www.ierjournal.

org International Engineering Research Journal (IERJ) Special Issue 2 Page 945-949, 2015, ISSN 2395-1621

ISSN 2395-1621 Analysis of Grinding Parameters on

Residual Stress and Fatigue
Performance of Crankshaft
#1
Shweta D. Hadake, #2Sailesh S. Pimpale
1
shwetahdk@gmail.com
2
shailesh_pimpale@rediffmail.com

#1
Department of Mechanical, JSPM, RSSCOE, Narhe, Savitribai Phule University of Pune
#2
Department of Mechanical, JSPM, Tathawade, Savitribai Phule University of Pune

ABSTRACT ARTICLE INFO

Crankshaft is one of the most critical components of an internal combustion engine, Article History
subjected to bending and torsional cyclic loads during its service life. Fatigue is the
Received :18th November
common cause of crankshaft failure. Compressive residual stresses are deliberately
2015
introduced by induction hardening in the crankpin and journal areas, to improve the
fatigue resistance. Grinding of induction hardened main journals and crankpins, is the Received in revised form :
last stage in crankshaft manufacturing and in most of the cases it is observed that
19th November 2015
grinding produces tensile residual stresses. Since, tensile residual stresses shows
detrimental effect on fatigue life, these stresses can be reduced during grinding by Accepted : 21st November ,
careful selection of grinding parameters. Induction hardened, single-crankpin 2015
crankshafts to be used for the study which manufactured by hot forging process. Effect
of grinding residual stress on the fatigue performance of crankshaft is to be studied. Published online :
Different kind of residual stresses were introduced in crankshaft by changing coolant 22nd November 2015
flow rate during grinding. The crankshaft is further analyzed for grinding damage and
residual stresses using x-ray diffraction and Barkhausen noise analysis (BNA)
technique. Bending fatigue performance of crankshaft is to be evaluated through fatigue
testing on resonant test setup. Micro structural and microhardenss is analyzed after
fatigue test to understand the influence of residual stress.

Keywords— crankshaft, residual stress, fatigue failure, grinding.

is the force applied to the crankshaft through the connecting

I. INTRODUCTION rod due the effect of pressure of the gas combustion in each
Crankshaft is among the largest components in internal cylinder [1].
combustion engines. A crankshaft consists of main journals,
webs (counterweights), flywheel end, gear end and
connecting rod journals. The main components of a
crankshaft are shown in Figure 1.1 [1].
In a diesel engine two different load sources are present
namely inertia and combustion which causes both bending
and torsion load on the crankshaft: inertia of rotating
components such as connecting
Fig. 1.Schematic view of a typical crankshaft with main nomenclature
rods, applies forces to the crankshaft which increase with
the speed of the engine. The second load source
A. Need for fatigue testing and residual stress measurement:

© 2015, IERJ All Rights Reserved Page 1

 www.ierjournal.org International Engineering Research Journal (IERJ) Special Issue 2 Page 945-949, 2015, ISSN 2395-1621

The fatigue phenomenon is a damage process caused by the pin top surface. The crankpin as well as ends of the
growing of cracks due to cyclic stress that generate and crankshaft will be only subjected to bending moment. Hence,
aggregate micro cracks which can cause sudden catastrophic when the crank is at the dead centre, the bending moment is
failures. In practice, 90% of all mechanical failure is due to zero.
fatigue which occurs under repeated application of a stress
which is too small to cause failure in a single application in
the elastic region [3]. Fatigue test was performed in an open
environment at room temperature using a multi-type fatigue
testing machine in an axial loading, which can
simultaneously perform fatigue test for different specimens
at frequency of 80 Hz, using a special hydraulic system with
rotary valve to distribute high-pressure oil into the
respective actuators [4].

II. OBJECTIVES & GOALS Fig.4. Dimension details of crankshaft

The objective of this paper is four fold:
1) To study various manufacturing methods of crankshaft. Table 1.Material details:
2) To study the design considerations used for calculating
the stresses and deflection. Contents Values
3) To get the accuracy in the results use of a software
analysis is also done using ANSYS 14. Material type 42Cr4Mo4
4) To have a determinately effect fatigue failure of the
crankshaft. Young’s Modulus 200 GPa
Poisson ratio 0.3
III. METHODOLOGY Yield strength 600 MPa
A. Manufacturing techniques of crankshaft Tensile strength 1000 MPa
Crankshafts are typically manufactured by casting and Density 7830 Kg/m3
forging processes. Fig.3.1 and fig.3.2 shows the crankshaft
manufacturing process flow for sand casting and forging. Let,
Manufacturing by forging has the advantage of obtaining a D = Piston diameter or cylinder bore in mm = 78 mm
homogeneous part that exhibits less number of micro- Pmax = Maximum intensity of pressure on the piston in
structural voids and defects compared to casting.[14]
N/mm2= 25bar = 250.1 N/mm2.
The thrust in the connecting rod will be equal to the gas load
on the piston (Fp),
Gas load on the piston is obtained by,
Fp = (/4)  D2  Pmax = (/4)  (78)2  25  0.1 = 12 kN
Distance between two bearings is given by,
b= 2D = 2  78 = 156mm
b1 = b2 = b/2 = 78 mm
Due to the horizontal piston load, there will be two
horizontal reactions H1 and H2 at bearings 1 and 2
respectively, such that,
H1= H2= Fp/2 = 12/ 2 = 6 kN
Fig.2 Casting
In addition, directional properties resulting from the forging A. Design of crankpin:
process help the part acquire higher toughness and strength Let, dc = Diameter of crankpin
in the grain-flow direction. While designing the forging lc = length of crankpin
process for crankshaft, the grain-flow direction can be b = allowable bending stress for crankpin = 75 N/mm2.
aligned with the direction of maximum stress that is applied
to the component. 1. Bending moment at the centre of the crankpin,
Mc= H1  b2 = 6  78 = 468 kN mm
Mc = ( / 32)  dc3  b
468  103 = ( / 32)  dc3  75
dc = 39.91mm = 40 mm (approx.)

2. The length of the crankpin is given by,

Fig.3 Forging process flows for manufacturing crankshaft lc= Fp / ( dc  Pb)
Pb= Permissible bearing pressure = 10 N/mm2 (assume)
IV. DESIGN CONSIDERATION lc = (12  103)/ (40  10) = 30 mm

When the crank pin position is at top, the maximum gas B. Design of left hand Crank web:
pressure on the piston will transmit maximum force on the

© 2015, IERJ All Rights Reserved Page 2

 www.ierjournal.org International Engineering Research Journal (IERJ) Special Issue 2 Page 945-949, 2015, ISSN 2395-1621

Crank web is designed for eccentric loading. There will be Therefore,

two stresses acting on the crank web, one is direct Fc = 5061 N
compressive stress and the other is bending stress due to Where, Fc = Force on the connecting rod or thrust force,
piston gas load (Fp) Fp= Piston gas load
Let, w = Width of the crank web 2. The tangential force or the relative effort on the crank,
t = Thickness of crank web Ft= Fc
1. The width of the crank web (w), a) The radial force along the crank
w = 1.125dc + 12.7 mm Fr= Fc
w = (1.125  40) + 12.7 b) The reactions due Radial force (Fr):
w = 57.7mm R1=R2= Fr/2 = 1478.8N
w = 58 mm (approx). c) The reactions due tangential force (Ft):
Rt1= Rt2 = Ft/2= 2053.44N.
2. The thickness (t) of the crank web is given empirically as,
t= 0.28  D = 0.28  78 = 21.84 mm=22mm 3. Twisting moment,
Tc = Rt1  (stroke/2) = 69816.96 Nmm.
3. Maximum bending moment on the crank web,
M= H1 [b2 - (lc/2) – (t/2)] 4. Bending moment,
M = 6 [78 - (30/2) – (22/2)] Mc = R1  b1= 115346.4Nmm
M = 312 kNmm According to distortion energy theory, the Von-Mises stress
4. Section modulus, induced in the crank-pin is,
Z= (w  t2) / 6 Mev =
Z = 4678 mm3 Where,
5. Bending stress induced in crank web, Kb= combined shock and fatigue factor for bending = 2
b= M/Z (Assume)
b = 66.69 N/mm2 Kt= combined shock and fatigue factor for torsion = 1.5
Thus, induced bending stress is less than allowable bending (Assume)
stress which is (b = 75N/mm2). Hence the design is safe. Tc = Twisting moment at crank pin
Therefore,
C. Design of right hand Crank web: Mev = 247880.47 Nmm
The dimensions of the right hand crank web (i.e. thickness Also,
and width) are made equal to left hand crank web from the Mev = (/32)  v  dc3
balancing point of view. v = 39.45 N/mm2………….(Von-Mises stresses)
For shear stress,
D. Design of shaft: Tev =
Let ds= Diameter of shaft in mm Tev = 115348.65 N mm
1. Bending moment on shaft is, Also,
BM = Fp  c Tev = (/16)    dc3
Where c = clearance or distance from the neutral axis to the Therefore,
extreme fiber = 30mm (assume)  = 9.17 N/mm2
BM = Fp  c = 12  30 =360 kN mm. From these design procedure we get following results:
Diameter of crank pin = 40 mm
2. Twisting moment on the shaft is, Length of the crankpin = 30mm
TM = Fp  r Width of the web = 58 mm
Where r = offset of crankpin Thickness of the web = 22 mm
r = stroke / 2=68/2=34mm Diameter of shaft = 42 mm
TM= Fp  r = 12 (68/2) = 408 kNmm.
V.RESULT & DISCUSSION
3. Equivalent moment on shaft is given by,
Ms= = 544.11 kNmm A. Static analysis using ANSYS 13:
Now, Crankshaft model is prepared in CATIA V5 then it is saved
Ms = (/32)  ds3  b as .igs file format. So that it is used to analysis in ANSYS
544.11  103 = (/32)  ds3  75 WORKBENCH. CATIA V5 model is shown in fig.5
ds = 41.96 mm = 42 mm (approx). .

E. Design of crankpin against fatigue loading:

For maximum twisting moment,
Angle
o
Sin =

)
1. The force on the connecting rod or thrust force
Fc= Fp
Fp= (/4)(78)2Pmax=4778.36N (assume Pmax = 1Mpa)

© 2015, IERJ All Rights Reserved Page 3

 www.ierjournal.org International Engineering Research Journal (IERJ) Special Issue 2 Page 945-949, 2015, ISSN 2395-1621

Max .deflection=0.18

Fig.5. Model in CATIA V5

Fig.8. Deflection analysis

Table2. Mesh static:

Max. stress=435.5MPa
Type of element Tetrahedron
No. of nodes 7713
No. of elements 14148

Mesh model of crankshaft shown in fig.6.

Fig.9. Shear stress

Fig.6. Mesh Model of crankshaft

The crankshaft is constrained at both bearing ends and force

applied is in downward direction is shown in fig.
Principal stress=314.9 MPa

==
Fig.10. Principal Stress for gas force = +12bar

Fig.7.Application of force on crankpin top surface

Principal stress=566.8 MPa

Result after analysis is shown in following fig. 8,9,10

Fig.11. Principal Stress for gas force = 12bar

1) The maximum deflection occurred on crank shaft is 0.18
mm and maximum stress occurred is 435 MPa.
2) As maximum stress is well below the yield strength of
material is safe to withstand static load of 12kN.

© 2015, IERJ All Rights Reserved Page 4

 www.ierjournal.org International Engineering Research Journal (IERJ) Special Issue 2 Page 945-949, 2015, ISSN 2395-1621

3) But, crank shaft is subjected to repetitive loading the Cost Analysis‖, Published In Proceedings Of The 26th
fatigue life of crank shaft is calculated which is 436294 Industry Technical Conference, 2005
cycles. [16] Amit Solanki and Jaydeepsinh Dodiya, ―Design and
4) Analytical shear stress and theoretical shear stress are Stress Analysis of Crankshaft for Single Cylinder 4-Stroke
near about similar Diesel Engine‖, International Journal for Research in
Applied Science and Engineering Technology (IJRASET),
REFRENCES Vol.2, pp 320-324, May 2014.
[1] M. Fonte, Bin Li, L. Reis, M. Freitas, ―Crankshaft
failure analysis of a motor vehicle‖, Engineering failure
analysis, Vol. 35, pp 147-152, 2013.
[2] V. Infant, J.M. Silva, M.A.R. Silvestre, R. Baptista,
―Failure of a crankshaft of an aero engine: A contribution
for an accident investigation‖, Engineering failure analysis,
Vol. 35, pp 286-293, 2013.
[3] M. Fonte and M. de Freitas, ―Marine main engine
crankshaft failure analysis: A case study‖, Engineering
failure analysis, Vol. 16, pp 1940-1947, 2009.
[4] K. Shiozawa, M. Murai, Y. Shimatani, T. Yoshimoto,
―Transition of fatigue mode of Ni-Cr-Mo low-alloy steel in
very high cycle regime, International Journal of Fatigue,
Vol. 32, pp 541-550, 2010.
[5] X. Chena, W. B. Roweb, D. F. McCormackb, ―Analysis
of the transitional temperature for tensile residual stress in
grinding, Materials Processing Technology, Vol. 107, pp
216-221, 2000.
[6] A. Ktari, N. Haddar, H.F. Ayedi, ―Fatigue fracture
expertise of train engine crankshafts, Engineering failure
analysis, Vol. 18, pp 1085-1093, 2011.
[7] Omar Fergani, Yamin Shao, Ismail Lazoglu, Steven Y
Liang, ―Temperature effect on grinding residual stress‖, 6 th
CIRP International Conference on High Performance
Cutting, Vol.14, pp 2-6, 2014.
[8] D. Senthilkumar, I. Rajendran, M. Pellizzari, Juha
Siiriainen, ―Influence of Shallow and Deep Cryogenic
Treatment on The Residual State of Stress Of 4140 Steel‖,
Journal of Materials Processing Technology, Vol.211, pp
396-401, 2011.
[9] A. Bell, T. Jin, D. J. Stephenson, ―Burn Threshold
Prediction for High Efficiency Deep Grinding‖, Vol. 51, pp
433-438, 2011.
[10] Anand, S and Parthasarathy, C, ―Research Article
Analysis of Multi-cylinder Crankshaft for I.C-Engine‖,
Vol.5, pp 706-711, 2014.
[11] C.M.Balamurugan, R.Krishnaraj, Dr.M.Sakthivel,
K.Kanthavel, Deepan Marudachalam M.G, R.Palani,
―Computer Aided Modeling and Optimization of
Crankshaft‖, International Journal of Scientific and
Engineering Research, Vol.2, pp 1-6, august 2011.
[12] Amit Patil, Gajanan Datar1 and Amol Kolhe,
―Crankshaft failure due to Fatigue—a review‖, International
Journal of Mechanical Engineering And Robotics Research,
Vol. 3, pp 166-172, 2014
[13] Jonathan Williams and Ali Fatemi, ―Fatigue
Performance of Forged Steel and Ductile Cast Iron
Crankshafts‖, SAE International, pp 1-11, 2007.
[14] Sanjay B Chikalthankar, V M Nandedkar, Surender
Kumar Kaunda, ―Finite Element Analysis Approach For
Stress Analysis Of Crankshaft Under Dynamic Loading‖,
International Journal of Scientific and Engineering
Research, Volume 4, pp 1-6, 2013.
[15] M. Zoroufi and A. Fatemi, ―A Literature Review on
Durability Evaluation Of Crankshafts Including
Comparisons of Competing Manufacturing Processes And

© 2015, IERJ All Rights Reserved Page 5