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Crankshaft Design
Crankshaft Design
INDUSTRIAL ENGINEERING
ASSIGNMENT ON
DESIGN of CRANKSHAFT
Submitted to Prof. Narayana Rao K.V.S.S. as a part of PGDIE 40 curriculum By Sunit Mhasade (Roll no: - 105) Parasram Parihar (Roll no: - 72) Sapanjit Mohanty (Roll no: - 88) Sudhir Kumar (Roll no: - 101) Ramchandra (Roll no:- 83)
INDEX
1. INTRODUCTION
2.
3.
MATERIAL SELECTION
4.
4.1
4.2
CHEMICAL COMPOSITION
4.3
DESIGN PROCEDURE
4.4
BALANCING OF CRANKSHAFT
5. CRANKSHAFT DRAWING
6. MANUFACTURING PROCESSES
8. REFERENCES
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CHAPTER -1 INTRODUCTION
Crankshaft (i.e. a shaft with a crank) is a central component of any internal combustion engine and is used to convert reciprocating motion of the piston into rotatory motion or vice versa. Crankshafts come in many shapes and sizes from small ones found in two-stroke small engines to giant ones found in diesel engines in ships. Crankshafts in automotive engines also vary, each one unique to its engine type and make. The crankshaft main journals rotate in a set of supporting bearings ("main bearings"), causing the offset rod journals to rotate in a circular path around the main journal centers, the diameter of which is twice the offset of the rod journals. The diameter of that path is the engine "stroke": the distance the piston moves up and down in its cylinder. The big ends of the connecting rods ("conrods") contain bearings ("rod bearings") which ride on the offset rod journals.
The crankshaft consists of the shaft parts which revolve in the main bearings, the crankpins to which the big ends of the connecting rod are connected, the crank arms or webs (also called cheeks) which connect the crankpins and the shaft parts.
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In the world of component design, there are competing criteria, which require the engineers to achieve a perceived optimal compromise to satisfy the requirements of their particular efforts. Discussions with various recognized experts in the crankshaft field make it abundantly clear that there is no right answer, and opinions about the priorities of design criteria vary considerably. In contemporary racing crankshaft design, the requirements for bending and torsional stiffness (see the Stiffness vs. Strength sidebar) compete with the need for low mass moment of inertia (MMOI). Several crankshaft experts emphasized the fact that exotic metallurgy is no substitute for proper design, and there's little point in switching to exotics if there is no fatigue problem to be solved.
High stiffness is a benefit because it increases the torsional resonant frequency of the crankshaft, and because it reduces bending deflection of the bearing journals. Journal deflection can cause increased friction by disturbing the hydrodynamic film at critical points, and can cause loss of lubrication because of increased leakage through the greater radial clearances that occur when a journal's axis is not parallel to the bearing axis
The crankshaft, depending upon the position of crank, may be divided into the following two types:
1. Side crankshaft or overhung crankshaft, as shown in Fig.(a), and 2. Centre crankshaft, as shown in Fig. (b)
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Fig (a)
Fig (b)
The crankshafts are subjected to shock and fatigue loads. Thus material of the crankshaft should be tough and fatigue resistant. The crankshafts are generally made of carbon steel, special steel or special cast iron. The crankshafts are made by drop forging or casting process but the former method is more common. The surface of the crankpin is hardened by case carburizing, nitriding or induction hardening.
In this report we will be concentrating upon the design of crankshaft used in TATA Idica Vista car. The model selected is Quadrajet Aura. The engine runs on 4 cylinders. The detailed parameters of the engine are mentioned in chapter
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In addition to these reciprocating forces and the resulting moments, there is a rotating mass associated with each crankpin, which must be counteracted. The rotating mass consists of the weight of the conrod big end(s), conrod bearing(s), some amount of oil, and the mass of the crankshaft structure comprising the crankpin and cheeks. These rotating forces are counteracted by counterweight masses located in appropriate angular locations opposing the rod journals
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High strength and stiffness to withstand the high loads in modern engines, and to offer opportunities for reduction Resistance to fatigue in torsion and bending Low vibration Resistance to wear in the bearing areas downsizing and weight
Thus the forged steel crankshafts offer higher strength and stiffness and the other material characteristics than the cast iron alternative
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1. The crankshaft must be designed or checked for at least two crank positions. Firstly, when the crank-shaft is subjected to maximum bending moment and secondly when the crankshaft is subjected to maximum twisting moment or torque. 2. The additional moment due to weight of flywheel, belt tension and other forces must be considered. 3. It is assumed that the effect of bending moment does not exceed two bearings between which a force is considered.
Power @ speed Torque @ speed Reciprocating mass ( Piston Assy + Con.rod reci.mass ) Rotating mass ( Con.rod rotating mass + Crank mass ) Connecting rod length Compression ratio Engine type
75 PS (55KW)@ 4000 rpm 190 Nm@ 1750 RPM Assume Assume Assume 17.6 :1 Compressor Ignition (CI) Engine
Lets us assume the other [parameters required for designing of crankshaft as below... Mass of piston mass of connecting rod crankpin mass Mass of web Centre Of Gravity radius Crank radius reciprocating mass rotating mass ratio of r/l Cylinder pitch Weight of flywheel 1.36 0.60 0.25 0.25 37.96 39.5 1.56 1.12 0.31 84.00 1 .00 kg kg kg kg mm mm kg kg mm Kg
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Thus the material used for crankshaft of Indica Vista 475 IDI engine is 40Cr4Mo3 The complete chemical composition of the material is as given below...
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A)
When the crank is at dead centre At this position of the crank, the maximum gas pressure on the piston will transmit maximum force on the crankpin in the plane of the crank causing only bending of the shaft. The crankpin as well as ends of the crankshaft will be only subjected to bending moment. Thus, when the crank is at the dead centre, the bending moment on the shaft is maximum and the twisting moment is zero. The various forces that are acting on the crankshaft are indicated as below.. This engine crankshaft is a single throw and three bearing shaft located at position 1, 2 & 3.Lets us assume following data for engine
We can calculate the various forces acting on crank shaft connecting rod (Fp), Horizontal and vertical reactions on shaft, and the resultant force at bearing 2 & 3 by below formulae.
Now the piston force Pmax = P * no of cylinders 1248 *10-6*4000 = 55*4/1248*10-6*4000 = 44.07
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Piston force Fp
Assuming the distance between the bearing 1 &2 as b = 2D = 2*69.6 = 13902 mm b1 = b2 = b/2 = 69.6 We know that due to piston gas load, there will be two equal horizontal reactions H1 & H2 at bearings 1 & 2 respectively.. i.e H1 = Fp/2 = 167.66/2 = 83.83 kN= H2
Assuming that the length of bearing to be equal i.e. c1=c2=c/2 We know that due to weight of flywheel acting downwards, there will be two vertical reactions V2 & V3 at bearings 2 & 3 V2 = V1 = W/2 = 9.8/2 = 4.9 N Since, the belt is absent in engine, neglecting the belt tension exerted by belt. i.e. T1 + T2 = 0
Now, lets design various parts of crankshaft (a) Design of crank pin Crankpin is also subjected to shear stress due to twisting moment. Thus we can calculate bending moment at centre of crankpin and twisting moment on crank pin and the resultant moment. Let, dc = Diameter of crank pin in mm lc = length of crank pin allow = allowable bearing stress for crank pin = 83 kg/mm2
We know that Mc = /32 * (dc)3 * b 5834.56 x 103 = /32 * (dc)3 * 83 dc = 89.46 mm say 90 mm Now, the length of crank pin lc = Fp/(dc*pb) = 167.67x103 / (90 * 10) = 186.28 mm (b) Design of left hand crank web The crank web is designed for eccentric loading. There will be two stresses acting on the crank web, one is direct compressive stress and the other is bending stress due to piston gas load (Fp). The crank web is subjected to the following stresses: i. Bending stresses in two planes normal to each other, ii. Direct compressive stress and iii. Torsional stress We know that the thickness of crank web is t = 0.65 *dc + 6.35 = 0.65* 90 + 6.35 = 64.85 = say 65 mm Also width of crank web is, w = 1.125 * dc +12.7 = 1.125 * 90 +12.7 = 113.95 = say 115 mm The maximum bending moment on crank web is Mmax = H1 (b2 lc/2-t/2) = 83.83 (69.6- 186.28/2-65/2) = - 4697.83 kN mm The bending moment is negative; hence the design is not safe. Thus the dimensions are on higher side.
--
(say pb =10)
hence,
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This is very high, which will require huge length of crank shaft. To have optimum dimension of crankshaft lets assume length of crank web as. lc = 24 mm and check whether these dimensions are suitable for the load exerted by the piston, & other forces Now, t w = 35.6 & = 63.32 = say 68 mm
This thickness is also on higher side, lets assume thickness of crank web as t = 13.2 mm As compared to width of crank web thickness is more Bending moment, M = 4275.33 kN mm Section modulus Z = 1/6 *w*t2 = 1/6 * 68 * 13.22 = 1974.72 mm3 Bending stress, b = M/Z b = 2.165 kN/mm2 The compressive stress acting on crank web are c = H1 / (w*t) = 83.83 / (68 * 13.2) = 0.09339 kN/ mm2 The total stress acting on crank web is T = b + c = 2.2583 kN/ mm2 Thus total stress on crank web is less than allowable bending stress of 83 N/mm2 Hence, the design is safe (c) Design of right hand crank web From balancing point of view, the dimensions of right hand crank web i.e thickness and width are made equal to the dimensions of left hand crank web
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(d) Design of shaft under flywheel There are two types of bending moments acting on shaft. Bending moment due to weight &, bending moment due to belt tension. Neglecting the belt tension, lets design shaft diameter... Let, ds = diameter of crank shaft Since the length of bearings are equal l1= l2 = l3 = 2(b/2-lc/2-t) = 2(139.2/2- 24/2-13.2) = 88.8 mm Assuming the width of flywheel = 200 mm C = 88.88 + 200 = 288.88 mm Cosidering the space for gearing and clearance, Let C = 300 mm Bending moment due to weight of flywheel , Mb = V3 * C = 4.9 x 103* 300 = 1470 x 103 kN mm Also the bending moment of shaft is Ms = /32 * ds3 * allow 1470 x 103 = /32 * ds3 * 83 ds = 56.50 mm say 60 mm B) When the crank is at an angle of maximum twisting moment The twisting moment on the crankshaft will be maximum when the tangential force on the crank (FT) is maximum. The maximum value of tangential force lies when the crank is at angle 30 to 40 for constant pressure combustion engines (i.e. diesel engines). When the crank is at angle at which the twisting moment is maximum, the shaft is subjected to twisting moment from energy or force stored by flywheel. The above design parameters can be cross checked for the factor of safety while designing by considering the crankshaft at an angle of maximum twisting moment. If the factor of safety is more than 1 then the design is safe. Considering this, we have to various forces acting on crankshaft at different twisting angles.
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4.4)
BALANCING OF CRANKSHAFT
The crankshaft and the connecting-rod convert the reciprocating motion of the piston into one of rotation. The crankshaft is made very stiff, since it is subjected to severe and varying twisting and bending stresses, due to the combustion pressures and also to the inertia effects of the reciprocating parts. The latter effects are the forces due to the acceleration and deceleration of the piston and connectingrod in their strokes. The twisting or turning action on the crankshaft, which is generally spoken of as the Torque, is constantly changing; this fact necessitates a stronger shaft than for a steady motion. The manner in which the torque varies in the case of a single cylinder engine is as shown in below graph.
It will be observed that firing stroke gives the greatest torque. In this case the greatest torque is no less than 8 times the mean value. These vibrations are caused by the irregular turning or torques on the crankshaft, due to the firing strokes of the different cylinders. This force tends to twist the crankpin ahead of the rest of the crankshaft. And when the force against the crankpin recedes, it tends to untwist or move back into its original relationship with the rest of the crankshaft. This twist untwist action, repeated with every power impulse, tends to set up an oscillating motion in the crankshaft To absorb these uneven forces and the output end of crankshaft is connected with flywheel. The flywheel absorbs the uneven torques/ forces and transmits the power smoothly. Let us calculate the various forces acting on
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crankshaft at each change in angle of crank when the piston changes its position. Our engine is having 4 cylinders; hence, the forces induced at each change in angle of crank at each location of cylinder are to be derived. Consider following data for calculating the horizontal, vertical, rotating and counter forces. After analysing various parameters the various forces acting on crankshaft at different twisting angles are calculated as below...
Crank First Angle () 0.0 1.0 2.0 3.0 4.0 5.0
88.0 89.0 90.0 91.0 92.0
Cylinder 1 Rotaing Force Vert. Dirn 485.25 485.17 484.95 484.58 484.06 483.40
16.93 8.47 0.00 -8.47 -16.93
Conter Force Vert. Dirn -341.08 -341.03 -340.87 -340.61 -340.25 -339.78
-11.90 -5.95 0.00 5.95 11.90
Cylinder 2 Rotaing Force Vert. Dirn -485.25 -485.17 -484.95 -484.58 -484.06 -483.40
-16.93 -8.47 0.00 8.47 16.93
Conter Force Vert. Dirn 341.08 341.03 340.87 340.61 340.25 339.78
11.90 5.95 0.00 -5.95 -11.90
Cylinder 3 Rotaing Force Vert. Dirn -485.25 -485.17 -484.95 -484.58 -484.06 -483.40
-16.93 -8.47 0.00 8.47 16.93
Conter Force Vert. Dirn 341.08 341.03 340.87 340.61 340.25 339.78
11.90 5.95 0.00 -5.95 -11.90
Cylinder 4 Rotaing Force Vert. Dirn 485.25 485.17 484.95 484.58 484.06 483.40
16.93 8.47 0.00 -8.47 -16.93
Conter Force Vert. Dirn -341.08 -341.03 -340.87 -340.61 -340.25 -339.78
-11.90 -5.95 0.00 5.95 11.90
178.0 179.0 180.0 181.0 182.0 268.0 269.0 270.0 271.0 272.0 358.0 359.0 360.0 361.0 362.0
-674.75 -675.06 -675.16 -675.06 -674.75 -23.56 -11.78 0.00 11.78 23.56 674.75 675.06 675.16 675.06 674.75
209.48 209.86 209.99 209.86 209.48 -209.48 -209.86 -209.99 -209.86 -209.48 209.48 209.86 209.99 209.86 209.48
-484.95 -485.17 -485.25 -485.17 -484.95 -16.93 -8.47 0.00 8.47 16.93 484.95 485.17 485.25 485.17 484.95
16.93 8.47 0.00 -8.47 -16.93 -484.95 -485.17 -485.25 -485.17 -484.95 -16.93 -8.47 0.00 8.47 16.93
340.87 341.03 341.08 341.03 340.87 11.90 5.95 0.00 -5.95 -11.90 -340.87 -341.03 -341.08 -341.03 -340.87
-11.90 -5.95 0.00 5.95 11.90 340.87 341.03 341.08 341.03 340.87 11.90 5.95 0.00 -5.95 -11.90
674.75 675.06 675.16 675.06 674.75 23.56 11.78 0.00 -11.78 -23.56 -674.75 -675.06 -675.16 -675.06 -674.75
209.48 209.86 209.99 209.86 209.48 -209.48 -209.86 -209.99 -209.86 -209.48 209.48 209.86 209.99 209.86 209.48
484.95 485.17 485.25 485.17 484.95 16.93 8.47 0.00 -8.47 -16.93 -484.95 -485.17 -485.25 -485.17 -484.95
-16.93 -8.47 0.00 8.47 16.93 484.95 485.17 485.25 485.17 484.95 16.93 8.47 0.00 -8.47 -16.93
-340.87 -341.03 -341.08 -341.03 -340.87 -11.90 -5.95 0.00 5.95 11.90 340.87 341.03 341.08 341.03 340.87
11.90 5.95 0.00 -5.95 -11.90 -340.87 -341.03 -341.08 -341.03 -340.87 -11.90 -5.95 0.00 5.95 11.90
674.75 675.06 675.16 675.06 674.75 23.56 11.78 0.00 -11.78 -23.56 -674.75 -675.06 -675.16 -675.06 -674.75
209.48 209.86 209.99 209.86 209.48 -209.48 -209.86 -209.99 -209.86 -209.48 209.48 209.86 209.99 209.86 209.48
484.95 485.17 485.25 485.17 484.95 16.93 8.47 0.00 -8.47 -16.93 -484.95 -485.17 -485.25 -485.17 -484.95
-16.93 -8.47 0.00 8.47 16.93 484.95 485.17 485.25 485.17 484.95 16.93 8.47 0.00 -8.47 -16.93
-340.87 -341.03 -341.08 -341.03 -340.87 -11.90 -5.95 0.00 5.95 11.90 340.87 341.03 341.08 341.03 340.87
11.90 5.95 0.00 -5.95 -11.90 -340.87 -341.03 -341.08 -341.03 -340.87 -11.90 -5.95 0.00 5.95 11.90
-674.75 -675.06 -675.16 -675.06 -674.75 -23.56 -11.78 0.00 11.78 23.56 674.75 675.06 675.16 675.06 674.75
209.48 209.86 209.99 209.86 209.48 -209.48 -209.86 -209.99 -209.86 -209.48 209.48 209.86 209.99 209.86 209.48
-484.95 -485.17 -485.25 -485.17 -484.95 -16.93 -8.47 0.00 8.47 16.93 484.95 485.17 485.25 485.17 484.95
16.93 8.47 0.00 -8.47 -16.93 -484.95 -485.17 -485.25 -485.17 -484.95 -16.93 -8.47 0.00 8.47 16.93
340.87 341.03 341.08 341.03 340.87 11.90 5.95 0.00 -5.95 -11.90 -340.87 -341.03 -341.08 -341.03 -340.87
-11.90 -5.95 0.00 5.95 11.90 340.87 341.03 341.08 341.03 340.87 11.90 5.95 0.00 -5.95 -11.90
Thus performance of the resultant vertical and horizontal forces for the balancing of crankshaft can be plotted as below...
Vert Component Horz Component
630
720
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Page 19 of 25
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045 050
Drilling :
Drilling of crossed oil Drilling of crankpin Drilling of flywheel hole flange Grinding: Surface grinding is done for journal, main journal and crank pin. One of the critical steps in the manufacturing of forged steel crankshafts is the grinding of the sidewalls. Crack detection Since the material is forging there is possibility that the material may have internal flaws which will be exposed during machining. Hence before sending material for further operations the cracks are detected by magnaflux method Nitriding A case hardening process that depends on the absorption of nitrogen into the steel. a much higher surface hardness is obtainable when compared with case-hardening steels; they are extremely resistant to abrasion and have a high fatigue strength. Dynamic Balancing
070 105
075
125
130
140
Lapping and super finish The crankshaft surface is ground to super finish so as to avoid cyclic fatigue failure of crankshaft due to any surface cracks, burrs. Journal Grading and bearings selection Generally the bearings are selected as per the shaft / crankpin diameter. If shaft dia slightly lesser than the recommended bearing size then the next bearings are selected and the diameter is changed according to bearing size. The top and bottom bearing and its selection on crank shaft is as shown below...
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CRANKSHAFT ASSEMBLY
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CHAPTER -8 REFERENCES
1. http://knol.google.com 2. http://cars.tatamotors.com 3. Machine Design by Sri R S Khurmi and Sri. J K Gupta, Chapter-32 Internal Combustion Engine parts 4. http://www.scribd.com 5. http://www.wikipedia.org 6. www.corusengineeringsteels.com 7. http://www.epi-eng.com/ 8. http://www.peterburford.com.au/crankshaft.php 9. Advanced design for crankshaft and sliding bearings in reciprocating engines by Elena Galindo, R&D and Product Engineering Department, COJINETES DE FRICCION, Madrid, Spain 10. Design and Development of the Valve Train for a Racing Motorcycle Engine by Steve Sapsford
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