Design and Analysis of Crankshaft For Single Cylinder 4-Stroke Deisel Engine

International Journal of Advanced Engineering Research and Studies
E-ISSN22498974
Research Paper
DESIGN AND ANALYSIS OF CRANKSHAFT FOR SINGLE

CYLINDER 4-STROKE DEISEL ENGINE
Jaimin Brahmbhatt1, Prof. Abhishek choubey2
Address for Correspondence
P G student, 2 Assistant professor, Department of Mechanical Engineering, Oriental Institute Of science and
technology, Bhopal, India
ABSTRACT
Crankshaft is one of the critical components for the effective and precise working of the internal combustion engine. In this
paper a dynamic simulation is conducted on a crankshaft from a single cylinder 4- stroke diesel engine. A three-dimension
model of diesel engine crankshaft is created using SOLID WORKS software. Finite element analysis (FEA) is performed to
obtain the variation of stress magnitude at critical locations of crankshaft. Simulation inputs are taken from the engine
specification chart. The dynamic analysis is done using FEA Software ANSYS which resulted in the load spectrum applied
to crank pin bearing. This load is applied to the FE model in ANSYS, and boundary conditions are applied according to the
engine mounting conditions. The analysis is done for finding critical location in crankshaft. Stress variation over the engine
cycle and the effect of torsion and bending load in the analysis are investigated. Von-mises stress is calculated using
theoretically and FEA software ANSYS. The relationship between the frequency and the vibration modal is explained by the
modal and harmonic analysis of crankshaft using FEA software ANSYS.
KEYWORDS Diesel engine; Crank shaft in Ansys; finite element analysis; stress analysis;
1. INTRODUCTION
Crankshaft is one of the most important moving
parts in internal combustion engine. Crankshaft is a
large component with a complex geometry in the
engine,
which
converts
the
reciprocating
displacement of the piston into a rotary motion. This
study was conducted on a single cylinder 4- stroke
diesel engine. It must be strong enough to take the
downward force during power stroke without
excessive bending. So the reliability and life of
internal combustion engine depend on the strength of
the crankshaft largely. And as the engine runs, the
power impulses hit the crankshaft in one place and
then another. The torsional vibration appears when a
power impulse hits a crankpin toward the front of the
engine and the power stroke ends. If not controlled, it
can break the crankshaft.
Jian Meng et al. [3] analyzed crankshaft model and
crank throw were created by Pro/ENGINEER
software and then imported to ANSYS software. The
crankshaft deformation was mainly bending
deformation under the lower frequency. And the
maximum deformation was located at the link
between main bearing journal, crankpin and crank
cheeks.
Gu Yingkui et al. [6] researched a three-dimensional
model of a diesel engine crankshaft was established
by using PRO/E software. Using ANSYS analysis
tool, it shows that the high stress region mainly
concentrates in the knuckles of the crank arm & the
main journal and the crank arm & connecting rod
journal ,which is the area most easily broken.
Xiaorong Zhou et al. [7] described the stress
concentration in static analysis of the crankshaft
model. The stress concentration is mainly occurred in
the fillet of spindle neck and the stress of the
crankpin fillet is also relatively large. Based on the
stress analysis, calculating the fatigue strength of the
crankshaft will be able to achieve the design
requirements. From the natural frequencies values, it
is known that the chance of crankshaft resonant is
unlike. This paper deals with the dynamic analysis of
the whole crankshaft. Farzin H. Montazersadgh et al.
[8] investigated first dynamic load analysis of the
crankshaft. Results from the FE model are then
presented which includes identification of the
IJAERS/Vol. I/ Issue IV/July-Sept., 2012/88-90
critically stressed location, variation of stresses over

an entire cycle, and a discussion of the effects of
engine speed as well as torsion load on stresses.
2. DESIGN CALCULATION FOR CRANKSHAFT
The configuration of the diesel engine for this
crankshaft is tabulated in Table I
Table I Specifications of Atul Shakti Engine
Capacity
Number of Cylinders
Bore x Stroke
Compression Ratio
Maximum Power
Maximum Torque
Maximum gas pressure
395 cc
1
86 x 68 mm
18:1
8.1hp @ 3600 rpm
16.7 Nm @ 2200 rpm
25 bar
2.1 Design of crankshaft when the crank is at an

angle of maximum twisting Moment
Force on the Piston F p = Area of the bore x Max.
Combustion pressure = x D2 x P max = 14.52 KN

In order to find the thrust in the connecting rod (FQ),
we should first find out the angle of inclination of the
connecting rod with the line of stroke (i.e. angle ).
We know that
S
Sin =
= sin 350/4
L/R
Which implies = 8.24

We know that thrust in the connecting rod
FP
FQ =

From this we have,
Thrust on the connecting rod FQ = 14.67 KN
Thrust on the crank shaft can be split into Tangential
component and the radial component.
1) Tangential force on the crank shaft, FT = FQ sin
(+ ) =10.05 KN
2) Radial force on the crank shaft, FR = FQ cos (+ )
= 10.68 KN
Reactions at bearings (1 & 2) due to tangential force
is given by,
FT
= 5.02KN (Since b1=b2=b/2)
HT1=HT2 =

Similarly, Reactions at bearings (1 & 2) due to radial
force is given by,
FR
HR1 = HR2 =
=5.34 KN (Since b1=b2=b/2)

2.1.1 Design of crankpin
Let dc = Diameter of crankpin in mm.
We know that the bending moment at the centre of
the crankpin,

Mc = HR1 x b2 = 5.34 x 86 = 459.24 KN-mm
Twisting moment on the crankpin,
170.68 KN-mm
From this we have the equivalent twisting moment
Te = Mc Tc = 489.93 KN-mm
We know that equivalent twisting moment (Te)

Te = x (d c) 3 x

Shear stress value is limited to 35 N/mm2
so d c = 41.47 mm
Since this value of crankpin diameter (dc= 41.47 mm)
is less than the when the crank is at top dead centre
already calculated value of crankpin dia. (dc= 44 mm)
therefore, we shall take, dc=44 mm
RESULT:
Diameter of the crank pin =44 mm
Design of crank pin against fatigue loading
According to distortion energy theory
The von Mises stress induced in the crank-pin is,
E-ISSN22498974
Figure 3.2:- Meshed model of Crank shaft

4) Define boundary condition for Analysis
Boundary conditions play an important role in finite
element calculation here; I have taken both remote
displacements for bearing supports are fixed.
Mev = Kb x Mc
Kt x Tc
= 938.33 KN-mm
Here, Kb = combined shock and fatigue factor for

bending (Take Kb=2)
Kt = combined shock and fatigue factor for
torsion (Take K t =1.5)

Mev = x (d c) 3 x 6v

6v = 112.25 N/mm2 and also calculated shear stress
on the shaft = 50.15 N/mm2
RESULTS:Diameter of the crankpin = 44 mm
Length of the crankpin = 24 mm
Diameter of the shaft = 41 mm
Web thickness (both left and right hand) = 23 mm
Web width (both left and right hand) = 63 mm
3. METHODOLOGY
3.1 Procedure of static Analysis
1) First, I have Prepared Assembly in Solid works for
crankshaft and Save as this part as IGES for
Exporting into Ansys Workbench Environment.
Import .IGES Model in ANSYS Workbench
Simulation Module.
2) Apply Material for Crank Shaft (Forged steel).
Material Details
Material Type: - Forged Steel
Designation: - 42CrMo4
Yield strength (MPa):- 680
Ultimate tensile strength (MPa):- 850
Elongation (%):-13
Poisson ratio:-0.3
Figure 3.1 :-Crank Shaft in Ansys

3) Mesh the Crankshaft.
Mesh Statics:
Type of Element: Tetrahedrons
Number of Nodes
: 17119
Number of Elements : 9605
Figure 3.3 :- Apply Remote Displacement for

Bearing Support
(Which has only one degree of freedom(Rotational))
5) Define type of Analysis
Type of Analysis:-Static Structural
Figure 3.4 Apply Radial Force
Figure 3.5 Apply Tangential Force

6) Run the Analysis
7) Get the Results
Output of the Analysis
Figure 3.6 Von misses stress
E-ISSN22498974
After Performing Static Analysis I

Performed Dynamic analysis of the
crankshaft which results shows more
realistic whereas static analysis provides an
overestimate results. Accurate stresses and
deformation are critical input to fatigue
analysis and optimization of the crankshaft.
Analysis Results. So we can Say that
Dynamic FEA is a good tool to reduce
Costly experimental work.
REFERENCES
Figure 3.7 Maximum shear stress

3.2 Harmonic Analysis of Crankshaft
A technique to determine the steady state response to
sinusoidal (harmonic) loads of known frequency.
Run the Analysis
Figure 3.8 Apply Maximum Force at a phase

angle of 355
Results of Analysis
Maximum Deformation at a Phase Angle 355
Figure 3.9 Deformation at a phase angle of 355

4 .RESULTS AND CONCLUSION
In this paper, the crankshaft model was
created by Solid works 2009 software. Then,
the model created by Solid works was
imported to ANSYS software.
Result Table:Sr no
1
2
Types of stress
Von-Misses
Stresses (N/mm2)
Shear Stresses
(N/mm2)
Theoretical
FEA Analysis
112.25
110.3
50.15
59.89
Above Results Shows that FEA Results

Conformal matches with the theoretical
calculation so we can say that FEA is a good
tool to reduce time consuming theoretical
Work. The maximum deformation appears
at the center of crankpin neck surface. The
maximum stress appears at the fillets
between the crankshaft journal and crank
cheeks and near the central point Journal.
The edge of main journal is high stress area.
The Value of Von-Misses Stresses that
comes out from the analysis is far less than
material yield stress so our design is safe
and we should go for optimization to reduce
the material and cost.
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Research Volume 2, Issue 8 ISSN 2229-5518
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International Journal of Advanced Engineering Research and Studies

DESIGN AND ANALYSIS OF CRANKSHAFT FOR SINGLE

Address for Correspondence

critically stressed location, variation of stresses over

2.1 Design of crankshaft when the crank is at an

Combustion pressure = x D2 x P max = 14.52 KN

Which implies = 8.24

International Journal of Advanced Engineering Research and Studies

Figure 3.2:- Meshed model of Crank shaft

Here, Kb = combined shock and fatigue factor for

Figure 3.1 :-Crank Shaft in Ansys

IJAERS/Vol. I/ Issue IV/July-Sept., 2012/88-90

Figure 3.3 :- Apply Remote Displacement for

Figure 3.4 Apply Radial Force

Figure 3.5 Apply Tangential Force

Figure 3.6 Von misses stress

International Journal of Advanced Engineering Research and Studies

After Performing Static Analysis I

Figure 3.7 Maximum shear stress

Figure 3.8 Apply Maximum Force at a phase

Figure 3.9 Deformation at a phase angle of 355

Above Results Shows that FEA Results

IJAERS/Vol. I/ Issue IV/July-Sept., 2012/88-90

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