CRANKSHAFT STUB CONSTRUCTION

Abstract

Vehicles, crankshaft assemblies for vehicles, and methods for connecting vehicle accessory components and crankshafts are provided. A vehicle comprises an engine configured to produce a linear motion output; a crankshaft configured to convert the linear motion output into rotary motion and terminating at one end with a tapered outer surface extending to a central surface; an annular ring having a proximal annular surface, a distal annular surface, an annular opening, and a tapered inner surface, the end of the crankshaft being received in the annular opening; and a fastener attached to the crankshaft that holds the annular ring against the tapered outer surface.

Description

INTRODUCTION

[0001] The technical field relates generally to crankshaft assemblies in vehicles and, more specifically, to the connection of the nose of the crankshaft to an accessory part such as a gear or pinion.

[0002] The crankshaft is one of the most important components of the internal combustion engine. It not only converts the linear motion of the piston into rotary motion at one end, but also drives the accessories mounted on its opposite front end. These accessories are typically mounted on a cylindrical surface of the crankshaft and clamped between a flat crankshaft shoulder and a bolt head.

[0003] Accordingly, it is desirable to provide crankshaft assemblies, vehicles, and methods for connecting crankshafts to accessory components that provide improved load isolation and reduce the mean crankshaft nose load. Furthermore, other desirable features and characteristics of the present disclosure will become apparent from the following description, taken in conjunction with the accompanying drawings and the foregoing introduction. DESCRIPTION

[0004] A vehicle includes an engine configured to produce a linear motion output; a crankshaft configured to convert the linear motion output into rotary motion and terminating at one end with a tapered outer surface extending to a center surface; an annular ring having a proximal annular surface, a distal annular surface, an annular opening, and a tapered inner surface, the end of the crankshaft being received in the annular opening; and a fastener attached to the crankshaft and holding the annular ring against the tapered outer surface.

[0005] In an exemplary embodiment of the vehicle, the crankshaft is formed with a cavity in the central surface; the fastener includes an abutment surface and an extension extending from the abutment surface; and the extension is received in and engaged with the cavity of the central surface.

[0006] In an exemplary embodiment of the vehicle, the crankshaft extends along an axis; the crankshaft is formed with a cavity in the central surface that extends along the axis to a cavity bottom; the cavity bottom defines a cavity plane perpendicular to the axis; and the cavity plane is located between the proximal ring surface and the distal ring surface.

[0007] In an exemplary embodiment of the vehicle, the crankshaft further includes an annular shoulder extending radially outward from the conical outer surface; and the annular shoulder is spaced from the proximal annular surface by a gap.

[0008] In an exemplary embodiment of the vehicle, the conical outer surface is formed with an angle of 2 degrees to 60 degrees.

[0009] In an exemplary embodiment of the vehicle, the crankshaft is formed with a cavity in the mid-surface; the proximal annular surface is spaced from the distal annular surface by an annular length; the fastener includes an abutment surface and an extension extending from the abutment surface to an extension end; the extension end is spaced from the abutment surface by an extension length; the extension is received in and engaged with the mid-surface cavity; and the extension length is less than the annular length.

[0010] In an exemplary embodiment of the vehicle, the ring opening at the proximal ring surface has a first diameter; the central surface has a second diameter; and the first diameter is at least 1.2 times the second diameter.

[0011] In an exemplary embodiment of the vehicle, the ring opening at the proximal ring surface has a first diameter; the central surface has a second diameter; and the first diameter is at least 1.5 times the second diameter.

[0012] In an exemplary embodiment of the vehicle, at least a portion of the conical outer surface and / or the conical inner surface is laser treated to form a hardened rough surface region.

[0013] In an exemplary embodiment, the vehicle further includes a friction disc located between the tapered outer surface and the tapered inner surface.

[0014] In one embodiment, a crankshaft assembly for a vehicle is provided and includes a crankshaft having a shaft portion with a shaft end and a nose portion located at the shaft end and having a distal nose surface formed with a cavity, and wherein the nose portion has a conical outer surface whose diameter increases in a proximal direction from the distal nose surface; an annular ring having a proximal ring surface, a distal ring surface, a ring opening, and a conical inner surface, wherein the ring opening extends from the proximal ring surface to the distal ring surface, wherein the ring opening is defined by the conical inner surface, and wherein the conical inner surface is configured to receive the conical outer surface of the nose portion;and a connecting element having a proximal abutment surface and an extension extending in the proximal direction from the proximal abutment surface, the extension being configured to be received and secured in the cavity of the nose portion to compress the annular ring between the conical outer surface of the nose portion and the proximal abutment surface of the connecting element;

[0015] In an exemplary embodiment of the crankshaft assembly, the crankshaft further includes an annular shoulder adjacent to the tapered outer surface; and the annular shoulder has a distal shoulder surface configured to be spaced from the proximal annular surface by a gap when the annular ring is compressed between the tapered outer surface of the nose portion and the proximal abutment surface of the connecting member.

[0016] In an exemplary embodiment of the crankshaft assembly, the tapered outer surface is formed with an angle of 2 degrees to 60 degrees.

[0017] In an exemplary embodiment of the crankshaft assembly, the tapered outer surface is formed with a first angle and the tapered inner surface is formed with a second angle equal to the first angle.

[0018] In an exemplary embodiment of the crankshaft assembly, the proximal annular surface is spaced from the distal annular surface by a ring length; the extension extends from the proximal abutment surface to an extension end; the extension end is spaced from the proximal abutment surface by an extension length; and the extension length is less than the annular length.

[0019] In an exemplary embodiment of the crankshaft assembly, the annular opening has a first diameter at the proximal annular surface; at the distal nose surface, the nose portion has a second diameter; and the first diameter is at least 1.5 times the second diameter.

[0020] In an exemplary embodiment of the crankshaft assembly, at least a portion of the tapered outer surface and / or the tapered inner surface is laser treated to form a hardened rough surface region.

[0021] In an exemplary embodiment, the crankshaft assembly further includes a friction disc configured to be compressed between the tapered outer surface and the tapered inner surface.

[0022] In one embodiment, a method for connecting a vehicle accessory to a crankshaft is provided. The method includes disposing an end of the crankshaft within an opening of the vehicle accessory component, the end of the crankshaft having a tapered outer surface extending to a central surface formed with a cavity, and the vehicle accessory component having a proximal surface, a distal surface, and a tapered inner surface defining the opening; inserting an extension of a fastener into the cavity, the fastener having an abutment surface; and tightening the fastener to contact the distal surface of the vehicle accessory component and urge the vehicle accessory component toward the tapered outer surface.

[0023] In an exemplary embodiment of the method, the tapered outer surface and / or the tapered inner surface is laser-treated and has a hardened rough surface portion; and / or the method further comprises disposing a friction shim between the tapered outer surface and the tapered inner surface prior to disposing the end of the crankshaft in the opening of the vehicle accessory component, wherein tightening the fastener to contact the distal surface of the vehicle accessory component and urge the vehicle accessory component toward the tapered outer surface comprises compressing the friction shim. DESCRIPTION OF THE CHARACTERS

[0024] The present disclosure will now be described in conjunction with the following figure, wherein like numerals indicate like elements and wherein: Fig. 1 is a schematic illustration of a vehicle having a crankshaft connected to an engine in accordance with exemplary embodiments of the present disclosure; Fig. 2 is an exploded view of the front end of the crankshaft and the connecting accessory component and fastener in accordance with exemplary embodiments of the present disclosure; Fig. 3 is a cross-sectional view of the front end of the crankshaft of Fig. 2 in accordance with exemplary embodiments of the present disclosure; Fig. 4 is a cross-sectional view of the accessory component of Fig. 2 in accordance with exemplary embodiments of the present disclosure; Fig. 5 is a cross-sectional view of the end of the crankshaft of Fig. 2 in accordance with exemplary embodiments of the present disclosure; Fig. 6 is a cross-sectional view of the connected crankshaft, accessory, and fastener in accordance with exemplary embodiments of the present disclosure; and Fig. 7 is a cross-sectional view of the connected crankshaft and accessory component showing a friction area at the interface therebetween in accordance with exemplary embodiments of the present disclosure. DETAILED DESCRIPTION

[0025] The following detailed description is merely exemplary and is not intended to limit the application and uses of the embodiments described herein. Furthermore, there is no intention to be bound by any express or implied theories presented in the preceding introduction and brief summary or the following detailed description.As used herein, the term “module” refers to any hardware, software, firmware, electronic control unit or component, processing logic and / or processor device, individually or in any combination, including without limitation: application specific integrated circuit (ASIC), an electronic circuit, a processor (common, dedicated or group) and memory executing one or more software or firmware programs, a combinational logic circuit and / or other suitable components that provide the described functionality.

[0026] Embodiments of the present disclosure may be described herein in terms of functional and / or logical block components and various processing steps. Such block components may be implemented by any number of hardware, software, and / or firmware components configured to perform the specified functions. For example, an embodiment of the present disclosure may utilize various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, or the like, that can perform a variety of functions under the control of one or more microprocessors or other control devices.Furthermore, those skilled in the art will appreciate that embodiments of the present disclosure may be used in connection with any number of automated driving systems, including cruise control systems, automated driver assistance systems, and autonomous driving systems, and that the vehicle system described herein represents merely one example embodiment of the present disclosure.

[0027] For the sake of brevity, conventional techniques and components related to mechanical vehicle components and other functional aspects of the system (and the individual operating components of the system) are not described in detail here. Furthermore, the connecting lines depicted in the various figures are intended to represent exemplary functional relationships and / or physical connections between the various elements. It should be appreciated that many alternative or additional functional relationships or physical connections may be present in an embodiment of the invention. It should also be understood that the figures are illustrative only and are not drawn to scale.

[0028] Furthermore, the following description refers to elements or features that are "connected" or "coupled" to one another. As used herein, "connected" may refer to one element / feature being directly connected (or directly communicating with) another element / feature, not necessarily mechanically. Likewise, "coupled" may refer to an element / component being directly or indirectly connected (or directly or indirectly communicating with) another element / component, not necessarily mechanically. However, it should be understood that although two elements may be described below as "connected" in one embodiment, in alternative embodiments, similar elements may be "coupled," and vice versa.Therefore, although the schematic representations shown herein depict exemplary arrangements of elements, in an actual embodiment additional intervening elements, devices, features, or components may be present.

[0029] The embodiments presented here relate to the connection of a crankshaft, in particular the front part or the rounding of the crankshaft, to an accessory part via a connecting element or a fastening element such as a screw.

[0030] The embodiments presented here provide isolation of the crankshaft shoulder from the load transmission path. This isolation is achieved by introducing a tapered outer surface at the distal end of the crankshaft portion and a reversely tapered inner surface in the accessory component. The axial movement of the accessory is restricted by the taper angle. Unlike conventional structures, the accessory does not contact or support the crankshaft shoulder. This isolation greatly reduces the mean stresses at the nose fillet sections.

[0031] Thus, the designs presented here eliminate the load transfer path along the crankshaft nose fillet. The load transfer path found in conventional assemblies often results in higher average loading on the crankshaft head. In conventional designs, the accessories are mounted on the typical cylindrical surfaces of the crankshaft and are clamped between the flat crankshaft shoulder and the bolt head, creating a load path that leads to high stresses in the crankshaft fillet area. Such stresses are avoided here.

[0032] With reference to the drawings, in which like reference numbers correspond to the same or similar components in the several views, Fig. 1 shows a schematic representation of a vehicle 10. Embodiments are described herein with reference to the vehicle 10 as an exemplary application. As such, it should be readily understood that Fig. 1 is merely an exemplary application by which the present embodiments may be incorporated and practiced, that is, the subject matter is not limited to the particular configuration of Fig. 1 limited.

[0033] Vehicle 10 may be any number of different vehicle types, such as a sedan, station wagon, truck, or sport utility vehicle (SUV), and may be equipped with two-wheel drive (2WD), four-wheel drive (4WD), or all-wheel drive (AWD). In various embodiments, vehicle 10 may include any one or a combination of different engine types, such as a gasoline or diesel internal combustion engine, a flex-fuel vehicle (FFV) engine (i.e., using a mixture of gasoline and alcohol), or a hybrid vehicle.

[0034] As shown, the vehicle 10 includes an engine system 12, driven wheels 14 and wheels 16, and a crankshaft 100. The engine system 12 generates linear motion, which the crankshaft converts into torque to drive the driven wheels 14 and optionally the wheels 16. The engine system 12 includes an internal combustion engine 18 connected to a transmission 20. The internal combustion engine 18 has an intake manifold 22 and a throttle body 24. Airflow into the intake manifold 22 is controlled by the throttle body 24. The airflow from the intake manifold 22 and fuel from a fuel pump 26 are ignited in a plurality of cylinders 28 by an ignition system 30. A valve train 32 helps, among other things, to regulate the combustion in the cylinders 28. The combustion in each of the cylinders 28 drives a piston 34, which causes the crankshaft 100 to rotate.Although spark-ignition internal combustion engines are described, the embodiments described herein also apply to diesel engines and other sparkless and throttleless compression ignition engines.

[0035] A timing gear 38 is connected to the crankshaft 100. The timing gear 38 includes a plurality of timing teeth 40, each of which individually corresponds to the respective crankshaft positions. In some embodiments, the timing gear 38 includes sixty timing teeth 40. Thus, each timing tooth 40 corresponds to approximately six degrees of crankshaft rotation. It is also appreciated that the number of timing teeth 40 on the timing gear 38 and the crankshaft revolution per tooth 40 may vary.

[0036] In Fig. 2, the crankshaft 100 is described in more detail. In particular, the connection of one end 102 of the crankshaft to a vehicle accessory 200 is shown. Such a connection may be made with a connecting element 300 or a fastening element 300.

[0037] As in Fig. 2, the crankshaft 100 includes a shaft portion 110 and a nose portion 120. The shaft portion 110 extends along and defines an axis 99. As shown, the shaft portion 110 extends in a distal direction 91 along the axis 99 and terminates at a shaft end 112.

[0038] The shaft end 112 is configured for connection to the nose portion 120. In certain embodiments, the nose portion 120 may be formed integrally with the shaft end 112 of the shaft portion 110.

[0039] In Fig. 2, the nose portion 120 extends in the distal direction 91 from a proximal end surface 121 to a distal nose surface 122. In exemplary embodiments, the distal nose surface 122 is circular. As further illustrated, the nose portion 120 has an outer surface 123 that extends in the proximal direction 92 from the distal nose surface 122 to an annular shoulder 124. In particular, the outer surface 123 extends in the proximal direction 92 from the distal nose surface 122 to an annular distal shoulder surface 125 of the annular shoulder 124.

[0040] The outer surface 123 may be tapered. For example, the outer surface 123 may be conical. As illustrated, the diameter of the nose portion 120 increases from the distal nose surface 122 to the annular shoulder 124. In certain embodiments, the increase in diameter from the distal nose surface 122 to the annular shoulder 124 is linear.

[0041] In certain embodiments, the end 102 of the crankshaft 100 is defined by the outer surface 123 and the distal nose surface 122, which may be identified as a central surface 122 surrounded by the outer surface 123. As shown, a cavity 126 is formed in the distal nose surface 122, which extends into the nose portion 120 in the proximal direction 92, i.e., toward the proximal end surface 121. The cavity 126 may be formed by a threaded sidewall 127.

[0042] In exemplary embodiments, the annular distal shoulder surface 125 is perpendicular to the axis 99, the proximal end surface 121 is perpendicular to the axis 99, and the distal nose surface 122 is perpendicular to the axis 99. As shown, the annular shoulder 124 has an outer side surface 128. In exemplary embodiments, the outer side surface 128 is cylindrical and centered about the axis 99.

[0043] As in Fig. 2, the vehicle accessory part 200 is ring-shaped and is referred to as a ring 200. The vehicle accessory component 200 may be a gear, a pinion, or other component configured to be rotatable through a connection to the crankshaft 100.

[0044] The annular ring 200 extends in the distal direction 91 from a proximal end surface 201 to a distal end surface 202. In certain embodiments, the proximal end surface 201 and the distal end surface 202 are parallel and perpendicular to the axis 99. As illustrated, the annular ring 200 has an outer side surface 203. In exemplary embodiments, the outer side surface 203 is cylindrical. In certain embodiments, the outer side surface 203 is centered on the axis 99.

[0045] As shown, the ring 200 is provided with an opening 210. The opening 210 extends in the proximal direction 92 from the distal end surface 202 to the proximal end surface 201, increasing in diameter as shown and described in the following figures.

[0046] In Fig. 2, the fastener 300 is illustrated as a threaded bolt. As illustrated, the fastener 300 includes a head 301 having a distal end surface 302. The head 301 extends in the proximal direction 92 from the distal end surface 302 to a proximal abutment surface 303. As further illustrated, the fastener 300 includes an extension 304 extending along the axis 99 from the proximal abutment surface 303 to an extension end 305. The extension 304 has a shoulder side surface 306 that may be threaded. In addition, the head 301 has an outer side surface 307 configured to be gripped by a tool. The outer side surface 307 may, for example, be hexagonal as illustrated.

[0047] As from Fig. 2, the nose portion 120 of the crankshaft 100 is received on and secured to, or formed integrally with, the shaft portion 110 of the crankshaft 100. Furthermore, the ring 200 is received on the outer surface 123 of the nose portion 120. In other words, the nose portion 120 is inserted into the opening 210 of the ring 200. Also, the extension 304 is inserted through the opening 210 into the ring 200 and into the cavity 126. In exemplary embodiments, the threads on the extension 304 mate with the threads on the sidewall 127 of the cavity 126 so that the fastener 300 can be tightened, i.e., in the proximal direction 92.

[0048] During tightening, the proximal abutment surface 303 of the fastener 300 contacts the distal end surface 202 and exerts a force on the ring 200 in the proximal direction. Furthermore, the threaded engagement between the extension 304 and the cavity 126 pulls the nose portion 120 in the distal direction 91. As a result, the fastener 300 secures the nose portion 120 and the ring 200 together.

[0049] In the Fig. 3 to 6 show cross-sectional views of the individual components and the assembled nose portion 120, ring 200 and closure 300.

[0050] In Fig. 3 shows a part of the crankshaft 100. In Fig. Figure 3 illustrates the connection between the shaft portion 110 and the nose portion 120. In particular, the shaft end 112 of the shaft portion 110 contacts the proximal end surface 121 of the nose portion 120. As already mentioned, the shaft portion 110 and the nose portion 120 may be integral, i.e., consist of one piece.

[0051] Fig. 3 shows that the cavity 126 is formed with a side wall 127 which extends in the proximal direction 92 from the distal nasal surface 122 to a cavity floor 228.

[0052] Fig. 3 also shows that the distal nasal surface 122 or the central surface 122 has an outer diameter 129 at the interface with the outer surface 123.

[0053] As in Fig. 3, the outer surface 123 forms opposing linear cross-sections that intersect to form an angle 191. In other words, the outer surface 123 is shaped as a conical section around the angle 191 or tapers around the angle 191. In exemplary embodiments, the angle 191 is between 2 and 60 degrees. For example, the angle 191 can be at least 2, at least 3, at least 4, at least 5, at least 10, at least 15, at least 20, at least 25, at least 30, at least 35, or at least 40 degrees. Additionally, the angle 191 can be at most 60, at most 55, at most 50, at most 45, at most 40, at most 35, or at most 30 degrees.

[0054] Fig. Figure 4 shows the accessory 200. As shown, the proximal end surface 201 and the distal end surface 202 are spaced apart by an axial length 204. In certain embodiments, the axial length 204 is greater than the axial length 309 of the extension 304 of the fastener 300.

[0055] Furthermore, the proximal end surface 201 extends radially outward over a distance 205 from the opening side wall or inner surface 211 to the outer side surface 203. Likewise, the distal end surface 202 extends radially outward over a distance 206 from the opening side wall or inner surface 211 to the outer side surface 203.

[0056] The opening 210 has a major diameter 207 at the proximal end surface 201. In exemplary embodiments, the major diameter 207 is between 25 mm and 80 mm. For example, the major diameter 207 may be at least 25 mm, such as at least 30 mm, at least 35 mm, at least 40 mm, at least 45 mm, at least 50 mm, at least 55 mm, at least 60 mm, at least 65 mm, or at least 70 mm. The major diameter 207 may also be at most 80 mm, such as at most 75 mm, at most 70 mm, at most 65 mm, at most 60 mm, at most 55 mm, at most 50 mm, at most 45 mm, at most 40 mm, at most 35 mm, or at most 30 mm.

[0057] The opening 210 has a diameter 208 at the distal end surface 202. In exemplary embodiments, the diameter 208 is between 20 mm and 75 mm. For example, the diameter 208 may be at least 20 mm, such as at least 25 mm, at least 30 mm, at least 35 mm, at least 40 mm, at least 45 mm, at least 50 mm, at least 55 mm, at least 60 mm, at least 65 mm, or at least 70 mm. The diameter 208 may also be at most 75 mm, such as at most 70 mm, at most 65 mm, at most 60 mm, at most 55 mm, at most 50 mm, at most 45 mm, at most 40 mm, at most 35 mm, or at most 30 mm.

[0058] As in Fig. 4, the inner surface 211 forms opposing linear cross-sections that intersect to form an angle 215. In other words, the inner surface 211 is shaped as a conical section around the angle 215 or tapers around the angle 215. In exemplary embodiments, the angle 215 is between 2 and 60 degrees.

[0059] For example, angle 215 may be at least 2, at least 3, at least 4, at least 5, at least 10, at least 15, at least 20, at least 25, at least 30, at least 35, or at least 40 degrees. Furthermore, angle 215 may be at most 60, at most 55, at most 50, at most 45, at most 40, at most 35, or at most 30 degrees. In exemplary embodiments, angle 215 is equal to angle 191.

[0060] Fig. 5 shows the fastening element 300. As shown, the abutment surface 303 extends radially outward from the extension surface 306 to the outer side surface 307 and has a radial length 308. Furthermore, the extension 304 extends from the abutment surface 303 to the extension end 305 and has an axial length 309. The distal end surface 302 and the proximal abutment surface 303 can each be perpendicular to the axis 99 and parallel to each other.

[0061] With cross-reference to Fig. 6 and Fig. 3-5, the engagement of the assembled nose portion 120, ring 200, and fastener 300 is described. As shown, the nose portion 120 of the end 102 of the crankshaft 100 is received in the opening 210 of the accessory 200. Furthermore, the extension 304 of the fastener 300 is received in the opening 210 of the accessory 200 and in the cavity 126 of the nose portion 120.

[0062] The threaded engagement or other suitable engagement is used to tighten the extension 304 and draw it into the cavity 126. As a result, the distal end surface 202 contacts the abutment surface 303 and the nose portion 120 is drawn into the opening 210.

[0063] The outer surface 123 of the nose portion 120 and the inner surface 211 of the opening 210 form a connecting interface 400. At the interface 400, the conical outer surface 123 of the crankshaft 100 and its counterpart, the conical inner surface 211 of the accessory part 200, block and restrict the axial movement of the crankshaft.

[0064] As shown, after tightening the fastener 300, the annular distal shoulder surface 125 of the shoulder 124 of the nose portion 120 is separated from the proximal end surface 201 of the accessory 200 by a gap 500 having an axial distance 501. In exemplary embodiments, the axial distance 501 may be between 1 mm and 10 mm. For example, the axial distance 501 may be at least 1 mm, at least 1.5 mm, at least 2 mm, at least 3 mm, at least 4 mm, at least 5 mm, at least 6 mm, at least 7 mm, or at least 8 mm. The axial distance 501 may also be at most 10 mm, such as at most 9.5 mm, at most 9 mm, at most 8 mm, at most 7 mm, at most 6 mm, at most 5 mm, at most 4 mm, at most 3 mm, or at most 2 mm.

[0065] Furthermore, after tightening the fastener 300, the distal end surface 202 is separated from the proximal abutment surface 303 by a gap 600 having an axial distance 601. In exemplary embodiments, the axial distance 601 may be between 1 mm and 10 mm. For example, the axial distance 601 may be at least 1 mm, at least 1.5 mm, at least 2 mm, at least 3 mm, at least 4 mm, at least 5 mm, at least 6 mm, at least 7 mm, or at least 8 mm. The axial distance 601 may also be at most 10 mm, such as at most 9.5 mm, at most 9 mm, at most 8 mm, at most 7 mm, at most 6 mm, at most 5 mm, at most 4 mm, at most 3 mm, or at most 2 mm.

[0066] Since there is no contact between the nose portion 120 of the crankshaft 100 and the proximal end surface 201 of the accessory 200, no bending stress is applied to the accessory 200. In other words, because of the presence of the gap 500, the accessory 200 does not provide structural support for the crankshaft shoulder 124.

[0067] As a result of the connection of Fig. 6, the crankshaft nose is isolated from the load transmission path. Furthermore, fatigue strength is increased compared to conventional designs because the average stress is reduced. The torque capacity of the connection is also higher than with conventional designs. The torque capacity of the connection between the crankshaft 100 and the accessory part 200 can be calculated, for example, using the following equation: T=Fμ2 sinα(D3−d3D2−d2) where T is the torque capacity, F is the tension force, µ is the friction coefficient, D is the large diameter (diameter 207), d is the small diameter (diameter 129), and α is the cone angle (angle 191 or angle 215).

[0068] While various lengths, pitches, and angles are described here, the taper angle, major and minor diameters can be varied to meet desired packing requirements and torque capacities.

[0069] As in Fig.As shown in Figure 7, a friction region 800 is present at interface 400 to increase the coefficient of friction. Friction region 800 may, for example, be formed on outer surface 123 or inner surface 211, or both. For example, outer surface 123 or inner surface 211, or both, may be laser-treated to form a hardened, rough surface. Alternatively or additionally, friction region 800 may be formed by a friction pad. In particular, friction region 800 may be made of a thin metal, e.g., 0.1 millimeters thick, and coated with a diamond dust slurry.

[0070] Although at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be understood that a wide number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing summary and detailed description are intended to provide one skilled in the art with a convenient guide for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes in the function and arrangement of elements may be made without departing from the scope of the disclosure as set forth in the appended claims and their legal equivalents.

Claims

[1] A vehicle comprising: a motor configured to produce a linear motion output; a crankshaft configured to convert the linear motion output into rotary motion, and terminating at one end with a tapered outer surface extending to a central surface; an annular ring having a proximal annular surface, a distal annular surface, an annular opening, and a tapered inner surface, the end of the crankshaft being received in the annular opening; and a fastener attached to the crankshaft that holds the ring against the tapered outer surface. [2] Vehicle according to claim 1, wherein: the crankshaft is provided with a cavity in the central surface; the fastener has a contact surface and an extension extending from the contact surface; and the extension is received in the cavity of the central surface and engages with it. [3] A vehicle according to claim 1, wherein: the crankshaft extends along an axis; the crankshaft is provided with a cavity in the central surface which extends along the axis to a cavity bottom; the cavity floor defines a cavity plane perpendicular to the axis, and the cavity plane is located between the proximal ring surface and the distal ring surface. [4] A vehicle according to claim 1, wherein: the crankshaft further comprises an annular shoulder extending radially outward from the conical outer surface; and the ring shoulder is spaced from the proximal ring surface by a gap. [5] The vehicle of claim 1, wherein the conical outer surface is formed at an angle of 2 degrees to 60 degrees. [6] Vehicle according to claim 1, wherein: the crankshaft is provided with a cavity in the central surface; the proximal ring surface is spaced from the distal ring surface by one ring length; the fastener comprises a contact surface and an extension extending from the contact surface to an extension end; the extension end is one extension length away from the abutment surface; the extension is received in and engaged with the cavity of the central surface; and the extension length is smaller than the ring length. [7] A vehicle according to claim 1, wherein: on the proximal ring surface, the ring opening has a first diameter; the central surface has a second diameter; and the first diameter is at least 1.5 times the second diameter. [8] The vehicle of claim 1, wherein at least a portion of the conical outer surface and / or the conical inner surface is laser treated to form a hardened rough surface region, and / or wherein the vehicle further comprises a friction disc disposed between the conical outer surface and the conical inner surface. [9] A method of connecting a vehicle accessory to a crankshaft, the method comprising: Placing one end of the crankshaft in an opening of the vehicle accessory component, wherein the end of the crankshaft has a tapered outer surface extending to a central surface formed with a cavity, and wherein the vehicle accessory component has a proximal surface, a distal surface, and a tapered inner surface defining the opening; Inserting an extension of a fastener into the cavity, the fastener having a contact surface; and Tighten the fastener to contact the distal surface of the vehicle accessory component and compress the vehicle accessory component toward the tapered outer surface. [10] The method of claim 9, wherein: the tapered outer surface and / or the tapered inner surface is laser-treated and has a hardened rough surface area; and / or the method further comprises disposing a friction washer between the tapered outer surface and the tapered inner surface prior to disposing the end of the crankshaft in the opening of the vehicle accessory component, wherein tightening the fastener to contact the distal surface of the vehicle accessory component and urge the vehicle accessory component toward the tapered outer surface comprises compressing the friction washer.

Images