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Non-circular grinding is used in the grinding of crankshafts. In contrast to general grinding, the precision in non-circular grinding is affected by torsional deformation, which results in errors in the grinding depth. In this study, an equation to detect the angle error caused by torsional deformation is established considering the grinding force, the structure of the crankshaft, and the distribution of torque. The angle error due to torsional deformation was found to be up to 0.44 arcsec, which is 5 % of the angle error obtained from previous studies. This difference occurred as the previous studies did not exclusively detect the errors caused by bending deformation and torsional deformation. However, the established equation detects these errors separately. The fundamental cause of the two errors is the change in the structure of the crankshaft caused by bending. Further, the errors were eliminated via steady rest to reduce the bending of the crankshaft. Although the proposed equation is not entirely error-free, the results obtained by the equation have higher accuracy than those of previous studies.

The analysis of the crankshaft bearing condition of the automotive internal combustion engines in the case of insufficiency and breakage of oil supply to them is carried out. It is noted that this fault is one of the most common causes of damage to rubbing pairs in operation. At the same time, the different groups of bearings are often damaged, which cannot be explained within the framework of existing models of plain bearing lubrication. The objective of the work is to develop a mathematical model of oil supply to connecting rod bearings in emergency mode, taking into account the characteristic features of the bearing design. The model also, depending on the nature of the damage, should help to determine and explain the causes of bearing failures if they occur in different modes when operating conditions are broken. A computational model has been developed that makes it possible to assess the effect of design differences in the features of oil supply and the action of the centrifugal forces during crankshaft rotation on the oil column in the lubrication hole where oil is supplied to the conrod bearing. Calculations of the change in time of the oil supply pressure to the connecting rod bearings for the various designs of the crankshaft lubrication holes have been performed. It is shown that, depending on the operating mode of the engine and its design, the oil pressure in front of the connecting rod bearings does not disappear immediately after oil supply failure to crankshaft. Moreover, the lower the crankshaft speed is, the longer the lubrication of the conrod bearings will continue. The calculation results are confirmed by the data of the expert studies of the engine technical condition, in which the crankshaft was wedged in the damaged main bearings was found in the absence of serious damage to the connecting rod ones. It has been found that such features of the damage correspond to an rapid breakage of the oil supply to the crankshaft in the case of such operational damage as the oil pump and pressure reducing valve failure, the oil filter seal and oil pan destruction, etc. The developed model explains the difference in lubrication conditions and in the damage feature to the main and connecting rod bearings in the emergency cases of the oil supply breakage, which are observed during operation, and helps to clarify the failure causes. This makes it possible to use the model and the obtained data when providing auto technical expert studies of the failure causes of automobile internal combustion engines This makes it possible to use the model and the obtained data when providing auto technical expert studies of the failure causes of automobile internal combustion engines when the operating conditions are broken.

In this paper, based on the slider-crank-mechanism (SCM) dynamics model, the dynamic parameters of the engine including the eccentricity (e) between crankshaft centre and cylinder centre of the SCM, the length and radius of the connecting rod and crankshaft, and engine speed are researched on the engine vibration and power, respectively. The dynamic parameters are then optimized based on the multi-objective genetic algorithm developed in MATLAB software to improve the vibration and power of the engine. Both the values of the maximum friction force and maximum torque are chosen as the objective functions. The research results show that the length of the connecting rod (L), radius of the crankshaft (R), eccentricity e, and engine speed (ne) significantly affect the vibration and power of the engine. With the optimized dynamic parameters of L= 136 mm, R= 45 mm, e= 14 mm, and ne= 1850 rpm, the amplitude of oscillation of piston acceleration and the maximum friction force are reduced by 36.3 % and 12.5 % while the maximum torque is increased by 18.6 % in comparison without optimization. Therefore, the vibration and power of the engine are improved.

In the recent days, the employ of aluminum alloy has enriched dramatically especially in engineering applications extensively employed in ship building, aerospace, structural, non-structural and automotive applications like driveshaft, wheels, crankshaft, connecting rod, chassis, brake rotors, cylinder blocks and piston etc. The foremost objective of this evaluation is to optimize the impacts of stir casting parameters of Aluminium Alloy AA7178/Si3N4 with response of tensile strength by utilizing Taguchi approach. MINITAB software was employed for conducting the Taguchi analysis. The stir casting parameters of this examination are stirring speed, stirring time and reinforcement percentage. The tensile behaviour of AA7178/Si3N4 composites for varying filler mass proportionate, stirring speed and stirring time were assessed employing a “universal testing machine”, and using a L9 (3)3 Taguchi orthogonal array. The nine samples of trials are employed to estimate the tensile behaviour of the composite material. The Analysis of Variance (ANOVA) is extensively assistance to intimate which parameter is highly impact for this evaluation. Amid those factors, filler content as highly influenced factor to response value followed as stirring time and stirring rpm.

This study examines the development of a “dual-crankshaft out-of-phase balanced drive mechanism” and its application in the realization of high-frequency scraping in the production of highly precise, extremely dense microconcavity patterns. The high-density microcavity mold can produce micro-lens arrays, which achieve energy saving through the light-gathering effect. A monocrystalline diamond tool driven by the designed positive drive mechanism facilitates scraping at a high-frequency using positively reciprocated motion. To inhibit system vibration caused by a single crankshaft, a dual-crankshaft out-of-phase balanced drive mechanism is developed, which allows both the primary drive shaft and balance shaft to possess identical eccentric distance with their eccentric forces going in opposite directions. The design offsets the eccentric force made by revolution of the primary drive shaft against the simultaneous force made by the revolving balance shaft. Experiments show that when system vibration error is restrained to 1-μm, the single crankshaft tool reaches a drive frequency of 15 Hz. While under the dual-crankshaft out-of-phase setup, drive frequency reached up to 50 Hz. Further experimental results demonstrated that the dual-crankshaft out-of-phase balanced drive mechanism has the capability of scraping a vast microconcavity pattern with high-precision, -integrity and -consistency. Characteristic surface roughness of microcavities was below Ra 0.024 μm and feature edges were burr-free. In addition, this paper discusses in detail: the material shear rate, scraping force prediction, influences of the workpiece forward feed-rate and tool actuation frequency as well as the relationship between major and minor axes in microconcavity formation.

Spheroidal graphite cast iron is widely used in automobile crankshafts due to features such as high strength, high toughness, good machinability, low cost, and ductility. The purpose of this paper is first to analyze the fatigue failure in fractured truck crankshafts between 400,000 and 1,350,000 km and then to predict the stress field under the influence of the mechanical loads caused by gas combustion. Several experimental studies including chemical composition, material strength, hardness, and microstructure are performed to evaluate the failure analysis. A nonlinear three-dimensional stress analysis model by the elastic–plastic finite element method is used to estimate the crankshaft stress field under cyclic bending combined with steady torsion. Failure analysis showed that the fracture surface consisted of three zones: fatigue crack initiation, fatigue crack propagation, and static fracture; therefore, the failure is in fatigue. Also, the microstructure results showed that the crankshaft nodularity is about 70%, which crankshaft structures are usually acceptable greater than 80% of nodularity. Besides, hardness gradient showed that the crankshaft crankpin had no hardened surface layer. Finally, numerical stress analysis indicated that the highest stress is in the crankpin–web fillet zone that it is in good agreement with those obtained in the experimental field measurements.

The objective of the present work is to develop and analyze a two-wheeler crankshaft 3D model using solid works and ANSYS. EN8 and Forged steel are selected as crankshaft materials and their performance is evaluated and compared. Finite Element Analysis was used to determine the stress variation on the crankshaft’s surface. The load and boundary conditions are applied to the FE model in ANSYS. The obtained results from the analysis are being used to find the total deformation and stress conditions of the crankshafts. This is also used to examine prospects for weight and cost reduction in crankshaft production. This allows the stress range in the original crankshaft not to surpass the magnitude of the stress range. Static analysis is also conducted and tested by simulations in ANSYS. ANSYS simulations were done for static analysis of the crankshaft model.

This work presents the analysis of the pressure inside the combustion chamber of a spark-ignition engine, with the help of Pressure Gauge. The pressure gauge measures the maximum pressure during compression stroke of an internal-combustion engine. The measured pressure depends on the crankshaft’s position and the Inertia force on the Piston. This Inertia force is the result of the counter weights present on the crankshaft. If weight is reduced from these counterweights how does the Pressure inside the cylinder is affected is analysed in the present research.

The article investigates the energy efficiency of motor-transmission units when using internal combustion engines with different numbers of cylinders. Transmissions, those in a unit with piston internal combustion engines are loaded with uneven torque, which is the cause of torsional vibrations of their parts. Torsional vibrations create additional dynamic loads on the transmission elements, and also reduce its efficiency. To ensure a high level of energy efficiency of the engine-transmission unit, the elastic-inertial parameters of the transmission must be matched with the amplitude-frequency characteristics of the torque of the installed engine. When replacing a serial internal combustion engines with an engine with output characteristics different from the prototype, it is necessary to assess the vibration resistance of the modernized engine-transmission unit, which was done in this work. As a criterion for vibration resistance of the modernized machine unit, the cyclic elastic efficiency of the transmission was used. This factor takes into account the natural frequency of the transmission input shaft, as well as the amplitude and frequency of vibration of the engine torque. The decisive influence on the vibration characteristics of the engine is exerted by the rotational speed of its crankshaft and the number of cylinders. When conducting a comparative assessment of the energy efficiency level of the modernized engine-transmission unit, it was assumed that before the modernization the transmission was in a unit with a single-cylinder internal combustion engine. As a result of the study, the conditions for ensuring the vibration resistance of engine transmission units have been determined, a method has been developed for comparative analysis of the energy efficiency indicators of engine transmission units with different numbers of internal combustion engine cylinders, and possible ways to increase the energy efficiency of engine units of cars and tractors during modernization with a change in the number of internal combustion engine cylinders are indicated.

A connecting rod is an intermediate link between the Piston and the Crankshaft. The primary function of the connecting rod is to transmit the motion from the piston pin to the crank pin, thus converting reciprocating motion of a piston into the rotary motion of crank. Connecting rod plays an important role while designing the Diesel or Petrol Engine. The changes in the material (Al7068 alloy and Si3N4) of the connecting rod to increase its strength to weight ratio while maintaining or reducing the maximum stress, maximum strain and the maximum deformation developed during loading. The performance of the component can be analyze by using the ANSYS software and the properties of the material can be find out by performing different tests, after manufacturing the composite material by using an appropriate fabrication process, connecting rod has been modeled in CREO according to specific engine specifications of TVS Apache 150 model. Stress, Strain and the deformation analysis of the connecting rod is carried on the ANSYS WORKBENCH.

An analysis of the diesel locomotive crankshaft failure is presented in this paper. The crankshaft of diesel locomotives is badly affected by the peak firing pressure and cooling water temperature. The main aim of this study work was to investigate the finite element analysis on a forged steel crankshaft of diesel locomotive using ANSYS software and to suggest some novel simulation strategy that is based on the size and design consideration of the crankshaft fillet radius. The investigation included the following testing techniques and experimental process: selection of the crankshaft for investigation, visual examination, non-destructive testing of the crankshaft, failure analysis, 3D modeling of the crankshaft and finite element analysis. In this paper, a novel approach was developed in which the main crankshaft under static structural condition was analyzed by varying its fillet radius. The crankshaft was impersonated into CAM software SOLIDWORKS and after 3D modeling, its finite element analysis was performed in ANSYS software. The crankshaft was subjected to peak firing pressure and its least fatigue life was analyzed by varying the fillet radius of the crankshaft in the step of 0.5″. The analysis result shows the significant improvement in the least life cycles of the locomotive crankshaft and it was found to be 1205.9 cycles with 5/8″ fillet radius as compared to 571.54 cycles with original fillet radius size of 3/8″. The total heat flow producing thermal and surface cracks on the crankpin and main journal bearing was found to be low in the crankshaft resulting in a substantial improvement in the overall age of the locomotive crankshaft.

This paper studies the operating uniformity of a high-pressure common-rail diesel engine based on crankshaft segment signals. Engine nonuniformity or unevenness refers to the crankshaft torque fluctuation caused by cylinder-to-cylinder differences, which are caused by misfiring or difference in fuel supply or air supply. The experiments were conducted on a diesel engine of the YN30CR model. Based on the relationships among the cylinder pressure, the instantaneous crankshaft angular speed, and the crankshaft segment signal, it is found that the crankshaft segment signal can be used to characterize the operating nonuniformity of the diesel engine. Based on the Fast Fourier Transformation (FFT) from the angular domain to the frequency domain in analyzing the fluctuation patterns of the crankshaft segment signals at different operating conditions, the nonuniformity information was extracted. In order to further reveal the relationship between the fluctuation phenomena of the crankshaft segment signal and the cause of the fluctuation, the torque acting on the crankshaft of the multi-cylinder diesel engine was studied to quantify the operating nonuniformity of the diesel engine. The results show that the crankshaft segment signal can reflect the uniformity of the engine torque very well in both phase and amplitude, and the degree of nonuniformity of the engine torque can be reflected by the amplitudes of the low-order non-dominant harmonics of the crankshaft segment signal below the firing frequency. The crankshaft segment signal is very consistent with the variation pattern of the engine torque.

A significant jump in the development of machine building technologies requires the adjustment of environmental indicators. The main sources of air pollution are vehicles with internal combustion engines. According to research data, the main share of toxic emissions is accounted for by the engine idle mode and constant load mode. Studies carried out to improve fuel efficiency of diesel engines which have been in operation for some time show the potential for increasing the efficiency by deactivating a portion of the cylinders. At the same time, the improvement of efficiency indicators varies within a wide range - from 4 to 30%. The larger the number of deactivated cylinders, the higher the fuel economy effect, but as the effective power increases, it is advisable to reduce their number. The potential for increasing efficiency by deactivating a portion of the cylinders is incorporated in all diesel engines in operation. The efficiency of cylinder deactivation is confirmed by experimental data obtained on various types of engines, including automobile, tractor, diesel locomotive, and ship engines. This method is known in engine building primarily as a means of increasing the efficiency of diesel engines at idle speed and small loads. It has been established that there is a decrease in the hourly fuel consumption to 33% of the rated effective power when engine cylinders are deactivated compared to operation without cylinder deactivation. A diesel engine was tested on a running-brake stand fitted with the necessary measuring and recording equipment and instruments, allowing for a maximum torque of 363 N·m at the crankshaft speed within 1200–3000 min−1. Our studies covered three engine operation options. It has been established experimentally that the specific indicator fuel consumption in the second mode, as compared to the first mode, decreases to 9% due to a decrease in the hourly fuel consumption at the speeds from 1600 min−1 to 2350 min−1. In the third mode, fuel economy at idle speed with a shutdown of the fuel supply and the drive of the gas distribution mechanism of the 2nd and 3rd cylinders was about 24% at the engine shaft speed in the range from 1200 min−1 to 2350 min−1. Upgrading the diesel engine using an electromagnetic fuel valve will pay itself off in about a year. A comparison of the experimental and theoretical data shows that their discrepancy in the whole range of the engine crankshaft speeds does not exceed 7%.

With the rapid increase of urbanization and industrialization, the energy demand has expeditiously risen. The natural resources are limited and will be extinct in the next few years. If the depletion of fossil fuels continues at the same rate as it is, the world will suffer from severe energy scarcity in the nearer future. Therefore, to reduce the dependency on liquid-based petroleum fuels, there is an urgent need for alternative fuels that could compensate for diesel demand and reduce harmful emissions from the atmosphere. The paper presents the designing, modeling, and analyzing a newly designed double lobe camshaft for a compressed air engine. In this study, a 100-cc Four-Stroke SI engine manufactured by Bajaj Auto, an Indian motorcycle manufacturer, was used and tested on compressed air. The engine was modified from a conventional four-stroke to a two-stroke engine by designing a new camshaft for opening the valves at different timings. The newly designed camshaft contains axisymmetric double lobes on both the inlet and outlet cams. Thus, in one complete revolution of the crankshaft, both the valves open once, resulting in one power stroke and one exhaust stroke, eliminating the compression and intake stroke. Any modifications in the camshaft cause various changes in the stress distribution and deformation along the shaft, which should be studied to provide us vital information about the life and effectiveness of the new modified camshaft. The objective is to determine the new valve lift profile, deformation, and equivalent (Von-Mises) stress under loading conditions on the double lobe camshaft. The designing and modeling of the camshaft are done in SOLIDWORKS 2020, and structural analysis is carried out in ANSYS 2020. The maximum total deformation resulted from the analysis comes out to be 5.72 × 10-4 mm, and the maximum value of equivalent stress evaluated is 31.17 MPa.

Crankshaft is the most important component of an Internal Combustion (I.C.) Engine. It is used to obtain rotary motion from linear motion provided by the pistons connected to it. Crankshaft can be called as the main responsible element of the I.C. engine which results in rotary motion i.e. the primary operation taking place in any automobile. Thus, it is the most significant requirement of the automobile industry to produce good crankshafts. Optimal design of crankshaft should be the one which has low NVH (Noise Vibration and Harshness) levels as these levels decide the quality of output of the crankshaft. If the crankshaft is noisy it will affect the environment but at the same time it can also affect the other components of the automobile. This paper gives a methodology by which the best material composition can be determined for a given crankshaft. Material composition should be defined before the production of any structure so that the structure does not fail. Proper material composition is necessary for any structure to function appropriately during its entire lifespan. Therefore, the methodology described in this paper can be useful, as it determines the material composition of the crankshaft before production and in extremely less amount of time.

Seawater hydraulic piston pump has been widely used in ocean engineering and become a key power component for underwater equipment due to its inherent characteristic such as energy conservation and environment friendly. As one of the most important properties of seawater hydraulic piston pump, vibration would further determine the stability, reliability and stealth of underwater equipment. In this paper, the dynamic of a novel crankshaft seawater piston pump with gearbox are analyzed theoretically, illustrating the dramatically effect of the gearbox on the vibration characteristic of the seawater hydraulic piston pump. Then, a new type crankshaft seawater hydraulic piston pump system driven by a permanent magnet synchronous motor instead of asynchronies motor is proposed in order to eliminate the gearbox and improve the vibration characteristics. In addition, the vibration characteristic of this new type crankshaft seawater hydraulic piston pump system driven by asynchronous motor and permanent magnet synchronous motor are studied and compared experimentally. The experiment results indicate that the seawater hydraulic piston pump system driven by permanent magnet synchronous motor eliminating the gearbox has lower vibration acceleration level in comparison with the pump system driven by asynchronous motor and gearbox. The vibration acceleration level can be reduced from 7dB to 4.3dB. Driving the seawater hydraulic piston pump by permanent magnet synchronous motor instead of asynchronous motor is of benefit to eliminating the gearbox and reducing the vibration excitation source. Consequently, the vibration characteristic of the seawater hydraulic piston pump system driven by a permanent magnet synchronous motor is significantly improved.

Connecting rod is a significant component of entire assembly engine that acts by mediator among piston assembly and crankshaft. It's changing over the responding movement of the cylinder to turning movement of the wrench; likewise it faces a ton of tractable and compressive burdens during its life time. By and large associating poles are produced utilizing carbon steel and lately aluminum amalgams are discovering its application in interfacing bar. In this work associating bar is supplanted by aluminum and it additionally portrays the displaying and thermal examination of interfacing pole. Catia strong demonstrating programming is utilized to create the 3-D strong model of Connecting bar. Ansys programming is utilized to dissect the interfacing pole. The primary point of the project is to examine the thermal stress of connecting rod by changing material with same geometry.

A camshaft is a long cylindrical shaft having oblong moving pieces referred to as cams that are utilized in changing the turning motion into straight motion. The aim of this work is to control the valve timing in an internal combustion engine. The crankshaft through idler gears and timing gears drives the camshaft that is considered one of the most significant segments in the four-stroke engine. To meet the higher power output, the camshaft has to run at higher speeds. Because of this, the camshaft is subjected to vibrations due to the centrifugal force of the rotating elements mounted along with the shaft. In this study, the model of a camshaft is planned in Solidworks, and ANSYS software is used for the analysis. Static structural analysis and modal analysis will be done on the camshaft using Aluminium silicon carbide, Spheroidal graphite cast iron, and EN-18 steel with respective properties. The comparison will be done for the three materials based on stress, deformation, weight, safety factor, and natural frequencies to determine the better material for the manufacturing of the camshaft and better results obtained with EN18 material.

The combustion process can be simply described as periodic explosions in a cylinder with its frequency dependent on the number of cylinders and the rotational speed of the shaft. In practice, uniformity of combustion parameters in every cylinder is almost impossible. Due to this fact, instantaneous angular acceleration does not remain the same at the ends of the crankshaft. These observations formed the basis for the investigation of the instantaneous angular speed of the crankshaft ends. To investigate the influence of the failure behavior of the fuel systems during a shaft's rotational movement, a series of experiments were planned. For the simulations, a medium-speed marine engine driving electro generator was selected. The failure simulation was based on the installation of clogged spray holes, draining of part of fuel dose from high-pressure pump and decreasing of injection pressure by a lower tension of the injector spring. The results of measurement were processed and analyzed through a comparison of the fast Fourier transform spectra. As a general conclusion, a difference between general harmonics order of magnitudes was detected.

Crankshaft used to transform the give back movement of piston into spinning movement. Crankshaft has a shaft component which resonate inside number one bearings, crankpins to huge ends of connecting rod are related, crank palms or web which attach the crankpins and shaft factors. The crankshafts are experience to surprise and also fatigue masses. This fabric of crankshaft needs to hard and also fatigue resistant. Common place substances used in the crankshaft are Carbon Steel or Nickel-Chrome-Moly amalgam steel or Nickel-Chrome or explicit cast-iron. Aim of the task to format and production of crankshaft to a four-cylinder IC engine with the aid of the manner of using theoretical calculations in format vicinity for Aluminum alloys6061 and business enterprise grade. A 2dimensional drawing is drafted for crankshaft through the calculations and 3-D version is created inside the three-D modeling software utility software program.

Currently, the National Guard of Ukraine and other power structures of the state are actively working on the acquisition of subdivisions with modern weapons, including armored vehicles. For objective reasons, such work cannot be done in a short time, therefore, the BTR-70 armored troop-carrier, developed and adopted in the seventies of the last century, is still in operation in significant numbers. An analysis of the design of the armored troop-carrier indicates that its power plant has structural features that do not fully meet modern approaches to the design of such weapons and, moreover, the vehicles have practically exhausted their assigned resource. However, the experience of operating the BTR-70, including in the combat zone, testifies that the potential capabilities and maintainability inherent in its design make it possible to use the armored troop-carrier even after the end of its intended resource, although the aforementioned complicates and increases the cost of operation. One of the ways to solve this problem is the modernization of the power plant of the armored troop-carrier, in particular, the replacement of gasoline engines with modern diesel engines and the improvement of the transmission design. In the course of the study, traction and speed properties of the armored vehicle in the standard configuration and when equipped with two D245.30E2 engines and Deutz engines are calculated and estimated. As a change in the design of the transmission, the option of replacing the standard gearbox with a gearbox with an overdrive is considered. It was found that equipping an armored personnel carrier with modern diesel engines in both cases leads to a significant increase in traction properties and an improvement in the fuel efficiency of the vehicle. However, due to the fact that the crankshaft speed of diesel engines is approximately 25-30 % lower than the corresponding frequency of gasoline engines, the maximum speed of an armored personnel carrier with diesel engines is limited by the design of the transmission and is about 70 km / h. This does not meet modern requirements for machines of this type, therefore, as an option; it is proposed to install a step-up reducer (divider) at the inlet of the gearbox. In this case, it is possible to reduce the gear ratio of the transmission in higher gears and, accordingly, increase the maximum speed of the armored troop-carrier on paved roads.

In this work, the elbow bend heat exchangers were suggested to be used as a heater and a cooler in an alpha type Stirling engine. Elbow bend heat exchanger is a bank of tubes arranged in a quadrant either in line or staggered with different normal and parallel pitches. Eight of the suggested heat exchangers of different dimensions were tested experimentally for steady flow (in a previous research by the same authors). The experimental results were correlated for heat transfer and pressure drop. In the present research, two parallel pistons on a common crankshaft alpha Stirling engine were designed to use elbow bend heat exchangers as a heater and a cooler. The heating fluid flows inside the tubes of the heater, the coolant flows inside the cooler tubes, while the gas circuit fluid (working fluid) flows past the tubes in both of them. A computer program was prepared to analyze the working fluid cycle in the vision of Schmidt theory and it was solved numerically by the program. After that the effect of heat transfer and pressure drop were taken into consideration. Upon calculations, the most suitable values of each of the stroke/bore ratio, the crank phase angle between the hot and cold pistons and the speed range were found out for nitrogen as a working fluid. In a comparison between the proposed engine and practical ones by the literature, it was found that the proposed engine delivers higher power per unit swept volume per unit temperature difference between the heat source and sink in addition to higher values of the efficiency.

The article examines the level of perfection of the modern internal combustion engine design, their impact on the environment and population. A new engine concept has been developed. As a result, a decrease in fuel consumption by 80% has been discovered as well approaches to solve this task. A comparison of the proposed and traditional engine is presented. The effects of the new engine in the field of ecology such as a decrease in the number of diseases caused by poor environmental conditions, a lower risk of global warming, lower health care costs, an increase in life expectancy, the cheap electricity for industries and householders etc.

In this paper, the influence of the technical condition of the crankshaft rotation frequency governor on the durability and reliability of operation of a diesel engine is studied.

The method considered in the article consists in the analysis of the vibroacoustic signal generated by the compressor of the gas turbocharger during the operation of the diesel engine under load. Spectral analysis shows that the compressor blades generate vibrations that are always present in the spectrum of the general vibration of a gas turbocharger, regardless of its technical condition. The "blade" harmonic in the spectrum corresponding to these oscillations is determined using the method of limitations. The then calculated instantaneous rotor speed of the turbocharger makes it possible to analyze the amplitude of the fundamental harmonic in the spectrum. For numerical analysis of the amplitude of the fundamental harmonic, the power leakage of the discrete spectrum is eliminated. Further analysis of the amplitude of the fundamental harmonic makes it possible to quickly assess the level of vibration of the rotor during operation. The first part of the experiment was carried out on a ship's main diesel engine 5S60MC at a crankshaft speed of 85 min-1. The recording and analysis of vibroacoustic signals from the TCA 66-20072 turbocharger was carried out. The analysis showed the possibility of highly accurate determination of the rotational speed and the relative amplitude of the turbocharger shaft oscillations. The second part of the experiment was carried out on an experimental stand, which is based on a KamAZ-740.10 engine with an original pressurization system. A turbocharger of the TKR-11 type is used as a pressurization unit. As a result of the experiment, it was shown that the method of diagnosing the operation of a turbocharger, which is based on the analysis of a vibroacoustic signal, can be extended not only to turbochargers of low-speed engines, but also to turbochargers of high-speed diesel engines. In this case, the spectrum of the measured signal contains harmonics, the frequencies of which make it possible to determine the crankshaft rotation frequency. It is also shown that measuring the signal outside the compressor, close to its casing, makes it possible to obtain all the necessary diagnostic parameters as accurately as when measuring the signal directly at the inlet to the compressor wheel. The method can be used in practice. To implement it, a smartphone and a computer with special software are enough. The proposed method can be used as the basis for a system for continuous monitoring of the frequency and vibration level of a marine diesel engine turbocharger.

To compare the friction power loss between the crankpin bearing (CPB) and crankshaft bearing (CSB) on improving the engine power, a slider-crank-mechanism dynamic model is established to compute the dynamic loads, Wp and Ws, impacting on the CPB and CSB. Based on the impact of Wp and Ws, a hydrodynamic lubrication model of the CPB and CSB is built to calculate the friction forces, Fp,s, and coefficient of frictions, μp,s, generated on the CPB and CSB. The simulation results of the Fp,s and μp,s on improving the engine power are then compared and analyzed, respectively. Under the same operation condition, the research results show that the friction power loss of the CPB is larger than that of the CSB under both the low and high engine speeds. Besides, the friction power loss of the CPB at 6000 rpm is also higher than that of 2000 rpm of the engine speed. Consequently, the friction power loss of the engine is greatly influenced by the crankpin bearing and at a high engine speed of 6000 rpm.

This article contains the results of studies of the rotation unevenness parameters of the ship power plants elements drive. Theoretical prerequisites of such analysis are described and an example of calculation of parameters of torsional-oscillating system of high-pressure fuel pump drive and speed controller is given in the article. Calculations have shown that at the nominal crankshaft speed of the internal combustion engine, the possibility of resonant oscillations of the camshaft of the fuel pump is not excluded. Design features, faults, violation of adjustments or operating rules can contribute to the operation of elements of power plants at resonant frequencies and cause operational failures. Analysis of rotation unevenness of elements drive and additional equipment of ship's power plants is an appropriate technical measure that allows to increase the reliability of ship's power plants.

A crosshead slipper-guide system, which bears a significant thrust force, is an essential friction pair in low-speed marine diesel engines. Owing to the low moving speed of the crosshead slipper during engine startup, it is difficult to form good hydrodynamic lubrication between the crosshead slipper and guide. Therefore, a detailed analysis of the crosshead slipper during engine startup is needed. In this study, a new transient tribo-dynamic model for a crosshead slipper during the engine startup process is presented. The model consists of a mixed lubrication model of the crosshead slipper-guide and dynamic models of the piston assembly, crosshead assembly, connecting rod, and crankshaft. The tribo-dynamic performances of the crosshead slipper during startup and under the rated conditions were simulated and compared. The results show that the tribo-dynamics of the crosshead slipper during the startup process are significantly different from those under the rated conditions. Some measures beneficial for the low friction of a crosshead slipper-guide under the rated conditions may significantly increase the friction loss of the crosshead slipper-guide system during the startup process.

This article explores the possibility of enhancing the functionality of TKR7С-6 turbochargers by creating new friction pairs in bearing interfaces using ultrasolid ceramic coatings. According to the tests, the most efficient combination of materials for slider bearings is the friction pair including the ultrasolid B4C-BN coating and BrAZH9-4 bronze. Used in the TKR7С-6 turbocharger, this pair allows reducing the friction coefficient in bearing interfaces, which decreases the wear intensity as compared with the standard bearing assemblies in the turbocharger. A low friction coefficient positively affects the spinning dynamics of the turbo shaft and the ICE crankshaft. The test results can be used in engine building and maintenance production.

This paper deals with the stress analysis of crankshaft of a 4- cylinder internal combustion engine. The crankshaft is during its operation subjected to static and dynamic load. High frequency dynamic cyclic loading can lead to material fatigue and eventually fracture. To reduce this dynamic loading a new type of torsional vibration damper built in the crankshaft counterweight will be analyzed with the use of numerical simulation. After defining boundary conditions and applying loads, Von Mises stress analysis will be performed using the finite element method.

The elastic deformation of the crankshaft and engine block has important effects on lubrication performance of main bearings of the diesel engine. But the effect of main bearing caps was rarely analyzed. The purpose of this article is to analyze and compare the tribological performances of main bearings of a 20-V medium-speed diesel engine with different materials and structures of main bearing caps. A coupled multi-elastic body and elasto-hydrodynamic model is established for a 20-V medium-speed diesel engine. The deformations of engine block, crankshaft and bearing caps are simulated with finite element modal condensation method. The bearing lubrication analysis is based on the extended Reynolds equation considering the deformation of contact surface and solved by finite difference method. Two materials and four structures of the main bearing cap are analyzed with the coupled model. The distribution of oil film pressure, thickness and bearing thermal loads are obtained and analyzed. The main bearing cap of iron is better than steel on bearing lubrication performance. With the lower edge stiffness of bearing cap, the maximum oil film pressure of bearing can be reduced by 13%. Meanwhile, the bearing thermal load can be reduced by 53%. The results show that when the bearing cap material is iron and with large trough on both sides of bearing cap, the peak value of edge pressure and the average heat load of main bearing can be reduced effectively under the premise of ensuring stiffness.

In the article the authors consider the topical issue, increasing the service life of the internal combustion engine of weapons and military equipment under the condition of using an electromechanical system of their lubrication. The detailed analysis and theoretical calculation of forces that occur in the crank mechanism of the engine are carried out, graphical dependencies of the effect of these forces on the bearings of a crankshaft of the power plant of the vehicle result. The relationship between the magnitude of the load due to the combustion process of the fuel mixture and the thickness of the oil film on the surface of the main and connecting rod bearings of the engine crankshaft described. The causes and consequences of “oil starvation” of the working surfaces of the internal combustion engine are given. An analytical analysis of the process of supplying engine oil to the crankshaft bearings of the engine. An approximation dependence proposed which makes it possible to determine the force of the load on the crankshaft bearings depending on the speed of the crank in real time. The authors created a mathematical model of the optimal mode of lubrication of the internal combustion engine, which takes into account the full range of parameters that affect the process of supplying engine oil to engine parts, namely: engine oil temperature, engine crankshaft speed, engine oil pressure and external load factor. Due to the conditions of movement of the sample of military equipment. Comparative analysis between the electromechanical lubrication system and the mechanical lubrication system (classical), the advantages of using the electromechanical principle of lubrication of working parts during engine operation under maximum load. A rupture characteristic shown which shows the nonlinear nature of the process of supplying motor mass to engine parts. The authors disclose a method for estimating the service life of the power plant from the parameter of the coefficient of friction, which depends on the thickness of the oil film.

Extensive activities have been carried out, including variable valve timing systems, smoke recovery systems and direct fuel injection engines to reduce engine emissions and increase engine efficiency. In four-stroke engines, the valves are moved using a cam, and the shape of the cam determines the timing of each valve. But using variable valve timing in the engine is an effective and big step to improve the resulting performance. The variable electromagnetic valve scheduling system allows the exhaust and fuel valves to operate in a completely variable manner and to react to the smallest changes in the cylinder heads. Today, it is used to control the valve timing by using a hydraulic motor and a cam. But the design and construction of the system studied in this research have more modern technology. In this study, magnetic magnets were used to remove the camshaft, camshaft, crankshaft, crankshaft and many mechanical parts instead of using a hydraulic motor to control variable timing and valve movement. Magnets in which existing coils acquire magnetic properties by applying current to them. For each valve, two magnets are used, one to open and the other to close the valve with a spring. Many dynamic and magnetic parameters have been used in the design of this system, and many geometric constraints are involved in its design. The electromagnetic force generated is proportional to the volume of the magnetic magnet, and this designed volume is limited by the space of the cylinder head block. The speed distribution of valves and armatures is Gaussian. The minimum valve speed in an electromagnetic motor depends on the natural frequency of the mass and spring system. It is constant regardless of the motor speed.

Linear engine is a promising new energy conversion device which supports variable stroke (or compression ratio) operation for thermal optimization. Previous studies have shown that hydrogen fuel is well adapted to the new engine due to fast combustion. In order to further explore the energy efficiency optimization path of linear hydrogen engine (LHE), this study proposes a multidimensional simulation to investigate the effect of motion stroke variation on exergetic performance of a two-stroke LHE. Meanwhile, a comparative evaluation of exergy between the LHE and a crankshaft hydrogen engine (CHE) is also presented. The results demonstrate that, the irreversible exergy of LHE is slightly higher, but the peak thermomechanical exergy, final chemical exergy, heat transfer exergy and work transfer exergy are lower than CHE, which is attributed to its more homogeneous gas mixture, lower pressure and temperature. The 68 mm stroke achieves more complete combustion and higher temperature for LHE, which promotes the reduction of the final chemical exergy, but inevitably leads to more heat transfer exergy. Shortening the stroke keeps the heat transfer loss of LHE within an acceptable range and effectively reduce the irreversible exergy loss, thereby maximizing the work transfer exergy and increasing the engine efficiency.

The Stirling engine is deemed to play a role in the near future of power generation. However, there is a large performance difference between the real and ideal Stirling engine. The use of sinusoidal motion for both displacer and piston in current applications is one of the reasons for this difference as it limits heat transfer. This paper investigated the use of non-sinusoidal rise-dwell-fall-dwell (RDFD) motion on both displacer and piston to improve the performance of a real Stirling engine and compared it to the conventional sinusoidal motion crankshaft driven Stirling engine. A gamma configuration Stirling engine test rig with a data acquisition system was constructed for this investigation. Among the four flywheels with each specifically designed cam profile tested, one was with sinusoidal motion while the remaining three were non-sinusoidal for comparison. The use of non-sinusoidal RDFD cam with 135° displacer dwell improved more than 36% thermal efficiency over sinusoidal motion crankshaft Stirling engine.

A crankshaft roller bearing internal combustion engine (ICE) offers a five percent or more improvement in overall engine efficiency and, thereby, a reduction in a five percent of CO2 emissions, compared to a plain bearing supported crankshaft. Current forged crankshaft steels represent the limiting factor of the rolling component, therefore, a replacement of the crankshaft steel is required. Apart from this, the tribology of the rolling contacts has been shown to be detrimental when lubricated with current engine oils. Therefore, this paper investigates the tribological performance of potential crankshaft bearing steels, i.e. DIN C56E2 (G55); DIN 50CrMo4 (G50); and DIN 100Cr6 (G3), while utilizing a state-of-the-art low viscosity 0W20 engine oil and under conditions prevalent to ICE. For this, damage mode investigation was performed in a disc-on-disc setup. Based on the results, wear damage of DIN 100Cr6 discs was shown to be dependent on the steel grade of which the counterpart disc was made from and surface hardness difference between both discs. In addition, surface fatigue and wear damage can be completely eliminated by selecting a proper surface roughness and hardness combination. Also, while under an elevated roughness level, engine oil was shown to promote both surface fatigue and wear damage through the work of ZDDP additives, which under extreme conditions can act as an extreme pressure (EP) additive. The residual stress measurements using the XRD technique revealed relatively high compressive residual stresses for G55 and G50 in comparison to G3 steel after surface induction hardening. In addition, no significant changes in residual stress for G55 and G50 were observed after the test. In contrast, relatively high tensile stress was observed for G3 near the surface region. This suggests that the most commonly used 100Cr6 bearing steel, in this case, is the most susceptible to surface fatigue.

We study an initial–boundary value problem with free boundary for one-dimensional equations of viscous gas dynamics. The problem models the motion of a crankshaft mechanism under gas pressure. It is assumed that the gas fills a cylinder, which is modeled by the interval $$[0,1]$$ . A variable point $$a(t)\in[0,1]$$ models a piston moving inside the cylinder. The piston is assumed to be connected to a planar three-link crankshaft mechanism. We also assume that a velocity distribution on the boundary of the cylinder and a density distribution on gas inflow segments are given. The gas motion is described by the one-dimensional Navier–Stokes equations of viscous compressible fluid dynamics. It is required to determine the joint motion of the gas and crankshaft mechanism. We prove that this problem has a weak renormalized solution.

The application of the obtained control of multidimensional objects can be suboptimal under conditions of input coordinate uncertainty and can entail unacceptable process quality losses. To solve this problem, a suboptimal control searching method is proposed, which consists in building a control matrix from the input coordinate values, control actions, and control criteria, the distance between adjacent values of which ensures acceptable process quality losses. To reduce the volume oft he matrix elements under consideration at the stage of system design, it is proposed to carry out their preclustering. At the operation stage, for the measured values of the input coordinates, a cluster is sought with the nearest center, among the elements of which a vector is selected from the control matrix in terms of the smallest distance. In the context of a galvanic chrome coating of crankshaft pins, the effectiveness of the method developed is shown.

The paper analyzes the world experience in boosting diesel engines by improving the air supply system, i.e. the installation of drive superchargers and (turbochargers) TKR. Two main types of mechanical superchargers, rotary and centrifugal, are considered. The most common models of rotatory superchargers, Roots, Eaton and Lysholm, the scheme and principle of operation of centrifugal superchargers are analyzed. The main disadvantage of mechanical supercharging is that all the power needed to compress the air is taken from the engine crankshaft. Therefore, gas turbine supercharging is considered the most promising. Single-stage boost systems are analyzed using the example of well-known car manufacturers such as Pegaso and Volkswagen. It has been established that the use of turbocharging increases engine efficiency, which leads to a decrease in specific effective fuel consumption. The further development is aimed at improving single-stage turbocharging systems, reducing the size of turbochargers, reducing inertia, using turbine controls and using two-stage boost systems. In addition, an analysis is made of the work of well-known companies developing boost systems (ABB Turbo Systems, MTU, MAN, Borg Warner Turbo System), which showed that for diesel engines with a liter capacity of more than 60 kW / l it is rational to use a two-stage boost system with intermediate cooling of the charge air. The advantages of using a two-stage boost system are: high torque at low engine speeds; increase in rated power; increase in boost pressure; reduction in fuel consumption; smoke reduction; high potential to reduce NOx emissions; improved transient characteristics. The use of a two-stage controlled turbocharging with cooling of the charge air type R2S achieves a high average effective pressure. Depending on the setting, the system can be implemented both at low and high engine speeds.

In this study, we presented an original method for a high-speed small displacement diesel engine (HSSDDE) start with changing the minimum cold start temperature without using a climate chamber. This work deals with the diesel engine torque reduced to the crankshaft while its electric starter motoring in the cold start process. The characteristic, numerical values and influence of the average torque factor and its diesel engine start process efficiency are given. Scheme of the laboratory bench intended for study of the HSSDDE starting qualities in the conditions of a higher education institution is presented. The structure of the information-measuring system for determining the parameters, used in current study, is given. Empirically shown, that the equivalent cold start temperature can be presented as a dependent factor of the adjustable diesel engine torque during cold start. 4DTNA series HSSDDE empirical dependencies coefficients are determined. The torque of crankshaft motoring was determined with the classical method of a calibrated starter using the correlation of electric starter shaft torque while motoring the crankshaft with the diesel engine torque. Some standard motor oils viscosity-temperature characteristics regression dependences in the range of starting temperatures and the empirical torque dependence on the oil kinematic viscosity are determined. As a result, a table of equivalent cold start temperatures was created using variable loads during HSSDDE startup. On the basis of the results of the experiment the theoretically calculated values of equivalent cold start temperatures for other oils used in the operation of HSSDDE are given. Specified range of variation of the cold start equivalent temperature factor for further polyfactorial investigation of the HSSDDE start process, which will take values of 0 °C, 5 °C and 10 °C.

The main crankshaft bearings of the IC engine are one of the most loaded parts of the engine. The forces acting on the crankshaft bearings change very intensely over one engine operating cycle. The aim of this research is to obtain a wear diagram of the main bearing for two different engine configurations, In-line and boxer with the same kinematic parameters, to visually show the effect of the configuration itself on the load of the main bearing. The paper presents the application of graphoanalytic method for determining wear diagrams using AutoCAD Mechanical software.

This study conducts a practical application of shipboard operation human reliability analysis (SOHRA) to a crankshaft overhauling operation of a general cargo ship at dry-docking period. The SOHRA approach includes error producing condition (EPC) and general task type (GTT) parameters to consistently calculate the human error probability (HEP) values of operation steps. In this case, a comprehensive overhauling of main engine was planned at shipyard since the ship has experienced a catastrophic failure. An onboard survey to ship engine room is conducted to monitor the operational conditions. The targeted operation, involves disassembly, maintenance, and reassembly stages, is monitored based on 39 sub-tasks. According to the initial findings, immediate recovery actions are suggested to eliminate critical safety issues in a timely manner. Moreover, an extended discussion through long-term safety recommendations are also provided. The results revealed from case study illustrates that HEP values in maintenance operations are sensitive to ship operating conditions. The proposed approach is found very useful by company executives to support ship technical superintendents in critical operation monitoring. The further study is considered to develop mobile application of SOHRA specific to maintenance operations onboard ships.

In order to realize green manufacturing in the production process of semi-combined marine crankshaft structural parts, good job scheduling and reasonable workshop layout are the key. In traditional method, flexible job shop scheduling problem (FJSP) and the multi-row workshop layout problem (MRWLP) are regarded as separate tasks. However, the separate optimization method ignores the interaction between FJSP and MRWLP. Because the process sequencing of FJSP affects the layout results of processing machines, while the layout scheme of MRWLP affects the scheduling completion time through the transportation between processes. Therefore, it is very important to establish an integrated mathematical model for optimization of both layout and scheduling simultaneously to explore the common influence of the two resource constraints on scheduling results. At the same time, the transportation task is also a manufacturing process that cannot be ignored, which affects the completion time and energy consumption of the workshop, especially the heavy industrial manufacturing workshop with crane as transportation equipment. According to the established model, a five-segment coding including transportation information, layout information and processing information is designed, and two heuristic selection strategies are integrated into non-dominated sorting genetic algorithm II (NSGA-II) to optimize the iterative results twice. Finally, the effectiveness of the integrated mathematical model is verified by an example, which provides guidance for green manufacturing in the shipbuilding industry.

The main aim of the study was to evaluate changes in total friction in the engine, friction in its timing chain transmissions and engine emissions resulting from adding TiO2 nanoparticles to engine oil. The applicable engine oils and factors affecting their features were discussed. The drive from the crankshaft to the camshaft in an internal combustion engine is usually carried out by means of a cogged belt transmission or a chain transmission when high mileage is required without service operations. The engine performance of analyzed SI engine was obtained from the literature. The dependency of engine emission on engine operating speed was obtained using data from tests of a very similar engine under standard test conditions described in the literature. The changes in engine characteristics caused by varying internal friction conditions were estimated using the engine performance characteristic and engine friction losses, particularly in valve train chain transmission. The friction in such a chain transmission operating under oil lubrication conditions can be determined using its analytical model and measured friction torque occurring between the chain rollers and the pins. The analytical model was developed using the finite element method and additional mathematical formulas. The proposed model allowed obtaining weight and mass inertial moments of all valve train transmission components. The friction torque in contact zone chain roller–pin was obtained using the elaborated physical pendulum method for different conditions of lubrication, namely, without oil, with pure engine oil, and with engine oil containing TiO2 nanoparticles. The engine oil SAE 10W-40 with/without dispersed 2% wt. TiO2 nanoparticles was used during tests. The preparation process of studied oils was described. The resulted values of the friction torque in the chain transmission operating in different conditions of lubrication and changes in engine emission have been presented for tests before and after addition of TiO2 nanoparticles into engine oil. During the measurements it was observed that the addition of 2% TiO2 nanoparticles into engine oil reduced the total friction losses by 7–7.7%. Additionally, it was demonstrated that the timing drive and valve train generate about 14.4–18% of overall engine friction losses. Based on the results obtained from a comparative analysis of emission in the other engine with similar power characteristics, the mentioned total friction losses can change the emission of the following compounds in the analyzed SI engine: 17–19% for CO, 8–9% for CO2, 13–17% for NOx, and 12–16% for HC. Such changes were dependent on the engine speed. The smallest changes in engine were registered for the rotation speed of 2500 rpm. The oil consumption in the engine and its impact on the PM emission was estimated. The additional arrangements facilitating the extrapolation of the obtained friction results to the cases of using other oils and the method of measuring the PM emission on the test stand were proposed.

The article deals with a technical design of the reduction gearbox with motion transmission using the inlet crankshaft and bellows. It describes the original technical design and presents the proposed elimination of the drawbacks of the original design which has also been practically executed by producing a prototype device which was observed to exhibit absolute functionality.

The free piston linear engine (FPLE) eliminates the crankshaft components and supports variable compression ratio operation. This characteristic makes it as one of the most appropriate choices to adopt HCCI combustion mode. This work aims to reveal the preliminary characteristics of HCCI combustion in FPLE and compare it with traditional crankshaft engines (TCE). The HCCI combustion model of TCE and FPLE was established by using a chemical kinetic reaction mechanism, and it then was numerically calculated to obtain the combustion and emission performance. The results indicate that the typical two-stage reaction characteristic of HCCI combustion also occur in the FPLE. Although the final cumulative heat release of the two types of engines is approximately the same, the low-temperature reaction stage of FPLE comes later, which also leads to the lag of its high-temperature reaction stage. In addition, the TCE features with earlier heat release rate, higher peak pressure and temperature, and longer duration of high temperature, which are beneficial to promote the reaction of soot, thereby slightly reducing soot emissions, but also increasing NO emissions.

This article describes one of the possible ways for improving the energy efficiency of shunting diesel locomotives. It means a replacing a traditional traction electric transmission with a diesel generator set with a hybrid transmission with a free-piston internal combustion engine and a linear generator. The absence of a crankshaft in an internal combustion engine makes it possible to reduce thermal and mechanical losses, which, in turn, leads to an increase in the efficiency of traction electric transmission of the diesel locomotive.