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ICACAR-2022 IOP Publishing
Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

Fatigue strength analysis of crankshaft based on RULES FOR

CLASSIFICATION OF SEA-GOING STEEL SHIPS

Sensen Jia, Guixin Wang* and Jialiang Zhu

Power and Energy Engineering Department Harbin Engineering University, Harbin,
China

wangguixin123@126.com

Abstract. Based on the force analysis of a high strength marine diesel engine crankshaft in one
cycle, the crankshaft fatigue strength checking method of Classification Society was used to
check the crankshaft. It can be known that the empirical formula method is more conservative
according to comparing the acceptability factor which are calculated by empirical formula
method and finite element method. The nominal alternating torsional stress is determined by the
inverse method of crankshaft fatigue strength checking method, which is the criterion of fatigue
strength of the crankshaft. The fatigue strength of crankshaft can be improved by increasing fillet
radius, web thickness or web width.

Keywords: Crankshaft; Fatigue strength; Alternating stress; Stress concentration factor;

Acceptability factor

1. Introduction
The crankshaft is one of the important parts of the diesel engine, which bears the periodic alternating
load produced by the gas pressure of fuel combustion in the cylinder, and the crankshaft also bears the
inertia force and shafting vibration and other loads. The fatigue strength of crankshaft largely determines
the service life of diesel engine, so it is necessary to analyze the fatigue strength of crankshaft.
There are two methods of crankshaft fatigue strength analysis: experimental research and calculation
of analysis[1]. The method of experimental research includes photoelastic mechanics[2], resistance
strain measurement[3] and fatigue test[4]. Analysis and calculation include traditional calculation
method and finite element method, among which the traditional calculation method includes simply-
supported beam method and continuous beam method. The test study is time-consuming and expensive,
and needs to be carried out on the crankshaft that already made, which cannot be carried out during the
stage of crankshaft design. The finite element method is a commonly used method to calculate
crankshaft stress, which can accurately calculate the stress results. The finite element method can be
used for the static strength analysis of crankshaft[5, 6] and multi-body dynamic analysis[7]. The
continuous beam method takes the whole crankshaft as the research object, considering the interaction
between each crank and each element of the crankshaft, the mechanical model established by it is closer
to the actual situation. However, some stiffness parameters in the mechanical model of continuous beam
need to be tested, so they are not suitable for the initial design stage of crankshaft. The main journal
fillet and the crankpin fillet will bear great stress, but the stress in the main journal fillet and the crankpin

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Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

fillet cannot be obtained by using the continuous beam method[8]. Although the calculation precision
of simply supported beam method is not high, the calculation method is relatively simple, suitable for
the preliminary design of crankshaft.
Taking a high strengthening marine diesel engine crankshaft as the research object, by referencing
RULES FOR CLASSIFICATION OF SEA-GOING STEEL SHIPS[9] of China Classification Society,
the study carry on the crankshaft fatigue strength analysis and calculation. The purpose of this study is
to compare different calculation methods and research the influence of crankshaft size parameters on
fatigue strength.

2. Calculation method
The crankshaft fatigue strength calculation method in the specification is based on the assumption that
the maximum stress is experienced at the fillet transitions between the crankpin and web, the fillet
transitions between the main journal and web, and outlets of crankpin oil bores. By force analysis, the
stress can be calculated. Then the acceptability factor can be calculated to judge whether the crankshaft
strength meets the requirement Generally, through reasonable design and processing, the acceptability
factor of oil bores can be higher than that of fillet[10], so fatigue calculation is only carried out at fillet.
The main performance parameters of the model are shown in Table 1.
Table 1. Main performance parameters of diesel engine.
Parameters Value
Cylinder bore/mm 170
Stroke/mm 195
Explosion pressure/MPa 17.5
Tensile strength of crankshaft material 𝑅𝑚 /MPa 880
Distance between main journal centre line and web centre 𝐿1 /mm 53.5
Distance between main journal centre line and connecting-rod
104.5
centre 𝐿2 /mm
Distance between two adjacent main journal centre lines 𝐿3 /mm 254
Connecting-rod length/mm 350
Crank radius/mm 97.5

2.1 Force analysis of crank connecting rod mechanism

The crank, piston, and connecting rod form a crank connecting rod mechanism. Figure 1 shows the force
on the crank connecting rod mechanism. Figure 2 and Figure 4 show the crank structure.
𝑐𝑜𝑠(𝛼+𝛽)
𝑃𝑅 = 𝑃𝐶 𝑐𝑜𝑠(𝛼 + 𝛽) = 𝑃 𝑐𝑜𝑠𝛽
(1)
𝑠𝑖𝑛(𝛼+𝛽)
𝑃𝑇 = 𝑃𝐶 𝑠𝑖𝑛(𝛼 + 𝛽) = 𝑃 𝑐𝑜𝑠𝛽
(2)

Where, 𝑃 is the total reciprocating force on the piston, which is synthesized by gas pressure and
reciprocating inertia force of the piston, N; 𝑃𝐶 is the connecting rod thrust along the center line of the
connecting rod decomposed by 𝑃, N; 𝑃𝑅 is the normal force on the crankshaft decomposed by 𝑃𝐶 , N;
𝑃𝑇 is the tangential force on the crankshaft decomposed by 𝑃𝐶 , N; 𝛼 is crank angle, degree; 𝛽 is the
swinging angle of the connecting rod, degree.
The big end of the connecting rod produces centrifugal inertia force with the turning movement of
the crankpin. Only the centrifugal force of the big end of the connecting rod is transmitted to the crank

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Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

pin, while the centrifugal force of the whole turning mass is transmitted to the main journal. Radial force
𝑃𝑁 is synthesized by normal force 𝑃𝑅 and centrifugal inertia force 𝑃𝑡 :
Crank pin:𝑃𝑁 = 𝑃𝑅 − 𝑚𝐶𝐵 𝑅𝜔2 (3)
Main journal:𝑃𝑁 = 𝑃𝑅 − (𝑚𝑘 + 𝑚𝐶𝐵 )𝑅𝜔2 (4)
Where, 𝑚𝐶𝐵 is the conversion mass of the big end of the connecting rod, kg; 𝑚𝑘 is the conversion
mass of crank, kg; 𝑅 is crank radius, mm; 𝜔 is the crankshaft angular velocity, rad/s.
The radial force 𝑃𝑁 and tangential force 𝑃𝑇 on crankpin and main journal in a period can be obtained
by calculation. The diesel engine studied is v-type, and there are two parallel connecting rod on one
crankpin. The force curves of the two connecting rod on the crankshaft in a cycle can be calculated
respectively, and the total force on the crankpin and main journal can be obtained by superposition of
the two according to the ignition phase.

Figure 1. Force diagram of crank connecting Figure 2. Diagram of crank structure 1.

rod mechanism.

2.2 Stress calculation

The calculation of nominal alternating bending stress is based on statically determinate system,
considering the unit crank as a simply supported beam.
𝑀𝐵𝑁
𝜎𝐵𝑁 = ± × 103 (5)
𝑊𝑒𝑞

Where, 𝜎𝐵𝑁 is the nominal alternating bending stress, MPa; 𝑀𝐵𝑁 is nominal alternating bending
moment, N∙m; 𝑊𝑒𝑞 is the modulus of flexural section of web cross-section, mm3.
Nominal alternating compressive stress is also obtained by simply supported beam method.
(𝑄𝐵𝑚𝑎𝑥 −𝑄𝐵𝑚𝑖𝑛 )/2
𝜎𝑄𝑁 = ± (6)
𝐹

Where, 𝜎𝑄𝑁 is the nominal alternating compressive stress, MPa; 𝑄𝐵𝑚𝑎𝑥 is the maximum radial
reaction force, N; 𝑄𝐵𝑚𝑖𝑛 is the minimum radial reaction force, N; 𝐹 is the modulus of relevant section
of web, mm2 .
The nominal alternating torsional stress can be obtained by torsional vibration calculation[11] or test,
but it is not possible to test in the preliminary design, a nominal alternating torsional stress 𝜏𝑁 value can
be set as the basis for calculation. This assumption is based on the crankshaft has the minimum

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ICACAR-2022 IOP Publishing
Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

acceptability factor Q, that is, its calculation results should be Q≥1.15. Therefore, it can be considered
that the value of 𝜏𝑁 is the limit value of the torsional stress of the crankshaft, that is, the allowable
torsional stress of the crankshaft.
The nominal alternating bending, torsional and compressive stresses of the relevant sections of the
web are multiplied by the corresponding stress concentration factors to obtain the alternating stresses at
the fillet. According to the maximum strain energy intensity theory[12], alternating bending stress and
alternating torsional stress are integrated into equivalent alternating stress.
Crank pin fillet: σV = ±√(σBH + 𝜎add )2 + 3τH 2 (7)

Main journal fillet: σV = ±√(σBG + 𝜎add )2 + 3τG 2 (8)

Where, σV is equivalent alternating stress, MPa; 𝜎add is the additional bending stress, 𝜎add=10MPa;
𝜎𝐵𝐻 is the alternating bending stress of crankpin fillet, MPa; 𝜎𝐵𝐺 is the alternating bending stress of
main journal fillet, MPa; 𝜏𝐻 is the alternating torsional stress of crankpin fillet, MPa; 𝜏𝐺 is the
alternating torsional stress of main journal, MPa.

Figure 3. Flow chart of crankshaft strength calculation (main journal fillet).

2.3 Acceptability criteria of crankshaft

Fatigue strength is the value of the alternating bending stress sustained by the crankshaft fillet at the
highest stress point. The allowable fatigue strength 𝜎𝐷𝑊 can be calculated as follows.
Crank pin fillet:
785−Rm 196 1
σDW = ±K(0.42R m + 39.3)[0.264 + 1.073D−0.2 + 4900
+ R √R ] = 314.509MPa (9)
m H

Main journal fillet:

785−Rm 196 1
σDW = ±K(0.42R m + 39.3)[0.264 + 1.073DG −0.2 + 4900
+ R √R ] = 308.611MPa (10)
m G

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Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

Where, K is the fatigue strength coefficient of the crankshaft, which is related to the process of the
crankshaft material. This crankshaft material adopts continuous fiber forging, so K=1.05. 𝑅𝑚 is the
tensile strength value of crankshaft material, 𝑅𝑚 =880MPa; D is the diameter of crankpin, mm; DG is the
diameter of main journal, mm; R H is the radius of crankpin fillet, mm; R G is the radius of the main
journal fillet, mm.
The acceptability factor Q is calculated by formula (11):
σDW
Q= σV
(11)

When Q≥1.15, the crankshaft fatigue strength is considered qualified.

Figure 3 is the flow chart of the strength calculation of the main journal fillet. The strength of the
crankpin fillet has no nominal alternating compressive stress compared with that of the main journal
fillet. Based on flow chart, crankshaft strength check method can be programmed design, Zongzheng
Ma[13] and Xiaoli Yang[8] did the related work, but they only programmed the beam method or the
force of the crank connecting rod mechanism, the stress concentration factor and acceptability factor
program design did not achieve. It can make the calculation more complete and more convenient.

Figure 4. Diagram of crank structure 2.

3. Stress concentration factor

There are two methods to calculate the stress concentration factor. One is to use the empirical formula,
the other one is the finite element method. The application scope of the empirical formula is limited by
the crankshaft structure size, when the crankshaft structure size beyond the scope of application, the
empirical formula can not be used to calculate the stress concentration factor, at this time the finite
element method comes in.

3.1 Empirical formula method

Table 2. Input parameters of stress concentration factor calculation.
Parameters Value
Crankpin diameter D/mm 128
Diameter of axial bore in crankpin 𝐷𝐵𝐻 /mm 66
Diameter of oil bore in crankpin 𝐷𝑂 /mm 7
Fillet radius of crankpin 𝑅𝐻 /mm 7.5
Recess of crankpin fillet 𝑇𝐻 /mm 0
Journal diameter 𝐷𝐺 /mm 152

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Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

Diameter of axial bore in journal 𝐷𝐵𝐺 /mm 0

Fillet radius of journal 𝑅𝐺 /mm 7.5
Recess of journal fillet 𝑇𝐺 /mm 0
Pin eccentricity E/mm 42.5
Web thickness W/mm 39
Web width B/mm 188.18
Crank pin length/mm 104
Table 2 is the dimension parameters used to calculate the stress concentration factor. These
dimension parameters should be converted into relative scales and put into the empirical formula to
obtain the results. Table 3 is the calculation formula of relative scale and application range. The
calculated relative scale should meet the application range, then the stress concentration factor obtained
by the empirical formula is effective. The results are shown in Table 4.
Table 3. Relative scale calculation formula and application range.

Calculation formula Application range

𝑟 = 𝑅𝐻 /𝐷(crankpin) 𝑟 = 𝑅𝐺 /𝐷(journal) 𝑒 ≤ 0.5
𝑒 = 𝐸/𝐷 0.2 ≤ 𝑤 ≤ 0.8
𝑤 = 𝑊/𝐷 1.1 ≤ 𝑏 ≤ 2.2
𝑏 = 𝐵/𝐷 0.03 ≤ 𝑟 ≤ 0.13
𝑑0 = 𝐷0 /𝐷 0 ≤ 𝑑𝐺 ≤ 0.8
𝑑𝐺 = 𝐷𝐵𝐺 /𝐷 0 ≤ 𝑑𝐻 ≤ 0.8
𝑑𝐻 = 𝐷𝐵𝐻 /𝐷 0 ≤ 𝑑0 ≤ 0.2
𝑡𝐻 = 𝑇𝐻 /𝐷 /
𝑡𝐺 = 𝑇𝐺 /𝐷 /
Table 4. Stress concentration factor.
Crankpin fillet Main journal fillet
The stress concentration The stress concentration
1.785 1.522
factor for bending𝛼𝐵 factor for bending𝛽𝐵
The stress concentration The stress concentration
2.083 2.478
factor for torsion𝛼 𝑇 factor for compression𝛽𝑄
The stress concentration
/ / 2.175
factor for torsion𝛽𝑇

3.2 Finite element method

ANSYS WORKBENCH is used as the finite element analysis software. The model was processed
according to the requirements of specifications. The completed model was shown in Figure 5, with
552,904 nodes and 367,575 grid cells.

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Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

Figure 5. Crank grid.

Apply pure torsional load to crank, extract principal stress 𝜎1 ，𝜎2 ，𝜎3 of all nodes at crankpin and
main journal fillet respectively, and calculate equivalent torsional stress 𝜏𝑒 (𝑀𝑃𝑎) of crankpin and main
journal respectively according to equation (12).
|𝜎1−𝜎2 | |𝜎2 −𝜎3 | |𝜎1 −𝜎3 |
𝜏𝑒 = max ( 2
, 2
, 2
) (12)
The maximum equivalent torsional stress of crankpin fillet and main journal fillet can be found, then
the torsional stress concentration factor can be calculated.
𝜏𝑒,𝛼
𝛼𝑇 = 𝜏𝑁
(13)
𝜏𝑒,𝛽
𝛽𝑇 = (14)
𝜏𝑁

Where 𝜏𝑒,𝛼 , 𝜏𝑒,𝛽 are the maximum equivalent torsional stress at the crankpin fillet and main journal
fillet, MPa.
Pure bending load is applied to the crank, the maximum value is directly selected from the equivalent
stress of all nodes at crankpin and main journal fillet, and the bending stress concentration factors 𝛼𝐵 ,
𝛽𝐵 at crankpin and main journal fillet are calculated as follows:
𝜎
𝛼𝐵 = 𝜎𝑒,𝛼 (15)
𝐵𝑁
𝜎𝑒,𝛽
𝛽𝐵 = 𝜎 (16)
𝐵𝑁

Where, 𝜎𝑒,𝛼 , 𝜎𝑒,𝛽 are the maximum equivalent bending stress at the crankpin fillet and main journal
fillet, MPa.
The compression stress concentration factor 𝛽𝑄 was calculated by applying bending and shear load
to the crank. For V-type engine, it can be simulated by using only one connecting rod thrust. Figure 6
shows the boundary and load conditions of the in-line engine, which are consistent with the V-type
engine, and the point of force load is shown in Figure 7. Extract the maximum equivalent stress at the
fillet of the main journal, then the compressive stress concentration factor 𝛽𝑄 is:
𝜎3𝑃 −𝛽𝐵 𝜎𝑁3𝑃
𝛽𝑄 = 𝜎𝑄3𝑃
(17)

Where, 𝜎𝑁3𝑃 is the bending stress at the center of the web, namely, 𝜎𝐵𝑁 ; 𝜎𝑄3𝑃 is the nominal
compressive stress, namely, 𝜎𝑄𝑁 .

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Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

Figure 6. Boundary and load condition of 3- Figure 7. Point of force load.

point bending load case of an inline.

4. Calculation results and discussion

4.1 The allowable alternating torsional stress calculated by the inverse method
The nominal alternating torsional stress 𝜏𝑁 value can be replaced by the allowable torsional stress, set
the acceptability factor Q=1.15, then the allowable torsional stress of crankpin is [𝜏𝑁𝐻 ]=35.213MPa, the
allowable torsional stress of main journal is [𝜏𝑁𝐺 ]=27.732MPa. The allowable torques corresponding to
crankpin and main journal are:
[𝑀𝑇 ] = [𝜏𝑁𝐻 ]𝑊𝑃𝐻 = 13474.886𝑁 ∙ 𝑚
[𝑀𝑇 ] = [𝜏𝑁𝐺 ]𝑊𝑃𝐺 = 19122.038𝑁 ∙ 𝑚
Where, 𝑊𝑃𝐻 is the crankpin section modulus of torsion the, mm3; 𝑊𝑃𝐺 is the main journal section
modulus of torsion, mm3.
It can be seen that the allowable torque of the main journal is higher than that crankpin. In order to
make both of them meet the requirements, the allowable torque of the crankpin is adopted. Then the
nominal alternating torsional stress of the crankpin 𝜏𝑁𝐻 = 35𝑀𝑃𝑎. The nominal alternating torsional
stress of the main journal can be obtained by equation (18):
𝜏𝑁𝐻 𝑊𝑃𝐻
𝜏𝑁𝐺 = 𝑊𝑃𝐺
= 19.424𝑀𝑃𝑎 (18)

4.2 Result and analysis

Through the above calculation, the acceptability factor is obtained. The results are shown in Table 5.
Table 5. The stress concentration factor and acceptability factor.
Crankpin fillet Main journal fillet
Empirical Empirical
Methods Finite element Finite element
formula formula
The stress concentration
1.785 1.629 1.522 1.571
factor for bending
The stress concentration
2.083 1.785 2.175 2.337
factor for torsion
The stress concentration
/ / 2.478 2.029
factor for compression
Acceptability factor 1.152 1.274 1.197 1.193

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When the finite element method is used to calculate the stress concentration factor, it first calculates
the stress of the corresponding fillet and then divides the stress of the relevant section of the web to get
the stress concentration factor, which is solved according to its definition. The empirical formula method
directly calculates the stress concentration factor through a series of formulas and then calculates the
fillet stress. It can be seen that the finite element method is more accurate and closer to the actual
situation. In addition, as long as a certain load is applied in the finite element method, the corresponding
equivalent stress will be generated, so the stress concentration factor has nothing to do with how much
load is applied. For the empirical formula method, when the size parameters of the crank exceed the
range of use, the error will be large, so it is no longer applicable.
For crankpin fillet, the bending and torsional stress concentration factors obtained by finite element
method are smaller than those obtained by empirical formula, so the acceptability factor obtained by
finite element method is larger than that obtained by empirical formula method. For main journal fillet,
the bending and torsional stress concentration factors of the finite element method are larger than those
of the empirical formula method; The compressive stress concentration factors obtained by finite
element method is smaller than that obtained by empirical formula; Finally, acceptability factor obtained
by finite element method is a little bit smaller. Static test shows that when bending, opening the inner
hole of the crankpin can reduce the stress at the main journal fillet, but can increase the stress a little at
the crankpin fillet[10]. The axial bore of crankpin is considered in the empirical formula method, while
the crank model used in the finite element method simplifies the axial bore of crankpin, so the
acceptability factor of crankpin fillet in the finite element method is slightly smaller than 1.274, and the
acceptability factor of main journal fillet is slightly larger than 1.193. Therefore, the calculating result
for the fatigue strength of crankshaft of finite element method is safer, while the empirical formula
method is more strict and has more margin.
𝜏𝑁𝐻 = 35𝑀𝑃𝑎 is the limit value of torsional stress of crankpin, which is a qualified criterion value
of crankshaft strength. Only the actual torsional stress of crankshaft does not exceed this criterion value,
the crankshaft strength can meet the requirements.

Figure 8. The variation of acceptability factor with the Figure 9. Influence of fillet radius on
nominal alternating torsional stress 𝜏𝑁𝐻 of crankpin. acceptability factor.
Figure 8 shows the influence of the nominal torsional stress 𝜏𝑁𝐻 value of crankpin on the
acceptability factor of main journal fillet and crankpin fillet. With the increase of 𝜏𝑁𝐻 , both of them
decrease, 𝜏𝑁𝐻 value has a greater influence on the acceptability factor of crankpin fillet, because the
diameter of the main journal is larger than crankpin, the torsional stress of the main journal is smaller at
the same torque.

4.3 The influence of crank size parameters on crankshaft strength

Figure 9 shows the influence curves of crankpin and main journal fillet radius on their respective
acceptability factor. When the fillet radius increases and other dimension parameters remain unchanged,
the acceptability factor increases and the crankshaft strength increases. As the fillet radius increases
from 6mm to 9mm, the difference of the acceptability factor between the two increases from 0.037 to

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Journal of Physics: Conference Series 2336 (2022) 012004 doi:10.1088/1742-6596/2336/1/012004

0.053, indicating that the fillet radius has a greater influence on the strength of the main journal fillet.
Figure 10 shows the influence curve of web thickness on crankpin and main journal acceptability factor.
When the thickness of the web is increased and other dimension parameters remain unchanged, the
acceptability factor and crankshaft strength of both are increased. The acceptability factor of main
journal fillet increases greater.

Figure 10. Influence of web thickness on Figure 11. Influence of web width on
acceptability factor. acceptability factor.
Figure 11 shows the influence curve of web width on the acceptability factor of crankpin and main
journal. When the width of the web increases and other dimension parameters remain unchanged, the
acceptability factor and the crankshaft strength of both are increased. However, compared with the fillet
radius and the web thickness, the web width has little influence on the strength of the crankshaft. In
addition, amplitude of increase of the main journal fillet acceptability factor with the increase of the web
width is smaller than the crankpin fillet.

5. Conclusion
1) The fatigue strength criterion of the v-type diesel engine crankshaft: the actual torsional stress
of the crankpin 𝜏𝑁𝐻 ≤35MPa. The higher of the torsional stress of crankpin, the lower of the
acceptability factor, and the influence of 𝜏𝑁𝐻 value on the acceptability factor of crankpin fillet
is greater than that of main journal fillet.
2) The method of calculating the stress concentration factor by empirical formula method is more
strict than that by finite element method, the former has a larger safety margin, and the latter is
closer to the actual situation.
3) Crankshaft fatigue strength can be increased by increasing fillet radius, web thickness, or web
width. The influence of fillet radius and web thickness on crankshaft fatigue strength is greater
than web width. This conclusion provides an idea for crankshaft structure optimization.

References
[1] Sun J, Gui C L, Li Z. A review of crankshaft strength analysis for internal combustion engine[J].
Transactions of CSICE, 2002,20(2):179-184.You are suggested to use web references as little
as possible.
[2] Zhang Z G, Yang G Y, He H J. An investigation into crankshaft strength of 40-200 diesel engine
by means of Three-Dimensional Photoelasticity[J]. Transactions of CSICE, 1989(02):158-164.
[3] Niu X X. Analysis for Strength and Experimental Study of Marine Diesel Engine Crankshaft [D].
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