Crankshaft Design
Crankshaft Design
Crankshaft Design
INDUSTRIAL ENGINEERING
ASSIGNMENT ON
DESIGN of CRANKSHAFT
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INDEX
1. INTRODUCTION
3. MATERIAL SELECTION
5. CRANKSHAFT DRAWING
6. MANUFACTURING PROCESSES
8. REFERENCES
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CHAPTER -1
INTRODUCTION
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
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
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
the hydrodynamic film at critical points, and can cause loss of lubrication
because of increased leakage through the greater radial clearances that occur
The crankshaft, depending upon the position of crank, may be divided into
the following two types:
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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
TATA Idica Vista car. The model selected is Quadrajet Aura. The engine runs
chapter
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CHAPTER -2
Our selected engine is Combustion Ignition Diesel Engine. The obvious source of
forces applied to a crankshaft is the product of combustion chamber pressure
acting on the top of the piston. High-performance, contemporary high-
performance Compression-Ignition (CI) engines can see combustion pressures in
excess of 200 bar (2900 psi) which will produce a force of 16529 Kgs acting on a
small 4.00 inch diameter piston. This kind of huge force exerted onto a
crankshaft rod journal which produces substantial bending and torsional
moments and the resulting tensile, compressive and shear stresses. However,
there is another major source of forces imposed on a crankshaft, namely Piston
Acceleration. The combined weight of the piston, ring package, wristpin,
retainers, the conrod small end and a small amount of oil are being continuously
accelerated from rest to very high velocity and back to rest twice each
crankshaft revolution. Since the force it takes to accelerate an object is
proportional to the weight of the object times the acceleration (as long as the
mass of the object is constant), many of the significant forces exerted on those
reciprocating components, as well as on the conrod beam and big-end,
crankshaft, crankshaft, bearings, and engine block are directly related to piston
acceleration. Combustion forces and piston acceleration are also the main
source of external vibration produced by an engine.
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CHAPTER -3
MATERIAL SELECTION
Medium-carbon steel alloys are composed of predominantly the element
iron, and contain a small percentage of carbon (0.25% to 0.45%, described as
‘25 to 45 points’ of carbon), along with combinations of several alloying
elements, the mix of which has been carefully designed in order to produce
specific qualities in the target alloy, including hardenability, nitridability, surface
and core hardness, ultimate tensile strength, yield strength, endurance limit
(fatigue strength), ductility, impact resistance, corrosion resistance, and temper-
embrittlement resistance. The alloying elements typically used in these carbon
steels are manganese, chromium, molybdenum, nickel, silicon, cobalt,
vanadium, and sometimes aluminium and titanium. Each of those elements
adds specific properties in a given material. The carbon content is the main
determinant of the ultimate strength and hardness to which such an alloy can
be heat treated.
In converting the linear motion of the piston into rotational motion, crankshafts
operate under high loads and require high strength. Crankshafts require the
following characteristics
Thus the forged steel crankshafts offer higher strength and stiffness and the other
material characteristics than the cast iron alternative
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CHAPTER -4
DESIGN PROCEDURE
The bearing pressures are very important in the design of crankshafts. The
maximum permissible bearing pressure depends upon the maximum gas
pressure, journal velocity, amount and method of lubrication and change of
direction of bearing pressure. The following two types of stresses are induced in
the crankshaft.
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.
Now, we have to design the crankshaft required for TATA Indica vista car. We
have selected Quadrajet AURA model. The technical specifications are as
mentioned below...
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Power @ speed 75 PS (55KW)@ 4000 rpm
Torque @ speed 190 Nm@ 1750 RPM
Reciprocating mass ( Piston Assy + Assume
Con.rod reci.mass )
Rotating mass ( Con.rod rotating mass Assume
+ Crank mass )
Connecting rod length Assume
Compression ratio 17.6 :1
Engine type Compressor Ignition (CI) Engine
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4.2) CHEMICAL COMPOSITION OF CRANKSHAFT
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...
Based on the chemical composition of the material we will now design the
crank shaft dimensions. Thus the design of crankshaft is to be made by
considering the two positions of crank.
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A) When the crank is at dead centre
Pmax = P * no of cylinders
1248 *10-6*4000
= 55*4/1248*10-6*4000
= 44.07
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Piston force Fp = π/4 * D2*p
= π/4*(69.6)2*44.07
= 167.67 KN
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. T1 + T2 = 0
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We know that
Mc = π/32 * (dc)3 * σb
5834.56 x 103 = π/32 * (dc)3 * 83
dc = 89.46 mm say 90 mm
The bending moment is negative; hence the design is not safe. Thus
the dimensions are on higher side.
dc = 45 mm
hence, lc = 372.57 mm
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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
Bending moment,
M = 4275.33 kN mm
Section modulus
Z = 1/6 *w*t2
= 1/6 * 68 * 13.22
= 1974.72 mm3
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(d) Design of shaft under 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
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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.
Thus performance of the resultant vertical and horizontal forces for the
balancing of crankshaft can be plotted as below...
Vert Component
Resultant moment acting between cylinder 1 & 2 Horz Component
80.00
60.00
40.00
Moment of Force (N-m)
20.00
0.00
-20.00 0 90 180 270 360 450 540 630 720
-40.00
-60.00
-80.00
Crank Angle
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CHAPTER -5
CRANKSHAFT DRAWING
Thus, after conducting successful balancing test we can say the design is
satisfactory for given loads. The final dimensions of the crankshaft are as given
below.
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CHAPTER -6
MANUFACTUTING PROCESSES
Crankshaft is usually outsourced for production by the automobile
industry. Belgaum in Karnataka is the home of the biggest cluster of crankshaft
machining units in India. The units are mainly deploying the old-fashioned
turning process for machining of the pin and web portions in a crankshaft. This
requires multiple set-ups of the component in the machine. In the
process, crankshafts have to be loaded on different machines with special work
holding fixtures to complete the machining task. All this takes considerable
amount of time and also results in inconsistent component accuracies due to
the different set-ups. Material for crankshaft is forged steel of specifications
40Cr4Mo3. The major manufacturing operations are given below..
Operation Description
no
005 Forging Inspection:
The appropriate crankshaft material in the
form of forging will be received from stores
and visually inspected as per the drawing
and placed in workplace area.
020 Crank web milling Journal Milling, Crank pin
025 milling:
030 There is special type of milling cutter used for
035 journal & crankpin milling, as shown. This
cutter is of a special design with cartridges
mounted on the periphery and sides for
simultaneous milling of the pin and web of a
crankshaft. The spindle is driven through a
gearbox by a 37kW motor. The spindle head
is mounted on slide units, which are driven by
servomotors through ball and lead screws.
While one of the servomotors controls the
feed movement of the cutter, another one is
used to index the milling head in various
positions. The spindle head slide is provided
with a hydraulic counterbalance system.
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045 Drilling :
050
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CHAPTER -7
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CRANKSHAFT ASSEMBLY
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CHAPTER -8
REFERENCES
1. http://knol.google.com
2. http://cars.tatamotors.com
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
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Engine by Steve Sapsford
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