Design, Analysis &optimization of Crankshaft Using CAE

IPASJ International Journal of Mechanical Engineering (IIJME)
Web Site: http://www.ipasj.org/IIJME/IIJME.htm

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ISSN 2321-6441
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Volume 4, Issue 4, April 2016
Design, Analysis &Optimization of Crankshaft

Using CAE
Dhekale Harshada1, Jagtap Ashwini2, Lomte Madhura3, Yadav Priyanka4
1,2,3,4
Government College of Engineering and Research Awasari, Department of Automobile Engineering, Pune, India
ABSTRACT
Crankshaft is one of the critical components for effective and precise working of the internal combustion engine. The main
objective of this paper involves modeling, analysis of crankshaft, so as to identify the effect of stresses on crank shaft and to
find optimum design parameter of existing crankshaft. The modeling software used is CATIA for 3D modeling of crankshaft
.The analysis software HYPERMESH is used for linear static analysis of crankshaft.Optisrtuct solver is used for finite element
analysis of crankshaft. The materials for crankshaft on which analysis was done SAE1052, SAE1045, SAE 1137 and SAE1055
etc.
Keywords: crankshaft, CATIA, HYPERMESH, finite element analysis.
1. INTRODUCTION
Crankshaft is one of the most important part in internal combustion engine. Crankshaft is large component with
complex geometry in engine which converts reciprocating motion of piston into rotary motion of crankshaft. Since the
crankshaft experiences large number of load cycles during its service life, fatigue performance and durability of this
component has to be considered in design process. Design developments have always been an important issue in
crankshaft production industry, in order manufacture less expensive component with minimum weight possible and
proper fatigue strength and other functional requirements. These improvements results in lighter and smaller engines
with better fuel efficiency and higher power output. This study is conduct on a single cylinder diesel engine crankshaft.
The modeling of single cylinder engine crankshaft is done by using CATIA software. The finite element analysis and
optimization of crankshaft is done in HYPERMESH using OPTISTRUCT solver.
2. OBJECTIVES
1. To model single cylinder crankshaft using modeling
Software CATIA.
2. Analysis of single cylinder engine crankshaft using HYPERMESH software.
3. To identify area where the possibility of stress generation is maximum.
4. To optimize the existing crankshaft and provide optimum design
3. DESIGN CALCULATION FOR CRANKSHAFT

The configuration of the diesel engine for this crankshaft is tabulated in table 1.
Table 1: Engine specifications

No of cylinders
Engine type
Bore/ stroke
Maximum power
Maximum speed
Compression ratio
Max. gas pressure
1
Diesel engine,395 cc
85/71.2
8bhp @3600 rpm
55km/hr.
8.5:1
25bar
DESIGN OF CRANKSHAFT WHEN THE CRANK IS AT AN ANGLE OF MAXIMUM TWISTING MOMENT

Force on the Piston,
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ISSN 2321-6441
Pp = Area of the bore x Max. Combustion pressure

= ( x D2)/4 x P max
= 11349.003N
In order to find the thrust in the connecting rod (Pq), we should first find out the angle of inclination of the connecting
rod with the line of stroke (i.e. angle ).
The crank angle () for maximum torsional moment is given as 35degree.
We know that
Sin =sin
(L/R)
=0.143
Which implies = 8.24
We know that thrust in the connecting rod
Pq = Pp/ (cos )
From this we have,
Thrust on the connecting rod
Pq = 11467.387 N
Thrust on the crank shaft can be split into Tangential component and radial component
(1) Tangential force on the crank shaft,
Pt=Pq sin (+ )
=7855.8 N
(2) Radial force on the crank shaft,
Pr= Pq cos (+ )
= 8353.88 N
Reactions at bearings (1 & 2) due to tangential force is given by,
(R1) v= (R2) v = 4.176KN
(R1) h= (R2) h =3.911KN
(Since b1=b2=b/2)= 85mm
Design of Crankpin
Let dc = Diameter of crankpin in mm. We know that the bending moment at the center of the crankpin,
Mc = (R1) v x b2 = 355.039 KN-mm
Twisting moment on the crankpin,
139.25 KN-mm
From this we have the equivalent twisting moment
Te = 381.69 KN-mm
We know that equivalent twisting moment
Te =
x (d c) 3 x
Shear stress value is limited to 40 N/mm2
So d c = 40m
Since this value of crankpin diameter (dc= 40 mm) is less than the when the crank is at top dead center already
calculated value of crankpin dia. (dc= 44 mm) therefore, we shall take, dc=44 mm
RESULTS:Diameter of the crankpin = 44 mm
Length of the crankpin = 28 mm
Diameter of the shaft = 28 mm
Web thickness (both left and right hand) = 25 mm
Web width (both left and right hand) = 70 mm
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4. MODELING OF CRANKSHAFT
Fig.1 -3D model of crankshaft in CATIA
5. MESHING OF CRANKSHAFT
Fig2.-meshed model of crankshaft

The fig.2 shows the meshed model of crankshaft.Hexa-meshing is done on crankshaft. The mesh generation of
crankshaft is the first step of finite element analysis. In this step the component is divided into number of small parts.
In meshing the numbers of nodes formed are 118384 and the no. of elements are110961.The purpose of mesh
generation is to perform the analysis on each small element.
6. LOADING AND BOUNDARY CONDITIONS
Fig. 3- Boundary conditions applied on crankshaft
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ISSN 2321-6441
Crankshaft is a constraint with a ball bearing. The ball bearing does not allow the crankshaft to have any motion other
than rotation about its main axis. Since only 180 degrees of the bearing surfaces facing the load direction constraint the
motion of the crankshaft, this constraint is defined as a fixed semi-circular surface as wide as ball bearing width. The
other side of the crankshaft is journal bearing. Therefore this side was modeled as a semi-circular edge facing the load
at the bottom of the fillet radius fixed in a plane perpendicular to the central axis and free to move along central axis
direction.
Fig. 4-load applied on crankshaft

The distribution of load over the connecting rod bearing is uniform pressure on 120 degree of contact area. Since the
crankshaft is in interaction with the connecting rod, the same loading distribution will be transmitted to the crankshaft.
7. LINEAR STATIC ANLYSIS OF CRANKSHAFT

After the application of boundary conditions and force, the next step is to perform the linear static analysis of crank
shaft. In this linear static analysis, we are mainly concern with the total deformation and the stresses acting on the
crank shaft (von-misses stresses). When the force is applied, the slight deformation and also the stresses takes place in
the crank shaft.
The materials used for crankshaft analysis are SAE 1045, SAE1052, SAE1137 and SAE 1055.
Fig.5- deflection of SAE 1052
Fig.6- von misses stresses SAE 1052
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Fig.7- shear stress of SAE 1052

The total deformation of SAE 1052 crank shaft is shown in fig.5. The deformation in the crank shaft is not same
throughout. The portion in red colour shows that the deformation at that region is maximum and the portion in blue
colour shows that the deformation is minimum in that region. The maximum displacement is 0.00693 mm. The stresses
acting on the crank shaft is shown in fig.6. The maximum stresses acting on the crank shaft is indicated by the red
colour. The maximum stress (von-Misses) is 36.23 (N/mm^2) as shown above.
RESULTS OF TOTAL DEFORMATION AND EQUIVALENT STRESSES OF MATERIALS:
Sr.No
.
1
2
3
4
Materials
SAE1045
SAE1055
SAE1137
SAE1052
Deflection
(mm)
0.00738
0.00777
0.00777
0.00693
Von misses stresses

(N/mm)^2
36.30
36.43
36.43
36.23
Shear stress
(N/mm)^2
19.05
19.13
19.13
19.01
For single cylinder engine crank shaft, linear Static analysis performed on crank shaft using finite element analysis.
The crank shaft materials are considered for analyses which are SAE 1045, SAE1055 SAE1137, +and SAE 1052. The
results obtained are tabulated in table above. The total deformation in all crank shaft materials found to be 0.006 mm to
0.008 mm. The von-misses stress in all crank shaft materials found to be 36.2(N/mm)^2 to 36.5(N/mm)^2.By
performing the analysis of crank shaft it has been found that the stresses induced in the crank shaft material is
minimum for SAE 1052 material of crank shaft.
8. CONCLUSION
For single cylinder engine crank shaft, linear static analysis performed on crank shaft using finite element analysis. The
crank shaft materials are SAE 1045, SAE1055, SAE 1137 & SAE 1052. The results obtained are tabulated in table
above. The total deformation in all crank shaft materials found to be 0.006 mm to 0.008 mm. The von-misses stress in
all crank shaft materials found to be 36.2 N/mm^2 to 36.5 N/mm^2.By performing the analysis of crank shaft it has
been found that the stresses induced deflection is minimum for SAE 1052 material of crank shaft. Hence, preferable
material for crankshaft is Steel Alloy SAE1052.
REFERENCES
[1] Finite Element Structural and Fatigue Analysis of Single Cylinder Engine Crank Shaft
Bhumesh J. Bagde
Laukik P. Raut International Journal of Engineering Research & Technology (IJERT) Vol. 2 Issue 7, July 2013,
IJERT, ISSN: 2278-0181
[2] Modeling and Analysis of the Crankshaft Using Ansys Software K. Thriveni1 Dr.B.JayaChandraiah2
International Journal of Computational Engineering Research||Vol, 03||Issue, 5||
[3] Design and Failure Analysis of 4- Stroke Single Cylinder Diesel Engine Crankshaft Ankurkumar D. Pandya 1
PG Scholar, CAD/CAM V.V.P Engineering Collage Rajkot, India International Journal of Engineering Research
& Technology (IJERT) ISSN: 2278-0181, www.ijert.orgIJERTV3IS120331 Vol. 3 Issue 12, December-2014
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[4] Fatigue Failure Analysis of an Automotive Crankshaft and to Find Its Behavior under Different Operating Loads
Venkata Swamy Marpudi @ Dr. R. Satya Mehra # International Journal of Engineering Research & Technology
(IJERT) Vol. 3 Issue 1, January 2014 IJERT ISSN: 2278-0181
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IPASJ International Journal of Mechanical Engineering (IIJME)

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

A Publisher for Research Motivation........

Volume 4, Issue 4, April 2016