JP2003525396A (en) 2003-08-26
AU1741499A (en) 1999-03-16
KR20010023336A (en) 2001-03-26
CA2302319A1 (en) 1999-03-04
CA2302319C (en) 2004-11-16
EP1007831A4 (en) 2002-07-17
EP1007831A1 (en) 2000-06-14

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