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-frequencydynamic effects cannot be predicted. These drawbacks can be removed by introducing bushing-like elements and/or modellingcomponent flexibility. In this paper, this latter aspect is the objective of the investigation; in particular, a finite element model of thecrankshaft is implemented as a replacement for the corresponding rigid member. The well-established Craig-Bampton modelreduction technique is used to represent the elastodynamic behaviour of the component with a limited number of coordinates. Themode 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 modalbase according to such ranking leads to a minimal yet accurate representation.
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