Journal articles on the topic 'Cranks and crankshafts Vibration'
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1
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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Pasricha, M. S. Pasricha, and F. M. Hashim. "Effect of the reciprocating mass of slider-crank mechanism on torsional vibrations of diesel engine systems." ASEAN Journal on Science and Technology for Development 23, no. 1&2 (October 30, 2017): 71. http://dx.doi.org/10.29037/ajstd.94.
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The torsional vibration phenomenon in the running gear of reciprocating engine systems isusually dealt with by considering a series of constant inertias connected by sections of massless shafting. However in reality, a slider crank mechanism is a vibrating system with varying inertia because the effective inertia of the total oscillating mass of each crank assembly varies twice per revolution of the crankshaft. Large variations in inertia torques can give rise to the phenomenonof secondary resonance in torsional vibration of modern marine diesel engines which can not be explained by conventional theory incorporating only the mean values of the varying inertias. In the past associated secondary resonances and regions of instability tended to be dismissed by most engineers as interesting but of no importance. The situation changed in recent years since there is evidence of the existence of thesecondary resonance effects which could have contributed to a number of otherwise inexplicable crankshaft failures in large slow speed marine engines. The cyclic variation of the polar moment of inertia of the reciprocating parts during each revolution causes a periodic variation of frequency and corres ponding amplitude of vibration of reciprocating engine systems. It also causes an increase in the speed range over which resonance effects are experienced and only a partial explanation of the behaviour of the systems has been worked out. It is impossible to avoid these instabilities by changes in thedesign , unless of course the variations in mass and spring constant can be made zero. In the present paper a critical appraisal of the regions of instability as determined from the equation of motion which takes into account variation of inertia is given. The motion in the form of complex waveforms is studied at different speeds of engine rotation. A comparison of theoretical results with Goldsbrough’s experimental resultsand Gregory’s analysis is included.
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Yu, Bin-yan, Quan-ke Feng, and Xiao-ling Yu. "Dynamic simulation and stress analysis for reciprocating compressor crankshaft." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 227, no. 4 (July 9, 2012): 845–51. http://dx.doi.org/10.1177/0954406212453523.
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With the continuous trend toward high speed and large size, the reciprocating compressor crankshaft faces more serious potential threat of crack due to vibration. Therefore, early stress analysis of the crankshaft must be done thoroughly in the design stage. This article introduces a method, which combines flexible body dynamic and finite element analysis to calculate stress of the crankshaft. In this method, the load variation with time is obtained by flexible body dynamics simulation of crank and connecting rod mechanism. After that loads are loaded on finite element model of the crankshaft, and then the stress of the crankshaft is calculated in time domain. This stress can be utilized to do fatigue analysis and predict the life of crankshaft. Using this method, stress of a practical crankshaft, belonging to 6M51 reciprocating compressor, is calculated. The result showed that the maximum von Mises stress is 158 MPa, and the estimated life, which was calculated by Palmgren–Miner linear damage accumulation theory, is 2.0230e + 007 hours.
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Ding, Yu, Cong Biao Sui, and Yuan Yao. "Dynamic Crankshaft Strength Calculation of Diesel Engine Using Simulation Techniques." Advanced Materials Research 860-863 (December 2013): 1699–702. http://dx.doi.org/10.4028/www.scientific.net/amr.860-863.1699.
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Crankshaft is one of the most important parts in diesel engine. The fatigue failure and fracture of crankshaft may lead to damage to the other parts, even some accidents. Recently with the increasing requirement of engine power and engine reliability, the investigation of the crankshaft strength becomes more important. Since during the engine work process, the extremely complicated force are loaded on the crankshaft and different vibration caused by torque, bending, etc., the crankshaft may create the resonance and appended dynamic stress in the working frequency range, which will be easy to bring about the bending and torsion damage after short work period. In this paper, the traditional algorithm on the basis of MATLAB/SIMULINK software is used to carry out the dynamic calculation and analysis for a certain type of diesel engine crankshaft. The crankshaft stress state and its variation are analyzed, and the results of the bending moment, torsion versus crank angle are obtained. Finally, the fatigue strength of crankshaft is checked and the safety factor is calculated to verify the crankshaft reliability.
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MOSAKOWSKI, Ryszard. "Analysis of balancing of six-cylinder in-line two-stroke internal combustion engines." Combustion Engines 139, no. 4 (November 1, 2009): 22–33. http://dx.doi.org/10.19206/ce-117165.
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Simple relations describing the resultant moments of inertia forces of the first and second order for all sixty possible configurations of the crankshaft in two-stroke four-cylinder engine have been derived in the paper. A comparative analysis of the crankshafts with different arrangements of cranks have been carried out with respect to the resultant moments of the first and second order inertia forces. The comparison has been carried out for two values of the crank throw to connecting rod length ratio, namely l = 0.3 and l = 0.5. The outcomes of the comparative analysis indicate that irrespective of the l value, within the range of its values having practical meanings, the arrangement of cranks 1-5-3-4-2-6 is the best. As a result of 50% balancing of the moment of the first order inertia forces the differences between various configurations of the crankshaft are significantly reduced and configuration 1-4-2-6-3-5 equals with respect to balancing with the commonly used configuration 1-5-3-4-2-6.
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Kaplan, Cihangir, Cem Güleç, and Mesut Arıkoğlu. "English Estimating Fatigue of Nr45 Natural Rubber Used in Crank Pulley." ICONTECH INTERNATIONAL JOURNAL 5, no. 3 (September 26, 2021): 21–30. http://dx.doi.org/10.46291/icontechvol5iss3pp21-30.
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Rubber is used as a vibration damper in many engineering applications, especially in the automotive industry. Rubber is used to dampen torsional vibration in internal combustion engines. Therefore, crank pulleys are used to dampen the crankshaft in a certain frequency range. Rubber durability is very important for the crank pulley to perform its duty for a long time. In this study, the dynamic life of NR45 natural rubber with two different mixtures used in crank pulleys was determined by the prepared test approach. A metal-rubber component structure used in the slip test samples was formed and produced. The metal-rubber component is left to force the rubber in the vertical direction with its natural frequency and specified amplitude to simulate torsional vibration in crank pulleys. A test setup design was carried out to force the metal-rubber component at the determined frequency. In the study, life expectancy estimates based on amplitude and frequency were created on experimental data.
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Menk, Werner, Sabine Tunzini, Torsten Rieck, Christoph Honsel, and Konrad Weiss. "Development of Ductile Iron Material, Simulation and Production Technology to Locally Strengthen Castings." Key Engineering Materials 457 (December 2010): 343–48. http://dx.doi.org/10.4028/www.scientific.net/kem.457.343.
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A lot of innovations in molding and casting technology and also simulation techniques have made ductile iron more and more competitive and it even competes meanwhile against steel forgings. A successful substitution of steel forgings for example is the wheel carrier for a high volume car with the Georg Fischer new ductile iron material 'SiboDur', a ductile iron family with high strength and high elongation at the same time. But there is still a great potential for ductile iron castings to substitute steel forgings, in particular in the automotive industry. One example is the crankshaft for the engine: Quite a lot of gasoline engines are equipped with ductile iron crankshafts, but for instance most of the diesel engines are still running with forged steel cranks. The reason is mostly the belief of design engineers that it is not possible to get similar fatigue limit with castings com-pared to forged steel. This belief may often be correct, but using local strengthening technologies, such as roller burnishing of bearing fillets or inductive hardening of highly stressed areas can raise the fatigue limit of casted crankshafts dramatically. The paper presents studies which show that using the right ductile iron material and optimized roller burnishing conditions can raise the fatigue limit of cast crankshafts to values even higher than forged steel ones (material 38MnVS6). But even quenched and tempered forged steel crankshafts are in the focus to be substituted by castings. It is well known that ductile iron also can be induction hardened, but the induction hardening of ductile iron is still an empirical technology. This leads to the second part of the paper: In a cooperation of Georg Fischer and RWP a research project was carried out to develop a simulation technology to predict the residual stresses in a cast crankshaft due to induction hardening under different condi-tions. The results are very encouraging and enable us today to predetermine the induction hardening conditions to get optimized fatigue behavior of ductile iron crankshafts. Of course, the findings can also be used for other applications than crankshafts.
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BUCZEK, Konrad, and Sven LAUER. "Firing order selection for a V20 commercial diesel engine with FEV Virtual Engine." Combustion Engines 169, no. 2 (May 1, 2017): 64–70. http://dx.doi.org/10.19206/ce-2017-211.
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The continuously increasing mechanical and thermal loads of modern engines require optimization of the designs with incorporation of a wide range of different aspects. Application of advanced computer simulations in the development process for most engine components is well established, leading to the creation of well optimized products. However, the optimization of such design variables ike the firing order, which influences engine operation in several disciplines, is still challenging. Considering the ever increasing peak firing pressure requirements, the layout of the firing order in multi-cylinder commercial engines is an efficient way to reduce crank train / overall engine vibration and main bearing loads, whilst controlling engine balancing and preserving adequate gas exchange dynamics. The proposed general firing order selection process for four-stroke engines and, in particular, its first part being the optimization of the firing order based on crank train torsional vibration, is the main topic of this paper. The exemplary study for a V20 high speed commercial Diesel engine regarding the influence of the firing sequence on crank train torsional vibration has been conducted with the multibody dynamics simulation software “FEV Virtual Engine”. It addresses various engine crankshaft layouts and engine applications.
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Guzzomi, A. L., D. C. Hesterman, and B. J. Stone. "Some Effects of Piston Friction and Crank or Gudgeon Pin Offset on Crankshaft Torsional Vibration." Journal of Ship Research 54, no. 01 (March 1, 2010): 41–52. http://dx.doi.org/10.5957/jsr.2010.54.1.41.
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The varying inertia associated with reciprocating mechanisms leads to nonlinear frequency coupling between rotational speed and an engine system's average torsional natural frequencies. This coupling can cause secondary resonance problems. Recent work by the authors has shown that piston-to-cylinder friction and gudgeon pin or crank offset can modify coupling behavior. These effects can be demonstrated by analysis of an engine's receptance function and through time simulations. This paper presents the derivation of a single-cylinder engine receptance in the presence of piston-to-cylinder friction. Simulations are then used to investigate some of the effects of piston-to-cylinder friction, offset, and excitation phase on the frequency content of the crankshaft velocity. Simulations indicate that nonlinear coupling is affected by these variables, which has implications for secondary resonance detection and prevention. The most significant finding is that stronger coupling behavior can occur when piston-to-cylinder lubrication breaks down.
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Yin, Bi Feng, Jiang Guang He, Yi Xu, and Yong Qiang Li. "The Novel Design of Full-Balancing Mechanism for Single-Cylinder Diesel Engine." Applied Mechanics and Materials 37-38 (November 2010): 1520–24. http://dx.doi.org/10.4028/www.scientific.net/amm.37-38.1520.
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One new sliding-block balancing mechanism is proposed for the single-cylinder diesel engine. In the new mechanism, the sliding block is installed against the engine piston. The reciprocation trajectory of sliding block is collinear with the piston trajectory, while sliding block and piston move in the opposite direction, just like two opposite crank connecting rods. The new mechanism includes the crankshaft, connecting rod ring, the slider and the guide components. Through the bearing, connecting rod is installed in the eccentric journal of the crankshaft. The circular connecting rod is in the accurate guiding surface of the slider; and the guide pins are in the guide groove. Guide rod connects with supporting shaft through the guide hole of the slide. The optimized parameters for the sliding block show that the ratio of eccentric distance of the eccentric journal to the length of the connecting rod is equal to the ratio of crank radius to connecting rod length. The appropriate results can balance both the centrifugal inertia force and the reciprocating inertia force generated by piston group. Even the complete balance of the first and second-order reciprocating inertia forces can be obtained, which can reduce the vibration and noise of diesel engine.
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Zhang, Xiao Ming, Yu Qing Wang, and Jie Fang. "Dynamic Simulation of Crank-Connecting Rod-Piston Mechanism of Internal Combustion Engine Based on Virtual Prototype Technology." Applied Mechanics and Materials 143-144 (December 2011): 433–36. http://dx.doi.org/10.4028/www.scientific.net/amm.143-144.433.
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A virtual prototype model of S195 diesel engine was established by using CAD, finite element analysis based on virtual prototype technology and dynamics theory of flexible multibody systems to study the kinetic discipline of the crank-rod mechanism,vibration of cylinder block caused by inertia force and the balance problem of inertia force.The rigid body and flexible body simulation were compared.The interaction force between components could be determined by flexible multibody dynamics analysis of the crankshaft system under the real working condition. The simulation results are accordant with those in true working state of S195 diesel engine. This research provides a feasible advanced method for design and development of diesel engine.
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Priebsch, H. H., J. Affenzeller, and S. Gran. "Prediction Technique for Stress and Vibration of Nonlinear Supported, Rotating Crankshafts." Journal of Engineering for Gas Turbines and Power 115, no. 4 (October 1, 1993): 711–20. http://dx.doi.org/10.1115/1.2906764.
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Design analyses of crankshafts, including bearings, are necessary for both the layout of new engines and the modification of existing engines (increased power output, etc.). To improve the existing calculation systems for crankshafts and bearings, AVL has developed a new method. This method enables the coupled vibrations in the torsional, bending, and axial directions, including gyroscopic effects, to be analyzed. For simulation of multibearing effects, the bearing models consider both the hydrodynamic oil film and the stiffness of the bearing structure. The calculation of forced vibrations is carried out using the gas and mass forces acting upon the rotating crankshaft. Comparisons of calculated to measured results demonstrate the accuracy of this calculation technique. The method can be used for passenger car, truck, and medium speed engines. In this paper examples of truck and passenger car engine applications confirm the additional possibilities for the estimation of crankshaft dynamics. Also the improvement of the results obtained from the new technique compared with those from classical calculation methods is described.
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Tang, B. "Continuum element method for analysing free-vibration behaviour of crankshafts." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 223, no. 1 (January 2009): 49–64. http://dx.doi.org/10.1243/09544070jauto923.
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Liu, Siyuan, Wanyou Li, Zhijun Shuai, and Meilong Chen. "Vibration Analysis of a Single-Cylinder Reciprocating Compressor considering the Coupling Effects of Torsional Vibration." Shock and Vibration 2019 (April 1, 2019): 1–9. http://dx.doi.org/10.1155/2019/3904595.
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A piston slap is one of the main vibration sources of the reciprocating machinery. Much work has been done in this field, most of which was based on a constant rotating speed. However, in practice, the speed of a crankshaft may always fluctuate due to the uneven load or excitation. The inertia forces of moving components are much different at the fluctuating rotating speed comparing with that at a constant speed. In this paper, the piston slap and the induced vibration are analyzed based on the instantaneous angular speed measured on a single-cylinder reciprocating compressor. Firstly, the dynamics of a crank-connecting rod mechanism is analyzed based on the measured instantaneous angular speed which contains the torsional vibration of the air compressor. The time histories of piston slap impact forces considering and without considering torsional vibration are compared. Then, in order to correlate the piston slap impact with the slap-induced vibration, the corresponding transfer functions between the middle stroke of the outer surface of the cylinder liner and the excitation points are measured. And the excitation force on the main bearing is also taken into account to bring the simulation closer to the experimental results. The effects of a torsional vibration on the vibration of the cylinder liner are analyzed, and the simulation results show that the torsional vibration is a factor that must be taken into account in the vibration analysis of the single-cylinder reciprocating compressor.
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Kutenev, V. F., A. A. Nikitin, and A. I. Yamanin. "Vibrodynamic parameters of radial piston engines with Pencake mechanism." Trudy NAMI, no. 2 (July 4, 2022): 6–13. http://dx.doi.org/10.51187/0135-3152-2022-2-6-13.
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Introduction (problem statement and relevance). The development of calculation methods at the design stage of the balance and vibration activity of multipurpose converting mechanisms of engines differing in the classical crank mechanism is actual.The purpose of the work was to substantiate such a technique for a FSUE “NAMI” three-cylinder radial engine with a Pencake conversion mechanism designed to drive electric generators.Methodology and research methods. To solve the problem, both classical methods of piston engine dynamics and modern methods based on solid modeling and simulation of forced motion were used. Scientific novelty and results. It was found that in the investigated engines a complete balance of the inertial forces of the first-order translational masses and centrifugal forces could be achieved with the help of two counterweights on the crankshaft. The vibration levels of three-cylinder radial and in-line engines assembled from the same links have been compared and the noticeable advantages of the radial star-shaped engine were marked both in terms of the root-mean-square values of vibration velocity and in its spectral vibration.Practical significance. The results of the work can be used in practical development.
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Brusa, E., C. Delprete, and G. Genta. "TORSIONAL VIBRATION OF CRANKSHAFTS: EFFECTS OF NON-CONSTANT MOMENTS OF INERTIA." Journal of Sound and Vibration 205, no. 2 (August 1997): 135–50. http://dx.doi.org/10.1006/jsvi.1997.0964.
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Wang, Ming Di, Kang Min Zhong, and Zheng Chen. "The NC Mechanism of Reciprocating Rectilinear Movement at High Frequency Based on Two Symmetrical Cranks." Advanced Materials Research 201-203 (February 2011): 2224–28. http://dx.doi.org/10.4028/www.scientific.net/amr.201-203.2224.
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The reciprocating rectilinear moving mechanism is applied widely in the industry, which is now usually driven by the non-symmetrical mechanism. Due to the changing radial force generated by the slider, the big friction loss and the vibration noise are caused. And, the size of travel in reciprocating motion is fixed and can not be adjusted. In order to overcome these defections, the reciprocating rectilinear moving mechanism at high frequency driven by the stepper or servo motors based on two symmetrical cranks is innovated in this paper, in which the linear movement is converted by the two cranks. The radial forces in this innovated mechanism are quite symmetrical and balanced, so the friction loss can be almost ignored and the oscillation noise is very small too. Then, through programming, the angle range of stepper or servo motors can be controlled to output any required displacement and any required force. Thus, the scope of application of this mechanism is expanded extremely.
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Siano, D., and R. Citarella. "Elastic Multi Body Simulation of a Multi-Cylinder Engine." Open Mechanical Engineering Journal 8, no. 1 (June 13, 2014): 157–69. http://dx.doi.org/10.2174/1874155x01408010157.
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This paper analyzes the vibration behavior of an in-line 4-cylinder, 4-strokes, internal combustion turbocharged direct injection gasoline engine. A detailed multi-body numerical model of the engine prototype was used to characterize the whole engine dynamic behavior, in terms of forces and velocities. The crank train multi-body model was created starting from engine geometrical data, and the available combustion loads were employed for the Multi-Body Dynamic Simulation (MBDS). A combined usage of FEM and multi body methodologies were adopted for the dynamic analysis: both crankshaft and cylinder block were considered as flexible bodies, whereas all the other components were considered as rigid. The engine mounts were considered as flexible elements with given stiffness and damping. The hydrodynamic bearings were also modelling. The software LMS Virtual Lab (modules PDS and Motion) and ANSYS were used for the simulation.
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Homik, Wojciech. "The effect of liquid temperature and viscosity on the amplitude-frequency characteristics of a viscotic torsion damper." Polish Maritime Research 19, no. 4 (December 1, 2012): 71–77. http://dx.doi.org/10.2478/v10012-012-0042-2.
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ABSTRACT The article discusses causes of the appearance of transverse, longitudinal and torsional crankshaft vibrations in multi-cylinder internal combustion engines. Particular attention is paid to the torsional vibration which is the most severe threat to engine crankshafts. Damping methods making use of torsion dampers are presented. With the reference to viscotic dampers, problems with their damping efficiency are discussed in the context of viscosity changes of the damping liquid. The article also presents the amplitude-frequency characteristics of a series of viscotic dampers, which were recorded experimentally on the research rig and on a real object. An idea of vibration damper metric is given.
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Korczewski, Zbigniew, Jacek Rudnicki, Leszek Piechowski, and Adam Cenian. "Investigations of a D10 laboratory Farymann Diesel engine by means of a Langmuir probe." Combustion Engines 153, no. 2 (May 1, 2013): 75–82. http://dx.doi.org/10.19206/ce-117004.
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A precise determination of the crankshaft angular position, at which the self fuel ignition occurs in a diesel engine, enables a credible diagnosis of the technical condition of the engine working space as well as the fuel feed system. An observation of the Langmuir probe signal provides entirely new possibilities for engine diagnostics. The probe is introduced into the working space of a cylinder through its indicator valve. This paper presents preliminary results of diagnostic tests performed on a D10 type Farymann Diesel engine. The main aim of the investigations was to confirm the diesel engine control susceptibility to the applied, original measuring method that enables a precise determination of the crank-shaft angle, under which the fuel self-ignition occurs. In order to verify the diagnostic results, simultaneous measurements have been conducted of the cylinder pressure as well as vibrations (measured on the cylinder head cover or its mounting bolts) generated by the engine fuel injection system and the valve timing system. A satisfactory qualitative and quantitative agreement of the recorded control parameters has been obtained using a simplified comparative analysis. The results showed that further upgrade of the diagnostic method as well as the computer software is necessary in order to synchronize all the monitored variables and enable a comparative analysis in relation to the angular crankshaft position.
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OHTA, Kazuhide, Kouichiro IKEDA, Guangzu ZHENG, and Takaya FUTAE. "376 Study on the noise and vibration of engine block coupled with the rotating crankshaft and gear train : Effect of the torsional vibration of crank shaft." Proceedings of the Dynamics & Design Conference 2009 (2009): _376–1_—_376–6_. http://dx.doi.org/10.1299/jsmedmc.2009._376-1_.
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Zhan, Ke, Xiao Ling Yu, Bin Yan Yu, and Jia Xie. "Torsional Vibration Analysis for Large-Scale Reciprocating Compressor Crankshaft." Applied Mechanics and Materials 457-458 (October 2013): 428–32. http://dx.doi.org/10.4028/www.scientific.net/amm.457-458.428.
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This paper presents a new method which combined multi-body dynamics theory and finite element technology to calculate transient stress of the crankshaft of the large-scale reciprocating compressor. On the basis of multi-body dynamics theory, the kinematical simulation of the crankshaft, the connecting rod, the piston and other components were performed, and thus to get the vibration modal of the crankshaft. So we can judge whether the crankshafts torsional resonance will happen, as well as get the real loads on the crankshaft when it worked. Then the transient stress of the crankshaft can be calculated using finite element technology. Comparing to traditional stress calculating methods, this new method not only considers the variable inertia which caused by reciprocating masss movement, but also can calculate the integrated vibration stress of crankshaft in three directions, including torsion, lateral and axial. Therefore, this method can describe dynamic characteristics of the crankshaft more accurately and more entirely.
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Jian, Sun. "Structure Analysis and Optimization for Compacting System of Asphalt Paver." Open Mechanical Engineering Journal 9, no. 1 (February 20, 2015): 86–91. http://dx.doi.org/10.2174/1874155x01509010086.
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Compound motion of double-tamper mechanism causes an impact force on the frame of flatiron-box, which affects the quality of the load when the asphalt paver is running. Different from the previous simplified model, in this paper, the double-tamper mechanism with two parallel slider-cranks is considered. According to the analysis of the structure and principle of the mechanism, and considering the size and mass distribution of each component, the inertia force balance optimization for the double vibrating mechanism is calculated. According to the results of optimization, the vibration experiments were carried out on real screed. The experimental results show that, the harmful inertial force produced by the dual tamping mechanism has been significantly reduced, and the stability of vibration can be effectively improved when screed is paving. The research could provide reliable theoretical method and basis for design, manufacturing and use of asphalt concrete paver.
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Jang, Joon, Han Seok Bang, Woo Chun Choi, Chang Rae Cho, and Soon Joo Cho. "Analysis of an Orbital Grinding System for Grinding Crankshafts for Large Ship Engines." Advanced Materials Research 941-944 (June 2014): 2288–92. http://dx.doi.org/10.4028/www.scientific.net/amr.941-944.2288.
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A crankshaft is the most critical component, and it can dominate the life of the engine. Nowadays an orbital grinding is widely used to grind a crankshaft. In this study, static analysis is done to find deformation of an orbital grinding system due to weight, modal analysis is done to obtain the natural frequencies, and harmonic analysis is done to investigate the compliance. It is found that all the results show that first frequencies are found to be near 70-80Hz. The machine will be weak to vibration near 70-80Hz. It is also found that the peak value of x compliance is smaller than that for other axes, and grinding in the x direction will be more stable than grinding in other direction.
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Jackiewicz, Jacek. "Application of Torsional Dampers for the Vibrations Reduction in Crankshafts of Piston Aircraft Engines." MATEC Web of Conferences 357 (2022): 01009. http://dx.doi.org/10.1051/matecconf/202235701009.
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It is a well-known fact that piston engines shake, among which some of them more than others. Therefore, such type of vibrations, created by piston engines, should be controlled somehow. For the reduction of torsional crankshaft vibrations, torsional dampers are often used. The crankshaft vibrations are intrinsic in any internal combustion engine because of the powerful though unequal forces, which act directly on its crankshaft. Although the dampers will not add engine horsepower, lack of using them causes that crankshaft vibrations will hamper the horsepower potential of engines. The study attempts to explore how torsional-vibration damping methods can be improved for traditional aircraft horizontally-opposed engines.
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Huang, Yi Cheng, and Dain Yu Lin. "Dynamic Motion and Modal Analysis Simulation for the Balance Mass of the Crankshaft of a Two-Cylinder Reciprocating Air Compressor." Applied Mechanics and Materials 511-512 (February 2014): 696–99. http://dx.doi.org/10.4028/www.scientific.net/amm.511-512.696.
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The purpose of this study is to suppress the problem of vibration which occurs in a running two-cylinder reciprocating compressor. Determining an optimal crankshaft counterweight and narrowing the trajectory orbit of the crankshaft connecting rod mechanism is achieved. Use of finite element software (ANSYS) was used to simulate the modality of the two cylinders. In additions, the inertial force influenced to the crankshaft under different counterweight design was simulated. Simulation results by using SolidWorks software show the new counterweight was able to reduce the crankshafts eccentric by 4mm and the orbit trajectory by 10mm. This study provides the procedures pertaining to the bettering performance and assessment for an existing reciprocating compressor.
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Zawisza, Maciej. "Energy Loss and the Choice of Damper of Torsional Vibration Combustion Engines." Solid State Phenomena 236 (July 2015): 188–95. http://dx.doi.org/10.4028/www.scientific.net/ssp.236.188.
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The crankshaft is exposed to numerous external extortions which generate bending, axial and torsional vibrations. Torsional vibrations are especially dangerous for a safe operation. They are generated by strongly dynamic loads, which come from the combustion processes of fuel-air mixture in cylinders and from the elements of drive system, and engine accessories. Until recently this problem concerned mainly the engines of high power, where dynamic effects generated the vibrations with amplitudes exceeding the limit values, which in effect led to failure of the engine. Crankshafts also significantly increased their torsional elasticity because of the common trend of reducing the engine mass. It resulted in the necessity of using the elements reducing the amplitude of torsional vibrations of the shaft. Rubber torsional vibration dampers are commonly used for this purpose. The author observed that while choosing torsional vibration dampers, the producers concentrated only on the criterion of reducing the amplitude of torsional vibrations below limit values. They forgot that the optimization criterion can be expanded in such a way so that a better effect can be obtained. What is more, safe and economical operation of the engine could be provided.
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Degtyareva, T. S., and G. S. Surkov. "The Implementation and Comparison of Calculation Methods of Natural Torsional Vibrations for Reciprocating Compressors." Proceedings of Higher Educational Institutions. Маchine Building, no. 11 (716) (November 2019): 19–25. http://dx.doi.org/10.18698/0536-1044-2019-11-19-25.
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The problem of torsional vibrations is relevant for reciprocating compressors due to the occurrence of alternating torques that create additional torsional stresses during operation. Such vibrations are particularly dangerous in resonance frequencies when the first natural vibration frequency coincides with the harmonic component of the lower order of forced vibrations. This article analyzes the methods described in the literature for calculating natural torsional frequencies of crankshafts of multirow reciprocating compressors. Recommendations are given on selecting an appropriate calculation method at various design stages. The analytical dependencies that describe three various methods are presented: the iterative method based on moments equation, the method of continued fractions (Tersky’s method) and the matrix method. The stages of calculation are described analytically, and the calculation results are compared. The developed computational software is presented.
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Gots, A. N. "Method of selection of optimal damping coefficients for torsional vibration dampers of crankshafts of automobile and tractor engines." Traktory i sel'hozmashiny, no. 6 (2019): 21–27. http://dx.doi.org/10.31992/0321-4443-2019-6-21-27.
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LIANG, Xingyu. "Identification of Axial Vibration Excitation Source in Vehicle Engine Crankshafts Using an Auto-regressive and Moving Average Model." Chinese Journal of Mechanical Engineering 24, no. 06 (2011): 1022. http://dx.doi.org/10.3901/cjme.2011.06.1022.
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Sibryaev, Konstantin Olegovich, Mikhail Nikolaevich Pokusaev, Maxim Michailovich Gorbachev, and Adel Damirovich Ibadullaev. "Efficiency of mechanical dampers of torsional vibration of marine internal combustion engines." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2022, no. 1 (February 28, 2022): 35–41. http://dx.doi.org/10.24143/2073-1574-2022-1-35-41.
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The article considers the danger of torsional vibrations in ship power plants, which is recognized by leading specialists of the shipbuilding, engine-building and ship repair industries and supervisory authorities – the Russian Maritime Register of Shipping (RMRS), the Russian River Register (RRR), as well as foreign classification societies. There are a number of factors that can lead to serious accidents due to torsional vibrations, therefore, dampers (liquid or mechanical) are installed on the crankshafts of marine engines to reduce the oscillation amplitudes and tangential twisting stresses in the shafts and flexible elements of the coupling couplings of the engine-propulsion complex. Since the warranty period of the dampers is 30,000 hours, the shipowners need to make periodic measurements (on average, after 15,000 hours) using a torsiography method, upon the results of which an approximate residual life of the dampers is established until the next check. A special feature in the operation of mechanical dampers in marine diesel engines is the lack of methods approved by the supervisory authorities – RMRS and RRR for the non-selective assessment of the residual life of mechanical dampers, due to the fact that previously mechanical dampers were not used so widely in marine diesels. There have been analyzed the factors and criteria that affect the performance of mechanical torsional vibration dampers and can be used in the development of a method for non-selective diagnostics and assignment of the residual life of mechanical torsional vibration dampers of marine internal combustion engines.
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Kam, Menderes, and Hamit Saruhan. "Vibration damping capacity of deep cryogenic treated AISI 4140 steel shaft supported by rolling element bearings." Materials Testing 63, no. 8 (August 1, 2021): 742–47. http://dx.doi.org/10.1515/mt-2020-0118.
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Abstract The main objective of the present study is to experimentally investigate and figure out the effect of deep cryogenic treatment in improving dynamic behaviors in terms of damping of a rotating shaft supported by rolling element bearings. An AISI 4140 steel for rotating shafts was selected for the experiments because it is the most widely used material in most industries for a wide range of applications such as machinery components, crankshafts, motor shafts, axle shafts, and railway locomotive traction motor shafts. Untreated, conventionally heat treated, deep cryogenic treated, and deep cryogenic treated and tempered shafts were used for the experiments to observe damping behavior changes of the shafts. Deep cryogenic treated and deep cryogenic treated and tempered shafts were cooled from pre-tempering temperature to -140 °C and held for tempering hold times of 12, 24, 36, and 48 hours. So, ten sets of shafts were employed for the experiment. The vibration data was captured for each of the shafts for five different shaft running speeds 600, 1200, 1800, 2400 and 3000 rpm. The results showed that damping ability of the deep cryogenic treated shaft at a hold time of 36 hours was superior to that of the others shafts.
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Maarij, Muhammad, Muhammad ,. Ali, and Muhammad Shehryar Manzoor. "Design and Experimental Investigation of Four-Bar Dynamic Testing Machine." WSEAS TRANSACTIONS ON APPLIED AND THEORETICAL MECHANICS 17 (November 7, 2022): 136–57. http://dx.doi.org/10.37394/232011.2022.17.19.
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This project involved fabricating and experimental investigation of a dynamic testing machine for four-bar mechanisms with various applications. The simple crank rocker inversion is selected, and the kinematic design of the four-bar mechanism is done by keeping in view the Grashof rotatability criteria and the dynamic design required factoring in the forces acting on various links. The flywheel is designed to minimize the fluctuations in the torque required to drive the mechanism. DE-ASME Elliptic criteria is used for the shaft design and selection of bearing. For transmitting power from the AC motor to the crankshaft, a V belt and a pulley are used as the belt helps dampen the vibration effects in the mechanism. The linkages were fabricated, and the mechanism was assembled. ADXL335 accelerometer sensor is mounted on the apparatus to measure the acceleration of a point on the coupler. This acceleration data was then integrated using numerical techniques to estimate velocity and displacement. The model changes can be adjusted according to the dimensions of the bars and angles between the bars to simulate the performance of the mechanism. Due to the inherent offset in the sensor, an error was included in the data. However, the results obtained using such methods were satisfactory in visualizing the behaviour of data representing the system’s motion under running conditions. The errors in the result can be minimized using more advanced integration techniques and sensitive sensors for measurement and instrumentation. This research aims to contribute vital research knowledge for developing sustainable four-bar dynamic testing mechanisms.
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Lin, Tian R., Andy CC Tan, Lin Ma, and Joseph Mathew. "Condition monitoring and fault diagnosis of diesel engines using instantaneous angular speed analysis." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 229, no. 2 (April 29, 2014): 304–15. http://dx.doi.org/10.1177/0954406214533253.
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Continuous monitoring of diesel engine performance is critical for early detection of fault developments in an engine before they materialize into a functional failure. Instantaneous crank angular speed (IAS) analysis is one of a few non-intrusive condition monitoring techniques that can be utilized for such a task. Furthermore, the technique is more suitable for mass industry deployments than other non-intrusive methods such as vibration and acoustic emission techniques due to the low instrumentation cost, smaller data size and robust signal clarity since IAS is not affected by the engine operation noise and noise from the surrounding environment. A combination of IAS and order analysis was employed in this experimental study and the major order component of the IAS spectrum was used for engine loading estimation and fault diagnosis of a four-stroke four-cylinder diesel engine. It was shown that IAS analysis can provide useful information about engine speed variation caused by changing piston momentum and crankshaft acceleration during the engine combustion process. It was also found that the major order component of the IAS spectra directly associated with the engine firing frequency (at twice the mean shaft rotating speed) can be utilized to estimate engine loading condition regardless of whether the engine is operating at healthy condition or with faults. The amplitude of this order component follows a distinctive exponential curve as the loading condition changes. A mathematical relationship was then established in the paper to estimate the engine power output based on the amplitude of this order component of the IAS spectrum. It was further illustrated that IAS technique can be employed for the detection of a simulated exhaust valve fault in this study.
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Kaluzhsky, D. L. "THERMAL POWER PLANT BASED ON A FREE PISTON ENGINE AND A RECIPROCATING GENERATOR." Eurasian Physical Technical Journal 19, no. 1 (39) (March 28, 2022): 40–49. http://dx.doi.org/10.31489/2022no1/40-49.
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The article discusses an autonomous power supply system based on a Stirling engine and a reciprocating generator. There are analyzed the conditions of its operation, the choice of an external combustion engine and a linear synchronous generator. In the course of solving the problem of supplying autonomous consumers with thermal and electric energy remote from the city infrastructure, a power plant with the capacity of up to 100 VA was developed and manufactured. Its experimental study, as well as the analysis of the patent-informationarray, made it possible to determine the boundaries of using this technical object. The reciprocating generator is driven by a free-piston engine with an external heat supply. For carrying out field experiments, a prototype laboratory model of a free-piston engine with an external heat supply with a linear alternator has been developed. Its main difference from the known types of Stirling engines is the absence of a massive flywheel with a crankshaft and a crank mechanism, which makes it possible to achieve greater tightness and significantly increases the power on output shaft while limiting the outer dimensions. Air is used as the working medium with addition of a small percentage of water, which makes it possible to develop pressure up to 10 MPa. The technical calculation of the generator design has been given, the force required to develop the needed power during the movable element reciprocating movement has been determined. Solutions have been adopted to suppress acoustic noise causing discomfort to consumers. This can in particular be done by placing vibration dampers and designing a generator with a high efficiency. The design of the moving element should minimize mechanical stress on the windings or magnets. The proposed generator can be competitive and can successfully replace traditional low-power sources of electricity with diesel or gasoline engines.
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Sibryaev, Konstantin Olegovich, Maxim Michailovich Gorbachev, and Adel Damirovich Ibadullaev. "DEVELOPING INFORMATION PROCESSING UNIT USED IN SOFTWARE AND HARDWARE COMPLEX MONITORING SHIP SHAFT LINE TORSIONAL VIBRATIONS." Vestnik of Astrakhan State Technical University 2021, no. 1 (May 31, 2021): 22–28. http://dx.doi.org/10.24143/1812-9498-2021-1-22-28.
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The article considers torsional vibrations in combination with other technical factors, which remain a cause of damages and breakdowns of the ship's propeller shafts, intermediate shafts and crankshafts. Torsional vibrations inevitably occur in the ship plants. It can be explained by the uneven torque of the engine and the torque on the propeller (exposure of the propeller, uneven movement of the water flow, stormy weather, etc.), which leads to alternating twisting of the shaft. To reduce torsional vibrations, dampers are used, which require periodic performance testing by using the torsiography procedure. In contrast to the existing monitoring systems of the technical condition of the damper, it is planned to install an information processing unit for the software and hardware complex for monitoring torsional vibrations of the ship's shaft line and the parameters associated with them (vibration and temperature changes of the flexible elements of the connecting couplings). The unit under development will allow to constantly monitor the level of torsional vibrations and, if they increase, to signal the ship's mechanic to switch to another operational mode of the main engine, which will increase the reliability and automation of the ship power plants, the safety of navigation, and reduce the economic costs of ship operating
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Gregório, Jorge P., and Francisco M. Brójo. "Development of a 4 stroke spark ignition opposed piston engine." Open Engineering 8, no. 1 (November 3, 2018): 337–43. http://dx.doi.org/10.1515/eng-2018-0039.
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Abstract The purpose of this project was to develop a low-cost OP engine, 4-stroke, gasoline by joining two single-cylinder reciprocating internal combustion engines with side valves on the block, removing the heads. The chosed engine was Model EY15 of Robin America. Joining these two engine blocks together made possible to build an opposed-piston engine (OPE) with two crankshafts. In this new engine, the combustion chamber is confined to the space inside the cylinder between the piston heads and the chamber between the valves. The pistons move in the cylinder axis in opposite directions, a feature typical of opposed-piston engines. After building the engine, parameters characteristic of the OPE, such as: rotational speed, torque, fuel consumption and emissions, were measured on an Eddy currents dynamometer. With the collected data, power, specific consumption and overall efficiency were calculated, allowing to conclude that the motor with the opposed-piston configuration is less expensive and is more powerful. The development of the opposed-piston engine in this project has shown that it is feasible to build one engine from a different one already in use, reducing the manufacturing and development costs. In addition, higher power can be obtained with better specific fuel consumption and less vibration.
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Heath, A. R., and P. M. McNamara. "Crankshaft Stress Analysis—Combination of Finite Element and Classical Analysis Techniques." Journal of Engineering for Gas Turbines and Power 112, no. 3 (July 1, 1990): 268–75. http://dx.doi.org/10.1115/1.2906491.
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The conflicting legislative and customer pressures on engine design, for example, combining low friction and a high level of refinement, require sophisticated tools if competitive designs are to be realized. This is particularly true of crankshafts, probably the most analyzed of all engine components. This paper describes the hierarchy of methods used for crankshaft stress analysis with case studies. A computer-based analysis system is described that combines FE and classical methods to allow optimized designs to be produced efficiently. At the lowest level simplified classical techniques are integrated into the CAD-based design process. These methods give the rapid feedback necessary to perform concept design iterations. Various levels of FE analysis are available to carry out more detailed analyses of the crankshaft. The FE studies may feed information to or take information from the classical methods. At the highest level a method for including the load sharing effects of the flexible crankshaft within a flexible block interconnected by nonlinear oil films is described. This method includes the FE modeling of the complete crankshaft and the consideration of its stress field throughout an engine cycle. Fatigue assessment is performed to calculate the distribution of fatigue safety factor on the surface of the crankshaft. This level of analysis can be used for failure investigation, or detailed design optimization and verification. The method is compatible with those used for vibration and oil film analysis.
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Elmoselhy, Salah A. M., Waleed F. Faris, and Hesham A. Rakha. "Validated Analytical Modeling of Eccentricity and Dynamic Displacement in Diesel Engines with Flexible Crankshaft." Energies 15, no. 16 (August 22, 2022): 6083. http://dx.doi.org/10.3390/en15166083.
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In spite of the fact that the flexibility of the crankshaft of diesel engines exhibits notable nonlinearities, analytical modeling of such nonlinearities is not yet realized. The present study thus analytically models the effect of eccentricity on flexible crankshaft and piston secondary motion. The eccentricity of the crankshaft is modeled as the summation of the hydrodynamic eccentricity and the dynamic mass eccentricity of the crankshaft. The study also models the absolute value of the vibrational dynamic displacement of the center of the crankshaft. The paper proves that such dynamic displacement of the center of the crankshaft is sensitive to the changes in its independent variables. It was found that the most influential parameters on the dynamic displacement of the center of the crankshaft due to vibration are the natural frequency and the eccentricity of the crankshaft. The modeling of the dynamic displacement in a flexible crankshaft was validated using a case study based on the eccentricity of the crankshaft showing a relative error of 4%, which is less than the relative error in the CMEM and GT-Power. Furthermore, the analytical modeling of the dynamic displacement in the flexible crankshaft was validated using another case study based on fatigue analysis of the crankshaft showing a relative error of 9%, which is less than that the relative error in Newman’s model of diesel engine fuel consumption and Lansky’s model of diesel engine cylinders. The paper also presents a proposed approach of fatigue failure analysis for vehicular dynamic components and presents a proposed nanostructure of crankshafts for improving such fatigue performance. The developed models would help develop efficient diesel engines and help prolong their service life.
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Shatokhin, Vladimir, Boris Granko, and Vladimir Sobol. "About the choice of parameters of the non-linear flexible coupling as damper in two-shaft transport diesel engines." Bulletin of Kharkov National Automobile and Highway University, no. 93 (May 27, 2021): 118–27. http://dx.doi.org/10.30977/bul.2219-5548.2021.93.0.118.
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The increase in power and speed of modern units with internal combustion engines (ICE) leads to the increase in dynamic loads in them. The effective means of dealing with dangerous torsional vibrations is the introduction of elastic couplings and damping devices, the characteristics of which are most often nonlinear. The features of existing approaches for the choice of their parameters are limited by the imperfection of the models of the devices themselves, the features of the models of machine units with internal combustion engines as multimass systems with several nonlinearities. Goal. The creation of the method for parameters synthesizing of an elastic coupling with a preload as a unit of limiting excessive vibrations in nonlinear models of machine units with twinshaft diesel engines. The following problems should be resolved: the dynamic synthesis problem is formulated as a nonlinear programming problem; a harmonic linearization method was developed for the equations of motion in integral form; the equivalent stiffness and average deformation of the nonlinear connection are determined; an algorithm for finding the vibration amplitudes of nonlinear connections has been created; a reliable nonlinear dynamic model of a machine unit with a 3TD diesel engine has been built; the results of computational studies are compared with experimental data. Methodology. The synthesis method is based on an efficient algorithm for solving analysis tasks. The equations of motion are written in the form of integral equations using the pulsefrequency characteristics of the linearized models. The main advantage of this approach for solving synthesis and optimization tasks is that the number of equations of motion is equal to the number of nonlinearities and the complexity of solving the analysis task is practically independent of the model’s number of degrees of freedom. The problem of dynamic synthesis of coupling parameters is formulated as a nonlinear program-ming task. Results. The parameters synthesis method for the elastic coupling with a preload as a means of limiting excessive vibrations in nonlinear models of machine units with twoshaft diesel engines has been developed. A method of harmonious linearization for the equations of motion in integral form, written using the pulsefrequency characteristics of linearized models, is presented. The task of dynamic synthesis of coupling parameters is formulated as a nonlinear programming task. Originality. The parameters synthesis task of the elastic coupling with a preload is solved as a task of nonlinear programming. An efficient algorithm for solving the analysis task is based on the method of harmonic linearization for the equations of motion in integral form, that are written using the pulsefrequency characteristics of the linearized models. Practical value. The reliable nonline-ar dynamic model of a machine unit with a twoshaft transport diesel engine 3TD has been built. The optimal parameters of the elastic coupling between the engine crankshafts have been determined. The results of computational studies are compared with experimental data.
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Wang, Mengsheng, Nengqi Xiao, and Minghui Fan. "The torsional vibration simulation of the diesel engine crankshaft system based on multi-body dynamic model." Proceedings of the Institution of Mechanical Engineers, Part K: Journal of Multi-body Dynamics, May 26, 2021, 146441932110202. http://dx.doi.org/10.1177/14644193211020247.
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In order to analyze the torsional vibration of the crankshaft system, a three-dimensional model of the crankshaft system is established, consisted of the piston, connected rod, crank shaft, flywheel and silicone oil damper. Use by multi-body dynamics simulation software ADAMS, created the multi-body dynamics model of the multiple degrees of freedom consisting of rigid hybrid engine system, to do the torsional vibration response simulation, analysis of the torsional vibration on the crankshaft. Through the torsional vibration test of the diesel engine crankshaft system, the accuracy of the simulation calculation results have been verified. This simulation result has higher accuracy, and this calculation method has certain engineering application value.