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Design and Strength Analysis of Crankshaft for 3C Diesel Engine

Conference Paper · October 2020

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 Design and Strength Analysis of Crankshaft
for 3C Diesel Engine
Aung Ko Latt#1, Nyein Aye San*2, Htay Htay Win#3
#
Department of Mechanical Engineering, Mandalay Technological University, Myanmar#
1
ako122299@gmail.com
2
nyeinayesanmdy@gmail.com
3
htayhtaywin@gmail.com

Abstract— Crankshaft is one of the critical components for the
effective and precise working of the internal combustion engine.
In the design of crankshaft, material selection is important. As
the crankshaft is subjected to complex bending, shear and
twisting loads, it needs to be well designed and manufactured in
good quality materials to withstand the stresses. The considered
crankshaft is fully-supported, multi-throws, center crankshaft.
In this paper, a three-dimension view of diesel engine crankshaft
is created using Solid Works Software.
side crankshaft or overhung crankshaft and (2) center
crankshaft. The crankshaft, depending upon the number of
cranks in the shaft, may also be classified as single throw or
multi-throw crankshafts. A crankshaft with only one side
crank or center crank is called a single throw crankshaft
whereas the crankshaft with two side cranks, one on each end
or two or more center cranks is know as multi-throw
crankshaft.

Keywords — Complex bending, Shear and Twisting loads, Fully- II. DESIGN CONSIDERATION OF CRANKSHAFT
supported, Multi-throws, Center crankshaft In the design consideration of crankshaft, there are four
steps needed to consider. They are consideration of engine
I. INTRODUCTION parameters, construction of indicator diagram, consideration
Crankshaft is one of the most important moving parts in of forces acting on the crankshaft and consideration of
internal combustion engine. Crankshaft is a large component crankshaft dimensions. Flow diagram of crankshaft design is
with a complex geometry in the engine, which converts the shown in Fig.1.
reciprocating displacement of the piston into a rotary motion.
It withstands bending stresses and torsional stresses during the
whole time of operation. 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.
The forces acting on the crankshaft are the gas force, inertia
forces caused by reciprocating parts and centrifugal forces
caused by rotating parts. So, great care must be taken in the
detail design work. The design and type of crankshaft and its
related parts may be differed by the ideas of engines builders
and designers[1]. Some engines have many parts and it
depends upon the type of automobiles. A crankshaft is
constructed with main bearing journal, connecting rod journal,
counterweight, crank web, crankpin and crank cheek. The
parts of the crankshaft inside the connecting rod bearings are
called the crankpins; those inside the main bearings are called
the main journals[2]. The crank cheeks or crank webs are the
parts of the crankshaft from the main bearing journal to the Fig. 1 Flow Chart for Crankshaft Design Consideration
connecting rod bearing journals. The design consideration of crankshaft is started from the
The types of crankshaft depend upon the engine given design data. From these data, thermal calculation is
construction and engine design (V-type, in line, vertical, started. The temperatures and pressures for intake,
horizontal, rotary). Generally, the crankshaft depending upon compression, combustion and expansion processes are
the position of crank can be divided into the two types: (1) considered based upon the thermal calculation. Then, piston

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stroke S, velocity v and acceleration a are considered. Next, Assume, k1 = (1.3 ~ 1.4) = 1.32
the indicator diagram is calculated by using parameters The temperature at the end of the admission process,
obtained from thermal calculation. And then, gas pressure F G,  Tin  ΔT  γ resTres 
inertia force Fi, side force Q, force along the connecting rod K, Ta =   (3)
tangential force Ft, normal force N and torque T are  1  γ res 
considered. Dynamic loads, torque and forces acting on the
Assume, Tres = (700 ~ 900) K = 800 K
crankshaft are determined for each angle of crank travel. If
they are not within the ranges, consider thermal calculation The temperature at the end of compression,
again. If they are within the ranges, crankshaft dimensions are k 1
considered. T2 = T  r 1 (4)
a
After this, the maximum and minimum of shear and The pressure at the end of combustion,
bending stresses in main journal, crankpin and crank web are Pz = λ Pcomp: (5)
considered to estimate the factors of safety. The safety factors Assume the range of pressure ratio, λ= (1.1 ~ 2.2) = 1.8
for them are within the limits, results for crankshaft are The temperature at the end of combustion,
obtained. If not, crankshaft dimensions are considered again.
Technical Specifications of 3C Wai Mandalar Light Truck  
ξ z  CV   Uc  γ resU'c'  8.314  λ  T
comp: 
Diesel Engine are described as follows[7]. M a (1  γ res ) 1  γ res
Design data
The rated power, BHP = 91 hp =  (U'z'  8.314Tz ) (6)
act
The crankshaft speed, n = 4000 rpm
Assume, coefficient of heat utilization, z= (0.7 ~ 0.85) = 0.83
The number of cylinder, i=4
The pressure at the end of expansion is,
The compression ratio, r = 22:1
Calorific heating value CV = 42 MJ/kg P
P  z (7)
The temperature increment , ∆T = 30˙C b k
The temperature of residual gases, T res = 800 K δ 2
Ambient pressure, Po = 1 atm =105 N/m2 Assume, k2 = (1.23 ~ 1.3) = 1.28
Ambient temperature, To = 288 K The temperature at the end of expansion is,
Characteristic gas constant, R = 0.287 kJ/kg K Tz (8)
T 
b k 1
Displacement volume = 2184 cm3 δ 2
Torque, T = 19.6 kg-m / 2000 rpm B. Construction of Indicator Diagram
Bore, D = 86 mm Choose the scale of indicator diagram in order to get the
Stroke = 94 mm height of diagram, approximately 1.2 to 1.5 times the base of
Crankshaft for carburettor and diesel engines are made of diagram. On the volume line, make a piece of line which is
Grade 45, 45A, 45F2, 50F steel. In this paper, the crankshaft equal to piston stroke S. Then, the value corresponding to
has been used Grade 45 steel, solid shafts and forged. The combustion chamber is determined by
endurance limit in torsion -1 is 2000 kg/cm2, endurance limit AB
in bending, -1 is 3400 kg/cm2 and ultimate strength, u is Vc = OA = (9)
r 1
7500 kg/cm2. Draw the polytropic compression and expansion lines by
A. Engine Parameters the graphical method from the beginning point O. The piston
The separate processes occurring in an engine are stroke can be calculated by the formula,
considered and calculated with a view to determine the
 λ 
1  cos   4 1  cos 2 
expected parameters of the cycle, the engine power and S= (10)
performance and the pressure of the gases in the space above
the piston depending on the angle of travel. This is also used Since the velocity is the rate of change of displacement
to find the basic dimensions of an engine and cheek the with respect to time. Therefore, the piston velocity ‘v’ can be
adequate strength of principal elements. In thermal calculation, calculated as follow.
it is necessary to select correctly the initial data and the  λ 
experimental coefficient used in some of the formulas[3]. v = Rωsin  sin2  (11)
The prerssure at the end of the admission process,  2 
2 The acceleration ‘a’ is taken from the time derivative of the
Vis piston velocity.
Pa = Pin - ( + is)
2
 ρ in (1)
2 2

a = Rω cos  λcos2  (12)
Assume, (2 + is) = (2.5 ~ 4) = 2.8 C. Forces Acting on the Crankshaft
Vis = (50 ~ 130) m/s = 80 m/s The forces on a crank gear are divided into: the forces of
The pressure at the end of compression, gas pressure in the cylinder, the forces of inertia of the moving
k parts in the mechanism, and the inertia and centrifugal forces
P2 = Pa  r 1 (2)
of the rotating parts as shown in Fig.2[4].

19
 where, a = the distance between the centrifugal forces
b = the distance between the two counter weights
E. Crankshaft Dimensions
In Light Truck Engine Design, the fully supported
crankshaft is chosen. The symbol, Lcen is the minimum centre
distance between the two adjacent cylinders. The ratio of
Lcen/D for the water cooled engine and diesel inline engine
varies from 1.2 to 1.28. In this design Lcen/D = 1.25[6].
TABLE I
RELATIVE DIMENSIONS OF CRANK PIN AND MAIN JOURNALS

Type of d cp L cp d mj L mj
engine D d cp D d mj
Petrol 0.55 - 0.68 0.45 - 0.62 0.6 - 0.78 0.45 -0.6
Diesel 0.56 -0.72 0.5 - 0.65 0.7 - 0.8 0.4 - 0.6

The crankshaft dimensions are:

Lcen = 1.25 D
dcp = 0.6 D
Fig. 2 Forces and Moment Acting in a Crank Gear
Lcp = 0.6 dcp
The force of the gas pressure can be calculated by
dmj = 0.7 D
FG = (Pg - Po) Ap (13)
Lmj = 0.5 dmj
where, ambient pressure, Po = 1.005 kg/cm2
The width of the crank cheek or web, b = 1.3 D
The mass of connecting rod (i.e, to the piston pin axis),
The thickness of the crank cheek or web, h = 0.24D
mrod.pp = 0.25 x mrod (14)
The radius of the fillet between cheek and crank pin,
And the mass of connecting rod (i.e, to the crank axis),
rcp = 0.05 dcp
mrod.cr = 0.75 x mrod (15)
The radius of the fillet between cheek and main journal,
The reciprocating mass, mi = mp + mrod.cr (16)
rmj = 0.05 dmj
The inertia force, Fi = (–) mi R ω2 (cos + λ cos 2) (17)
The piston side thrust against the cylinder wall,
III. STRESS ANALYSIS OF CRANKSHAFT
Q = Fλ sin  (18) A. Stresses on Main Journal
Assume, the ratio between the crank radius and the connecting Main journals are shortened and therefore analyzed only for
 1 1  torsion.
rod length,       0.28
 4.2 3.2  Section modulus, W.mj =
π 3
 d mj (25)
The tangential force to the crank radius circle, 16
Ft = Ksin( + ) (19) Tmj.max:
The normal force directed along the crank radius,  max: = (26)
F W .mj
N= x cos ( + ) (20)
cosβ Tmj.min :
The force directed along the connecting rod axis,  min: = (27)
1 W .mj
= F x 1  λ (1  cos2 )
2
K=Fx (21)
 
cosβ  4   τ max:  τ min : 
The torque of the crankshaft,
Variable stress, v =   (28)
 2 
F  sin(  β)
T= R (22)  τ max:  τ min : 
cosβ Mean stress, m =   (29)
D. Counter Weight of Crankshaft  2 
The centrifugal forces due to counter weight and rotating τ 1
mass must be equal. F.S  (30)
Ncwt x b = NR x a (23) K 
τ v  τ   α τ m
a
Ncwt = mR x R x ω2 x  ετ 
b
B. Stresses on Crank Web
N cwt The crank webs of a crankshaft are subjected to alternating
Mcwt = (24)
R  ω2 bending, torsion and compression.

20
1) Due to Torsion  L L 
The maximum and minimum stresses of an alternating M z  R cr   (N R.web  N R.cwt )    a web  (44)
 2  2 
cycle due to combined bending and compression can be
expressed as follows. The moment which bends the crank pin in a plane
The max: torque, Tcw.max: = 0.5 x Ft.max: x aweb (31) perpendicular to the crank plane is
aweb = h + (0.5 Lmj) (32) F L
M ft  t (45)
Tcw.min: = 0.5 x Ft.min: x aweb (33) 4
The section modulus, Wτ.cw = fcw × bh2 (34) The bending moment acting in the plane of the oil hole axis is
At web section: τ  2 , α = 0.05
K Moh = (Mzcosoh - Mftsinoh) (46)
ετ Moh.max
τ 1   max 
F.S  Wσcp
(47)
 Kτ 
τ v    α τ m Moh.min
 ετ     max 
Wσcp
(48)
2) Due to Bending
The crank cheek is also twisted under the action of torque. IV. RESULTS AND DISCUSSION
NR = mR x R x ω2 (35) By using Equations (1) to (8),(35)
have been calculated engine
2 parameters, these are shown in Table II. The range of
bh
W.cw = (36) admission pressure is 0.08 MN/m2 to 0.09 MN/m2 and
6 temperature is between 310 K and 350 K for without
 N max:  N R   a web 1  supercharging. The range of compression temperature is 800
 max: =       (37) K to 1200 K and the range of combustion temperature is 1650
 2   Wσ.cw A cw  K to 2600 K. The range of expansion temperature is 1000 K to
 N R   a web 1400 K and the range of expansion pressure is 0.2 MN/m2 to
N 1 
 min: =  min :      (38) 0.4 MN/m2. So, calculated results of engine parameters are
 2   Wσ.cw A cw  within the ranges.
TABLE II
 σ max:  σ min :  CALCULATED RESULTS OF ENGINE PARAMETERS
Mean stress, m =   Parameters Pressure (MN/m2) Temperature(K)
 2 
Admission 0.089 330
 σ max:  σ min :  Compression 5.2648 887
Variable stress, v =   Combustion 11.5825 2353
 2  Expansion 0.2933 1053
σ 1 Indicator diagram is drawn by using expected parameters
F.S  (39) obtained from thermal calculation and as shown in Fig.3. Gas
Kσ
σv  ασ m pressure of each crank travel can be read from the indicator
εσ diagram. The calculated values of net force, torque and tilting
nσ  n τ moment at any crank angle are described in Table III.
(F.S)tolt = (40)
2 2
nσ  n τ

C. Stresses on Crankpin
Crankpins are subjected to both bending and torsion.
1) Due to Torsion
Wτ.cp = 2 x Wσ.cp (41)
π 3
W.cp =  d cp (42)
32
2) Due to Bending
The bending effect occurs in the two planes, (1) in the
crank plane and (2) in the plane perpendicular to the crank
plane.
 N   N R.rod  N R.cp  2N R.web  2N R.cwt 
R cr       (43)
2  2  Fig. 3 Developed Indicator Diagram

21
 TABLE III TABLE V
THE RELATIONSHIP OF CRANK ANGLE, NET FORCE, TORQUE COMPARISON OF CRANKSHAFT
AND TILTING MOMENT Details of Crankshaft (mm)
 (degree) F (kg) T (kg-m) Mtilt (kg-m) Type
dmj Lmj dcp Lcp b h
0 -187.4532 0.0000 0.0000 Results of
30 -1535.5281 -4.4915 4.4915 Design 60.2 30.1 51.6 30.96 111.8 20.64
60 -553.632 -25.7865 25.7865
Calculation
90 425.9325 20.0188 -20.0188
120 976.9375 34.0262 -34.0262
Existing
61 32 51 31 112.5 21.5
150 1108.6053 19.6721 -19.6721 Values
180 1099.383 0.0000 0.0000 From the above comparison Table V, the calculated and
210 1119.4053 0.9902 -0.9902 existing values are different because of the following factors.
240 1015.0563 -35.3538 35.3538 1. Metal composition of material is unknown; the value
270 521.6166 -24.5160 24.5160 of endurance limit in torsion and bending for
300 -204.1206 9.5073 -9.5073
330 -452.6101 -13.2412 13.2412 strength analysis has not been definitely described.
360 1056.0009 0.0000 0.0000 2. Based design may be low or high range.
390 585.0109 17.1145 -17.1145 The three dimensional view of crankshaft can be obtained
420 47.0231 2.1901 -2.1901 by using Solid Works Software as shown in Fig.4.
450 686.9409 32.2863 -32.2863
480 239.0782 8.3268 -8.3268
510 1223.9638 46.8027 -46.8027
540 1214.8577 0.0000 0.0000
570 1222.558 -22.6302 22.6302
600 1083.3039 -37.7309 37.7309
630 513.0311 -24.1125 24.1125
660 -496.8902 23.1436 -23.1436
690 -1515.5052 44.3362 -44.3362 Fig. 4 Three Dimensional View of Crankshaft
720 -1947.4532 0.0000 0.0000
The calculated results of crankshaft from the above V. CONCLUSION
equations are described in Table IV. The maximum and Material selection is important in design consideration of
minimum of shear and bending stresses are calculated to crankshaft because factors of safety of main journal, crank
estimate the factors of safety of main journal, crank web and web and crankpin also depend on selection of material. The
crankpin. safety factors of each step of procedure for crankshaft design
TABLE IV
CALCULATED RESULTS OF CRANKSHAFT are situated between their prescribed limits. To improve the
Main bending rigidity and use for long life, it should be thicker
Crank Web Crankpin webs, larger pins and main journals. This crankshaft has been
Journal
Parts specially designed for the motor vehicle engine and so it is
Due to Due to Due to Due to Due to
Torsion Torsion Bending Torsion Bending suitable for high-speed light truck vehicles.
W
42.41 13.81 7.90 27.6 13.80
(cm3) ACKNOWLEDGMENT
max: 295.32 152.55 - 489.13 - First of all, I would like to thank Dr. Ei Ei Htwe, Associate
(kg/cm2) Professor and Head, Mechanical Engineering Department,
min: -286.83 -128.39 - -365.94 - Mandalay Technological University, for her helpful,
(kg/cm2) invaluable suggestions and comments. I would like to express
max: - - 746.25 - 381.40 my gratitude to my supervisor Dr. Nyein Aye San for her
(kg/cm2) invaluable guidance throughout the entire process of this
min: - - 46.50 - -373.03 paper. This paper would not have been possible without her
(kg/cm2) support. I also would like to express my sincere and deepest
v 291.07 140.47 349.87 427.53 377.21 gratitude to my co-supervisor Dr. Htay Htay Win for her
(kg/cm2) kindness, understanding, invaluable suggestions and feedback.
m 4.24 12.07 396.37 61.59 4.18
(kg/cm2) REFERENCES
F.S 3 7.1 9.19 3.10 3.6 [1] William H.Course, 1955: Automotive Engines (Construction and
Total Operation and Maintenance), McGraw-Hill Book Company, Inc.
3 5.62 2.35 [2] William H.Course, 1956: Automotive Mechanics, Seventh Edition,
F.S
McGraw-Hill Book Company, Inc.
For diesel engine, factor of safety for main journal should [3] Pyae Kyaw Thu, Maung, 2003. Design Consideration and Calculation
never be less than three or four. The total safety factor of of Mazda Jeep Engine (Crankshaft and Flywheel), YTU.
crank web is greater than 3.5 and the allowable factor of [4] Khovakh, M.1976. Motor Vehicle Engine. MIR Publishers-Moscow.
safety for crank pin is greater than 2. In our calculations, the [5] Maleev, V.L.1945. Internal Combustion Engines, Tokyo.
[6] Kyaw Khaing Win, Maung, 2012. Design and Fabrication of
safety factors of crankshaft are in the range of 2 to 10 and so it Crankshaft for Light Truck, Monywa.
is safe to operate the engine. So, the design is satisfied. [7] http://www.universaldexteritygroup.com.

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