A crank angle detection device for an engine capable of achieving downsizing and enhancing appearance of the engine is provided. A crank angle detection device for an engine that includes a pulsar ring including a plurality of detection portions and rotating coaxially with a crank shaft of the engine, and a sensor detecting a passage state of the detection portions. Here, the pulsar ring is fixed to a crank web of the crank shaft. A weight for adjusting inertia balance of the crank shaft is fixed to the crank web arranged close to an end of the crank shaft in an axial direction. The weight has a shape obtained by increasing thickness of a part of the pulsar ring.

A crank angle detection device for an engine capable of achieving downsizing and enhancing appearance of the engine is provided. A crank angle detection device for an engine that includes a pulsar ring including a plurality of detection portions and rotating coaxially with a crank shaft of the engine, and a sensor detecting a passage state of the detection portions. Here, the pulsar ring is fixed to a crank web of the crank shaft. A weight for adjusting inertia balance of the crank shaft is fixed to the crank web arranged close to an end of the crank shaft in an axial direction. The weight has a shape obtained by increasing thickness of a part of the pulsar ring.

A crankshaft with improved seizure resistance is provided. A crankshaft having journals 11 and pins 12 includes a compound layer containing iron and nitrogen on its surface, wherein, in the compound layer, for both the journals 11 and pins 12, the porosity area ratio of the thinner one of a region from the surface to a depth of 3.0 μm and a region across the total thickness of the compound layer is not higher than 10.0%, and both the journals 11 and pins 12 have such a surface geometry that the arithmetical mean deviation of the primary profile, Pa, is not larger than 0.090 μm.

Various implementations include a device for deposition of conformal coatings. The device includes a powder container, a connecting rod, and a crankshaft. The powder container has a first side configured to contain a powder and a second side. The connecting rod has a first end directly hingedly coupled to the second side of the powder container and a second end. The crankshaft has a longitudinal axis, a main shaft portion extending along the longitudinal axis, and a cam portion radially offset from and rotatable about the longitudinal axis. The second end of the connecting rod is directly rotatably coupled to the cam portion. Rotation of the crankshaft about the longitudinal axis causes the second end of the connecting rod to rotate about the longitudinal axis, causing the powder container to linearly oscillate between a first position and a second position.

A nodular iron alloy and automotive components, such as a crankshaft, are provided. The nodular iron alloy may include iron, about 2.2-3.2 wt % carbon, about 1.7-2.3 wt % silicon, about 0.2-0.6 wt % manganese, a maximum of 0.03 wt % phosphorus, a maximum of 0.02 wt % sulfur, about 0.2-0.6 wt % copper, about 0.1-0.4 wt % chromium, about 0.4-0.8 wt % nickel, about 0.15-0.45 wt % molybdenum, about 0.2-1.0 wt % cobalt, about 0.02-0.06 wt % magnesium, and a maximum of 0.002 wt % rare earth element(s). The nodular iron alloy may have a Young's modulus in the range of 175-195 GPa and an as-cast ultimate tensile strength in the range of 750-950 MPa. This alloy possesses favorable strength, stiffness and noise/vibration/harshness qualities, making it suitable in crankshaft applications. A method of forming the nodular iron alloy includes feeding a magnesium-based material into a molten iron alloy through a continuous system at a constant amount.

A nodular iron alloy and automotive components, such as a crankshaft, are provided. The nodular iron alloy may include iron, about 2.2-3.2 wt % carbon, about 1.7-2.3 wt % silicon, about 0.2-0.6 wt % manganese, a maximum of 0.03 wt % phosphorus, a maximum of 0.02 wt % sulfur, about 0.2-0.6 wt % copper, about 0.1-0.4 wt % chromium, about 0.4-0.8 wt % nickel, about 0.15-0.45 wt % molybdenum, about 0.2-1.0 wt % cobalt, about 0.02-0.06 wt % magnesium, and a maximum of 0.002 wt % rare earth element(s). The nodular iron alloy may have a Young's modulus in the range of 175-195 GPa and an as-cast ultimate tensile strength in the range of 750-950 MPa. This alloy possesses favorable strength, stiffness and noise/vibration/harshness qualities, making it suitable in crankshaft applications. A method of forming the nodular iron alloy includes feeding a magnesium-based material into a molten iron alloy through a continuous system at a constant amount.

A low impedance power disc is provided. The power disc is connected to a crankshaft of an engine, and includes a rotor, a connecting shaft, and a permanent magnet. The rotor is disposed separately from the permanent magnet. The connecting shaft is locked inside the rotor. A unidirectional bearing is provided and fitted on the connecting shaft. The permanent magnet is fitted on the unidirectional bearing. When the engine is running, the rotor and the permanent magnet are rotated at the same speed to generate electricity and supply the electricity to the vehicle and to charge the battery. When the engine decelerates, the rotor and the connecting shaft are decelerated synchronously with the engine, while the permanent magnet and the unidirectional bearing are continuously rotated at the speed before deceleration in order to facilitate the engine to accelerate again, so that the rotor can be quickly rotated.

A low impedance power disc is provided. The power disc is connected to a crankshaft of an engine, and includes a rotor, a connecting shaft, and a permanent magnet. The rotor is disposed separately from the permanent magnet. The connecting shaft is locked inside the rotor. A unidirectional bearing is provided and fitted on the connecting shaft. The permanent magnet is fitted on the unidirectional bearing. When the engine is running, the rotor and the permanent magnet are rotated at the same speed to generate electricity and supply the electricity to the vehicle and to charge the battery. When the engine decelerates, the rotor and the connecting shaft are decelerated synchronously with the engine, while the permanent magnet and the unidirectional bearing are continuously rotated at the speed before deceleration in order to facilitate the engine to accelerate again, so that the rotor can be quickly rotated.

There is presented various embodiments disclosed in this application, including an improved crankshaft system using a load connecting member which provides a greater maximum torque angle than a conventional system, thereby improving efficiency and power.

There is presented various embodiments disclosed in this application, including an improved crankshaft system using a load connecting member which provides a greater maximum torque angle than a conventional system, thereby improving efficiency and power.