Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine Cranktrain
This paper addresses the development of an elastodynamic model of a motorcycle engine cranktrain aimed at accurately evaluating the interactions between the crankshaft and the engine block, thus allowing an improved structural design. A rigid multibody model is first implemented and simulated; only...
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| Main Authors: | , , |
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| Format: | Article |
| Language: | English |
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Wiley
2011-01-01
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| Series: | International Journal of Rotating Machinery |
| Online Access: | http://dx.doi.org/10.1155/2011/143523 |
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| _version_ | 1832545700351574016 |
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| author | Stefano Ricci Marco Troncossi Alessandro Rivola |
| author_facet | Stefano Ricci Marco Troncossi Alessandro Rivola |
| author_sort | Stefano Ricci |
| collection | DOAJ |
| description | This paper addresses the development of an elastodynamic model of a motorcycle engine cranktrain aimed at accurately evaluating the interactions between the crankshaft and the engine block, thus allowing an improved structural design. A rigid multibody model is first implemented and simulated; only kinematic joints are involved at this stage, leading to a statically determinate assembly of the mechanism. Such a modelling approach prevents the loads at certain interface locations to be evaluated; furthermore, high-frequency
dynamic effects cannot be predicted. These drawbacks can be removed by introducing bushing-like elements and/or modelling
component flexibility. In this paper, this latter aspect is the objective of the investigation; in particular, a finite element model of the
crankshaft is implemented as a replacement for the corresponding rigid member. The well-established Craig-Bampton model
reduction technique is used to represent the elastodynamic behaviour of the component with a limited number of coordinates. The
mode selection procedure is emphasized here: a measure of modal dynamic importance, namely the effective interface mass fraction,
is used to rank fixed-interface normal modes based upon their contribution to loads at the substructure interface; choosing the modal
base according to such ranking leads to a minimal yet accurate representation. |
| format | Article |
| id | doaj-art-23c656c0154a453da4c03a630d7255af |
| institution | Kabale University |
| issn | 1023-621X 1542-3034 |
| language | English |
| publishDate | 2011-01-01 |
| publisher | Wiley |
| record_format | Article |
| series | International Journal of Rotating Machinery |
| spelling | doaj-art-23c656c0154a453da4c03a630d7255af2025-02-03T07:24:50ZengWileyInternational Journal of Rotating Machinery1023-621X1542-30342011-01-01201110.1155/2011/143523143523Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine CranktrainStefano Ricci0Marco Troncossi1Alessandro Rivola2DIEM, Department of Mechanical Engineering, University of Bologna, via Fontanelle Street 40, 47121 Forlì, ItalyDIEM, Department of Mechanical Engineering, University of Bologna, via Fontanelle Street 40, 47121 Forlì, ItalyDIEM, Department of Mechanical Engineering, University of Bologna, via Fontanelle Street 40, 47121 Forlì, ItalyThis paper addresses the development of an elastodynamic model of a motorcycle engine cranktrain aimed at accurately evaluating the interactions between the crankshaft and the engine block, thus allowing an improved structural design. A rigid multibody model is first implemented and simulated; only kinematic joints are involved at this stage, leading to a statically determinate assembly of the mechanism. Such a modelling approach prevents the loads at certain interface locations to be evaluated; furthermore, high-frequency dynamic effects cannot be predicted. These drawbacks can be removed by introducing bushing-like elements and/or modelling component flexibility. In this paper, this latter aspect is the objective of the investigation; in particular, a finite element model of the crankshaft is implemented as a replacement for the corresponding rigid member. The well-established Craig-Bampton model reduction technique is used to represent the elastodynamic behaviour of the component with a limited number of coordinates. The mode selection procedure is emphasized here: a measure of modal dynamic importance, namely the effective interface mass fraction, is used to rank fixed-interface normal modes based upon their contribution to loads at the substructure interface; choosing the modal base according to such ranking leads to a minimal yet accurate representation.http://dx.doi.org/10.1155/2011/143523 |
| spellingShingle | Stefano Ricci Marco Troncossi Alessandro Rivola Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine Cranktrain International Journal of Rotating Machinery |
| title | Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine Cranktrain |
| title_full | Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine Cranktrain |
| title_fullStr | Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine Cranktrain |
| title_full_unstemmed | Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine Cranktrain |
| title_short | Model Reduction of the Flexible Rotating Crankshaft of a Motorcycle Engine Cranktrain |
| title_sort | model reduction of the flexible rotating crankshaft of a motorcycle engine cranktrain |
| url | http://dx.doi.org/10.1155/2011/143523 |
| work_keys_str_mv | AT stefanoricci modelreductionoftheflexiblerotatingcrankshaftofamotorcycleenginecranktrain AT marcotroncossi modelreductionoftheflexiblerotatingcrankshaftofamotorcycleenginecranktrain AT alessandrorivola modelreductionoftheflexiblerotatingcrankshaftofamotorcycleenginecranktrain |