BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a side cross-sectional view of a compressor with the tool of the present invention disposed about a crankshaft in shadow.
FIG. 2 is a side cross-sectional view of an engine with the tool of the present invention disposed about a crankshaft for installation and removal in shadow.
FIG. 3 is an exploded perspective view of the tool of the present invention with an intermediate bearing/bushing.
FIG. 4 is a side cross-sectional view of an engine with a crankshaft that comprises a lip on the center hub.
FIG. 5 is a side cross-sectional view of an engine with a center support for an intermediate bearing.
DETAILED DESCRIPTION OF THE INVENTION
FIGS. 1, 2, 4 and 5 depict a multicylinder engine 100 comprising a crankcase 110 and a crankshaft 150. Crankcase 110 comprises a shaft aperture 120 through which the crankshaft 150 is inserted and received by the crankcase 110. The crankcase 110 further comprises a pair of adjacent cylinder barrels 112, 114 disposed on a common side along the common axis of crankcase 110 and shaft aperture 120. Cylinder barrels 112, 116 are separated by a center web 116, 118 and communicate with shaft aperture 120. The inner surface area of center web 116, 118 form a web aperture 122 within shaft aperture 120. Crankshaft 150 installed within crankcase 110 comprises a center hub 160 disposed within the region of web aperture 122. Disposed between center hub 160 and the inner surface area of center web 116, 118 is a middle bearing/bushing 162. FIG. 1 shows that the middle bearing/bushing 162 comprises an inner diameter that is approximately equal to the outer diameter of center hub 160. Middle bearing/bushing 162 is able to slide on and off of center hub 160 in both the proximal and distal directions of crankshaft 150. The outer circumference of center bushing 162 is approximately equal to or slightly greater than the diameter or circumference of the inner surface area of center web 116, 118. The relative dimensions of middle bearing/bushing 162 to center web 116, 118 should be such that insertion of middle bearing/bushing 162 into this region fixedly secures the middle bearing/bushing 162 within center web 116, 118. As such, it is beneficial if bearing/bushing 162 exerts an outward force against center web 116, 118. This assures that bearing/bushing 162 does not become dislodged from its mounted position. Other elements of crankshaft 150 disposed within crankcase 110 are thrust washer 158, distal and proximal counter weights 152, 154, distal and proximal crank journals 164, 166, journal bearings/bushings 168, 170, and ball bearing 156.
The installation of crankshaft 150 with middle bearing/bushing 162 will now be discussed by way of FIGS. 1-3. Prior to insertion of crankshaft 150 onto shaft aperture 120, the middle bearing/bushing 162 is slid over center hub 160, thrust washer 158 is disposed on the distal end of crankshaft 150 and ball bearing 156 is pressed on to the proximal end of crankshaft 150. The distal end of crankshaft 150 is inserted into the proximal end of shaft aperture 120. The crankshaft 150 is slid through shaft aperture 120, shown in FIG. 2 as direction arrow 172, until middle bearing/bushing 162 makes contact with the center web 116, 118.
The outer circumference of middle bearing/bushing 162 is sized such that is greater than the circumference of the inner surface of center web 116, 118. As a result, if force were to continue to be applied to crankshaft 150 so as to further insert shaft 150 into shaft aperture 120, center web 116, 118 would cause the middle bearing/bushing 162 to slide off of center hub 160. Thus, middle bearing/bushing 162 would not be disposed between center hub 160 and center web 116, 118.
In order to secure middle bearing/bushing 162 between center hub 160 and center web 116, 188, bearing/bushing 162 must be press fitted between the two elements. Tool 200 is used to install bearing/bushing 162 between the two elements. Tool 200 comprises first 210 and second 230 halves that are multi-profiled shells and that provide a rigid structure that resists the sliding of middle bearing/bushing 162. Each shell comprises a bearing/bushing end 212, 232, a crank shaft end 214, 234, and a transition region 216, 236. The fist 210 and second 230 halves of tool 200 are inserted into crankcase 110 through cylinder 114. The first half 210 is aligned between bearing/bushing 162 and proximal counter weight 154 along an upper portion of the crankshaft 150 from center hub 160, through crank journal 166, and to counter weight 154. The second half 230 is aligned between bearing/bushing 162 and proximal counter weight 154 along a lower portion of the same region. The two halves 210, 230 are subsequently brought together and form tool 200. Tool 200 is a multi-profiled shell that corresponds to the contour of the portion of crankshaft 150 from center hub 160, through crank journal 166, and to counter weight 154. In order for crankshaft 150 to be contained within the inner cavity of tool 200, the inner circumferences of tool 200 are greater than the outer circumferences of crankshaft 150 from center hub 160 through crank journal 166.
Bearing/bushing end 212, 232 comprises an axial center that corresponds to the axial center of middle bearing/bushing 162. Further the inner circumference and outer circumference of bearing/bushing end 212, 232 corresponds to the inner and outer diameters of middle bearing/bushing 162. As such, the distal face 218, 238 of end 212, 232 is aligned with and able to come in contact with bearing/bushing 162. It is beneficial if the outer and inner surfaces of end 212, 232 are normal to the contact surface of bearing/bushing 162.
Proximal counter weight 154 comprises an outer lip surface 154A that is coupled to journal 166. At least a portion of the outer diameter or circumference of outer lip surface 154A is greater than the outer diameter or circumference of journal 166. Crankshaft end 214, 234 comprises an axial center that corresponds to the axial center of outer lip surface 154A. The outer and inner surfaces of crankshaft end 214, 234 corresponds to the portion of outer lip surface 154A that lies beyond journal 166. As such, the proximal face 220, 240 of crankshaft end 214, 234 aligns with and is able to come in contact with proximal counter weight 154. It is beneficial if the outer and inner surfaces of crankshaft end 214, 234 are normal to outer lip surface 154A.
FIGS. 1-3 also show that the axial centers of bearing/bushing end 212, 232 and crankshaft end 214, 234 are displaced relative to one another, i.e. the axial centers lie in different plains. As a result, transition region 216, 236 is formed between these two ends. Transition region 216, 236 can be a sloped transition from bearing/bushing end 212, 232 to crankshaft end 214, 234 or can have an intermediate axial center between these two ends. FIG. 2 shows that first half 210 has a one step profile and second half 230 has a three step profile. Such a profile is chosen based on the need to distribute the reactive force that results from press fitting middle bearing/bushing 162.
With tool 200 installed between middle/bearing bushing 162 and counter weight 154, the middle/bearing bushing 162 is secured over center hub 160 for forces applied in the installation direction 172. By applying force in direction 172, middle bearing/bushing 162 is prevented from sliding off of center hub 160 when bearing/bushing 162 comes into contact with center web 116, 118. Continuing to apply force in direction 172 presses bearing/bushing 162 between center web 116, 118 and center hub 160. Force is continuously applied to crankshaft 150 until the thrust washer 158 is in simultaneous contact with the crankcase 110 and distal counterweight 152. With middle bearing/bushing 162 properly installed, the first 210 and second 220 halves are subsequently separated and removed through cylinder 114.
FIG. 2 also shows that tool 200 can be utilized to uninstall middle bearing/bushing 162. To do so, first 210 and second 230 halves are inserted through cylinder 112 and aligned between bearing/bushing 162 and distal counter weight 152 along the upper and lower portions of the crankshaft 150 from center hub 160, through crank journal 164, and to counter weight 152. The two halves are brought together and align with bearing/bushing 162 and counter weight 152 in the same manner described above for installation. A force is applied in a direction opposite to direction 172. Tool 200 extends this force to bearing/bushing 162 enabling it to be dislodged from the region between web 116, 118 and center hub 160.
FIG. 4 shows that the middle bearing/bushing 162 may also be installed over center hub 160 by incorporating a lip on center hub 160. As such, center hub 160 comprises bearing/bushing surface 159 and a center hub lip 161. The outer diameter of bearing/bushing surface 159 is approximately equal to the inner diameter of middle bearing/bushing 162 such that middle bearing/bushing 162 is able to slide onto bearing/bushing surface 159 from the distal end of center hub 160. Center hub lip 161 is disposed proximally relative to the bearing/bushing surface 159. The outer diameter of center hub lip 161 is greater than the outer diameter of bearing/bushing surface 159 and the inner diameter of middle bearing/bushing 162. As a result, upon sliding bearing/bushing 162 over the distal end of hub 160 the bearing/bushing 162 is inhibited from continuing to slide in the proximal direction hub lip 161.
The installation of crankshaft 150 with middle bearing/bushing 162 utilizing a center hub lip 161 will now be discussed by way of FIGS. 4. Prior to insertion of crankshaft 150 onto shaft aperture 120, the middle bearing/bushing 162 is slid over bearing/bushing surface 159. The crankshaft 150 is slid through shaft aperture 120, shown in FIG. 2 as direction arrow 172. Force continues to be applied to crankshaft 150 as bearing/bushing 162 makes contact with the center web 116, 118. Center hub lip 161 prevents bearing/bushing 162 from sliding off of center hub 160. This enables bearing/bushing 162 to be pressed between center web 116, 118 and center hub 160. As before, force is continuously applied to crankshaft 150 until the thrust washer 158 is in simultaneous contact with the crankcase 110 and distal counterweight 152.
An intermediate bearing can also be installed utilizing a two-piece center support 190 around the center hub 160B. Crankcase 110 comprises an upper web 117 and a lower web 119. Lower web 119 comprises a multi-profile surface for mounting the center support 190 to the crankcase 110. This profile includes a horizontal face 119A disposed at the proximal end of lower web 119 and a sloped face 119B disposed at the distal end of lower web 119. Two-piece center support 190 comprises a base support 192 and upper support 194, and is coupled to lower web 119. The lower portion of base support 192 comprises a horizontal face 192A that corresponds to and is in flush contact with horizontal face 119A. The lower portion further comprises a support sloped face 192B that corresponds to and is in flush contact with web sloped face 119B. The upper portion of base support 192 encompasses a portion of bearing 162B mounted around center hub 160B. The remaining portion of bearing 162B is encompassed by upper support 194. Base support 192 and upper support 194 are coupled to each by a coupling means such as a bolt (not shown). The center support 190 is coupled to lower web 119 by means of a bolt 196 passing through lower web 119 and into the lower portion of base support 192.
The installation of crankshaft 150 with middle bearing/bushing 162B utilizing center support 190 will now be discussed by way of FIG. 5. A center bearing 162B is disposed about the outer surface of center hub 160B. The distal end of crankshaft 150 is inserted into the proximal end of shaft aperture 120. The crankshaft 150 is slid through shaft aperture 120 in the distal direction 172 until center hub 160B is accessible through cylinder 114. Base support 192 and upper support 194 are inserted into shaft aperture 120 through cylinder 114. Base support 192 and upper support 194 are aligned about the upper and lower portions of center hub 160B and are coupled together by means of a bolt. Crankshaft 150 is slid further into crankcase 110 until support sloped face 192B comes into flush contact with web sloped face 119B and apertures disposed in both sloped faces are aligned. Finally, bolt 119 passes through the apertures in lower web 119 and base support 192 coupling center support 190 to crankcase 110.
Although the invention has been described with reference to a particular arrangement of parts, features and the like, these are not intended to exhaust all possible arrangements or features, and indeed many other modifications and variations will be ascertainable to those of skill in the art.