GB2568070A

GB2568070A - Coupling mechanism

Info

Publication number: GB2568070A
Application number: GB1718216.3A
Authority: GB
Inventors: Guisasola Inigo
Original assignee: Caterpillar Energy Solutions GmbH
Current assignee: Caterpillar Energy Solutions GmbH
Priority date: 2017-11-03
Filing date: 2017-11-03
Publication date: 2019-05-08
Anticipated expiration: 2037-11-03
Also published as: GB201718216D0; GB2568070B

Abstract

The coupling mechanism includes (a) at least one half 204 of a first ring 202 positioned between the web of a crankshaft 504 and one side of a crankcase bearing 506, and (b) a second ring 302, 402 on the other side of the crankcase bearing, the second ring 302, 402 being of adjustable width or diameter to bias the crankshaft towards the first (half) ring 204 thereby frictionally limiting movement between the crankshaft 504 and the crankcase bearing 506 during transportation of the engine. The width of ring 302 may be adjustable by means of wedges (322, fig.3B); the diameter of ring 402 may be adjustable by a nut and bolt (418, fig.4B). A ring 302, 402 of adjustable width or diameter may be placed between a pair of adjacent connecting rods 508 to bias them apart. In the case of a single connecting rod (702, fig.7), first and second rings may be used as for a main bearing. Each ring 202, 302, 402 may comprise a pair of pivotally connected half-rings.

Description

COUPLING MECHANISM

Technical Field [0001] The present disclosure relates to a coupling mechanism. More particularly, the present disclosure relates to the coupling mechanism for an engine.

Background [0002] Generally, an engine being transported in a vehicle, such as a truck, may experience continuous vibration and impact during travel, especially over unpaved roads, broken roads, long travel distance, and so on. The vibration and/or the impact may cause damage to one or more internal components of the engine, such as a crankshaft, a crankcase bearing, a connecting rod, a crank pin, and so on. In some situations, one or more vibration damping pads or mats may be provided between the engine and a load floor of the vehicle in order to dampen the vibrations and/or the impact.

[0003] In some situations, characteristic of a suspension system of the vehicle may be modified in order to dampen the vibrations and/or the impact. In some situations, a speed of the vehicle may be reduced in order to dampen the vibrations and/or the impact. However, it may be difficult to limit relative movement between the internal components of the engine and limit damage thereto. Hence, there is a need for an improved system and method for limiting damage to the internal components of the engine during transportation thereof.

[0004] Chinese Patent Number 204628255 describes crankshaft thrust plates and crankshaft thrust plates mounting structure. The crankshaft thrust plates include two halves of semi-ring sheet structure. The crankshaft thrust plates mounting structure includes a main bearing seat. The main bearing seat is used for placing a thrust piece mounting groove of the crankshaft thrust plates with one thrust piece locating pin in the thrust piece mounting groove of every side. The structure may effectively prevent crankshaft thrust plates loading error, improve engine installation efficiency, reduce thrust piece rate of fault, improve engine reliability, reduce engine production cost, after sales and maintenance cost, and improve product competitiveness.

-2Summary of the Disclosure [0005] In an aspect of the present disclosure, a coupling mechanism for an engine is provided. The coupling mechanism includes at least one half ring. The at least one half ring includes a first end and a second end distal with respect to the first end. The at least one half ring is adapted to be positioned between a crankshaft and at least one of a crankcase bearing and a pair of connecting rods to limit relative movement therebetween. The coupling mechanism also includes a tapered ring. The tapered ring includes a first portion having a first end and a second end distal with respect to the first end. The tapered ring also includes a second portion having a first end and a second end distal with respect to the first end. The first end of the first portion is pivotally coupled to the first end of the second portion. The second end of the first portion is adapted to be disposed adjacent to the second end of the second portion in a closed position of the tapered ring. The tapered ring is adapted to be positioned between at least one of the crankshaft and the crankcase bearing, and each of the pair of connecting rods to limit relative movement therebetween.

[0006] In another aspect of the present disclosure, an engine is provided. The engine includes an engine block and a cylinder head mounted on the engine block. The engine includes a crankcase mounted to the engine block. The engine includes a crankshaft rotatably mounted on a crankcase bearing provided within the crankcase. The engine also includes at least one connecting rod rotatably coupled to the crankshaft. The engine further includes a coupling mechanism. The coupling mechanism includes at least one half ring. The at least one half ring includes a first end and a second end distal with respect to the first end. The at least one half ring is adapted to be positioned between the crankshaft and at least one of the crankcase bearing and the at least one connecting rod to limit relative movement therebetween. The coupling mechanism also includes a tapered ring. The tapered ring includes a first portion having a first end and a second end distal with respect to the first end. The tapered ring also includes a second portion having a first end and a second end distal with respect to the first end. The first end of the first portion is pivotally coupled to the first end of the second portion. The second end of the first portion is adapted to be disposed adjacent to the second end of the second portion in a closed position of the tapered ring. The tapered ring is adapted

-3to be positioned between the crankshaft and at least one of the crankcase bearing and the at least one connecting rod to limit relative movement therebetween. [0007] In yet another aspect of the present disclosure, a method of using a coupling mechanism with an engine is provided. The method includes positioning at least one half ring on a first side between a crankshaft and a crankcase bearing. The method includes positioning a tapered ring on a second side between the crankshaft and the crankcase bearing. The method includes force fitting the tapered ring on the second side. The method also includes biasing the crankshaft toward the at least one half ring. The method further includes limiting relative movement between the crankshaft and the crankcase bearing.

[0008] Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.

Brief Description of the Drawings [0009] FIG. 1 is a perspective view of an exemplary machine, according to one embodiment of the present disclosure;

[0010] FIG. 2A is a side view of two half rings of a coupling mechanism, according to one embodiment of the present disclosure;

[0011] FIG. 2B is a cross sectional view of one of the two half rings of FIG. 2A, according to one embodiment of the present disclosure;

[0012] FIG. 3A is a side view of a tapered ring of the coupling mechanism, according to one embodiment of the present disclosure;

[0013] FIG. 3B is a cross sectional view of the tapered ring of FIG. 3A, according to one embodiment of the present disclosure;

[0014] FIG. 4A is a side view of another tapered ring of the coupling mechanism, according to another embodiment of the present disclosure;

[0015] FIG. 4B is a cross sectional view of the tapered ring of FIG. 4A, according to another embodiment of the present disclosure;

[0016] FIG. 5 is a partial cross sectional view of a crankshaft and a pair of connecting rods with a coupling mechanism installed therebetween, according to one embodiment of the present disclosure;

-4[0017] FIG. 6 is another partial cross sectional view of the crankshaft and the pair of connecting rods with the coupling mechanism installed therebetween, according to another embodiment of the present disclosure;

[0018] FIG. 7 is another partial cross sectional view of the crankshaft and a connecting rod with the coupling mechanism installed therebetween, according to another embodiment of the present disclosure; and [0019] FIG. 8 is a flowchart illustrating a method of using the coupling mechanism of FIG. 1, according to one embodiment of the present disclosure.

Detailed Description [0020] Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or the like parts. Referring to FIG. 1, an exemplary engine 100 is illustrated. The engine 100 is an internal combustion engine powered by any fuel known in the art, such as natural gas, diesel, gasoline, and/or a combination thereof. In some embodiments, the engine 100 may be associated with a machine (not shown) including, but not limited to, a locomotive, a marine vessel, a land vehicle, and a power generator. The engine 100 and/or the machine may be employed in any industry including, but not limited to, construction, agriculture, forestry, mining, transportation, waste management, aviation, marine, material handling, and power generation.

[0021] The engine 100 includes an engine block 102. The engine block 102 may include one or more cylinders (not shown) provided therein. The cylinders may be arranged in any configuration including, but not limited to, an inline, radial, and “V”, among others. Each of the cylinders is adapted to receive a piston (not shown) therein. The engine 100 also includes a cylinder head 104 mounted on the engine block 102. The cylinder head 104 may house one or more components and/or systems (not shown) of the engine 100, such as an intake manifold, a valve train, and sensors, among others.

[0022] The engine 100 also includes an exhaust manifold 106 provided on the cylinder head 104. In one embodiment, the exhaust manifold 106 may be coupled to the cylinder head 104. In another embodiment, the exhaust manifold 106 may be integral with respect to the cylinder head 104, based on application

-5requirements. The exhaust manifold 106 is fluidly coupled to the cylinders. Accordingly, the exhaust manifold 106 is adapted to receive an exhaust flow from the cylinders. Additionally, the engine 100 may include various other components and/or systems (not shown) including, but not limited to, a crankcase, a fuel system, an air system, a cooling system, a lubrication system, a turbocharger, an exhaust gas recirculation system, and peripheries, among others.

[0023] Referring to FIGS. 2 to 4, different components of a coupling mechanism 202 for the engine 100 is illustrated. Referring to FIG. 2A, the coupling mechanism 202 includes at least one half ring 204. In the illustrated embodiment, the at least one half ring 204 includes a first half ring 206 and a second half ring 208. In other embodiments, the at least one half ring 204 may include a single or multiple half rings, based on application requirements. The first half ring 206 includes a first end 210 and a second end 212. The second end 212 is distal with respect to the first end 210.

[0024] The first half ring 206 includes a semi-circular configuration. In other embodiments, the first half ring 206 may include any other configuration, such as an arc shaped configuration, an angled configuration, and so on, among others. The second half ring 208 includes a configuration similar to the configuration of the first half ring 206. Accordingly, the second half ring 208 includes a first end 214 and a second end 216. The second end 216 is distal with respect to the first end 214. Also, the second half ring 208 includes a semi-circular configuration. In other embodiments, the second half ring 208 may include any other configuration, such as an arc shaped configuration, an angled configuration, and so on, among others.

[0025] In the illustrated embodiment, the first half ring 206 is coupled to the second half ring 208. More specifically, the first end 210 of the first half ring 206 adapted to be coupled to the first end 214 of the second half ring 208 using a pivot pin 218. Accordingly, the first half ring 206 is adapted to pivot with respect to the second half ring 208 about the pivot pin 218 in a direction 220 in order to open or close the at least one half ring 204. As such, in the closed position, the second end 212 of the first half ring 206 may be disposed adjacent to the second end 216 of the second half ring 208.

-6[0026] Additionally, the at least one half ring 204 includes a locking mechanism 222 provided in association with each of the first half ring 206 and the second half ring 208. More specifically, the locking mechanism 222 is provided on the second end 212 of the first half ring 206 and the second end 216 of the second half ring 208. The locking mechanism 222 is adapted to removably couple the second end 212 of the first half ring 206 with respect to the second end 216 of the second half ring 208. In the illustrated embodiment, the locking mechanism 222 is a clasp type locking mechanism. In other embodiments, the locking mechanism 222 may be any other mechanism known in art, such as a tongue and ratchet type mechanism, a bolt and nut type mechanism, a clamp type mechanism, a clip type mechanism, and so on, among others.

[0027] Referring to FIG. 2B, a cross sectional view of the first half ring 206 along a section A-A’ (shown in FIG. 2A) is illustrated. In the illustrated embodiment, the first half ring 206 includes a rectangular cross sectional configuration. In other embodiments, the first half ring 206 may include any other cross sectional configuration, such as a circular, oval, and so on, among others. Also, it should be noted that a cross sectional configuration of the second half ring 208 may be similar to the cross sectional configuration of the first half ring 206 or may vary, based on application requirements. Further, it should be noted that in some embodiments, the first half ring 206 and the second half ring 208 may be employed independent of one another, such that without coupling the first half ring 206 with respect to the second half ring 208, and will be explained in more detail later.

[0028] Referring to FIGS. 3A and 3B, the coupling mechanism 202 also includes a tapered ring 302. In the illustrated embodiment, the tapered ring 302 includes a first portion 304 and a second portion 306. In other embodiments, the tapered ring 302 may include a single or multiple portions, based on application requirements. The first portion 304 includes a first end 308 and a second end 310. The second end 310 is distal with respect to the first end 308. Also, the first portion 304 includes a semi-circular configuration. In other embodiments, the first portion 304 may include any other configuration, such as an arc shaped configuration, an angled configuration, and so on, among others.

-Ί[0029] The second portion 306 includes a configuration similar to the configuration of the first portion 304. Accordingly, the second portion 306 includes a first end 312 and a second end 314. The second end 314 is distal with respect to the first end 312. Also, the second portion 306 includes a semi-circular configuration. In other embodiments, the second portion 306 may include any other configuration, such as an arc shaped configuration, an angled configuration, and so on, among others.

[0030] In the illustrated embodiment, the first portion 304 is coupled to the second portion 306. More specifically, the first end 308 of the first portion 304 is adapted to be coupled to the first end 312 of the second portion 306 using a pivot pin 316. Accordingly, the first portion 304 is adapted to pivot with respect to the second portion 306 about the pivot pin 316 in a direction 318 in order to open or close the tapered ring 302. As such, in the closed position, the second end 310 of the first portion 304 may be disposed adjacent to the second end 314 of the second portion 306.

[0031] Additionally, the tapered ring 302 includes a locking mechanism 320 provided in association with each of the first portion 304 and the second portion 306. More specifically, the locking mechanism 320 is provided on the second end 310 of the first portion 304 and the second end 314 of the second portion 306. The locking mechanism 320 is adapted to removably couple the second end 310 of the first portion 304 with respect to the second end 314 of the second portion 306. In one embodiment, as shown in FIG. 3A, the locking mechanism 320 is a clip type mechanism. Accordingly, the locking mechanism 320 is adapted to removably couple the second end 310 of the first portion 304 with respect to the second end 314 of the second portion 306 in the closed position of the tapered ring 302.

[0032] In such an embodiment, the tapered ring 302 includes at least one wedge portion 322 provided thereon. In the illustrated embodiment, the tapered ring 302 includes four wedge portions 322, such that two wedge portions 322 are provided on the first portion 304 and two wedge portions 322 are provided on the second portion 306. In other embodiments, the tapered ring 302 may include a single or multiple wedge portions 322 provided on the first portion 304 and/or the second portion 306, based on application requirements.

--8-.

[0033] Referring to FIG. 3B, a cross sectional view of the wedge portion 322 along a section B-B’ (shown in FIG. 3A) is illustrated. The wedge portion 322 is adapted to be slidably coupled with respect to the first portion 304 or the second portion 306 using a fastener 324. The fastener 324 may be any fastening element known in the art, such as a screw, a bolt, and so on. Accordingly, based on a tightening or loosening of the fastener 324 on the respective portion of the tapered ring 302, the wedge portion 322 may slide along tapered surfaces 326, 328 of the respective portion of the tapered ring 302 in a direction 330. As such, based on a position of the wedge portion 322 on the respective portion of the tapered ring 302, the wedge portion 322 may vary an effective thickness “T” of the tapered ring 302. [0034] Referring to FIGS. 4A and 4B, another embodiment of the tapered ring 402 is illustrated. The tapered ring 402 includes a configuration similar to the configuration of the tapered ring 302 of FIGS. 3A and 3B. Accordingly, the tapered ring 402 includes the first portion 404 having the first end 406 and the second end 408 similar to that of the tapered ring 302. Also, the tapered ring 402 includes the second portion 410 having the first end 412 and the second end 414 similar to that of the tapered ring 302. The tapered ring 402 also includes the pivot pin 416 similar to that of the tapered ring 302.

[0035] Referring to FIG. 4B, a cross sectional view of the tapered ring 402 along a section C-C’ (shown in FIG. 4A) is illustrated. In the illustrated embodiment, each of the first portion 404 and the second portion 410 includes a V-shaped cross sectional configuration. In other embodiments, each of the first portion 404 and the second portion 410 may include any other tapered cross sectional configuration, such as a triangular, trapezoidal, and so on, among others, based on application requirements.

[0036] Referring to FIG. 4A, the tapered ring 402 includes the locking mechanism 418. In the illustrated embodiment, the locking mechanism 418 is a bolt and nut type locking mechanism. Accordingly, the locking mechanism 418 is adapted to vary an effective diameter “D” of the tapered ring 402 in the closed position thereof. As such, a tightening or loosening of the bolt with respect to the nut of the locking mechanism 418 may be varied in order to vary the effective diameter “D” of the tapered ring 402.

--9[0037] In other embodiments, the locking mechanism 418 may be any other mechanism known in art adapted to vary the effective diameter “D” of the tapered ring 402 in the closed position thereof, such as a tongue and ratchet type mechanism, an adjustable clamp, an adjustable clasp, an adjustable clip, and so on, among others. Also, in such an embodiment, the wedge portion 322, as described in relation to the tapered ring 302 of FIGS. 3A and 3B, may be omitted.

[0038] Referring to FIG. 5, a cross sectional view of a crankshaft assembly 502 of the engine 100 is illustrated. The crankshaft assembly 502 may be operably mounted within the engine block 102 or a crankcase (not shown) mounted to the engine block 102. The crankshaft assembly 502 includes a crankshaft 504. The crankshaft 504 is rotatably mounted on a crankcase bearing 506 provided within the engine block 102 or the crankcase. The crankshaft assembly 502 also includes a pair of connecting rods 508, 510. Each of the pair of connecting rods 508, 510 is disposed adjacent to one another and rotatably coupled to the crankshaft 504 via a crank pin 512.

[0039] The crankshaft assembly 502 further includes the coupling mechanism 202 removably coupled thereto. More specifically, the at least one half ring 204 having the first half ring 206 and the second half ring 208 coupled together, as shown in FIG. 2A, is positioned between the crankshaft 504 and the crankcase bearing 506. More specifically, the first half ring 206 and the second half ring 208 is removably mounted on a first side 514 between the crankshaft 504 and the crankcase bearing 506. In other embodiments, any one of the first half ring 206 and the second half ring 208 may be removably mounted on the first side 514 between the crankshaft 504 and the crankcase bearing 506, based on application requirements.

[0040] Also, any one of the tapered ring 302, 402, as shown in FIGS. 3 A and 4A, is positioned between the crankshaft 504 and the crankcase bearing 506. More specifically, any one of the tapered ring 302, 402 is removably mounted on a second side 516, opposite the first side 514, between the crankshaft 504 and the crankcase bearing 506. In a situation when the tapered ring 302 of FIG. 3A may be positioned on the second side 516, the one or more wedge portions 322 thereof may be adjusted in order to vary the effective thickness “T” of the tapered ring 302.

-10[0041] More specifically, the fastener 324 may be tightened in order to slide the wedge portion 322 with respect to the tapered ring 302. As the wedge portion 322 may travel deeper between the crankshaft 504 and the crankcase bearing 506, the tapered ring 302 may be force fit on the second side 516 biasing the crankshaft 504 away from the crankcase bearing 506. As a result, on the first side 514, the crankshaft 504 may be biased toward the crankcase bearing 506, in turn, compressing the first half ring 206 and the second half ring 208 therebetween. Accordingly, relative movement between the crankshaft 504 and the crankcase bearing 506 may be limited by frictional force provided by the tapered ring 302, the first half ring 206, and the second half ring 208.

[0042] In a situation when the tapered ring 402 of FIG. 4A may be positioned on the second side 516, the locking mechanism 418 thereof may be adjusted in order to vary the effective diameter “D” of the tapered ring 402. More specifically, as the locking mechanism 418 may be tightened and the effective diameter “D” of the tapered ring 402 may reduce, the tapered ring 402 may travel deeper between the crankshaft 504 and the crankcase bearing 506 and may force fit on the second side 516 biasing the crankshaft 504 away from the crankcase bearing 506. As a result, on the first side 514, the crankshaft 504 may be biased toward the crankcase bearing 506, in turn, compressing the first half ring 206 and the second half ring 208 therebetween. Accordingly, relative movement between the crankshaft 504 and the crankcase bearing 506 may be limited by frictional force provided by the tapered ring 402, the first half ring 206, and the second half ring 208.

[0043] Further, the crankshaft assembly 502 includes the first half ring 206 positioned on a first side 518 between the connecting rod 508 and the crankshaft 504. The crankshaft assembly 502 also includes a first axial bearing 520 provided on a portion of the first side 518 between the connecting rod 508 and the crankshaft 504. The second half ring 208 is positioned on a second side 522 between the connecting rod 510 and the crankshaft 504. The crankshaft assembly 502 also includes a second axial bearing 524 provided on a portion of the second side 522 between the connecting rod 510 and the crankshaft 504.

[0044] Additionally, any one of the tapered ring 302, 402 is positioned between each of the pair of connecting rods 508, 510. Further, the one or more wedge portions 322 or the locking mechanism 418 of the tapered ring 302, 402, as the case may be, may be adjusted in order to vary the effective thickness “T” or the effective diameter “D” of the tapered ring 302, 402 respectively. As such, the tapered ring 302, 402 may be force fit between each of the pair of connecting rods 508, 510. Asa result, each of the pair of connecting rods 508, 510 may be biased away from one another and toward the crankshaft 504, in turn, compressing the first half ring 206 and the second half ring 208 therebetween. Accordingly, relative movement between each of the pair of connecting rods 508, 510 and the crankshaft 504 may be limited by frictional force provided by the tapered ring 302, 402, the first half ring 206, and the second half ring 208.

[0045] Referring to FIG. 6, in some embodiments, the crankshaft assembly 502 may include the first axial bearing 520 along complete first side 518 between the connecting rod 508 and the crankshaft 504. Also, the crankshaft assembly 502 may include the second axial bearing 524 along complete second side 522 between the connecting rod 510 and the crankshaft 504. In such a situation, the first half ring 206 and the second half ring 208 may be omitted. Further, any one of the tapered ring 302, 402 may be positioned between each of the pair of connecting rods 508, 510 and may be adjusted and force fit therein in order to bias each of the pair of connecting rods 508, 510 away from one another and toward the first side 518 and the second side 522 respectively. In such a situation, relative movement between each of the pair of connecting rods 508, 510 and the crankshaft 504 may be limited by frictional force provided by the tapered ring 302, 402, the first axial bearing 520, and the second axial bearing 524.

[0046] Referring to FIG. 7, in some embodiments, the crankshaft assembly 502 may include a single connecting rod 702 rotatably coupled to the crankshaft 504. In such a situation, the first half ring 206 and the second half ring 208 may be positioned on the first side 518 between the connecting rod 702 and the crankshaft 504. Also, any one of the tapered ring 302, 402 may be positioned on the second side 522 between the connecting rod 702 and the crankshaft 504. Further, the tapered ring 302, 402 may be adjusted to force fit the tapered ring 302, 402 at the second side 522 in order to bias the connecting rod 702 toward the first side 518 and compress each of the first half ring 206 and the second half ring 208 on the

-12first side 518. In such a situation, relative movement between the connecting rod 702 and the crankshaft 504 may be limited by frictional force provided by the tapered ring 302, 402, the first half ring 206, and the second half ring 208.

Industrial Applicability [0047] The present disclosure relates to a method 800 of using the coupling mechanism 202 with the engine 100. Referring to FIG. 8, a flowchart of the method 800 is illustrated. At step 802, the at least one half ring 204 is positioned on the first side 514 between the crankshaft 504 and the crankcase bearing 506. In the illustrated embodiment, shown in FIGS. 5 to 7, the first half ring 206 and the second half ring 208 is positioned on the first side 514 between the crankshaft 504 and the crankcase bearing 506. In other embodiments, any one of the first half ring 206 and the second half ring 208 may be positioned on the first side 514 between the crankshaft 504 and the crankcase bearing 506.

[0048] At step 804, any one of the tapered ring 302, 402 is positioned on the second side 516, opposite the first side 514, between the crankshaft 504 and the crankcase bearing 506. At step 806, the tapered ring 302, 402 is force fit on the second side 516. In one embodiment, as shown in FIGS. 3A and 3B, the one or more wedge portions 322 may be adjusted in order to vary the effective thickness “T” of the tapered ring 302 and force fit the tapered ring 302 on the second side 516. In another embodiment, as shown in FIGS. 4A and 4B, the locking mechanism 418 may be adjusted in order to vary the effective diameter “D” of the tapered ring 402 and force fit the tapered ring 402 on the second side 516.

[0049] Accordingly, at the second side 516, the crankshaft 504 is biased away from the crankcase bearing 506. As a result, at step 808, on the first side 514, the crankshaft 504 is biased toward the at least one half ring 204 in a manner such that the first half ring 206 and the second half ring 208 is compressed between the crankshaft 504 and the crankcase bearing 506. At step 810, relative movement between the crankshaft 504 and the crankcase bearing 506 is limited due to friction between the tapered ring 302, 402, the first half ring 206, and the second half ring 208.

-13[0050] Additionally or optionally, as shown in FIGS. 5 and 6, any one of the tapered ring 302, 402 is positioned between each of the pair of connecting rods 508, 510. Further, the tapered ring 302, 402 is force fit between each of the pair of connecting rods 508, 510. Accordingly, each of the pair of connecting rods 508, 510 is biased away from one another and toward the crankshaft 504. As a result, relative movement between each of the pair of connecting rods 508, 510 and the crankshaft 504 is limited due to friction.

[0051] In some embodiments, as shown in FIG. 5, the first half ring 206 is positioned between the connecting rod 508 and the crankshaft 504 on the first side 514, and the second half ring 208 is positioned between the connecting rod 510 and the crankshaft 504 on the second side 516. In such a situation, relative movement between each of the pair of connecting rods 508, 510 and the crankshaft 504 is limited due to friction between the tapered ring 302, 402, the first half ring 206, and the second half ring 208. In some embodiments, as shown in FIG. 6, the first half ring 206 and the second half ring 208 may be omitted. In such a situation, relative movement between each of the pair of connecting rods 508, 510 and the crankshaft 504 is limited due to friction between the tapered ring 302, 402, the first axial bearing 520, and the second axial bearing 524.

[0052] The coupling mechanism 202 provides a simple, efficient, and cost effective method for limiting relative movement between the crankshaft 504 and the crankcase bearing 506, and/or the crankshaft 504 and one or more connecting rods 508, 510, 702. As such, during transportation of the engine 100, damage to the crankshaft 504, the crankcase bearing 506, the connecting rods 508, 510, 702, the first axial bearing 520, the second axial bearing 524, and/or the crank pin 512 may be limited, in turn, limiting repair/replacement cost, machine downtime, and so on. Further, the coupling mechanism 202 may be easily removed from the crankshaft assembly 502 prior to operation of the engine 100, thus, limiting labor effort and duration. Also, the coupling mechanism 202 may be retrofitted in any engine 100 using little or no modification to the existing system.

[0053] While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those skilled in the art that various additional embodiments may be contemplated

-14by the modification of the disclosed machines, systems and methods without departing from the spirit and scope of the disclosure. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.

Claims

What is claimed is:

1. A coupling mechanism (202) for an engine (100), the coupling mechanism (202) comprising:

at least one half ring (204) including a first end (210, 214) and a second end (212,216) distal with respect to the first end (210,214), wherein the at least one half ring (204) is adapted to be positioned between a crankshaft (504) and at least one of a crankcase bearing (506) and a pair of connecting rods (508, 510) to limit relative movement therebetween; and a tapered ring (302, 402) including:

a first portion (304, 404) having a first end (308, 406) and a second end (310, 408) distal with respect to the first end (308, 406); and a second portion (306, 410) having a first end (312,412) and a second end (314, 414) distal with respect to the first end (312, 412), the first end (308, 406) of the first portion (304, 404) pivotally coupled to the first end (312, 412) of the second portion (306, 410), the second end (310, 408) of the first portion (304, 404) adapted to be disposed adjacent to the second end (314, 414) of the second portion (306, 410) in a closed position of the tapered ring (302, 402), wherein the tapered ring (302,402) is adapted to be positioned between at least one of the crankshaft (504) and the crankcase bearing (506), and each of the pair of connecting rods (508, 510) to limit relative movement therebetween.

2. The coupling mechanism (202) of claim 1, wherein the at least one half ring (204) includes:

a first half ring (206) including a first end (210) and a second end (212) distal with respect to the first end (210); and a second half ring (208) including a first end (214) and a second end (216) distal with respect to the first end (214), the first end (210) ofthe first half ring (206) adapted to be pivotally coupled to the first end (214) of the

-16second half ring (208), the second end (212) of the first half ring (206) adapted to be disposed adjacent to the second end (216) of the second half ring (208).

3. The coupling mechanism (202) of claim 2 further includes a locking mechanism (222) provided in association with each of the first half ring (206) and the second half ring (208), the locking mechanism (222) adapted to removably couple the second end (212) of the first half ring (206) with respect to the second end (216) of the second half ring (208).

4. The coupling mechanism (202) of claim 1 further includes a locking mechanism (320, 418) provided in association with the tapered ring (302, 402), the locking mechanism (320, 418) adapted to removably couple the second end (310, 408) of the first portion (304, 404) with respect to the second end (314, 414) of the second portion (306, 410).

5. The coupling mechanism (202) of claim 4, wherein the locking mechanism (418) is adapted to vary an effective diameter (D) of the tapered ring (402).

6. The coupling mechanism (202) of claim 1, wherein the tapered ring (402) includes a V-shaped cross section.

7. The coupling mechanism (202) of claim 1, wherein the tapered ring (302) further includes at least one wedge portion (322) adapted to slidably couple with respect to at least one of the first portion (304) and the second portion (306), the at least one wedge portion (322) adapted to vary an effective thickness (T) of the tapered ring (302).

8. An engine (100) comprising:

an engine block (102);

a cylinder head (104) mounted on the engine block (102);

a crankcase mounted to the engine block (102);

-17a crankshaft (504) rotatably mounted on a crankcase bearing (506) provided within the crankcase;

at least one connecting rod (508, 510) rotatably coupled to the crankshaft (504); and a coupling mechanism (202) comprising:

at least one half ring (204) including a first end (210, 214) and a second end (212,216) distal with respect to the first end (210, 214), wherein the at least one half ring (204) is adapted to be positioned between the crankshaft (504) and at least one of the crankcase bearing (506) and the at least one connecting rod (508, 510) to limit relative movement therebetween; and a tapered ring (302, 402) including:

a first portion (304, 404) having a first end (308, 406) and a second end (310, 408) distal with respect to the first end (308, 406); and a second portion (306, 410) having a first end (312, 412) and a second end (314, 414) distal with respect to the first end (312, 412), the first end (308, 406) of the first portion (304, 404) pivotally coupled to the first end (312, 412) of the second portion (306, 410), the second end (310, 408) of the first portion (304, 404) adapted to be disposed adjacent to the second end (314, 414) of the second portion (306,410) in a closed position of the tapered ring (302,402), wherein the tapered ring (302, 402) is adapted to be positioned between the crankshaft (504) and at least one of the crankcase bearing (506) and the at least one connecting rod (508, 510) to limit relative movement therebetween.

9. The engine (100) of claim 8, wherein the at least one connecting rod (508, 510) includes a pair of connecting rods (508, 510), and wherein the tapered ring (302, 402) is adapted to be positioned between the pair of connecting rods (508, 510) to limit relative movement therebetween.

-ίδιο. The engine (100) of claim 8, wherein the tapered ring (402) includes a Vshaped cross section.

11. The engine (100) of claim 8, wherein the tapered ring (302) further includes at least one wedge portion (322) adapted to slidably couple with respect to at least one of the first portion (304) and the second portion (306), the at least one wedge portion (322) adapted to vary an effective thickness (T) of the tapered ring (302).

12. A method of using a coupling mechanism (202) with an engine (100), the method comprising:

positioning at least one half ring (204) on a first side (514) between a crankshaft (504) and a crankcase bearing (506);

positioning a tapered ring (302,402) on a second side (516) between the crankshaft (504) and the crankcase bearing (506);

force fitting the tapered ring (302, 402) on the second side (516); biasing the crankshaft (504) toward the at least one half ring (204);

and limiting relative movement between the crankshaft (504) and the crankcase bearing (506).

13. The method of claim 12 further includes:

positioning a tapered ring (302, 402) between a pair of connecting rods (508,510);

force fitting the tapered ring (302, 402) between the pair of connecting rods (508, 510);

biasing each of the pair of connecting rods (508, 510) away from one another and toward the crankshaft (504); and limiting relative movement between each of the pair of connecting rods (508, 510) and the crankshaft (504).

14. The method of claim 13 further includes positioning at least one half ring (204) between the crankshaft (504) and the pair of connecting rods (508, 510).

15. The method of claim 13, wherein the force fitting further includes at least one of varying an effective diameter (D) of the tapered ring (402) using a locking mechanism (418) and varying an effective thickness (T) of the tapered ring (302) using a wedge portion (322) of the tapered ring (302).