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Lecture 7 Design of the Crankshaft

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 Lecture 7

Design of the Crankshaft

Dr. Muslim Muhsin Ali

CRANKSHAFT

The crankshaft is an important part of internal combustion engine that converts the reciprocating
motion of the piston into rotary motion through the connecting rod.

The crankshaft consists of three portions

1. Crank pin

2. Crank web

3. Shaft.

The big end of the connecting rod is attached to the crank pin. The crank web connects the crank
pin to the shaft portion. The shaft portion rotates in the main bearings and transmits power to the
outside source through the belt drive, gear drive or chain drive. There are two types of
crankshafts-side crankshaft and center crankshaft as shown in Fig. 1. The side crankshaft is also
called the ‘overhung’ crankshaft. It has only one crank web and requires only two bearings for
support. It is used in medium-size engines and large-size horizontal engines. The center
crankshaft has two webs and three bearings for support. It is used in radial aircraft engines,
stationary engines and marine engines. It is more popular in automotive engines. Crankshafts are
also classified as single throw and multi-throw crankshafts depending upon the number of crank
pins used in the assembly. The crankshafts illustrated in Fig. 1 have one crank pin and are called
single-throw crankshafts. Crankshafts used in multi-cylinder engines have more than one crank
pin. They are called multi-throw crankshafts. A crankshaft should have sufficient strength to
withstand the bending and twisting moments to which it is subjected. In addition, it should have
sufficient rigidity to keep the lateral and angular deflections within permissible limits. The
crankshaft is subjected to fluctuating stresses and, as such, it should have sufficient endurance
limit stress. Crankshafts are made by the drop forging process.
 Figure 1 type of crankshafts

MATERIALS USED FOR CRANKSHAFTS

The popular materials used for crankshafts are plain carbon steels and alloy steels. The plain
carbon steels include 40C8, 45C8 and 50C4. The alloy steels used for making crankshafts are
nickel–chromium steels such as 16Ni3Cr2, 35Ni5Cr2 and 40Ni10Cr3Mo6.

DESIGN OF CENTRE CRANKSHAFT

A crankshaft is subjected to bending and torsional moments due to the following three forces:

(i) Force exerted by the connecting rod on the crank pin

(ii) Weight of flywheel ( w ) acting downward in the vertical direction

(iii) Resultant belt tensions acting in the horizontal direction  P1  P2 

In the design of the center crankshaft, two cases of crank positions are considered. They are as
follows:

Case I: The crank is at the top dead center position and subjected to maximum bending moment
and no torsional moment.

Case II: The crank is at an angle with the line of dead center positions and subjected to maximum
torsional moment. We will consider these cases separately to determine the dimensions of the
crankshaft.

CENTRE CRANKSHAFT AT TOP DEAD CENTRE POSITION

The forces acting on the center crankshaft at the top dead center position are shown in Fig. 2.
The crankshaft is supported on three bearings 1, 2 and 3.

Figure 2 Centre Crankshafts at Dead Centre

Assumptions

(i) The engine is vertical and the crank is at the top dead center position.

(ii) The belt drive is horizontal.

(iii) The crankshaft is simply supported on bearings.

(i) Bearing Reactions

(a) The reactions at the bearings 1 and 2 due to force on the crank pin ( ) are denoted by and
followed by suffix letters v and h. The vertical component of reaction is denoted by the suffix
letter v such as . The horizontal component of reaction is denoted by the suffix letter h such
as .

(b) The reactions at the bearings 2 and 3 due to weight of the flywheel (W) and sum of the belt
tensions ( + ) are denoted by and followed by suffix letters v and h such as or
.

Suppose,

= force acting on crank pin (N)

D = diameter of piston (mm)

= maximum gas pressure inside the cylinder (MPa or N/ )

W = weight of flywheel (N)

= tension in tight side of belt (N)

= tension in slack side of belt (N)

b = distance between main bearings 1 and 2

c = distance between bearings 2 and 3

At the top dead center position, the thrust in the connecting rod will be equal to the force acting
on piston.

=( )

It is assumed that the portion of the crankshaft between bearings 1 and 2 is simply supported on
bearings and subjected to force . Taking moment of forces in vertical direction,
PP

1 2

(R1 )v (R2 )v

b1 b2
b
∑ =0

*b= *

= (a)

Similarly,

∑ =0

*b= *

= (b)

It is also assumed that the portion of the crankshaft between bearings 2 and 3 is simply supported
on bearings and subjected to a vertical force W and horizontal force ( + ). Taking moment of
forces in vertical direction,

2 3

( )
2 v ( 3 v )

C1 C2
C
∑ =0

*C= *

= (c)
Similarly,

∑ =0

*C= *

= (d)

Taking moment of forces in horizontal direction

P1 + P2

2 3

( )
2 h ( 3 h )

C1 C2
C
∑ =0

*C=( + )*

= (e)

Similarly,

∑ =0

*C=( + )*

= (f)
The resultant reactions at the bearings are as follows:

= √[ ] [ ]

= √[ ] [ ]

Note: When the distance b between bearings 1 and 2 is not specified, it is assumed by the
following empirical relationship:

b = 2 * piston diameter or b = 2D

(ii) Design of Crank Pin As shown in Fig. 2, the central plane of the crank pin is subjected to
maximum bending moment. Suppose,

Fig. 2 Crank Pin and Web

= diameter of crank pin (mm)

= length of crank pin (mm)

= allowable bending stress for crank pin (N/ )

The bending moment at the central plane is given by,

= (1a)

I=( )

y=( )

Substituting,

=( ) (1b)

The diameter of the crank pin can be determined from Eqs. (1a) and (2b).

Note: In absence of data, the allowable bending stress for the crank pin can be assumed as 75

N/ .

The length of the crank pin is determined by bearing consideration. Suppose,

= allowable bearing pressure at the crank pin bush (MPa or N/ )

= or = (1c)

(iii) Design of Left-hand Crank Web

Suppose,

w = width of crank web (mm)

t = thickness of crank web (mm)

The dimensions of crank web are calculated by empirical relationships and checked for the
stresses.

The empirical relationships are as follows:

t = 0.7 (1d)

w = 1.14 (1e)

where,

= diameter of crank pin (mm)

As shown in Fig. 2, the left-hand crank web is subjected to eccentric load . There are two
types of stresses in the central plane of the crank web, viz., direct compressive stress and bending
stress due to eccentricity of reaction .

The direct compressive stress is given by,

= (1f)

The bending moment at the central plane is given by,

= [ ]

I=( )

y=( )

Substituting,

[ ]( )
= (1g)
( )

The total compressive stress is given by,

= +

The total compressive stress should be less than the allowable bending stress.

(iv) Design of Right-hand Crank Web: The right hand and left-hand webs should be identical
from balancing considerations. Therefore, the thickness and width of the right-hand crank web
are made equal to that of the left-hand crank web.

(v) Design of Shaft Under Flywheel: The forces acting on the shaft under the flywheel are
shown in Fig. 3. The central plane of the shaft is subjected to maximum bending moment.
Suppose,
 Fig. 3 Shaft Under Flywheel

= diameter of shaft under flywheel (mm)

The bending moment in the vertical plane due to weight of flywheel is given by,

The bending moment in the horizontal plane due to resultant belt tension is given by,

The resultant bending moment is given by,

√[ ] [ ] (1i)

Using similarity of Eq. (1b),

=( ) (1j)

From Eqs. (1i) and (2j), the diameter of shaft under flywheel ( ) can be calculated.
CENTRE CRANKSHAFT AT ANGLE OF MAXIMUM TORQUE

(i) Components of Force on Crank Pin: The position of the crank when it makes an angle ( )
with the line of dead centers is shown in Fig. 4. The torque is maximum when the tangential
component of force on the crank pin is maximum. For this condition, the crank angle from the
top dead center position ( ) is usually 25° to 35° for petrol engines and 30° to 40° for diesel
engines. In Fig. 4, the following notations are used:

= force acting on piston top due to gas pressure (N)

= thrust on connecting rod (N)

= tangential component of force on crank pin (N)

= radial component of force on crank pin (N)

= angle of inclination of connecting rod with the line of dead centers (deg)

= angle of inclination of crank with line of dead centers (deg)

Suppose P is the gas pressure on the piston top for maximum torque condition.

=( ) P (2a)
 Fig. 5 force Acting on Crank

The relationship between θ and φ is given by,

sin 
sin   (2b)
L
 
r

Where (L/r) is the ratio of length of the connecting rod to the radius of the crank.

The thrust on the connecting rod ( ) is given by,

Pp
Pq  (2c)
cos 

Pt and Pr are tangential and radial components of Pq at the crank pin. Therefore,

Pt  Pq sin     (2d)

Pr  Pq cos     (2e)

(ii) Bearing Reactions :The forces acting on the center crankshaft at an angle of maximum
torque are shown in Fig. 6. The crankshaft is supported on three bearings 1, 2 and 3.

It is assumed that the portion of the crankshaft between bearings 1 and 2 is simply supported on
bearings and subjected to tangential force Pt and radial force Pr at the crank pin as shown in
Fig. 7. Due to the tangential component Pt , there are reactions  R1 h and  R2 h at bearings 1 and
2 respectively. Similarly, due to the radial component Pr, there are reactions  R1 v and  R2 v at
bearings 1 and 2 respectively.
 Fig.7 Centre Crankshaft at Angle of Maximum Torque

Taking moment of horizontal forces about bearing 1,

M 1 0
Pt  b1   R2 h  b

Pt  b1
 R2 h  (a)
b

Taking moment of horizontal forces about the bearing 2,

M 2 0
Pt  b2   R1 h  b

Pt  b2
 R1 h  (b)
b
Similarly, it can be proved that

Taking moment of vertical forces about bearing 1,

M 1 0
Pr  b1   R2 v  b

Pr  b1
 R2 v  (c)
b

Taking moment of vertical forces about the bearing 2,

M 2 0
Pr  b2   R1 v  b

Pr  b2
 R1 v  (d)
b

It is also assumed that the portion of the crankshaft between bearings 2 and 3 is simply supported
on bearings and subjected to vertical force W and horizontal force  P1  P2  . The reactions at
bearings 2 and 3 due to the weight W and belt tensions  P1  P2  will be same as discussed in the
previous article [Eqs. (c) to (f)]. They are rewritten here:

W  c1
 R3 v  (e)
c

W  c2
 R2 v  (f)
c

 P1  P2   c1
 R3 h  (g)
c

 P1  P2   c2
 R2 h  (h)
c

Referring to Fig. 7, the resultant reactions at the bearings are as follows:

R1   R1 v    R1 h 
2 2

R2   R2 v   R2 v    R2 h   R2 h 

2 2
(2f)

R3   R3 v    R3 h 

2 2
(iii) Design of Crank Pin: As shown in Fig. 8, the central plane of the crank pin is subjected to
bending moment M b due to  R1 v and torsional moment M t due to  R1 h .

M b   R1 v  b1
M t   R1 h  r

Fig. 8 Crank Pin and Web

The diameter of the crank pin ( dc ) is calculated by following equation:

16
dc3   Mb    Mt 
2 2



16
 R1 v  b1    R1 h  r 
2 2
dc3  (2g)

where (  ) is the allowable shear stress.

Note: In absence of data, the allowable shear stress can be taken as 40 N/ .

The length of the crank pin ( lc ) is determined by bearing consideration. Suppose,

Pb = allowable bearing pressure at the crank pin bush (MPa or N/ )

Pq Pq
Pb  or lc  (2h)
dclc dc Pb

(iv) Design of Shaft Under Flywheel: The forces acting on the shaft under the flywheel are
shown in Fig. 7. Suppose,

d s = diameter of shaft under flywheel (mm)

The central plane of the shaft is subjected to maximum bending moment due to the reaction R3 .

M b   R3   c2

It is also subjected to torsional moment M t due to the tangential component Pt .

M t  Pt  r

The diameter of the shaft ( d s ) is calculated by the following equation:

16
ds3   Mb    Mt 
2 2



16
ds3   R3  c2    Pt  r 
2 2
(2i)


where (  ) is the allowable shear stress.

(v) Design of Shaft at the Juncture of Right-Hand Crank Web: Suppose,

ds1 = diameter of shaft at the juncture of right-hand crank web (mm)

The cross-section of shaft under flywheel at the juncture of the right-hand crank web is subjected
to the following moments: [Fig. 8]

(i) Bending moment in vertical plane  M b v due to forces in vertical plane, viz.,  R1 v and Pr
(ii) Bending moment in horizontal plane  M b h due to forces in the horizontal plane, viz.,  R1 v
and Pr

(iii) Torsional moment M t due to tangential component Pt

 M b v   R1 v b1 
lc t  l t 
   pr  c   (2j)
 2 2  2 2

 M b h   R1 h b1 
lc t  l t 
   pt  c   (2k)
 2 2  2 2

M t  Pt  r (2l)

The resultant bending moment M b is given by,

M b   M b v    M b h 
2 2
(2m)

The diameter of shaft ds1 is calculated by the following expression:

16
d s13   Mb    Mt 
2 2
(2n)


where (  ) is the allowable shear stress.

The diameter of the shaft at the juncture of the right-hand crank web is calculated by using

equations from (2j) to (2n).

(vi) Design of Right-Hand Crank Web: As shown in Fig. 8, the right-hand crank web is
subjected to the following stresses:

(i) Bending stresses in the vertical and horizontal planes due to radial component Pr and
tangential component Pt respectively.

(ii) Direct compressive stress due to radial component Pr .

(iii) Torsional shear stresses.

The bending moment due to radial component is given by,

 M b r   R2 v b2 
lc t 
 (2o)
 2 2 
Since,

1
Z  wt 2
6

Substituting,

 M b r   b r  Z   b r 
1 2
wt 
6 

 M b r   b r 
1 2
Or wt  (2p)
6 

From Eqs. (2o) and (2p), the bending stress due to radial component is calculated.

The bending moment due to tangential component at the juncture of the crank web and shaft is
given by,

 M b t  Pr r 
d s1 
(2q)
 2 

where,

ds1 = diameter of shaft at the juncture of the right-hand crank web (mm)

Since,

1
Z  wt 2
6

Substituting,

 M b t   b t  Z   b t 
1 2
wt 
6 

 M b t   b t 
1 2
Or wt  (2r)
6 

From Eqs. (2q) and (2r), the bending stress due to tangential component is calculated.

The direct compressive stress due to radial component is given by,

Pr
 c  d  (2s)
2wt
The maximum compressive stress (  c ) is given by,

 c   b r   b t   b d (2t)

The torsional moment on the arm is given by,

 l  t   l 
M t   R1 h b1  c   Pt  c    R2 h b2  c  (2u)
 2 2  2

M t 4.5M t
  (2v)
Zp wt 2

Where.

wt 2
Z p = polar section modulus =
4.5

The maximum compressive stress is given by,

c 1
 c max    c   4 2
2
(2w)
2 2

The value of  c max should be less than the allowable compressive stress. If it exceeds the
allowable compressive stress, the width of the web w can be increased because it does nor affect
the other calculations.

(vii) Design of Left-hand Crank Web: The left-hand crank web is not severely stressed to the
extent of the right-hand crank web. Therefore, it is not necessary to check the stresses in the left-
hand crank web. The thickness and width of the left-hand crank web are made equal to that of
the right-hand crank web from balancing consideration.

(viii) Design of Crankshaft Bearing: Bearing 2 is subjected to maximum stress. The reaction at
this bearing is given by Eq. (2f).

R2   R2 v   R2 v    R2 h   R2 h 

2 2

The diameter of the journal at the bearing 2 is ( ds1 ). The length l2 is calculated by bearing
consideration. The bearing pressure is given by, [Fig. 8]

R2 R2
Pb  or l2  (2x)
d s1l2 d s1Pb
Note: The above-mentioned force analysis of the center crankshaft is elementary in nature. The
center crankshaft is supported on three bearings and as such, it is a statically ‘indeterminate’
structure. Such problems are solved by using three equations, one for summation of vertical
forces, one for summation of moments and the third by taking into consideration the deflection
of the shaft. The geometry of the crankshaft is such that it is not possible to write down
analytical equations. The problem is solved by using finite element method in practice.

Example: Design a center crankshaft for a single-cylinder vertical engine using the following
data:
Cylinder bore = 125 mm
(L/r) ratio = 4.5
Maximum gas pressure = 2.5 Mpa
Length of stroke = 150 mm
Weight of flywheel cum belt pulley = 1 kN
Total belt pull = 2 kN
Width of hub for flywheel cum belt pulley = 200 mm
The torque on the crankshaft is maximum when the crank turns through 25° from the top dead
center and at this position the gas pressure inside the cylinder is 2 MPa. The belts are in the
horizontal direction. Calculate
1. Bearing reactions when the center to center distance between the main bearings 1 and 2 is
twice of the piston diameter.
2. Design of crank pin. The allowable bending stress for the crank pin is 75 N/mm2 and the
allowable bearing pressure for the crank pin bushing is 10 N/mm2.
The (l/d) ratio for the crank pin bearing is 1.
3. Design of left-hand crank web

4. Design of shaft under flywheel. The width of the hub for flywheel cum belt pulley is given as
200 mm.

Case II: The crank is at an angle with the line of the dead center positions and subjected to
maximum torsional moment.
 1. Components of force on crank pin when the crank angle (θ) for maximum torsional moment is
given as 25°.

2. Bearing reactions

3. Design of crank pin. The allowable shear stress is taken as 40 N/mm2.

4. Design of shaft under flywheel

5. Design of shaft at the juncture of right-hand crank web

6. Design of right-hand crank web

7. Design of crankshaft bearing

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