DESIGN OF CRANKSHAFT

INDUSTRIAL ENGINEERING
ASSIGNMENT ON

DESIGN of CRANKSHAFT

Submitted to Prof. Narayana Rao K.V.S.S.

as a part of PGDIE 40 curriculum

By

Sunit Mhasade (Roll no: - 105)

Parasram Parihar (Roll no: - 72)

Sapanjit Mohanty (Roll no: - 88)

Sudhir Kumar (Roll no: - 101)

Ramchandra (Roll no:- 83)

2ND August 2010

Page 2 of 25
 INDEX

1. INTRODUCTION

2. FORCES ACTING ON CRANKSHAFT

3. MATERIAL SELECTION

4. DESIGN PROCEDURE OF CRANKSHAFT

4.1 DESIGN PARAMETERS ASSUMED

4.2 CHEMICAL COMPOSITION

4.3 DESIGN PROCEDURE

4.4 BALANCING OF CRANKSHAFT

5. CRANKSHAFT DRAWING

6. MANUFACTURING PROCESSES

7. PROCESS FLOW CHART

8. REFERENCES

Page 3 of 25
 CHAPTER -1

INTRODUCTION

Crankshaft (i.e. a shaft with a crank) is a central component of any

internal combustion engine and is used to convert reciprocating motion of the
piston into rotatory motion or vice versa. Crankshafts come in many shapes and
sizes from small ones found in two-stroke small engines to giant ones found in
diesel engines in ships. Crankshafts in automotive engines also vary, each one
unique to its engine type and make. The crankshaft main journals rotate in a set
of supporting bearings ("main bearings"), causing the offset rod journals to rotate
in a circular path around the main journal centers, the diameter of which is
twice the offset of the rod journals. The diameter of that path is the engine
"stroke": the distance the piston moves up and down in its cylinder. The big ends
of the connecting rods ("conrods") contain bearings ("rod bearings") which ride
on the offset rod journals.

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.

Page 4 of 25
 In the world of component design, there are competing criteria, which

require the engineers to achieve a perceived optimal compromise to satisfy the

requirements of their particular efforts. Discussions with various recognized

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

contemporary racing crankshaft design, the requirements for bending and

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

point in switching to exotics if there is no fatigue problem to be solved.

High stiffness is a benefit because it increases the torsional resonant

frequency of the crankshaft, and because it reduces bending deflection of the

bearing journals. Journal deflection can cause increased friction by disturbing

the hydrodynamic film at critical points, and can cause loss of lubrication

because of increased leakage through the greater radial clearances that occur

when a journal's axis is not parallel to the bearing axis

The crankshaft, depending upon the position of crank, may be divided into
the following two types:

1. Side crankshaft or overhung crankshaft, as shown in Fig.(a), and

2. Centre crankshaft, as shown in Fig. (b)

Page 5 of 25
 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

common. The surface of the crankpin is hardened by case carburizing,

nitriding or induction hardening.

In this report we will be concentrating upon the design of crankshaft used in

TATA Idica Vista car. The model selected is Quadrajet Aura. The engine runs

on 4 cylinders. The detailed parameters of the engine are mentioned in

chapter

Page 6 of 25
 CHAPTER -2

FORCES IMPOSED ON A CRANKSHAFT

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.

In addition to these reciprocating forces and the resulting moments, there is a

rotating mass associated with each crankpin, which must be counteracted. The
rotating mass consists of the weight of the conrod big end(s), conrod bearing(s),
some amount of oil, and the mass of the crankshaft structure comprising the
crankpin and cheeks. These rotating forces are counteracted by counterweight
masses located in appropriate angular locations opposing the rod journals

Page 7 of 25
 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

High strength and stiffness to withstand the high loads in modern

engines, and to offer opportunities for downsizing and weight
reduction

Resistance to fatigue in torsion and bending

Low vibration

Resistance to wear in the bearing areas

Thus the forged steel crankshafts offer higher strength and stiffness and the other
material characteristics than the cast iron alternative

Page 8 of 25
 CHAPTER -4

DESIGN PROCEDURE

Bearing Pressures and Stresses in Crankshaft

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. Bending stress ; and

2. Shear stress due to torsional moment on the shaft

The following procedure may be adopted for designing a 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.

4.1) DESIGN PARAMETERS ASSUMED

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...

TATA INDICAVISTA: Model: QUADRAJET AURA

Number of Cylinders 4 Cylinder, SDE Common Rail,

Type of Engine ( Inline / ‘Vee’ engine ) 1248 cc, Inline Diesel, 475IDI engine
Bore / Stroke (D/L) 69.6 / 82
Cylinder spacing assume

Page 9 of 25
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

Lets us assume the other [parameters required for designing of crankshaft as

below...

Mass of piston 1.36 kg

mass of connecting rod 0.60 kg
crankpin mass 0.25 kg
Mass of web 0.25 kg
Centre Of Gravity radius 37.96 mm
Crank radius 39.5 mm
reciprocating mass 1.56 kg
rotating mass 1.12 kg
ratio of r/l – λ 0.31
Cylinder pitch 84.00 mm
Weight of flywheel 1 .00 Kg

Page 10 of 25
 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...

4.3) DESIGN PROCEDURE

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.

A. when the crank is at dead centre (or when the crankshaft is

subjected to maximum bending moment) and
B. When the crank is at angle at which the twisting moment is
maximum.

Page 11 of 25
A) When the crank is at dead centre

At this position of the crank, the maximum gas pressure on the

piston will transmit maximum force on the crankpin in the plane of the
crank causing only bending of the shaft. The crankpin as well as ends
of the crankshaft will be only subjected to bending moment. Thus,
when the crank is at the dead centre, the bending moment on the
shaft is maximum and the twisting moment is zero. The various forces
that are acting on the crankshaft are indicated as below.. This engine
crankshaft is a single throw and three bearing shaft located at position
1, 2 & 3.Lets us assume following data for engine

We can calculate the various forces acting on crank shaft

connecting rod (Fp), Horizontal and vertical reactions on shaft, and the
resultant force at bearing 2 & 3 by below formulae.

Now the piston force

Pmax = P * no of cylinders

1248 *10-6*4000

= 55*4/1248*10-6*4000

= 44.07

Page 12 of 25
 Piston force Fp = π/4 * D2*p

= π/4*(69.6)2*44.07

= 167.67 KN

Assuming the distance between the bearing 1 &2 as

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 H1 = Fp/2 = 167.66/2 = 83.83 kN= H2

Assuming that the length of bearing to be equal

i.e. c1=c2=c/2

We know that due to weight of flywheel acting downwards,

there will be two vertical reactions V2 & V3 at bearings 2 & 3

V2 = V1 = W/2 = 9.8/2 = 4.9 N

Since, the belt is absent in engine, neglecting the belt tension

exerted by belt.

i.e. T1 + T2 = 0

Now, lets design various parts of crankshaft

(a) Design of crank pin

Crankpin is also subjected to shear stress due to twisting moment.

Thus we can calculate bending moment at centre of crankpin and
twisting moment on crank pin and the resultant moment.

Let,dc = Diameter of crank pin in mm

lc = length of crank pin
σallow = allowable bearing stress for crank pin = 83
kg/mm2

Bending moment at the centre of crank pin is

Mc = H1 * b2
= 83.83 * 69.6
= 5834.56 kN mm

Page 13 of 25
 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

Now, the length of crank pin

lc = Fp/(dc*pb)
= 167.67x103 / (90 * 10) -- (say pb =10)
= 186.28 mm

(b) Design of left hand crank web

The crank web is designed for eccentric loading. There will
be two stresses acting on the crank web, one is direct compressive
stress and the other is bending stress due to piston gas load (Fp).

The crank web is subjected to the following stresses:

i. Bending stresses in two planes normal to each other,

ii. Direct compressive stress and
iii. Torsional stress

We know that the thickness of crank web is

t = 0.65 *dc + 6.35
= 0.65* 90 + 6.35
= 64.85 = say 65 mm
Also width of crank web is,
w = 1.125 * dc +12.7
= 1.125 * 90 +12.7
= 113.95 = say 115 mm

The maximum bending moment on crank web is

Mmax = H1 (b2 –lc/2-t/2)
= 83.83 (69.6- 186.28/2-65/2)
= - 4697.83 kN mm

The bending moment is negative; hence the design is not safe. Thus
the dimensions are on higher side.

Now lets assume,

dc = 45 mm
hence, lc = 372.57 mm

Page 14 of 25
 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

Now, t = 35.6 &

w = 63.32 = say 68 mm

This thickness is also on higher side, lets assume thickness of crank

web as t = 13.2 mm

As compared to width of crank web thickness is more

Bending moment,
M = 4275.33 kN mm
Section modulus
Z = 1/6 *w*t2
= 1/6 * 68 * 13.22
= 1974.72 mm3

Bending stress, σb = M/Z

σb = 2.165 kN/mm2

The compressive stress acting on crank web are

σc = H1 / (w*t)
= 83.83 / (68 * 13.2)
= 0.09339 kN/ mm2

The total stress acting on crank web is

σT = σb + σc
= 2.2583 kN/ mm2

Thus total stress on crank web is less than allowable bending

stress of 83 N/mm2

Hence, the design is safe

(c) Design of right hand crank web

From balancing point of view, the dimensions of right hand crank

web i.e thickness and width are made equal to the dimensions of
left hand crank web

Page 15 of 25
(d) Design of shaft under flywheel

There are two types of bending moments acting on shaft. Bending

moment due to weight &, bending moment due to belt tension.
Neglecting the belt tension, lets design shaft diameter...

Let, ds = diameter of crank shaft

Since the length of bearings are equal

l1= l2 = l3 = 2(b/2-lc/2-t)
= 2(139.2/2- 24/2-13.2)
= 88.8 mm
Assuming the width of flywheel = 200 mm
C = 88.88 + 200
= 288.88 mm

Cosidering the space for gearing and clearance,

Let C = 300 mm

Bending moment due to weight of flywheel ,

Mb = V3 * C
= 4.9 x 103* 300
= 1470 x 103 kN mm

Also the bending moment of shaft is

Ms = π/32 * ds3 * σallow
1470 x 103 = π/32 * ds3 * 83
ds = 56.50 mm say 60 mm

B) When the crank is at an angle of maximum twisting moment

The twisting moment on the crankshaft will be maximum when the

tangential force on the crank (FT) is maximum. The maximum value of
tangential force lies when the crank is at angle 30º to 40º for constant
pressure combustion engines (i.e. diesel engines).

When the crank is at angle at which the twisting moment is

maximum, the shaft is subjected to twisting moment from energy or
force stored by 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.

Page 16 of 25
 4.4) BALANCING OF CRANKSHAFT

The crankshaft and the connecting-rod convert the reciprocating

motion of the piston into one of rotation. The crankshaft is made very
stiff, since it is subjected to severe and varying twisting and bending
stresses, due to the combustion pressures and also to the “inertia”
effects of the reciprocating parts. The latter effects are the forces due
to the acceleration and deceleration of the piston and connecting-
rod in their strokes. The twisting or turning action on the crankshaft,
which is generally spoken of as the Torque, is constantly changing; this
fact necessitates a stronger shaft than for a steady motion.
The manner in which the torque varies in the case of a single
cylinder engine is as shown in below graph.

It will be observed that firing stroke gives the greatest torque. In

this case the greatest torque is no less than 8 times the mean value.
These vibrations are caused by the irregular turning or torques on the
crankshaft, due to the firing strokes of the different cylinders. This force
tends to twist the crankpin ahead of the rest of the crankshaft. And
when the force against the crankpin recedes, it tends to untwist or
move back into its original relationship with the rest of the crankshaft.
This twist – untwist action, repeated with every power impulse, tends to
set up an oscillating motion in the crankshaft To absorb these uneven
forces and the output end of crankshaft is connected with flywheel.
The flywheel absorbs the uneven torques/ forces and transmits the
power smoothly. Let us calculate the various forces acting on

Page 17 of 25
 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.

After analysing various parameters the various forces acting on

crankshaft at different twisting angles are calculated as below...
Crank Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4
First Second Rotaing Force Conter Force First Second Rotaing Force Conter Force First Second Rotaing Force Conter Force First Second Rotaing Force Conter Force
Angle
order Order Order Order Order Order Order Order
Vert. Horz. Vert. Horz. Vert. Horz. Vert. Horz. Vert. Horz. Vert. Horz. Vert. Horz. Vert. Horz.
(θ) force Force Dirn Dirn Dirn Dirn Force Force Dirn Dirn Dirn Dirn Force Force Dirn Dirn Dirn Dirn Force Force Dirn Dirn Dirn Dirn
0.0 675.16 209.99 485.25 0.00 -341.08 0.00 -675.16 209.99 -485.25 0.00 341.08 0.00 -675.16 209.99 -485.25 0.00 341.08 0.00 675.16 209.99 485.25 0.00 -341.08 0.00
1.0 675.06 209.86 485.17 8.47 -341.03 -5.95 -675.06 209.86 -485.17 -8.47 341.03 5.95 -675.06 209.86 -485.17 -8.47 341.03 5.95 675.06 209.86 485.17 8.47 -341.03 -5.95
2.0 674.75 209.48 484.95 16.93 -340.87 -11.90 -674.75 209.48 -484.95 -16.93 340.87 11.90 -674.75 209.48 -484.95 -16.93 340.87 11.90 674.75 209.48 484.95 16.93 -340.87 -11.90
3.0 674.24 208.84 484.58 25.40 -340.61 -17.85 -674.24 208.84 -484.58 -25.40 340.61 17.85 -674.24 208.84 -484.58 -25.40 340.61 17.85 674.24 208.84 484.58 25.40 -340.61 -17.85
4.0 673.52 207.95 484.06 33.85 -340.25 -23.79 -673.52 207.95 -484.06 -33.85 340.25 23.79 -673.52 207.95 -484.06 -33.85 340.25 23.79 673.52 207.95 484.06 33.85 -340.25 -23.79
5.0 672.59 206.80 483.40 42.29 -339.78 -29.73 -672.59 206.80 -483.40 -42.29 339.78 29.73 -672.59 206.80 -483.40 -42.29 339.78 29.73 672.59 206.80 483.40 42.29 -339.78 -29.73
88.0 23.56 -209.48 16.93 484.95 -11.90 -340.87 -23.56 -209.48 -16.93 -484.95 11.90 340.87 -23.56 -209.48 -16.93 -484.95 11.90 340.87 23.56 -209.48 16.93 484.95 -11.90 -340.87
89.0 11.78 -209.86 8.47 485.17 -5.95 -341.03 -11.78 -209.86 -8.47 -485.17 5.95 341.03 -11.78 -209.86 -8.47 -485.17 5.95 341.03 11.78 -209.86 8.47 485.17 -5.95 -341.03
90.0 0.00 -209.99 0.00 485.25 0.00 -341.08 0.00 -209.99 0.00 -485.25 0.00 341.08 0.00 -209.99 0.00 -485.25 0.00 341.08 0.00 -209.99 0.00 485.25 0.00 -341.08
91.0 -11.78 -209.86 -8.47 485.17 5.95 -341.03 11.78 -209.86 8.47 -485.17 -5.95 341.03 11.78 -209.86 8.47 -485.17 -5.95 341.03 -11.78 -209.86 -8.47 485.17 5.95 -341.03
92.0 -23.56 -209.48 -16.93 484.95 11.90 -340.87 23.56 -209.48 16.93 -484.95 -11.90 340.87 23.56 -209.48 16.93 -484.95 -11.90 340.87 -23.56 -209.48 -16.93 484.95 11.90 -340.87
178.0 -674.75 209.48 -484.95 16.93 340.87 -11.90 674.75 209.48 484.95 -16.93 -340.87 11.90 674.75 209.48 484.95 -16.93 -340.87 11.90 -674.75 209.48 -484.95 16.93 340.87 -11.90
179.0 -675.06 209.86 -485.17 8.47 341.03 -5.95 675.06 209.86 485.17 -8.47 -341.03 5.95 675.06 209.86 485.17 -8.47 -341.03 5.95 -675.06 209.86 -485.17 8.47 341.03 -5.95
180.0 -675.16 209.99 -485.25 0.00 341.08 0.00 675.16 209.99 485.25 0.00 -341.08 0.00 675.16 209.99 485.25 0.00 -341.08 0.00 -675.16 209.99 -485.25 0.00 341.08 0.00
181.0 -675.06 209.86 -485.17 -8.47 341.03 5.95 675.06 209.86 485.17 8.47 -341.03 -5.95 675.06 209.86 485.17 8.47 -341.03 -5.95 -675.06 209.86 -485.17 -8.47 341.03 5.95
182.0 -674.75 209.48 -484.95 -16.93 340.87 11.90 674.75 209.48 484.95 16.93 -340.87 -11.90 674.75 209.48 484.95 16.93 -340.87 -11.90 -674.75 209.48 -484.95 -16.93 340.87 11.90
268.0 -23.56 -209.48 -16.93 -484.95 11.90 340.87 23.56 -209.48 16.93 484.95 -11.90 -340.87 23.56 -209.48 16.93 484.95 -11.90 -340.87 -23.56 -209.48 -16.93 -484.95 11.90 340.87
269.0 -11.78 -209.86 -8.47 -485.17 5.95 341.03 11.78 -209.86 8.47 485.17 -5.95 -341.03 11.78 -209.86 8.47 485.17 -5.95 -341.03 -11.78 -209.86 -8.47 -485.17 5.95 341.03
270.0 0.00 -209.99 0.00 -485.25 0.00 341.08 0.00 -209.99 0.00 485.25 0.00 -341.08 0.00 -209.99 0.00 485.25 0.00 -341.08 0.00 -209.99 0.00 -485.25 0.00 341.08
271.0 11.78 -209.86 8.47 -485.17 -5.95 341.03 -11.78 -209.86 -8.47 485.17 5.95 -341.03 -11.78 -209.86 -8.47 485.17 5.95 -341.03 11.78 -209.86 8.47 -485.17 -5.95 341.03
272.0 23.56 -209.48 16.93 -484.95 -11.90 340.87 -23.56 -209.48 -16.93 484.95 11.90 -340.87 -23.56 -209.48 -16.93 484.95 11.90 -340.87 23.56 -209.48 16.93 -484.95 -11.90 340.87
358.0 674.75 209.48 484.95 -16.93 -340.87 11.90 -674.75 209.48 -484.95 16.93 340.87 -11.90 -674.75 209.48 -484.95 16.93 340.87 -11.90 674.75 209.48 484.95 -16.93 -340.87 11.90
359.0 675.06 209.86 485.17 -8.47 -341.03 5.95 -675.06 209.86 -485.17 8.47 341.03 -5.95 -675.06 209.86 -485.17 8.47 341.03 -5.95 675.06 209.86 485.17 -8.47 -341.03 5.95
360.0 675.16 209.99 485.25 0.00 -341.08 0.00 -675.16 209.99 -485.25 0.00 341.08 0.00 -675.16 209.99 -485.25 0.00 341.08 0.00 675.16 209.99 485.25 0.00 -341.08 0.00
361.0 675.06 209.86 485.17 8.47 -341.03 -5.95 -675.06 209.86 -485.17 -8.47 341.03 5.95 -675.06 209.86 -485.17 -8.47 341.03 5.95 675.06 209.86 485.17 8.47 -341.03 -5.95
362.0 674.75 209.48 484.95 16.93 -340.87 -11.90 -674.75 209.48 -484.95 -16.93 340.87 11.90 -674.75 209.48 -484.95 -16.93 340.87 11.90 674.75 209.48 484.95 16.93 -340.87 -11.90

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

Page 18 of 25
 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.

Page 19 of 25
 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

Drilling of flywheel Drilling of crankpin Drilling of crossed oil

flange hole
080 Grinding:
090 Surface grinding is done for journal, main
095 journal and crank pin. One of the critical
steps in the manufacturing of forged steel
crankshafts is the grinding of the sidewalls.
070 Crack detection
105 Since the material is forging there is possibility that the material may
have internal flaws which will be exposed during machining. Hence
before sending material for further operations the cracks are
detected by magnaflux method
075 Nitriding
A case hardening process that depends on the absorption of
nitrogen into the steel. a much higher surface hardness is obtainable
when compared with case-hardening steels; they are extremely
resistant to abrasion and have a high fatigue strength.
125 Dynamic Balancing

130 Lapping and super finish

The crankshaft surface is ground to super finish so as to avoid cyclic
fatigue failure of crankshaft due to any surface cracks, burrs.
140 Journal Grading and bearings selection
Generally the bearings are selected as per the shaft / crankpin
diameter. If shaft dia slightly lesser than the recommended bearing
size then the next bearings are selected and the diameter is
changed according to bearing size. The top and bottom bearing
and its selection on crank shaft is as shown below...

The complete process chart is as given below...

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 CHAPTER -7

PROCESS FLOW DIAGRAM

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Page 23 of 25
CRANKSHAFT ASSEMBLY

Page 24 of 25
 CHAPTER -8

REFERENCES

1. http://knol.google.com

2. http://cars.tatamotors.com

3. Machine Design by Sri R S Khurmi and Sri. J K Gupta, Chapter-32 Internal

Combustion Engine parts

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

9. Advanced design for crankshaft and sliding bearings in reciprocating

engines by Elena Galindo, R&D and Product Engineering Department,
COJINETES DE FRICCION, Madrid, Spain

10. Design and Development of the Valve Train for a Racing Motorcycle
Engine by Steve Sapsford

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