Description:SYSTEM AND METHOD FOR OPTIMIZING TORSIONAL VIBRATIONS IN A VEHICLE ENGINE
FIELD OF THE DISCLOSURE
[0001] This invention generally relates to a field of torsional vibrations optimization, in particular relates to a system and method for optimizing torsional 5 vibrations in a vehicle engine.
BACKGROUND
[0002] The subject matter discussed in the background section should not be assumed to be prior art merely as a result of its mention in the background section. 10 Similarly, a problem mentioned in the background section or associated with the subject matter of the background section should not be assumed to have been previously recognized in the prior art. The subject matter in the background section merely represents different approaches, which in and of themselves may also correspond to implementations of the claimed technology. 15
[0003] A crank-train torsional vibrations are oscillations that may occur within the rotating components of an internal combustion engine's crankshaft assembly due to the alternating forces generated during the power strokes of the pistons. Further, the vibrations may arise from the torque variations caused by the combustion process and may result in significant stress and strain on the crankshaft and connected 20 components. If the camshaft and connected components are not properly managed, the torsional vibrations may lead to increased wear, fatigue failure, noise, and reduced engine efficiency. Further, the effective management through design optimization, damping mechanisms, and balancing is essential to ensure the longevity and smooth operation of the engine. 25
[0004] Further, the conventionally known methods is configured to optimize torsional vibrations in crank-train systems, such as using heavy dampers, adding mass to the flywheel, or employing stiffening components. Further, the conventionally known methods are come with significant drawbacks including increased engine weight, increased flywheel inertia, incorporation of damper, higher 30
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production costs, and reduced fuel efficiency. Further, these methods may also introduce complexity in manufacturing and maintenance, and may not effectively address all frequencies of torsional vibrations, potentially leaving certain resonance issues may be unresolved. Consequently, while the methods may mitigate vibrations to some extent, the traditional approaches may not provide a holistic or efficient 5 solution for modern high-performance engines.
[0005] According to a patent application “US20170234401A1” titled “Torsional vibration reducing device” discloses the torsional vibration reducing device. A torsional vibration reducing device includes: a rotating body; an inertial body; a coupling member configured to transmit the torque to the rotating body and to the 10 inertial body; and a first coupling portion and a second coupling portion, which are separately provided to either the rotating body or the inertial body The first coupling portion engages with the coupling member so as to: restrict movement of the coupling member in a rotational direction of the rotating body; and allow movement of the coupling member in a radial direction of the rotating body. The second 15 coupling portion engages with the coupling member such that when the rotating body and the inertial body rotate relative to each other, a contact portion of the coupling member with respect to the first coupling portion moves in the radial direction of the rotating body.
[0006] According to another patent application “JP2018184975A” titled “Torsional 20 vibration reduction device” discloses a Torsional vibration reduction device. A torsional vibration reduction device which can avoid contact between a rolling element and a side surface of a rotating body to inhibit or avoid deterioration of vibration suppression performance. Each rolling element 19 has: a shaft part 26 protruding from a through hole; and a first corner part 32 which is located in the 25 shaft part 26 and in which an outer diameter gradually increases. A rotating body 18 has a second corner part 35 in which a diameter of the through hole gradually increases to the axial outer side of the rotating body 18. The second corner part 35 has an end part 18a at which an axial length becomes maximum. The first corner part 32 has a facing part P facing the end part 18a in an axial direction. A length B 30
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from an end part of the shaft part 26 to the facing part P as seen in an axial direction of the rolling element 19 is longer than a length A of the second corner part 35 as seen in the axial direction of the rotating body 18.
[0007] However, the conventionally known system and methods may have several complexities to optimize the torsional vibrations due to increases engine weight, 5 increased flywheel inertia, incorporation of damper, higher production costs and reduced fuel efficiency.
OBJECTIVES OF THE INVENTION
[0008] The objective of invention is to provide a system and method for optimizing 10 torsional vibrations in a vehicle engine.
[0009] The objective of invention is to provide the system and method for optimizing torsional vibrations in a vehicle engine by optimizing design properties of a crankshaft and a front end assembly.
[0010] Furthermore, the objective of present invention is to provide the system and 15 method for optimizing torsional vibrations in a vehicle engine by eliminating requirement of torsional vibration damping in the vehicle engine.
[0011] Furthermore, the objective of present invention is to provide the system and method for optimizing torsional vibrations in a vehicle engine to reduce dynamic loads at the front end assembly. 20
[0012] Furthermore, the objective of present invention is to provide the system and method for optimizing torsional vibrations to reduce dynamic loads to support a belt driver in place of a chain driver, for load and speed transfer from crankshaft to camshaft.
SUMMARY 25
[0013] According to an aspect, the present system for optimizing torsional vibrations in a vehicle engine comprises a crankshaft having optimized design properties. Further, the design properties correspond to specific counterweight mass
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and one or more profile configurations to optimise torsional vibrations and shear stress safety. Further, the system comprises a front-end assembly having an optimized inertia property. Further, the optimised inertia property is achieved through precise adjustment of mass distribution and dimensions of components of the front-end assembly. Further, the crankshaft and the front-end assembly with 5 optimised properties are configured to improve torsional vibration damping in the vehicle engine without additional damping requirements. Further, the crankshaft and the front-end assembly with optimised properties are configured to reduce dynamic loads at the front end assembly.
[0014] According to another aspect, the present method for optimizing torsional 10 vibrations in a vehicle engine comprises optimizing design properties of a crankshaft. Further, the design properties correspond to specific counterweight mass and one or more profile configurations to optimise torsional vibrations and shear stress safety. Further, the method comprises optimizing inertia property of a front-end assembly. Further, the optimised inertia property is achieved through precise 15 adjustment of mass distribution and dimensions of components of the front-end components. Further, the method comprises improving, via the crankshaft, torsional vibration damping in the vehicle engine without additional damping requirements. Further, the method comprises reducing, via the front-end assembly with the optimized inertia properties, dynamic loads on the front end assembly. 20
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] The accompanying drawings illustrate various embodiments of systems, methods, and embodiments of various other aspects of the disclosure. Any person with ordinary skills in the art will appreciate that the illustrated element boundaries (e.g., boxes, groups of boxes, or other shapes) in the figures represent one example 25 of the boundaries. It may be that in some examples one element may be designed as multiple elements or that multiple elements may be designed as one element. In some examples, an element shown as an internal component of one element may be implemented as an external component in another, and vice versa. Furthermore, elements may not be drawn to scale. Non-limiting and non-exhaustive descriptions 30
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are described with reference to the following drawings. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating principles.
[0016] FIG. 1A illustrates a perspective view of a crankshaft with the optimized design properties according to an embodiments of the present invention; 5
[0017] FIG. 1B illustrates a perspective view of a front end assembly with the optimized inertia properties according to an embodiment of the present invention;
[0018] FIG. 2 illustrates a block diagram of a system for optimizing torsional vibrations in a vehicle engine, according to an embodiment of the present invention;
[0019] FIG. 3 illustrates a table showing one or more profile configurations of 10 optimized design properties for a crankshaft and a front end assembly according to an embodiment of the present invention;
[0020] FIG. 4 illustrates a table showing design iterations for web profile optimization of the crankshaft according to an embodiment of the present invention;
[0021] FIG. 5A illustrates a side sectional view of the crankshaft showing the 15 crankshaft web in a design iteration according to an embodiment of the present invention;
[0022] FIG. 5B illustrates a front sectional of the crankshaft showing the crankshaft web in the design iteration according to an embodiment of the present invention;
[0023] FIG. 5C illustrates a front sectional view of the crankshaft showing the 20 crankshaft web in the design iteration according to an embodiment of the present invention;
[0024] FIG. 6A illustrates a side sectional view of the crankshaft showing the crankshaft web in a final design iteration according to an embodiment of the present invention; 25
[0025] FIG. 6B illustrates a front sectional view of the crankshaft showing the crankshaft web in the final design iteration according to an embodiment of the present invention;
[0026] FIG. 6C illustrates a front sectional view of the crankshaft showing the crankshaft web in the final design iteration according to an embodiment of the 30 present invention;
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[0027] FIG. 7 illustrates a table showing one or more parameters according to an embodiment of the present invention;
[0028] FIG. 8 illustrates a table showing internal moments of counter-weights (CW) of the crankshaft according to an embodiment of the present invention;
[0029] FIG. 9 illustrates a table showing webs internal moments rotating mass of 5 the crankshaft according to an embodiment of the present invention;
[0030] FIG. 10 illustrates a table showing iterations for optimization of front end inertia according to an embodiment of the present invention;
[0031] FIG. 11A illustrates a graph showing critical speeds of a crank-train design using a final design iteration of the crankshaft according to an embodiment of the 10 present invention;
[0032] FIG. 11B illustrates a graph showing angular acceleration of the crank-train design using the final design iteration of the crankshaft according to an embodiment of the present invention;
[0033] FIG. 11C illustrates a graph of shear stress of the crank-train design using 15 the final design iteration of the crankshaft according to an embodiment of the present invention;
[0034] FIG. 11D illustrates a graph showing an angular displacement at a belt driver pulley side of the crankshaft of the crank-train design using the final design iteration of the crankshaft according to an embodiment of the present invention; 20
[0035] FIG. 12 illustrates a table showing comparison of the final design iteration with respect to the initial design iteration according to an embodiment of the present invention; and
[0036] FIG. 13 illustrates a method (1300) for optimizing a torsional vibrations of vehicle engine according to an embodiment of the present invention 25
DETAILED DESCRIPTION
[0037] Some embodiments of this disclosure, illustrating all its features, will now be discussed in detail. The words “comprising,” “having,” “containing,” and “including,” and other forms thereof, are intended to be equivalent in meaning and be 30 open ended in that an item or items following any one of these words is not meant to
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be an exhaustive listing of such item or items or meant to be limited to only the listed item or items. It must also be noted that as used herein and in the appended claims, the singular forms “a,” “an,” and “the” include plural references unless the context clearly dictates otherwise.
[0038] Although any systems and methods similar or equivalent to those described 5 herein can be used in the practice or testing of embodiments of the present disclosure, the preferred, systems and methods are now described. Embodiments of the present disclosure will be described more fully hereinafter with reference to the accompanying drawings in which like numerals represent like elements throughout the several figures, and in which example embodiments are shown. Embodiments of 10 the claims may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. The examples set forth herein are non-limiting examples and are merely examples among other possible examples.
[0039] The present invention discloses about a system for optimizing a torsional 15 vibrations of vehicle engine. Embodiments may comprise a crankshaft with optimized design properties and a front-end assembly with optimized inertia property. by optimizing design properties of a crankshaft and inertia property of a front-end assembly. Embodiments may be configured to optimise torsional vibrations and sheer stress safety. Embodiments may be configured to improve torsional vibration 20 damping in the vehicle engine without additional damping requirements and reduce dynamic loads at the front-end assembly.
[0040] FIG. 1A illustrates a perspective view of a crankshaft (100) with the optimized design properties, according to an embodiments of the present invention.
[0041] In some embodiments, a vehicle engine may comprise a crankshaft (100) 25 and front-end assembly (102). Further, the front-end assembly (102) may comprise a belt driver and a camshaft. The crankshaft (100) may be configured to convert linear motion of the vehicle engine’s pistons into rotational motion to drive wheels of the vehicle. Further, the front-end assembly (102) may ensure synchronization of the engine’s timing and drives other auxiliary components such as alternator, water 30 pump, power steering etc. In some embodiments, the crankshaft (100) and the front-
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end assembly (102) may be redesigned with optimized design properties and optimized inertia property, respectively to optimize torsional vibrations of the vehicle engine.
[0042] In some embodiments, the design properties of the crankshaft (100) may correspond to specific counterweight mass and one or more profile configurations to 5 optimize torsional vibrations and shear stress safety. Further, the one or more profile configurations may correspond to balanced rate, crankshaft web profile, crankshaft web diameter, crankshaft web thickness, crankshaft web diameter from font side, main journal, pin diameter, main journal and pin length. In some embodiments, the web thickness and width of web of the crankshaft (100) may be reduced. Further, the 10 radii of web of the crankshaft (100) may be reduced. Further, the dimensions of the web thickness and the main journal of the crankshaft (100) may be increased to minimize the torsional vibration and shear stress safety.
[0043] FIG. 1B illustrates a perspective view of a front end assembly (102) with the optimized inertia properties, according to an embodiment of the present invention. 15
[0044] In some embodiments, the optimized inertia property of the front-end assembly (102) may be achieved through precise adjustment of mass distribution and dimensions of the front-end components or components of the front end assembly (102). Further, the front-end assembly (102) may include at least a flywheel assembly, a crank sprocket, a belt driver and a front end bolt assembly as the front-end 20 components. Further, the inertia property corresponds to moment of inertia around a rotational axis of the front-end assembly (102). Further, a belt drive is generally lighter and produce less vibration compared to chain drives that may lead to decreased dynamic loads on the front-end assembly (102). Further, reduction of dynamic loads at front-end assembly (102) may support the belt driver in place of a chain driver in 25 the vehicle engine Further, the reduction in the dynamic loads may improve the overall durability and performance of the engine. Consequently, the belt driver may result in quieter engine operation with increased efficiency, and reduced maintenance requirements.
[0045] In some embodiment, the crankshaft (100) and the front-end assembly (102) 30 with optimized properties may be configured to improve torsional vibration damping
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in the vehicle engine without additional requirements. Further, the crankshaft (100) and the front-end assembly (102) with optimized properties may be configured to reduce dynamic loads at the front-end assembly (102). Further, the crankshaft (100) having optimized design properties and the front-end assembly (102) may have the optimized inertia property to improve clutch life of the vehicle. 5
[0046] FIG. 2 illustrates a block diagram (200) showing data transfer for optimizing torsional vibrations in a vehicle engine, according to an embodiment of the present invention.
[0047] In some embodiments, the crankshaft (100) with optimised design properties and the front-end assembly (102) with optimized inertia property may be achieved 10 through the at least one processor (202), a memory (204), and a simulation model (206), an input/output circuitry (208) and a communication circuitry (210). In an example, the optimized design properties of the crankshaft (100) and optimized inertia property of the front-end assembly (102) may be provided through the input/output circuitry (208). Further, the at least one processor (202) may receive the 15 design properties and the inertia property. Further, the design properties may correspond to specific counterweight mass and one or more profile configurations. Further, the one or more profile configurations correspond to balanced rate, crankshaft web profile, crankshaft web diameter, crankshaft web thickness, crankshaft web diameter from font side, main journal, pin diameter, main journal and 20 pin length. Further, the inertia property corresponds to moment of inertia around a rotational axis of the front-end assembly (102).
[0048] In some embodiments, the at least one processor (202) may be communicatively coupled to the memory (204). The at least one processor (202) may include suitable logic, circuitry, and/or interfaces that are operable to execute one or 25 more instructions stored in the memory (204) to perform predetermined operations. In one embodiment, the at least one processor (202) may be configured to decode and execute any instructions received from one or more other electronic devices or server(s). The at least one processor (202) may be configured to execute one or more computer-readable program instructions, such as program instructions to carry out 30 any of the functions described in this description. Further, the at least one processor
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(202) may be implemented using one or more processor technologies known in the art. Examples of the at least one processor (202) include, but are not limited to, one or more general purpose processors and/or one or more special purpose processors.
[0049] In some embodiments, the memory (204) may be configured to store a set of instructions and data executed by the at least one processor (202). Further, the 5 memory (204) may include the one or more instructions that are executable by the at least one processor (202) to perform specific operations. Some of the commonly known memory (204) implementations include, but are not limited to, fixed (hard) drives, magnetic tape, floppy diskettes, optical disks, Compact Disc Read-Only Memories (CD-ROMs), and magneto-optical disks, semiconductor memories, such 10 as ROMs, Random Access Memories (RAMs), Programmable Read-Only Memories (PROMs), Erasable PROMs (EPROMs), Electrically Erasable PROMs (EEPROMs), flash memory, magnetic or optical cards, or other type of media/machine-readable medium suitable for storing electronic instructions.
[0050] Further, the at least one processor (202) may be configured to analyse the 15 design properties and the inertia property. Further, the at least one processor (202) may be configured to train a simulation model (206) based on the analysis of the design properties and the inertia property. Further, the at least one processor (202) may be configured to process and evaluate the design properties and inertia property. Further, the at least one processor (202) may be configured to refine and enhance the 20 accuracy and reliability of the simulation model (206).
[0051] In an example embodiment, the simulation model (206) may be performed using one or more pre-saved datasets stored in the memory (204). Further, the datasets may contain preliminary data and relevant information that may provide a foundation to train the simulation model (206). Further, the at least one processor (202) may be 25 configured to apply machine learning techniques to iteratively improve the simulation model (206) by utilizing the pre-saved datasets to optimize the design properties and inertia property precisely and accurately. Further, the processor may ensure that the simulation model (206) may evolve and adapt over time to optimize the one or more parameters. 30
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[0052] Further, the at least one processor (202) may be configured to optimize the design properties and inertia property by using the simulation model (206). Further, the simulation model (206) may be configured to optimize the design properties and inertia property by considering one or more variables. Further, the one or more variables may comprise stroke, number of cylinders, distance between cylinders, 5 block geometrical boundary dimensions, main bearing journal and crank pin diameter, connecting rod and piston assembly weight, and performance parameters. Further, the performance parameters may comprise in-cylinder pressure, oil type and viscosity at max engine operating conditions etc. Further, the at least one processor (202) may optimize and refine design properties and inertia property by using the 10 trained simulation model (206) to optimize the crank train torsional vibrations, achieve optimal performance, efficiency, and reliability.
[0053] Further, the at least one processor (202) may be configured to provide a finalized design of the crankshaft (100) and the front-end assembly (102) based on the one or more optimized parameters. Further, the at least one processor (202) may 15 be configured to integrate optimised design properties and inertia property derived from the train simulation model (206) to generate the finalized design of the crankshaft (100) and the front-end assembly (102) by considering all the variables. Further, the optimized design of the crankshaft (100) and the front-end assembly (102) may have reduced and optimized torsional vibrations. 20
[0054] FIG. 3 illustrates a table (300) showing one or more profile configurations of optimized design properties for a crankshaft (100) and a front end assembly (102), according to an embodiment of the present invention.
[0055] In some embodiments, the high torsional vibrations in the vehicle engine may be due the crankshaft (100), front-end assembly (102), and rear-end assembly 25 (flywheel assembly). In some embodiments, the crankshaft (100) and the front end assembly (102) may be focused for optimization due to direct involvement of the crankshaft (100) and the front-end assembly (102) in rotational dynamics and load distribution within the vehicle engine.
[0056] In some embodiments, the crankshaft (100) and front-end assembly (102) 30 may work together to convert the linear motion of the pistons into rotational motion
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to drive various engine components and accessories. Further, the crankshaft (100) may be connected to the pistons via connecting rods. Further, the crankshaft (100) may be rotated as the pistons move up and down during the combustion cycle. Further, the front-end assembly (102) may comprise at least a flywheel assembly, a crank sprocket, a belt driver and a front end bolt assembly along with auxiliaries such 5 as harmonic balancer and pulley. Further, the harmonic balancer may be configured to reduce the torsional vibrations to ensure smoother operation. Further, the pulley may be configured to drive accessories such as the alternator, water pump, and power steering pump. Further, the timing gear may ensure precise timing between the crankshaft (100) and camshaft(s) to facilitate proper valve operation. Further, the 10 components may ensure efficient power transmission, smooth operation, and synchronization of engine functions.
[0057] In some embodiments, the crankshaft (100) may comprise a crankshaft web, main journal, and pin. Further, the crankshaft web is a solid section of the crankshaft (100) which may connect a lobes and supports the structure to maintain alignment 15 and distribute loads. Further, the main journal is the cylindrical part of the crankshaft (100) that rotates within the engine block bearings to provide a pivot point for the crankshaft's rotation to ensure smooth motion. Further, the crankshaft pin, or cam pin, is a smaller protrusion or dowel that may be configured to assist in the precise alignment and timing of the crankshaft (100) with other engine components, such as 20 the timing gears or timing belt.
[0058] In some embodiments, the crankshaft (100) and front end assembly (102) with the flywheel assembly may be considered as the optimization components. Further, one or more parameters of the optimization components of the design may be optimized. Further, the one or more parameters may comprise counterweight mass 25 optimization based on balanced rate, crankshaft web profile, crankshaft web diameter, crankshaft web thickness, crankshaft web diameter from font side, main journal, pin diameter, main journal, pin length and moment of inertia about rotational axis.
[0059] In some embodiments, the counterweight mass optimization based on balance rate may involve adjustment of the mass and placement of counterweights on 30 the crankshaft (100) to achieve optimal dynamic balance to minimize vibrations and
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improve engine performance. Further, the precise counterweight mass is configured to offset the forces generated by the rotating and reciprocating components, such as the pistons and connecting rods, at various engine speeds. Further, the balance rate may be optimized to reduce the overall stress on the crankshaft (100) and other engine components. Further, the optimization may utilize the simulation model (206) to fine-5 tune the counterweight configuration.
[0060] Further, the crankshaft web profile weight may be reduced by 8%. Further, the reduction in weight of the crankshaft web profile may decrease the rotational inertia of the crankshaft (100) to provide quick acceleration and more responsive engine dynamics. Further, the weight reduction may be configured to decrease an 10 inertial forces acting on the crankshaft (100) to lower the torsional stresses and reduce vibration amplitudes.
[0061] Further, a diameter of the crankshaft webs may be adjusted to enhance the stiffness and rigidity of the crankshaft (100) to mitigate the amplitude of torsional vibrations. Further, a larger web diameter may show withstand with the twisting 15 forces generated during engine operation to distribute stress more evenly to reduce resonance.
[0062] Further, the crankshaft web thickness may be optimized to enhance engine performance and longevity. Further, the increased web thickness may be configured to strengthen the crankshaft (100) to provide greater resistance to bending and 20 twisting forces generated during engine operation.
[0063] Further, the crankshaft web diameter plays a crucial role in the overall structural integrity and balance of the crankshaft (100). The diameter of the webs, which are the thicker sections of the crankshaft (100) may be located between the main journals and crankpins to determine the ability of the crankshaft (100) to resist 25 torsional and bending forces. Further, the larger web diameter may increase the stiffness and strength of the crankshaft (100) to reduce torsional vibrations.
[0064] Further, the main journal and pin diameter, along with the respective lengths and dimensions may influence the performance and durability of the crankshaft (100). The main journal diameter may be optimized to provide a robust pivot point for the 30 crankshaft's rotation within the engine block bearings to ensure smooth and stable
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motion. Further, the pin diameter that may configured to connect the connecting rods may handle the dynamic forces from the pistons. Further, the main journal and pin lengths may be optimized to maintain structural integrity to distribute loads effectively.
[0065] Further, the moment of inertia about the rotational axis may correspond to 5 the front-end assembly (102) to determine the engine's dynamic behaviour and response to torsional vibrations. Further, the optimization of the front-end inertia may be configured to achieve a balanced distribution of mass to reduce amplitude of torsional oscillations and vibrations.
[0066] FIG. 4 illustrates a table (400) showing design iterations for web profile 10 optimization of the crankshaft (100), according to an embodiment of the present invention.
[0067] In some embodiments, the table (400) represents different design iterations for web profile optimization of the crankshaft (100) as design concepts. Further, the design concepts may comprise concept 01, concept 02, concept 03 and concept 04. 15 Further, the concept 01, concept 02, concept 03 and concept 04 may be focused on the first design iteration of optimization. Further, the first iteration of the optimization may target the balancing rate within the range of 0.50 to 0.55. Further, each concept shows a gradual improvement in the balancing rate upon reduction of mass. Further, the concept 01 starts with a mass of 16.283832 kg and a balancing rate of 0.722. 20 Further, the concept 02 reduces the mass to 15.246026 kg and the balancing rate to 0.657. Further, the concept 03 further decreases the mass to 15.618536 kg and the balancing rate to 0.548. Finally, the concept 04 decreases the mass of 14.867694 kg with the balancing rate of 0.544, to meet the target optimization range.
[0068] In some embodiments, the second design iteration of optimization may 25 correspond to web shear stress to be below 65 MPa. Further, the concept 05 may have the mass of 15.04864 kg, the balancing rate of 0.542, and the web shear stress of 65.4036 MPa. Further, the concept 06 may have the mass of 15.227089 kg, the balancing rate of 0.562, and the web shear stress of 64.4179 MPa. Further, the concept 07 may have a mass of 15.007939 kg, the balancing rate of 0.429, and the web shear 30 stress of 62.0653 MPa.
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[0069] FIG. 5A illustrates a side sectional view of the crankshaft (100) showing the crankshaft web (500) in a design iteration, according to an embodiment of the present invention. FIG. 5B illustrates a front sectional of the crankshaft (100) showing the crankshaft web (500) in the design iteration, according to an embodiment of the present invention. FIG. 5C illustrates a front sectional view of the crankshaft (100) 5 showing the crankshaft web (500) in the design iteration, according to an embodiment of the present invention. FIGS. 5A-5C are described in conjunction with FIG. 1A-FIG. 4.
[0070] In some embodiments, one-dimensional designer tool is used to assess the one or more optimized parameters of the design of the vehicle segment. Further, the 10 one dimensional tool may be utilized for precise assessment and refinement of the design properties and inertia property to enhance the vehicle's performance and to optimize the torsional vibrations. Further, the one dimensional tool may ensure that the optimized design properties and inertia property of the final design iteration meets the desired specifications and performance criteria. 15
[0071] In some embodiments, the red highlighted boxes in FIG. 4 indicates critical areas identified for optimization due to the significant impact on the torsional behaviour. Further, the areas may correspond to specific dimensions, geometries of web profile, thickness, and diameters of the crankshaft (100). By focusing on the critical zones, Further, the optimization process may improve torsional rigidity and 20 balance of the critical zones of the crankshaft (100) highlighted on within the red boxes, based on the design properties and inertia property to reduce torsional vibrations/ or oscillations to ensure efficient and reliable engine operation.
[0072] In some embodiments, the red highlighted box may represent the web profile, diameters of the crankshaft (100), and the thickness of the crankshaft web. It 25 was observed in concept 01 that a width of the crankshaft web (500) may be 127.00 mm. A radii of the crankshaft web (500) may 80.000 mm. A radius of curvature of the crankshaft web (500) may be 52.00 as illustrated in FIG. 5A. Further, a thickness of the crankshaft web (500) may be 18.200 mm as illustrates in FIG. 5B. Further, the highlighted sections in red boxes of FIG. 5C may represent specific measurements of 30 the crankshaft web (500) and journal areas. Further, the dimensions include 20.800
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mm and 24.800 mm for the crankshaft web thickness and 25.200 mm and 21.200 mm for the journal diameters.
[0073] FIG. 6A illustrates a side sectional view of the crankshaft (100) showing the crankshaft web (600) in a final design iteration, according to an embodiment of the present invention. FIG. 6B illustrates a front sectional view of the crankshaft (100) 5 showing the crankshaft web (600) in the final design iteration, according to an embodiment of the present invention. FIG. 6C illustrates a front sectional view of the crankshaft (100) showing the crankshaft web (600) in the final design iteration, according to an embodiment of the present invention. FIGS. 6A is described in conjunction with FIG. 6B and FIG. 6C 10
[0074] In some embodiments, as shown in FIG. 6A, the red box may represent the lower section of the crankshaft web (600) represent an area of interest to optimize the crankshaft web thickness to reduce torsional vibrations. Further, it was observed in that the width of the crankshaft web (600) may be reduced to 102.153 mm. The radii of the crankshaft web (600) may be reduced to 75.000 mm as illustrated in FIG. 6A. 15 Further, the thickness may be uniformly measured at 18.300 mm. Further, the web thickness may be optimized to minimize the torsional vibrations, as illustrated in FIG. 6B. Further, the highlighted sections in red boxes of FIG. 6C may represent specific measurements of the crankshaft web (600) and journal areas. Further, the dimensions may be increased to 21.200 mm and 25.200 mm for the web thickness and 25.200 20 mm and 21.200 mm for the journal diameters.
[0075] FIG. 7 illustrates a table (700) showing one or more parameters, according to an embodiment of the present invention.
[0076] In an example, as shown in table (700), the crank radius may be 46.870 mm. Further, the cylinder spacing may be 90 mm. Further, the cylinder spacing may 25 indicate distance between cylinders of the vehicle engine. Further, a mass of the con-rod rotating assembly may be 0.644 kg. The location of main bearing 3 (MB3) may be positioned at 180 mm and main bearing 5 (MB5) may be located at 360 mm.
[0077] FIG. 8 illustrates a table (800) showing internal moments of counter-weights (CW) of the crankshaft (100), according to an embodiment of the present invention 30
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[0078] In some embodiment, the table (800) represents an axial distance from the third main bearing (mm), masses, radii, and the resulting moments. Further, for the counter web of the crankshaft (100) at a distance of 158.20 mm (Web1), with a mass of 0.568 kg and a radius of 48.405 mm, the internal moment of inertia (Mc_int) is 4350.65 kg-mm, resulting in a net moment of inertia of 3756.39 kg-mm. Further, for 5 the counter web at a distance of 21.73 mm (Web4 and Web5), the masses are 0.563 kg and 0.564 kg with radii of 48.539 mm and 48.555 mm respectively, resulting in net moment of inertia of 594.26 kg-mm and of inertia 594.62 kg-mm. Further, the counter web at a distance of 158.21 mm (Web8) with a mass of 0.567 kg and a radius of 48.468 mm, the internal moment of inertia is 4348.99 kg-mm. Further, the value 10 may indicate the balance and distribution of forces within the crankshaft to reduce torsional vibrations to ensure smooth operation.
[0079] FIG. 9 illustrates a table (900) showing webs internal moments rotating mass of the crankshaft (100), according to an embodiment of the present invention.
[0080] In some embodiments, the FIG. 9 represents the internal moments and 15 rotating masses of the crankshaft webs. Further, the tabular representation (900) of FIG. 9 provides detailed information on the internal moments and rotating masses of the crankshaft webs and throws. Further, the tabular representation (900) comprises a rotational mass, crank radius, axial positions, unit mass, and resulting unit crank radius (Ucr) for each web and throw. In an example embodiment, the Web1 may have 20 a rotational mass of 0.910 kg, a crank radius of 19.222 mm, and an axial position of 157.748 mm which may contribute unit crank radius of 17.496. Further, the Throw1 may have the mass of 0.978 kg and a crank radius of 46.87 mm may lead to balancing value of 10973.81.
[0081] In an example, the web2 as shown in table (900) may have a rotational mass 25 of 0.908kg, a crank radius of 19.940 mm, and an axial position of 112.055 mm which may contribute unit crank radius of 18.101 Further, the throw1 of web1 and web 2 may collectively have the mass of 0.978 kg and a crank radius of 46.87 mm may lead to balancing value of 10973.81.
[0082] In an example, the web3 may have a rotational mass of 0.908 kg, a crank 30 radius of 19.223mm, and an axial position of 67.874 mm which may contribute unit
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crank radius of 17.453. Further, the Throw2 may have the mass of 0.978 kg and a crank radius of 46.87 mm may lead to balancing value of 3647.99. In an example embodiment, the Web4 may have a rotational mass of 0.916 kg, a crank radius of 19.783 mm, and an axial position of 22.149 mm which may contribute unit crank radius of 17.453. Further, the Throw2 of web3 and web 4 may collectively have the 5 mass of 0.978 kg and a crank radius of 46.87 mm may lead to balancing value of 3647.99.
[0083] In an example embodiment, the Web5 may have a rotational mass of 0.916 kg, a crank radius of 19.781mm, and an axial position of 22.149 mm which may contribute unit crank radius of 18.127. Further, the Throw3 may have the mass of 10 0.978 kg and a crank radius of 46.87 mm may lead to balancing value of 3652.08. In an example embodiment, the Web6 may have a rotational mass of 0.905kg, a crank radius of 19.353 mm, and an axial position of 67.894 mm which may contribute unit crank radius of 17.509. Further, the Throw3 of web 5 and web 6 may collectively have the mass of 0.978 kg and a crank radius of 46.87 mm may lead to balancing 15 value of 3652.08.
[0084] In an example embodiment, the Web7 may have a rotational mass of 0.918 kg, a crank radius of 19.937mm, and an axial position of 112.051 mm which may contribute unit crank radius of 18.104. Further, the Throw4 may have the mass of 0.978 kg and a crank radius of 46.87 mm may lead to balancing value of 10974.47. 20 In an example embodiment, the Web 8 may have a rotational mass of 0.907kg, a crank radius of 19.287 mm, and an axial position of 157.746 mm which may contribute unit crank radius of 17.498. Further, the Throw4 of web 7 and web 8 may collectively have the mass of 0.978 kg and a crank radius of 46.87 mm may lead to balancing value of 10974.47. Further, the contributions to the crankshaft's overall balance and 25 rotational dynamics having the balancing rate of 0.513 may be beneficial to optimize the engine's performance and reducing torsional vibrations.
[0085] FIG. 10 illustrates a table (1000) showing iterations for optimization of front end inertia, according to an embodiment of the present invention.
[0086] In some embodiments, the table (1000) represents various iterations of 30 crankshaft design optimization, focusing on torsional frequency, acceleration, torque,
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and maximum shear stress at different web locations. Further, the torsional frequency may be represented in Hz. Further, the front end and rear end angular accelerations may be represented in rad/s². Further, the front end and rear end total torques may be represented in N-m, and the maximum shear stress values for each web (Web 1 to Web 8) may be represented in MPa. In an example embodiment, the design iterations 5 may include the iteration 01, iteration 02, iteration 03, iteration 04, iteration 05, iteration 06, iteration 00 and a base design. Further the table (1000) may represent a torsional frequency, front end angular acceleration, rear end angular acceleration, front end total torque, and rear end total torque, with varied shear stresses varying from Web 1 to Web 8. Further, the iteration 04 may represent target feasibility of the 10 design. Further, the crankshaft first torsional frequency is 343.0 Hz. Further, the front end angular acceleration is 41504.4 rad/s2. Further, the rear end angular acceleration is 3911.54 rad/s2. Further, the front end total torque is 549.094 N-m. Further, the rear end total torque is 2000.78 N-m. Further, the varied sheer stress may be varied 24.5417 (Web1) to 58.1477 (Web 2). Further, the data may reflect the progressive 15 changes in the crankshaft design to optimize the torsional vibrations.
[0001] FIG. 11A illustrates a graph (1100) showing critical speeds of a crank-train design using a final design iteration of the crankshaft (100), according to an embodiment of the present invention. FIG. 11B illustrates a graph (1102) showing angular acceleration of the crank-train design using the final design iteration of the 20 crankshaft (100), according to an embodiment of the present invention. FIG. 11C illustrates a graph (1104) of shear stress of the crank-train design using the final design iteration of the crankshaft (100), according to an embodiment of the present invention. FIG. 11D illustrates a graph showing an angular displacement at belt driver pulley side of the crankshaft in the crank-train design using the final design 25 iteration of the crankshaft, according to an embodiment of the present invention
[0002] In some embodiments, the graph (1100) may represent the speed (rpm) versus frequency (Hz). Further, the graph may represent the critical speeds at which resonance may occur. Further, the red line at 379.1 Hz may indicate the mode frequency may be avoided during operation. 30
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[0003] In some embodiments, the graph (1102) may compare the angular acceleration at the pulley and flywheel across engine speeds. Further, the pulley experiences higher acceleration peaks (up to ~36,790.6 rad/s²) as compared to the flywheel (~3,258.96 rad/s²) to indicate potential areas for stress and wear.
[0004] In some embodiments, the graph (1104) may represent the dynamic shear 5 stress amplitudes at various webs of the crankshaft (100) over engine speeds. Further, peaks occur around 2,750 - 2,850 rpm, with web 1 correspond to experiencing the highest stress (~48.4904 MPa).
[0005] In some embodiments, the graph (1106) may represent an angular displacement magnitude (mean-to-peak) at the pulley for different harmonic orders 10 over engine speeds. Further, the synthesized curve (red) peaks around 2,500 - 3,000 may reflect significant angular displacement that needs consideration to avoid resonance and ensure smooth operation.
[0006] FIG. 12 illustrates a table showing comparison of the final design iteration with respect to the initial design iteration, according to an embodiment of the present 15 invention.
[0007] In some embodiments, the FIG. 12 compares the initial and finalized designs of the crankshaft (100) and the front-end assembly (102). Further, the pictorial views of the crankshaft (100) and the front-end assembly (102) are provided alongside their respective weights and moments of inertia (MI) about the rotational axis. Further, the 20 initial design of the crankshaft (100) having the weight of 16.28 kg with an MI of 0.02861 kg-m². However, the weight is reduced to 15.06 kg with a slightly lower MI of 0.02295 kg-m² in the finalized design (100). Further, the initial design of the front end assembly (102) having the weight of 4.12 kg with an MI of 0.01224 kg-m². Further, the weight is reduced to 3.58 kg with a significantly lower MI of 0.00756 kg-25 m² in the finalized design (100) of the front end assembly (102). Further, the finalized design (100) with reduced weight and rotational inertia are crucial to optimize the torsional vibrations of the crank-train design.
[0008] FIG. 13 illustrates a method (1300) for optimizing a torsional vibrations of vehicle engine, according to an embodiment of the present invention. 30
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[0009] At operation 1302, design properties of the crankshaft (100) may be optimized. Further, the design properties correspond to specific counterweight mass and one or more profile configurations to optimise torsional vibrations and shear stress safety. Further, the one or more profile configurations correspond to balanced rate, crankshaft web profile, crankshaft web diameter, crankshaft web thickness, 5 crankshaft web diameter from font side, main journal, and pin diameter. Further, the at least one processor (202) may include suitable logic, circuitry, and/or interfaces that are operable to execute one or more instructions stored in the memory (204) to perform predetermined operations.
[0010] At operation 1304, inertia property of the front-end assembly (102) may be 10 optimized. Further, the optimised inertia property may be achieved through precise adjustment of mass distribution and dimensions of the front-end components. Further, the inertia property corresponds to moment of inertia around a rotational axis of the front-end assembly (102). Further, the precise adjustment of mass distribution and dimensions of the front-end components in specific areas of the front end assembly 15 (102) may be configured to optimize the inertia property. Further, the adjustment in the dimensions of the front end components, such as their length, width, and thickness may allow control over the rotational inertia of the front-end assembly (102).
[0011] At operation 1306, torsional vibration damping in the vehicle engine may be improved, via the crankshaft (100), without additional damping requirements. 20 Further, improving torsional vibration damping in the vehicle engine may be achieved through the crankshaft (100) that eliminates the need for additional damping mechanisms. Further, the crankshaft (100) may provide precise mass distribution and the one or more profile configurations to minimize torsional vibrations.
[0012] At operation 1308, dynamic loads may be reduced via optimized front-end 25 assembly (102). Further, the front-end assembly (102) with optimized properties is configured to reduce dynamic loads at the front end of the engine. Further, the front end assembly (102), in conjunction with the crankshaft (100) and flywheel assembly may be configured to achieve the optimized design properties and optimized inertia. Further, the precise mass distribution and dimensions of front end components may 30
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ensure balanced weight and reduced vibrations, leading to improved torsional vibration damping and shear stress safety.
[0013] It has thus been seen the system for optimizing torsional vibrations in a vehicle engine, as described. The system and the method for optimizing torsional vibrations in a vehicle engine in any case could undergo numerous modifications and 5 variants, all of which are covered by the same innovative concept; moreover, all of the details can be replaced by technically equivalent elements. In practice, the components used, as well as the numbers, shapes, and sizes of the components can be whatever according to the technical requirements. The scope of protection of the invention is therefore defined by the attached claims. 10
Dated this 02nd Day of September, 2024 Ishita Rustagi (IN-PA/4097) Agent for Applicant
15 , C , C , Claims:CLAIMS We Claim:
1. A system for optimizing torsional vibrations in a vehicle engine, the system comprises:
a crankshaft (100) having optimized design properties, wherein the 5 design properties correspond to specific counterweight mass and one or more profile configurations to optimise torsional vibrations and shear stress safety;
a front-end assembly (102) having an optimized inertia property, wherein the optimised inertia property is achieved through precise adjustment of mass distribution and dimensions of components of the front-end assembly 10 (102),
wherein, the crankshaft (100) and the front-end assembly (102) with optimised properties are configured to:
improve torsional vibration damping in the vehicle engine without additional damping requirements; and 15
reduce dynamic loads at the front-end assembly (102).
2. The system as claimed in claim 1, wherein the one or more profile configurations correspond to balanced rate, crankshaft web profile, crankshaft web diameter, crankshaft web thickness, crankshaft web diameter from font 20 side, main journal, pin diameter, main journal and pin length.
3. The system as claimed in claim 1, wherein the inertia property corresponds to moment of inertia around a rotational axis of the front-end assembly (102).
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4. The system as claimed in claim 1, wherein the design properties are based on one or more variables of the crankshaft (100).
5. The system as claimed in claim 4, wherein the one or more variables include stroke, number of cylinders, distance between the cylinders, block geometry 30
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boundary dimensions, main bearing journal, crank pin diameter, connecting rod-piston assembly weight and performance parameters.
6. The system as claimed in claim 1, wherein the front-end assembly (102) includes at least a flywheel assembly, a crank sprocket, a belt driver and a front 5 end bolt assembly.
7. The system as claimed in claim 6, the crankshaft (100) and the front-end assembly (102) along with the flywheel assembly corresponds to an end optimizing variable component for the optimized design properties and the 10 optimized inertia property.
8. The system (200) as claimed in claim 1, wherein reduction of dynamic loads at front-end assembly (102) supports a belt driver in place of a chain driver in the vehicle engine. 15
9. The system (200) as claimed in claim 1, wherein the crankshaft (100) having optimized design properties and the front-end assembly (102) having the optimized inertia property improves clutch life of a vehicle.
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10. A method (1300) for optimizing torsional vibrations in a vehicle engine, the method comprises:
optimizing design properties of a crankshaft (100), wherein the design properties correspond to specific counterweight mass and one or more profile configurations to optimise torsional vibrations and shear stress safety; 25
optimizing inertia property of a front-end assembly (102), wherein the optimised inertia property is achieved through precise adjustment of mass distribution and dimensions of components of the front-end assembly;
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improving, via the crankshaft (100) with the optimized design properties, torsional vibration damping in the vehicle engine without additional damping requirements; and
reducing, via the front-end assembly (102) with the optimized inertia properties, dynamic loads. 5
Dated this 02nd Day of September, 2024 Ishita Rustagi (IN-PA/4097) Agent for Applicant 10