crank angle


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crank angle

[′kraŋk ‚aŋ·gəl]
(mechanical engineering)
The angle between a crank and some reference direction.
Specifically, the angle between the crank of a slider crank mechanism and a line from crankshaft to the piston.
McGraw-Hill Dictionary of Scientific & Technical Terms, 6E, Copyright © 2003 by The McGraw-Hill Companies, Inc.
References in periodicals archive ?
The mean experimental pressure trace was calculated by finding the average pressure at each time step (0.1 crank angle degrees) for the 300 cycles.
For the closed cycle period, Watson recommended the following engine calculation crank angle steps: 10 [degrees]CA before ignition, 1 [degrees]CA at fuel injection timing, 2 [degrees]CA between ignition and combustion end, and finally 10 [degrees]CA for expansion, see Fig.
In this technique, time intervals of data exchange on interface are determined by user as one crank angle on gas side and five crank angle on solid side.
During station ary cycling, the knee approached peak adduction angle at the beginning (23.8[degrees] of crank angle), then abducted through most of the power phase, and reached peak abduction at approximately bottom dead center (171.6[degrees] of crank angle, Figure 2).
Now using the outcome concerning the rocker swing angle ([alpha]) and rocker length (u) being equal to the radius of the circle (R), and also assuming one other criterion such as time ratio (tR) ar angle ([eta]) or initial crank angle ([beta]), crank-rocker module is designed, based on the equation set (21).
The ignition delay was calculated from the P (Pressure) - crank angle diagram, where the crank angle change between start of injection and start of combustion can be directly measured.
However the peak cylinder pressure obtained nearly the same crank angle positions that were 6 to 9 degree after top death centre for all fuels.
The equation for IMEP takes the form of the product of cylinder pressure and the change in cylinder volume, integrated over the interval from crank angle at the beginning of the intake stroke (-360[degrees]) to a crank angle at the end of the exhaust stroke (+360[degrees]).
The average torque in the compression stroke and the expansion stroke are approximately equal in the second stroke period for a crank angle of between 180 to 360 degrees.
We also assume that a varying area density of uniform texturing elements (with the geometry of T100) is applied on a textured cylinder liner surface, excluding the reversal zones (at the position of 0-20 crank angle degrees and at the position of 160-180 crank angle degrees).
The drive pin moves while rolling with the cam groove molded line obtained by fitting linear equation through quadratic differential, rotating angle of rotating sleeve, and crank angle. Figure 1 indicates the operating principle and components of rotating-sleeve distributing flow system for mass flow with high frequency and efficiency.