CN116641955A - Semi-combined crankshaft for large turbocharged two-stroke uniflow crosshead internal combustion engine - Google Patents

Semi-combined crankshaft for large turbocharged two-stroke uniflow crosshead internal combustion engine Download PDF

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Publication number
CN116641955A
CN116641955A CN202211655913.8A CN202211655913A CN116641955A CN 116641955 A CN116641955 A CN 116641955A CN 202211655913 A CN202211655913 A CN 202211655913A CN 116641955 A CN116641955 A CN 116641955A
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CN
China
Prior art keywords
main journal
journal pin
diameter
fillet
semi
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Pending
Application number
CN202211655913.8A
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Chinese (zh)
Inventor
M·I·穆恩
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Mannone Solutions Mannone Solutions Germany Branch
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Mannone Solutions Mannone Solutions Germany Branch
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Publication of CN116641955A publication Critical patent/CN116641955A/en
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/06—Crankshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/06—Crankshafts
    • F16C3/10—Crankshafts assembled of several parts, e.g. by welding by crimping
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/22—Cranks; Eccentrics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

A semi-composed crankshaft for a large turbocharged two-stroke uniflow crosshead internal combustion engine, having a bell crank (3) connected together by a main journal pin (1) having a main journal pin central portion (1 b) and two cylindrical main journal pin end portions (1 a) which are inserted into holes of associated crank arms, wherein to reduce stress concentrations in the transition region between the main journal pin central portion and the main journal pin end portions, the crankshaft comprises rounded corners (11) at least some of which are only provided in the respective main journal pins. This enables a bell crank design with improved main journal pin fillet fatigue safety and torque capacity that is not compromised (or even improved) without increasing cylinder distance and overall engine length. In addition, no machining of the crank arms is required, so that the shrink fit connection length is independent of the main journal pin fillet radius.

Description

Semi-combined crankshaft for large turbocharged two-stroke uniflow crosshead internal combustion engine
Technical Field
The present application relates to a semi-split crankshaft for a large turbocharged two-stroke uniflow crosshead internal combustion engine, the semi-split crankshaft having a bell crank comprising a crank pin with two crank arms each having a hole, the bell crank being connected together by a main journal pin having a diameter D c And two main journal pins of diameter D s Is a cylindrical main part of (2)A journal pin end portion inserted into a bore of an associated crank arm, wherein to reduce stress concentrations in a transition region between a journal pin central portion and a journal pin end portion, the crankshaft includes fillets in the journal pin, wherein at least some of the fillets in the journal pin are disposed only in the respective journal pin.
Background
Large turbocharged two-stroke uniflow crosshead internal combustion engines are commonly used as prime movers for large ocean going vessels (e.g., tankers and container vessels) or power plants.
Crankshafts of the above type are well known, for example from US1136524 a. Because of its size, a crankshaft for a large two-stroke internal combustion engine is semi-modular, i.e., manufactured in smaller parts, and then assembled. In the drawings, fig. 1 shows an example of a half-split crankshaft 20, and fig. 2 shows major parts of the half-split crankshaft 20. The half-split crankshaft 20 includes a plurality of cylinder sections, one for each cylinder of a respective engine. Referring to fig. 1, each crank cylinder part 3, commonly referred to as a bell crank 3, is made up of a crank pin 4 and two crank arms 5, the crank arms 5 being mounted at each side of the crank pin. Referring to fig. 2, each crank arm 5 has a hole 6, and an end portion 1a of a corresponding main journal pin 1 is inserted into each of the holes 6 to connect a plurality of bell cranks 3 together.
In assembling the half-split crankshaft 20, the main journal pin 1 is inserted into the bore 6 of the crank web 5 and connected with the crank web 5 of the respective bell crank 3 with a shrink fit connection, i.e. the journal pin has an oversized dimension relative to the diameter of the bore 6 in the crank web 5. After assembly, the entire crankshaft is machined on a large lathe to create the final main journal and crankpin journal, thereby ensuring the collinearity of all journals.
Referring to fig. 1, 2 and 3, during the final machining of the crankshaft 20, in order to reduce stress concentrations in the transition region between the main journal pin central portion 1b and the main journal pin end portion 1a, it is known practice to form a fillet 11 on the main journal pin 1, wherein the diameter is fromCentral diameter D of main journal pin c Increasing the constricted diameter D at the main journal pin end portion 1a s . These rounded corners 11 are referred to as main journal pin rounded corners 11. At the same time, the fillets 12 on the crank arm 5 at the holes 6 around the shrink fit connection between the crank arm 5 and the main journal pin end portion 1a are also machined to ensure a perfect smooth transition from the main journal pin 1 to the crank arm 5. Thus, the fillet 13, which is formed by the main journal pin fillet 11 and the machined fillet 12 on the crank arm 5, is positioned at the transition between the main journal pin 1 and the hole 6 in the crank arm 5. The length L of the shrink fit connection corresponds to the axial extension of the hole 6 in the crank arm 5 minus the depth of the fillet 12.
Engines that are increasingly powerful and more compact are limited by the torque that can be transferred by the half-compound bell crank and the dynamic loads that it can withstand. The torque capacity is determined by simple geometrical measures such as shrink fit connection length L, excessive/diametric interference and diameters of the shaft and hub, while the stress is determined by the diameter D of the central portion 1b of the main journal pin (see fig. 2) c And radius control of the fillet 11 on the main journal pin 1. Increasing the shrink fit connection length L and the main journal pin fillet radius is the simplest method of increasing these two parameters, but in both cases doing so would result in an increase in cylinder distance and thus an increase in the overall weight of the engine. It is recognized that the design goals of the new engine are to improve performance and reduce cost (by weight), and that the existing association between shrink fit connection length, main journal pin fillet radius, and cylinder distance is disadvantageous.
Disclosure of Invention
It is an object of the present application to provide a semi-modular crankshaft of the type mentioned in the introduction which has rounded corners in the transition region between the central and end portions of the main journal pin, wherein the above-mentioned challenges associated with the transmissible torque and dynamic load that it can withstand are at least significantly reduced.
The foregoing and other objects are achieved by the features of the presently claimed subject matter. Further embodiments will become apparent from the description and the accompanying drawings.
According to a first aspect of the present application,there is provided a half-split crankshaft for a large turbocharged two-stroke uniflow crosshead internal combustion engine, the crankshaft having a bell crank comprising a crankpin having two crank arms, each crank arm having a bore, the bell crank being connected together by a main journal pin having a diameter D c And two main journal pins of diameter D s A cylindrical main journal pin end portion inserted into a bore of an associated crank arm, wherein to reduce stress concentration in a transition region between a main journal pin central portion and a main journal pin end portion, the crankshaft comprises rounded corners in the main journal pin, wherein at least some of the rounded corners in the main journal pin are provided only (soley) in the respective main journal pin, and characterized by a diameter D of the main journal pin end portion s Diameter D greater than the central portion of the main journal pin c And the rounded corners are made in the end faces of the respective main journal pin end portions of the main journal pin, the end faces facing the main journal pin center portion.
Thus, by providing a fillet only in the main journal pin as suggested, the shrink fit connection length L and thus the torque capacity is no longer associated with the radius of the main journal pin fillet. This enables a bell crank design with improved main journal pin fillet fatigue safety and torque capacity that is not compromised (or even improved) without increasing cylinder distance and overall engine length. In addition, no machining of the crank arms is required, so that the shrink fit connection length is independent of the main journal pin fillet radius.
For best results, it is preferable that only the fillets made in the main journal pin are made as annular fillets. Further, it is preferred that the fillets extend a full turn (all the way around) around the main journal pin.
In principle, it is possible to distinguish the geometry of the fillets in the main journal pin, wherein each fillet is provided as a complete fillet at the top and as a reduced fillet at the bottom of the main journal pin, since the load is highest in the half of the fillet closest to the crank pin. Thus, the geometry of the fillets in the main journal pin may be made asymmetric, as the fillets in the main journal pin of the semi-split crankshaft according to the present application may be made prior to assembling the crankshaft.
Indeed, the fillet may have any suitable form that reduces stress concentrations in the transition region between the main journal pin central portion and the main journal pin end portion. Thus, in a preferred embodiment of the application, the rounded corners have a surface comprising, in cross-section, a plurality of circular sections, each circular section having a radius of curvature. It is further preferred that the sum of the angles of the plurality of circular segments is at least 120 degrees of full circle, preferably at least 150 degrees of full circle, most preferably at least 180 degrees of full circle.
The rounded surface may additionally comprise a plurality of linear sections as seen in cross section.
The actual design of the fillet depends on the selected circular and linear sections and defines the height of the fillet.
In order to ensure that the strength of the main journal pin end portion is sufficient to provide an effective shrink fit connection having a length corresponding to the axial extension of the corresponding hole in the crank arm, the main journal pin end portion should preferably be provided with an annular lip surrounding the corresponding fillet, said lip having a suitable height.
In order to de-correlate the shrink fit connection length from the radius of the main journal pin fillet in the suggested manner, the diameter of the main journal pin end portion should be increased relative to the known crankshaft and should be greater than the diameter of the main journal pin central portion of the main journal pin. Thus, the diameter of the end portion of the main journal pin should be greater than the diameter of the central portion of the main journal pin, at least twice as great as the height of the annular fillet as seen in cross section plus twice the height of the annular lip. Thus, estimates of different engine sizes indicate a ratio D s /D c Should be in the range of 1.1 to 2.
As seen in cross section, the height of each fillet should preferably be between 1% and 10% of the diameter of the central portion of the main journal pin, most preferably about 3%. Furthermore, the height of the annular lip should preferably be between 0.5% and 5% of the diameter of the central portion of the main journal pin, most preferably about 1.5%.
Thus, in order to provide sufficient space in the main journal pin end portion to accommodate the rounded corners and annular lips having a sufficient height, it is preferred that the diameter of the main journal pin end portion is at least 10% greater than the diameter of the main journal pin central portion of the main journal pin, preferably 25% greater, most preferably 50% greater. This allows the main journal pin to be made with said rounded corners, wherein rounded corners with a relatively large radius are allowed to be obtained entirely inside the main journal pin. In addition, the end portion of the main journal pin may include an annular lip surrounding an annular fillet in such a way as to provide a shrink fit connection having a length substantially equal to that when the fillet is not made.
In the most preferred embodiment of the application, as seen in cross section, the rounded surface extends at least 180 degrees of a full circle, since the shrink fit connection length is thus as large as possible, providing maximum capability to transmit torque at a selected arm thickness.
By using high gauge materials with higher fatigue and yield strength, higher torque capacity and main journal pin fillet safety can be achieved. However, high gauge materials are much more expensive and not readily available to all crankshaft manufacturers. The proposed design provides similar benefits through the use of widely available standard materials.
Drawings
The application will be explained in more detail with reference to exemplary embodiments shown in the drawings, in which:
figure 1 shows an example of a known semi-split crankshaft,
figure 2 shows the main parts of the semi-modular crankshaft shown in figure 1,
figure 3 shows in more detail the parts of the half-split crankshaft shown in figure 1,
FIG. 4 shows in more detail the parts of a half-split crankshaft according to an embodiment of the application, an
Fig. 5 shows an example of a fillet design for a semi-split crankshaft according to the present application.
Detailed Description
Fig. 1, 2 and 3 show examples of known semi-split crankshafts, which are described in detail in the introductory part of the above description.
In fig. 4a cross section of an embodiment of a semi-composed crankshaft according to the application is seen. In fig. 4, the same reference numerals as in fig. 1, 2 and 3 are used for corresponding elements.
On the left side of fig. 4a crank arm 5 with a hole 6 and a part of the main journal pin 1 with a main journal pin central part 1b and end parts 1a are visible. As shown, the end portion 1a of the main journal pin 1 is inserted into the bore 6 of the crank arm 5, wherein it is typically connected to the crank arm 5 using a shrink fit connection, i.e. the main journal pin 1 has an oversized dimension relative to the diameter of the bore 6 in the crank arm 5. The length L of the shrink-fit connection corresponds approximately to the axial extension of the hole 6 in the crank arm 5.
In order to reduce stress concentration in the transition region between the main journal pin central portion 1b and the main journal pin end portion 1a, the diameter is from the main journal pin central diameter D c Increasing the constricted diameter D of the main journal pin end portion 1a s It is common practice to create a fillet 11 on the main journal pin 1.
According to the application, the fillets 11 are provided only in the respective main journal pin 1 and preferably by machining in the end face 1c of the respective main journal pin end portion 1a of the main journal pin 1, said end face 1c facing the main journal pin central portion 1b. The shrink fit connection length L is thus as long as the selected dimensions of the crank arm 5 and the bore 6 therein, and the resulting torque capacity of the crankshaft 20 is no longer associated with the radius of the main journal pin fillet, since there is no machined fillet or part of the crank arm 5 or part of the main journal pin end portion 1a in the region where these elements meet, except for the small chamfer 2 which may be formed on the edge of the main journal pin end portion facing the main journal pin central portion in order to ensure a high shrink pressure at the end of the shrink fit connection. High shrink pressures are advantageous because they limit micro-slippage and micro-wear in shrink fit connections. The torque capacity can be maintained or even increased without increasing the cylinder distance and the total length of the engine.
As can be seen, the fillet 11 is made as an annular fillet 11 extending completely around the main journal pin 1.
In an exemplary embodiment of the application, as seen in fig. 5, the rounded corners 11 have a surface 30, which, in cross section, comprises: three circular segments 30a,30b and 30c, each having a radius of curvature R 1 、R 2 And R is 3 The method comprises the steps of carrying out a first treatment on the surface of the And two linear sections 30d and 30e, wherein the linear section 30e is located at the bottom of the fillet 11. The sum of the angles of the circular segments is in the embodiment shown greater than 180 degrees, in fact about 194 degrees.
In the embodiment shown in fig. 5, the fillet 11 is provided with an undercut 30u in the circular section 30a, which thus extends a small distance into the central portion 1b of the main journal pin 1. This undercut 30u serves to ensure that the edge of the bearing bush (not shown) arranged in connection with the main journal pin 1 does not strike the fillet 11 when the crankshaft is subjected to abnormal axial vibration, but most importantly it enables pre-assembly machinability of the main journal pin fillet 11. The co-linearity of the bearing surfaces is ensured by post-assembly machining of the bearing surfaces, which is not possible without undercut.
The actual design of the fillet 11 depends on the selected circular and linear sections and defines the height H of the fillet 11 f . The embodiment shown in fig. 5 is merely an illustrative example and an unlimited number of other possible embodiments are contemplated, wherein the actual design depends on many other design criteria, such as engine size, dynamic load, etc.
As shown in fig. 4 and 5, the main journal end portion 1a is provided with an annular lip 8 surrounding a respective fillet 11. The lip 8 is provided with a suitable height H l To ensure that the lip 8 has sufficient rigidity to ensure that the length L of the high pressure shrink fit connection corresponds to the axial extension of the corresponding hole 6 in the crank arm 5.
In order to round the shrink fit connection length L with the main journal pin in the manner suggested11, diameter D of the end portion of the main journal pin 1 s Should be increased relative to the known crankshaft and should be greater than the diameter D of the main journal pin central portion 1b of the main journal pin 1 c . Thus, the diameter D of the end portion 1a of the main journal pin 1 s Should be larger than the diameter D of the main journal pin central portion 1b of the main journal pin 1 c And is as large as the height H of the annular fillet 11 seen in cross section f At least twice the height H of the annular lip 8 l Twice as many as (x). Thus, estimates of different engine sizes indicate a ratio of D s /D c Should be in the range of 1.1 to 2.
The height H of each fillet 11, as seen in cross section f It should preferably be between 1% and 10% of the diameter of the main journal pin central portion 1b of the main journal pin 1, more preferably between 2% and 5%, most preferably about 3%. Furthermore, the height H of the annular lip 8 l It should preferably be between 0.5% and 5% of the diameter of the main journal pin central portion 1b of the main journal pin 1, most preferably about 1.5%.
Therefore, in order to provide sufficient space in the main journal pin end portion 1a to accommodate the rounded corners 11 and the annular lip 8, both of which have a sufficient height, it is preferable that the diameter D of the end portion 1a of the main journal pin 1 s At least the diameter D of the main journal pin central portion 1b of the main journal pin 1 c 10% greater, preferably 25% greater, and most preferably 50% greater. This allows the main journal pin 1 to be manufactured with said rounded corners 11, wherein it is allowed to obtain rounded corners 11 with a relatively large radius completely inside the main journal pin 1. In addition, in this way, the end portion 1a of the main journal pin 1 may comprise an annular lip 8 surrounding the annular fillet 11, thus providing a shrink fit connection having a length L substantially equal to that when the fillet 11 is not manufactured.
In the most preferred embodiment of the application, the surface of the fillet 11 extends over at least 180 degrees of a full circle as seen in cross section, since the shrink fit connection length L is as large as possible, thereby providing maximum ability to transmit torque at a selected arm thickness.

Claims (10)

1. A half-split crankshaft (20) for a large turbocharged two-stroke uniflow crosshead internal combustion engine, the half-split crankshaft having a bell crank (3) comprising a crank pin (4) with two crank arms (5), each of the crank arms (5) having a hole (6), the bell crank (3) being connected together by a main journal pin (1) having a main journal pin central portion (1 b) with a diameter D and two cylindrical main journal pin end portions (1 a) c The cylindrical main journal pin end portion has a diameter D s The cylindrical main journal pin end portion being inserted into a bore (6) of an associated crank arm (5), wherein in order to reduce stress concentrations in a transition region between the main journal pin central portion (1 b) and the main journal pin end portion (1 a), the crankshaft (20) comprises rounded corners (11), wherein at least some of the rounded corners (11) in the main journal pin (1) are provided only in the respective main journal pin (1), characterized in that the diameter D of the main journal pin end portion (1 a) is s Is larger than the diameter D of the central part (1 b) of the main journal pin c And the rounded corners (11) are made in end faces (1 c) of respective main journal pin end portions (1 a) of the main journal pin (1), the end faces (1 c) facing the main journal pin center portion (1 b).
2. A semi-modular crankshaft according to claim 1, characterized in that the fillet (11) is made as an annular fillet.
3. A semi-modular crankshaft according to claim 1 or 2, characterized in that the fillet (11) extends entirely around the main journal pin (1).
4. A semi-modular crankshaft according to claims 1-3, characterized in that the fillet (11) has a surface (30) comprising, in cross-section, a plurality of circular segments (30 a,30b,30 c), each having a radius of curvature (R 1 ，R 2 ，R 3 ) Wherein the sum of angles of the plurality of circular segments (30 a,30b,30 c)At least 120 degrees of full circle, preferably at least 150 degrees of full circle, and most preferably at least 180 degrees of full circle.
5. A semi-modular crankshaft as claimed in claim 4, characterized in that said surface of said fillet (11) comprises, in cross section, a plurality of linear sections (30 d,30 e).
6. A semi-modular crankshaft according to claims 1-5, characterized in that the main journal pin end portion (1 a) is provided with an annular lip (8) surrounding a respective fillet (11), said annular lip (8) having a suitable height.
7. The half-split crankshaft of claims 1-6 wherein ratio D s /D c In the range of 1.1 to 2.
8. A semi-modular crankshaft according to any one of the preceding claims, characterized in that, in cross section, the height H of each fillet (11) f Diameter D of the main journal pin central portion (1 b) interposed between the main journal pin (1) c Between 1% and 10%, more preferably between said diameter D c Between 2% and 5%, most preferably said diameter D c About 3%.
9. A semi-modular crankshaft according to any one of the preceding claims, characterized in that the height H of the annular lip (8) l Diameter D of the main journal pin central portion (1 b) interposed between the main journal pin (1) c Between 0.5% and 5%, most preferably said diameter D c About 1.5%.
10. A semi-composed crankshaft according to any preceding claim, characterized in that the diameter D of the main journal pin end portion (1 a) of the main journal pin (1) s At least than the diameter D of the central part (1 b) of the main journal pin (1) c 10% greater, excellentOptionally 25% greater and most preferably 50% greater.
CN202211655913.8A 2022-02-22 2022-12-22 Semi-combined crankshaft for large turbocharged two-stroke uniflow crosshead internal combustion engine Pending CN116641955A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA202200143A DK181184B1 (en) 2022-02-22 2022-02-22 A semi-built crankshaft for large turbocharged two-stroke uniflow crosshead internal combustion engine
DKPA202200143 2022-02-22

Publications (1)

Publication Number Publication Date
CN116641955A true CN116641955A (en) 2023-08-25

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Application Number Title Priority Date Filing Date
CN202211655913.8A Pending CN116641955A (en) 2022-02-22 2022-12-22 Semi-combined crankshaft for large turbocharged two-stroke uniflow crosshead internal combustion engine

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Country Link
JP (1) JP7425234B2 (en)
KR (1) KR102642310B1 (en)
CN (1) CN116641955A (en)
DK (1) DK181184B1 (en)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1136524A (en) * 1910-04-21 1915-04-20 Krupp Ag Crank-pin connection.
JPS52151218U (en) * 1976-05-13 1977-11-16
DE10308124B3 (en) * 2003-02-26 2004-09-23 Hegenscheidt-Mfd Gmbh & Co. Kg Process for deep rolling transitions between journals and cheeks of crankshafts
DK177662B1 (en) * 2012-11-09 2014-02-03 Man Diesel & Turbo Deutschland Crankshaft, bearing unit and large two-cylinder, two-stroke diesel engine
DK180589B1 (en) 2020-02-26 2021-09-23 Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland Fuel pump with improved sealing properties

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JP2023122543A (en) 2023-09-01
DK181184B1 (en) 2023-04-12
JP7425234B2 (en) 2024-01-30
KR102642310B1 (en) 2024-03-04
KR20230126185A (en) 2023-08-29
DK202200143A1 (en) 2023-04-12

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