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About crankshafts

crankshafts are made from forged steel or cast iron. crankshafts for high-volume, low-load production vehicles are generally constructed from nodular cast iron, which has high strength (see Appendix D). Fuel-efficient engines require a high power-to-displacement ratio, which has increased the use of forged crankshafts. The proportions of the materials used for crankshafts in car engines in 2003 were estimated to be, cast iron 25%, toughened (quenched and high-temperature tempered) or normalized steel 20%, and micro-alloyed steel 55%. Table 8.2 shows the chemical compositions of steel crankshafts. 2.2.2 Torsional damping of driven plate
Crankshaft torsional vibration(Fig. 2.6) Engine crankshafts are subjected to torsional wind-up and vibration at certain speeds due to the power impulses. Superimposed onto some steady mean rotational speed of the crankshaft will be additional fluctuating torques which will accelerate and decelerate the crankshaft, particularly at the front pulley end and to a lesser extent the rear flywheel end (Fig. 2.6). If the flywheel end of the crankshaft were allowed to twist in one direction and then the other while rotating at certain critical speeds, the oscillating angular movements would take up the backlash between meshing gear teeth in the transmission system. Consequently, the teeth of the driving gears would be moving between the drive (pressure side) and non-drive tooth profiles of the driven gears. This would result in repeated shockloads imposed on the gear teeth, wear, and noise in the form of gear clatter. To overcome the effects of crankshaft torsional vibrations a torsion damping device is normally incorporated within the driven plate hub assembly which will now be described and explained.
Multistage driven plate torsional spring dampers may be incorporated by using a range of different springs having various stiffnesses and spring location slots of different lengths to produce a variety of parabolic torsional load-deflection characteristics (Fig. 2.7) to suit specific vehicle applications.
The amount of torsional deflection necessary varies for each particular application. For example, with a front mounted engine and rear wheel drive vehicle, a moderate driven plate angular movement is necessary, say six degrees, since the normal transmission elastic wind-up is almost adequate, but with an integral engine, gearbox and final drive arrangement, the short transmission drive length necessitates considerably more relative angular deflection, say twelve degrees, within the driven plate hub assembly to produce the same quality of take-up.
Construction and operation of torsional damper washers (Figs 2.2, 2.3 and 2.8) The torsional energy created by the oscillating crankshaft is partially absorbed and damped by the friction washer clutch situated on either side of the hub flange (Figs 2.2 and 2.3). Axial damping load is achieved by a Belleville dished washer spring mounted between one of the side plates and a four lug thrust washer.
The outer diameter of this dished spring presses against the side plate and the inner diameter pushes onto the lugged thrust washer. In its free state the Belleville spring is conical in shape but when assembled it is compressed almost flat. As the friction washers wear, the dished spring cone angle increases. This exerts a greater axial thrust, but since the distance between the side plate and lugged thrust washer has increased, the resultant clamping thrust remains almost constant (Fig. 2.8).
Vibration analysis of a shafting system for a marine diesel generator set including dynamic characteristics between shell and housing of generator bearing W.H. Kim, ... W.H. Joo, in 10th International Conference on Vibrations in Rotating Machinery, 2012 3.1 Crankshaft The 9H21/32 crankshaft was modelled using idealized Timoshenko beam elements, in which the crank pin was idealized by taking an equivalent mass and inertia moment. To take account of the mean kinematic energy that would be induced by the reciprocating masses and moments of inertia under running condition, the total reciprocating mass and moments were attached at the two ends of crank pin. Table 2 presents the calculated masses and inertia moments of crank shaft.
Table 2. Mass and inertia moment of crankshaft Mass [kgf] Moment of inertia [Kg-m2]
Crank pin 49.41 1.26
Reciprocating element 34.38 1.54
For the solid structure of crankshaft in which the crank-throws are not arranged in the same plane, bending stiffnesses are different as rotating angle changes. Therefore, the beam model for the crank pin is necessary to check the percentage error with crank structural natural frequencies obtained by impact tests. Figure 3 shows mode shapes of idealized crankshaft system with error percentages to impact results. The impact tests were performed at 45 points with an accelerometer and impact hammer. Error percentages within second bending mode shape do not exceed by 3 %. Considering the operating speed of diesel engine, 15 Hz (900 rpm), higher natural frequencies of crankshaft would not affect vibration characteristics.

here we have a form about engine ,you can find the OE number with this form

NameEngine TypePart No./O.E.M
HYUNDAI1.0L23111-02723 G4HEG4HA
1.1L23110-02812
1.1L23110-02860
I1023110-03221G4LA
G4CS23110-32600
ACCENT-2.0T23111-22602,23111-22023 G4ECG4ED 
ACCENT-1.4L23111-26400
ACCENT-1.6L23111-26100G4ED
2.0L23110-32000
ELANTRA-1.6L23110-23520
ELANTRA-1.8L23110-23510
SONATA-2.0L23110-23710G4GC
2.0L23111-25010
2.4L23111-25210
IX35 2.0L23110-2G010
SONATA-2.4L23110-2G200G4KCG4KEG4JSG4EK
2.0L23110-2G400
 GAMMA1.4L23110-2B600/2B610
 GAMMA1.6L23110-2B000/2B100/2B300/2B050,G4FC
G4NC/G4NA/G4NE23110-2E500/2E501/2E510, 6D056-2EU00
1.8L23110-2E400
4G64-2.0L23110-38230
D4BA/B/H23111-42010/42020/42910/42003D
D4CBSANTA FE, 23111-4A70123111-4A00023111-4A010         
D4EA/D4EB23110-27420,23110-27000
D4FA
J323110-4X000
MITSUBISHI4C64
4D30ME013667,23100-41000
4D31MD012320
4D31 SAISMD012320
4D32MD187921
4D33ME018297
4D34ME136680,ME017354T
4D34SAISME136680 ME017354
4D54
4D5523111-42001,23111-42000
4D56/4D56TME102601 MD376961 23111-42901
4D56T-2(NEW)MD374408
4D65MD23111
4D68
4DC34
4DR5
4G13MD327708-5
4G14
4G15, BYD F3
4G17
4G18MD332125
4G32/4G33MD000784
4G34
4G41MD010667
4G54MD027474 MD118123
4G63MD187924 MD346022
4G64 V31MD187921 MD346025 MD346026
4G93MD1835524
4G94MD367450
4M40
6D108
6D14 oldME032364
6D14 new / 6D15ME032800 ME032702
6D16/6D15TME072197
6D17
6D20
6D22ME999368
6D31/6D31TME082505
6D34
6DB10
6DC16
6DS70A
6G72MD144525
6G74 V43MD305941
8DC11
8DC20
8DC21
8DC80
8DC81ME997083
8DC82
8DC90ME062479
8DC91ME996186
D4BA23111-42001
S4E
S4F
S4KT,S4K4W3989 4W3579
S4S,S4AS
S6KT34320-100011 34320-00010 5I7671
S6S32B20-10010
ZC8
GM/CHEVROLETSHANGHAI-1.4L9025122
CHEV-CORSA 1.2 94700102
CHEV-CORSA 1.4 94700102
CHEV-CORSA 1.690467348
CHEV-AVEO96385403F16D
CHEV-SPARK96325203
CHEV-OPTRA90500608F18D

94658971

96336263

93380519
BICK1.6L96385404
BICK1.8L96385404A96666304
BICK 1.6L96357348
B129002796
B119002797
B1024515572
B152.45366E+15
2.0L90530741
1.6L55550953 55569767 
1.8L55562987
350CHEVROLET6.5LV8


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