Crankshaft Torsional Vibration Characteristics in a Vee-Type Six-Cylinder Diesel Engine

2002 ◽  
Author(s):  
Jouji Kimura ◽  
Shinichirou Kobayashi ◽  
Kazuhiro Shiono
Keyword(s):  
Diesel Engine ◽  
Torsional Vibration ◽  
Engine Speed ◽  
Significant Degree ◽  
Vibration Characteristics ◽  
Resonant Vibration ◽  
Harmonic Order ◽  
Engine Speed Range ◽  
Speed Range

Engines have been designed to avoid low-harmonic-order resonant torsional vibration in a commonly-used engine speed range, but the authors have found that, in some engines, especially turbo-charged engines, a significant degree of a low-harmonic-order exciting torque acts on the crankshaft. In these engines, the amplitude of non-resonant low-harmonic-order torsional vibration is almost as large as that of the resonant one and the amplitude of non-resonant vibration can not be controlled by a damper. Accordingly, to investigate the characteristics of non-resonant low-harmonic-order torsional vibration is important. This paper describes the characteristics of non-resonant and resonant torsional vibration for a vee-type six-cylinder diesel engine.

Analysis for Strain on Torsional Damper Rubber and Torsional Vibration on Crankshaft for a Diesel Engine

2004 ◽  
Author(s):  
Jouji Kimura ◽  
Katsukimi Takayama
Keyword(s):  
Diesel Engine ◽  
Torsional Vibration ◽  
Engine Speed ◽  
Significant Degree ◽  
Torsional Vibrations ◽  
Torsional Strain ◽  
The Relationship

A torsional damper is attached to a crankshaft pulley to control torsional vibration. Torsional strain is produced on the rubber when it is placed between the damper plate and the damper ring. The authors know from our experience that, in some engines, especially in turbo-charged engines, such a significant degree of strain is produced on the damper rubber at a resonant engine speed that the rubber is torn off in two pieces. This paper presents a method of estimating strain caused by torsional vibrations and discusses the relationship between the crankshaft torsional vibration and the strain.

scholarly journals An Innovative Constant Voltage Control Method of PMSM-Type ISG Under Wide Engine Speed Range for Scooter With Idling Stop

IEEE Access ◽  
2019 ◽  
Vol 7 ◽  
pp. 20723-20733 ◽  
Author(s):  
Ming-Shi Huang ◽  
Kuan-Cheng Chen ◽  
Tse-Kai Chen ◽  
Yu-Chiang Liang ◽  
Guan-You Pan
Keyword(s):  
Engine Speed ◽  
Control Method ◽  
Voltage Control ◽  
Constant Voltage ◽  
Engine Speed Range ◽  
Speed Range

Automatic Predicting Torsional Vibrations on Main Propulsion Plants, Installed Two-Stroke Diesel Engines: Algorithms and Software

2020 ◽  
Vol 902 ◽  
pp. 1-12
Author(s):  
Do Duc Luu ◽  
Cao Duc Hanh ◽  
Luong Cong Nho
Keyword(s):  
Diesel Engine ◽  
Torsional Vibrations ◽  
Software Products ◽  
Engine Speed Range ◽  
Special Software ◽  
Speed Range ◽  
Marine Diesel ◽  
Calculation Task ◽  
Main Engine ◽  
Ship Propeller

The main propulsion plant (MPP) on marine sea-going ships consisting of a diesel engine as the main engine and driving the ship propeller is with the torsional vibrations to be calculated in accordance with the Rules for the Classification and Construction of Sea-Going Ships. The Rules are given by one of maritime registers in the world that are the members of IACS, such as Russian Maritime Register of Shipping (RMR), DNV, ABS, at el. The TV calculation (TVC) on the MPP usually is certainly a monumental calculation task and is conducted with special software for TVC. Nowadays, in accordance with the Rules, almost modern software products for TVC have the abilities to calculate the TVs at normal working regimes and at misfire regimes (called by Normal or Misfire regimes relatively) with only one of cylinders of marine diesel engine (MDE) while engine speed range covers from the minimum to maximum values of the operation speeds. The paper presents improved algorithms and software for automatic calculating the TVs (SATVC) at the Normal and the Misfire regimes, in which the misfiring processes appear not only in one cylinder, but also in two of the MDE cylinders together. The SATVC was based on the made mathematical models, algorithms and coded in LabView by authors. The SATVC consists of modules for automatic calculation of freedom TVs (FTVs), excited torsional moments (ETM), excited TVs (ETVs), permitted torsional pressures (PTP), and common management (CTVC). TVC at every working regime of MDE was automatically conducted in the following procedure: Configuration of the MPP for TVC; Calculation of FTVs; Calculation of ETM; Calculation of ETVs); Calculation of ETVs, and solution of the TVC in considered working regime. The working regime of MDE was modeled by a vector of firing coefficients (VFC) of every MDE cylinder.

Performance Characteristics of Philippine Hydrous Ethanol-Gasoline Blends: Preliminary Findings

2019 ◽  
Author(s):  
John Luis Yu ◽  
Edwin N. Quiros
Keyword(s):  
Fossil Fuels ◽  
Engine Speed ◽  
The Philippines ◽  
Fuel Blend ◽  
Fuel Blends ◽  
Engine Speed Range ◽  
Speed Range ◽  
Preliminary Study ◽  
Ethanol Blends ◽  
Hydrous Ethanol

Abstract To reduce dependence on imported fossil fuels and develop indigenous biofuels, the Philippines enacted the Biofuels Act of 2006 which currently mandates a 10% by volume blend of 99.6% anhydrous bio-ethanol for commercially sold Unleaded and Premium gasolines. To urge a regulation review of the anhydrous requirement and examine the suitability for automotive use of hydrous bioethanol (HBE) blends, preliminary engine dynamometer tests at 1400–4400 rpm were conducted to measure specific fuel consumption (SFC) and power. In this study, HBE (95 % ethanol and 5% water by volume) produced from sweet sorghum using a locally-developed process, was blended volumetrically with three base gasoline fuels — Neat, Unleaded, and Premium. The four HBE blends tested were 10% and 20% with Neat gasoline, 20% with Unleaded gasoline, and 20% with Premium gasoline. For blends with Neat gasoline, the SFC of the 10%HBE blend was comparable with to slightly higher than Neat gasoline. The SFC of the 20%HBE blend was comparable with Neat gasoline up to 2800 rpm and lower beyond this speed thus being better overall than the 10%HBE blend. Compared to their respective commercial base fuels, the HBE-Unleaded blend showed lower SFC while the HBE-Premium blend yielded slightly higher SFC over most of the engine speed range. Between commercial fuel blends, the HBE-Unleaded blend gave better SFC than the HBE-Premium blend. Power was practically similar for the fuels tested. No engine operational problems and fuel blend phase separation were encountered during the tests. This preliminary study indicated the suitability of and possible optimum hydrous bio-ethanol blends for automotive use under Philippine conditions.

scholarly journals CO2 concentration from turbocharged common rail diesel engine dually fueled with compressed biomethane gas controlled at optimum ratio

2018 ◽  
Vol 192 ◽  
pp. 02013
Author(s):  
Niti Kammuang-lue ◽  
Matas Bhudtiyatanee
Keyword(s):  
Diesel Engine ◽  
Engine Speed ◽  
Co2 Concentration ◽  
Unburned Carbon ◽  
Dual Fuel ◽  
Optimum Ratio ◽  
Engine Torque ◽  
Engine Speed Range ◽  
High Engine Speed ◽  
Carbon Dioxide Co2

The objectives of this study are to investigate the carbon dioxide (CO2) concentration from the compressed biomethane gas (CBG) and diesel dual-fueled diesel engine and to compare the CO2 concentration produced from the dual-fueled and the diesel-fueled engines. The duration of CBG injection was controlled by following the optimum ratio of the CBG obtained from the previous study. During the test, the engine speed was varied from 1,000 to 4,000 rpm and the engine torque was maintained to be 25, 50, 75 and 100% of the maximum engine torque. Experiment was divided into two parts consisting of the dual-fueled and the diesel-fueled modes. From the dual-fueled mode, when the engine speed increased, the CO2 concentration decreased. Because the optimum ratio of the CBG and the volumetric efficiency decrease during the high engine speed range, the proportion of the diesel increases, the incomplete combustion occurs. The unburned carbon oxidizes to be the CO in higher proportion than the CO2, thus, the CO2 consequently decreases. From the CO2 comparison, the dual-fuel mode produced the CO2 nearly the same as that of the diesel-fuel mode during the low engine torque. On contrary, the dual-fuel mode had higher CO2 concentration during the high engine torque.

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