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Journal articles on the topic 'Crankshaft offset'

Author: Grafiati

Published: 4 June 2021

Last updated: 1 February 2022

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S. Abdulhussain, Uzaldin, Taj Elssir Hassan, and Maisara Mohy Eldin Gasim. "Theoretical Performance Comparison between Inline, Offset and Twin Crankshaft Internal Combustion Engine Models." FES Journal of Engineering Sciences 2, no. 1 (November 6, 2006): 26. http://dx.doi.org/10.52981/fjes.v2i1.91.

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Twin crankshaft is a new engine arrangement introduced to overcome cylinder’s liner wear problems encountered in the conventional inline crankshaft engine due to the effect of the side thrust force. The offset crankshaft arrangement was also introduced to solve the same problem. In this work a computer programs was built to obtain the theoretical performance comparison between the three engines arrangements (inline, twin and offset crankshaft engines), and compared the theatrical performance with the experimental results, which done to the engine’s models. The study results show that the twin crankshaft engine model exhibited no thrust force, and that the thrust force in the offset crankshaft model is smaller than that in the inline crankshaft engine model. These agree with experimental results obtained from the same engine model.

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Hassan, Taj Elssir, Abdelfattah Bilal, and Maisara Mohy Eldin Gasim. "Theoretical Performance Comparison between Inline, Offset and Twin Crankshaft Internal Combustion Engines." FES Journal of Engineering Sciences 3, no. 1 (November 6, 2008): 17. http://dx.doi.org/10.52981/fjes.v3i1.76.

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The twin crankshaft engine is anew configuration of internal combustion engine that introduced to solve the engine liner wear problems, increase the engine efficiency and it has other advantages over conventional engines. In this research, a computational work was carried out to compare the performance of three l engine configurations, namely, the conventional (inline) engine, the offset crankshaft engine and the twin crankshaft engine, of the same cylinder bore, speed, crank arm, piston mass and heat addition. The performance measured was the side thrust force that causes liner wear and the output torque. Results showed that the twin crankshaft engine is superior in terms of torque which means it has larger efficiency than the other configurations.

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Sun, Jun, and Changlin Gui. "Effect of Lubrication Status of Bearing on Crankshaft Strength." Journal of Tribology 129, no. 4 (June 6, 2007): 887–94. http://dx.doi.org/10.1115/1.2768977.

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There is direct interaction between crankshaft and bearing in an internal combustion engine. The effect of lubrication status of bearing was not considered in the present calculation of crankshaft strength. A given oil film pressure distribution of bearing was generally used as load acted on journal. In this paper, a crankshaft-bearing system was taken as the study object. On the basis of lubrication analysis of misaligned bearing caused by crankshaft deformation, the stress and strength of-crankshaft were calculated using analytical oil film pressure of bearing as the load boundary condition. Crankshaft deformation and bearing load were calculated by whole crankshaft beam-element method. The lubrication of crankshaft bearing was analyzed by the kinetics method. Crankshaft stress was calculated by the finite-element method. The results show that when the effect of crankshaft deformation under load is considered, the offset distribution of oil film pressure of bearing appears and the highest oil film pressure increases remarkably, which result in the stresses of local area on fillet surface of crankshaft journal increase obviously and the safety factor of crankshaft decreases.

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Shen, Nan Yan, Jing Li, Xue Dong Wang, Jun Ye, and Zhi Xiang Yu. "Analysis and Detection of Elastic Deformation of the Large-Scale Crankshaft in Non-Circular Grinding." Applied Mechanics and Materials 532 (February 2014): 285–90. http://dx.doi.org/10.4028/www.scientific.net/amm.532.285.

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Due to the discontinuous axis and the big ratio of length to diameter, the large-scale crankshaft is easy to generate the complex elastic deformation under the effect of the huge gravity and the clamping force on non-circular grinding machine. The distinctive deformation deteriorates the coaxiality of all the main journals and thus the grinding precision of crankpins in non-circular grinding. In this paper, the statics analysis of large-scale crankshaft has been conducted by using the finite element simulation. The overall deformation of crankshaft and the position offset of each main journal center without or with the auxiliary supports have been simulated and contrasted. The results manifest that the auxiliary support forces produced by the steady rests have the positive effect on the compensation for crankshaft deformation. On this basis, to satisfy the demand of position adjustment of the upper and lower support pads of servo-controlled open steady rest, the on-machine measurement method and device of the position of main journal center is proposed. And then the offset calculation model of the main journal center is deduced using the measured data. The measurement method and device are beneficial for the straightening of the crankshaft and the improvement of machining accuracy of crankpins in non-circular grinding.

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Cho, M. R., J. S. Kim, D. Y. Oh, and D. C. Han. "The effects of crankshaft offset on the engine friction." International Journal of Vehicle Design 31, no. 2 (2003): 187. http://dx.doi.org/10.1504/ijvd.2003.003183.

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Hongwei, Yan, Yang Jin, and Zhang Baocheng. "Analysis of the Influences of Piston Crankshaft Offset on Piston Secondary Movements." Open Mechanical Engineering Journal 9, no. 1 (October 7, 2015): 933–37. http://dx.doi.org/10.2174/1874155x01509010933.

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This paper takes dynamics analysis on the piston and the dynamic lubrication theory on the skirt and the ring of piston as the basis. Using AVL Glide software, through the establishment of the analysis model of the piston secondary movements, this study focuses on the effects of the crankshaft bias on piston secondary movements’ characteristics. This paper takes 5 different offsets, by comparing the piston lateral displacement, transverse movement speed, transverse acceleration, swinging angle, swing angular velocity and angular acceleration, finds out the relationships between crank offset value and the piston “slap”, piston impact energy and piston skirt friction loss, thus, provides the basis for the design of internal combustion engines.

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Grabowski, Łukasz, Konrad Pietrykowski, and Paweł Karpiński. "Energetic Analysis of the Aircraft Diesel Engine." MATEC Web of Conferences 252 (2019): 05012. http://dx.doi.org/10.1051/matecconf/201925205012.

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The analysis of the distribution of thermal energy generated during the combustion process in internal combustion engines and the estimation of individual losses are important regarding performance and efficiency. The article analyses the energy balance of the designed two-stroke opposed piston diesel engines with offset, i.e. the angle by which the crankshaft at the side of exhaust ports is ahead of the crankshaft at the side of intake ports. Based on the developed zero-dimensional engine model, a series of simulations were performed in steady-state conditions using the AVL BOOST software. The values of individual energy losses, including cooling losses, exhaust gas losses, friction losses were obtained. The influence of decreasing and increasing the offset on the performance of the tested engine was analysed.

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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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Srirussamee, Kasama, Anak Khantachawana, Bunheng Hok, and Aphinan Phukaoluan. "Thermomechanical Performance of the Offset Crankshaft Heat Engine Driven by TiNiCu Shape Memory Alloys." Engineering Journal 25, no. 2 (February 28, 2021): 85–93. http://dx.doi.org/10.4186/ej.2021.25.2.85.

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Gupta, BK, A. Rehman, and ND Mittal. "Validating experimentally the gain in torque due to crankshaft offset of an internal combustion engine." International Journal of Engineering, Science and Technology 6, no. 2 (March 11, 2014): 76. http://dx.doi.org/10.4314/ijest.v6i2.6.

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Parker, J. K., S. R. Bell, and D. M. Davis. "An Opposed-Piston Diesel Engine." Journal of Engineering for Gas Turbines and Power 115, no. 4 (October 1, 1993): 734–41. http://dx.doi.org/10.1115/1.2906767.

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Typical conventional diesel engine designs are based on arrangements of single piston and cylinder sets placed sequentially either in-line or offset (“V”) along the crankshaft. The development of other engines, such as the opposed piston type, has been motivated by potential advantages seen in such designs, which may not be viable in conventional in-line or V engine arrangements. Several alternatives to conventional engine design have been investigated in the past and some aspects of these designs have been utilized by engine manufacturers. The design and development of a proof-of-concept opposed piston diesel engine is summarized in this paper. An overview of opposed-piston engines is presented from early developments to current designs. The engine developed in this work is a two stroke and uses four pistons, which move in two parallel cylinders that straddle a single crankshaft. A prechamber equipped with a single fuel injector connects the two cylinders, forming a single combustion chamber. The methodology of the engine development process is discussed along with details of component design. Experimental evaluations of the assembled proof-of-concept engine were used for determining feasibility of the design concept. An electric dynamometer was used to motor the engine and for loading purposes. The dynamometer is instrumented for monitoring both speed and torque. Engine parameters measured include air flow rate, fuel consumption rate, inlet air and exhaust temperatures, and instantaneous cylinder gas pressure as a function of crank position. The results of several testing runs are presented and discussed.

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Haddad, Sam D., and Kek-Tjen Tjan. "An analytical study of offset piston and crankshaft designs and the effect of oil film on piston slap excitation in a diesel engine." Mechanism and Machine Theory 30, no. 2 (February 1995): 271–84. http://dx.doi.org/10.1016/0094-114x(94)00035-j.

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MacMillan, David, Theo Law, Paul J. Shayler, and Ian Pegg. "The influence of the crankshaft offset on the piston position, the indicated specific fuel economy and the emissions of a direct-injection diesel engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 228, no. 5 (January 27, 2014): 500–509. http://dx.doi.org/10.1177/0954407013501159.

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Hu, Bo, James WG Turner, Sam Akehurst, Chris Brace, and Colin Copeland. "Observations on and potential trends for mechanically supercharging a downsized passenger car engine:a review." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 231, no. 4 (August 5, 2016): 435–56. http://dx.doi.org/10.1177/0954407016636971.

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Engine downsizing is a proven approach for achieving a superior fuel efficiency. It is conventionally achieved by reducing the swept volume of the engine and by employing some means of increasing the specific output to achieve the desired installed engine power, usually in the form of an exhaust-driven turbocharger. However, because of the perceptible time needed for the turbocharger system to generate the required boost pressure, a characteristic of turbocharged engines is their degraded driveability in comparison with those of their naturally aspirated counterparts. Mechanical supercharging refers to the technology that compresses the intake air using the energy taken directly from the engine crankshaft. It is anticipated that engine downsizing which is realised either solely by a supercharger or by a combination of a supercharger and a turbocharger will enhance a vehicle’s driveability without significantly compromising the fuel consumption at an engine level compared with the downsizing by turbocharging. The capability of the supercharger system to eliminate the high exhaust back pressure, to reduce the pulsation interference and to mitigate the surge issue of a turbocharged engine in a compound-charging system offsets some of the fuel consumption penalty incurred in driving the supercharger. This, combined with an optimised down-speeding strategy, can further improve the fuel efficiency performance of a downsized engine while still enhancing its driveability and performance at a vehicle level. This paper first reviews the fundamentals and the types of supercharger that are currently used, or have been used, in passenger car engines. Next, the relationships between the downsizing, the driveability and the down-speeding are introduced to identify the improved synergies between the engine and the boosting machine. Then, mass production and prototype downsized supercharged passenger car engines are briefly described, followed by a detailed review of the current state-of-the-art supercharging technologies that are in production as opposed to the approaches that are currently only being investigated at a research level. Finally, the trends for mechanically supercharging a passenger car engine are discussed, with the aim of identifying potential development directions for the future. Enhancement of the low-end torque, improvement in the transient driveability and reduction in low-load parasitic losses are the three main development directions for a supercharger system, among which the adoption of a continuously variable transmission to decouple the supercharger speed from the engine speed, improvement of the compressor isentropic and volumetric efficiency and innovation of the supercharger mechanism seem to be the potential trend for mechanically supercharging a passenger car engine.

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Bharath, Anand Nageswaran, Rolf D. Reitz, and Christopher J. Rutland. "Impact of Active Control Turbocharging on the Fuel Economy and Emissions of a Light-Duty Reactivity Controlled Compression Ignition Engine: A Simulation Study." Frontiers in Mechanical Engineering 7 (March 25, 2021). http://dx.doi.org/10.3389/fmech.2021.610891.

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While forced induction strategies such as turbocharging can increase the power output and extend the load limit of engines operating on low temperature combustion strategies such as reactivity controlled compression ignition, the low exhaust enthalpy prevalent in these strategies requires the use of high backpressures to attain high turbocharger efficiencies, leading to high pumping losses and in turn poor fuel economy. Hence, there is a need to improve the exhaust energy utilization by the turbocharger such that the negative effects of the high backpressure requirements are offset. One turbocharger operating strategy that has the potential to enhance exhaust enthalpy conversion by the turbine is active control turbocharging (ACT), in which the rack position of a variable geometry turbocharger (VGT) is actuated using a continuously varying sinusoidal signal whose frequency is proportional to engine speed. In this study, the impact of ACT on turbocharger performance and fuel economy of a light-duty reactivity controlled compression ignition engine equipped with a VGT is investigated through coupled GT-POWER/KIVA-3V simulations at a medium-load cruise operating condition. A design of experiments study was executed in which the rack position amplitude and phase angle were independently varied, and the turbine efficiency, compressor efficiency, crankshaft torque, and brake specific fuel consumption were tracked for each run. The results show that ACT operation significantly increased the torque output while improving fuel economy over baseline VGT operation, but the range of actuation signal amplitude ratio was limited to 40% of the maximum amplitude possible due to peak cylinder pressure and peak pressure rise rate constraints. It is also shown that the impact of signal phase angle on turbocharger efficiency and overall system performance is not as significant as the amplitude ratio. The best fuel economy improvement over the baseline VGT operation at cruise conditions was observed at 40% amplitude ratio and 0° phase angle, and this value was 2.8%.

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