Patent Abstract:
An engine timing plate is disclosed that is generally positioned between a crankshaft surface and a main journal. The engine timing plate is not bolted or otherwise secured to either the crankshaft surface or the main journal. Instead, the timing plate “floats” between the two surfaces. The timing plate includes protruding portion that mates or temporarily associates with a receiving portion disposed on the crankshaft. The timing plate also generally includes a raised surface forming an integrated thrust surface that may engage with, but not necessarily interlock with, one or both of the crankshaft surface and the main journal. Thus, the rotational motion of the crankshaft maintains the relative position of the timing plate with respect to the crankshaft surface and/or the main journal without the use of standard mechanical connectors, such as bolts.

Full Description:
BACKGROUND 
     The present invention relates generally to the field of engines, and more particularly, to a timing plate for use with a crankshaft. 
     Conventional timing plates are used in association with crankshafts to monitor crank angle. Conventional timing plates are often affixed to some portion of the crankshaft and rotate with the crankshaft. A crank angle sensor monitors the timing plate and thereby monitors the rotation, and crank angle, of the crankshaft. 
     Some conventional timing plates are bolted onto a portion of the crankshaft. For example, International Publication Number WO 2008/093656 shows a conventional timing plate bolted to a portion of a crankshaft journal. The bolt affixes the conventional timing plate to the crankshaft and ensures the conventional timing plate will rotate with the crankshaft. 
     Using bolts to affix the conventional timing plate to the crankshaft, however, adds mass to the crankshaft. The additional mass of the bolts must also be accounted for when statically and dynamically balancing the crankshaft. 
     There exists a need in the art for a timing plate that reduces the need for additional mass to be added to the mass of the crankshaft. 
     SUMMARY 
     In one aspect, the invention provides an engine comprising: a crankshaft connected to at least one piston by a connecting rod, the crankshaft configured to rotate about a crankshaft axis; the crankshaft including a first axial portion that lies on the crankshaft axis and is substantially symmetric about the crankshaft axis; a timing plate having a central hole and a plurality of indicia on a periphery portion of the timing plate; the timing plate including at least one protruding portion extending in a direction along the crankshaft axis; wherein first axial portion of the crankshaft extends through the central hole of the timing plate; wherein the crankshaft includes at least one receiving portion configured to receive the at least one protruding portion; and wherein the timing plate is configured to move along the crankshaft axis. 
     In another aspect, the invention provides an engine comprising: a crankshaft connected to at least one piston via a connecting rod, the crankshaft being configured to rotate about a crankshaft axis; and a timing plate having a central hole and a plurality of indicia on a periphery portion of the timing plate, wherein: the crankshaft includes a first axial component that lies on the crankshaft axis and is substantially symmetric about the crankshaft axis, the first axial component of the crankshaft extends through the central hole of the timing plate, the timing plate includes at least one protruding portion extending in a direction along the crankshaft axis, the crankshaft includes at least one receiving portion configured to receive the at least one protruding portion, the protruding portion and the receiving portion are removably mated, the timing plate and the crankshaft rotate with substantially the same speed, and the timing plate floats about the first axial component when the timing plate and the crankshaft rotate. 
     In another aspect, the invention provides an engine comprising: a crankshaft connected to at least one piston via a connecting rod, the crankshaft being configured to rotate about a crankshaft axis; and a timing plate having a central hole and a plurality of indicia, wherein: the timing plate has at least one protruding portion extending in a direction along the crankshaft axis, the crankshaft has at least one receiving portion configured to receive the at least one protruding portion, the timing plate and the crankshaft rotate with substantially the same speed, and the timing plate is associated with the crankshaft via a connecting system, the connecting system consisting essentially of the at least one protruding portion being received by the at least one receiving portion. 
     Other systems, methods, features and advantages of the invention will be, or will become, apparent to one of ordinary skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description and this summary, be within the scope of the invention, and be protected by the following claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention can be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. Moreover, in the figures, like reference numerals designate corresponding parts throughout the different views. 
         FIG. 1  is a top view of an engine of a motor vehicle; 
         FIG. 2  is an isometric view of an exemplary embodiment of a crankshaft; 
         FIG. 3  is a side view of an exemplary embodiment of a crankshaft; 
         FIG. 4  is a front view of an exemplary embodiment of a timing plate; 
         FIG. 5  is an exploded view of an exemplary embodiment of a timing plate and a crankshaft journal side wall; 
         FIG. 6  is a side view of a portion of a crankshaft showing a crankshaft journal and an exemplary embodiment of a timing plate mated together; 
         FIG. 7  is a side view of a portion of a crankshaft showing a crankshaft journal and an exemplary embodiment of a timing plate; 
         FIG. 8  is a representative view of the relative difference in mass between a conventional crankshaft with a connected timing plate and an exemplary embodiment of a crankshaft; 
         FIG. 9  is an isometric view of an alternate embodiment of a crankshaft; 
         FIG. 10  is a front view of an alternate embodiment of a timing plate including a thrust surface; 
         FIG. 11  is a cross-section of an alternate embodiment of a timing plate including a thrust surface taken along line A-A of  FIG. 10 ; and 
         FIG. 12  is a side view of a portion of a crankshaft showing a crankshaft journal and an alternate embodiment of a timing plate including a thrust surface mated together. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  illustrates a front region of an embodiment of a motor vehicle  101 . Motor vehicle  101  may be any type of motor vehicle known in the art. The term “motor vehicle” as used throughout this specification and claims refers to any moving vehicle that is capable of carrying one or more human occupants and is powered by any form of energy. The term “motor vehicle” includes, but is not limited to: cars, trucks, vans, minivans, SUVs, motorcycles, scooters, boats, personal watercraft, and aircraft. 
     In some embodiments, motor vehicle  101  may include one or more engines. The term “engine” as used throughout this specification and claims refers to any device or machine that is capable of converting energy. In some cases, potential energy is converted to kinetic energy. For example, energy conversion may include a situation where the chemical potential energy of a fuel or fuel cell is converted into rotational kinetic energy or where electrical potential energy is converted into rotational kinetic energy. Engines may also include provisions for converting kinetic energy into potential energy. For example, some engines include regenerative braking systems where kinetic energy from a drive train is converted into potential energy. Engines may also include devices that convert solar or nuclear energy into another form of energy. Some examples of engines include, but are not limited to: internal combustion engines, electric motors, solar energy converters, turbines, nuclear power plants, and hybrid systems that combine two or more different types of energy conversion processes. 
     In this embodiment, motor vehicle  101  may include an engine  102 . In an exemplary embodiment, engine  102  may be an internal combustion engine. In some cases, engine  102  may be a piston engine including any number of cylinders. In other cases, engine  102  may be a rotary engine. In other embodiments, engine  102  may be an electric motor. In still other embodiments, engine  102  may be any type of engine, as discussed above. In some embodiments, motor vehicle  101  and engine  102  may be further associated with additional components, including, but not limited to a power train system, as well as other components necessary for a motor vehicle to operate. 
     In some embodiments, engine  102  may include a number of pistons associated with one or more cylinders. In an exemplary embodiment, engine  102  may include a single piston for each cylinder. The plurality of pistons and corresponding cylinders may be of any type of piston and/or cylinders known in the art. In some embodiments, the plurality of pistons and cylinders may be arranged in a V-shaped configuration within engine  102 . In other embodiments, the plurality of pistons and cylinders may be arranged within engine  102  in an inline or straight configuration. In different embodiments, the plurality of pistons and cylinders may be arranged within engine  102  in any arrangement known in the art. 
     In some embodiments, fuel may be injected into the cylinders and may be ignited to create pressure in the cylinders. The pressure in the cylinders may cause the pistons associated with the cylinders to move. In some cases, the movement of the pistons may be a reciprocating motion. 
     In some embodiments, engine  102  may include a crankshaft  301 . Crankshaft  301  may be any type of crankshaft known in the art. In an exemplary embodiment, crankshaft  301  may be associated with the plurality of pistons via a plurality of connecting rods. In one embodiment, the plurality of connecting rods may connect the plurality of pistons to crankshaft  301 . Crankshaft  301  may translate a reciprocating motion of the plurality of pistons into rotational motion. 
     Generally, the timing of the firing to ignite fuel in the cylinders, the motion of the pistons, and the rotation of crankshaft  301  may be synchronized, such as with a timing belt, gear, or chain. 
       FIGS. 2 and 3  illustrate an exemplary embodiment of crankshaft  301 . In some embodiments, crankshaft  301  may be associated with one or more components. In one embodiment, crankshaft  301  may include a flywheel  303 , a damper  305 , a plurality of crankshaft journals  309 , a plurality of main bearing journals  317 , and a timing plate  321 . In some embodiments, crankshaft  301  may define a crankshaft axis  307  along the length of crankshaft  301 . For convenience, throughout this description the term “flywheel side” refers to positions proximate to a flywheel, including flywheel  303 . Similarly, the term “damper side” refers to a side closer to a damper on crankshaft  301 , including damper  305 . For example, a damper side of timing plate  321  is visible in  FIG. 2 . Crankshaft  301  may generally be considered to extend from a flywheel side to a damper side. 
     For consistency and convenience, directional adjectives are employed throughout this detailed description corresponding to the illustrated embodiments. The term “axial,” as used throughout this detailed description, refers to a direction along an axis defined by crankshaft axis  307 . The term “radial,” as used throughout this detailed description, refers to any direction extending radially outward from crankshaft axis  307 . 
     Generally, crankshaft  301  may have a mass that is substantially the sum of the masses of each component included with crankshaft  301 . In some cases, the components of crankshaft  301  may have irregular shapes and, therefore, uneven distributions of mass. Designers of crankshaft  301  may strive to balance the mass of crankshaft  301 , for example, to reduce vibrations, bending of crankshaft  301 , wear and tear on the bearing and journal surfaces, and other typically undesirable effects. The balancing of the mass of crankshaft  301  is often done both statically, i.e., when crankshaft  301  is not moving, and dynamically, i.e., when crankshaft  301  is rotating. 
     Crankshaft static balance, as generally understood in the art, may be achieved by equally distributing a mass of crankshaft  301  around crankshaft axis  307 . In some cases, any crankshaft element spaced radially from crankshaft axis  307  may be balanced by another crankshaft element of substantially equal mass on a radially opposite side of crankshaft axis  307 . A statically balanced crankshaft at rest is intended to remain at rest and not rotate unless acted on by an outside force. 
     Crankshaft dynamic balance, as generally understood in the art, may be achieved by balancing all centrifugal forces at every point acting on crankshaft  301 , during rotation of crankshaft  301  around crankshaft axis  307 . Crankshaft dynamic balance may prevent unequal forces from acting on any portion of crankshaft  301  during rotation. Additionally, crankshaft dynamic balance may prevent vibration in crankshaft  301  during rotation. 
     In some embodiments, statically and dynamically balancing crankshaft  301  may be achieved by balancing every mass located on crankshaft  301  against another substantially similar mass. In some cases, statically and dynamically balancing crankshaft  301  may be a time consuming and expensive process. In some embodiments, removing components from crankshaft  301  may reduce the mass of crankshaft  301  and ease the balancing process. Accordingly, eliminating various crankshaft components, or combining multiple components into a single component without reducing the functionality of crankshaft  301 , may assist with the balancing process. 
     In the various embodiments discussed herein, timing plate  321  may be provided to float between crankshaft components to assist in the balancing process by eliminating a mechanical connector, such as a bolt, typically used to attach a timing plate to the adjacent crankshaft components. Prior to discussing the details of timing plate  321 , a general discussion of typical crankshaft components is set forth below. 
     In some embodiments, crankshaft  301  may include components configured to reduce vibrations or other characteristics associated with the reciprocating motion of the plurality of pistons. In one embodiment, crankshaft  301  may include flywheel  303 . In some embodiments, flywheel  303  may store rotational energy to provide a smother engine rotation. In some cases, flywheel  303  may be provided to eliminate or reduce a pulsation created by the reciprocating motion of the plurality of pistons. Flywheel  303  may be any type of flywheel known in the art. Additionally, in some embodiments, flywheel  303  may be also associated with any type of transmission system of motor vehicle  101 , which transmission systems are well known in the art. 
     In one embodiment, crankshaft  301  may also include damper  305 . Damper  305  may be any type of damper known in the art. In some embodiments, damper  305  may include a harmonic balancer. In other embodiments, damper  305  may include a torsional damper. In some cases, damper  305  may add mass to the damper side of crankshaft  301  to balance a mass of flywheel  303  on the flywheel side. In other cases, damper  305  may be provided to reduce vibrations associated with the motion of engine  102 . In an exemplary embodiment, damper  305  and flywheel  303  may be located on opposite ends of crankshaft  301 . 
     In some embodiments, crankshaft  301  may include components configured to assist with the rotation of crankshaft  301  within engine  102 . In some embodiments, crankshaft  301  may include main bearing journals  317 . In an exemplary embodiment, main bearing journals  317  may be arranged along crankshaft axis  307 . Main bearing journals  317  may be any type of bearing journal known in the art. In some embodiments, main bearing journals  317  may be associated with a plurality of bearings. In an exemplary embodiment, the plurality of bearings may be configured to hold crankshaft  301  in place within engine  102 . With this arrangement, the plurality of bearings may allow crankshaft  301  to rotate about crankshaft axis  307 . 
     In various embodiments, crankshaft  301  may have any number of main bearing journals  317 . The plurality of main bearing journals  317  may also be placed at various locations on crankshaft  301 . The number of main bearing journals  317  and the placement of main bearing journals  317  may be chosen based on criteria known in the art. In an exemplary embodiment, the number and placement of main bearing journals  317  on crankshaft  301  may be chosen to properly balance crankshaft  301 . In this embodiment, crankshaft  301  includes three main bearing journals  317 , one located at each end on the flywheel side and the damper side, as well as one located in the middle of crankshaft  301 . In other embodiments, crankshaft  301  may include fewer or greater number of main bearing journals  317 . Additionally, in other embodiments, the placement and arrangement of main bearing journals  317  on crankshaft  301  may vary. 
     In some embodiments, crankshaft  301  may include crankshaft journals  309 . Crankshaft journals  309  may generally provide a surface on crankshaft  301  on which bearings located within engine  102  may ride. In some embodiments, crankshaft journals  309  may include a number of components. In an exemplary embodiment, each crankshaft journal  309  may include two crankshaft journal side walls connected at one end by a crankpin  313 . 
     Crankpin  313  may be any type of crankshaft pin known in the art. Crankpin  313  may be made of any material known in the art. In some embodiments, crankpin  313  may be associated with the connecting rod of a piston. Crankpin  313  may serve as the connection point between the piston and crankshaft  301 . With this arrangement, crankpin  313  may allow energy from the connecting rod to be transferred to crankshaft  301 . In some embodiments, crankpin  313  may be spaced radially apart from crankshaft axis  307 . The radial spacing may allow crankpin  313  to accommodate the reciprocal motion of the piston while allowing crankshaft  301  to rotate about crankshaft axis  307 . 
     In some embodiments, crankpin  313  may lie between two crankshaft journal side walls. In some embodiments, each crankshaft journal side wall may have a damper side face and a flywheel side face. In one embodiment, crankpin  313  may be associated with a damper side face of one crankshaft journal side wall and associated with a flywheel side face of another crankshaft journal side wall. 
     In some embodiments, crankshaft journal side walls may include a first portion proximate crankpin  313  and a counterweight portion. In an exemplary embodiment, the counterweight portion of the crankshaft journal side wall may be spaced radially away from crankpin  313 . With this arrangement, the counterweight portion of the crankshaft journal side wall may balance crankshaft journal  309  with respect to crankshaft axis  307 . 
     In various embodiments, crankshaft journal side walls may be of any shape, configuration, and material known in the art. The shape, configuration, and material of crankshaft journal side walls may be chosen based on factors including, but not limited to: the desired number of crankshaft journals, an intended balance of crankshaft  301 , an intended operational speed of crankshaft  301 , and the type of engine. 
     In some embodiments, crankshaft journals  309  may include one or more types of crankshaft journal side walls. Referring again to  FIG. 2 , in this embodiment, crankshaft journal side walls may include a tapered side wall  315 . Tapered side wall  315  may have a generally non-symmetrical ovoid shape with a greater amount of mass at one end than the other. Additionally, in some embodiments, crankshaft journal side walls may also include an elliptical side wall  311 . Elliptical side wall  311  may have a generally symmetrical ovoid shape with approximately equal amounts of mass at either end. In other embodiments, crankshaft journals  309  may include one or more types of crankshaft journal side walls of similar or different shapes. 
     As shown in  FIG. 3 , in an exemplary embodiment, each crankshaft journal  309  may include tapered side wall  315  and elliptical side wall  311  connected at one end by crankpin  313 . In an exemplary embodiment, two tapered side walls  315  may be associated with a shared elliptical side wall  311 . Shared elliptical side wall  311  may be associated with one crankpin  313  on the flywheel side face and another crankpin  313  on the damper side face. 
     In some embodiments, a plurality of crankshaft journal side walls, including one or more of tapered side wall  315  and/or elliptical side wall  311 , may be associated with multiple crankshaft components including other crankpins and bearing journals. In an exemplary embodiment, main bearing journal  317  may be associated with two crankshaft journal side walls located approximately in the middle of crankshaft  301 . In this embodiment, main bearing journal  317  may be associated with the damper side face of one tapered side wall  315  and the flywheel side face of another tapered side wall  315 . 
     In other embodiments, one or more crankshaft journal side walls may be associated with crankshaft components located at each end of crankshaft  301  on the flywheel side and the damper side, including one or more of main bearing journals  317 , flywheel  303 , and other crankshaft components. In one embodiment, a first crankshaft journal side wall  323  may be located adjacent to timing plate  321  at damper side of crankshaft  301 . In this embodiment, first crankshaft journal side wall  323  may be a tapered side wall. In other cases, first crankshaft journal side wall  323  may have any shape. In an exemplary embodiment, first crankshaft journal side wall  323  may be configured to mate with timing plate  321 , as further discussed below. 
       FIGS. 4 and 5  illustrate an exemplary embodiment of a timing plate that may be associated with a crankshaft. In some embodiments, timing plate  321  may be configured to reduce the total mass of crankshaft  301 . In an exemplary embodiment, timing plate  321  may reduce the total mass of crankshaft  301  by eliminating a connecting element, such as a bolt, between timing plate  321  and crankshaft  301 . In some embodiments, timing plate  321  may be configured to synchronize the movement of crankshaft  301  with other components and/or systems associated with engine  102 , including, but not limited to timing control of an ignition system and/or a fuel injection system, as is well known in the art. In some embodiments, timing plate  321  may be used in engines which do not employ other typical mechanisms to coordinate crankshaft motion and timing control, such as timing belts or chains. 
       FIG. 4  shows a frontal view of an embodiment of timing plate  321 . In this embodiment, timing plate  321  may have a central hole  501 , a plurality of timing elements  503 , and at least one protruding portion  507 . In an exemplary embodiment, an axial portion of crankshaft  301  may extend through central hole  501  in timing plate  321 . The term “axial portion” refers to a crankshaft element lying on crankshaft axis  307 . In some embodiments, the axial portion may be symmetric about crankshaft axis  307 . In an exemplary embodiment, the axial portion may have a substantially circular cross-section with respect to crankshaft axis  307 . In one embodiment, main bearing journal  317  may extend through central hole  501 , as shown in  FIGS. 2 and 3 , described above. 
     In some embodiments, central hole  501  may be configured to allow the axial portion of crankshaft  301  to pass through timing plate  321 . In some cases, central hole  501  may be substantially circular. In an exemplary embodiment, central hole  501  may have a slightly larger diameter than a diameter of the axial portion. With this arrangement, timing plate  321  may be configured to rotate around the axial portion of crankshaft  301 . In one embodiment, timing plate  321  may be configured to move freely or float around the axial portion of crankshaft  301  extending through central hole  501 . 
     In some embodiments, timing plate  321  may be configured to rotate with crankshaft  301 . In some cases, timing plate  321  may rotate at substantially the same speed as crankshaft  301 . Each full rotation of crankshaft  301  includes the crankshaft rotating through 360 degrees. At any given time, crankshaft  301  may be at a particular angle between 1 to 360 degrees in the rotation. This angular position of crankshaft  301  at a given time may be referred to as the “rotational angle” or “crank angle.” 
     In some embodiments, motor vehicle  101  may monitor the crank angle using a crank angle sensor (not shown). In some embodiments, engine  102  may include additional components configured to be used in conjunction with a crank angle sensor, including, but not limited to a timing plate. In an exemplary embodiment, timing plate  321  may be associated with a crank angle sensor that may be configured to read or sense indicia on timing plate  321 . In some cases, the crank angle sensor may be an optical sensor. In other cases, the crank angle sensor may be a magnetic sensor. In various embodiments, timing plate  321  may be associated with any type of crank angle sensor known in the art. 
     In some embodiments, the crank angle sensor may detect the rotational angle of crankshaft  301 . The crank angle sensor may be connected to electronic control unit associated with engine  102  for supplying signals corresponding to the rotational angle of crankshaft  301 . In some embodiments, the crank angle sensor may generate a pulse at various predetermined rotational angles of crankshaft  301  corresponding to various rotational angles of crankshaft  301  and/or pistons within engine  102 . In various embodiments, the signals supplied from the crank angle sensor may be used by one or more systems associated with engine  102 , including, but not limited to an ignition system and/or a fuel injection system, for timing control operations associated with fuel injection timing, ignition timing, and other controls, as well as determining the rotational speed of engine  102 . 
     In some embodiments, the crank angle sensor may monitor one or more timing elements  503  on timing plate  321  to determine the crank angle. In various embodiments, the crank angle sensor may monitor timing elements  503  using any method known in the art. In some cases, timing elements  503  may rotate with timing plate  321 . With this arrangement, timing elements  503  may rotate at substantially the same speed as crankshaft  301 . By monitoring the plurality of timing elements  503 , the crank angle sensor may determine the crank angle of crankshaft  301  during rotation. 
     In various embodiments, timing elements  503  may be any type of indicia or structure capable of creating a detectable contrast on the surface of timing plate  321 . In some embodiments, timing elements  503  may include markings spaced at known angular positions about timing plate  321 . In other embodiments, timing elements  503  may include gear teeth spaced around a circumference of timing plate  321 . In still other embodiments, timing elements  503  may include hash marks formed on a periphery surface of timing plate  321 . In various embodiments, timing elements  503  may include combinations of any or all of these different types of timing elements. 
     In some embodiments, timing plate  321  may include an element gap  505 . Element gap  505  may be a region lacking timing elements  503 . In some embodiments, element gap  505  may be positioned to correspond to a crank angle of zero. In other embodiments, element gap  505  may correspond to a top dead center position of one or more pistons within engine  102  when timing plate  321  is positioned in an initial position. In other embodiments, element gap  505  may correspond to any desired crank angle position of crankshaft  301  and/or position of one or more pistons within engine  102 . In other embodiments, timing plate  321  may include more than one element gap corresponding to different crank angle positions. 
     In some embodiments, element gap  505  may be used to calibrate timing plate  321  and/or provide an indicator of a full rotation of timing plate  321 . In an exemplary embodiment, element gap  505  may be used by the crank angle sensor to provide a top dead center signal or other signal associated with a predetermined rotational angle of crankshaft  301  to one or more systems associated with engine  102 , including, but not limited to an ignition system and/or a fuel injection system, for timing control operations associated with fuel injection timing, ignition timing, and other controls, as well as determining the rotational speed of engine  102 . 
     In some embodiments, timing plate  321  may include one or more components that may be configured to mate, or otherwise removably associate, timing plate  321  with crankshaft  301 . In an exemplary embodiment, timing plate  321  may include a protruding portion  507 . In various embodiments, protruding portion  507  may be any shape. In some cases, protruding portion  507  may be a geometric shape, including, but not limited to prisms, cones, pyramids, cylinders, as well as other geometric shapes. In other cases, protruding portion  507  may be an irregular shape. In an exemplary embodiment, protruding portion  507  may be a substantially rectangular prism, as further described below. 
       FIGS. 5 through 7  further illustrate protruding portion  507  of timing plate  321  associated with one or more portions of crankshaft  301 . Referring now to  FIG. 5 , an exploded view of crankshaft  301  is illustrated.  FIG. 5  illustrates a damper side of first crankshaft journal side wall  323  and a flywheel side of timing plate  321 . 
     As shown in  FIG. 5 , in this embodiment, protruding portion  507  is a substantially rectangular prism. Protruding portion  507  may generally be defined by a protruding length L and a protruding width W. In this embodiment, protruding length L may be measured in the radial direction of timing plate  321 . Similarly, protruding width W may be measured in a direction perpendicular to protruding length L. Additionally, protruding portion  507  may extend in the axial direction. In this embodiment, protruding portion  507  may generally be defined by a height H in the axial direction. In this embodiment, height H may extend from a surface of timing plate  321  to a tip  521  of protruding portion  507 . 
     In various embodiments, timing plate  321  may have any number of protruding portions  507 . In an exemplary embodiment, timing plate  321  may include one protruding portion  507 . In other embodiments, timing plate  321  may include two protruding portions  507 . In still other embodiments, timing plate  321  may include four protruding portions  507 . As shown in  FIGS. 4-7 , timing plate  321  has one protruding portion  507 . 
     In various embodiments, one or more protruding portions  507  may be disposed on timing plate  321  in numerous patterns or arrangements. In some embodiments, multiple protruding portions  507  may be disposed symmetrically or asymmetrically on timing plate  321 . In some embodiments, one or more protruding portions  507  may be disposed at varying radial distances between center hole  501  and an outermost periphery of timing plate  321 . 
     In some embodiments, one or more portions of crankshaft  301  may be configured to mate or associate with a portion of timing plate  321 . In an exemplary embodiment, one or more portions of a component associated with crankshaft  301  may be configured to mate or associate with protruding portion  507 . In one embodiment, crankshaft  301  may include a receiving portion  509  that may be configured to receive protruding portion  507  of timing plate  321 . In an exemplary embodiment, receiving portion  509  may be a cavity in a surface of crankshaft  301 . In one embodiment, receiving portion  509  may be a cavity in an axial facing surface  325  of crankshaft  301 . In an exemplary embodiment, axial facing surface  325  may be adjacent to timing plate  321 . In one embodiment, axial facing surface  325  may face tip  521  of protruding portion  507  of timing plate  321 . As shown in  FIGS. 5-7 , receiving portion  509  is a cavity in axial facing surface  325  of first crankshaft journal side wall  323 . 
     In various embodiments, receiving portion  509  may define a cavity of any shape. In some cases, receiving portion  509  may be a geometric shape, including, but not limited to prisms, cones, pyramids, cylinders, as well as other geometric shapes. In other cases, receiving portion  509  may be an irregular shape. In an exemplary embodiment, receiving portion  509  may be a substantially rectangular prism shaped cavity. In one embodiment, receiving portion  509  may be configured to substantially correspond to a shape of protruding portion  507 . In this embodiment, receiving portion  509  and protruding portion  507  are both substantially rectangular prism shaped. In other embodiments, receiving portion  509  and protruding portion  507  may be other similar shapes, including, but not limited to substantially cylindrical shaped. In other embodiments, receiving portion  509  and protruding portion  507  may be different shapes. For example, in one embodiment, protruding portion  507  may be substantially cylindrical shaped, while receiving portion  509  may be substantially rectangular prism shaped. 
     In some embodiments, receiving portion  509  may extend into crankshaft  301  in the axial direction. In an exemplary embodiment, receiving portion  509  may be defined by a depth D in the axial direction within first crankshaft journal side wall  323 . In this embodiment, depth D may extend from axial facing surface  325  to a receiving portion bottom  531 . 
     In various embodiments, depth D of receiving portion  509  may be larger, smaller or equal to height H of protruding portion  507 . In an exemplary embodiment, depth D of receiving portion  509  may be substantially equal to height H of protruding portion  507 . Referring now to  FIG. 6 , in this embodiment, depth D of receiving portion  509  is substantially equal to height H of protruding portion  507 . With this arrangement, timing plate  321  may sit approximately flush against axial facing surface  325  when depth D of receiving portion  509  equals or is larger than height H of protruding portion  507 . 
     In some embodiments, receiving portion  509  may also be defined by width and length dimensions. In an exemplary embodiment, receiving portion  509  may be defined by a receiving length LR and a receiving width WR. Receiving length LR may be measured in the radial direction. Receiving width WR may be measured in a direction perpendicular to receiving length LR. 
     In some embodiments, the dimensions of receiving portion  509  may be configured to allow protruding portion  507  to mate with receiving portion  509 . In some embodiments, protruding length L may be smaller or substantially equal to receiving length LR. In some embodiments, protruding width W may be smaller or substantially equal to receiving width WR. As shown in  FIGS. 5-7 , receiving length LR is larger than protruding length L and receiving width WR is substantially equal to protruding width W. In various embodiments, receiving length LR and receiving width WR, along with depth D, described above, may be any desired size. In some embodiments, receiving length LR and receiving width WR of receiving portion  509  may be chosen so as to substantially correspond to the dimensions of protruding portion  507 . In other embodiments, receiving length LR and receiving width WR may be larger than the dimensions of protruding portion  507 . In some embodiments, the dimensions of receiving portion  509  may be larger than the dimensions of protruding portion  507  to allow for adjustment of the position of timing plate  321  relative to crankshaft  301 . 
     In various embodiments, crankshaft  301  may include any number of receiving portions  509 . In some embodiments, crankshaft  301  may include an equal number of receiving portions  509  and protruding portions  507 . In other embodiments, crankshaft  301  may include multiple receiving portions  509  disposed at various locations on crankshaft  301 . In some cases, one or more receiving portions  509  may correspond to particular rotational angles of crankshaft  301  and/or pistons within engine  102 . In some embodiments, different receiving portions  509  located on crankshaft  301  may allow for adjustment of the position of timing plate  321  relative to crankshaft  301 . As shown in  FIGS. 4-7 , crankshaft  301  includes one protruding portion  507  and one receiving portion  509 . 
       FIGS. 5 and 6  illustrate an exemplary embodiment of protruding portion  507  mating with receiving portion  509  to thereby attach, or temporarily associate, timing plate  321  with crankshaft  301 . In some embodiments, protruding portion  507  may mate, or otherwise temporarily associate, with receiving portion  509  during operation of crankshaft  301 . In an exemplary embodiment, the mating of protruding portion  507  and receiving portion  509  may connect timing plate  321  to crankshaft  301 . With this arrangement, timing plate  321  may be configured to rotate with crankshaft  301 . When crankshaft  301  rotates during crankshaft operation, first crankshaft journal side wall  323  will rotate along with crankshaft  301 . In this embodiment, receiving portion  509  will rotate with first crankshaft journal side wall  323 . With this arrangement, receiving portion  509  will rotate with rotation of crankshaft  301 . 
     In some embodiments, as receiving portion  509  associated with a portion of crankshaft  301  rotates, the rotation may cause a receiving portion side wall  533  of receiving portion  509  to contact a protruding portion side wall  523  of protruding portion  507  that has been mated with receiving portion  509 . With this arrangement, rotational force may be transferred from receiving portion side wall  533  to protruding portion side wall  523 . The rotational force may then be transferred to the remainder of timing plate  321 . With this arrangement, timing plate  321  may rotate with crankshaft  301 . In an exemplary embodiment, timing plate  321  may rotate at substantially the same speed as crankshaft  301 . 
       FIGS. 6 and 7  illustrate cross-sections of crankshaft  301  in the region around first crankshaft journal side wall  323  and timing plate  321 .  FIGS. 6 and 7  further illustrate the nature of the connection between timing plate  321  and crankshaft  301  formed by the mating of protruding portion  507  and receiving portion  509 . In some embodiments, mating protruding portion  507  to receiving portion  509  may allow timing plate  321  to rotate along with crankshaft  301 , while allowing timing plate  321  freedom of movement along the axial direction. 
     As shown in  FIG. 7 , in an exemplary embodiment, the temporary association between timing plate  321  and crankshaft  301  caused by mating of protruding portion  507  to receiving portion  509  may allow timing plate  321  to move away from crankshaft  301 . In some embodiments, the removable association between timing plate  321  and crankshaft  301  may allow timing plate  321  to move freely or “float” on an axial portion of crankshaft  301  extending through central hole  501 . In one embodiment, timing plate  321  may slide along main bearing journal  317 , in the axial direction, away from first crankshaft journal side wall  323 . With this arrangement, timing plate  321  may be allowed to detach from a mating or temporary association with crankshaft  301 . 
     In contrast, conventional timing plates may be bolted to the crankshaft. Bolting the conventional timing plate to the crankshaft allows the conventional timing plate to rotate with the crankshaft. This arrangement, however, increases the total mass of the crankshaft due to the added mass of the bolts. Additionally, the mass of the bolts must also be balanced, both statically and dynamically on the crankshaft. The present embodiments of timing plate  321 , described herein, are configured to rotate along with crankshaft  301  without using such bolts or other similar connecting elements. 
     Referring now to  FIG. 8 , a representative view of the relative difference in mass between a conventional crankshaft with a connected timing plate and an exemplary embodiment of a crankshaft is shown. In an exemplary embodiment, by mating or otherwise temporarily associating timing plate  321  to crankshaft  301  using protruding portion  507  and receiving portion  509 , as described above, the total mass of crankshaft  301  may be smaller than a conventional crankshaft. 
       FIG. 8  shows a balance scale having a first balance plate containing an exemplary embodiment of timing plate  321  associated with crankshaft  301  by the mating of protruding portion  507  and receiving portion  509 . On a second balance plate, a conventional timing plate  805  is connected to a conventional crankshaft  801  by two bolts  803 . In this embodiment, conventional crankshaft  801  may be substantially the same as crankshaft  301 , other than the addition of two bolts  803  that connect conventional timing plate  805  to conventional crankshaft  801 .  FIG. 8  shows that the additional mass of bolts  803  may cause the combination of conventional crankshaft  801  and conventional timing plate  805  to have a greater mass than crankshaft  301  associated with timing plate  321 . It should be understood that the amount of mass reduced by the present embodiment of crankshaft  301  associated with timing plate  321  shown in  FIG. 8  is merely exemplary. In various embodiments, the amount of mass reduced may depend on a number of different factors, including the number of bolts connected to the conventional crankshaft, as well as materials used for making individual components of the crankshafts. 
       FIG. 9  illustrates an alternate embodiment of a crankshaft  901 . In some embodiments, crankshaft  901  may be associated with one or more components, including one or more components substantially similar to components associated with crankshaft  301 , discussed above. In one embodiment, crankshaft  901  may include a flywheel  903 , a damper  905 , a plurality of crankshaft journals  909 , a plurality of main bearing journals  917 , and a timing plate  921 . In some embodiments, crankshaft  901  may define a crankshaft axis  907  along the length of crankshaft  901 . In some embodiments, crankshaft  901  may be supported by one or more bearings  941  and a flanged bearing  931 . 
     In some embodiments, crankshaft  901  may include components configured to reduce vibrations or other characteristics associated with the reciprocating motion of the plurality of pistons. In one embodiment, crankshaft  901  may include flywheel  903 . In some embodiments, flywheel  903  may store rotational energy to provide a smother engine rotation. In some cases, flywheel  903  may be provided to eliminate or reduce a pulsation created by the reciprocating motion of the plurality of pistons. Flywheel  903  may be any type of flywheel known in the art. Additionally, in some embodiments, flywheel  903  may be also associated with any type of transmission system of a motor vehicle, which transmission systems are well known in the art. 
     In one embodiment, crankshaft  901  may also include damper  905 . Damper  905  may be any type of damper known in the art. In some embodiments, damper  905  may include a harmonic balancer. In other embodiments, damper  905  may include a torsional damper. In some cases, damper  905  may add mass to the damper side of crankshaft  901  to balance a mass of flywheel  903  on the flywheel side. In other cases, damper  905  may be provided to reduce vibrations associated with the motion of an engine. In an exemplary embodiment, damper  905  and flywheel  903  may be located on opposite ends of crankshaft  901 . 
     In some embodiments, crankshaft  901  may include components configured to assist with the rotation of crankshaft  901  within an engine. In some embodiments, crankshaft  901  may include main bearing journals  917 . In an exemplary embodiment, main bearing journals  917  may be arranged along crankshaft axis  907 . Main bearing journals  917  may be any type of bearing journal known in the art. In some embodiments, main bearing journals  917  may be associated with a plurality of bearings. In an exemplary embodiment, main bearing journals  917  may be associated with one or more bearings  941  and flanged bearing  931 . In one embodiment, bearings  941  and flanged bearing  931  may hold crankshaft  901  in place within an engine. In this embodiment, bearings  941  and flanged bearing  931  may allow crankshaft  901  to rotate about crankshaft axis  907 . 
     In various embodiments, bearings  941  and flanged bearing  931  may be any type of bearing known in the art. In one embodiment, bearings  941  and/or flanged bearing  931  may be a plain bearing. In another embodiment, one or more of bearings  941  and/or flanged bearing  931  may be a thrust bearing. In additional embodiments, bearings  941  and/or flanged bearing  931  may be a combination of one or more types of bearings. In an exemplary embodiment, flanged bearing  931  may include a flange  933 . In some cases, flanged bearing  931  may include flange  933  disposed on one or more of damper side and flywheel side of flanged bearing  931 . In other cases, flanged bearing  931  may include flange  933  on only one side. In an exemplary embodiment, flange  933  may further include a bearing thrust surface  935 . In some cases, bearing thrust surface  935  may be disposed on one or more of damper side and flywheel side of flange  933 . In other cases, flange  933  may include bearing thrust surface  935  on only one side. 
     In some embodiments, crankshaft  901  may include crankshaft journals  909 . Crankshaft journals  909  may generally provide a surface on crankshaft  901  on which bearings located within an engine may ride. In some embodiments, crankshaft journals  909  may include a number of components including one or more components substantially similar to components associated with crankshaft journals  309 , discussed above. In an exemplary embodiment, each crankshaft journal  909  may include two crankshaft journal side walls connected at one end by a crankpin  913 . Crankpin  913  may be any type of crankshaft pin known in the art. In an exemplary embodiment, crankpin  913  may be substantially similar to crankpin  313 , discussed above. 
     In some embodiments, crankpin  913  may lie between two crankshaft journal side walls. In some embodiments, each crankshaft journal side wall may have a damper side face and a flywheel side face. In one embodiment, crankpin  913  may be associated with a damper side face of one crankshaft journal side wall and associated with a flywheel side face of another crankshaft journal side wall. 
     In an exemplary embodiment, crankshaft journals  909  may include one or more crankshaft journal side walls, including a tapered side wall  915  and an elliptical side wall  911 . Tapered side wall  915  and elliptical side wall  911  may be substantially similar to, respectively, tapered side wall  315  and elliptical side wall  311 , discussed above. In other embodiments, crankshaft journals  909  may include one or more types of crankshaft journal side walls of similar or different shapes. The function and operation of crankshaft journals  909  is substantially similar to crankshaft journals  309  described above, and will not be further discussed here. 
     Additionally, as shown in  FIG. 9 , in one embodiment, timing plate  921 , as described in more detail below, may be located proximate a first crankshaft journal side wall  923 . In some embodiments, first crankshaft journal side wall  923  may be substantially similar to first crankshaft journal side wall  323 , discussed above. 
     Referring now to  FIG. 10 , a frontal view of an alternate embodiment of timing plate  921  is shown. In this embodiment, timing plate  921  may have a central hole  1111 , a plurality of indicia  1103 , at least one protruding portion  1107 , and a thrust surface  1109 . In some embodiments, timing plate  921  may also include a plurality of holes  1121  designed to reduce the mass and/or balance of timing plate  921 . In various embodiments, plurality of holes  1121  may include one or more types or shapes of holes and may be arranged on timing plate  921  in any symmetrical or asymmetrical configuration as desired to affect the mass and/or balance of timing plate  921 . 
     In various embodiments, indicia  1103  may be any type of indicia known in the art. In some embodiments, indicia  1103  may be substantially similar to timing elements  503 , discussed above. In some embodiments, indicia  1103  may include gear teeth spaced around a circumference of timing plate  921 . In other embodiments, indicia  1103  may include markings spaced at known angular positions about timing plate  921 . In still other embodiments, indicia  1103  may include hash marks formed on a periphery surface of timing plate  921 . In various embodiments, indicia  1103  may include combinations of any or all of these different types of indicia. The function and operation of indicia  1103  on timing plate  921  may be substantially similar as explained above in regard to timing elements  503 . Additionally, indicia  1103  may be used by one or more systems associated with a motor vehicle, for example, using a crank angle sensor, to determine a crank angle or rotational angle of a crankshaft, as discussed in detail above. 
     In some embodiments, timing plate  921  may also include an element gap  1105 . Element gap  1105  may be a region on the periphery of timing plate  921  that lacks indicia  1103 . In an exemplary embodiment, element gap  1105  may be substantially similar to element gap  505 , discussed above. In other embodiments, timing plate  921  may include multiple element gaps. In still other embodiments, timing plate  921  may not include any element gaps. 
     In an exemplary embodiment, an axial portion of crankshaft  901  may extend through central hole  1111  in timing plate  921 . In some embodiments, the axial portion may be symmetric about crankshaft axis  907 . In an exemplary embodiment, the axial portion may have a substantially circular cross-section with respect to crankshaft axis  907 . As shown in  FIG. 9 , in one embodiment, a first main bearing journal  927 , associated with flanged bearing  931 , may extend through central hole  1111 . 
     In some embodiments, central hole  1111  may be configured to allow the axial portion of crankshaft  901  to pass through timing plate  921 . In some cases, central hole  1111  may be substantially circular. In an exemplary embodiment, central hole  1111  may have a slightly larger diameter than a diameter of the axial portion. With this arrangement, timing plate  921  may be configured to rotate around the axial portion of crankshaft  901 . In one embodiment, timing plate  921  may be configured to move freely or float around the first main bearing journal  927  of crankshaft  901  extending through central hole  1111 . 
     In some embodiments, timing plate  921  may include one or more components that may be configured to mate, or otherwise removably associate, timing plate  921  with crankshaft  901 . In an exemplary embodiment, timing plate  921  may include one or more protruding portions  1107  for mating with a receiving portion associated with crankshaft  901 . As shown in  FIG. 11 , described below, in this embodiment, timing plate  921  may include two protruding portions  1107 . The nature of the mating between the protruding portion and the receiving portion may be substantially the same as discussed above with regard to the embodiment shown in  FIGS. 4-7 . In one embodiment, protruding portions  1107  may be substantially semi-circular shapes. In other embodiments, protruding portions  1107  may be any shape, including, but not limited to prisms, cones, pyramids, cylinders, as well as other geometric shapes or irregular shapes. 
     In an exemplary embodiment, one or more portions of a component associated with crankshaft  901  may be configured to mate or associate with protruding portions  1107 . In one embodiment, crankshaft  901  may include one or more receiving portions that may be configured to receive protruding portions  1107  of timing plate  921 . In an exemplary embodiment, the receiving portions may be cavities in a surface of crankshaft  901 . In one embodiment, the receiving portions may be substantially similar to receiving portion  509 , discussed above. 
     In various embodiments, the receiving portions may define cavities of any shape. In an exemplary embodiment, the receiving portions may be a substantially rectangular prism shaped cavity. In this embodiment, receiving portions may be sized and dimensioned so as to substantially accept receiving portions  1107  within the cavities. In one embodiment, receiving portions and protruding portions  1107  may be different shapes. In one embodiment, protruding portions  1107  may be substantially semi circular shaped, while the receiving portions may be substantially rectangular prism shaped. In other embodiments, the receiving portions may be configured to substantially correspond to a shape of protruding portions  1107 . In other embodiments, the receiving portions and protruding portions  1107  may be other shapes, as discussed above. 
     Referring now to  FIG. 11 , a cross-section of timing plate  921  taken along line A-A from  FIG. 10  is illustrated. In this embodiment, protruding portions  1107  may include semi-circular cross-sectional shapes. As discussed above, in other embodiments, the shapes of protruding portions  1107  may vary. 
       FIG. 11  also illustrates a cross-sectional view of thrust surface  1109 . The term “thrust surface,” as used in this description and claims, refers to two opposing surfaces placed in close proximity to each other (in the crankshaft axis direction) with a layer of fluid, typically motor oil, between the two thrust surfaces to dampen axial motion. In some embodiments, thrust surface  1109  may be any type of thrust surface known in the art. In an exemplary embodiment, thrust surface  1109  may be a raised portion of the surface of one side of timing plate  921 . As shown in  FIG. 11 , in this embodiment, thrust surface  1109  is raised a distance T in the axial direction from the remainder of a surface of timing plate  921 . In one embodiment, thrust surface  1109  may be disposed proximate one or more portions of flanged bearing  931 . 
     In various embodiments, flanged bearing  931  may be any type of bearing known in the art, as discussed above. In this embodiment, flanged bearing  931  may serve two functions. In one case, flanged bearing  931  may support crankshaft  901  within the engine, while allowing crankshaft  901  to rotate, in the same manner as bearings  941 . In another case, flanged bearing  931  may also absorb axial crankshaft movement. In an exemplary embodiment, flanged bearing  931  may include one or more flanges  933  having bearing thrust surfaces  935 , as described above. 
     Referring now to  FIG. 12 , a side view of a portion of crankshaft  901  is illustrated showing the spatial relationship between bearing thrust surface  935  and thrust surface  1109  of timing plate  921 . In this embodiment, timing plate  921  may be disposed on first main bearing journal  927  between crankshaft journal  909  and flanged bearing  931 . In an exemplary embodiment, thrust surface  1109  may extend axially towards flanged bearing  931 . In one embodiment, thrust surface  1109  may be radially disposed on timing plate  921  so as to substantially align with flange  933  of flanged bearing  931 . With this arrangement, bearing thrust surface  935  associated with flange  933 , may be disposed opposite thrust surface  1109  of timing plate  921 . 
     In some embodiments, during operation of the engine, oil may be placed in the space or gap between flange  933  and timing plate  921 . The oil may fill the space or gap between bearing thrust surface  935  and thrust surface  1109 . With this arrangement, the axial motion of crankshaft  901  may be dampened or absorbed by the oil, as is known in the art. 
     In some embodiments, associating thrust surface  1109  with a portion of timing plate  921  may reduce the number of components necessary in crankshaft  901 . Specifically, in one embodiment, disposing thrust surface  1109  on timing plate  921  may combine two functions into a single component. With this arrangement, reducing the number of components may reduce mass and complexity in the engine. 
     While various embodiments have been described, the description is intended to be exemplary, rather than limiting. It will be apparent to those of ordinary skill in the art, that many more embodiments and implementations are possible that are within the scope of the claims. Accordingly, the embodiments are not to be restricted except in light of the attached claims and their equivalents. Also, various modifications and changes may be made within the scope of the attached claims.

Technology Classification (CPC): 5