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Procedia Structural
Structural IntegrityIntegrity
Procedia500
(2017) 369–376
(2016) 000–000
www.elsevier.com/locate/procedia

2nd
2nd International
International Conference
Conference on
on Structural
Structural Integrity,
Integrity, ICSI
ICSI 2017,
2017, 4-7
4-7 September
September 2017,
2017, Funchal,
Funchal,
Madeira, Portugal
Madeira, Portugal

Failure
Failure
XV Portuguese investigation
investigation
Conference of the
ofPCF
on Fracture, crankshaft
the2016,
crankshaft of
of diesel
diesel
10-12 February engine
engine
2016, Paço de Arcos, Portugal
a*, Feliks Stachowicza, Arkadiusz Załęskib
a a b
Lucjan
Lucjan Witek
Thermo-mechanical Witek modeling of a high, Arkadiusz
*, Feliks Stachowicz pressureZałęski turbine blade of an
Rzeszow University of Technology, Faculty of Mechanical Engineering and Aeronautics,
airplane gasAve.,
ofturbine engine
a
Rzeszow University
a
of Technology, Faculty Mechanical Engineering and Aeronautics,
8 Powstancow Warszawy 35-959 Rzeszow, Poland.
8 Powstancow Warszawy Ave., 35-959 Rzeszow, Poland.
b
MTUAero Engines Polska, Tajecina 108, 36-002 Jasionka, Poland
b
MTU Aero Engines Polska, Tajecina 108, 36-002 Jasionka, Poland
P. Brandãoa, V. Infanteb, A.M. Deusc*
AbstractaDepartment of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa,
Abstract
Portugal
b
In thisDepartment
IDMEC, work theoffailure, stress
Mechanical and modal
Engineering, analysis
Instituto SuperiorofTécnico,
the crankshaft ofdediesel
Universidade Lisboa,engine wasPais,
Av. Rovisco performed.
1, 1049-001Visual
Lisboa,
In this work the failure, stress and modal analysisPortugal of the crankshaft of diesel engine was performed. Visual
examination of damaged part showed that the fatigue beach marks were observed on the fracture. Results of additional
examination
c of damaged
CeFEMA, Department part showed that the Instituto
fatigueSuperior
beach marks
Técnico,were observed Lisboa,
on the Av.
fracture.
RoviscoResults of additional
investigation using theofscanning
Mechanical Engineering,
electron microscope revealed the Universidade
presence ofdemicro-cracks Pais, 1, 1049-001
in crack Lisboa,
origin area. In
investigation using the scanning electron microscope revealed Portugalthe presence of micro-cracks in crack origin area. In
next part of experimental investigations the specimens were cut from damaged shaft. Results of tension test showed
next part of experimental investigations the specimens were cut from damaged shaft. Results of tension test showed
that mechanical properties of the steel used for the crankshaft manufacturing is in the range defined by the standard.
that mechanical properties of the steel used for the crankshaft manufacturing is in the range defined by the standard.
InAbstract
order to explain the reason of premature crankshaft damage, the finite element method was utilized. In first step the
In order to explain the reason of premature crankshaft damage, the finite element method was utilized. In first step the
numerical model of crankshaft with the connecting rods was prepared. The boundary conditions were next defined on
numerical model of crankshaft with the connecting rods was prepared. The boundary conditions were next defined on
bearing
Duringjournal surfaces. The
their operation, complex
modern aircraftload casescomponents
engine were also defined in order
are subjected to to model the demanding
increasingly real engine operating
loadings.conditions,
Results
bearing journal surfaces. The complex load casesSuch
wereconditions
also defined inthese
order to model the real engine loadings. Results
ofespecially
nonlinearthe high
stress pressure
analysis turbine (HPT)
performed forblades.
the crankshaft modelcauseshowed parts
that to undergo
during workdifferent
of engine types
withof time-dependent
a maximum
ofdegradation,
nonlinear stress
one ofanalysis
which is performed
creep. A for the
model crankshaft
using the finite model showed
element method that during
(FEM) was work of engine
developed, in order with
to beaable
maximum
to predict
power the high stress area was located in another zone than the crack origin. This result was a reason for extension of
power
the the high
creep stress area
behaviour of wasblades.
HPT locatedFlight
in another
data zone than
records the crack
(FDR) for a origin. This
specific result
aircraft, was a reason
provided by a for extension
commercial of
aviation
investigation on the dynamic problems. In last part of the study the numerical modal analysis was performed for the
investigation
company, were on the
useddynamic
to obtainproblems.
thermal and In mechanical
last part ofdata
the study thedifferent
for three numerical modal
flight cycles.analysis wasto performed
In order create the 3D for model
the
crankshaft. In thisFEM
analysis bothathe frequencies and modes of free vibration werecomposition
obtained. Results of modal analysis
crankshaft.
needed forInthe this analysis both the
analysis, HPTfrequencies
blade scrap and modes
was of free
scanned, andvibration
its chemical were obtained. Results of modal
and material analysis
properties were
showed that
obtained. during second mode of free vibration the high stress area was located in the crack origin zone. Based on
showed thatThe data that
during was mode
second gathered
of was
free fed into thethe
vibration FEMhighmodel andarea
stress different simulations
was located in the were run,origin
crack first with a simplified
zone. Based on3D
results of performed
rectangular investigations
block shape, it wasestablish
in order to better concluded that theand
the model, main
thenreasons
with theof premature
3D mesh failure
obtainedare resonant vibrations
results of performed investigations it was concluded that the main reasons ofreal
premature failure from
are the blade
resonant scrap. The
vibrations
ofoverall
the crankshaft.
expected behaviour in terms of displacement was observed, in particular at the trailing edge of the blade. Therefore such a
of the crankshaft.
model can be useful in the goal of predicting turbine blade life, given a set of FDR data.
© 2017 The Authors. Published by Elsevier B.V.
© 2017
2017TheTheAuthors.
Authors. Published by Elsevier
Published B.V. B.V.
by Elsevier
Peer-reviewunder
Peer-review under responsibility
responsibility of Scientific
of the the Scientific Committee
Committee of ICSIof ICSI 2017.
© 2016 The
Peer-review Authors.
under Published
responsibility ofby
theElsevier B.V.
Scientific Committee of2017
ICSI 2017.
Peer-review under responsibility of the Scientific Committee of PCF 2016.
Keywords: Crankshaft, failure analysis, finite element method, modal analysis, diesel engine.
Keywords: Crankshaft, failure analysis, finite element method, modal analysis, diesel engine.
Keywords: High Pressure Turbine Blade; Creep; Finite Element Method; 3D Model; Simulation.

* Corresponding author. Tel.: +48-178651324

* Corresponding author. Tel.: +48-178651324
E-mail address: e-mail: lwitek@prz.edu.pl
E-mail address: e-mail: lwitek@prz.edu.pl

2452-3216 © 2017 The Authors. Published by Elsevier B.V.

2452-3216 © 2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of ICSI 2017.
Peer-review underauthor.
* Corresponding responsibility
Tel.: +351of218419991.
the Scientific Committee of ICSI 2017.
E-mail address: amd@tecnico.ulisboa.pt

2452-3216 © 2016 The Authors. Published by Elsevier B.V.

Peer-review under responsibility of the Scientific Committee of PCF 2016.
2452-3216  2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of ICSI 2017
10.1016/j.prostr.2017.07.184
370 Lucjan Witek et al. / Procedia Structural Integrity 5 (2017) 369–376
2 Lucjan Witek et al. / Structural Integrity Procedia 00 (2017) 000–000

1. Introduction

The crankshaft belongs to the group of critical components of the piston engine. The crankshaft transfers the loads
from the connecting-rods on the clutch. In diesel engines the large torsional moment at low rotational speed causes
that high stresses are observed in assembly of crankshaft, piston and connecting rods. The high stress amplitude
common with bad design or production defects can cause decrease the fatigue life of engine components.
The results of failure analysis of the piston engines crankshafts were described in several research works. An
interesting fracture study of boxer engine crankshaft was described by Fonte at al. (2015). According to authors the
catastrophic failure of crankshaft was caused by poor design of steel support shells and bedplate bridges. The failure
investigations of the crankshaft of diesel engines were performed by Pandey (2003). The crankshafts were damaged
at time between 30 h and about 700 h of engine operation. Performed analysis showed that cracks were initiated from
the crankpin-web fillet region where high stress level was observed. The failure investigation of the crankshaft of
diesel engine was performed in study of Zhiwei at al. (2005). The fracture was occurred in the zone between the 2nd
crankpin and 2nd journal. Fractographic analysis showed that fatigue is the main mechanism of the crankshaft failure.
The partial absence of the nitrided layer may result from over-grinding after nitriding. The failure analysis of two
crankshafts of diesel engines was performed by Silva (2006). Both investigated crankshafts were damaged in short
time after repair of the engine. The main reason of early failure was wrong grinding process. Majority failure cases of
the crankshafts are related to the fracture in crank pin zone. This region is indicated as critical. The research, in which
the crack was initiated in different region is described in work of Heyes (1998). The fatigue crack origin was in this
case the oil hole. In mentioned above cases the authors analyzed mainly the static loads. During work of engine, the
components are subjected to high rotational speed. As a result of rotation of an unbalanced shaft, a dynamic loads act
on all engine components. In combustion engines these loads can be reason for pre-early fatigue damage of the
structure as was reported by Witek (2014, 2016).
Main objective of presented investigations is explanation of failure reasons of the crankshaft of diesel engine. An
additional aim of this work is determination the stress distributions in crankshaft during the work of the engine. In this
study the modes, frequencies and stress states were also obtained for the crankshaft subjected to resonant vibrations.

2. Visual examination of damaged crankshaft

The crankshaft of S-4003 engine was ruptured in region of the crank pin no. 4 (Figs 1 and 2a) after about 5500
hours of engine operation. S-4003 is naturally aspirated diesel engine used for power of the tractor. The engine
displacement is 3120 cm3. The maximum power equals 33.12 kW at rotational speed of 2000 RPM.
Performed visual examination indicated that on crankshaft fracture the beach marks typical for fatigue failure were
observed (Figs 2b and 3a). Observation of crack initiation zone showed that the crack origin was not covered by
corrosion products. The local surface corrosion (brown color in Fig. 2b) on the fracture occurred because the crankshaft
after failure was stored for a long time in a humid air.

Fig. 1. Crankshaft of S-4003 engine after failure.

 Lucjan Witek et al. / Procedia Structural Integrity 5 (2017) 369–376 371
Lucjan Witek et al. / Structural Integrity Procedia 00 (2017) 000–000 3

a) b)

Fig. 2. (a) Magnified view of the fracture area. (b) View of crankshaft fracture.

Figures 2a and 2b show that the crack origin was located on the corner (fillet) of crank pin no 4. The crack front
just after initiation has a circular shape. At depth of about 10 mm, the crack was divided (on the oil hole) on 2 separate
cracks. On the surface of hole the cracks propagate in different directions. As a result the crack has an offset (after
joining). The fracture in preliminary stage of fatigue (to about 50 % of cross section area) is smooth and propagates in
one plane. In the central part of the fracture a large technological hole is located.
In next stage of fatigue process (when the crack touches the stopper) the sudden change of crack direction is
observed (Fig. 2). In last stage of damage the fracture is jagged and has additional radial lines (Figs 2b and 3a). There
is visible that the rupture zone is very small (about 10 % of cross-section area). It means that only small amplitude of
loading can create this kind of failure. The fracture is characteristic for a high-cycle fatigue (HCF).
After large magnification of the fracture, the small micro-crack (about 150 m long) was detected near the crack
initiation zone (Fig. 3b). It means that the crack initiation process could be accelerated by the preliminary cracks
created in production process of the crankshaft.

a) b)

3. (a) Fracture area with fatigue striations. (b) Magnified crack initiation zone. Small crack is visible in central part of the picture.

3. Determination the mechanical properties of material of damaged crankshaft

In next step of analysis the crankshaft was subjected to the material investigations. In order to check the real material
properties the shaft segment (in area of crank pin no 4) was cut on 3 mm thick specimens. In this operation the wire-
cut machine was used. The tension test of specimens was performed using Zwick-Roell tension machine. Obtained
results showed that the crankshaft material has the following mechanical properties: yield strength (YS) of 480 MPa,
ultimate tensile strength (UTS) of 758 MPa, modulus of elasticity of 207 GPa, total elongation of 20.6 %. The
maximum value of true stress (after reduction of cross-section area of specimen) was equal to 870 MPa (Fig. 6). The
tension plot of specimen cut from damaged crankshaft is presented in Fig. 4.
372 Lucjan Witek et al. / Procedia Structural Integrity 5 (2017) 369–376
4 Lucjan Witek et al. / Structural Integrity Procedia 00 (2017) 000–000

Fig. 4. Tension plot of the specimen cut from the crankshaft.

Analysed crankshaft is made out of carbon steel 45. This steel (known as C45 according to EN) consists of 0.42-
0.50 % of carbon and is commonly used in mechanical engineering (Multistal&Lohmann Corporation, 2017). In
Table 1 the mechanical properties for the crankshaft material (based on results of tension test) are compared to the
standard value for steel 45. As seen from this table, the ultimate tensile strength, yield stress and modulus of elasticity
of crankshaft material are in the range defined by the standard (DIN EN 10083-2, 2017). The total elongation of
crankshaft material ( = 20.6%) is only a bit larger than the standard value (14-17 %).

Table 1. Mechanical properties of crankshaft material and the standard value for steel 45.
Properties Symbol Unit Crankshaft material Steel 45 (according to
(real value) standard), (2017 )
Ultimate tensile strength UTS MPa 758 560-850
Yield stress YS MPa 480 275-490
Young modulus E GPa 207 198-207
Total elongation  % 20.6 14-17

4. Crankshaft model. Loads and boundary conditions

The geometrical (3D) model of crankshaft was made using the Catia software. In next step the model was
exported to the Abaqus program and divided onto finite elements. Crankshaft model (Fig. 5a) consists of 52640 nodes
and 242298 tetragonal (TET-4) finite elements with linear shape function (Abaqus user’s manual, 2014). In pin fillets
the mesh was concentrated. In Fig. 5a are also seen segments of connecting rods, which transfers the loads from the
piston onto crankshaft. The crankshaft material (steel 45) was defined as linear-elastic with the following properties:
modulus of elasticity - 207 GPa, Poisson’s ratio - 0.3, density - 7800 kg/m3.

a) b)

Fig. 5. (a) Numerical model of the crankshaft. Selected boundary condition (related to connection with the clutch) and load no 1 (from piston,
after ignition in cylinder 1). (b) Selected boundary conditions: the bearing journals and contact on crank pin.
 Lucjan Witek et al. / Procedia Structural Integrity 5 (2017) 369–376 373
Lucjan Witek et al. / Structural Integrity Procedia 00 (2017) 000–000 5

The definition of the crankshaft boundary condition is very complex task. The crankshaft is supported on five
bearings. Moreover, four crank pins are connected with the connecting rods (which transfers the loads from the
pistons). The left surface of the collar is connected with the clutch (Fig. 5a). In the numerical analysis all mentioned
boundary conditions are defined. The lateral circular surface of collar was fully constrained (TR = 0, T = 0, TZ = 0,
Fig. 5a). On the cylindrical surfaces of bearing journals I-V the displacements on R (radial) direction are equal to 0
(Fig. 5b). Between the crank pins (1-4) and the connecting rods (Fig. 5b) the master-slave contact with the friction
coefficient of 0.05 was defined.

Table 2. Loads acting on crankshaft defined in numerical analysis.

Load number Type of load
1 Maximum load acting on the piston no 1 (after ignition of fuel mixture in cylinder 1, for α = 7O after TDC)
2 Maximum load acting on the piston no 2 (after ignition of fuel mixture in cylinder 2, α = 7O after TDC)
3 Maximum load acting on the piston no 3 (after ignition of fuel mixture in cylinder 3, α = 7O after TDC)
4 Maximum load acting on the piston no 4 (after ignition of fuel mixture in cylinder 4, α = 7O after TDC)
5 Centrifugal force of crankshaft subjected to rotation (n = 2000 RPM)
6 Inertial load of piston and fragment of connecting rod (in result of reciprocating motion)
7 Inertial load of fragment of connecting rod (in result of rotary motion)

In presented study the complex load cases were defined for the crankshaft model. In preliminary step the
separated loads were defined as is seen in Tab. 2. The loads 1-4 are related with the maximum forces acting on each
piston during work of the engine. These forces are resulting from a high pressure of exhaust gases after ignition of
fuel mixture. The maximum pressure acting on the piston surface (6.5 MPa) was taken from indicator plot of the
engine (Fig. 6a). The maximum force occurs when the crankshaft has a position α = 7O after top death centre (TDC)
(Fig 6). The value of piston force (calculated by multiplication of maximum pressure (6.5 MPa) and the diameter of
the piston (95mm) equals 46.07 kN.
The load no. 5 (Tab. 2, centrifugal force) is related to the rotation of the crankshaft with the speed at which the
maximum power is obtained. In order to calculate the centrifugal forces the shaft rotational speed (n = 2000 RPM),
the axis of rotation (Z, Fig. 5) and material density (7800 kg/m3) was defined.
The mass of the piston of considered engine is 0.95 kg whereas the mas of connecting rod 0.48 kg. The load no.
6 (Tab. 2) is related to inertial load of the piston and segment of connecting rod (in result of reciprocating motion of
both mentioned elements). Load no. 7 is an inertial force of connecting rod in result of rotary motion. Loads 5-7 are
computed through finite element calculations.

a) b)

Fig. 6. (a) Indicator plot of naturally aspirated diesel engine S-4003. (b) Position of the crankshaft and connecting rod during the work of the
engine
374 Lucjan Witek et al. / Procedia Structural Integrity 5 (2017) 369–376
6 Lucjan Witek et al. / Structural Integrity Procedia 00 (2017) 000–000

Based on defined above forces, four independent load cases were defined in numerical stress analysis. The first
load case (LC_1, Tab. 3) consist of loads no. 1, 5, 6, 7. These loads act on rotated crankshaft after ignition of the fuel
mixture in cylinder 1. Next load cases represent the sum of forces acting on the crankshaft after ignition in cylinder 2,
3 and 4 (for crankshaft position 7O after TDC).

Table 3. Definition of load cases used in numerical stress analysis

Load case number Load numbers
LC_1 1, 5, 6, 7
LC_2 2, 5, 6, 7
LC_3 3, 5, 6, 7
LC_4 4, 5, 6, 7

5. Results of stress analysis

The nonlinear stress analysis of the crankshaft was made with the use of Abaqus program. As a result the stress
distributions for crankshaft subjected to the operational loads were obtained. In analysis the maximum principal stress
(σ1) and the equivalent stress were considered. The maximum principal stress is interesting from the fatigue point of
view because the tensile stress contribute the most to initiation of the fatigue cracks.
Result of the static analysis performed for the load case no. 4 (Fig. 7), showed that the maximum principal (σ1)
stress zone (44.38 MPa) is located on the fillet of the bearing journal no 4. The maximum stress area not covers the
crack origin zone where the σ1 stress has a much smaller value (26.6 MPa, Fig. 7, Tab. 4).

Fig. 7. Maximum principal (1) stress distribution in crankshaft segment (for LC_4), [MPa].

Results presented in Tab. 4 showed that the highest stress values in crack initiation zone are observed for the load
case no 4. The σ1 stress values in critical (crack origin) zone for LC_1, LC_2 and LC_3 equal adequately: 8.1, 8.3 and
16.4 MPa. The higher equivalent stresses (according to Huber-Mises criterion, Table 4) occur for the load case no 4
and have the value of 21.2 MPa. Presented above results showed that relatively low stress value (in comparison to
the yield stress of the material (480 MPa)) is observed in crack initiation zone.

Table 4. Values of maximum principal (1) and equivalent stress in the crack initiation zone of the crankshaft.
Load case number Maximum principal stress Equivalent stress
[MPa] [MPa]
LC_1 8.1 8.9
LC_2 8.3 9.3
LC_3 16.4 15.6
LC_4 26.6 21.2
 Lucjan Witek et al. / Procedia Structural Integrity 5 (2017) 369–376 375
Lucjan Witek et al. / Structural Integrity Procedia 00 (2017) 000–000 7

6. Results of numerical modal analysis

In piston engines the unbalanced crankshaft is a source of vibrations (Feng at al., 2011). Intensity of vibrations
depends on many factors (ie. cylinders layout, number of cylinders, kind of fuel, power of engine). The characteristic
of diesel engines (low rotational speed and high torque) causes that these engines are susceptible to resonant vibration.
During the mechanical resonance, the large stress amplitude causes high-cycle fatigue (HCF) conditions (Zhao, Wang,
2014). As a result, the crankshaft can be damaged in relatively short time.
The numerical modal analysis of the crankshaft was made using Abaqus solver. As results both the natural
frequencies and the modes of blade free vibrations were obtained. As seen from Table 5 the natural frequency (for
mode I of vibration) equals 699 Hz. The next frequencies of free vibrations (II-VII) are in the range of 2047-6676 Hz.
First 3 modes can be classified as longitudinal. Next are: transverse, complex and torsional.

Table 5. Values of natural frequencies and classification of modes.

Mode no. Natural frequency Type of vibrations
[Hz]
I 699 Longitudinal
II 2047.3 Longitudinal
III 3445 Longitudinal
IV 3788.6 Transverse
V 3879 Complex
VI 4610.5 Complex
VII 4676.6 Torsional

In Figure 8 the maximum principal (σ1) stress distributions for mode II of crankshaft free vibration is presented.
This result is related to the maximum amplitude of blade vibration of 0.1 mm. The maximum stress area (306 MPa)
is located in the critical zone of the crankshaft where the crack was initiated. For modes: I and III-VII location of
maximum stress zones not covers the crack initiation area. Results of performed in this study modal analysis showed
that the mode II of resonant vibration could be excited during work of the engine. At this mode only the high stress
occurs in the critical region of crankshaft where the fracture was observed.

Fig. 8. Maximum principal (1) stress distribution for the crankshaft during mode II of free vibration (2047,3 Hz, vibration amplitude
of 0,1 mm). Model scale of deformation 50:1.
376 Lucjan Witek et al. / Procedia Structural Integrity 5 (2017) 369–376
8 Lucjan Witek et al. / Structural Integrity Procedia 00 (2017) 000–000

7. Conclusions

In this study the failure, stress and modal analysis of the crankshaft of natural aspirated diesel engine was
performed. In order to explain the fracture reasons both the visual examination and the investigation of the shaft
material were made. In next part of the work the nonlinear finite element analysis was performed in order to determine
the stress state in the crankshaft during work of the engine at maximum power. In numerical analysis the complex
boundary conditions were defined in order to simulate the interaction of the connecting rods and the crankshaft. In
final part of the work the numerical modal analysis of the crankshaft was performed. As a result the modes and
frequencies of free vibration for the shaft were determined.
Based on the results of presented investigations the following conclusions were formulated:
1. The beach marks detected on the fracture indicate that the crankshaft failure was related to the fatigue of material.
The crack origin was not covered by the corrosion products.
2. The micro cracks was detected on crankshaft fracture, in the crack initiation zone.
3. The mechanical properties of crankshaft material cover the standard values.
4. The maximum principal stress value (44.38 MPa, results of nonlinear static analysis for LC_4) is located on the
fillet of the bearing journal no. 4. This zone not overlaps the crack origin (fillet of the crank pin no 4) where the
σ1 stress is equal to 26.6 MPa. The stress value in fillet of the crank pin no. 4 (crack origin zone) achieves only
6 % of the yield stress of the crankshaft material (445 MPa).
5. Results of numerical modal analysis showed that during second mode of free vibrations the high stress area (306
MPa at amplitude of 0.1 mm) is located in critical zone of crankshaft where the crack was initiated.
6. The crankshaft failure was probably caused by the resonant vibrations excited by an unbalanced shaft. The high-
cycle fatigue conditions related to resonant vibrations caused decrease the fatigue life of crankshaft.

Recommendations:

1. Introduce the larger fillet radius on the crank pins in order to decrease the notch effect.
2. Extend the material investigations in order to check the genesis of micro-cracks presented in Fig. 3b.
3. Introduce the fillet rolling process on crank pins fillets. The negative preliminary stress obtained after rolling
process causes increase the number of load cycles to crack initiation.

Acknowledgements

The research leading to these results has received funding from the People Programme (Marie Curie International
Research Staff Exchange) of the European Union's Seventh Framework Programme FP7/2007-2013/ under REA
grant: PIRSES-GA-2013-610547.

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