Crankshaft Model
Crankshaft Model
The load characteristics of engine main bearing are very important in the design of crankshaft
and engine block. The stiffness of crankshaft and block, or the optimal dimension of the bearing
can be determined according to the load level. This paper presents the load characteristics of
engine main bearing. Two components of the main bearing load are measured during engine
tiring and motoring. The vertical and horizontal load components are measured by using the
dynamic load cell mounted in each main bearing cap bolt. The measured main bearing loads are
compared with calculated results by using the statically determinate method. The theoretical
results, provided in this study, agreed well with the experimental results. The presented results
are very useful for achieving optimal design of engine.
Fc,.l(Lbaya-Lcra) Fcry,z(Lba~,z-Lcra)
Fmy,2
Lb~ Lba~a
+ ~ Mw.b,,,R,~.b,,,co~cos(A,~.b,,,,+8)
[L~,z-L,.,,b,,,,,] (3)
im=l ' ' ' Lbaya
""i~m=lMweb, 2
i,Rzoeb,imOkjcos(Aweb,i.4"O). ~Lwebim
: 0
F~,,l(Lb~,2-L.,l) F.x~(L~,2-L.,2)
F.~:
Lb~a Lbay,z
+ ~ Mweb,imRweb,i.tO~sire(A..b,,. + O) [Lbaya- L..b,,m] (4)
im=l tbay,2
Im!
Table 1 Specification of test engine bearing load was averaged during 300 engine
Engine type L4/1.6D cycles. The specification of the test engine is
described in Table 1.
Bore dia. (ram) 76.5
Stroke (mm) 87 4. Results and Discussion
r
Con rod ~width (mm~ 18
bearing [dia. (ram) 50 Figure 5 shows the comparative results between
theory and experiment at each bearing under the
Main width (ram) 16
full load condition at 1500 rpm. The actual
bearing [dia. (mm) 45 cylinder pressure is measured to use in load cal-
Piston Assy. mass (kg) 0.290 culation. The crank angle of 0 degree in the cycle
Crankshaft mass (kg) 13.4 indicates the cylinder 1 firing TDC position
The main 1 bearing is mainly influenced by
Con-rod mass (kg) 0.450
cylinder 1 (0 degree). The measured load is smaller
WOT (wide open throttle) than the calculated results. This is because the left
Load condition Part Load
end side of the crankshaft is supported by the
Motoring
timing belt rather than by bearing cap 1.
1200O i
--exp ~exp
- - -cal - - - - -eal
10000: main1, 1500rpm,WOT ma,n2, 1500rprn, WOT
lOOOoI
8OO0
~. 6ooo
200O 4O0O
0 20OO
,'<
-2000 I I , I ,
180 360 540 720 180 360 540 720
Crank angle(deg) Crank angle(deg)
6000
Z
J;
,~
Jt
t~. ~" 8ooo
ttII
4O0O
2000
.; "-:.. ,,. ,,:
20O0 ii
-200( 0
180 360 540 720 180 360 540 720
Crank angle(deg) Crank angle(deg )
Fig, 5 The experimental and calculated bearing load in each main bearing
The main 2 bearing is influenced by cylinders Fig. 8, there are some differences in the absolute
1 and 2 (540 degree), simultaneously. The effect magnitude and position of the maximum load.
of cylinder 1 is relatively larger than cylinder 2. This is caused by the difference in the combustion
This is because of the deviation of the cylinder
pressure between each cylinder and deformation 120OO i i
of crankshaft. Fx-cal
10000 -- - - Fx-exp
The main 3 bearing is at the symmetric position .~ .... Fy-cal
"'t -main3,
- - - - F2y0- ~0 0p r p m WO T
of the crankshaft and it is influenced by the
combustion pressure of all cylinders. But the
~ 6ON}
.....
,.. ,: t
is dominant at high engine speed in main 3 bear-
ing.
Figure 7 shows the effect of engine speed in the ,
100O0 i 5O i
80OO
6000
-- -- -2O(]oq0m
main 1. VVOT
~5~0mm
4O - II
It
i t
I
I
1
- - -~tno
WOT, 2(X)Orpm
1
~" 4000 I
I
/
20 t
29OO
". ;v" . .. -".
I
~. . o,
-300(]
180 360 540 720 0
0 180 36O 540 720
Crank angle(daD)
Crank angle(deg)
(a) Main 1
Fig. 9 Cylinder pressure variation according to the
16000 1 i i load condition
12000 i t "-] - - h
II
12000
~
!
BMEP 2bar
i i
It
I
10000 .... BIdEP e b a r
4. - - --- BMEP 8bar
h~
2,
4 I1~, k IAr k ,
0 - - lit'; _.11~t;. z
0 180 360 540 720
Crank angle(dag) 20o0 F \t.~. !..11 \~>,-,.z~',
(b) Main 2
ol . ~'~ . . ',
0 180 300 540 720
Fig. 7 The effect of engine speed on the bearing
Crank angle(deg)
force in the main 1 and 2 bearing
(a) Experiment
12000 ! i
l BMEP 2bar
12(}O0 | i
L -- -- - BMEP 4bar
10000 F I . . . . BMEP el~r
~ motonng-~xp ~ - - - - - BMEP 8bar
10000 -- -- " ~ hi'i main2, 200Orpm
.... firin~p 8000 ==u~ i.!
B000
~
~
----- flring~
mare3, 2000rpm.WOT ~, t r,t
(.
i:!
i "!
b ( I.
0 Crank angle(deg)
0 180 36O 540 72O
Crank angle(deg)
(b) Calculation
Fig. 8 The effect of engine load on the bearing Fig. 10 The effect of load on the bearing reaction
reaction force in the main 3 bearing force in the main 2 bearing