Relevant bibliographies by topics / Cranks and crankshafts Vibration

Academic literature on the topic 'Cranks and crankshafts Vibration'

Author: Grafiati
Published: 10 December 2022
Last updated: 30 January 2023

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Journal articles on the topic "Cranks and crankshafts Vibration"

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Rajendran, S., and M. V. Narasimhan. "Effect of Inertia Variation Due to Reciprocating Parts and Connecting Rod on Coupled Free Vibration of Crankshaft." Journal of Engineering for Gas Turbines and Power 119, no. 1 (January 1, 1997): 257–63. http://dx.doi.org/10.1115/1.2815557.

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The inertia due to reciprocating parts and connecting rods, as felt by the crankshaft, varies with the crank angle. The effect of inertia variation on torsional free vibration of crankshafts has been studied extensively. In this paper, the effect on combined torsional and bending free vibrations is examined. Single-cylinder engine crankshaft geometry is considered for the study. The results indicate that the inertial coupling, introduced by the reciprocating parts and connecting rod, significantly influences the free vibration characteristics, particularly when the natural frequencies of the crankskahft are closely spaced. The results suggest that, under such conditions, modeling the crankshaft as a pure torsional system would involve considerable error.
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Yamanin, Alexander Ivanovich, and Vladimir Anatoljevich Zhukov. "On problem of calculating longitudinal vibrations of piston engine crankshaft." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2021, no. 4 (November 30, 2021): 75–83. http://dx.doi.org/10.24143/2073-1574-2021-4-75-83.

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One of the initial stages of calculating the crankshaft longitudinal vibrations is developing an oscillatory system model, which includes the determination of longitudinal pliability (rigidity) of elastic sections. If it is impossible to determine the pliability experimental, the empiric formulas or the final element method (FEM) are used. There are given the values of crank longitudinal pliability of the crankshafts of different marine engine types found by using the formulas of L. Gugliemotti – R. Machciotta, P. Draminsky, E. Y. Gorbunov, S. F. Dorey, N. S. Skorchev, V. S. Stoyanov, etc. It is shown that the calculation results obtained from these formulas for the same engine significantly differ; therefore, the choice of one or another empirical formula for practical calculations is difficult. The preference of using FEM for determining the longitudinal (axial) compliance of cranks and other areas with complex geometric shapes has been proven. The possibility of its application is also shown to determine the longitudinal disturbing force as the reaction of the crankshaft support against the action of the radial force exerted to the connecting rod journal. It is proposed to use, along with empirical formulas, regression equations connecting the longitudinal compliance of the cranks with a significantly larger number of their design dimensions.
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Pietrykowski, K., and M. Biały. "Multibody analysis of the opposed-piston aircraft engine vibrations." Journal of Physics: Conference Series 2130, no. 1 (December 1, 2021): 012005. http://dx.doi.org/10.1088/1742-6596/2130/1/012005.

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Abstract One of the characteristic features of piston engines are vibrations caused by the pistons moving in the cylinders. During the engine design process, it is necessary to determine the level of vibration that can occur in the engine. This is especially important for aircraft engines. Due to the minimization of the weight of the aircraft, it is necessary to limit the factors that may cause damage to the structure. One of these factors is engine vibration, which can cause resonance and, consequently, a dangerous stress concentration. Long-term action of variable loads may also lead to the formation of fatigue cracks. The article presents the results of a multibody analysis of an opposed-piston diesel engine. It is a two-stroke three-cylinder aircraft engine. The engine has two crankshafts and six pistons that run opposite each other, but the rotation of the shafts is shifted in phase 14°. Engine vibration will also be caused by crankshafts which, to reduce weight, are not equipped with counterweights. The calculation results are presented in the form of time courses of forces and displacements on the engine supports and FFT analysis of the vibration velocity. The results show that the maximum vibration velocity is 7 mm/s and occurs at a frequency of 140 Hz, which corresponds to twice the rotational speed of the crankshafts. The results obtained from the tests allow for the selection of the flexible elements used in the real prototype engine supports.
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Li, Hongxi, Chusheng Liu, Ling Shen, and Lala Zhao. "Vibration Characteristics of an Industrial-Scale Flip-Flow Screen with Crank-Link Structure and Parameters Optimization." Shock and Vibration 2021 (September 27, 2021): 1–16. http://dx.doi.org/10.1155/2021/2612634.

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Flip-flow screens are increasingly used in the processing of fine wet coal. In this work, the vibration characteristics of an industrial-scale flip-flow screen with crank-link structure (FFSCLS) were investigated theoretically and experimentally. An improved kinematic model of FFSCLS was proposed and experiments are carried out to verify the reasonability. The effects of the key parameters of the eccentricity of the crankshaft, the rotational speed of the crankshaft, and the tension length of the screen surface on the vibration characteristics of the screen were investigated parametrically. The results show that the kinematic model can describe the vibration characteristics of screen perfectly with the maximum error between the theoretical and experimental results being within 6.96%. Moreover, the key parameters of the eccentricity of the crankshaft, the rotational speed of the crankshaft, and the tension length of the screen surface have significant effects on the vibrations of the screen body and screen surface. These parameters should be optimized to achieve maximum screening performance of the FFSCLS. This work should be useful for optimal design and efficient operation of the flip-flow screen.
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Yamanin, A. I. "Determining the Axial Force in the Calculation of Axial Vibrations of the Piston Engine Crankshaft." Proceedings of Higher Educational Institutions. Маchine Building, no. 3 (744) (March 2022): 60–65. http://dx.doi.org/10.18698/0536-1044-2022-3-60-65.

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When calculating the axial vibrations of the piston engine crankshaft, the finite element method is preferable choice for determining the longitudinal (axial) disturbing force of the cranks. The article considers a practical way of finding it as a reaction of body parts to the loading of the crank by radial force. In contrast to calculations using empirical formulas, the proposed method allows taking into account tangential forces when determining the longitudinal compliance. The article shows the appropriateness of calculating the longitudinal vibrations of a full-size crankshaft of a piston engine by the finite element method in the Explicit formulation due to its informativeness.
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Lei, Xuan Yang, Gui Cai Zhang, Xi Geng Song, Jin Chen, and Guang Ming Dong. "Modeling and Analyzing of Vibration in Working Crankshaft with Cracks." Key Engineering Materials 293-294 (September 2005): 401–8. http://dx.doi.org/10.4028/www.scientific.net/kem.293-294.401.

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In this paper, a simplified finite element model of the cracked crankshaft is proposed, and a new method for simulating the nonlinear vibration of operating crankshaft with several cracks is presented. For crankshaft, cracks occur frequently in the parts of crankpin-web fillet region and the edge of oil aperture because of fatigue or damage. According to the characteristic of those cracks, the cracked parts are modeled by the corresponding cracked spatial finite elements respectively, and two cracked elements are discussed in this study. The other, un-cracked, crankshaft parts are modeled by spatial Timoshenko beam elements. Flywheel and front pulley are simplified as lumped mass elements, and main bearings are simulated by equivalent linear springs and dashpots. In order to find the dynamic response of crankshaft-bearing system, a right-handed rotating coordinate system attached to crankshaft is applied. Based on the proposed finite element model, the breathing behavior of cracks in operating crankshaft is studied, and the nonlinear motion equation with variational stiffness is formed. Finally, a four-in-line crankshaft is taken as an example, and its vibration response corresponding to different kinds of crack are calculated and analyzed. Some conclusions are drawn, and a foundation is laid for diagnosing crack fault of crankshaft.
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Guo, Rong, Shuai Han, Meng-Jia Wang, and Chong Cao. "Electric motor-based crankshaft stop position control to suppress range extender start vibration in electric vehicle." Journal of Low Frequency Noise, Vibration and Active Control 37, no. 3 (July 3, 2017): 422–42. http://dx.doi.org/10.1177/0263092317711598.

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Range-extended electric vehicles have the most complex noise and vibration problems since certain control strategies often make range extenders (REs) shut down or restart for the sake of better fuel consumption. This paper deals with this uncomfortable riding experience, especially during the range extender start phase. A control-oriented nonlinear model for the start–stop vibration analysis, including range extender mount system, engine–clutch–motor shaft system, engine inertia torque and force, engine friction torque, engine gas torque, engine manifold pressure, electric motor torque, and range extender controller, is thus built. In the developed model, a new estimation method for gas torque is proposed, where the initial crank angle is considered and the relevant equations are simplified. The method has proven to predict gas torque accurately without using a complex calculation process. According to the developed model, the active control method, crankshaft stop position control (CSPC) has been proposed. The crankshaft stop position is analyzed as well as the crankshaft movement with different speeds at top dead center is discussed, which lead to the design of the target curves for crankshaft movement during the stop phase. Based on the set-up model, CSPC is finally applied through the cascade control of the motor to evaluate the control effectiveness. The simulation outcomes demonstrate that CSPC can help the crankshaft to finally stop at the optimal initial crank angle, which effectively lessens the vibration in the next start phase.
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Shao, Yi Min, and Liang Hua Wan. "Simulation on Vibration of Engine Crank-Connecting Rod Mechanism with Manufacturing Errors Using ADAMS." Applied Mechanics and Materials 34-35 (October 2010): 1088–91. http://dx.doi.org/10.4028/www.scientific.net/amm.34-35.1088.

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The present study investigates the dynamic response of single-cylinder reciprocating engines. In particular, simplified models of the crank-connecting rod mechanism are examined, which take into the flexibility of the crankshaft. Crankshaft, connecting rod and piston are major parts of the crank-connecting rod mechanism, and their size, mass, centroid location parameters are required precisely in manufacturing process. However, manufacturing error cannot be avoided completely in practical manufacturing process, and it would lead to different vibration performance of engine. Therefore, understanding the effect of manufacturing error on the vibration performance of engine is the aim of this paper. In order to obtain dynamic characteristics of engine, both rigid and flexible body dynamics simulation were done by using software ADAMS.
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Li, Chao, Yang Yu, and Man Zhao. "Analysis of Loads at Crankshaft Bearing for Scroll Compressor." Applied Mechanics and Materials 160 (March 2012): 42–46. http://dx.doi.org/10.4028/www.scientific.net/amm.160.42.

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According to the tangential force of crank pin approximately for radial force four times, between the radial gas force Fr and tangential gas force Ft acting on the orbiting scroll, the radial force is invariableness with the spindle rotation angle, but tangential force Ft with the spindle rotation angle changes, and in the discharge angle θ* at maximum. As a result of our comprehensive analyses to loads at crankshaft bearing of the scroll compressor as well as installation angle of the counter weight and mass of the counterweight, it is concluded that the imbalance residual quantity of the crank pin tangential force effects on crankshaft bearing and radial force acting on the crank pin, which results from gas force of orbiting scroll, is balanced, and the vibration of the scroll compressor is decreased. This paper puts forward a set of formulas, which are derived based on analysis of the loads at crankshaft of scroll compressor. The formulas can be used to determine the parameters of installation angle of the counterweight and the force of loads at crankshaft for scroll compressor.
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Nehme, H., N. G. Chalhoub, and N. Henein. "Development of a Dynamic Model for Predicting the Rigid and Flexible Motions of the Crank Slider Mechanism." Journal of Engineering for Gas Turbines and Power 120, no. 3 (July 1, 1998): 678–86. http://dx.doi.org/10.1115/1.2818199.

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A continuous model is developed to predict the rigid and flexible motions of the piston assembly/connecting rod/crankshaft mechanism for a single cylinder engine. The model accounts for the torsional vibration and the out-of-plane transverse deformation of the crankshaft along with the out-of-plane transverse deformation of the connecting rod. The eigenvalue problem of the crankshaft, including the counterweights, the flywheel, and the crank gear, is solved to obtain the analytical expressions for the elastic modes of the crankshaft. The resulting mode shapes are then used in the assumed modes method to approximate the structural flexibility terms. The differential-algebraic equations of motion are obtained by implementing the Lagrange principle. The digital simulation results illustrate the role played by the topological nonlinearities inherent in the system and reveal the relationships with which the rigid and flexible motions of the crank-slider mechanism would interact.
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Dissertations / Theses on the topic "Cranks and crankshafts Vibration"

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Andruet, Raul Horacio. "Behavior of a cracked shaft during passage through a critical speed." Thesis, This resource online, 1991. http://scholar.lib.vt.edu/theses/available/etd-11242009-020021/.

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Klos, Gerhard P. J. "The development of a process for the radius hardening of diesel engine crankshaft journals." Thesis, Cape Technikon, 1992. http://hdl.handle.net/20.500.11838/2231.

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Thesis (M. Diploma (Mechanical Engineering))--Cape Technikon, 1992.
Radius hardening on journals of forged steel Diesel engine crankshafts is performed in order to increase fatigue life characteristics. This requirement may be necessary if the demands for engine power are to be increased, but where the existing crankshaft design is close to its fatigue limit, such that an increase in loading will cause it to'fail. Induction hardening of journal radii changes the make-up of the material from a coarse to a fine crystalline structure which alters the features of crack propagation. As a consequence of this higher loads can be applied onto the crankshaft without ultimately resulting in catastrophic material failure. Extending the induction hardened zone from the bearing surfaces into the radii of journals, culminates in process difficulties which are not experienced in non-radius hardened Hardening of journal radii induces crankshafts. as well as releases stresses in the crankshaft webs. This results in a deformation of the crankshaft which can be measured in the form of journal runout. Such a problem cannot be overcome by straightening the crankshafts in order to reduce runout, since this will cause Straightening hand induces the radii to crack once hardened. in the unhardened state on the other stresses which will be released again after hardening. This results in an increase in runout. High runout indicates that stresses have been induced into the crankshaft material. This is undesirable since this will make critical manufacturing processes such as grinding, governing of journal lengths, uncontrollable. It can furthermore result in creep of the crankshaft long after the manufacturing date. This results in crankshaft deformation, noticeable through an increase in runout. Since the crankshaft cannot be straightened after hardening, the consequence is that it will be unusable. The process must therefore be developed in such a manner, that all variables which can contribute towards stress induction resulting in journal 'runout, must be investigated and resolved.
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Ismail, Fareed. "Variable Stroke Crank Shaft for an Internal Combustion Engine." Thesis, Cape Peninsula University of Technology, 2012. http://hdl.handle.net/20.500.11838/1279.

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Thesis submitted in fulfilment of the requirements for the degree of Master of Technology in Mechanical Engineering in the Faculty of Engineering at the Cape Peninsula University of Technology, 2012
Our planet is continuously being depleted of its natural resources leading to a need to conserve energy and the environment. One of the major energy consumers is the conventional internal combustion engine. Many attempts have been made to make these conventional internal combustion engines more efficient focussing mostly on the combustion side of the engine. The focus of this study is on the modification of the reciprocating and rotating components of the sub-assembly of a conventional internal combustion engine. An in-depth review was carried out on the fundamentals of spark ignition internal combustion engines and savings on fuel consumptions. A prototype single piston internal combustion engine was developed that can adjust its stroke length. Lengthening or shortening the stroke and simultaneously extending or retracting the connecting rod’s travel distance, allows the internal combustion engine to function very efficiently consequently reducing the free space between the piston and cylinder head at TDC position. This allows the internal combustion engine to alter its power capability on demand whilst maintaining relatively high compression efficiency. The method of altering the stroke length is achieved by manipulating gears situated internally and externally of the engine sub-assembly. The control of these eccentric gears lowers or lifts the crankshaft in a radial motion. The eccentrics also control the automatic extension or retraction of the connecting rod’s travel distance. The externally concentric gears control the mechanism that allows the internal combustion engine to change its capacity easily as adapted for automation. This study does not extend into the automation issues of the external mechanism. The prototype engine that was built could not endure vigorous testing and it failed after running for a short while. The primary focus had been on the kinematics of the engine mechanism – and to show whether the idea was feasible. The engine passed the kinematics test but failed possibly due to dynamic loads. Investigating this requires measuring instantaneous temperatures from which peak pressures can be deduced. This was not done because it was outside the scope of the project.
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Ducheček, Martin. "Čtyřválcový řadový vznětový motor s excentrickým klikovým mechanismem pro užitková vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-232116.

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The purpose of this thesis is to evaluate the influence of eccentricity of crank mechanism to the force between the piston and the cylinder liner for appointed crank mechanism. Furthermore the influence of eccentricity to balancing crankshaft is verified and for selected value of eccentricity is realized balance. For the construction check was realized stress analysis of crank mechanism included torsion vibration.
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Nikolaychuk, Yaroslav. "Čtyřválcový vznětový motor pro užitková vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2018. http://www.nusl.cz/ntk/nusl-377457.

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The diploma thesis focuses on the design of the crankshaft for a four-cylinder diesel engine for commercial vehicles, the main task of this work are the design configuration of the crankshaft balance inertia forces and torques at the crank mechanism, drawing documentation crankshaft design strength check considering torsional vibration.
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Steigl, Vladimír. "Čtyřválcový zážehový motor s vypínáním válců." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2017. http://www.nusl.cz/ntk/nusl-318839.

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The aim of this diploma thesis is design of configuration and balancing of crankshaft which is determined for four-cylinder gasoline engine. The thesis investigates kinematics, dynamics and possible ways of balancing the inertial forces and moments of the rotating and sliding parts of the central crank mechanism. Subsequently, the 3D CAD model is designed according to the presented drawing. It is transformed into a spare torsion system, from which the calculations of its own and forced torsional vibrations are based. The proposed 3D CAD model is then spatially transmitted in the FEA software Ansys Workbench and modified (boundary conditions, etc.) in the FEA software Ansys Mechanical APDL so that it can be calculated according to the selected LSA method. From the selected results of the LSA method, the crankshaft safety factor against fatigue damage is calculated.
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Švarc, Marek. "Pětiválcový vznětový motor pro užitková vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2017. http://www.nusl.cz/ntk/nusl-318711.

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The aim of this diploma thesis is the design of the configuration and the method of balancing the crank mechanism with the specified parameters. For a particular configuration, a crankshaft drawing is processed and a strength analysis, considering the crankshaft torsional vibrations is performed in Ansys FEM software. At the end of the thesis, an ideological design of the torsional vibration damper and its effect on the crankshaft stress in the Ansys FEM software is performed.
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Pulava, Oleksandr. "Šestiválcový vznětový motor pro užitková vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2018. http://www.nusl.cz/ntk/nusl-378397.

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The aim of this diploma is to design a crankshaft for a six-cylinder commercial vehicle, which is one of the unified motors. The main parts are the design of the crankshaft configuration, the crankshaft balancing method for forces and moments, the crankshaft design documentation, and the crankshaft strength verification. The design of torsional vibration damping characteristics is also made and its effect on torsional vibration and crankshaft strength is determined.
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Ehrenberger, Pavel. "Modální vlastnosti klikového ústrojí čtyřválcového traktorového motoru." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2010. http://www.nusl.cz/ntk/nusl-228988.

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This diploma thesis contains a summary of the general information about the torsion vibration of the crankshaft. The main task is to prepare a flexible model of the crankshaft in the FEM program ANSYS and the subsequent export into the MBS ADAMS / Engine. According to parameters the model of four-cylinder line tractor engine with flexible crankshaft is built. Crank mechanism is analyzed to determine the natural frequencies and natural modes. Finally the results are evaluated and compared with analytical calculations.
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Keng, I.-Cheng, and 耿義正. "A Numerical Study for Forced Vibration Analysis of Engine Crankshafts." Thesis, 1996. http://ndltd.ncl.edu.tw/handle/23246264864891716917.

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Books on the topic "Cranks and crankshafts Vibration"

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Wheels and cranks. Crystal Lake, Ill: Rigby Interactive Library, 1997.

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Royston, Angela. Wheels and cranks. Oxford: Heinemann Library, 2001.

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Certain forged steel crankshafts from the Federal Republic of Germany and the United Kingdom: Determinations of the commission in investigations nos. 731-TA-351 and 353 (final) under the Tariff Act of 1930, together with the information obtained in the investigations. Washington, DC: U.S. International Trade Commission, 1987.

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Certain forged steel crankshafts from Brazil, the Federal Republic of Germany, Japan, and the United Kingdom: Determination of the Commission in investigation no. 701-TA-282 (preliminary) under the Tariff Act of 1930, together with the information obtained in the investigation : determinations of the Commission in investigations no. 731-TA-351 through 353 (preliminary) under the Tariff Act of 1930, together with the information obtained in the investigations. Washington, DC: U.S. International Trade Commission, 1986.

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Certain forged steel crankshafts from Brazil: Determination of the commission in investigation no. 701-TA-282 (final) under the Tariff Act of 1930, together with the information obtained in the investigation. Washington, DC: U.S. International Trade Commission, 1987.

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Edwards, Harry W. Pollution prevention assessment for a manufacturer of rebuilt industrial crankshafts. Cincinnati, OH: U.S. Environmental Protection Agency, National Risk Management Research Laboratory, 1995.

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Ken, Lea, and Rolls-Royce Heritage Trust, eds. Royce and the vibration damper. Derby, England: Rolls-Royce Heritage Trust, 2003.

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Glover, David. Wheels And Cranks (Simple Machines). Heinemann, 2006.

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Wheels And Cranks (Simple Machines). Heinemann, 2006.

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Wheels and Cranks (Machines in Action). Heinemann, 2003.

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Book chapters on the topic "Cranks and crankshafts Vibration"

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Brooks, George. "Of cranks and crankshafts." In Fifty Years of Medieval Technology and Social Change, 107–33. Abingdon, Oxon ; New York, NY : Routledge, 2019. | Series: AVISTA studies in the history of medieval technology, science and art: Routledge, 2019. http://dx.doi.org/10.4324/9781315582313-5.

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Lei, Xuan Yang, Gui Cai Zhang, Xi Geng Song, Jin Chen, and Guangming Dong. "Modeling and Analyzing of Vibration in Working Crankshaft with Cracks." In Damage Assessment of Structures VI, 401–8. Stafa: Trans Tech Publications Ltd., 2005. http://dx.doi.org/10.4028/0-87849-976-8.401.

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Gots, A. N. "Selection of the Optimum Damping Coefficient for Torsional Vibration Dampers for Crankshafts of Reciprocating Internal Combustion Engine." In Lecture Notes in Mechanical Engineering, 205–12. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-54814-8_25.

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Chilinski, Bogumil, and Anna Mackojc. "Proposal of the Coupled Thermomechanical Model of a Crank Mechanism." In Advances in Transdisciplinary Engineering. IOS Press, 2020. http://dx.doi.org/10.3233/atde200098.

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The aim of the paper is to propose analytical coupled thermomechanical model of the crankshaft system, which includes the mutual interaction between thermodynamic and mechanical phenomena occurring in engines. The most relevant dynamic effects observable in the crank system are connected with its kinematics. When the mechanism operates there are also additional effects corresponding with stress, strain and thermal fields. Elastic properties of the system parts and changeable stiffness of the fuel-air mixture cause different dynamics of the entire device. The authors assumed that rigid motion of the crank mechanism, parts deformation and thermodynamic effects and their mutual dependencies will be included in the modelling process. Elasticity of the crankshaft system components is the reason for the difference between a rigid ’ideal’ motion and the real movement of crankshaft elements. In most cases, it is enough to assume linear elastic material features based on the relatively high stiffness of the system preventing big deformations. This ensures small displacements and the correctness of the applied model. The performed investigations have shown an influence of the crank system flexibility on the overall device response. Moreover, the parameters that change due to thermodynamic and mechanical properties of the working medium were taken into account. The authors have applied simple engine cycles (Otto, Diesel or combined model) for determining engine load including the connection between mechanical and thermodynamic state variables. This caused another decrease of the total system stiffness. Further numerical testing proved a visible effect of the applied approach in the global system response. The main discrepancies are observable in natural frequencies and vibration modes. It can also be stated that the utilization of different engine cycles results in different engine features. The paper is concluded with an analysis of the existing systems and mutual reactions from the assumed phenomena. The authors have shown the necessity to take a transdisciplinary approach into account in order to model complex systems.
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Conference papers on the topic "Cranks and crankshafts Vibration"

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Drallmeier, Joseph A., Jason B. Siegel, and Anna G. Stefanopoulou. "Comparison of Estimation Techniques for the Crankshaft Dynamics of an Opposed Piston Engine." In ASME 2019 Dynamic Systems and Control Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/dscc2019-9206.

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Abstract This study provides a comparison of a linear and unscented Kalman filter to estimate the dynamics of a two-stroke opposed piston engine. These engines maintain several advantages over conventional internal combustion engines including reduced heat transfer, higher power to weight ratio, and a larger expansion ratio. Additionally, a crank angle phasing is introduced between the two cranks to improve scavenging efficiency. However, the coupling of the two crankshafts through a large geartrain can cause high amounts of noise and vibration harshness (NVH) and mechanical efficiency losses. By removing the geartrain and controlling the decoupled crankshafts with motor-generators, the NVH can be minimized while maintaining the benefits of crank angle phasing. To control the input torque of the motors to the engine, accurate estimations of the crankshaft position and dynamics are necessary. While the unscented Kalman filter exhibits lower estimation error, the filter is sensitive to model uncertainty relating to cylinder pressure, demanding further investigation of the robustness of the nonlinear filter.
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Schiffer, Wilfried, and Jean Jenzer. "3-D Shafting Calculations for Marine Installations: Static and Dynamic." In ASME 2003 Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/ices2003-0590.

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Due to the particular geometry of the crankshaft of two-stroke diesel engines and the rotational degree of freedom torsional vibrations may be calculated with a 1-D mathematical model, but all other kinds of vibrations have to be calculated with a 3-D model. This concerns also static problems. In this paper the influence of coupled vibrations on ship vibration is explained and illustrated with an example for axial vibrations and an example for external vertical forces and moments. Another example for the use of the 3-D model is the calculation of crank deflection and jack load. It can be shown that such calculations are suitable for daily work.
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Carrato, Peter J., and Chung C. Fu. "Modal Analysis Techniques for Torsional Vibration of Diesel Crankshafts." In 1986 SAE International Off-Highway and Powerplant Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1986. http://dx.doi.org/10.4271/861225.

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Furgiuele, Franco, Carmine Maletta, Fabrizio Niccoli, and Emanuele Sgambitterra. "A Thermo-Mechanical Model for SMA-Based Crank Heat Engines." In ASME 2013 Conference on Smart Materials, Adaptive Structures and Intelligent Systems. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/smasis2013-3329.

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Shape memory alloys (SMA) provide unique functional features and several SMA-based heat engines have been proposed in recent years, exploiting the thermally induced recovery capabilities of such class of materials. These engines represent simple and environmentally-friendly solutions to obtain mechanical energy from low-grade energy sources, such as warm wastewater, geothermal and solar sources. However, despite the scientific interest in last years, no commercial devices have been developed. One of the reasons of these unsuccessful commercial development is the lack of robust design tools. In the proposed work a thermo-mechanical model has been developed, which describes the mechanical response of a SMA-based crank heat engine, as a function of several geometrical configurations, such as the dimension and total number of cranks, as well as for different thermo-physical properties of the heating and cooling thermal sources. In particular, the engine is made of two parallel crankshafts and uses nickel-titanium helical springs operating between warm water and cold air. The model has been developed within the MatLab® Simulink software platform, and several simulations have been carried out to analyze the mechanical response of the engine, in terms of output characteristics (torque, specific power, thermodynamic efficiency) as a function of the aforementioned geometrical and physical parameters.
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Kfoury, G. A., N. G. Chalhoub, N. A. Henein, and W. Bryzik. "Enhancement of the Accuracy of the Modified (P–ω) Method Through the Implementation of a Nonlinear Robust Observer." In ASME 2005 International Mechanical Engineering Congress and Exposition. ASMEDC, 2005. http://dx.doi.org/10.1115/imece2005-80115.

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The original version of the (P–ω) method is a model-based approach developed for determining the instantaneous friction torque in internal combustion engines. This scheme requires measurements of the cylinder gas pressure, the engine load torque, the crankshaft angular displacement and its time derivatives. The effects of the higher order dynamics of the crank-slider mechanism on the measured angular motion of the crankshaft have caused the (P–ω) method to yield erroneous results, especially, at high engine speeds. To alleviate this problem, a nonlinear sliding mode observer has been developed herein to accurately estimate the rigid and flexible motions of the piston-assembly/connecting-rod/crankshaft mechanism of a single cylinder engine. The observer has been designed to yield a robust performance in the presence of disturbances and modeling imprecision. The digital simulation results, generated under transient conditions that represent a decrease in the engine speed, have illustrated the rapid convergence of the estimated state variables to the actual ones in the presence of both structured and unstructured uncertainties. Moreover, this study has proven that the use of the estimated rather than the measured angular displacement of the crankshaft and its time derivatives can significantly improve the accuracy of the (P–ω) method in determining the instantaneous engine friction torque. However, the effects of structural deformations of the crank-slider mechanism have rendered the original version of the (P–ω) method to be inapplicable at high engine speeds. This problem has been addressed herein by modifying the formulation of the (P–ω) method in order to account for the first two elastic modes of the crankshaft torsional vibration. The simulation results confirm the good performance of the modified (P–ω) method in determining the instantaneous friction torque at high engine speeds.
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Mehrgou, Mehdi. "Study the Effect of Torsional Vibration on Valvetrain Dynamic in a Heavy Duty Diesel Engine Using Multi-Body Dynamic." In ASME 2009 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/icef2009-14029.

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Today, due to technical, commercial and environmental requirements, internal combustion engines especially heavy duty diesel engines must operate with high cylinder pressures and the components must be optimized for the best performance. Heavy duty diesel engines usually rotate the driven machinery with a large inertia such as generators, or ship propeller. A crankshaft is subjected to periodic dynamic loads; also other inconsistencies could make misfire in engine and because of the torsional vibration in engine, the crankshaft has fluctuating instantaneous speed. Due to the essence of this type of the engine which has heavy parts, beside the robust design of them, and relatively high torques which need to rotate the camshaft, these engines valvetrain normally drive with gears. In consequence the rotating speed of engine crankshaft completely transfer to the camshaft because of high amount of crank train’s inertia in comparison with the valve train and in some cases using the damper for camshaft is required. Modern calculation methods allow for the precise determination of system dynamic and loads. Thus, it is possible to consider design margins that ensure sufficient reliability to avoid undesired dynamic behavior which could lead to structural failures, besides avoiding the components over sizing. In this paper ADAMS\Engine commercial software has been used for simulating the coupled engine cranktrain and valve train subsystems of an engine under development. The engine complete dynamic simulation with Multi-Body Dynamic tool including backlash in gear train and torsionally flexible camshaft, prepare a good model for study the effect of engine cranktrain dynamics on its valvetrain.
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Musgrave, Patrick, Wanlu Zhou, and Lei Zuo. "Piezoelectric Energy Harvesting From Torsional Vibration." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-47574.

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Torsional vibration is present in various applications, such as in oil drilling pipes, engine crankshafts, and wind turbine gearboxes. In the case of oil drilling, ever deeper wells are being drilled and sensors used to gather data from the bottom of the well. Providing an energy source for these sensors is a big challenge. Harvesting energy from torsional vibrations presents a promising solution for powering the sensors on rotational systems. We investigated the concept of torsional vibration energy harvesting using a piezoelectric transducer attached to a shaft at an arbitrary angle with respect to the axis of the shaft. A comprehensive theoretical model considering all the working modes, including d15, d31, and d33 mode, has been developed to express the voltage outputs as functions of the mounting angle. The frequency responses of the voltage outputs over the input torque have also been studied and compared. A finite element model was also implemented to verify the theoretical results and illustrate the voltage distribution within the piezoelectric material under an external torque input.
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Chalhoub, Nabil G., Hassan Nehme, Naeim Henein, and Walter Bryzik. "Role of the Crank-Slider Structural Deformations in the Prediction of the Instantaneous Engine Friction Torque." In ASME 1998 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1998. http://dx.doi.org/10.1115/imece1998-0314.

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Abstract The focus of the current study is to assess the effects of structural deformations of the crankshaft/connecting-rod/piston mechanism on the computation of the instantaneous engine friction torque. This study has to be performed in a fully controlled environment in order to isolate the effects of structural deformations from those of measurement errors or noise interference. Therefore, a detailed model, accounting for the rigid and flexible motions of the crank-slider mechanism and including Rezeka and Henein’s (1984) engine component friction formulations, is considered in this study. The model is used as a test bed to generate the engine friction torque, Tfa, and to predict the rigid and flexible motions of the system in response to the cylinder gas pressure. The torsional vibrations and the angular velocity of the crankshaft, as predicted by the detailed model of the crank-slider mechanism, are used along with the cylinder gas pressure in the (P-ω) method to estimate the engine friction torque, Tfe. This method is well suited for the purpose of this study because its formulation is based on the rigid body model of the crank-slider mechanism. The digital simulation results demonstrate that the exclusion of the structural deformations from the formulation of the (P-ω) method leads to an overestimation of the friction torque near the top-dead-center (TDC) position of the piston under firing conditions. Moreover, for the remainder of the engine cycle, the estimated friction torque exhibits large oscillations and takes on positive numerical values as if it is inducing energy into the system.
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Foltz, Adam D., Tamer M. Wasfy, Erik Ostergaard, and Ilya Piraner. "Multibody Dynamics Model of a Diesel Engine and Timing Gear Train With Experimental Validation." In ASME 2016 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/imece2016-65900.

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High-powered Diesel engines typically use a timing gear train to couple/synchronize the camshaft rotation with the crankshaft and also to drive the accessories such as the fuel and oil pumps. In this paper a high-fidelity multibody dynamics model of a 6-cylinder inline Diesel engine and its timing gear train is presented. The multibody system representing the system is modeled using rigid bodies, torsional springs, revolute joints, prismatic joints, and rotational/linear actuators. A penalty model is used to impose joint and normal contact constraints. The normal contact penalty stiffness and damping techniques are used to model gear tooth stiffness and damping. The contact model detects contact between discrete points on the surface of a gear tooth (master contact surface) and a polygonal surface representation of the mating gear tooth (slave contact surface). A recursive bounding box/bounding sphere contact search algorithm is used to allow fast contact detection. Time-varying forces are applied to the cylinders to model the cylinder pressure variations due to combustion events as a function of the crank angle. The governing equations of motion are solved along with joint/constraint equations using a time-accurate explicit solution procedure. The model is partially validated by comparing its predictions of the torsional vibrations of a Diesel engine’s crankshaft and moving parts to experimental measurements. Emphasis is given on the practicality of the modeling methods to industry.
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Rastegar, Jahangir, Dake Feng, and Lin Hua. "On the Relationship Between the Harmonic Amplitudes of the Output Motion of Closed-Loop Linkage Mechanisms." In ASME 2008 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/detc2008-49537.

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It is well known that due to the nonlinearity of the kinematics of linkage mechanisms, their output motion contains harmonics of the input motion. In most mechanisms, the generated high harmonic components in the output motion are the main source of vibration excitation that the mechanism imparts on the overall system, including its own structure. For simple linkage mechanisms such as slider-cranks and four-bar linkage mechanisms, the amplitudes of the harmonics of the output motion for constant input rotation have been derived. In the present study, it is shown that certain relationships exist between the amplitudes of the harmonic of the output motions. In particular, odd and even harmonic amplitudes are shown to be related through an inequality relationship. These relationships are due to the basic characteristics of the linkage mechanisms motions, which are significantly simplified for certain linkage geometries. The relationships between the amplitudes of the output velocity harmonics are derived for slider-crank and four-bar linkage mechanisms.
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