Journal articles: 'Balancing crankshaft'

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Chang, Jun. "Measuring Principle of Dynamic Unbalance for Crankshaft." Applied Mechanics and Materials 697 (November 2014): 222–25. http://dx.doi.org/10.4028/www.scientific.net/amm.697.222.

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measuring principle of dynamic unbalance and calibration process is the key point of the crankshaft production, which refers to the unbalance theory, mechanical design, sensors, and signal analysis. It is a complex and comprehensive technology. This paper mainly introduces the measuring principle of dynamic unbalance for crankshaft from theoretical side. Firstly, we will introduce the calculation theory of dynamic balancing; secondly, we will introduce the measuring system of crankshaft dynamic balancing, which includes support system and measuring system.Key words: dynamic balancing, influence coefficient method, support system, measuring system

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Zhang, Shihai, and Zimiao Zhang. "Research on the Field Dynamic Balance Technologies for Large Diesel Engine Crankshaft System." Shock and Vibration 2017 (2017): 1–10. http://dx.doi.org/10.1155/2017/7150472.

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In order to reduce the unbalancing mass and the accompanying unbalancing vibration of diesel engine crankshaft system, the field dynamic balancing method and its key technologies are presented in the paper. In order to separate the unbalancing vibration signal from the total vibration signal of crankshaft system, the fundamental frequency signal fitting principle based on the least square method was introduced firstly, and then wavelet noise reduction method was applied to improve the signal fitting precision of least square method. Based on the unbalancing vibration signal analysis and assessment of crankshaft system, the influence coefficient method was applied to calculate the value and phase of the equivalent unbalancing mass in flywheel. To easily correct the unbalancing condition of crankshaft system, the unbalancing adjustment equipment was designed based on the flywheel structure. The balancing effect of field dynamic balancing system designed for the large diesel engine has been verified by field experiments.

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3

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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4

Huang, Yi Cheng, and Fong You Lee. "Dynamic Balancing Modal Analysis and Vibration Suppressing Design for Reciprocating Compressor Crankshaft." Applied Mechanics and Materials 157-158 (February 2012): 996–99. http://dx.doi.org/10.4028/www.scientific.net/amm.157-158.996.

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The purpose of this study is to improve the problem of vibration which occurs in a running reciprocating compressor, by determining an optimal crankshaft counterweight and narrowing the movement trajectory of the crankshaft connecting rod mechanism. An analytical solution method is applied to satisfy the requirements for vibration reduction. Use of finite element software is to simulate the modality and deformation of crankshaft under various conditions of counterweight. Modal testing shows a difference of less than 6 % between the simulation and the experimental results. After the crankshaft counterweight is machined and installed, the new crankshaft is able to reduce compressor vibrations from 32 mm/s down to 15.8 mm/s and noise reduction of 3 dB. This study can provide information pertaining to the design process and assessment to any future new compressor designs.

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MOSAKOWSKI, Ryszard. "Analysis of balancing of four stroke V6 engines." Combustion Engines 155, no. 4 (November 1, 2013): 44–55. http://dx.doi.org/10.19206/ce-116976.

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Analysis of balance of V6 engines with a common-pin crankshaft depending on a cylinder bank angle and the crank radius to connecting rod length ratios l based on the relations derived is presented in the paper. The bank angles providing the lowest moment of inertia forces in reciprocating motion for selected l values were determined. The position of the plane of the main counterweights in order to maximum balance of the moment of the first order inertia forces and degree of its balancing in the function of the cylinder bank angle were also defined in the paper. The position of the balancing shaft with respect to the crankshaft to fully balance the moments of the first order inertia forces was also determined. Apart from the quality of balancing, also other criteria for the selection of the cylinder bank angle of vehicle engines were indicated in the paper.

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Ren, Ai Hua, Hong Zhou, and Chuan Qiong Sun. "The Development of Test System for Crankshaft Balancing Machine." Applied Mechanics and Materials 37-38 (November 2010): 1448–51. http://dx.doi.org/10.4028/www.scientific.net/amm.37-38.1448.

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The development of hardware and software of the test system for crankshaft balancing machine based on industrial PC was discussed and the method and process of calibration of unbalance were presented. It shows that the dimension and direction of the unbalance can be measured in practice.

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7

Dagna, Alberto, Cristiana Delprete, and Chiara Gastaldi. "A General Framework for Crankshaft Balancing and Counterweight Design." Applied Sciences 11, no. 19 (September 27, 2021): 8997. http://dx.doi.org/10.3390/app11198997.

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In the automotive field, the requirements in terms of carbon emissions and improved efficiency are shifting the focus of designers towards reduced engine size. As a result, the dynamic balancing of an engine with strict limitations on the number of cylinders, the weight and the available space becomes a challenging task. The present contribution aims at providing the designer with a tool capable of selecting fundamental parameters needed to correctly balance an internal combustion engine, including the masses and geometry of the elements to be added directly onto the crankshaft and onto the balancing shafts. The relevant elements that distinguish the tool from others already proposed are two. The first is the comprehensive matrix formulation which makes the tool fit for a wide variety of engine configurations. The second is an optimisation procedure that selects not only the position of the mass and centre of gravity of the counterweight but also its complete geometric configuration, thus instantaneously identifying the overall dimensions and weight of the crankshaft.

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Vijaykumar, Khasnis, Ukhande Manoj, Tilekar Girish, Mane Rajesh, and Shegavi Girish. "Crankshaft Design Optimization to Improve Dynamic Balancing and Fatigue Strength." International Journal of Automotive Engineering 6, no. 2 (2015): 59–66. http://dx.doi.org/10.20485/jsaeijae.6.2_59.

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9

Badoiu, Dorin. "Research Concerning the Influence of Balancing the Conventional Pumping Units on their Dynamics." Revista de Chimie 72, no. 2 (May 7, 2021): 178–85. http://dx.doi.org/10.37358/rc.21.2.8429.

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The paper analyses the influence of the rotary balancing and of the combined balancing (rotary and oscillating) on the variation of the motor torque at the crankshaft and on the variation of the connection forces acting in the joints of the mechanism of the conventional pumping units. For this purpose a computer program has been developed and a series of results in the case of a C-640D-305-120 pumping unit are presented.

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10

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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11

Wang, Xin Wei, and Li Mu. "A Virtual Crankshaft Dynamic Balance Measuring System Based on VB." Advanced Materials Research 500 (April 2012): 709–14. http://dx.doi.org/10.4028/www.scientific.net/amr.500.709.

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A crankshaft dynamic balance system designed based on VB is proposed in this thesis. The imbalance can be measured by using computing software and signal processing technology. The development principle, method, hardware and software system are all introduced. The modular design is used in software system. The touch-screen device is used to realize the data display, storage and analysis. And the imbalance mass and position can be displayed on the virtual instrument interface. Real-time monitoring and accurate information can be completed by the system. The experiment result shows this system is easy in operating, high in capability/price ratio and high in balancing precision. It can meet the producing demands and has good market prospects.

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12

Ren, Tao, Wen Tao Qu, and Wen Sun. "Dynamics Study of a Dynamic Balancing Linkage with Small Fluctuations in Load." Applied Mechanics and Materials 86 (August 2011): 176–79. http://dx.doi.org/10.4028/www.scientific.net/amm.86.176.

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The fluctuations of the net crank torque on crankshaft remain the main reasons of both higher motor input power and lower efficiency. The later results in high system energy cost. The paper presents a novel linkage model based on rocking-bar linkage. The linkage demonstrates a smaller fluctuation in net crank torque. Therefore the motor efficiency is improved and input power is reduced greatly. The new model enhances the system energy saving. By establishing the linkage dynamics models, analyses contrasting the effects of energy saving were performed under the actual load conditions.

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13

Groza, Doru. "Balancing of a Slider-Crank Mechanism by Using a Counter Mass and a Progressive Spring with Two Rates." Applied Mechanics and Materials 823 (January 2016): 37–42. http://dx.doi.org/10.4028/www.scientific.net/amm.823.37.

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This paper investigates the possibility to individually balance the specific shaking forces and shaking moment of the slider-crank mechanism. The most common mean of balancing the slider crank mechanism is to use a counter mass. This solution is applied for almost every slider-crank mechanism used in commercial mechanical devices. However the nature of the mechanism does not allow a perfect balancing in such a way. The different nature of motions that govern the piston displacement and crank rotation imply that a counter mass can only statically balance the mechanism. An ideal dynamic balancing cannot be achieved this way. Therefore in this paper the excitations that act on the mechanism are split by the nature of motion that generates them and balanced accordingly. Two motions are defined, respectively the motion of the piston and the motion of the crank. The inertia force associated with the crank motion is balanced by building a dynamically equivalent system around the axis of the crankshaft while the excitation associated with the motion of the piston is balanced with a progressive spring with two rates.

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14

Tariq Sulaiman ِم Abbood Al Taee, Mohammed. "A Novel Experimental Study of Single–Plane Balancing Method of Crankshaft without Phase AnglesData(ENG)." AL-Rafdain Engineering Journal (AREJ) 21, no. 3 (June 28, 2013): 66–77. http://dx.doi.org/10.33899/rengj.2013.75561.

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15

Guarato, Alexandre Zuquete, Yann Quinsat, Charyar Mehdi-Souzani, Claire Lartigue, and Edoardo Sura. "Conversion of 3D scanned point cloud into a voxel-based representation for crankshaft mass balancing." International Journal of Advanced Manufacturing Technology 95, no. 1-4 (November 9, 2017): 1315–24. http://dx.doi.org/10.1007/s00170-017-1319-5.

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16

Hebbalkar, Sunil S., and Kaushik Kumar. "Designing of a Balanced Opposed Piston Engine." Applied Mechanics and Materials 852 (September 2016): 719–23. http://dx.doi.org/10.4028/www.scientific.net/amm.852.719.

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An internal combustion engine with opposed piston engine (OPE) develops higher power density than any other conventional internal combustion engine by virtue of its design. A Two stroke OPE gives two power stroke within 3600 of crank revolution which indicates the higher power density. But this extra power also results in large amount of forces gets transmitted to both the crankshaft amounting to large unbalance in the engine. Hence for a smoother and noise free performance, engine should be dynamically balanced. So balancing is one of the main criteria for better performance. In this paper the dynamic analysis was performed by varying the linkage dimensions of OPE for balance OPE. The analytical calculation of inertia forces and dimensions for linkages has been compared with software based results, depending on pressure crank angle plot for two stroke engine.

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17

Ren, Tao, Dong Sheng Liao, Wen Tao Qu, and Wen Sun. "Slider-Crank Type Cluster Wells Pumping Motion and Dynamics Analysis." Advanced Materials Research 479-481 (February 2012): 808–12. http://dx.doi.org/10.4028/www.scientific.net/amr.479-481.808.

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At present, one pumping corresponding one oil well exploitation pattern has been unable to meet the cluster well oil recovery characteristics of muti-well platform. Single-well pumping unit’s torque factor is too large, resulting in the peak of the net torque of the crank shaft is too large and the fluctuation is too large, which lead to the increasing of the pumping consumption. Slider-crank type cluster well pumping unit can realize a pumping unit driving several wells pumping and make use of the principle of rod load balancing each other, no need of special balance block, having good balance effect, the crankshaft net torque having smaller peak and energy saving effect is obvious .Proposing the cluster well pumping unit design program based on slider- crank type mechanism, establishing the corresponding motion and dynamic analysis equation and analyzing the performance of slider- crank type cluster well pumping unit based on the actual load conditions.

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18

Guan, Nanxiang, Ao Wang, Yongpeng Gu, Zhifeng Xie, and Ming Zhou. "A Novel Coaxial Balance Mechanism for Reciprocating Piston Engines." Applied Sciences 11, no. 12 (June 18, 2021): 5647. http://dx.doi.org/10.3390/app11125647.

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Vibration is an important issue faced by reciprocating piston engines, and is caused by reciprocating inertia forces of the piston set. To reduce the vibration without changing the main structure and size of the original engine, we proposed a novel coaxial balance mechanism design based on a compact unit body. By introducing a second-order balance mass, this mechanism can significantly increase the efficiency of vibration reduction. The proposed mechanism can effectively balance the first-order and second-order inertia forces with the potential of balancing high-order inertia forces. To accurately determine the second-order balance mass, a closed-form method was developed. Simulation results with a single-cylinder piston DK32 engine demonstrate the effectiveness and advantage of the proposed mechanism. At a crankshaft speed of 2350 r/min, compared with the first-order balance device, the average root mean square velocity of the test points on the engine’s cylinder was reduced by 97.31%, and the support reaction force was reduced by 96.54%.

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19

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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20

KOZAK, Władysław. "Crank and rocker piston assembly." Combustion Engines 152, no. 1 (February 1, 2013): 10–27. http://dx.doi.org/10.19206/ce-117009.

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The paper presents a qualitative analysis of a crank-and-rocker piston mechanism. In comparison to a conventional piston assembly the mechanism is composed of more elements necessary to convert the reciprocating motion of the pistons to rotary motion of the crankshaft. A greater complexity of the system is balanced by a greater number of advantages particularly visible in the module, composed of four cylinders coupled by the rocker with a single crank journal. A greater number of elements allow an obtainment of better functional flexibility of the mechanism, particularly in terms of the piston movement. This feature can be used to control the course of the engine torque, the heat losses to the cooling system, the reduction of the piston pressure on the cylinder liners (friction and mechanical losses) as well as variation of the compression ratio easily performed during engine operation. The natural characteristics of the four-cylinder module have been highlighted through an internal balancing of the mass forces. The analysis does not contain the elements of design. The design parameters in the analysis are random. They were selected to highlight the properties of the design and show negative and positive features. The relations and remarks included in the paper may turn out useful when designing the mechanism.

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21

Cihan, Ö., and M. Bulut. "A Comparative Fatigue Analysis of GFRP, CFRP and Structural Steel for Connecting Rod Using ANSYS." International Polymer Processing 36, no. 2 (May 1, 2021): 144–55. http://dx.doi.org/10.1515/ipp-2020-3992.

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Abstract The connecting rod, as an important part in internal combustion engines, has been most widely used in automotive industry, and its main function is to transfer the reciprocating motion of the piston into the rotatory motion of the crankshaft. In this study, fatigue analysis of the connecting rod is performed numerically for different engine speeds. With this aim, it is attempted to reduce the weight of the connecting rod by choosing the low density and high strength of GFRP and CFRP composite materials instead of structural steel. In this way, it is possible to improve the engine efficiency with saving unnecessary balancing weights as well as reducing the cost of the connecting rod. In the current study, the connecting rod was modeled using Solidworks software, and its CAD model was transferred to the ANSYS/Workbench software for Finite Element Analyses (FEA). In FEA, fatigue analyses were performed to determine fatigue parameters such as alternating stress, deformation, fatigue life and safety factor according to Soderberg’s fatigue model. Results from this study showed that alternating stress and safety factor reached a critical value between piston pin end and crank end near to the piston pin end. Alternating stress values of the GFRP and CFRP connecting rods were much lower than those of structural steel rod. In contrast to reduction of the weight by 1/5, fatigue life of the connecting rod with structural steel material was much greater than those of GFRP and CFRP providing a higher safety factor compared with composite materials.

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22

MOSAKOWSKI, Ryszard. "Comparative analysis of balancing of V6 engines with common- and split-pin crankshafts." Combustion Engines 156, no. 1 (February 1, 2014): 3–12. http://dx.doi.org/10.19206/ce-116947.

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An analysis of balancing of V6 engines equipped with split-pin crankshafts with any cylinder bank angle based on the mathematical relations derived in the paper was carried out. A comparison of the quality of their balancing with engines equipped with common-pin crankshafts was also carried out. The bank angle ranges beneficial for balancing of moments of inertia forces in reciprocating motion were determined. A mathematical relation on the optimum value of the main counterweights in the function of the cylinder bank angle was derived as well. The advantages of the split-pin crankshafts from the point of view of balancing were also indicated also.

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23

Kang, Yuan, Ming-Hsuan Tseng, Shih-Ming Wang, Chih-Pin Chiang, and Chun-Chieh Wang. "An accuracy improvement for balancing crankshafts." Mechanism and Machine Theory 38, no. 12 (December 2003): 1449–67. http://dx.doi.org/10.1016/s0094-114x(03)00097-1.

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24

Kokieva, G., N. Moshkin, V. Druzynova, D. Radnayev, and N. Khiterkheyeva. "Influence of imbalance of balancing of crankshafts during engine repair." IOP Conference Series: Materials Science and Engineering 1001 (December 31, 2020): 012085. http://dx.doi.org/10.1088/1757-899x/1001/1/012085.

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25

Liu, C. Q., and Ronald L. Huston. "Theoretical and practical aspects for balancing crankshafts of six-cylinder V60 degree engines." International Journal of Vehicle Noise and Vibration 7, no. 1 (2011): 68. http://dx.doi.org/10.1504/ijvnv.2011.039055.

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26

Kartashevich, A. N., S. A. Plotnukov, and M. V. Motovilova. "ОЦЕНКА РЕГУЛИРОВОЧНЫХ ПОКАЗАТЕЛЕЙ ДИЗЕЛЯ ПРИ ВЫСОКОТЕМПЕРАТУРНОМ ВОЗДЕЙСТВИИ НА ДТ." VESTNIK RIAZANSKOGO GOSUDARSTVENNOGO AGROTEHNOLOGICHESKOGO UNIVERSITETA IM. P.A. KOSTYCHEVA, no. 4(44) (December 27, 2019). http://dx.doi.org/10.36508/rsatu.2019.68.89.023.

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Цель исследований экспериментальное определение регулировочных показателей дизельного двигателя Д-245.5S2 при его работе на высокотемпературном дизельном топливе. Объект исследования экспериментальная установка: двигатель Д-245.5S2, электротормозной стенд RAPIDO SAK N670 с балансирной маятниковой машиной. Значение установочного угла опережения впрыскивания топлива изменялось в диапазоне от 10 до 30 градусов, через каждые четыре градуса. Испытания проводились на дизельном и подогретом дизельном топливе. Температура подогрева топлива составляла 100 С и 300 С. Предварительное тепловое воздействие на топливо осуществлялось при помощи нагревательного устройства. Подогрев дизельного топлива производился на линии высокого давления между ТНВД и форсункой. Опираясь на полученные в результате испытаний экспериментальные данные, были установлены зависимости регулировочных показателей дизеля при его работе на подогретом топливе. Также выявлены изменения токсичности и дымности отработавших газов при разных значениях установочного угла опережения впрыскивания топлива. Приведены графики регулировочных характеристик по установочному углу опережения впрыскивания топлива без подогрева и с подогревом до 100 С и 300 С (эффективные показатели, показатели токсичности и дымности отработавших газов при частоте вращения коленчатого вала n1800 мин-1). В результате испытаний установлено, что применение подогретого топлива не оказывает заметного влияния на работоспособность форсунки и систему питания дизельного двигателя. Угол опережения впрыскивания топлива впр, при котором эффективные показатели работы двигателя являются оптимальными, составляет 18-22 градуса.The purpose of research experimental determination of the adjustment parameters of the diesel engine D-245.5S2 at its operation on high temperature diesel fuel. Object of study: experimental setup (engine D-245.5S2, electric brake stand RAPIDO SAK N670 with balancing pendulum machine). The value of the angle of advance of fuel injection was varied in the range from 10 to 30 degrees, at intervals of four degrees. Tests were carried out on diesel and heated diesel fuel. Fuel heating temperature 100C and 300C. Preliminary thermal influence on fuel was carried out by means of the heating device. Heating of diesel fuel was carried out on the high pressure line between the injection pump and the nozzle. Based on the experimental data obtained as a result of the tests, the dependence of the adjustment parameters of the diesel during its operation on heated fuel was established. Also, changes in toxicity and smoke, exhaust gases from different values of the installation angle of advance of fuel injection were revealed. The graphs of the adjustment characteristics of the installation angle of advance fuel injection without heating and heated 100C and 300C (effective indicators, indicators of toxicity and smoke in the exhaust gases at a speed of the crankshaft n1800 min-1). As a result of the tests, it was found that the use of heated fuel does not have a noticeable effect on the performance of the injector and the power supply system of the diesel engine. A corner of an advancing of injection of fuel впр at which efficient performance of the engine are the optimum is 18/22.

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Journal articles on the topic 'Balancing crankshaft'

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