Design, Analysis &Optimization of Crankshaft Using CAE

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1 Design, Analysis &Optimization of Crankshaft Using CAE Dhekale Harshada 1, Jagtap Ashwini 2, Lomte Madhura 3, Yadav Priyanka 4 1,2,3,4 Government College of Engineering and Research Awasari, Department of Automobile Engineering, Pune, India ABSTRACT Crankshaft is one of the critical components for effective and precise working of the internal combustion engine. The main objective of this paper involves modeling, analysis of crankshaft, so as to identify the effect of stresses on crank shaft and to find optimum design parameter of existing crankshaft. The modeling software used is CATIA for 3D modeling of crankshaft.the analysis software HYPERMESH is used for linear static analysis of crankshaft.optisrtuct solver is used for finite element analysis of crankshaft. The materials for crankshaft on which analysis was done SAE1052, SAE1045, SAE 1137 and SAE1055 etc. Keywords: crankshaft, CATIA, HYPERMESH, finite element analysis. 1. INTRODUCTION Crankshaft is one of the most important part in internal combustion engine. Crankshaft is large component with complex geometry in engine which converts reciprocating motion of piston into rotary motion of crankshaft. Since the crankshaft experiences large number of load cycles during its service life, fatigue performance and durability of this component has to be considered in design process. Design developments have always been an important issue in crankshaft production industry, in order manufacture less expensive component with minimum weight possible and proper fatigue strength and other functional requirements. These improvements results in lighter and smaller engines with better fuel efficiency and higher power output. This study is conduct on a single cylinder diesel engine crankshaft. The modeling of single cylinder engine crankshaft is done by using CATIA software. The finite element analysis and optimization of crankshaft is done in HYPERMESH using OPTISTRUCT solver. 2. OBJECTIVES 1. To model single cylinder crankshaft using modeling Software CATIA. 2. Analysis of single cylinder engine crankshaft using HYPERMESH software. 3. To identify area where the possibility of stress generation is maximum. 4. To optimize the existing crankshaft and provide optimum design 3. DESIGN CALCULATION FOR CRANKSHAFT The configuration of the diesel engine for this crankshaft is tabulated in table 1. Table 1: Engine specifications No of cylinders 1 Engine type Diesel engine,395 cc Bore/ stroke 85/71.2 Maximum power rpm Maximum speed 55km/hr. Compression ratio 8.5:1 Max. gas pressure 25bar DESIGN OF CRANKSHAFT WHEN THE CRANK IS AT AN ANGLE OF MAXIMUM TWISTING MOMENT Force on the Piston, Volume 4, Issue 4, April 2016 Page 33

2 Pp = Area of the bore x Max. Combustion pressure = (π x D2)/4 x P max = N In order to find the thrust in the connecting rod (Pq), we should first find out the angle of inclination of the connecting rod with the line of stroke (i.e. angle Ø). The crank angle (θ) for maximum torsional moment is given as 35degree. We know that Sin =sin (L/R) =0.143 Which implies Ø = 8.24 We know that thrust in the connecting rod Pq = Pp/ (cos ) From this we have, Thrust on the connecting rod Pq = N Thrust on the crank shaft can be split into Tangential component and radial component (1) Tangential force on the crank shaft, Pt=Pq sin (θ+ Ø) = N (2) Radial force on the crank shaft, Pr= Pq cos (θ+ Ø) = N Reactions at bearings (1 & 2) due to tangential force is given by, (R1) v= (R2) v = 4.176KN (R1) h= (R2) h =3.911KN (Since b1=b2=b/2)= 85mm Design of Crankpin Let dc = Diameter of crankpin in mm. We know that the bending moment at the center of the crankpin, Mc = (R1) v x b2 = KN-mm Twisting moment on the crankpin, KN-mm From this we have the equivalent twisting moment Te = KN-mm We know that equivalent twisting moment Te = x (d c) 3 x τ Shear stress value is limited to 40 N/mm2 So d c = 40m Since this value of crankpin diameter (dc= 40 mm) is less than the when the crank is at top dead center already calculated value of crankpin dia. (dc= 44 mm) therefore, we shall take, dc=44 mm RESULTS:- Diameter of the crankpin = 44 mm Length of the crankpin = 28 mm Diameter of the shaft = 28 mm Web thickness (both left and right hand) = 25 mm Web width (both left and right hand) = 70 mm Volume 4, Issue 4, April 2016 Page 34

3 4. MODELING OF CRANKSHAFT 5. MESHING OF CRANKSHAFT Fig.1-3D model of crankshaft in CATIA Fig2.-meshed model of crankshaft The fig.2 shows the meshed model of crankshaft.hexa-meshing is done on crankshaft. The mesh generation of crankshaft is the first step of finite element analysis. In this step the component is divided into number of small parts. In meshing the numbers of nodes formed are and the no. of elements are the purpose of mesh generation is to perform the analysis on each small element. 6. LOADING AND BOUNDARY CONDITIONS Fig. 3- Boundary conditions applied on crankshaft Volume 4, Issue 4, April 2016 Page 35

4 Crankshaft is a constraint with a ball bearing. The ball bearing does not allow the crankshaft to have any motion other than rotation about its main axis. Since only 180 degrees of the bearing surfaces facing the load direction constraint the motion of the crankshaft, this constraint is defined as a fixed semi-circular surface as wide as ball bearing width. The other side of the crankshaft is journal bearing. Therefore this side was modeled as a semi-circular edge facing the load at the bottom of the fillet radius fixed in a plane perpendicular to the central axis and free to move along central axis direction. Fig. 4-load applied on crankshaft The distribution of load over the connecting rod bearing is uniform pressure on 120 degree of contact area. Since the crankshaft is in interaction with the connecting rod, the same loading distribution will be transmitted to the crankshaft. 7. LINEAR STATIC ANLYSIS OF CRANKSHAFT After the application of boundary conditions and force, the next step is to perform the linear static analysis of crank shaft. In this linear static analysis, we are mainly concern with the total deformation and the stresses acting on the crank shaft (von-misses stresses). When the force is applied, the slight deformation and also the stresses takes place in the crank shaft. The materials used for crankshaft analysis are SAE 1045, SAE1052, SAE1137 and SAE Fig.5- deflection of SAE 1052 Fig.6- von misses stresses SAE 1052 Volume 4, Issue 4, April 2016 Page 36

5 Fig.7- shear stress of SAE 1052 The total deformation of SAE 1052 crank shaft is shown in fig.5. The deformation in the crank shaft is not same throughout. The portion in red colour shows that the deformation at that region is maximum and the portion in blue colour shows that the deformation is minimum in that region. The maximum displacement is mm. The stresses acting on the crank shaft is shown in fig.6. The maximum stresses acting on the crank shaft is indicated by the red colour. The maximum stress (von-misses) is (N/mm^2) as shown above. RESULTS OF TOTAL DEFORMATION AND EQUIVALENT STRESSES OF MATERIALS: Sr.No. Materials Deflection (mm) Von misses stresses (N/mm)^2 Shear stress (N/mm)^2 1 SAE SAE SAE SAE For single cylinder engine crank shaft, linear Static analysis performed on crank shaft using finite element analysis. The crank shaft materials are considered for analyses which are SAE 1045, SAE1055 SAE1137, +and SAE The results obtained are tabulated in table above. The total deformation in all crank shaft materials found to be mm to mm. The von-misses stress in all crank shaft materials found to be 36.2(N/mm)^2 to 36.5(N/mm)^2.By performing the analysis of crank shaft it has been found that the stresses induced in the crank shaft material is minimum for SAE 1052 material of crank shaft. 8. CONCLUSION For single cylinder engine crank shaft, linear static analysis performed on crank shaft using finite element analysis. The crank shaft materials are SAE 1045, SAE1055, SAE 1137 & SAE The results obtained are tabulated in table above. The total deformation in all crank shaft materials found to be mm to mm. The von-misses stress in all crank shaft materials found to be 36.2 N/mm^2 to 36.5 N/mm^2.By performing the analysis of crank shaft it has been found that the stresses induced deflection is minimum for SAE 1052 material of crank shaft. Hence, preferable material for crankshaft is Steel Alloy SAE1052. REFERENCES [1] Finite Element Structural and Fatigue Analysis of Single Cylinder Engine Crank Shaft Bhumesh J. Bagde Laukik P. Raut International Journal of Engineering Research & Technology (IJERT) Vol. 2 Issue 7, July 2013, IJERT, ISSN: [2] Modeling and Analysis of the Crankshaft Using Ansys Software K. Thriveni1 Dr.B.JayaChandraiah2 International Journal of Computational Engineering Research Vol, 03 Issue, 5 [3] Design and Failure Analysis of 4- Stroke Single Cylinder Diesel Engine Crankshaft Ankurkumar D. Pandya 1 PG Scholar, CAD/CAM V.V.P Engineering Collage Rajkot, India International Journal of Engineering Research & Technology (IJERT) ISSN: , Vol. 3 Issue 12, December-2014 Volume 4, Issue 4, April 2016 Page 37

6 [4] Fatigue Failure Analysis of an Automotive Crankshaft and to Find Its Behavior under Different Operating Loads Venkata Swamy Dr. R. Satya Mehra # International Journal of Engineering Research & Technology (IJERT) Vol. 3 Issue 1, January 2014 IJERT ISSN: Volume 4, Issue 4, April 2016 Page 38

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