WO2016164461A1 - Paliers asymétriques à languette à sécurité - Google Patents

Paliers asymétriques à languette à sécurité Download PDF

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Publication number
WO2016164461A1
WO2016164461A1 PCT/US2016/026216 US2016026216W WO2016164461A1 WO 2016164461 A1 WO2016164461 A1 WO 2016164461A1 US 2016026216 W US2016026216 W US 2016026216W WO 2016164461 A1 WO2016164461 A1 WO 2016164461A1
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WO
WIPO (PCT)
Prior art keywords
bearing
section
tab
arcuate length
beveled area
Prior art date
Application number
PCT/US2016/026216
Other languages
English (en)
Inventor
Pablo DIAZ POUERIET
Joshua L. BROWN
Samuel SVINTOZELSKY
Original Assignee
Cummins Inc.
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
Application filed by Cummins Inc. filed Critical Cummins Inc.
Publication of WO2016164461A1 publication Critical patent/WO2016164461A1/fr

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Classifications

    • 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
    • F16C9/02—Crankshaft bearings
    • 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
    • F16C17/00—Sliding-contact bearings for exclusively rotary movement
    • F16C17/04—Sliding-contact bearings for exclusively rotary movement for axial load only
    • 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
    • F16C2240/00—Specified values or numerical ranges of parameters; Relations between them
    • F16C2240/30—Angles, e.g. inclinations
    • 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
    • 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

Definitions

  • the present disclosure generally relates to a crankshaft thrust bearing for an internal combustion engine, and more particularly to an asymmetric full round axial bearing which integrates fail safe tabs to avoid incorrect installation.
  • Thrust bearings may be used for minimizing axial movement of a crankshaft in a transmission of an internal combustion engine. Thrust bearings can be vulnerable to incorrect assembly, potentially resulting in damage occurring during the incorrect assembly and/or during operation of the internal combustion engine.
  • Prior art thrust bearings generally consist of a semicircular configuration resulting in a design that may be unable to accept higher thrust forces during engine operation. More specifically, prior art thrust bearings are typically bi-directional such that parts associated with the forward thrust bearing and the rear thrust bearing are identical, and part placement and positioning is not dependent on the direction of rotation of the crank shaft. This conventional thrust bearing design approach may result in engine performance that is limited because the bi-directional design is not ideal for internal combustion engines having higher thrust force requirements.
  • crankshaft thrust bearings include a design profile that is not adequately fail safe resulting in degraded engine performance due to incorrect thrust bearing installation.
  • a thrust bearing design that exhibits improved fail safe functionality, such that one or more thrust bearings can reliably accept a crankshaft thrust force of at least 10.9 kilo-Newton (kN).
  • a bearing assembly comprising, a first bearing comprising a first section having a first arcuate length and a second section having a second arcuate length wherein the first arcuate length is greater than the second arcuate length; a second bearing comprising a third section having a third arcuate length and a fourth section having a fourth arcuate length wherein the third arcuate length is greater than the fourth arcuate length; a first tab disposed on the first section of the first bearing and a second tab disposed on the second section of the first bearing; and a third tab disposed on the third section of the second bearing and a fourth tab disposed on the fourth section of the second bearing.
  • the bearing assembly further comprises a main bearing cap comprising an upper forward end, a lower forward end, an upper rearward end and a lower rearward end, the main bearing cap configured to: receive, in the upper forward end, the first section of the first bearing; receive, in the lower forward end, the second section of the first bearing; receive, in the upper rearward end, the third section of the second bearing; receive, in the lower rearward end, the fourth section of the second bearing.
  • the first tab is disposed on the first section at a first circumferential position and the second tab is disposed on the second section at a second circumferential position that is different from the first circumferential position.
  • the third tab is disposed on the third section at a first circumferential position and the fourth tab is disposed on the fourth section at a second circumferential position that is different from the first circumferential position.
  • the first section opposes the second section when the first bearing is received by a forward end of the main bearing cap and, wherein the third section opposes the fourth section when the second bearing is received by a rearward end of the main bearing cap.
  • the first and second sections each comprise a first end, a second end, a first beveled area disposed toward the first end, and a second beveled area disposed directly adjacent the second end.
  • the third and fourth sections each comprise a first end and a second end, and wherein the third section comprises a first beveled area disposed adjacent the first end and a second beveled area disposed directly adjacent the second end, and the fourth section comprises a first beveled area disposed directly adjacent the fourth tab and a second beveled area disposed directly adjacent the second end.
  • the beveled areas of the first and second bearings are structured to mitigate damage to the bearings when the first and second bearings are received by a main bearing cap of an engine.
  • an apparatus comprising, a first bearing comprising an upper section and a lower section and at least one tab disposed along an outer radial portion of the first bearing, the upper section having arcuate length that is greater than an arcuate length of the lower section; and a second bearing comprising an upper section and a lower section and at least one tab disposed along an outer radial portion of the second bearing, the upper section having arcuate length that is greater than an arcuate length of the lower section; wherein a circumferential location of the at least one tab of the first bearing and the arcuate length of the upper and lower sections of the first bearing are configured to correspond to a forward end of a main bearing cap; and wherein a circumferential location of the at least one tab of the second bearing and the arcuate length of the upper and lower sections of the second bearing are configured to correspond to a rearward end of the main bearing cap.
  • an asymmetry in the arcuate length of the upper and lower sections of the first bearing and an asymmetry in the arcuate length of the upper and lower sections of the second bearing distribute thrust loads applied to the first and second bearings during operation of an engine.
  • the upper section of the first bearing comprises a first end and a second end, a first tab disposed adjacent the first end, a first beveled area disposed adjacent the first tab, and a second beveled area disposed adjacent the second end.
  • the lower section of the first bearing comprises a first end and a second end, a second tab disposed toward the first end, a first beveled area disposed adjacent the second tab, and a second beveled area disposed adjacent the second end.
  • the first tab of the first bearing is received within a first cast pocket of the main bearing cap and the second tab of the first bearing is received within a second cast pocket of the main bearing cap.
  • the upper section of the second bearing comprises a first end and a second end, a first tab disposed at the first end, a first beveled area disposed adjacent the first tab, and a second beveled area disposed adjacent the second end.
  • the lower section of the second bearing comprises a first end and a second end, a second tab disposed toward the second end, a first beveled area disposed adjacent the second tab, and a second beveled area disposed adjacent the second end.
  • the first tab of the second bearing is received within a third cast pocket of the main bearing cap and the second tab of the second bearing is received within a fourth cast pocket of the main bearing cap.
  • an apparatus comprising, an engine comprising a main bearing cap having a forward end and a rearward end; a first bearing disposed at the forward end, the first bearing comprising at least one tab, an upper section, a lower section, and an asymmetry in an arcuate length of the upper and lower sections; and a second bearing disposed at the rearward end, the second bearing comprising at least one tab, an upper section, a lower section, and an asymmetry in an arcuate length of the upper and lower sections; wherein a circumferential location of the at least one tab of the first bearing and the asymmetry in the arcuate length of the first bearing are configured to correspond to a forward end of the main bearing cap; and wherein a circumferential location of the at least one tab of the second bearing and the asymmetry in the arcuate length of the second bearing are configured to correspond to a forward end of the main bearing cap.
  • the asymmetry in the arcuate length of the upper and lower sections of the first bearing and the asymmetry in the arcuate length of the upper and lower sections of the second bearing distribute thrust loads applied to the first and second bearings during operation of the engine.
  • the upper section of the first bearing comprises a first end and a second end, a first tab disposed adjacent the first end, a first beveled area disposed adjacent the first tab, and a second beveled area disposed adjacent the second end.
  • the lower section of the first bearing comprises a first end and a second end, a second tab disposed toward the first end, a first beveled area disposed adjacent the second tab, and a second beveled area disposed adjacent the second end.
  • the upper section of the second bearing comprises a first end and a second end, a first tab disposed at the first end, a first beveled area disposed adjacent the first tab, and a second beveled area disposed adjacent the second end.
  • the lower section of the second bearing comprises a first end and a second end, a second tab disposed toward the second end, a first beveled area disposed adjacent the second tab, and a second beveled area disposed adjacent the second end.
  • FIG. 1 A is an exploded view of bearing sections of a front bearing
  • FIG. IB is an exploded view of bearing sections of a rear bearing
  • FIG. 2A is an assembled front view of the bearing of FIG. 1 A;
  • FIG. 2B is an assembled front view of the bearing of FIG. IB;
  • FIG. 3 A is another exploded view of bearing sections of a front bearing
  • FIG. 3B is another exploded view of bearing sections of a rear bearing
  • FIG. 4A is an assembled front view of the bearing of FIG. 3 A;
  • FIG. 4B is an assembled front view of the bearing of FIG. 3B;
  • FIG. 5A shows the bearing of FIG. 4A installed in the front section of a main bearing cap
  • FIG. 5B shows the bearing of FIG. 4B installed in the rear section of a main bearing cap.
  • FIGs. 1A and IB show the individual sections of a pair of uni-directional thrust bearings in accordance with the present disclosure.
  • FIG. 1A shows front thrust bearing ("TB") assembly 100A in an unassembled arrangement which includes two distinct sections of TB 100A being spaced apart.
  • TB 100 A includes front top TB 102 A and front bottom TB 104 A.
  • Front top TB 102A includes first end section 103 A, tab 106A, second end section 107A, notch or bevel 110A and notch/bevel 114 A.
  • Front bottom TB 104 A includes third end section 105 A, tab 108 A, fourth end section 109A, notch/bevel 112A and notch/bevel 116A.
  • the one or more thrust bearings shown in various illustrative embodiments of the present disclosure are designed to be installed within the front section or rear section of a main bearing cap (hereinafter "MBC") of an internal combustion engine.
  • MBC main bearing cap
  • front top TB 102A and front bottom TB 104 A are each structured as an arc having a single connection tab 106 A and 108 A disposed in the peripheral direction on a radially outer edge of each thrust bearing.
  • Tabs 106 A and 108 A are directed radially outward such that front top TB 102 A and front bottom TB 104A may be coupled to, for example, a MBC of internal combustion engine via at least two cast or machined pockets within the MBC. Each cast or machined pocket may be configured to receive tab 106A and 108 A respectively.
  • FIG. IB shows rear thrust bearing ("TB") assembly 100B in an unassembled arrangement which includes two distinct sections of TB 100B being spaced apart.
  • TB 100B includes rear top TB 102B and rear bottom TB 104B.
  • Rear top TB 102B includes first end section 103B, tab 106B, second end section 107B, notch/bevel HOB and notch/bevel 114B.
  • Rear bottom TB 104B includes third end section 105B, tab 108B, fourth end section 109B, notch/bevel 112B and notch/bevel 116B.
  • TB 100B includes a design profile that is substantially similar to TB 100 A, except that the position of tab 108B differs substantially from the position of tab 108 A, while the position of tab 106A may be substantially similar to or identical to the position of tab 106B.
  • Axial thrust bearings may be used, for example, in engine construction as crankshaft bearings or the like.
  • a crankshaft of an internal combustion engine is supported at a journal portion thereof by a lower portion of a cylinder block of the internal combustion engine via a main bearing constituted of a pair of bearings that are typically semi-cylindrical in design.
  • a first thrust bearing may be positioned at the front section of a MBC of the internal combustion engine while a second thrust bearing may be positioned at the aft or rear section of the MBC.
  • front top TB 102A and front bottom 104A are two distinct sections which combine to form front TB assembly 100A.
  • rear top 102B and rear bottom TB 104B are two distinct sections which combine to form rear TB assembly 100B.
  • front TB assembly 100A is designed for installation in the front section of a MBC while rear TB assembly 100B is designed for installation in the aft or rear section of a MBC.
  • the individual and distinct sections of TB 100A and TB 100B cooperate to form a pair of uni-directional thrust bearings having a bearing profile that provides partial fail safe functionality.
  • the distinct arc lining profile and tab placement among each of the four sections of TB 100A (tabs 106A/108A) and TB 100B (tabs 106B/108B) cooperate to provide a pair of asymmetric full round axial bearings that integrate fail safe tabs to avoid incorrect bearing installation within the MBC and cylinder block of an internal combustion engine.
  • FIGs. 2A and 2B show the individual sections of FIGs. 1 A and IB which combine to form a pair of uni-directional thrust bearings in accordance with the present disclosure.
  • front TB 200A includes front top TB 102 A and front bottom TB 104 A which interface or couple at interface location 202 A and 204 A
  • rear TB 200B includes rear top TB 102B and rear bottom TB 104B which interface or couple at interface location 202B and 204B.
  • the illustrative embodiment of FIGs. 2 A and 2B provide a pair of asymmetric full round axial thrust bearings (front and rear) that allow for correct installation within a MBC.
  • the arc profile design of thrust bearings 200A/B provides some fail safe installation functionality, the design does not provide substantial mitigation against incorrect installation within a MBC of an engine.
  • Front TB assembly 200A includes a design profile that is substantially similar to rear TB assembly 200B.
  • the radial location of tab 108 A may differ substantially from the radial location of tab 108B, the radial location of tab 106A may be the same as (or substantially similar to) the radial location of tab 106B.
  • front top TB 102 A includes an arc profile having a sweep angle that exceeds 180° relative to the X-axis.
  • rear top TB 102B may include an arc profile having a sweep angle that also exceeds 180° relative to the X-axis.
  • rear top TB 102B includes an arc profile having a sweep angle that slightly exceeds the sweep angle of front top TB 102 A.
  • front top TB 102 A and rear top TB 102B may each have the same radial tab locations and only marginally distinguishable sweep angles, the pair of unidirectional thrust bearings illustratively disclosed in FIGs. 2A and 2B do not provide complete or substantial fail safe installation functionality.
  • the marginal difference in sweep angles could result in rear top TB 102B being installed in the section of the MBC configured to receive front top TB 102A. This may result in degraded engine performance due to the incorrect thrust bearing installation.
  • FIGs. 3A and 3B show another pair of uni-directional thrust bearings, front TB assembly 300 A and rear TB assembly 300B, in an exemplary embodiment of the present disclosure.
  • Front TB 300A generally includes two distinct sections, namely, top TB 302A having tab 306A and bottom TB 304A having tab 308A.
  • rear TB 300B generally includes two distinct sections, namely, top TB 302B and bottom TB 304B.
  • the two distinct sections of front TB 300A and rear TB 300B have an arc lining profile and tab location that is substantially the same as the distinct sections of front TB 100A and rear TB 100B except that front TB 300A includes a tab 306A positioned at a radial location that is distinguishable from the radial location of tab 106A.
  • the illustrative embodiment of FIGs. 3 A and 3B provide a pair of asymmetric full round axial thrust bearing that allows for correct installation and provides complete or substantial fail safe functionality due, in part, to the asymmetrical sweep used to distribute thrust loads applied to the bearings during operation of an internal combustion engine.
  • each section of front TB 300A and rear TB 300B is capable of mechanical coupling to the MBC of an engine.
  • front bottom TB 304A along with rear bottom TB 304B each include coupling tabs 308A and 308B that allow for ease of installation due to gravity allowing each bottom thrust bearing to remain coupled to the MBC when the MBC is in an inverted orientation.
  • front TB 300A includes a first end section 303A, a second end section 305A, a third end section 307A and a fourth end section 309A.
  • rear TB 300B includes a first end section 303B, a second end section 305B, a third end section 307B and a fourth end section 309B.
  • Front top TB 302A also includes an arc profile having a single connection tab 306A disposed in the peripheral direction on a radially outer edge.
  • tab 306A and tab 306B are each directed radially outward and are disposed in a radial location that is substantially toward first end section 303A and 303B respectively.
  • each section of front TB 300 A and rear TB 300B include a first thickness and a second thickness wherein the first thickness is greater than the second thickness.
  • front TB 300 A and rear TB 300B each include a plurality of notched/beveled sections wherein each bearing arc has reduced thickness (i.e. the second thickness) in the notched/beveled area.
  • Front TB 300A includes notch/bevel 310A, notch/bevel 312A, notch/bevel 314A and notch/bevel 316A while rear TB 300B includes notch/bevel 310B, notch/bevel 312B, notch/bevel 314B and notch/bevel 316B.
  • Notch 31 OA and notch 310B are located respectively on front top TB 302 A and rear top TB 302B directly adjacent tab 306 A and 306B at a radial location that is substantially toward first end section 303 A and 303B.
  • Notch 312A is located on front bottom TB 304A and comprises two sections wherein both sections are located directly adjacent tab 308 A and at a radial location toward third end section 305 A.
  • notch 312B is located on rear bottom TB 304B and comprises two sections wherein both sections are located directly adjacent tab 308B and at a radial location toward fourth end section 309B.
  • Notch 314A and notch 316A are located directly adjacent second end section 307A and fourth end section 309A respectively.
  • front TB 300 A may be installed within a channel in the engine block that is located intermediate the engine block and the crank shaft.
  • front TB 300A may be rotated to facilitate installation.
  • Notch 314A and 316A are designed to substantially mitigate the possibility of the end sections of front TB 300A being obstructed or damaged while TB 300A is being rotated into a locking or coupling position during installation within the channel intermediate the engine block and crankshaft.
  • the description of the notched/beveled sections of 314B and 316B of rear TB 300B is substantially the same as the description of notched sections 314A and 316A of front TB 300A.
  • Notch/bevel 310A and 312A along with notch/bevel 310B and 312B each function as relief sections configured to avoid stress or wear in the area of the thrust bearings adjacent corresponding tab locations 306 A, 308 A, 306B and 308B.
  • the notch/bevel sections reduce or prevent contact between front TB 300 A and the MBC and between rear TB 300B and the MBC, in the area adjacent the corresponding tab locations, when the thrust bearings are installed within/coupled to the MBC.
  • Notch/bevel 310A, 312A, and notch/bevel 310B, 312B therefore each cooperate to minimize and/or mitigate damage to the thrust bearings during mechanical coupling to the MBC.
  • notch/bevel 310A, 312A, and notch/bevel 310B, 312B each provide a cut-back area having reduced thickness (i.e. the second thickness) relative to the thickness of the remaining non-beveled areas (i.e. the first thickness) of TB 300A and TB 300B.
  • Certain corner sections of an engine block may include sharp edges which are present as a result of engine block machining operations.
  • the cut-back allows for a small fillet into the corresponding adjacent tabs, 306A/B and 308A/B, that prevents the fillet from impacting a particular sharp edge/corner area of an engine block.
  • the cut-back includes a slight thickness reduction which allows a cross section of the cut-back area to be similar to a cross section of non-beveled areas of front TB 300 A and rear TB 300B.
  • the slight thickness reduction allows the cut-back areas to be capable of withstanding thrust loads that are substantially similar to thrust loads experienced by other non-beveled areas of TB 300 A and TB 300B.
  • FIGs. 4A and 4B illustratively show the individual sections of the thrust bearings of FIGs. 3 A and 3B that couple/interface to form a pair of uni-directional thrust bearings, front TB assembly 400A and rear TB assembly 400B, in accordance with the present disclosure.
  • Front TB 400A includes two distinct bearing arc sections, namely top TB 302A and bottom TB 304A, that couple/interface to form front TB 400A.
  • rear TB 400B includes two distinct bearing arc sections, namely top TB 302B and bottom TB 304B, that couple/interface to form rear TB 400B. As shown in the illustrative embodiment of FIGs.
  • front top TB 302 A and front bottom TB 304 A may interface or contact one another at interface location 402 A and 404A to form front TB assembly 400A.
  • rear top TB 302B and rear bottom TB 304B may interface or contact one another at interface location 402B and 404B to form rear TB assembly 400B.
  • front TB 400A and rear TB 400B provide an asymmetric full round axial thrust bearing that allows for correct installation within a MBC of an engine. The asymmetric full round axial bearings of FIGs.
  • Front TB 400A includes an arc profile having tab positions and notched/beveled sections which may be unique to the front section of the MBC of an internal combustion engine.
  • rear TB 400B includes an arc profile having tab positions and notched/bevel sections which may be unique to the rear section of the MBC of an internal combustion engine.
  • front TB 400A is designed to substantially prevent incorrect installation when the thrust bearing is installed into the front/forward section of a MBC.
  • rear TB 400B is designed to substantially prevent incorrect installation when the thrust bearing is installed in the rear/rearward section of a MBC.
  • the arc profile of front top TB 302A and rear top TB 302B may each include a sweep angle that exceeds 180° relative to the X- axis, while the arc profile of front bottom TB 304A and rear bottom 304B may each include a sweep angle that is less than 180° relative to the X-axis.
  • top TB 302 A includes a sweep angle corresponding approximately to 190° relative to the X-axis, while top TB 302B includes a sweep angle corresponding approximately to 200° relative to the X-axis.
  • top TB 302 A and top TB 302B may each have sweep angles that are greater than 180° (relative to the X-axis), the distinctive sweep angles for each arc profile allows for intentional interference if, for example, rear bottom TB 304B was to be installed in the position of an engine block or MBC configured to receive front bottom TB 304 A.
  • front top TB 302A and rear top TB 302B may each have tabs, 306A and 306B respectively, positioned radially generally at 90°, however TB 302 A includes an additional arc section 301 A having a reduced thickness wherein arc section 301A is disposed adjacent end section 303A.
  • section 301A in combination with the 190° sweep angle (relative to the X-axis), gives TB 302A a unique design such that only TB 302 A may be installed in the section of the engine block or MBC configured for front top TB 302 A.
  • each arc profile includes tabs (308A/B respectively) disposed in distinct peripheral locations on the radially outer edge of each bearing section.
  • TB 304A includes tab 308A disposed on its radially outer edge at a location corresponding approximately to 135° relative to the Y-axis (or approximately 45° relative to the X-axis)
  • TB 304B includes tab 308B disposed on its radially outer edge at a location corresponding approximately to 180° relative to the Y-axis (or approximately 90° relative to the X-axis).
  • Tabs 308A and 308B may be received within cast pockets disposed at locations within the MBC that correspond to the locations of tabs 308A and 308B along the arc profile of TB 304A and TB 304B respectively. Accordingly, front bottom TB 304A cannot be installed in the location of the engine configured to receive rear bottom TB 304B, likewise rear bottom TB 304B cannot be installed in the location of the engine configured to receive front bottom TB 304 A. Hence, the present disclosure provides a unique crankshaft thrust bearing geometry wherein, for example, front TB assembly 400A and rear TB assembly 400B cannot be installed in an incorrect location within an engine. Therefore, the thrust bearing sets provide a fail-safe design for MBC installation.
  • FIG. 5A shows the uni-directional thrust bearing (front TB 400A) of FIG. 4A installed in the front section of an internal combustion engine in accordance with the present disclosure.
  • Assembly 500A includes engine cylinder block 502A, main bearing cap (“MBC") 504A, front mating surface 506A, front crankshaft section 508A, and bearing section 510A.
  • MBC main bearing cap
  • mating surface 506A defines an interface location wherein cylinder block 502A mates with MBC 504A.
  • MBC 504A includes an upper cast pocket 512A configured to receive tab 306A of front top TB 302A.
  • MBC 504A may further include a lower cast or machined pocket 514A configured to receive tab 308A of front bottom TB 304A.
  • Assembly 500A further includes bearing section 510A extending longitudinally from the mating 506A to end section 307A and including a section length greater than 10mm.
  • bearing section 51 OA includes a section length of approximately 17.8mm.
  • FIG. 5A further shows front TB 400A of FIG. 4A in a fully assembled arrangement within the engine block and MBC of an internal combustion engine.
  • MBC 504A may be in an inverted orientation to facilitate mating engine cylinder block 502A to MBC 504A.
  • each section of front TB assembly 400A is capable of mechanical coupling to MBC 504A.
  • front bottom TB 304A includes tab 308 A having a unique tab design. Tab 308 A permits bottom TB 304 A to be securely coupled to MBC 504A despite gravity exerting a downward push force when MBC 504A is inverted.
  • tab 308A allows for ease of installation wherein bottom TB 304A may remain coupled to MBC 504A when MBC 504A is in an inverted orientation.
  • the illustrative embodiment of FIG. 5A provides an asymmetric full round axial thrust bearing (e.g. front TB 400A) that allows for correct installation due to unique tab location and unique sweep angle arc profile.
  • assembly 500A is substantially fail safe due to the asymmetrical sweep used to distribute thrust loads applied to the thrust bearing during clockwise (forward view) crankshaft rotation during operation of an internal combustion engine.
  • main bearing section 516 includes an upper bearing section 518 and a lower bearing section 520 wherein upper bearing section 518 includes a front section 519A and lower bearing section 520 also includes a front section 521A.
  • FIG. 5B shows the uni-directional thrust bearing (rear TB 400B) of FIG. 4B installed in the rear section of an internal combustion engine in accordance with the present disclosure.
  • Assembly 500B includes substantially the same components as assembly 500A and simply provides a rearward view of the above mentioned components wherein designators corresponding to the rearward view include a suffix "B".
  • assembly 500B includes engine cylinder block 502B, MBC 504B, mating surface 506B, crankshaft section 508B and bearing section 510B.
  • Mating surface 506B defines an interface location wherein cylinder block 502B mates with MBC 504B.
  • MBC 504B includes an upper cast or machined pocket 512B configured to receive tab 306B of rear top TB 302B. Additionally, MBC 504B may further include a lower cast or machined pocket 514B configured to receive tab 308B of rear bottom TB 304B. Assembly 500B further includes bearing section 510B extending longitudinally from the mating 506B to end section 307B and including a section length greater than 10mm. In one illustrative embodiment, bearing section 510B includes a section length of approximately 35.2mm.
  • FIG. 5B further shows rear TB 400B of FIG. 4B in a fully assembled arrangement within the engine block and MBC of an internal combustion engine.
  • MBC 504B may be in an inverted orientation to facilitate mating engine cylinder block 502B to MBC 504B.
  • each section of rear TB assembly 400B is capable of mechanical coupling to MBC 504B.
  • rear bottom TB 304B includes tab 308B having a unique tab design. Tab 308B permits rear bottom TB 304B to be securely coupled to MBC 504B despite gravity exerting a downward push force when MBC 504B is inverted.
  • tab 308B allows for ease of installation wherein bottom TB 304B may remain coupled to MBC 504B when MBC 504B is in an inverted orientation.
  • the illustrative embodiment of FIG. 5B provides an asymmetric full round axial thrust bearing (e.g. rear TB 400B) that allows for correct installation due to unique tab location and unique sweep angle arc profile.
  • assembly 500B is substantially fail safe due to the asymmetrical sweep used to distribute thrust loads applied to the thrust bearing during counter-clockwise (rearward view) crankshaft rotation during operation of an internal combustion engine.
  • upper bearing section 518 also includes a rear section 519B and lower bearing section 520 also includes a rear section 52 IB.

Abstract

Paliers de butée de vilebrequin destiné à un moteur à combustion interne. Les paliers de butée de vilebrequin coopèrent pour former des paliers axiaux complètement ronds asymétriques qui intègrent des languettes à sécurité intégrée afin d'éviter une mauvaise installation dans un un bloc-cylindres de moteur et un chapeau de palier principal. Les paliers de butée comprennent un premier palier axial complètement rond asymétrique conçu de manière unique pour être installé seulement dans la section avant d'un bloc-cylindres de moteur et chapeau de palier principal et un second palier axial complètement rond asymétrique conçu de manière unique pour être installé uniquement dans la section arrière d'un bloc-cylindres de moteur et chapeau de palier principal.
PCT/US2016/026216 2015-04-06 2016-04-06 Paliers asymétriques à languette à sécurité WO2016164461A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020072572A1 (fr) * 2018-10-04 2020-04-09 Cummins Inc. Palier de butée de vilebrequin

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4674455A (en) * 1981-01-27 1987-06-23 Honda Giken Kogyo Kabushiki Kaisha Split crankcase for V-type engine
US20050135713A1 (en) * 2003-12-19 2005-06-23 Chih-Kuang Wang Bush and a bearing structure applied thereof
US20070081748A1 (en) * 2005-10-06 2007-04-12 Sitter Don H Tab bearing
US20120243815A1 (en) * 2011-03-25 2012-09-27 Daido Metal Company Ltd. Crankshaft bearing for internal combustion engine
US20130004103A1 (en) * 2011-06-30 2013-01-03 Caterpillar, Inc. Sleeve Bearing with Shell Portions of Unequal Extent
US20140233874A1 (en) * 2013-02-21 2014-08-21 Daido Metal Company Ltd. Half thrust bearing and bearing device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4674455A (en) * 1981-01-27 1987-06-23 Honda Giken Kogyo Kabushiki Kaisha Split crankcase for V-type engine
US20050135713A1 (en) * 2003-12-19 2005-06-23 Chih-Kuang Wang Bush and a bearing structure applied thereof
US20070081748A1 (en) * 2005-10-06 2007-04-12 Sitter Don H Tab bearing
US20120243815A1 (en) * 2011-03-25 2012-09-27 Daido Metal Company Ltd. Crankshaft bearing for internal combustion engine
US20130004103A1 (en) * 2011-06-30 2013-01-03 Caterpillar, Inc. Sleeve Bearing with Shell Portions of Unequal Extent
US20140233874A1 (en) * 2013-02-21 2014-08-21 Daido Metal Company Ltd. Half thrust bearing and bearing device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020072572A1 (fr) * 2018-10-04 2020-04-09 Cummins Inc. Palier de butée de vilebrequin
US11649851B2 (en) 2018-10-04 2023-05-16 Cummins Inc. Crankshaft thrust bearing

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