Crankshaft assembly for an internal combustion engine

Abstract

A crankshaft assembly for an internal combustion engine includes a crankshaft defining a plurality of first apertures, a damper defining a plurality of second apertures, and a break-out interface component configured to engage with a break-out tool to facilitate rotation of the crankshaft assembly. The break-out interface component defines a plurality of third apertures. Each of the plurality of third apertures is configured to align with one of the plurality of first apertures and one of the plurality of second apertures to selectively receive one of a plurality of fasteners to couple the break-out interface component and the damper to the crankshaft.

Description

[0001] Cross-reference to related applications This application claims priority to Indian Provisional Patent Application No. 202541034744, filed on April 9, 2025, and Indian Non-Provisional Patent Application No. 202541034744, filed on March 9, 2026, the contents of which are incorporated herein by reference in their entirety. Technical Field

[0002] This application generally relates to systems for rotating and regulating components of an internal combustion engine. Background Technology

[0003] In the engine system, the engine valves are set during maintenance or repair. To optimize the engine valve settings, the operator can rotate components of the engine system. When setting the engine valve settings, a turning tool is used to rotate the components. Summary of the Invention

[0004] According to one embodiment, a crankshaft assembly for an internal combustion engine includes a crankshaft defining a plurality of crankshaft orifices, and a cranking interface component configured to engage with a cranking tool to facilitate rotation of the crankshaft assembly. The cranking interface component defines a plurality of cranking interface mounting orifices, each of which is configured to align with one of the plurality of crankshaft orifices to selectively receive one of a plurality of fasteners, thereby coupling the cranking interface component to the crankshaft.

[0005] In some embodiments, the crankshaft assembly further includes a damper defining a plurality of damper mounting orifices, each of the plurality of turning gear interface mounting orifices being configured to align with one of the plurality of damper mounting orifices to selectively receive one of the plurality of fasteners, thereby coupling the turning gear interface component and the damper to the crankshaft.

[0006] In some embodiments, the damper includes one or more inertial rings configured to absorb vibrational energy in the crankshaft.

[0007] In some embodiments, the damper defines a plurality of alignment indicators corresponding to different rotational positions of the crankshaft assembly; the damper is positioned between the crankshaft and the turning gear interface component; and the plurality of alignment indicators are oriented toward the turning gear interface component.

[0008] In some embodiments, the turning gear interface component defines a turning gear interface bore that extends at least partially through the turning gear interface component; the damper defines a damper bore that extends through the damper; and the crankshaft includes a crankshaft alignment portion configured to extend through the damper bore and into the turning gear interface bore to facilitate alignment of the plurality of crankshaft bores, the plurality of damper mounting bores, and the plurality of turning gear interface mounting bores.

[0009] In some embodiments, the crankshaft further includes: - a crankshaft body portion; and - a crankshaft coupling portion extending from one end of the crankshaft body portion, the crankshaft coupling portion defining the plurality of crankshaft orifices; and a crankshaft alignment portion extending from one end of the crankshaft coupling portion.

[0010] In some embodiments, the plurality of crankshaft orifices do not extend into the crankshaft body portion.

[0011] In some embodiments, the crankshaft interface component includes: a crankshaft base portion defining the plurality of crankshaft interface mounting holes; and a crankshaft interface portion defining a crankshaft tool interface opening configured to engage with the crankshaft tool to facilitate rotation of the crankshaft assembly.

[0012] In some embodiments, the cranking tool interface opening has a square profile, which is configured to engage with the square cranking feature of the cranking tool to facilitate manual rotation of the crankshaft assembly.

[0013] In some embodiments, the crankshaft interface component includes: a crankshaft base portion defining the plurality of crankshaft interface mounting holes; and a crankshaft interface portion including a crankshaft tool interface defined by an outer surface of the crankshaft interface portion, the crankshaft tool interface being configured to engage with the crankshaft tool to facilitate rotation of the crankshaft assembly.

[0014] In some embodiments, the outer surface of the turning tool interface has a square outer contour, which is configured to be received by a square opening of the turning tool, such that the turning tool engages with the turning interface portion.

[0015] In some embodiments, the turning gear interface component defines a plurality of fastener profiles, each of which is configured to align with one of the plurality of fasteners when the plurality of fasteners are received by the plurality of turning gear interface mounting holes.

[0016] In some embodiments, each of the plurality of fastener profiles includes a curved surface.

[0017] In some embodiments, each curved surface is substantially concentric with the corresponding turning gear interface mounting hole among the plurality of turning gear interface mounting holes.

[0018] According to another embodiment, an engine system includes an engine comprising: a plurality of cylinders; and the aforementioned crankshaft assembly coupled to the plurality of cylinders and configured to be driven to rotate by combustion within the plurality of cylinders. Attached Figure Description

[0019] This disclosure will be more fully understood from the following detailed description taken in conjunction with the accompanying drawings, in which, unless otherwise specified, the same reference numerals denote the same elements, wherein: Figure 1 This is a schematic block diagram of an internal combustion engine system according to one embodiment; Figure 2 It can be used Figure 1 A perspective view of a portion of an exemplary crankshaft assembly in an internal combustion engine system; Figure 3 yes Figure 2 A cross-sectional view of a portion of the crankshaft assembly; and Figure 4 yes Figure 2 A perspective view of the crankshaft assembly's turning interface.

[0020] It will be appreciated that the accompanying drawings are schematic representations for illustrative purposes. These drawings are provided to illustrate one or more implementations, and it is clearly understood that these drawings are not intended to limit the scope or meaning of the claims. Detailed Implementation

[0021] The following is a more detailed description of the various concepts and implementations related to the methods and devices of the engine system. The various concepts introduced above and discussed in more detail below can be implemented in any of a variety of ways, as the described concepts are not limited to any particular implementation. Examples of specific implementations and applications are provided primarily for illustrative purposes.

[0022] Internal combustion engine systems (e.g., hydrogen internal combustion engine systems, hydrocarbon internal combustion engine systems, diesel internal combustion engine systems, etc.) utilize combustion within the internal combustion engine to output torque. However, during the maintenance of internal combustion engine systems (e.g., maintenance, calibration, repair, etc.), operators may need to manually rotate components of the internal combustion engine (e.g., operating components when combustion within the internal combustion engine is not permitted). For example, when an operator is adjusting the valve settings of the internal combustion engine valves (e.g., valve clearance, etc.), the operator may need to rotate the crankshaft. Adaptively, the operator can verify the correct rotation of internal combustion engine components based on indicators associated with the internal combustion engine. Therefore, by providing interfaces for manually rotating internal combustion engine components (e.g., turning interfaces, etc.), operators can more easily maintain internal combustion engine systems.

[0023] The implementation described herein relates to a crankshaft assembly for an internal combustion engine system, the crankshaft assembly including a turning interface configured to engage with a turning tool for manual rotation of the crankshaft assembly. An operator can use the turning tool to rotate the crankshaft assembly during surface treatment of the internal combustion engine system. For example, when adjusting the valve settings of the engine valves of the internal combustion engine, the operator can use the turning tool to rotate the crankshaft via the turning interface. The turning interface can be coupled to a damper of the crankshaft assembly and / or the crankshaft. Additionally, the turning interface can be positioned such that the operator can visualize the rotation indicator of the internal combustion engine, thus allowing the operator to easily rotate the crankshaft to different rotational positions associated with the maintenance of the internal combustion engine.

[0024] Figure 1 This is a schematic representation of an exemplary internal combustion engine system 100. The internal combustion engine system 100 can be implemented in vehicles (e.g., passenger cars, trucks, construction vehicles, municipal vehicles, military vehicles, marine vessels, etc.), generators (e.g., generator sets, etc.) or other similar engine-based applications.

[0025] An internal combustion engine system 100 includes an engine 102. The engine 102 includes a plurality of cylinders 104. Each of the plurality of cylinders 104 includes a fuel injector 106, an engine valve 108, and a spark plug 110. The fuel injector 106 is configured to supply (e.g., dose, injection, etc.) a quantity of fuel (e.g., hydrogen, etc.) to one of the cylinders 104. The engine valve 108 is configured to supply (e.g., dose, injection, etc.) a quantity of air to one of the cylinders 104. In some embodiments, the engine valve 108 is configured to supply a quantity of exhaust gas to one of the cylinders 104. The spark plug 110 is configured to provide energy (e.g., spark, etc.) to ignite combustion within each cylinder 104 of the fuel supplied by the fuel injector 106 and the air supplied by the engine valve 108. For example, the spark provided by the spark plug 110 can ignite the combustion of a mixture of fuel from the fuel injector 106 and air provided by the engine valve 108 in each cylinder 104.

[0026] Engine 102 includes a crankshaft assembly 120. The crankshaft assembly 120 is coupled to cylinders 104 and configured to be driven by combustion within each cylinder 104. For example, combustion within each cylinder 104 can provide a force to the crankshaft assembly 120 to rotate it. The rotation of the crankshaft assembly 120 can correspond to the power (e.g., torque) generated by combustion within each cylinder 104.

[0027] The crankshaft assembly 120 can be coupled to the engine valve 108. Rotation of the crankshaft assembly 120 can actuate the engine valve 108 to supply air to the cylinder 104. For example, the crankshaft assembly 120 can be coupled to the engine valve 108 via a belt, such that rotation of the crankshaft assembly 120 actuates the engine valve 108 to supply air to the cylinder 104.

[0028] Because of the connection between the crankshaft assembly 120 and the engine valves 108, the operator of the internal combustion engine system 100 may need to rotate the crankshaft assembly 120 while servicing the engine valves 108. For example, when servicing the engine valves 108, the operator may rotate the crankshaft assembly 120 to a first rotational position to adjust the valve clearance (e.g., valve clearance, etc.) of the first engine valve 108, to a second rotational position to adjust the valve clearance of the second engine valve 108, to a third rotational position to adjust the valve clearance of the third engine valve 108, to a fourth rotational position to adjust the valve clearance of the fourth engine valve 108, to a fifth rotational position to adjust the valve clearance of the fifth engine valve 108, and to a sixth rotational position to adjust the valve clearance of the sixth engine valve 108.

[0029] like Figure 2 and Figure 3As shown, the crankshaft assembly 120 includes a crankshaft 122, a damper 140, and a turning interface component 150 (e.g., a turning tool interface). The crankshaft 122 is coupled to a cylinder 104 and configured to be driven to rotate by combustion within the cylinder 104. For example, combustion within the cylinder 104 can provide torque to the crankshaft 122, causing it to rotate. The crankshaft 122 can provide the torque received from the cylinder 104 as the output torque of the internal combustion engine system 100.

[0030] The crankshaft 122 includes a crankshaft body portion 124, a crankshaft coupling portion 126, and a crankshaft alignment portion 128. The crankshaft body portion 124 is configured to be coupled to a cylinder 104 to receive power from the cylinder 104. For example, the crankshaft body portion 124 may include a plurality of biased cylinder interface portions, each biased cylinder interface portion being configured to be coupled to one of the cylinders.

[0031] Crankshaft connection portion 126 is configured to connect crankshaft 122 to damper 140 and cranking interface component 150. Crankshaft connection portion 126 extends from crankshaft body portion 124. Crankshaft connection portion 126 may extend from an end (e.g., front end, rear end, etc.) of crankshaft body portion 124. Crankshaft connection portion 126 defines a plurality of crankshaft orifices or connection orifices 130 (e.g., mounting holes, first orifices, etc.) extending into crankshaft connection portion 126. Connection orifices 130 may extend from a distal end of crankshaft connection portion 126 into crankshaft connection portion 126. For example, a first end of crankshaft connection portion 126 may be connected to crankshaft body portion 124, and connection orifices 130 may extend from a opposite second end of crankshaft connection portion 126 (e.g., toward crankshaft body portion 124, etc.) into crankshaft connection portion 126.

[0032] In some embodiments, these connection orifices 130 do not extend into the crankshaft body portion 124. For example, due to the high torque load on the crankshaft body portion 124 from the cylinder 104 (e.g., to prevent the crankshaft body portion 124 from being weakened by the connection orifices 130, etc.), the connection orifices 130 may not extend into the crankshaft body portion 124. As another example, the connection orifices 130 may be entirely defined by the crankshaft connection portion 126. In other embodiments, the connection orifices 130 extend into the crankshaft body portion 124.

[0033] A crankshaft alignment portion 128 is configured to extend through at least a portion of the damper 140 and the turning gear interface component 150 to align the damper 140 and the turning gear interface component 150 with the crankshaft 122. The crankshaft alignment portion 128 extends from a crankshaft coupling portion 126. The crankshaft alignment portion 128 may extend from an end of the crankshaft coupling portion 126. For example, a first end of the crankshaft coupling portion 126 may be coupled to a crankshaft body portion 124, and the crankshaft alignment portion 128 may extend from a second opposing end of the crankshaft coupling portion 126. In some embodiments, the crankshaft alignment portion 128 may be centered relative to the coupling aperture 130.

[0034] A damper 140 is attached to the crankshaft 122. The damper 140 is configured to absorb and dissipate vibrations in the crankshaft 122 to prevent damage to the crankshaft 122 and / or other components of the internal combustion engine system 100. For example, the damper 140 may utilize one or more inertial rings to absorb vibrational energy in the crankshaft 122.

[0035] The damper 140 defines a damper bore opening 142 and a plurality of damper mounting orifices 144 (e.g., a second orifice, etc.) extending through the damper 140. The damper bore opening 142 is configured to selectively align with and receive the crankshaft alignment portion 128 of the crankshaft 122 to align the damper 140 with the crankshaft 122. Each of the damper mounting orifices 144 is configured to selectively align with one of the coupling orifices 130 of the crankshaft 122. In some embodiments, the damper mounting orifices 144 may be selectively aligned with the coupling orifice 130 of the crankshaft 122 when the damper bore opening 142 receives the crankshaft alignment portion 128 of the crankshaft 122.

[0036] In some embodiments, the damper 140 includes a plurality of alignment indicators 146. Each alignment indicator 146 can indicate a rotational position of the crankshaft assembly 120 that allows an operator to adjust a setting of one of the engine valves 108. For example, when a first alignment indicator 146 corresponding to a first engine valve 108 is in a specific alignment, an operator can adjust the valve clearance setting of the first engine valve 108. The alignment indicator 146 can be aligned with a corresponding indicator on another component of the internal combustion engine system 100 (e.g., a non-rotating component, etc.) to indicate different rotational positions of the crankshaft assembly 120.

[0037] The crankshaft interface component 150 is connected to the crankshaft 122. The crankshaft interface component 150 is configured to engage with a cranking tool to allow manual rotation of the crankshaft assembly 120 via the crankshaft interface component 150. For example, an operator of the internal combustion engine system 100 can engage the crankshaft interface component 150 with a cranking tool and operate the cranking tool to rotate the crankshaft assembly 120 via the crankshaft interface component 150.

[0038] The crankshaft interface assembly 150 includes a crankshaft base portion 152 and a crankshaft interface portion 154. The crankshaft base portion 152 is coupled to the crankshaft 122. The crankshaft interface portion 154 extends from the crankshaft base portion 152. The crankshaft interface portion 154 is configured to engage with a crankshaft tool to facilitate manual rotation of the crankshaft assembly 120.

[0039] The turning gear base portion 152 defines a turning gear bore opening 156 that extends at least partially through the turning gear base portion 152 and a plurality of turning gear mounting openings 158 (e.g., a third opening, etc.) extending through the turning gear base portion 152. The turning gear bore opening 156 is configured to selectively align with and receive the crankshaft alignment portion 128 of the crankshaft 122 to align the turning gear interface component 150 with the crankshaft 122. The mounting openings 158 of the turning gear interface component 150, the damper mounting opening 144 of the damper 140, and the coupling opening 130 of the crankshaft 122 are aligned to selectively receive a plurality of fasteners 160 (e.g., bolts, screws, pins, etc.) thereby selectively coupling the turning gear interface component 150 and the damper 140 to the crankshaft 122. In other words, each mounting opening 158 is aligned with the damper mounting opening 144 and the coupling opening 130.

[0040] Fastener 160 facilitates torque transfer between the crankshaft interface assembly 150, damper 140, and crankshaft 122. For example, fastener 160 can help transfer torque from crankshaft 122 to damper 140, allowing damper 140 to absorb and dissipate vibrations in crankshaft 122. As another example, fastener 160 facilitates torque transfer from crankshaft interface assembly 150 to crankshaft 122 when the operator engages crankshaft interface assembly 150 with a cranking tool to allow manual rotation of crankshaft assembly 120.

[0041] In some embodiments, when the turning gear port opening 156 of the turning gear interface component 150 and the damper port opening 142 of the damper 140 receive the crankshaft alignment portion 128 of the crankshaft 122, the damper mounting port 144 of the damper 140 and the mounting port 158 ​​of the turning gear interface component 150 are aligned with the coupling port 130 of the crankshaft 122 to selectively receive the fastener 160, thereby coupling the turning gear interface component 150 and the damper 140 to the crankshaft 122. For example, before inserting the fastener 160 through the mounting port 158, the damper mounting port 144, and the coupling port 130 to couple the turning gear interface component 150, the damper 140, and the crankshaft 122, the operator may slide the crankshaft alignment portion 128 through the damper port opening 142 and the turning gear port opening 156 to align the mounting port 158, the damper mounting port 144, and the coupling port 130.

[0042] like Figure 4 As shown, the cranking interface portion 154 includes a cranking tool interface opening 170, which at least partially extends into the cranking interface portion 154. This cranking tool interface opening is configured to engage with a cranking tool to facilitate manual rotation of the crankshaft assembly 120 (e.g., receiving rotational input from the cranking tool). For example, the cranking tool interface opening 170 may have a 0.5-inch × 0.5-inch square profile configured to engage with a cranking tool having a 0.5-inch cranking feature to facilitate manual rotation of the crankshaft assembly 120. Where the cranking feature of the cranking tool has a different shape and / or size, the cranking tool interface opening 170 may have a shape and / or size corresponding to the cranking feature.

[0043] In some embodiments, the cranking tool interface opening 170 extends through the cranking interface portion 150 to the cranking bore opening 156. In other embodiments, the cranking tool interface opening 170 extends partially through the cranking interface portion 154. In still other embodiments, the cranking interface portion 154 includes a cranking tool interface on the outer side of the cranking interface portion 154 (e.g., defined by the outer surface of the cranking interface portion 154, etc.), which is configured to engage with a cranking tool to facilitate manual rotation of the crankshaft assembly 120. For example, the cranking interface portion 154 may have a 0.5-inch square outer profile configured to be received by a 0.5-inch × 0.5-inch square opening of the cranking tool, such that the cranking tool engages with the cranking interface portion 154. Where the opening of the cranking tool has a different shape and / or size, the outer profile of the cranking interface portion 154 may have a shape and / or size corresponding to the opening of the cranking tool.

[0044] The cranking tool interface opening 170 can be positioned on the same side of the crankshaft assembly 120 as the alignment indicator 146 positioned on the damper 140, allowing the operator of the internal combustion engine system 100 to manually rotate the crankshaft assembly 120 while visually monitoring the alignment indicator 146. For example, the damper 140 can be positioned between the cranking interface component 150 and the crankshaft 122, and the alignment indicator 146 can be positioned on the side of the damper 140 facing the cranking interface component 150. As a result, the operator can continuously rotate the crankshaft assembly 120 through the cranking interface component 150 until the alignment indicator 146 indicates that the crankshaft assembly 120 is in the rotational position desired by the operator. For example, the operator can simultaneously monitor the rotational position of the crankshaft assembly 120 through the alignment indicator 146 while manually rotating the crankshaft assembly 120 through the cranking interface component 150.

[0045] like Figure 4 As shown, the turning gear interface portion 154 defines a plurality of fastener profiles 172, each fastener profile 172 being configured to align with a corresponding fastener 160 when the fastener 160 extends through the mounting hole 158. The fastener profiles 172 allow clearance between the fastener 160 and the turning gear interface portion 154 to allow the fastener 160 to abut (e.g., contact, etc.) the turning gear base portion 152 while coupling the turning gear interface portion 150 to the crankshaft 122. For example, the fastener profile 172 corresponds to the fastener head of the fastener 160 to allow the fastener 160 to abut the turning gear base portion 152. Figure 4 In one embodiment, each fastener profile 172 includes a curved surface. Each curved surface may be concentric with the corresponding mounting hole 158 (and thus with the corresponding fastener 160).

[0046] In some embodiments, the crankshaft interface component 150 can be manufactured as a modular component configured to provide an improved solution for manual rotation of the crankshaft assembly 120. For example, the mounting port 158 ​​of the crankshaft interface component 150 can be configured to align with the existing damper mounting port 144 of the damper 140 and the existing connection port 130 of the crankshaft 122, such that the crankshaft interface component 150 can be retroactively coupled to the crankshaft 122 and the damper 140 to facilitate manual rotation of the crankshaft assembly 120. Therefore, mounting the crankshaft interface component 150 into an existing crankshaft assembly 120 facilitates manual rotation of the crankshaft assembly 120 without requiring the purchase or manufacture of a new crankshaft assembly 120.

[0047] Although this specification contains many specific implementation details, these details should not be construed as limiting the scope of the claims, but rather as descriptions of features specific to a particular implementation. Some features described in this specification in the context of a single implementation may also be implemented in a combined manner in a single implementation. Conversely, various features described in the context of a single implementation may also be implemented individually or in any suitable sub-combination in multiple implementations. Furthermore, although features may be described as functioning in certain combinations, and even initially claimed in this way, in some cases one or more features from the claimed combination may be removed from that combination, and the claimed combination may involve sub-combinations or variations thereof.

[0048] As used herein, the terms “substantially,” “generally,” and similar terms are intended to have a broad meaning consistent with common and accepted usage by one of ordinary skill in the art to which the subject matter of this disclosure relates. Those skilled in the art who read this disclosure will understand that these terms are intended to allow for the description of certain features described and claimed, without limiting the scope of those features to the precise numerical ranges provided. Therefore, these terms should be interpreted as indicating that non-substantial or irrelevant modifications or alterations to the described and claimed subject matter are considered to be within the scope of the appended claims.

[0049] As used herein, the term "connection" refers to the direct or indirect joining of two components to each other. Such a connection can be fixed (e.g., permanent) or movable (e.g., removable or releasable). Such a joining can be achieved by integrally forming two components, or two components and any additional intermediate components, into a single unit, or by attaching two components, or two components and any additional intermediate components, to each other.

[0050] It is important to note that the constructions and arrangements of the various systems shown in the various example implementations are illustrative only and not restrictive in nature. All changes and modifications within the spirit and / or scope of the described implementations are intended to be protected. It should be understood that some features may not be necessary, and implementations lacking various features may be considered within the scope of this disclosure, defined by the appended claims. When the term "part" is used, the item may include a part and / or the entire item unless specifically stated otherwise.

[0051] References to the positions of elements herein are used only to describe the orientation of the various elements in the accompanying drawings. It should be noted that, according to other exemplary embodiments, the orientations of different elements may differ, and such variations are intended to be covered by this disclosure.

[0052] Similarly, the term "or" is used in the context of a list of elements in its inclusive meaning (rather than its exclusive meaning), such that when used to connect a list of elements, the term "or" means one, some, or all of the elements in the list. Unless otherwise specifically stated, associative language such as the phrase "at least one of X, Y, and Z" should be understood in the context to generally express that items, terms, etc., can be X, Y, Z, X and Y, X and Z, Y and Z, or X, Y, and Z (i.e., any combination of X, Y, and Z). Therefore, unless otherwise specified, such associative language is generally not intended to imply that certain embodiments require at least one of X, at least one of Y, and at least one of Z to be present individually.

Claims

1. A crankshaft assembly for an internal combustion engine, the crankshaft assembly comprising: A crankshaft that defines multiple crankshaft bores; as well as A cranking interface component configured to engage with a cranking tool to facilitate rotation of the crankshaft assembly, the cranking interface component defining a plurality of cranking interface mounting holes, each of the plurality of cranking interface mounting holes being configured to align with one of the plurality of crankshaft holes to selectively receive one of a plurality of fasteners, thereby attaching the cranking interface component to the crankshaft.

2. The crankshaft assembly of claim 1, further comprising a damper defining a plurality of damper mounting orifices, wherein each of the plurality of turning gear interface mounting orifices is configured to align with one of the plurality of damper mounting orifices to selectively receive one of the plurality of fasteners, thereby coupling the turning gear interface component and the damper to the crankshaft.

3. The crankshaft assembly of claim 2, wherein the damper comprises one or more inertial rings configured to absorb vibrational energy in the crankshaft.

4. The crankshaft assembly according to claim 2, wherein: The damper defines a plurality of alignment indicators corresponding to different rotational positions of the crankshaft assembly; The damper is positioned between the crankshaft and the turning gear interface component; and The plurality of alignment indicators are oriented toward the turning gear interface component.

5. The crankshaft assembly according to any one of claims 2-4, wherein: The turning gear interface component defines a turning gear interface hole that extends at least partially through the turning gear interface component; The damper defines a damper orifice extending through the damper; as well as The crankshaft includes: A crankshaft alignment portion is configured to extend through the damper bore and into the turning gear interface bore to facilitate alignment of the plurality of crankshaft bores, the plurality of damper mounting bores, and the plurality of turning gear interface mounting bores.

6. The crankshaft assembly according to claim 5, wherein: The crankshaft also includes: - Crankshaft main body, and - A crankshaft connection portion extending from one end of the crankshaft body portion, the crankshaft connection portion defining the plurality of crankshaft orifices; and The crankshaft alignment portion extends from one end of the crankshaft connection portion.

7. The crankshaft assembly of claim 6, wherein the plurality of crankshaft orifices do not extend into the crankshaft body portion.

8. The crankshaft assembly according to claim 1, wherein the turning gear interface component comprises: The base portion of the turning gear defines the plurality of turning gear interface mounting holes; as well as The crankshaft interface portion defines a crankshaft tool interface opening, which is configured to engage with the crankshaft tool to facilitate rotation of the crankshaft assembly.

9. The crankshaft assembly of claim 8, wherein the cranking tool interface opening has a square profile, the square profile being configured to engage with a square cranking feature of the cranking tool to facilitate manual rotation of the crankshaft assembly.

10. The crankshaft assembly according to claim 1, wherein the turning gear interface component comprises: The base portion of the turning gear defines the plurality of turning gear interface mounting holes; as well as The crankshaft interface portion includes a crankshaft tool interface defined by the outer surface of the crankshaft interface portion, the crankshaft tool interface being configured to engage with the crankshaft tool to facilitate rotation of the crankshaft assembly.

11. The crankshaft assembly of claim 10, wherein the outer surface of the cranking tool interface has a square outer contour, the square outer contour being configured to be received by a square opening of the cranking tool, such that the cranking tool engages with the cranking interface portion.

12. The crankshaft assembly according to any one of claims 1-4 and 6-11, wherein the turning gear interface component defines a plurality of fastener profiles, each of the plurality of fastener profiles being configured to align with one of the plurality of fasteners when the plurality of fasteners are received by the plurality of turning gear interface mounting orifices.

13. The crankshaft assembly of claim 12, wherein each of the plurality of fastener profiles includes a curved surface.

14. The crankshaft assembly of claim 13, wherein each curved surface is substantially concentric with a corresponding turning gear interface mounting hole among the plurality of turning gear interface mounting holes.

15. An engine system comprising: - Engine, including: --Multiple cylinders; and -- The crankshaft assembly according to any one of claims 1 to 14, wherein the crankshaft assembly is coupled to the plurality of cylinders and configured to be driven to rotate by combustion within the plurality of cylinders.

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