BRIEF DESCRIPTION OF THE DRAWINGS
For a better understanding of the present invention as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:
FIG. 1 is a schematic cross-sectional view of a friction bearing assembly in accordance with a first embodiment of the invention;
FIG. 2 is a schematic cross-sectional view of a friction bearing assembly in accordance with a second embodiment of the invention;
FIG. 3 is a schematic cross-sectional view of a friction bearing assembly in accordance with a third embodiment of the invention;
FIG. 4 is a schematic cross-sectional view of a friction bearing assembly in accordance with a fourth embodiment of the invention;
FIG. 5 is a schematic cross-sectional view of a friction bearing assembly in accordance with a fifth embodiment of the invention;
FIG. 6 is a schematic cross-sectional view of an engine housing and crankshaft assembly;
FIG. 7 is an enlarged detailed view of section A-A of FIG. 6.
FIG. 8 is a side elevational view of an internal combustion engine incorporating a friction bearing assembly in accordance with one embodiment of the invention;
FIG. 9 is a side elevational view of a motorcycle having an internal combustion engine as shown in FIG. 8; and,
FIG. 10 a side elevational view of a All-Terrain Vehicle (ATV) having an internal combustion engine as shown in FIG. 8.
DESCRIPTION OF PREFERRED EMBODIMENT(S)
With reference to FIG. 1, a rotating shaft 1 is shown supported within a friction bearing 3 so as to rotate about a shaft axis 2. The friction bearing 3 includes inner circumferential surface 11 defining a sliding surface 12. The inner surface 11 defines a first bearing gap 13 between the sliding surface 12 and the rotating shaft 1 and a second bearing gap 14 at one end thereof which is wider than first bearing gap 13.
The shaft 1 includes a bore 4 through which lubricating oil 5 is routed into the shaft as illustrated by the large arrow 5. As shown schematically, an oil supply chamber 7 is provided at a first end 6 of the shaft 1. The oil supply chamber 7 is closed off and defined by an oil supply chamber cover 8 secured directly on the friction bearing 3 by means of screws/bolts 9. Lubricating oil is routed into the oil supply chamber 7 through an inlet 10 connected to an oil pump (not shown herein) by an appropriate line (also not shown herein). As illustrated by the small arrows 5, lubricating oil is delivered from the oil supply chamber 7 into the second bearing gap 14 leading to the first bearing gap 13 defined between the sliding surface 12 of the friction bearing 3 and the rotating shaft 1. The lubricating oil first moves from the oil supply chamber 7 into the second bearing gap 14 before passing from the second bearing gap 14 into the first bearing gap 13. The second bearing gap 14 is formed by a setback of the inner surface 11 of the friction bearing 1 i.e. a widening of the inside diameter of the friction bearing 3, so that the second bearing gap 14 forms a wider gap between the inner surface 11 of the friction bearing 3 and the shaft 1. The second bearing gap 14 provides a 10% to 50% greater space between the inner surface 11 of the friction bearing 3 and the shaft 1. The second bearing gap 14 has a minimum length of 1 mm relative to the rotating axis 2 of the shaft. The second bearing gap 14 provides an wider entrance for the lubricating oil to penetrate into the first bearing gap 13 and onto the sliding surface 12 thereby improving the flow of lubricating oil over the entire width of the friction bearing 3. The lubrication of the rotating shaft 1 is thereby greatly improved by the second bearing gap 14 and the reliability of the friction bearing 3 is correspondingly improved. Arranging a second, upstream, wider bearing gap 14 greatly improves the penetration of oil into the first bearing gap 13 and onto the sliding surface 12, particularly in the case of an axial feed or delivery of the oil into the first bearing gap 13 of the friction bearing 3 as illustrated in FIG. 1. The transition of the inner surface 11 from the second bearing gap 14 to the first bearing gap 13 may be stepped, as shown in FIG. 1 however, it can also be in the form of a bevel or chamfer (not shown herein). As can be seen in FIG. 1, the end of the friction bearing 3 facing the first end 6 of the rotating shaft 1 adjacent the second bearing chamber 14 includes a bevel (chamfer) 15 on the inside surface 11. Bevels of this kind are to be provided in accordance with the demands of manufacturing technology.
The second bearing gap 14 preferably extends for a length of at least 0.6 mm with respect to the shaft axis and most preferably at least 1 mm. The second bearing gap 14 has a clearance defined by the space between the inner surface of the friction bearing and the outer surface of the shaft. The clearance of the second bearing gap 14 is at least 10% bigger than the clearance of the first bearing gap 13, and is no greater than 1 mm, excluding the bevel 15. In a preferred embodiment, the second bearing gap 14 is at least 0.2 mm but not greater than 1 mm. During trials, this embodiment was found to be especially effective for supplying the sliding surface of the friction bearing with lubricating oil. The clearance of the second bearing gap 14 is preferably at least 25% greater than the clearance of the first bearing gap 13, and most preferably at least 100% greater than the clearance of the first bearing gap 13, however no greater than 1 mm.
In a further embodiment the second bearing gap 14 has a clearance of between 0.4 mm and 0.8 mm. During trials, this embodiment was found to be especially effective for supplying the sliding surface of the friction bearing with lubricating oil. The second bearing gap 14 has a length of a least 3 mm and not more than half the width of the friction bearing with respect to the shaft axis. This embodiment is preferred when the sliding surface of the friction bearing 3 is supplied with lubricating oil axially as shown in FIG. 1. The inner surface of the friction bearing 3 at the second bearing gap 14 may be inclined at an angle of up to 30° relative to the shaft axis 2.
Preferably, the friction bearing 3 has a sliding surface 12 of aluminum or aluminum alloy. Positive friction-bearing running properties have be observed in the case of aluminum or an aluminum alloy.
FIG. 2 illustrates a second embodiment of the present invention. The friction bearing 65 includes a sliding surface 66 defining a first bearing gap 17 between the sliding surface 66 and the rotating shaft 67, and a second bearing gap 16 adjacent the first bearing gap 17. The second bearing gap 16 grows continuously wider from the first bearing gap 17 to the outer side of the friction bearing 65 and defines a bevel or chamfer having an angular inclination α, through which the lubricating oil may penetrate more easily into the first bearing gap 17 thereby improving the ingress of lubricant between the sliding surface 66 and the rotating shaft 67 where it is needed. The transition from the entrance of the second bearing gap 16 to the first bearing gap 17 is continuous. In one preferred embodiment of the present invention, the angular inclination (i amounts to less than 45°, in particular less than 40°, or 35° and especially preferred to less than 30° relative to the axis of the rotating shaft 67. The lubricating oil 18 is delivered through an appropriate oil supply chamber, as described with reference to FIG. 1.
FIG. 3 illustrates a third embodiment of the present invention in which the friction bearing 19 includes a bearing bushing 20. The friction bearing 19 includes a channel 21 exiting into a hole within the bearing bushing 20. The bearing bushing 20 includes a circumferential groove 23 in which the lubricating oil can circulate around the rotating shaft 26. The channel 21 opens out into the circumferential groove 23 from which lubricating oil is routed to a first bearing gap 27 via a second bearing gap 24 located on each side of the circumferential groove 23 and defined by the space between the inner surface 25 of the bearing bushing 20 and the rotating shaft 26. The second bearing gap 24 provides improved access for the lubricating oil into the first bearing gap 27 which is defined by the sliding surface 28 and the rotating shaft 26 such that the lubricating oil may completely fill the first bearing gap 27.
FIG. 4 illustrates a fourth embodiment of the present invention in which the friction bearing 35 includes a lubricant channel 30 exiting into a circumferential groove 31 in which the lubricating oil can circulate around the rotating shaft 33. A first bearing gap 37 is defined by the space between the outer surface of the rotating shaft 33 and the sliding surface 34 and 38 of the friction bearing 35. The rotating shaft 33 includes a machined groove 32 positioned in alignment with the circumferential groove 31 of the friction bearing 35 which defines a second bearing gap 36 that is wider than the first bearing gap 37. The lubricating oil is routed from the circumferential groove 31 through the second bearing gap 36 into the first bearing gap 37 and to the sliding surfaces 34 and 38. The second bearing gap 36 provides improved access for the lubricating oil into a first bearing gap 37 such that the lubricating oil may completely fill the first bearing gap 37 and properly lubricate the moving parts.
FIG. 5 illustrates a fourth embodiment of the present invention in which the friction bearing 39 includes a bearing bushing 40. Lubricating oil 41 is supplied by way of the central bore 42 and a feed channel 43 inside the rotating shaft 44 to the sliding surface 45 and 47 of the bearing bushing 40 of the friction bearing 39. The first bearing gap 48 is defined between the sliding surfaces 45 and 47 and the rotating shaft 44. The second bearing gap 46 is positioned in alignment with the feed channel 43 and is defined by a double bevel shaped circumferential groove in the bearing bushing 40. The second bearing gap 46 is such that it grows continuously narrower in both directions towards the first bearing gap 48. Lubricating oil 41 is supplied from the feed channel 43 through the second bearing gap 46 into the first bearing gap 48 and onto the sliding surfaces 45 and 47 on both sides of the second bearing gap 46. According to one preferred embodiment, the inclination of walls of the inner surface the second bearing gap 46 amounts to less than 45°, in particular less than 40°, and especially less than 30° relative to the axis of the shaft 44. The second bearing gap 46 greatly improves the penetration of oil into the first bearing gap 48 and onto the sliding surfaces 45 and 47.
FIG. 6 shows a crankshaft 49 having a crankshaft axis 68, supported for rotational movement by a first and second crankshaft main bearing 50, 51. Two pistons with corresponding connecting rods 52, 53 are secured to the crankshaft 49 so as to be able to rotate thereon. The crankshaft 49 is further supported by a supporting bearing 55 at a first end 54 of the crankshaft 49. Generally speaking, crankshaft supporting bearings are used to provide additional stabilization to the crankshaft and, in particular, to minimize the amount by which the crankshaft flexes. The crankshaft supporting bearing 55 is in the form of a friction-bearing assembly of the present invention. At the first end 54 of the crankshaft 49, the crankshaft includes a central bore 56 connected to oil channels 57 through which lubricating oil is fed and delivered to the various lubrication points. The lubricating oil is used, for example, to lubricate at least one of the crankshaft main bearings 50, 51 and/or at least one of the connecting rod bearings. As can be seen in FIG. 6, the crankshaft supporting bearing 55 forms part of the crankcase 58. At the first end 54 of the crankshaft 49, there is an oil supply chamber 59 sealed off from the environment by an oil supply chamber cover 60. The oil supply chamber cover 60 is secured to the crankshaft supporting bearing 55 or to the crankcase 58 by suitable screws or bolts 61. In other embodiments, an oil supply chamber cover can be secured to the crankcase 58 or to a side cover, or be integrated into these. The oil supply chamber 59 has a supply line (not shown) to supply the oil supply chamber 59 with oil under pressure. This supply line routes the pressurized oil through a suitable opening in the oil supply chamber cover 60 or a through channel within the crankcase 58 to the oil supply chamber 59 (not shown herein). The crankcase 58 may further comprise an integral transmission housing accommodating at least one lay shaft and a transmission shaft.
FIG. 7 shows the details A-A of FIG. 6. Specifically, FIG. 7 shows the crankshaft supporting bearing 55, part of the first end 54 of the crankshaft 49, part of the oil supply chamber 59 as well as the oil supply chamber cover 60. As illustrated in FIG. 7, a first bearing gap 62 is formed between the sliding surface 69 of the crankshaft supporting bearing 55 and the outer surface of the crankshaft 49. A second bearing gap 70, wider than the first bearing gap 62 is formed as a result of a widening in the inside diameter of the inner surface 63 of the supporting bearing 55. Adjacent the second bearing gap 70, a bevel 64 is provided which communicates with the oil supply chamber 59. Oil, in particular pressurized oil, is supplied from the oil supply chamber 59, through the second bearing gap 70 and into the first bearing gap 62. The second bearing gap 70 improves the penetration of lubricating oil into the first bearing gap 62 and onto the sliding surface 69 by providing a wider entry gap offering less resistance to the flow of lubricating oil. The embodiment of the friction bearing 55 illustrated in FIGS. 6 and 7 is shown as an integral part of the crankcase 58 however the friction bearing 55 could also include a pair of bearing bushings whose inner surfaces would incorporate a widening inside diameter defining a second bearing gap that improves ingress of lubricating oil into the first bearing gap.
With reference to FIG. 8, an internal combustion engine 100 has an power unit case 101. The power unit case 101 includes a crankcase 102 that is divided into a cylinder block portion 103, which includes the upper part of the crankcase 102 and a cylinder block 105, and a lower crankcase half 106 along a separating plane 104. An oil sump 107 is secured to the lower crankcase half 106. A cylinder head assembly (not shown) sits atop the cylinder block 105. The cylinder block 105 has two cylinders (not shown) inside each of which a piston reciprocates. Each of the pistons together with the side wall of its corresponding cylinder and the corresponding portion of the cylinder head assembly forms a combustion chamber (not shown). Since the internal combustion engine 100 of the present invention is preferably a four-cycle engine, at least one intake valve per cylinder (not shown) and at leas one exhaust valve per cylinder (not shown) are provided in the cylinder head assembly. Two intake valves and two exhaust valves per cylinder are preferably provided. A single overhead camshaft (not shown) disposed in the cylinder head assembly and operatively connected to the crankshaft 49, controls the actuation of the intake and exhaust valves. It is contemplated that two overhead camshafts (one for the intake valves and one for the exhaust valves) could be used. A fuel injector (not shown) and a spark plug (not shown) per cylinder are also provided in the cylinder head assembly. A pair of throttle bodies (one per cylinder) are used to regulate the quantity of air entering the combustion chambers. An air intake manifold (not shown) or an airbox (not shown) or both, are provided upstream of and in fluid communication with the throttle bodies. An exhaust manifold (not shown) in fluid communication with each combustion chamber is provided on the side of the cylinder block 105. The exhaust manifold is in fluid communication with the exhaust system of the vehicle incorporating the engine 100. It would be understood that the engine 100 also has other elements and systems not specifically shown and/or described in the present application. These can include, but are not limited to, a starter motor, an oil filter, a cooling system, an electrical system, and a fuel injection system.
The power unit case 101 also includes an integrated transmission housing 142 which can be made in integrally with the crankcase 102 or fastened to the crankcase 102, with bolts for example. The side part of the power unit case 101 has a first housing cover 108 that is secured by at least one fastener 109, such as a screw, to the crankcase 102. When mounted, the first housing cover 108 forms part of the power unit case 101. In the present embodiment, the first housing cover 108 is an ignition cover which can be removed to provide access to an ignition chamber located in the space inside the power unit case 101 within which the ignition system or generator-ignition system is located. The ignition chamber can be part of the crankcase 102 or can be partially separated from the crankcase 102.
The internal combustion engine 100 can be used to power a motorcycle 300, as shown in FIG. 9. The motorcycle 300 has two wheels 302a, 302b, a handlebar 304 to steer the front wheel 302a, and a straddle-type seat 306. The engine 100 is mounted to the frame 308 of the motorcycle 300 below the seat 306. The engine 100 powers the motorcycle 300 by having the output shaft of the transmission operatively connected to the rear wheel 302b via a chain 310. The friction-bearing assembly in accordance with the present invention improves the lubrication efficiency of the internal combustion engine 100 and therefore the durability of the motorcycle 300.
The internal combustion engine 100 can also be used to power an all-terrain vehicle (ATV) 350, as shown in FIG. 10. The ATV 350 has two front wheels 352a, two rear wheels 352b, a handlebar 354 to steer the two front wheels 352a, and a straddle-type seat 356. The engine 100 is mounted to the frame 358 of the ATV 350 below the seat 356. The engine 100 powers the ATV 350 by having the output shaft of the transmission operatively connected to the two rear wheels 352b via a chain 360. The friction-bearing assembly in accordance with the present invention improves the lubrication efficiency of the internal combustion engine 100 and therefore the durability of the ATV 350.
The friction-bearing assembly according to the present invention is suitable for use in internal combustion engines including those used to power various motorized recreational vehicles, such as motor cycles, small off-road vehicles (ATV, quads), personal watercrafts (PWC), snowmobiles, sport boats, inboard and outboard engines, aircraft, karts, and small utility vehicles
Modifications and improvement to the above described embodiments of the present invention may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. Furthermore, the dimensions of features of various components that may appear on the drawings are not meant to be limiting, and the size of the components therein can vary from the size that may be portrayed in the figures herein. The scope of the present invention is therefore intended to be limited solely by the scope of the appended claims.
Patent Application
20080025658
