April 10, 2014

Crankshaft Design and Analysis

Stephen Bibo
San Diego State University
Mechanical Engineering Department
Jason Castaneda
San Diego State University
Mechanical Engineering Department
Christopher Goulet
San Diego State University
Mechanical Engineering Department
EXECUT!E SUMMA"#
$e %ere tas&e' to reverse engineer a cran&sha(t (or a vehicle o( o)r choice* $e
mo'ele' the &inematics, (orces, moment, an' +en'ing an' shear stresses on the
cran&sha(t* $e %ere to analy,e the cran&sha(t )n'er 'ynamic loa'ing -internal (atig)e.
an' to 'etermine the hy'ro'ynamic /o)rnal +earing parameters an' the minim)m "0M
(or ()ll1(ilm l)+rication* The cran&sha(t %e chose came o)t o( an early 12203s
!ol&s%agen (o)r cylin'er engine* $e concl)'e' that (or the given cran&sha(t
speci(ications an' calc)late' 'ata (rom o)r analysis that the cran&sha(t sha(t %o)l'
servicea+le (or at least 200000 miles %ith a minim)m (actor o( sa(ety o( 1*44* $e
'etermine' that ()ll1(ilm l)+rication +egins imme'iately )pon ignition provi'e' the p)mp
can provi'e the oil press)re*
1* "E5U"EME6TS
Design the a)tomo+ile, tr)c&, or motorcycle cran&sha(t associate' %ith the camsha(t
'esigne' in 0ro/ect 72* This pro/ect re8)ires consi'eration o( +oth 'ynamic loa'ing
-(atig)e. ')e to shear an' +en'ing stresses e9erte' on the cran&sha(t as %ell as the 'esign
o( the main an' o((set -or thro%. hy'ro'ynamic /o)rnal +earings*
2* :AC;<"=U6D 6>="MAT=6
The cran&sha(t is the part o( an engine that translates reciprocating linear piston
motion into rotation* t typically connects to a (ly%heel, )se' to start the engine via
geare' teeth an' also to re')ce the p)lsation characteristic o( the (o)r1stro&e cycle* The
opposite en' sometimes has a torsional or vi+rational 'amper to re')ce the torsion
vi+rations o(ten ca)se' along the length o( the cran&sha(t +y the cylin'ers (arthest (rom
the o)tp)t en'* The cran&sha(t %as invente' +y the inventor Al1?a,ari in the 12th
cent)ry*
The cran&sha(t has a linear a9is a+o)t %hich it rotates, typically %ith several
+earing /o)rnals ri'ing on replacea+le +earings hel' in the engine +loc&* As the
cran&sha(t )n'ergoes a great 'eal o( loa'ing (rom each cylin'er in a m)lticylin'er
engine, an' m)st +e s)pporte' +y several s)ch +earings* The cran&sha(t also has a
se8)ence o( ro' /o)rnals o((set (rom the main centers* The amo)nt o( o((set the ro'
/o)rnal has in relation to the main /o)rnals is @ the length o( the stro&e*
0iston
Direction
nta&e
0ort
E9ha)st
0ort
Cran&sha(t
Degrees
Camsha(t
Degrees
0o%er Do%n, TDC
to :DC
Close' Close' 0 to 1A0 0 to 20
E9ha)st Up, :DC to
TDC
Close' =pen 1A0 to BC0 20 to 1A0
nta&e Do%n, TDC
to :DC
=pen Close' BC0 to D40 1A0 to 240
Compression Up, :DC to
TDC
Close' Close' D40 to 420 240 to BC0
B* C"A6;SEA>T 6>="MAT=6
$e chose a 1220 !ol&s%agen 41cylin'er 1*2F engine single overhea' cam %ith t%o
valves per cylin'er*
Volkswagen 1788CC S!"C # Cylinder
cylin'er (iring or'er 11B1412
ma9im)m "0M C000
compression ratio A*0G1
+ore 'iameter -:ore. A2*D mm
stro&e -Stro&e. AC*4 mm
ro' length center to center -+. 1BC mm
ro' /o)rnal 'iameter 4A mm
ro' /o)rnal length 2D mm
'istance (rom /o)rnal to ro'
center o( mass ( )
1
L
41 mm
'istance (rom piston to ro'
center o( mass ( )
2
L
2D mm
main /o)rnal 'iameter DA mm
main /o)rnal length 2D mm
'istance (rom main +earing to
thro% center o( mass cm
X
12*4 mm
1$%$ A&S& Steel nor'ali(ed
Tensile #iel' Strength -S
y
. 424 M0a
Ultimate Tensile Strength -S
)t
. 44D M0a
:rinell Ear'ness -1E:. 214
"* 6orton, Machine Design, An ntegrate' Approach, Thir'
E'ition, 0rentice Eall -200C.
Co'ponent )asses
*o'ponent 'ass +gra's,
connecting ro' ( )
r
m
DAA
piston an' pin
( )
p
m B00
thro%
( )
throw
m D00
4* 0"=?ECT ASSUM0T=6S
1* At the inta&e stro&e, the inta&e mani(ol' press)re is 6=T e8)al to
atmospheric press)re rather it is )n'er vac))m create' +y the piston
'o%nstro&e p)lling air into the cham+er*
2* The ma9im)m temperat)re o( the engine is on 20H o( the a'ia+atic (lame
temperat)re o( gasoline ( )( ) 20BC 22C2 2 * 0 K T
AFT
*
B* The rotational spee' o( the cran&sha(t is constant*
4* Air1()el mi9t)re is consi'ere' as an i'eal gas*
D* nta&e, compression, po%er an' e9ha)st processes can +e consi'ere'
isentropic e9cept (or com+)stion*
C* 0olytropic e9ponent is 1*B (or C engine*
4* >="CE A6AF#SS
$e )se' the (ollo%ing e8)ations to create an e9cel sheet to mo'el the &inematics, (orces,
moments, an' +en'ing an' shear stresses on the cran&sha(t* The 'ata is represente' in
the graphs (ollo%ing the e8)ations*
-iston .or*es
cran&sha(t angle
r thro% o((set
b ro' length
rpm B000
average engine spee'
-olytropi* e/uations

,
_

,
_

,
_

x
y
n
n
y
x
n
x
y
T
T
P
P
1
1

,
_

sin arcsin
b
r
-iston displa*e'ent
( ) ( ) ( ) ( ) r b b r s + cos cos
-iston area
( )
4
2
Bore
A
p

0otal *ylinder 1olu'e

,
_

4 4 1
A Stroke
A
V
V
V
V V
V
V
p
nt displaceme
TDC
TDC
nt displaceme TDC
TDC
tot

,
_

+ Stroke
Stroke
A V
p tot
4
Cylinder 1olu'e
( ) ( )
p tot
A s V V
&ntake 1olu'e
( )
p tot
A s V V 1A0
int
&ntake pressure
kPa P D2
int

&ntake te'perature
K T B22
int

-ressure during *o'pression

( )
( )
int
int
P
V
V
P
n
comp

,
_

0e'perature during *o'pression

( )
( )
int
1
int
T
V
V
T
n
comp

,
_

Co'bustion te'perature
The a'ia+atic (lame temperat)re o( gasoline -octane. is 22C2 ;* The engine ma9
temperat)re is +ase' on 20H o( the a'ia+atic (lame temperat)re o( gasoline*
( )( ) 20BC 22C2 2 * 0 K T
AFT
-re2*o'bustion pressure
( )
int
int
BDD
P
V
V
P
n
comb pre

,
_

-re2*o'bustion te'perature
( )
int
1
int
BDD
T
V
V
T
n
comb pre

,
_

Co'bustion pressure
comb pre
comb pre
AFT
comb
P
T
T
P

0e'perature during power stroke

( )
( )
AFT
n
comb
power
T
V
V
T
1

,
_

-ressure after *o'bustion

( )
( )
comb
n
n
AFT
power
power
P
T
T
P
1

,
_

Cylinder Pressure, P()

0
500
1000
1500
2000
2500
3000
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700
crankshaft angle, (degrees)
c
y
l
i
n
d
e
r

p
r
e
s
s
u
r
e
,

p
(

)

(
k
P
a
)
Gas for*e
( ) ( ) ( )
atm p as
P P A F
Gas Force, Fgas()
-2000.00
0.00
2000.00
4000.00
6000.00
8000.00
10000.00
12000.00
14000.00
0 100 200 300 400 500 600 700 800
crankshaft angle, (degrees)
g
a
s

f
o
r
c
e
,

F
g
a
s
(

)

(
N
)
-iston displa*e'ent
( ) ( )
2 2 2
. sin- cos r b r ! +
-iston 1elo*ity
2 2 2
2
. sin-
. cos- . sin- 2
. sin- 2 . -

r b
r
r V
p

-iston a**eleration
( )
( )
( )
2 2 2
2 2 2 4
B
2 2 2
2
2
2 2
. sin-
. cos- . sin- 4
. sin-
. cos- . sin- 4
. cos- 4 . -

r b
r
r b
r
r a
p

-iston body for*e
( )
p p p body
a m F
,
.or*e on *rankshaft due to gas and piston body for*es
( ) . cos-
r c
F F
0or/ue on *rankshaft due to gas and piston body for*es
( ) . cos- . cos- r F T
p
Conne*ting 3od .or*es
3od 42position
( ) . sin- 1
2 1
1
r
L L
L
x
r

,
_

+

3od 421elo*ity
( ) . cos- 1 2
2 1
1
,
r
L L
L
V
x r

,
_

+

3od 42a**eleration
( ) . sin- 1 4
2 2
2 1
1
,
r
L L
L
a
x r

,
_

+

3od y2position
( ) ( )
2 2 2
2 1
1
. sin- cos r b
L L
L
r y
r

,
_

+
+
3od y21elo*ity
( )
2 2 2
2 1
2
1
,
. sin- . -
. sin- . cos- 2
. sin- 2

r b L L
r L
r V
y r
+

3od y2a**eleration
( )
( )
( )
( )

,
_

,
_

+
+
2 2 2
2 2 2 2 2
2
B
2 2 2
2 2 2 2
2 1
1 2 2
,
. sin-
cos . sin- 4
. sin-
. sin- . cos- 4
. cos- 4

r b
r
r b
r
L L
L
r a
y r
3od e/ui1alent 'ass
r e"#i$ r
m
L L
L
m

,
_

2 1
1
,
Body 42for*e
( )
e"#i$ r x r x
m a F
, ,

Body y2for*e
( )
e"#i$ r x r y
m a F
, ,

0or/ue on *rankshaft due to rod body for*es
( ) ( ) ( ) sin cos r F r F T
y x r

.or*e on *rankshaft due to rod body for*es
( ) ( ) ( ) sin cos
, x y r body
F F F +
0hrow .or*es
Centripetal for*e
2
,
C0
2

,
_

cm throw throw centrip
X m F
0otal .or*es
0or/ue
( )
p r as
T T T T + +
Body for*e on 'ain shaft
( )
throw centrip r body p body body
F F F F
, , ,
+ +
.or*e of one *ylinder
( )
as body cyl
F F F +
Force of One Cylinder, Fcyl()
-6,000
-4,000
-2,000
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
0
2
5
5
0
7
5
1
0
0
1
2
5
1
5
0
1
7
5
2
0
0
2
2
5
2
5
0
2
7
5
3
0
0
3
2
5
3
5
0
3
7
5
4
0
0
4
2
5
4
5
0
4
7
5
5
0
0
5
2
5
5
5
0
5
7
5
6
0
0
6
2
5
6
5
0
6
7
5
7
0
0
crankshaft angle, (degrees)
f
o
r
c
e

(
N
)
cylinder force, Fcyl() body force, Fbody() gas force Fgas()
D* ST"ESS A6AF#SS
d +earing 'iameter
Area
4
2
d
A

-olar 'o'ent of inertia

B2
2
d
%

)o'ent of inertia
C4
4
d
&

0orsion
%
Td
torsion
2
. -
( )
c
F
Bearing rea*tion for*es
( ) ( ) ( ) ( )
1
]
1

+

b a
a
F ' F '
c B c A
1
( )
( )
b a
a F
'
c
B
+

Shear for*e
( ) ( )
A
' V
0rans1erse shear stress
A
V
trans$erse
B
4
. -

0otal shear stress
( )
torsion trans$erse
+
Bending 'o'ent
( )
entration StressConc A
X ' (

( )
B
'
( )
A
'
Stress Concentration
Total Shear Stress on Output earing, !() and ending "o#ent, "()
-6
-4
-2
0
2
4
6
8
10
12
14
0 50 100 150 200 250 300 350 400 450 500 550 600 650 700
crankshaft angle, (degrees)
t
o
t
a
l

s
h
e
a
r

s
t
r
e
s
s
,

!
(

)

(
"
P
a
)
-1,500
-1,000
-500
0
500
1,000
1,500
2,000
$
e
d
n
i
n
g

#
o
#
e
n
t
,

"
(

)

(
N
#
)
sear s!ress, "() bending #o#en!, $()
Bending stress
( )
&
(d
bend
2

Total Shear Stress, !() and ending Stress, %$end()
-60
-40
-20
0
20
40
60
80
100
0
2
0
4
0
6
0
8
0
1
0
0
1
2
0
1
4
0
1
6
0
1
8
0
2
0
0
2
2
0
2
4
0
2
6
0
2
8
0
3
0
0
3
2
0
3
4
0
3
6
0
3
8
0
4
0
0
4
2
0
4
4
0
4
6
0
4
8
0
5
0
0
5
2
0
5
4
0
5
6
0
5
8
0
6
0
0
6
2
0
6
4
0
6
6
0
6
8
0
7
0
0
7
2
0
crankshaft angle, (degrees)
s
t
r
e
s
s

(
"
P
a
)
sear s!ress, "() bending s!ress, %bend()
54pe*ted fatigue life
$e ass)me that the cran&sha(t %ill +e e9pecte' to last (or aro)n' 200000 miles at an
average spee' o( C0 miles per ho)r at an average o( B000 revol)tions per min)te*
cycles e
re$
ho#r miles
ho#r
miles cycles crank
A
C
min 1
B000
1
min C0
C0
1
. 000 , 200 - I
,
_

,
_

,
_

Bending stress
>rom o)r sprea'sheet 'ata
(Pa
(Pa
b
b
BA * 4
11D
min ,
ma9 ,

(Pa (Pa
(Pa (Pa
nom m
nom a
B * C1
2
BA * 4 11D
D4
2
BA * 4 11D
,
,*

,
_

,
_

Stress Con*entration
(illet ra'i)s r J 1*DA4D mm, ' J DA mm, D J 4C mm,
B1 * 1
d
D
,
0024B * 0
d
r
>rom >ig)re E12 -all ta+les an' (ig)res (rom 6orton3s Machine DesignG An ntegrate'
Approach.
A J 0*2C0, + J 10*2B1
Stati* stress *on*entration fa*tor
21 * 2
DA
DA4D * 1
. 2C0 * 0 - . -
2B1 *

,
_

,
_

b
t
d
r
A K
>rom Ta+le C*C (or
kpsi S
#t
AC
044 * 0 I K a n#mber s )e#ber
6ot*h sensiti1ity
D14 * 0
00C2D * 0
044 * 0
1
1
1
1

,
_

r
a
"
.atigue stress *on*entration fa*tor
CB * 1 . 1 21 * 2 .- D14 * 0 - 1 . 1 - 1 + +
t *
K " K
Since
(Pa S (Pa (Pa K
y nom *
424 1A4 . 11D - CB * 1
ma9,
<
CB * 1
* *m
K K
(Pa (Pa K
(Pa (Pa K
nom m *m m
nom a * a
4 * 22 . B * C1 .- CB * 1 -
0 * AA . D4 .- CB * 1 -
,
,




Shear stress *on*entration fa*tor
Since
(Pa S (Pa (Pa K
y nom *
B42 4 * 12 . C0 * 4 - CB * 1
ma9,
<
CB * 1
* *m
K K
(Pa (Pa K
(Pa (Pa K
nom m *m m
nom a * a
DD * B . 1A * 2 .- CB * 1 -
A0 * A . 41 * D .- CB * 1 -
,
,




Von )ises stress
(Pa
(Pa
m xy m y m x m y m x m
a xy a y a x a y a x a
2 * 22 . DD * B .- B - . 0 .- 4 * 22 - . 0 - . 4 * 22 - B
0 * A2 . A0 * A .- B - . 0 .- 4 * A4 - . 0 - . 4 * A4 - B
2 2 2 2
, , ,
2
,
2
,
K
2 2 2 2
, , ,
2
,
2
,
K
+ + + +
+ + + +


C* 6TE"6AF >AT<UE A6AF#SS
Since the cran&sha(t is e9pecte' to last over a million cycles, %e ass)me in(inite li(e (or
(atig)e analysis*
7n*orre*ted enduran*e li'it
( ) ( ) (Pa (Pa S S
#t e
B4B 44D D * 0 D * 0
K
(or steel,
(Pa (Pa S
#t
1400 44D <
Corre*tion fa*tors
1
load
C
(or primarily +en'ing
>or a rotating soli' sha(t
A02 * 0 . DA - 1A2 * 1 . - 1A2 * 1
024 * 0 024 * 0


d C
si+e
>rom >ig)re C*2C (or polishe'
2 * 0
s#r*
C
>or C T

4D0
1
temp
C
4DB * 0 H 2 * 22 L
y reliabilit
C
1
en$
C

S
e
C
load
C
size
C
reliab
C
surf
C
temp
C
env
S
e
'
(Pa (Pa S
e
202 . B42 .- 1 .- 1 .- 2 * 0 .- 4DB * 0 .- A02 * 0 .- 1 -
.a*tor of safety
Ass)ming that
m
a
'
K
K

J constant
44 * 1
. 202 .- 2 * 22 - . 44D .- A2 -
. 44D .- 202 -
. .- - . .- -
. .- -
K K

+

(Pa (Pa (Pa (Pa

(Pa (Pa
S S
S S
)
e m #t a
#t e
*

4* E#D="D#6AMC ?=U"6AF :EA"6< A6AF#SS
)ain Bearing
Crankshaft roughness
m '
"
02 * 1
1

Bearing roughness for *ad'iu' base bearing 'aterial
m '
"
02 * 1
2

0otal roughness
( ) m m ' ' '
" " "
44 * 1 02 * 1 M 2
2 2
2
2
1
+
!*1irk nu'ber
B0
)
,
5**entri*ity ratio fro' .igure 1$21$
A2 * 0
)a4i'u' for*e on 'ain bearing fro' spreadsheet data
k) F
cyl
4B * A
ma9 ,

A1erage oil pressure
( )( )
(Pa
m m
k)
ld
F
P
cyl
a$e
02 * C
0DA * 0 02D * 0
4B * A
ma9 ,

!il 1is*osity
=il viscosity (or SAE B0$ engine oil L
1A0 T F
s mPa cP M 1D 1D
Spe*ifi* fil' thi*kness for full2fil' lubri*ation
4
min

"
'
h
( ) m m ' h
"
4D * D 44 * 1 4 4
min

)ini'u' 3-) for full2fil' lubri*ation
2 2
K

,
_

,
_

,
_

d
C
l
d
n
P
,
d a$e
)

min
2
1
d
h
C

( )( )
( )
( )( )
rps
m
m -
mm
mm
s Pa -
Pa -
d
h
l
d
,
P
n
)
a$e
4 * A4
A2 * 0 1 0DA * 0
C 4D * D 2
2D
DA
B0 M B 1D
C 02 * C
. 1 -
2
2 2
2
min
2
K

,
_

,
_

,
_

,
_

,
_

,
_

rpm
rps n
D * 1
C0
4 * A4
C0
K
min

3od Bearing
)a4i'u' for*e on rod bearing fro' spreadsheet data
k) F
rod
BC * 2
ma9 ,

A1erage oil pressure
( )( )
(Pa
m m
k)
ld
F
P
cyl
a$e
A0 * 4
04A * 0 02D * 0
BC * 2
ma9 ,

!il 1is*osity
=il viscosity (or SAE B0$ engine oil L
1A0 T F
s mPa cP M 1D 1D
)ini'u' 3-) for full2fil' lubri*ation
( )( )
( )
( )( )
rps
m
m -
mm
mm
s Pa -
(Pa
d
h
l
d
,
P
n
)
a$e
11B
A2 * 0 1 04A * 0
C 4D * D 2
2D
4A
B0 M B 1D
A0 * 4
. 1 -
2
2 2
2
min
2
K

,
_

,
_

,
_

,
_

,
_

,
_

rpm
rps n
A2 * 1
C0
11B
C0
K
min

The minim)m "0M is (ar +elo% i'le spee' o( aro)n' 200 "0M*
A* C=6CFUS=6
The cran&sha(t can %ithstan' the (orces applie' %ith a minim)m (actor o( sa(ety o( 1*44*
>)ll (ilm l)+rication is maintaine' in the +earings (rom 1*A2 "0M thro)gh re'line* The
()ll1(ilm l)+rication is accomplishe' only %hen the p)mp can provi'e a'e8)ate press)re*
"ealistically, the p)mp cannot provi'e s)((icient press)re )ntil appro9imately i'le spee'*
There(ore, ()ll1(ilm l)+rication li&ely occ)rs at aro)n' i'le spee'*
2* "E>E"E6CES
&'ngine For#(la.& 4-)!ro*e. 'ngineers 'dge. + ,ec. 2005
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5or!on, 6ober! 7. $acine ,esign, an 8n!egra!ed 9..roac. 3rd ed. / :orces!er ;ol(!ecnic
8ns!i!(!e, 2005.
6ollins, $i*e. &:a! is !e ).eed of a ;is!on 1i! an offse! cran*saf!<.& 13 $ay. 2006.
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