International Journal of Mechanical and Materials Engineering (IJMME), Vol.6 (2011), No.

3, 425-430

A FATIGUE ANALYSIS AND LIFE ESTIMATION OF CRANKSHAFT - A REVIEW

R.M. Metkar1, V.K. Sunnapwar2 and S.D. Hiwase3

1
Department of Mechanical Engineering, Govt. College of Engineering, Amravati 444602, India
2
Department of Mechanical Engineering, Lokmanya Tilak College of Engineering, Koperkhairane,
Navi Mumbai, 444708, India.
3
Axis IT&T, Axis Aerospace Technology Hyderabad, 500005, India
Email: rajeshmetkar@yahoo.co.in

Received 2 July 2011, Accepted 12 December 2011

ABSTRACT stress concentration which will propagate subsequently and

The main objective of writing review on fatigue life of
crankshaft is to investigate the behavior of crankshaft under
complex loading conditions. Automobile industries are
always interested to develop a new product which will be
innovative and fulfill market expectations. All the engine
components are subjected to constant to varying load which
also varies in direction and due to these, components may
fail. Bending and shear stress due to twisting are common
stresses acting on crankshaft. Due to the repeated bending
and twisting, crankshaft fails, as cracks form in fillet area.
Hence, fatigue plays an important role in crankshaft
development. Accurate prediction of fatigue life is very
important to insure safety of components and its reliability.
This review paper considers crankshaft as an important part
of engine components, as forces which are acting on
crankshaft are many and variable in nature. This paper
presents an idea about research undertaken or completed on
fatigue life of crankshaft, methods available and role of
Finite Element Analysis (FEA) and experimental
techniques used.
Keywords: Finite Element Method, Crack Propagation,
Crankshaft, Fatigue.
1. INTRODUCTION
Crankshaft is an important component of internal
combustion engine with complex geometry. Crankshaft
experiences a large number of load cycle during its service
life (Taylor and Ciepalowicz 1997) .The sudden failure of
crankshaft made researchers and academia to investigate
the problem. Because of complicated loading and geometry
problem, general method to predict fatigue life is still not
evolved. Since crankshaft is subjected to several force
which vary in magnitude and direction (multiaxial) and
connecting rod transmitting gas pressure from cylinder to
crankpin, stresses acting in the crankshaft vary with respect
to time (Montazersadgh and Fatemi, 2007) Most of time
crankshaft fails due to fatigue at fillet areas due to bending
load. Fillet rolling can increase fatigue life [Park et.al.
2001].Engine mechanism and geometry has large impact on
fillet which experiences a large stress cycle during its
working. Small crack initiates at this fillet location due to
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failure of crankshaft takes place. Most of the crankshafts
that failed in fatigue were due to bending fatigue Design
and Development has always an important issue in
crankshaft production industry to manufacture less
expensive crankshaft with high fatigue strength
(Montazersadgh and Fatemi, 2007)
2. METHODS AVAILABLE
Crankshaft is an important engine component which is
subjected to fluctuating or cyclic loads often resulting in
fatigue failures (Pun, 2001).Various methods are available
and some are developed by researchers. Three methods
which are used to predict fatigue life include stress life(S-
N), strain Life (E-N) and Linear Elastic Fracture Mechanics
(LEFM). S-N method is based on nominal stress life using
rainflow cycle counting. This method can be helpful to test
fatigue life but only disadvantage is that plasticity effect is
not considered and provides poor accuracy for low cycle
fatigue (Solid work Corporation 2005).The strain life
method provides more detailed analysis involving plastic
deformation at a localized region and is useful for low cycle
fatigue. Linear elastic fracture mechanics assume that crack
is already available and detected and predicts crack growth
by considering stress intensity factor. Because of easy
implementation and various data available, stress life
method is most commonly used where S-N curve data for
particular material is commonly available.
A new method called, cracks modeling, is developed by
(Taylor and Ciepalowicz, 1997) to predict fatigue failure of
crankshaft. This technique uses a Liner Elastic Finite
Element Analysis to derive stress intensity factor for
component under load. In this method, stress intensity
factor is calculated without introducing a crack into a
component; stress field around the maximum stress point is
examined and compared to that of standard centre cracked
plate. The material property is threshold stress intensity
range. This research predicted the failure of crankshaft
under constant amplitude loading. Failure occurs from
stress concentration whose location is varied with loading
type basically due to bending and torsion (Taylor, et al.,
1999). In order to describe the severity of stress
concentration a crack modeling method is used (Taylor and
Ciepalowicz, 1997). Other Method Known as Damaged
Tolerance Analysis in which uses Linear Elastic Fracture
Mechanics approach(LEFM) to predict the crack stability,
crack growth, and hence minimal time between the two
inspection to avoid a crack reaching critical size. The
function of this method is to assess the effect of cracks in
the structure. Damage tolerance is the ability to resist the
fracture from pre existing crack in the given period of time
to avoid catastrophic failure. (Paswan and Goel, 2008)
Power Engineering Tool (PET) (Mikulec et al, 1998)
developed by Ford Motor Company is a Graphics User
Interface based computer model that calculate engine
performance and the geometry at early stage of design. The
Cranktrain development process is initiated by estimating
required peak engine speeds for the peak engine power,
cylinder bore diameter and piston stroke may be determined
by using the combination of engine simulation results and
empirical data of similar engine. By using this method,
crankshaft system information such as number of cheeks
per bay, number of main journal and crankpin etc can be
found out. PET model easily generates initial geometry of
complete power train system based on imputed engine
configuration and design various parameters such as peak
engine power, torque, and geometry constrain and Number
of cylinders. High vibrations are playing important role in
development of crack. A crankshaft system model
(CRANKSYM) was used to verify the high vibration level
in bearing cap. CRANKSYM is able to performed coupled
analysis along with structural dynamics .It also calculates
dynamic stresses on the crankshaft throughout whole
engine cycle for which Finite Element model of complete
assembly is required. This model gives output such as
3. MATERIAL FACTOR
Material plays an important role in fatigue life of
crankshaft. The steel alloy is typically used in high strength
crankshaft, as it carries most desirable combinations
properties (Kane, 2009). Due to cyclic loading, material
behaves differently than under monotonic loading (Pun,
2001). Different types of cyclic material properties are
required depending on the type of fatigue loading. Different
alloy and surface treatment will increase fatigue life of
crankshaft. (Park, et al. 2001) suggested that optimum level
of nitriding depth should be at least 400 micrometer and
because of nitriding fatigue limit is improved without any
design modification. It is also proposed by (Park et al,
2001) that the best combination of crankshaft material with
proper surface treatment can be used, which improves the
quality and reduces the cost. Induction hardened crankshaft
usually have longer fatigue life than other material (Taylor
et al., 1999)
Forge steel is commonly used as a crankshaft material
because of requirement of higher horsepower per liter
(Hoffmann and Turonek, 1992) while selecting material for
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natural frequency, bearing load and axial displacement
which is required for fatigue life estimation. (Mourelatos,
1995) suggested reducing flywheel inertia in order to
increase the resonance frequency and second to balance the
crankshaft internally in order to eliminate the unbalanced
force on the flywheel. Crankshaft is also subjected higher
loads at elevated temperature(Halaszi et al,1999), therefore
thermo mechanical fatigue (TMF) life prediction has now
commonly used in automotive industry as complex thermal
and mechanical strains is used to find Fatigue life of engine
component. Sehitoglu TMF Life prediction model
developed by university of Illinois can be used to described
the material behavior at different temperature and strain rate
Fatigue Life can also determined by Principal Stress
criterion by considering largest Principal stress (Mercer et
al, 2003). Principal strain criterion considers largest
principal strain and Von misses equivalent strain criterion
provides an estimate of onset yielding behavior of material
can also be used to predict fatigue life estimation. (Baxter,
1993) had studied the crack detection on crankshaft by
using gel electrode techniques. In this experiment, at critical
locations of crankshaft, a thin film of polymer film was
applied and after fatigue test the surface was inspected with
gel electrode probe. By using cathode and anode induced
current flows at fatigue site and information is displayed as
a direct image. AFGROW is one of the very good software
available in the field of fatigue analysis and even very
widely been used as well. Because of the complicated
shape, size, topology and topography of crank shafts with
several fillets and radius the use of AFGROW is showing
the limitations on its application on crankshaft fatigue
prediction. Hence, even not many references are also been
sited on this subject.
crankshaft cost, machinability and fatigue strength play
important role. (Hoffmann and Turonek, 1992) studied two
Chrysler corporation engines utilizing forge crankshaft. Six
different grades of steel with different chemical
composition were considered. To determine potential cost
reduction, a computerized cost model for crankshaft was
used to evaluate the economics of each material which is
developed by Massachusetts Institute of Technology.
Isotropic and anisotropic materials behave differently under
multiaxial loading conditions (Liu and Mahadevan, 2000).
They studied two different models for multiaxial fatigue life
prediction of isotropic and anisotropic material. For
isotropic material critical plane approach was used which
depends on stress state and on material and fatigue fracture
plane was determined. The multiaxial fatigue problem of
anisotropic material is more complex as compared to other
materials, hence fatigue failure of composite material are
more complex than metal. Deep rolling of the fillet area is a
significant surface treatment of an engine crankshaft by
which the fatigue life of a crankshaft is increased by
developing a compressive residual stress in fillet area (Ko
et al, 2005)
4. EXPERIMENTAL TECHNIQUES
(Paswan and Goel, 2008) investigated fatigue results of
induction hardened and case hardened 6 cylinder
Crankshaft .Stain gauges are placed in fillet area.
Crankshaft is installed on fixture and clamp ring, cooler is
used to prevent loosening. This fixture is attached to inertial
weight and shaker and accelerometer. Due to shaker
crankshaft acts as a tuning fork and arrangement is made
such that if there is any failure in crankshaft, cycle stops
automatically. After investigating twelve sample of
crankshaft using this technique, author found no evidence
of failure and predicted that induction hardened crankshaft
has longer life than any other material.
An investigation of a damaged crankshaft from a
horizontal, six-cylinder, in-line diesel engine of a public bus
was conducted by (Alfares et al. 2007) after several failure
cases were reported by the bus company. All crankshafts
were made from forged and nitriding steel. In Laboratory
investigation the depth of the nitriding layer near fracture
locations in the crankshaft, particularly at the fillet region
where cracks were initiated, was determined by scanning
electron microscope (SEM) equipped with electron-
dispersive X-ray analysis (EDAX) and was found less.
Fractography which is the study of fracture surfaces of
materials indicated that fatigue was the dominant
mechanism of failure of the crankshaft. The partial absence
of the nitriding layer in the fillet region, due to over-
grinding, caused a decrease in the fatigue strength which, in
turn, led to crack initiation and propagation, and eventually
premature fracture. (Alfares et al. 2007)
Jung et al. (2009) used ductile crankshaft which is
commonly used for SUV and lightweight truck. A
crankshaft is mounted on fixture and monotonic bending
load and frequency was applied to front main bearing. A
computer is used to monitor feedback signal when sample
is under bending load. When crack initiates and propagates,
displacement amplitude also increases also the feedback
signal, computer automatically stop the process. After
investigating the sample cracks are found initiates around
fillet area and propagating rapidly causing failure.
Yu et al. (2004) used resonance bending Fatigue test in
order to investigate the effect of notch depth and
subsequently the fatigue.SAE J434C D5506 cast iron
crankshaft section were used in this investigation. Resonant
frequency before and after creation of notches were
measured. In the experimental set up crankshaft section was
attached to heavy a steel tine which acts as tuning fork. The
right tin is excited by shaker. During testing oil is applied to
fillet area. For given bending moment excited by shaker
probe, fatigue life is determined when four pin head sized
bubble are formed, at this point test was suspended. For
result validation a 3 dimensional Finite Element model of
resonant bending system with notched crankshaft was
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prepared and results of experimental techniques and by
using FEM were found in good agreement.
The other commonly used experimental method to test
bending fatigue limit is Rotating bending fatigue test. In
this constant bending stress is applied to round sample of
crankshaft material along with rotation until its failure. This
technique is simple and easy to use. Reciprocating Bending
Testing Machines utilize a rotating crank to achieve a non-
zero mean stress through positioning of the specimen with
respect to the motor, whereas Direct Force Fatigue Testing
Machines uses axial load. Staircase method is very
commonly used in auto sector for crank shaft fatigue
testing) and then apply a statistical analysis. In this initial
stress amplitude based on experience is applied and sample
is tested for survive or failure. When a survival (failure)
occurs, the stress amplitude is increased (decreased) by one
stress increment (“step”) for the next sample. Magnetic
Particle Testing can be utilized on any ferromagnetic
material in a variety of forms such as bars, engine
components such as crankshaft for in-service
discontinuities. Magnetic particle Testing (MT) is a
nondestructive method which utilizes the flux leakage
arising as a result of surface and near surface discontinuities
to detect flaws. A Magnetic current or field is imposed on
the part under inspection, a flux leakage at the surface of
the part results in accumulation of sprayed iron powder,
giving a direct indication of flaw. Ultrasonic Testing
utilizes sound waves with a frequency greater than 20 kHz
(inaudible to humans) to detect flaws and/ or material
properties. Modern Ultrasonic Testing (UT) can be utilized
for finding cracks, de-bonds and laminations; detecting
macrostructure variations and anomalies; variations in
physical dimensions; and for density, mass and elastic
property determinations. Ultrasonic testing can be
performed on metals, nonmetals and composites. The X-
Ray machine or Gamma Radiation is the source of the rays
and transmits penetrating X or Gamma Rays. The object
being radiographed partially absorbs these rays. In areas
where there are flaws or breaks, a greater or smaller number
of rays are able to penetrate. Because X and Gamma Rays
are invisible, a detecting agent is required to produce a
visible picture. This detecting agent can be the radiographic
film in light proof wrapping or a Digital image sensor.
5. FAILURE OF CRANKSHAFT (OTHER FACTORS)
Various other factors also play important role in mechanical
fatigue failure of crankshaft, such as, misalignment of
crankshaft on assembly , improper journal bearing,
vibration due to some problem with main bearing or due to
high stress concentration caused by incorrect fillet size, oil
leakage, overloading, high operating oil temperature(Silva,
2003).Heat and stresses during contact bearing with
repetition of heating and cooling would eventually create
thermal fatigue cracks and it will propagate with time.
(Kareem, 2007) generated the data gathered by oral
interviews and questionnaires on mechanical failures of
crankshaft. The data collected were analyzed according to
vehicle type using statistical methods. The results obtained
showed that private cars enjoyed lowest fatigue failure rate
at the initial stage while commercial buses had the highest
fatigue failures rate. Vibration created due gas force which
drives crankpin can be reduced by providing damper
package (William Sisco).
6. APPLICATION OF FEM IN FATIGUE
The use of numerical method such as Finite Element
Method now a day commonly used to gives detail
information about structure or component. This method
predicts the behavior which is otherwise difficult to find out
by theoretical calculation, as large number of degree of
freedom involved in it. FEM can be used as excellent tool
to analyze and find out fatigue life estimation of crankshaft
by computer simulation and therefore it can help to reduce
time and costs required for prototyping and to avoid
numerous test series when laboratory testing is not
available. Since loading on crankshaft is complex in nature,
sophisticated analysis of crankshaft is required. Various
Finite Element analysis tool such as MSC-Fatigue, ANSYS,
FEMFAT etc are commonly used now a days by
automobile companies to check durability of their products.
Renault Company (Henry et al, 1992) developed a new
crankshaft durability assessment tool based on 3D mesh,
with an objective to improve fatigue analysis. These
approaches calculate fatigue factor of safety through
external load calculation, mesh generation, FEM load
distribution to calculate stress and then FSF. The crankshaft
fillet stresses are highly localized and also the stress
distribution inside a crankshaft of automotive engine is very
complex. FEM could be is good tool for quantitative source
of data to find out stress distribution and Photo elasticity
would be used to validation the results (Borges, et al, 2002)
evaluates the overall structural efficiency and magnitude of
stresses throughout the crank and found that localized stress
concentration at crankpin bearing. A non linear transient
stress analysis for 6 cylinder inline engine crankshaft was
presented by (Payer et al, 1995) which shows that this
method is highly sophisticated and efficient for determining
the fatigue behaviors of crankshaft. (Payer et al, 1995) used
XFEP finite element program to call cute transient stress
behaviors of rotating crankshaft. Solid model of crankshaft
is generated automatically considering both flywheel and
vibration dampers using a rotating beam mass model of the
crankshaft. This model also gives transient deformation of
crankshaft
Prakash et al. (1998) used Finite element method and
developed a program known as TVAL which quickly gives
natural frequency, displacement and stresses. Three
different classes of engine crankshaft were considered for
study. Solid Finite element model of crankshaft was
developed and time varying radial and tangential forces
were applied which were derived from cylinder pressure
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and displacement and stress were found out and compare by
using mode superposition method and life was estimated by
using Miner Rule. Khatri and Bhattacharya (2005)
developed a cycle for designing of the crankshaft of small
passenger car which also considered the effect of fatigue.
CAD model of crankshaft had been developed to suit
existing engine block. Crankshaft was balanced using
multibody dynamics to minimize total mass .Basic CAD
model was then imported in ADAMS software and dummy
masses were placed at probable location of counter weight
to check minimum unbalance. The gas forces were
extracted physically for various engine operations and at
throttling position. Finite Element Analysis model was
prepared by using PATRAN and load was applied and
maximum stress was found out. For fatigue analysis von
misses and mean stress have more influence than maximum
stress, hence stress history of critical elements are more
useful than static analysis of the crankshaft. For finding out
von misses and mean stress. (Montazersadgh and Fatemi,
2007a) conducted dynamic simulation on single cylinder
four stroke engine and Finite Element analysis was
performed to get stress magnitude at critical location. The
pressure volume diagram was used to calculate the load
boundary conditions in dynamic simulation model. The
dynamic analysis was done analytically and verified in
ADAMS software. FE model was created in ABAQUAS
and boundary condition was applied according to engine
mounting conditions. It was found that torsional load was
very small as compared to other loads and hence neglected
and analysis was made simpler by applying inertia and gas
forces. (Montazersadgh and Fatemi, 2007) concluded that
dynamic loading analysis gave more realistic result than
static analysis and critical stress history plot found by using
rainflow counting cycle shows that in an entire cycle one
peak is important and cause fatigue damage in the
crankshaft. Other numerical techniques such as boundary
element method was used for performing crack growth
analysis, as in this, stresses were calculated at surface of
structure and stress field could be calculated at crack front.
Since boundary of components needed to be meshed, the
complexity of meshing was significantly reduced. The new
approach presented in this article (Robert Adey,2004) of
NAFEMS enables a user to take an existing MSC
NASTRAN model and to facilitate automatically create a
model suitable for fatigue and crack growth prediction
without the need to be aware of the different analytical
techniques used. In this new approach the user could simply
build a local (Robert Adey, 2004) model incorporating all
the details necessary and the software would automatically
transfer all the necessary loads and boundary conditions
from MSC NASTRAN finite element model. While this
type of sub modeling was not entirely new, it had benefits
of providing the high fidelity stresses required for fatigue
calculations as well as providing a model suitable for crack
growth life prediction. Fatigue life Prediction achieved a
high level of accuracy because Finite Element Analysis is
involved and because of increase in computational power
and good mesh density (Dannbuer et al, 2007), but input
data should be available and entered correctly. Software for
fatigue analysis has yielded good results which are
otherwise difficult to find out. One of such tools is
FEMFAT in which stresses from finite analysis are entered
to get fatigue analysis.
7.0 CONCLUSION
Crankshaft is an important component of engine, failure
even making engine useless also requires costly
procurement and replacement. An extensive research in the
past clearly indicates that the problem has not yet been
overcome completely and designers are facing lot of
problems specially related with multiaxial loading (Bending
and Torsion), stress concentration and stress gradient and
effect of variable amplitude loading. The finite element
method is the most popular approach and found commonly
used for analyzing fracture mechanics problems. The
method can be applied to linear and non-linear problems.
There are many commercial packages are available for use
in fracture mechanics applications, such as, Ansys Fatigue,
Abaqus, Nastran, MSC.Fatigue and MSC.Marc. These are
now equipped with several good techniques and
methodologies to determine important terms of fracture
mechanics parameters such as the J-integral, Fatigue Life
Estimation by using Finite Element Analysis, which also
yields substantially a better result. But it has been observed
that none of them have an in-built crack propagation
capability. There are few more software tools recently been
developed for fatigue analysis includes FESAFE, FEMFAT
and nCODE. These tools not only useful to predict location
of crack and its propagation, but also, along with finite
element software such as Ansys, Abaqus, Nastran,
MSC.Fatigue and MSC.Marc really make wonders in
determining fatigue life of any engineering components.
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