Engdyn 2014.1 Manual

RD.14/185701.
1

Ricardo Software
Engine Dynamics
Simulation

ENGDYN

DOCUMENTATION/USER MANUAL
VERSION 2014.1

May 2014
Contents

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Contents
WHATS NEW IN ENGDYN 2014.1? .............................................................................................. V
A. KNOWLEDGE CENTRE ........................................................................................................... 1
1 WHAT IS ENGDYN? ................................................................................................................... 1
2 TUTORIALS .................................................................................................................................. 3
2.1 Tutorial 1: An Introduction to ENGDYN Concept Crankshaft Analysis .......................... 3
2.2 Tutorial 2: Crankshaft Dynamic Analysis ........................................................................ 43
2.3 Tutorial 3: NVH Analysis ................................................................................................. 79
2.4 Tutorial 4: Block Stress Analysis ................................................................................... 125
2.5 Tutorial 5: Crankshaft Stress Analysis .......................................................................... 149
2.6 Tutorial 6: EHL Big End Bearing Analysis ..................................................................... 183
B. HELP ..................................................................................................................................... 213
1 USING ENGDYN .................................................................................................................... 213
1.1 Overview ....................................................................................................................... 213
1.2 Getting Started .............................................................................................................. 213
1.3 Description of the Main Panel ....................................................................................... 214
2 ENGDYN MODELS ................................................................................................................. 223
2.1 Overview ....................................................................................................................... 223
2.2 ENGDYN Co-ordinate System ...................................................................................... 223
2.3 Finite Element Model Data ............................................................................................ 224
2.4 Crank Train Model ......................................................................................................... 225
2.5 Cylinder Block Model .................................................................................................... 231
2.6 Journal Bearing Oil Film Model ..................................................................................... 232
2.7 In-Cylinder Model .......................................................................................................... 235
2.8 Gas Cylinder Pressure .................................................................................................. 236
3 MODEL GENERATION ............................................................................................................... 237
3.1 General .......................................................................................................................... 237
3.2 Configure Engine .......................................................................................................... 237
3.3 Define Models ............................................................................................................... 246
3.4 Editing the Crank Train Model ....................................................................................... 253
3.5 Editing the Cylinder Block Model .................................................................................. 324
4 SOLUTION ............................................................................................................................... 353
4.1 General .......................................................................................................................... 353
4.2 Lubrication ..................................................................................................................... 354
4.3 Loading .......................................................................................................................... 359
4.4 Evaluate Solution .......................................................................................................... 374
5 POST-PROCESSING ................................................................................................................. 391
5.1 General .......................................................................................................................... 391
5.2 Selecting Loadcases ..................................................................................................... 391
5.3 Selecting Crank Train Modes ........................................................................................ 392
5.4 Plotting EHL Results ..................................................................................................... 393
5.5 Plotting Results ............................................................................................................. 402
5.6 Exporting Results .......................................................................................................... 407
5.7 Backsubstitution ............................................................................................................ 413
5.8 Animate Results ............................................................................................................ 413
6 CRANK SHAFT STRESS ANALYSIS ............................................................................................. 419
6.1 Overview ....................................................................................................................... 419
6.2 Using the Graphical User Interface ............................................................................... 434
7 CYLINDER BLOCK ANALYSIS ..................................................................................................... 463
7.1 Overview ....................................................................................................................... 463
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7.2 Frequency Response and Acoustic Analysis ............................................................... 463
7.3 Quasi-Static Analysis .................................................................................................... 468
7.4 Using the Graphical User Interface .............................................................................. 476
8 ADDITIONAL POST-PROCESSING .............................................................................................. 499
8.1 Overview ....................................................................................................................... 499
8.2 Quasi-Static Analysis of a Piston .................................................................................. 499
8.3 Applying Loads to a Finite Element Model of a Connecting Rod ................................. 500
C. COMMAND FILES ............................................................................................................... 505
1 PRE-PROCESSOR COMMANDS ................................................................................................. 506
1.1 AXES ............................................................................................................................ 507
1.2 BEARING ...................................................................................................................... 508
1.3 BLOCK .......................................................................................................................... 515
1.4 CHILD ........................................................................................................................... 519
1.5 CONROD ...................................................................................................................... 521
1.6 CRANK ......................................................................................................................... 525
1.7 CYLINDER .................................................................................................................... 530
1.8 DAMPER ...................................................................................................................... 534
1.9 DIRECTION .................................................................................................................. 539
1.10 DRIVE ........................................................................................................................... 540
1.11 ELEMENT ..................................................................................................................... 541
1.12 ENGINE ........................................................................................................................ 548
1.13 IN_CYLINDER .............................................................................................................. 549
1.14 LINK .............................................................................................................................. 550
1.15 LOADING ...................................................................................................................... 552
1.16 LUBRICANT ................................................................................................................. 557
1.17 MASS ............................................................................................................................ 559
1.18 MATERIAL .................................................................................................................... 564
1.19 MOUNT ......................................................................................................................... 565
1.20 NODE............................................................................................................................ 567
1.21 OPEN ............................................................................................................................ 568
1.22 PROFILE ...................................................................................................................... 569
1.23 TITLE ............................................................................................................................ 572
2 SOLVER COMMANDS ............................................................................................................... 573
2.1 BEARING ...................................................................................................................... 574
2.2 BLOCK .......................................................................................................................... 575
2.3 COUPLING ................................................................................................................... 576
2.4 DAMPING ..................................................................................................................... 578
2.5 LUBRICANT ................................................................................................................. 580
2.6 OPEN ............................................................................................................................ 581
2.7 SOLUTION ................................................................................................................... 582
3 POST-PROCESSOR COMMANDS ............................................................................................... 592
3.1 CRANK_ANALYSIS ...................................................................................................... 592
3.2 BLOCK_ANALYSIS ...................................................................................................... 606
D. THEORY ............................................................................................................................... 616
1 INTRODUCTION ........................................................................................................................ 616
2 STATIC SOLUTIONS ................................................................................................................. 617
2.1 Determinate Solution .................................................................................................... 617
2.2 Indeterminate Solution .................................................................................................. 617
3 DYNAMIC SOLUTIONS .............................................................................................................. 618
4 BEARING MODEL ..................................................................................................................... 619
4.1 Mobility Method ............................................................................................................. 621
4.2 Solution of Reynolds Equation on a Computational Mesh ........................................... 629
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4.3 Oil Viscosity ................................................................................................................... 641
4.4 Boundary Lubrication Model ......................................................................................... 643
4.5 Integration of Bearing Forces and Moments ................................................................. 645
4.6 Bearing Thermal Balance Solution ............................................................................... 645
4.7 Compliant Model for EHD Bearing ................................................................................ 650
4.8 Nomenclature ................................................................................................................ 653
4.9 References .................................................................................................................... 655
E. APPENDICES ....................................................................................................................... 657
1 CALCULATION OF CRANKSHAFT STIFFNESS USING THE FINITE ELEMENT METHOD ....................... 657
1.1 Overview ....................................................................................................................... 657
1.2 Calculation of Crankshaft Web Stiffnesses ................................................................... 657
1.3 Calculation of Crankshaft Element Stiffnesses ............................................................. 660
2 A METHOD OF EVALUATING THE MASS AND STIFFNESS PROPERTIES OF A FLYWHEEL ................. 663
2.1 Overview ....................................................................................................................... 663
2.2 Modelling Approach ...................................................................................................... 663
2.3 Calculation of Mass and Stiffness Properties ............................................................... 663
3 CALCULATION OF MATERIAL STRENGTH PROPERTIES FOR CRANKSHAFT STRESS ANALYSIS ....... 669
3.1 Overview ....................................................................................................................... 669
3.2 Base Strengths .............................................................................................................. 669
3.3 Elevated Strengths ........................................................................................................ 669
4 CALCULATION OF STRESS CONCENTRATION FACTORS FOR CRANKSHAFT STRESS ANALYSIS ...... 671
4.1 Overview ....................................................................................................................... 671
4.2 Nomenclature ................................................................................................................ 671
4.3 Journal Fillets ................................................................................................................ 671
4.4 Oil Hole Breakouts ........................................................................................................ 673
5 TREATMENT OF NOTCH SENSITIVITY IN CRANKSHAFT STRESS ANALYSIS .................................... 677
5.1 Overview ....................................................................................................................... 677
5.2 Treatment in Finite Element Analysis ........................................................................... 678
6 USING OUTPUT FROM THE RICARDO PROGRAM VALDYN AND TVFORCED IN CRANKSHAFT
STRESS CALCULATIONS ................................................................................................................... 681
6.1 Using VALDYN for Crankshaft Stress Calculations ...................................................... 681
6.2 Using TVFORCED for Crankshaft Stress Calculations ................................................ 684
7 SAFETY FACTOR CALCULATIONS .............................................................................................. 687
7.1 The Goodman Diagram ................................................................................................. 687
7.2 Goodman Diagram Construction................................................................................... 688
7.3 Equivalent Stress Options ............................................................................................. 689
7.4 Multi-axial Fatigue Safety Factor................................................................................... 691
7.5 Dang Van Fatigue Safety Factor ................................................................................... 692
7.6 LinearSWT Safety Factor .............................................................................................. 695
7.7 Cycles to Failure Calculation ......................................................................................... 696
8 RADIATED NOISE CALCULATIONS ............................................................................................. 699
8.1 Overview ....................................................................................................................... 699
8.2 Acoustic Equations and the Rayleigh Integral .............................................................. 699
8.3 Radiation Efficiency ....................................................................................................... 703
8.4 Multiple Face Sets ......................................................................................................... 703
9 MODAL FREQUENCY RESPONSE CALCULATIONS ....................................................................... 705
9.1 Overview ....................................................................................................................... 705
9.2 Calculation of Modal Contributions and Vibration Response ........................................ 705
10 APPLYING LOADS PREDICTED BY VALDYN TO THE CYLINDER BLOCK AND CRANKSHAFT MODELS
707
10.1 Overview ....................................................................................................................... 707
10.2 Writing Force Profile Data From VALDYN .................................................................... 707
10.3 Applying Force Profile Data to the ENGDYN Model ..................................................... 710
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10.4 Applying Force Profile Data to the Cylinder Block Model ............................................. 710
11 ASCII DATA FILE FORMAT READ BY SDF_READ_ASCII() ........................................................ 715
11.1 Introduction ................................................................................................................... 715
11.2 Format........................................................................................................................... 715
12 MATUTIL .......................................................................................................................... 720
12.1 Overview ....................................................................................................................... 720
12.2 Using matutil ................................................................................................................. 720
12.3 Theory ........................................................................................................................... 727

Whats New in ENGDYN 2014.1?

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Whats New in ENGDYN 2014.1?

Enhancements

Feature Documentation
Updated NVH Analysis Tutorial
Knowledge Centre
Tutorial 3
Updated Block Stress Analysis Tutorial
Knowledge Centre
Tutorial 4
Various bug fixes Release Notes
KNOWLEDGE CENTRE
What is ENGDYN?

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A. KNOWLEDGE CENTRE
1 What is ENGDYN?

ENGDYN is a computer program for analysing the dynamics of the engine and in
particular the dynamics of the crank train and its interaction with the cylinder block.
ENGDYN provides a number of different solution techniques for predicting engine
dynamics using models of varying degrees of sophistication. The crank train and
cylinder block models can either be defined as rigid, compliant and dynamic. In its
simplest form ENGDYN can be used to perform a statically-determinate solution, whilst
in its most sophisticated form it can be used to predict the time-domain response of the
3-dimensional vibration of the coupled crank train and cylinder block system with non-
linear oil films at each of the main journal bearings. This flexibility enables the user to
generate an engine model and to perform a solution to meet his particular needs.

ENGDYN provides a Graphical User Interface (GUI) to enable the user to perform the
model generation, solution and results presentation phases within an easy to use
graphical environment. The GUI contains a built-in units converter and automatically
converts parameters from their defined units to SI units. Alternatively, for the more
experienced user and to provide compatibility with models that were generated before
the development of the GUI, ENGDYN also provides a non-graphical environment that
uses command data files for model generation, solution and results presentation.

ENGDYN uses a Ricardo binary standard data file to store both the model and the
results of the solution. When saving, ENGDYN stores the model at the current position
and as the model is built the file is appended to. Similarly, once a simulation has been
executed, the results are appended to the file.

Crank train simulation using ENGDYN consists of three stages. Firstly, the engine model
must be generated and consists of the crank train and cylinder block. The GUI is
designed such that the user builds the model in a sequential order by using a series of
forms. Once the key engine parameters have been defined ENGDYN draws the
reduced model of the crank train that the user can pick to edit particular items. Finite
element models of the crank train and cylinder block can be viewed with the reduced
models. ENGDYN performs its own finite element solution, to evaluate for example
crankshaft web stiffness.

Once the model has been generated, the GUI can be used to generate the input
command file for performing a solution. This file contains the engine conditions to be
simulated, the type of solution to be performed, the models to be included in the solution
and the solution parameters for controlling the solution. The solver performs the
simulation and appends the results to the binary standard data file. An ASCII file is also
written summarising the results of the solution for each load case.

Finally, once the simulation has finished running, the user is able within the GUI to select
load cases for post-processing. The interface lists all the load cases within the file and
for each load case gives the solution parameters defined for that case. The interface
currently allows simulation results to be plotted, animated and exported to an ASCII file.
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The interface has a built in library of pre-defined plots that enables the user to rapidly
view the results. The plots can either be printed or saved to file. The user is also able to
export results to an ASCII file to allow further data manipulation by the user not currently
supported by ENGDYN. In addition, for solutions in which the displacement or vibratory
motion of the engine is predicted, the results can be animated interactively in both the
time and frequency domains.

In addition, the loads calculated by ENGDYN can be used to evaluate the stresses and
fatigue safety factors at the critical locations of the crankshaft and can also be applied to
the cylinder block either in the frequency domain to perform modal frequency response
and acoustic analyses or in the time domain to perform quasi-static analyses.

The user can then perform further analyses if required. A new solution can be executed
and on completion the results are appended to the binary standard data file.
KNOWLEDGE CENTRE
Tutorials
Tutorial 1: An Introduction to ENGDYN Concept Crankshaft Analysis

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2 Tutorials
2.1 Tutorial 1: An Introduction to ENGDYN Concept Crankshaft
Analysis
2.1.1 Introduction

Objective:

- Gain a general understanding of how to use ENGDYN GUI and carry out the
simplest analysis using user defined (non-FE) data.
The user will perform statically determinate analysis to calculate loads for
both a Mobility and Hydrodynamic (HD) bearing analysis
User will also gain experience in using plotting and animation features.

Items covered:

- Building the engine model
- Bearing analysis using the Mobility Method
- Bearing analysis using the Hydrodynamic Method (Finite Volume Solver)
- Plotting and Animation

Estimated duration:

- <0.5 days (overall including performing solutions)

Engine:

- Audi V6 TDI
- V6 High speed direct injection diesel
- 90 degree vee-angle
- 30 degree crank-pin offset
- 4 main bearings
- 6 big end bearings

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The data for this tutorial was obtained from a benchmark study of this engine
by Ricardo.

Required Files:

..\Ricardo\2014.1\Products\ENGDYN\Tutorials\v6\cp700.PRES

2.1.2 Getting Started

- Copy the necessary files from the example directory to a working directory and
ensure that you have write permissions for all the files.

- Start engdyn

On Unix or Linux platforms simply type engdyn
On windows click on the shortcut, otherwise go to Start>Programs>Ricardo
Software>2014.1>Mechanical Suite>ENGDYN>ENGDYN

2.1.3 Building engine model
2.1.3.1 Configure Engine

- Select Configure Engine from the buttons on the left side of the Main Panel

- Complete the Engine Configuration Panel as shown
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Note that warning messages will pop up as long as all the needed data is not
properly entered. If you close the Engine Configuration Window while
warning messages still appear, all the data will be lost. Therefore, please
make sure all the data is properly entered before closing this window.
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To enter the main bearings non-uniform information, the user must use the
mouse to click on the red dimensions in the diagram in the panel.

- On completion select Apply which will display

- Press OK button. The crankshaft model will appear in the Main Panel as shown

Use CTRL + middle mouse in order to zoom in and zoom out
Use SHIFT + middle mouse in order to rotate

2.1.3.2 Define Models

- Select Define Models from the buttons on the left side of the GUI.

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- Complete the model definitions for the crankshaft, cylinder block, in-cylinder and
connecting rod as shown

2.1.3.3 Edit Cranktrain

- Select Edit Cranktrain from the buttons on the left side of Main Panel.

Items are edited by selecting from the list on the left of the panel
Many items shown in the panel below need not be defined due to the type of
model being edited.

- Highlight Crank Web as shown
This will then display each of the web elements in green

- Click on Select All
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Each of the web elements will then turn red

- Click on Edit Selected to display the Web Panel

- Complete the Web panel as shown below

The web thickness and journal lengths are taken from the data entered in the
configure engine section
The Web panel allows counterweight data to be entered for the crank webs
The counterweight geometry is defined only for balancing the crankshaft at a
later stage, NOT for defining the mass properties. As we shall be defining the
mass properties explicitly in this example (rather than using an FE model),
we do not require any counterweight data to be added

- Select OK

- Highlight Big End Bearing
This will then display each of the pin journal nodes in green

Each of the main journal nodes will then turn red

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- Click on Edit Selected to display the Pin Bearing Panel

- Complete the Bearing panel as shown below

The oil hole angular position can be defined either using the Height column
(as in this case) or using the Position column. The value not supplied is
calculated from the journal diameter.
The remaining tabs (Mesh, Material, Profile) need not and cannot be edited
because the model type is Mobility. These tabs are only required with
Hydrodynamic or Elastohydrodynamic models

- Select OK

- Highlight Main Bearing

- Click on Select All to highlight all main bearing nodes

- Click on Edit Selected to display the Main Bearing Panel

- Complete the Main Bearing Panel as shown

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The Oilholes tab cannot be edited because the bearing is fed by a groove.
The remaining tabs (Mesh, Material, Profile, Stiffness) need not and cannot
be edited because the model type is Mobility. These tabs are only required
with Hydrodynamic or Elastohydrodynamic models

- Select OK

- Highlight Connecting Rod

- Click on Select All to select all pin journal nodes

- Click on Edit Selected

- Complete the Conrod panel as shown.

- Select OK

- Highlight Piston

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- Complete the Piston panel as shown.

- Highlight Cranknose Assembly
In this instance since there is only one cranknose there is no need to use
Select All or to pick using the mouse. The program automatically selects the
cranknose and displays it in red

- Select Edit Selected to display the Cranknose Assembly Panel

- Complete the Cranknose Assembly Panel as shown

The Element Length field does not have to be entered accurately because
the crankshaft is not modelled using an FE model. This data will only be used
for showing a representative model on the screen.

- Select OK

- Highlight Flywheel Assembly
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Again there is no need to use Select All or to pick using the mouse. The
program automatically selects the cranknose and displays it in red

- Select Edit Selected to select the Flywheel Assembly Panel

- Complete the Flywheel Assembly panel as shown

- Select on OK

- Highlight Lumped Masses
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The nodes are numbered from the front of the crankshaft, number one
representing the damper hub
For a rigid or compliant crankshaft model it is not necessary to define masses
at all the nodes

- Select node 3 using the left mouse button.
This is the web node of the first web on the crankshaft axis.
Alternatively nodes can be picked by dragging the mouse with the left button
held down
To make multiple selections, hold the SHIFT key down whilst selecting nodes

- Select Edit Selected to display the Lumped Mass Panel as shown

- Complete the panel as shown

Data can either be defined with known properties or using a geometric shape
and can be with respective to a Cartesian or Polar coordinate system.

- Select the Add or Update button to add the data
Multiple masses can be added to each node

- Select OK
The mass will be shown in white
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- Repeat this process defining the masses as listed in the table below.

Node Description Mass
x y z
[kg] [mm] [mm] [mm]
3 Web 1 counterweight 2.610 0.470 -23.220 10.270
5 Pin 1 mass 0.408 -0.875 0.000 0.000
8 Pin 2 mass 0.408 0.875 0.000 0.000
10 Web 2 counterweight 1.500 -0.075 -20.460 7.247
12 Web 3 counterweight 1.760 0.300 13.090 12.280
14 Pin 3 mass 0.408 -0.875 0.000 0.000
17 Pin 4 mass 0.408 0.875 0.000 0.000
19 Web 4 counterweight 1.760 -0.050 12.280 13.100
21 Web 5 counterweight 1.500 0.297 7.215 -20.510
23 Pin 5 mass 0.408 -0.875 0.000 0.000
26 Pin 6 mass 0.408 0.875 0.000 0.000
28 Web 6 counterweight 2.630 -0.051 10.140 -22.720
Offset

When all lumped masses have been entered the model should appear as shown

- Click on Define Material to display the Crankshaft Material Properties Panel

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- Complete the Crankshaft Material Properties Panel as shown

- Select on OK

- Click on Calculate Masses
The message Calculation of mass properties completed successfully,
Balance Not Set should appear in the message box at the bottom of the
Main Panel.

- Click on Set Balance to display the Primary Balance Panel as shown

No additional balancing is required because the Lumped Masses include the
effect of balancing the crankshaft.

- Click on Assemble Model
The message Model assembly completed successfully, Block not
assembled should appear in the message box at the bottom of the Main
Panel

- Click on OK

- Click on the Dismiss button of the Edit Cranktrain panel
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The message Ready to Perform Solution should appear in the message box
at the bottom of the Engdyn screen

- Save the model

2.1.4 Bearing analysis using the Mobility Solution
2.1.4.1 Define Lubricant Properties

- Click on Lubrication button from the buttons on the left hand side of the Main
Panel

- Use the Browse button to select the lubricant SAE5W30 from the database
By default the program should initially select the database directory at
..\Ricardo\2014.1\Common\Materials\Lubricants
This database contains the most common lubricants

- Use either Add or Update to add the lubricant

- Click on OK

2.1.4.2 Define Loading Conditions
The cylinder pressure diagram and any additional loadings (e.g., loads from Valdyn and
gravity forces) are entered in this step.

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- Click on the Loading button on the Main Panel

This will display the Loading Definition Panel as shown

A number of different loading maps can be defined, Full Load, Part Load and
No Load.
The solver will interpolate at speeds between those defined using this panel

- Type in a speed of 750 rev/min

- Position the mouse over the File Name column and use the right button to display
the pop-up menu. Use Select Pressure file to select the file cp700.PRES from
your working directory. The panel will appear as shown.

You may wish to remove the pathname in front of the file.
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The pressure file can contain just pressures (at equal intervals) or as in this
case pressures and angles.
You may wish to inspect and understand the file using an appropriate editor

- Define the Ambient and Crankcase Pressure as 1.0 bar
The crankcase pressure is only currently used for Hydrodynamic and
Elastohydrodynamic bearing models to define the boundary condition at the
edge of the bearing

- Add an extra line to the table by positioning the mouse over the left column (line
number) and using the right button to display a pop-up. Select Insert Row After


The remaining tabs, Force Profile, Force Equation and Distortion need not be
completed for this tutorial.
When a model has a piston pin offset or crank offset, the cylinder pressure
diagram is often redefined by ENGDYN internally to have the interval angle
reduced to 0.25 degrees (sometimes lower) by a process of interpolation.
This is because the offsets cause the TDC angle to change slightly and it is
important to have an accurate cylinder pressure definition at TDC to achieve
good results.

- Use the Plot button to display the applied loads and to plot for example the
Indicated Torque as shown

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This diagram is not particular smooth. If the indicated torque curve is known
then you can factor each diagram using the Factor column.

- Enter 400[N.m]/T at 3000 rev/min and see the graph change. Set back to 1.0
before proceeding

- Click on OK

- Save the model using the File menu from the top of the Main Panel

2.1.4.3 Evaluate Solution

We now have sufficient data to proceed with an analysis.

- Click on the Evaluate Solution button on the Main Panel

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The panel will appear as shown. No changes are required
We can only perform a Determinate solution because we have only built a
rigid model

- Select the Cases tab

- Click on Select button to add an arithmetic speed sweep series of engine speeds
to the loadcases

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- Select the Bearing Model tab


The remaining tabs do not need to be completed for a solution with a rigid
block and crankshaft.

- Select Solve Directly.

The analysis should take a few seconds to run.
On completion of the analysis the summary file <filename>.EDSUM will be
written.
This file contains summary data for the solution. Open this file with an
appropriate editor to view the results.

Now that the analysis had been completed, the results can be plotted. The next two
steps show how to plot the results of the completed analysis.

2.1.4.4 Select Loadcases

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- Click on the Select Loadcases button on the Main Panel

- Select the loadcases as shown

This table displays the solution parameters defined for each loadcase
Loadcases are grouped by Solution Type and by Loading

2.1.4.5 Plot Results

- Click on the Plot results button on the Main Panel

- Select Journal Bearing from the Model list and highlight the Subset, Plot and
Results.

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- Move the panel so that the crankshaft can be seen on the screen as shown

As with editing the cranktrain each of the main journal nodes are displayed in
green

- Select main bearings 1 and 2 by dragging the mouse whilst keeping the left
button held down
Alternatively select the nodes by using the Select All button or by selecting
each node individually and using the SHIFT key

- Click on the Apply button to display the Graph Panel.

- Use the Page Up and Page Down buttons to view the following graphs

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2.1.4.6 Exporting the data

In addition to the pre defined plots ENGDYN also has the option of exporting formatted
data into ASCII files

- Click on the Export Results button on the left hand side of the software and the
following panel appears

As an example, we are going to export the journal bearing load at the main bearing
1.

- Select JOURNAL_BEARING_LOADS in the dataset and Main bearings on the
subset

- Select the bearing 1 in the 3D viewport

- Name the ASCII file with something suitable, such as bearing_load

- Change format to block and select only Y & Z directions

- Click Apply
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Two new .EDRES files, for loadcase 1 & 4, were written to your directory. Their
content can be reviewed through an appropriate text editor.

2.1.5 Bearing analysis using the Hydrodynamic Solution

Main bearing number 1 will be modified to solve using the Hydrodynamic model

2.1.5.1 Copy the ENGDYN Model to a new filename

- Use the File menu on the Main Panel to Copy Design
This will copy all model and loading data

2.1.5.2 Set up Main Bearing 1 as a Hydrodynamic Model

- Click on the Edit Cranktrain button on the Main Panel to display the Edit
Cranktrain Panel

- Highlight Main Bearing as shown
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This will then display each of the main journal nodes in green

- Select main bearings 1 by dragging the mouse whilst keeping the left button held
down or by picking the node.
The main journal nodes will turn red

- Select Edit Selected to display the Main Bearing Panel

Change the Model Type to Hydrodynamic as shown

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For a Hydrodynamic Model Type it is necessary to use the Mesh and Material tabs to
define additional data for this model.
In this tutorial we will assume the bearing and journal are circular, and
therefore it is not necessary to define a profile using the Profile tab.

- Select the Mesh tab, and define a mesh 11 x 73

- Select the Material tab

This material is used for the boundary lubrication model
It is necessary to define the journal material and the material of the bearing
lining

- Click on Define adjacent to Bearing Material, to display the Material Properties
Panel.


These data values are typical for a bearing surface.
These data are only used by the boundary lubrication model.
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Asperity RMS Height h, Density q and Asperity radius | can be calculated
from measured data using the Ricardo MATUTIL program supplied with the
Ricardo Software installation which is described in Appendix 12.
The Select button is used to select materials that have previously been
defined or that are in the SFE file of finite element model defining the
bearing.

- Select OK

- Click on Define adjacent to Journal Material, to display the Material Properties
Panel as shown.

The journal material defaults to the crankshaft material STEEL which was
defined in Section 2.1.3.3

The asperity data can be calculated from surface profile measurements using
the MATUTIL program supplied with the Ricardo Software installation which
is described in Appendix 12.

- Select OK and enter the wear and friction coefficients for the bearing surface as
shown

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- Select OK

- Click on Define Material to display the Crankshaft Material Properties Panel
-
- Select OK
No edits are required since we have defined the material previously.

- Click on Calculate Masses
The message Calculation of mass properties completed successfully,
Balance Not Set should appear in the message box at the bottom of the
Main Panel.

- Click on Set Balance
No additional balancing is required because the Lumped Masses include the
effect of balancing the crankshaft.

The message Model assembly completed successfully, Block not
assembled should appear in the message box at the bottom of the Main
Panel

- Click on OK

- Click on the Dismiss button of the Edit Cranktrain panel
The message Ready to Perform Solution should appear in the message box
at the bottom of the Engdyn screen
The model should appear as shown.

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We now have sufficient data to proceed with an analysis.


The Evaluate Solution Panel will appear.

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- Set the End Angle to 1440 deg
This is equivalent to two and a half cycles and should be sufficient to obtain a
converged solution of the main bearing HD solution

- Select the Cases tab and define a single speed of 3000 rev/min as shown

- Select the Bearing Model tab and complete the panel as shown

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The remaining tabs do not need to be completed for this solution since the
other parameters are related to indeterminate or dynamic analyses.

- Select Define Oil Temps to display the Bearing Oil Temperatures Panel

We will assume that the temperature of the oil in the bearing is at the inlet
temperature.

- Select OK

- Select Solve Directly on the Evaluate Solution Panel.

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written.
The solution time for this solution on a Pentium M 1.4 GHz Laptop with 512
Mbytes RAM is approximately 9 minutes.
Solution time will be dependent on how heavily loaded the bearing is and
whether there is any boundary lubrication occurring.
This model at this engine condition has some asperity contact which can be
viewed by selecting Contact Pressure when animating (See 2.1.5.5)
The memory usage is 67 Mbytes.

2.1.5.4 Select Loadcases

- Click on the Select Loadcases button on the Main Panel

- Highlight the only speed selectable (3000 revs/min) and then select OK

2.1.5.5 Animate Results

- Click on the Animate Results button on the Main Panel

- Complete the Animation Results panel as shown

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- Zoom onto main bearing 1
Hold down both the Ctrl button on the keyboard and the middle mouse
button whilst dragging the mouse.

- Change the angle of the view
Hold down both the Shift button on the keyboard and the middle mouse
button whilst dragging the mouse.

- Click on the Play button of the animation control toolbar to animate the results as
shown.

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- Experiment with looking at different results by selecting various parameters from
the Animation Results Panel

- Close the animation panels and exit the program.
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Tutorial 2: Crankshaft Dynamic Analysis

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2.2 Tutorial 2: Crankshaft Dynamic Analysis
2.2.1 Introduction

Objective:

- To build an ENGDYN model suitable for performing a dynamic analysis of a
crankshaft.
Introducing FE models of the crankshaft
The results of this tutorial are used as input to the NVH and Crankshaft
Stress tutorials

Items Covered:

- Introducing an FE model of the crankshaft
Matrix Reduction
- Dynamic solution

Estimated duration:

- 0.5 day (model preparation)
- 1 day (overall including performing solutions)

Engine:

- Inline 4 gasoline engine
- 75.0 x 44.75 mm
- 1.6 litre

Required Files:

..\Ricardo\2014.1\Products\ENGDYN\Tutorials\il4\il4_crank.inp
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\il4\il4_2000.PRES

Finite element model requirements:

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- The crankshaft FE model should be modelled as described in the Geometry of
the Finite Element Model Section (Section B.2.4.5.2 in the Help part of the
manual)



- Start engdyn


2.2.3 Building the Model

In order to build an ENGDYN model it is first necessary to define the major dimensions
and features of the engine. This is done using the Engine Configuration Panel.

- Select Configure Engine from the buttons on the left side of the Main Panel.

- Complete the Engine Configuration Panel as shown.

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The Firing Order can be selected using the Options button or supplied as a
hyphen separated list as shown
Journal lengths are the lengths of the journals including the journal fillets
NOT the bearing lengths which are defined later
All data in this example are uniform. In cases where data are non-uniform is
selected. This will display in red on the 2D graphic those items that can be
edited by selecting with the mouse. Items that are not shown are edited
using the Edit button.


- Select OK. The crankshaft model will appear in the Main Panel as shown

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Note that the dimensions of the cranknose and flywheel assemblies on
screen are only representations as no data has yet been entered for these.
These are defined in 2.2.3.3.


An ENGDYN model consists of a number of sub-models which are defined using the
Model Definitions Panel.

- Select Define Models from the buttons on the left side of the Main Panel.

- Complete the model definition for the Crankshaft

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Use default values for Model, Data and Matrix Formulation
The crankshaft in this example is already in the same co-ordinate system and
orientation as defined in the 2.2.3.1. No transformation is therefore necessary

- Click on Browse button to display the Model Translation Panel as shown

This panel is used to translate FE models to Ricardo SFE format
Models can alternatively be translated outside the graphical interface using
the appropriate FEARCE translator. If the user does this then Origin is left as
Ricardo-SFE.
The crankshaft in this example is already in the same co-ordinate system and
orientation as defined in the 2.2.3.1. No transformation is therefore necessary
>

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- Set origin to ABAQUS and Units to mm
Units is the units of the ABAQUS model
During the translation the model will be translated so that the SFE file is in SI
units.

- Use the Browse button to select the file il4_crank.inp from the working directory

The program will automatically set the output name to il4_crank.SFE
although this can be changed
Click Translate to translate the model from the ABAQUS format into SFE
format

- Select OK to close the panel.
On completion the message Translation successful will appear at the bottom
of the Main Panel.
Then there will be a SFE file named il4_crank.SFE in the current directory.

- Go to the current directory, find the file il4_crank.SFE

- Double-click on this file and the RICARDO FE viewing and interface tool (R-
DESK) will launch showing our crankshaft FE model

Note that on UNIX/LINUX systems, type rdesk <model_name> into the shell at the
working directory.

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The R-Desk viewport can be controlled in a similar way to ENGDYNs. To move the
model in the panel,
Middle mouse and move = translation
<shift> + middle mouse and move = rotation
middle mouse scroll wheel = zoom in/out

- Select the Cylinder Block tab and define the Model as Rigid with User Defined
data as shown.

- Click on OK. This will display the model as shown.

By default only the edges of the FE model of the crankshaft will be displayed
as shown. To change the appearance of the model select the Model
Appearance Panel from the View Menu.
Note that the webs and journals align with the reduced model (green), but
that the cranknose and flywheel assemblies are not yet correctly defined.
This will be addressed in the next step

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2.2.3.3 Editing the Cranktrain

The next step is to define the data related to the cranktrain.

- Select Edit Cranktrain from the buttons on the left side of the Main Panel to
display the Cranktrain Tool Panel

Given we defined the crankshaft as Dynamic (See 2.2.3.2) it will be
necessary to define everything listed on the left hand side of the panel except
Lumped Mass and Mechanical Links
Lumped Mass is used to define any additional masses that are not included
in the FE model or defined using Flywheel Assembly or Cranknose
Assembly.
Mechanical Links is used to define links for co-simulation.

Highlight Crank Web as shown
This will then display each of the crank web numbers and elements in green.

- Select webs 1, 2, 7 and 8 by dragging the mouse with the left mouse button held
down.
Each of the selected webs will then turn red as shown

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- Select Edit Selected to display the Web Panel

- Set Counterweight to Present and complete the counterweight data as shown

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The counterweight geometry is defined only for the purposes of balancing the
crankshaft in 2.2.3.4 NOT for defining its mass properties.
The angles are with respect to the Engdyn coordinate system not with
respect to the web.
The journal and thickness data has been calculated from the data supplied in
2.2.3.1.
The stiffness data is calculated in 2.2.3.5

- Select OK

- Select webs 3, 4, 5 and 6 by dragging the mouse with the left mouse button held
down.

- Select Edit Selected to display the Web Panel

- Set Counterweight to Present and complete the counterweight data as shown

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- Select OK

- Highlight Pin Journal Element
This will then display each of the pin journal elements in green

- Select Select All
Each of the pin journal elements will then turn red

- Select Edit Selected to display the Element Panel as shown

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This panel allows the internal diameter of a hollow journal to be defined. The
pin journals of this crankshaft are solid.
The Outside Diameter was defined during 2.2.3.1.

- Select OK

- Highlight Main Journal Element
This will then display each of the main journal elements in green

- Select Select All
Each of the main journal elements will then turn red

- Select Edit Selected to display the Element Panel as shown

As with the pin journals this panel allows the internal diameter of a hollow
journal to be defined. The main journals of this crankshaft are solid.
The Outside Diameter was defined during 2.2.3.1.

- Select OK

This will then display each of the cylinder numbers and pin journals in green.

- Select Select All
Each of the pin journals will then turn red

- Select Edit Selected to display the Bearing Panel

- Complete the Bearing Panel as shown
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Given the Model Type is Mobility and the bearings are plain it is not
necessary to enter any other data than shown.
These bearing are feed from the journal via a feed from the adjacent main
bearings.
The oil hole angular position can be defined either using the Position column
(as in this case) or using the Height column. The height is calculated from
the angle and vice-versa.

- Select OK

- Highlight Main Bearing
This will then display each of the bearing numbers and main journals in
green.

- Select Select All
Each of the main journals will then turn red

- Select Edit Selected to display the Main Bearing Panel

- Complete the Main Bearing Panel as shown
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Given the Model Type is Mobility and the bearings are partial grooved it is not
necessary to enter any other data than shown.
Any journal oil holes of a grooved bearing are not currently considered.

- Select OK

- Highlight Thrust Bearing
This will then display the single main journal node in red corresponding to the
thrust bearing defined in 2.2.3.1. There is therefore no need to Select All

- Select Edit Selected to display the Thrust Bearing Panel


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Supply geometric extent of the axial thrust face and the bearing clearance
ENGDYN will calculate appropriate stiffness/damping based upon the system
material properties

- Select OK

- Highlight Cylinder



- Complete the Cylinder panel as shown.

The height Head Height is used to derive a node for the cylinder block model
in 2.2.3.6.

- Select OK

- Highlight Connecting Rod



- Complete the Conrod panel as shown.

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Note the units for the connecting rod inertia!

- Select OK

- Highlight Piston



- Complete the Piston panel as shown.

The skirt and top ring data has been set to 0 since this data are only required
for block stress analysis and is therefore not required for this tutorial.

- Select OK

- Highlight Cranknose Assembly
This will then display the cranknose assembly in red. Therefore there is no
need to Select All

- Select Edit Selected to display the Cranknose Assembly Panel


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The Element Length effectively positions the first node of the reduced model
of the crankshaft. The position of this node must correspond to a plane of
nodes in the FE model.
The natural frequency of the vibration damper is 123.3 Hz.
The seismic mass of the damper defined here must not be included in the FE
model of the crankshaft

The hub of the vibration damper may be included in the FE model or as in this case
defined using this panel.
Any other additional masses, for example gears, sprockets and pulleys, not
included in the FE model can be defined by selecting Lumped Mass on the
Edit Cranktrain Panel. For the purposes of this exercise we will assume
there is no additional masses.

- Select Edit button adjacent to Hub Data to display the Lumped Mass Panel

- Complete the Panel as shown.

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This defines the mass and inertia of the hub.
Given X offset is 0 this lumped mass is assumed to be at the node (defined
by the element length on the Cranknose Assembly Panel)

- Click on OK

- Click on OK on the Cranknose Assembly Panel

- Highlight Flywheel Assembly
This will then display the flywheel assembly in red. Therefore there is no
need to Select All

- Select Edit Selected to display the Flywheel Assembly Panel


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The distance X1 effectively positions the last node of the reduced model of
the crankshaft. The position of this node must correspond to a plane of
nodes in the FE model.
In this example, by setting Type to Conventional, we are assuming the
flywheel to be rigid.
The Offset is with respect to the node defined by X1.
The inertia data is with respect to its centroid.

- Click on the Clutch tab and enter the mass and inertia data for the clutch.

The other tabs to not apply to a conventional flywheel assembly

- Select OK

There are no additional lumped masses to be defined or mechanical links to be defined.

- Select Define Material to display the Crankshaft Material Properties Panel as
shown
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The material data will be read from il4_crank.SFE.

- Use select to list the materials in the SFE file and select the material STEEL from
the list as shown.

This table lists all the material in the SFE file.
The selected material is the material of the web overlap section.
Materials used by ENGDYN and those stored in the .SFE are identified by a
single unique name.

- Select OK and the material is added to the panel as shown

These data may be edited if required

- Select OK
These data are now stored by ENGDYN and also written to the .SFE file.
Previous data will be overwritten.
The message Mass Not Calculated will be written to the Main Panel.

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2.2.3.4 Calculating the Mass Properties and Balancing the Crankshaft

- Click on Calculate Masses to calculate lumped mass properties at each reduced
node
The progress bar as shown will be displayed

The program derives an element set (as described 2.4.5.3 of the manual) for
each reduced node. These sets can be viewed using FEVIEWER. The mass
and inertia of each set is then assigned to the appropriate node.
On completion the message Balance Not Set will be written to the Main
Panel.

- Click on Set Balance to display the Primary Balance Panel as shown

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This panel shows the primary imbalance of the model as given by As
modelled. This is the imbalance of the FE model and any additional lumped
masses.
The imbalance will invariably be dependent on the accuracy of the finite
element model.
For an in-line 4 engine we would expect the crankshaft to have primary
balance.
This panel allows the user to simulate balancing the crankshaft by drilling the
counterweights.

- Set Calculation to Using Web data

- Use select adjacent to Web Numbers to display the Select Web Panel as shown

This displays all webs that have counterweights as defined in 2.2.3.3

- Select webs 3, 4, 5, and 6 as shown

- Select OK

- Use Define adjacent to Material Name to display the Counterweight Material
Properties as shown
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This by default will display the crankshaft material properties as defined in
2.2.3.3.
Select can be used to select a different material for the counterweight
material.
- Click on OK.
The Primary Balance Panel will appear as shown.

For an in-line 4 engine the Required balance is 0

- Click on Apply to balance the crankshaft
The message Balance calculation completed successfully will be written to
the Main Panel.

- Click on OK
The message Balance Set, Stiffness Not Calculated will be written to the
Main Panel.

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- Scroll up on the messages on the Main Panel to see the output related to the
balance drillings.

2.2.3.5 Matrix Reduction

- Click on Calculate Stiffnesses to calculate the crank web and element stiffness
using the finite element method.
2 solvers are available. The default Vectorized Sparse Solver (VSS) or the
Symmetric Conjugent Gradient
- Click on No to select the VSS solver

The program splits the FE model of the crankshaft into a number of sub-
models. FE calculations are performed on each model.
These calculations take circa 5 minutes on am Intel I7-2620M 2.70 GHz
Laptop with 4 GB RAM.
On completion of the finite element solutions the reduced mass and stiffness
matrices of the crankshaft are derived and an eigenvalue solution performed.
The message Stiffness Calculated, Model Not Assembled will be written to
the Main Panel on completion.

- Inspect the contents of your working directory to see the files generated.

- Click on Calculate Stiffnesses again
This time a query panel will be displayed as shown

The program checks whether finite element solutions for each web and
element already exist.

- Click on No
No finite element solutions will be performed
The reduced mass and stiffness matrices of the crankshaft are derived and
an eigenvalue solution performed.

Click on Assemble Model
This verifies the validity of the data
The message Model Assembly completed successfully. Block not
assembled will be written to the Main Panel if assembly was successful.

- Click on Dismiss on the Cranktrain Tool Panel.
The main panel will now appear as shown

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2.2.3.6 Assembling the Cylinder Block Model

The next step is to assembly the cylinder block model.

- Select Edit Block from the buttons on the left side of the Main Panel to display the
Cylinder Block Tool Panel
The Main Panel will appear as shown

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The program creates nodes at each main bearing and at the reversal
positions of the small end of the connecting rod (Thrust and Anti-Thrust) and
at the centre of the cylinder head for each cylinder. These nodal positions
are derived from data defined in 2.2.3.1 and 2.2.3.3.

- Simply click on Assemble Model.

- Click on OK
The model is now completed and should appear as shown

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- Save the model using the File menu from the top of Main Panel

2.2.4 Solution
Panel

- Use the Browse button to select the lubricant SAE5W30 from the database
By default the program will initially select the database directory at
..\Ricardo\2014.1\Common\Materials\LubricantsThis database contains the
most common lubricants


- Click on OK

The cylinder pressure diagram and any additional loadings (for example loads from
Valdyn and gravity forces) are entered in this step.


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No Load.
The solver will interpolate at speeds between those defined using this panel.


the pop-up menu. Use Select Pressure file to select the file il4_2000.PRES from

You may wish to inspect and understand the selected file using an
appropriate editor

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edge of the bearing

- Position the mouse over the column number and with the right button depressed
display the Row Operations pop-up. Select Insert After. The Panel will appear as
shown

- Define the pressure diagram at 3000 rev/min as shown

- Complete the panel as shown.

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- Use the Plot button to display the applied pressure loading as shown


We now have sufficient data to proceed with an analysis

2.2.4.3 Evaluate Dynamic Solution


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- Set the solution Type to Dynamic and edit the solution tolerances as shown

- Select the Cases tab and click on Select to define a speed sweep at full load
between 2000 and 6000 rev/min in steps of 250 rev/min as shown

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- Click on OK to populate the table on the Evaluate Solution Panel as shown

- Select the Model Options tab and change the Cylinder Damping to 500 N.s/m and
Frequency to 50 Hz as shown.
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The cylinder damping parameter is used to tune the torsional response of the
crankshaft
The coupling is a torsional spring and damper to prevent rigid motion of the
crankshaft about its axis. This is analogous to the stiffness and damping of a
dynamometer connected to the crankshaft.
The damping value of the coupling can be used to tune the torsional
response of the crankshaft.
The natural frequency of the coupling must be significantly lower than the first
flexible torsion mode of the crankshaft.


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- Select Define to display the Bearing Oil Temperatures Panel

temperature

- Select OK

- Select Solve Directly on the Evaluate Solution Panel.
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written.
appropriate editor to view the results
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Tutorial 3: NVH Analysis

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2.3 Tutorial 3: NVH Analysis
2.3.1 Overview
Objective:

- To use ENGDYN to perform vibration and acoustic analysis on a powertrain
The analysis uses finite element (FE) models of both the powertrain
assembly and the crankshaft
The tutorial requires the ENGDYN model from the Crankshaft Dynamic
Crankshaft Tutorial

Items Covered:
- Dynamic cylinder block model
Engine mount modelling
Component Mode Synthesis (CMS) matrix reduction
- Vibration Analysis
- Acoustic Analysis
Rayleigh Integral Method
Indirect Boundary Element Method (BEM)

Estimated duration:

Engine:
- 1.6 litre Inline 4 gasoline engine
- 75.0 x 44.75 mm

Required Files:

..\Ricardo\2014.1\Products\ENGDYN/Tutorials\il4\IL4_BLOCK.SFE
..\Ricardo\2014.1\Products\ENGDYN/Tutorials\il4\il4_block_noise.VPT
..\Ricardo\2014.1\Products\ENGDYN/Tutorials\il4\il4_block_vibration.VPT
..\Ricardo\2014.1\Products\ENGDYN/Tutorials\il4\IL4_BLOCK_BoundaryElementM
odel.SFE

The .EDSF file from Crankshaft Dynamic Analysis Tutorial, so all the files used in
tutorial 2 are needed here.


- For dynamic and acoustic analysis of the powertrain it is necessary to have a fully
dressed finite element model with engine mount brackets to support the engine
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mounts. The model used in this tutorial is not representative but is sufficient for
demonstrating the analysis steps.

- Go to the working directory in which you completed the Crankshaft Dynamic
Analysis Tutorial. Copy the file IL4_BLOCK.SFE from the Tutorials directory in the
installation to this working directory and ensure that you have write permissions
for this file.

- Start engdyn


In the Crankshaft Dynamic Analysis Tutorial the cylinder block (or powertrain) was
modelled as rigid. Obviously for analysing the vibration and acoustic behaviour of the
powertrain it is necessary to model the powertrain as dynamic. This section describes
the steps in updating the model derived in the previous tutorial.

- Open the .EDSF file used for the Crankshaft Dynamic Analysis Tutorial using the
File menu at the top of the Main Panel

- From the same menu Copy Design to a new file

2.3.3 Updating the Model
In this step we need to redefine the cylinder block model as dynamic rather than rigid.

- Select Define Models from the buttons on the left side of the Main Panel to
display the Model Definitions Panel.

- Select the Cylinder Block tab and define the model as Dynamic as shown.

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- Click on Browse button to display the Model Translation Panel as shown

- Use the Browse button to select the file IL4_BLOCK.SFE from the working
directory.

The program will automatically set the output name to IL4_BLOCK.SFE
although this can be changed

- Click on the Transformation tab to define the translation vector as shown to
transform the finite element model of the cylinder block.

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- Click on OK to dismiss the panel
In this case no translation is performed since the model has already been
translated into SFE format using the appropriate translator.

- Click on OK
Note how the previously defined reduced model of the cylinder block has
disappeared.
By default the finite element model of the cylinder block is not displayed. The
model may be displayed using the Model Appearance Panel from the View
Menu at the top of the Main Panel.

2.3.3.2 Reassembling the Crankshaft Model

The program forces you to reassemble the crankshaft model because the cylinder block
model has changed.


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We do not need to redefine any data. However the program will force us to
re-edit the main and thrust bearing data.

An error message will be displayed in the pop-up as shown.

- Dismiss the error message

- Highlight Main Bearing, click on Select All followed by Edit Selected to display
the Main Bearing Panel.

- Simply select OK since we do not want to re-edit the data.

- Click on Assemble Model again
An error message will be displayed in the pop-up as shown.

- Dismiss the error message

- Highlight Thrust Bearing and click on Edit Selected to display the Thrust Bearing
Panel

- Simply select OK since we have no data to edit.
This is an error in the current release of the program since it should not force
you to edit the thrust bearing since the stiffness is later calculated from the
cylinder block model.

- Click on Define Material and OK the panel.

- Follow Step 4 and Step 5 of the Crankshaft Dynamic Analysis Tutorial
On completion the message Stiffness Calculated, Block Not Assembled
should be displayed in the message area of the Main Panel.

2.3.3.3 Edit Cylinder Block - Model Definition
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It is necessary to define a reduced model of the cylinder block. The reduced model is a
number of nodes and degrees of freedom that are a subset of the complete model. We
need to define a number of sets.
A constrained node set for each main bearing. For this set the bearing is
defined by a single node with 6 degrees of freedom whose movement is the
average of the nodes on the bearing surface.
Four node sets for each cylinder to define the upper and lower reversal
points of the small end of the connecting rod on the thrust and anti-thrust
sides of the cylinder bore. Each node set will contain a single structural
node.
A constrained node set for the head gas face of each cylinder. For this set
the gas face is defined by a single node with 3 translational degrees of
freedom whose movement is the average of the nodes on the gas face.
A constrained node set that defines the attachment point of each engine
mount. For this set the mount is defined by a single node with 3 translational
degrees of freedom whose movement is the average of the nodes on the
bracket.

- Select Edit Block from the buttons on the left side of the Main Panel to display the
Cylinder Block Tool Panel

The following Query Panels will be displayed in succession.

These are displayed because we have already defined a cylinder block
model and in doing so have defined a number of sets

- Click on Yes in each case
In most cases you want to answer No to the question. You only want to
answer Yes if either the block model type has changed (as in this case) or
the main bearing or cylinder geometry has changed.

Messages will appear in the bottom of the Main Panel and the Cylinder Block Tool Panel
will appear as shown

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In this action the program has transformed the finite element model of the
cylinder block, calculated its mass properties and attempted to automatically
define the sets of the reduced model using the data supplied previously
The reduced model is shown in orange.
The sets defining each main bearing are incomplete and nothing has been
defined for the cylinders. This is because the nodes are outside the
geometric tolerance.
It is necessary to define these sets using the Define Model Panel.

- Click on Define Model to display the Define Model Panel as shown

Consider firstly the constrained node sets defining each main bearing

- Change Type to Constrained Node and Name to Main Bearing
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The Cyl and Val fields will now be ghosted and the ID field will be editable.

- Click on Select adjacent to the ID field and select 1 from the list so that the panel
appears as shown

ID 1 denotes main bearing 1
Alternatively you can simply type 1 in the field

- Select the Definition tab

- Select each tab and understand the default values
Each set is clipped based on geometric shape
Each shape is defined by a Centre, Axis, Extent and Diameter

- Select the Tolerance tab
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The default linear tolerance is set to half the minimum distance between any
two adjacent finite element nodes.
Each set has its own tolerance values

- Change the Linear Tolerance to 0.5 mm and press Clip Set.

The clipped mesh is shown in pink
The program only clips the external surfaces of the model.

- This set is OK so click on Add Set to add the set to the reduced model as shown
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- Repeat this procedure for each of the remaining main bearing by changing the ID
on the Name tab and the linear tolerance on the Tolerance tab.

On completion the panel should appear as shown.

Secondly consider the node sets defining the thrust and anti-thrust nodes for each
cylinder.
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- Select the Name tab

- Change Type to Node and Name to cylinder as shown

- Click on Select adjacent to the Cyl field and select all the cylinders

- Click on Select adjacent to the ID field and select lowerAntiThrust so that the
panel appears as shown

- Select the Definition tab and again understand the default data
The data for cylinder, valve seat and valve spring are with respect to a
cylinder local coordinate system with the origin at the top of the cylinder.
This enables sets to be defined for multiple cylinders in a single action.
The shape is set to Sphere in this case to find the nearest relative to the
specified centre.

- Select the Tolerance tab and again change the linear tolerance to 0.5 mm and
click on Clip Set

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The node numbers are displayed
The coordinates of each node are displayed in the message area with
respect to the cylinder and the global system.

- Select Add Set to add the nodes to the reduced model.

- Repeat this procedure for each of the remaining cylinder nodes lowerThrust,
upperAntiThrust and upperThrust by changing the ID on the Name tab and the
linear tolerance on the Tolerance tab.

On completion the panel should appear as shown.

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Finally add sets defining the attachment points of the engine mounts. Again these sets
will be from the SFE file.
In this example there are no engine mount brackets. Arbitrary sets have
been defined to attach the engine mounts

- Select the engine mount sets from the list and click on Read Set.

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- Select Add Set to obtain the following

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- Use the mouse and cursor keys to rotate and zoom the model if you havent
already done so.

- OK the Define Model Panel

2.3.3.4 Edit Cylinder Block - Engine Mount Definition
- Highlight Elastomeric Mounts in the list on the Cylinder Block Tool Panel
This will then display each of the engine mount nodes in green

- Select the front engine mount using the mouse
The node will turn red

- Select Edit Selected to display the Elastomeric Engine Mount Panel

- Complete the properties for the three degrees of freedom as shown

The stiffness are with respect to the local coordinate system
The default orientation is with X vertical.
These stiffness values are typical values for an automotive application.
However the rigid body modes using these values will be higher than you
would normally expect given the mass of the block assembly in this case is
lower given it is not a fully dressed model.

- Click on OK

- Repeat for the right engine mount
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- Repeat for the left engine mount

- Repeat for the rear engine mount

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2.3.3.5 Edit Cylinder Block Model Reduction
The model is reduced using Component Mode Synthesis. This technique ensures that
the modal behaviour is the same as the complete model for a specified number of
modes. The model is run free-free to give 6 rigid body modes which are latter restrained
during model assembly by the engine mounts.

- Select Matrix Reduction to display the Matrix Reduction Panel

For this tutorial we will use the FEARCE Vectorized Sparse Solver (VSS)
Alternatively MSC Nastran can be used
If you have limited memory then this option can be used to limit the memory
during forward elimination and backsubstitution. This will result in a longer
solution time.

- Set the Number of Modes to 50
For this example this will obtain modes up to 3.5 kHz.
The number of modes will determine the size of reduced matrix and therefore
the speed of the subsequent dynamic solution.
In this case the model has 102 reduced freedoms, so the size of the reduced
matrices will be 152 square.

- Select the Default output name
The output name specifies the name of the FEARCE .FRC command file that
will be written.
Selecting the Default button will give the output name the same name as the
.SFE file

- Switch on the Limited Memory toggle and specify a memory requirement of 1000
Mb or less if your machine has less available memory

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Select Solve. The following Query Panel will be displayed.

- Select OK. Another Query Panel will be displayed.

- Select Direct. This will execute the command file and start the solution. A
Progress Panel will be displayed.
This model has approximately 190000 degrees of freedom which are
reduced to 102 plus 50 modes for the reduced model to be used by
ENGDYN.

On completion the message Run completed successfully is written to the Main Panel
and the following Information Panel is displayed.

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2.3.3.6 Edit Cylinder Block Model Assembly
- Select Assemble Model

This will assemble the cylinder block model
An eigenvalue solution of the reduced model is performed and the axial
stiffness of the thrust bearing housing is calculated

- Click on OK to dismiss the Cylinder Block Tool Panel


2.3.4 Solution

- Repeat the dynamic analysis as described in the Crankshaft Dynamic Analysis
Tutorial (Section 2.2.4.3) but for a single speed 2000 rev/min and with the block
set to Dynamic.

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2.3.5 Vibration Analysis

The dynamic analysis will predict the forces and displacements (if the block is defined as
dynamic) at each of the nodes of the reduced model. This section describes how we can
backsubstitute using a forced response analysis using the predicted forces at the
reduced nodes to predict the displacements at any point on the cylinder block model.
We will predict the response on one side of the block and at each engine mount at a
single speed up to 1 kHz.

2.3.5.1 Selecting the Required Loadcase

- Click on Select Loadcases from the buttons on the left side of the Main Panel.

- Select the loadcase at 2000 rev/min full load as shown

- Click on OK to dismiss the panel

2.3.5.2 Performing the Forced Response Analysis

- Click on Block Analysis from the buttons on the left side of the Main Panel to
display the Cylinder Block FEA Panel

- Click on Select Output to display the Cylinder Block FEA Output Panel

- Highlight Nodal Vibrations from the list as shown
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Frequency Response Loading will automatically be highlighted.

- Click on OK to dismiss the panel.

- Click on Select Model to display the Cylinder Block Model Panel

The default will be the FE model used to derive the reduced model.
This defines the model we wish to excite.
The selected file must have modal data and must have reduced nodes at the
same location as the reduced model.


- Click on Define Output to display the Frequency Response and Acoustic Analysis
Panel.

- Set the Maximum Frequency to 1 kHz as shown and click on Select to list the
node sets in the model.

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This will calculate the response at all the harmonic frequencies up to 1kHz for
each selected engine speed. In this case, given we have selected a case at
2000 rev/min and this is a 4 stroke engine we will have results at 16.67,
33.33, 50.0 Hz

- Click on Select and select the sets LEFTSIDE, engineMount:ID_left,
engineMount:ID_right, engineMount:ID_front and engineMount:ID_rear from the
node set list as shown

The set LEFTSIDE was defined using FEVIEWER

- Select the Output tab

- Change Export to Sets Only and change the default output name to that shown

The output name is the base name of all the output files.
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Setting Export to Sets will create an SFE file that contains only the geometry
of LEFTSIDE and each of the engine mounts and the reduced nodes. The
results will also be written to this file..


- Click on Generate Output to perform the frequency response analysis

A message report will be displayed giving the output from the FEARCE program.

On completion the message Run completed successfully is written to the Message
Panel and the following Information Panel is displayed

- OK this panel and the Message Panel

On completion the following files will be written
IL4_BLOCK_VIBRATION.FRC command file
IL4_BLOCK_VIBRATION.FRL containing the Frequency Response Loading
LC001.ALPHA containing the Modal Contribution factors for load case 1
LC001.TOTALS containing the total loads applied to the model for load case
1
IL4_BLOCK_VIBRATION_SUBSET.SFE containing the results for
LEFTSIDE and each of the engine mounts and all the reduced nodes.

2.3.5.3 Plotting Results

Go in the working directory and double-click on IL4_BLOCK_VIBRATION_SUBSET.SFE
in order to open the .SFE file in R-Desk.

The model should appear as shown in the screen shot below.

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Go to the FE Graph tab as shown on the screen shot below:

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In the FE Graph section, click on New -> NVH -> Vibration graph, and the following panel
will apppear on the right.

Select Displacement in the left panel, as shown below:

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Then select the mount sets in the Edit panel on the right (use CTRL + left mouse), and
then click Finish at the bottom at the edit panel.

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Finally, click Plot in the left hand panel, and you will obtain the R-Plot Graph shown
below.

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You can explore the process with other quantities, for example velocity.
You can plot several plot at the same time, by highlighting the wanted plots
simultaneously (CTRL + left mouse), and the click on Plot.

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2.3.5.4 Viewing Results

- Go to the Data tab at the bottom of the left panel as shown in the screen shot
below.

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- In the Deformation tab, select Displacement for a frequency of 133.3 Hz, as
shown below. This corresponds to the 4
th
order.

Select Displacement in the Contour tab. The screen will then look as shown below.

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Go to the Animation tab that can be selected at the bottom of the middle panel, and
animate the results by clicking on the green run bottom.

Experiment with other quantities, like for example velocity and acceleration.

To rotate: SHIFT + move mouse with middle bottom pressed
To zoom in/out: CTRL + move mouse with middle bottom pressed

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2.3.6 Noise Prediction
This section describes how we perform an Acoustic Analysis using the Rayleigh Integral
Method. The Rayleigh calculation uses a simple method treating each node as a piston
in a baffle assuming that the vibration is the same over the surface of the piston. This is
normally acceptable for models where the mesh density is sufficient to give a good
representation of the mode shapes, and the wavelength is large compared to the
element size. We will predict the radiated sound power and sound intensity from each
side of the block at a single speed up to 3 kHz.
2.3.6.1 Performing the Acoustic Analysis
- Return to the Cylinder Block FEA Panel

- Click on Select Output to display the Cylinder Block FEA Output Panel

- Highlight Radiated Noise from the list as shown

Frequency Response Loading and Nodal Vibrations will be automatically
highlighted.


- Click on Select Model to display the Cylinder Block Model Panel


- Click on Define Output to display the Frequency Response and Acoustic Analysis
Panel.
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- Set the Maximum Frequency to 3 kHz as shown

- Select the Acoustic tab and Options tab and switch off Delete Vibrations as
shown.

If we are performing this calculation for a large number of speeds and
frequency it is usually prudent to leave Delete Vibrations on in order to
minimise the size of the resultant files.

- Click on the Boundary tab and Radiating Sets and select the sets LEFTSIDE and
RIGHTSIDE from the face set list as shown

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These sets were generated using R-DESK VIEWER.

- Select the Output and change the output name to that shown


- Click on Generate Output to perform the frequency response and acoustic
analysis

A message panel will be displayed giving the output from the FEARCE program.

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On completion the message Run completed successfully is written to the Message
Panel and the following Information Panel is displayed

- OK this panel and the Message Panel

IL4_BLOCK_NOISE.FRC command file
IL4_BLOCK_NOISE.FRL containing the Frequency Response Loading
LC001.ALPHA containing the Modal Contribution factors for load case 1
LC001.TOTALS containing the total loads applied to the model for load case
1
IL4_BLOCK_NOISE.L001.RES is an ASCII file containing the sound power
for load case 1
IL4_BLOCK_NOISE_SUBSET.SFE containing the results for LEFTSIDE and
RIGHTSIDE. The size of this file is 63.5 Mbytes.

2.3.6.2 Viewing and plotting Results

Open in R-Desk Viewer IL_BLOCK_NOISE.SFE.

The process for viewing the results is the same as that described in the Vibration
Analysis section (2.3.5).

1. In the Deformation Tab, select Displacement
2. Select All
3. In the Frequency tab, select Case 1, and then 1016.67 Hz
4. In the Contour Tab (Data panel on the left), select Sound Intensity.
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5. Select dBA below

Your screen should look similar to the screen shot below.

Note that you can modify the background colour from the tools many in the top left
corner.

Click

Then Select Options -> Preferences -> Background Colours.

You can animate the results using the Animation Tab (at the bottom of the middle panel)

In order to plot the results, use the FE Graph tool similarly to what was done in the
Vibration analysis section.

1. In the FE Graph panel, when you click New and the select NVH, chose the
Acoustic Graph option.
2. In the Edit panel on the right, chose Sound Power Spectra XY
3. Select the desired sets (for example LEFTSIDE and RIGHTSIDE)
4. Click finish
5. Finally click Plot in the FE Graph panel.

You will obtain a plot similar to the one below.

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2.3.7 Noise Prediction Using Boundary Element Method
This section describes how we perform an Acoustic Analysis using the indirect
Boundary Element Method. This method is a more rigorous method and calculates the
noise generated by a closed volume. The need for the solution of a set of simultaneous
equations, of order N (where N is the number of boundary elements), at each frequency,
means that the BEM is substantially slower than the Rayleigh method.
2.3.7.1 Performing the Acoustic Analysis Using BEM
- Return to the Cylinder Block FEA Panel

- Click on Define Output, select Acoustic tab and choose indirect BEM in the
Method field

- Choose the Boundary tab, Click on Browse button to load SFE file named
IL4_BLOCK_BoundaryElementModel.SFE

- Choose Acoustic Mesh tab and select Defined in the Mesh field
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- Click on the Define button that has become active, with the Acoustic Mesh panel

- Enter a suitable filename for the new mesh, such as Acoustic_Mesh, and select
Sphere in the Shape field

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We shall define the centre of the sphere at the centre of the gravity of the engine model.
We can calculate the centre of gravity of the model using the viewer tool

- Double click on the IL4_BLOCK.SFE model.

- Right click the Plot item under the model name in the Plots panel

- Select Calculate from options list, then select Centre of Gravity

The result will be displayed in the Information panel at the bottom of the canvas. The
values are returned in SI units and are (176.19, 109.85, 2.81) mm. We have to account
for the ENGDYN system. We have translated the model in X direction by 172.0 mm
when importing. This gives a Centre_of_Gravity in the ENGDYN system as
approximately (4.0, 110.0, 3.0) mm.

- Apply the Centre_of_Gravity to the panel as shown

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- Click on the Radius tab, define the sphere to be 1 meter in radius.

- Set the Number of Elements to be 40, which gives a suitable refined mesh

- Click Generate when the panel is complete

A new SFE file named Acoustic_Mesh.SFE is created in the current working
directory. Double click on the SFE file to look at the model in R-Desk Viewer.

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The mesh density can be easily changed by changing the number of elements in the
Acoustic Mesh tab.

- Click OK to confirm the use of acoustic model that has been defined, then the File
Name field has been updated as shown below.

- Click on the Fluid tab, define the Fluid Density and Speed of Sound as below

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- Click on the Options tab, set the Integration Increment to be zero. This field allows
the user to increase the order of integration to improve the calculation accuracy,
but at the expense of run time. We leave it as zero, meaning the solver will
automatically use the optimum integration order.

- Return to the Boundary tab, and the acoustic mesh is fully defined.

- Select the Frequency Response tab and set the maximum frequency to 2000 Hz

- Click on the Output tab and set the panel as below

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- Click OK

- Click Generate Output to run the noise calculation in the Cylinder Block FEA panel

Note that the solution will take approximately 8 hours on a laptop a 2.5 GHz
processor and 4.0 GB of RAM. Rather than running through the FEARCE NVH solver
automatically, we can run the calculation through a batch file.


IL4_BLOCK_NOISE_BEM.FRC FEARCE command file
IL4_BLOCK_NOISE_BEM.FRL containing the frequency response loading
IL4_BLOCK_NOISE_BEM.L001.RES containing the sound power for
loadcase 1
IL4_BLOCK_NOISE_BEM.OUT an output file from FEARCE
IL4_BLOCK_NOISE_BEM_EXTERNAL.SFE containing the vibration results
which are interpolated onto the BE model
IL4_BLOCK_BoundaryElementModel.SFE our BE model containing sound
power results
Acoustic_Mesh.SFE containing sound pressure results
LC001.ALPHA containing the modal contribution factors for loadcase 1
LC001.TOTALS containing the total loads applied to the model for loadcase 1

2.3.7.2 Plotting and viewing results

Open the IL4_BLOCK_BoundaryElementModel.SFE by double-clicking this file.
Also open Acoustic_Mesh.SFE. In order to open it is the same session, right click in the
top left Plots panel and then select Open Model.

The results can be viewed and analyzed following the same procedure as that described
earlier for the Rayleigh method. The sound intensity results are available in
IL4_BLOCK_BoundaryElementModel.SFE and the sound pressure results are available
in Acoustic_Mesh.SFE.
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2.4 Tutorial 4: Block Stress Analysis

2.4.1 Overview

Objective:

- Build an ENGDYN model suitable for performing a stress analysis of the cylinder
block
The analysis uses finite element (FE) models of both the powertrain
assembly and the crankshaft
This tutorial requires the ENGDYN model from Tutorial 2 (Crankshaft
Dynamic Crankshaft)

Items Covered:
- Compliant cylinder block model
Restraining the system
Static condensation reduction
- Quasi static stress analysis

Estimated duration:

- 0.5 day

Required Files:
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\il4\COMPLIANT_BLOCK.SFE

- For a stress analysis of the cylinder block it is recommended to have a powertrain
assembly that includes all of the major components contributing to the stiffness
and hence load paths of the system

Method:
- In many cases a quasi-static stress analysis of the powertrain is a suitable method
for analysing the in service behaviour of the cylinder block
- The quasi-static method has a number of advantages over a fully dynamic
analysis
The method is computationally less intense allowing iterations to be carried
out swiftly
The loads are fully resolved statically and can be applied to both linear and
non-linear FE solutions
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Thermal loads can be combined with the mechanical loads generated by
ENGDYN providing a full thermal mechanical assessment

- For cases where a known dynamic stress problem exists, ENGDYN can also be
used to provide a solution and this is covered in a separate tutorial

The model generated in tutorial 2 (dynamic crankshaft analysis) is used in this tutorial,
so we will make a copy of the model created in tutorial 2.

- Start engdyn

- Open the model from tutorial 2

- Use the File > Open command from the top menu bar

- Select Copy Design from the File menu on the top bar

- Select a new working directory in the browser and save the model under a new
name

Note that saving the file in this way keeps the references to the component files. In this
case, it refers to the crank FE model (and reduced components) and the lubrication and
pressure data.
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2.4.3 Updating the Model
In this step, we need to redefine the level of our component cylinder block model

- Select Define Models from the buttons on the left side of the Main Panel to
display the Model Definitions Panel

- Select the Cranktrain tab and define the parameters as follows

- Select the Cylinder Block tab and set out model level to compliant as shown

- Click on the Select button in the File name field and refer to the cylinder block FE
model COMPLANT_BLOCK.SFE

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- Click on Transformation tab, and translate the model by 172 mm in the X direction

- Click OK

2.4.3.2 Reassembling the Crankshaft Model
- Click on the Edit Cranktrain button

Note that we do not need to redefine any data as we havent changed the crankshaft.
However the program will force us to re-edit the main and thrust bearing data. This is
because the thrust bearing stiffness will now be calculated from the FE model.

- Select the Trust Bearing item from the Cranktrain tool panel

- Click Edit Selected

- Click on Stiffness tab, and set 1 in the Housing field

- Click OK

- Select the Main Bearing item from the menu

- Click on Select All, and then Edit Selected

- Click Ok in the bearing panel as we do not wish to alter the values

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- Run through the crank assembly steps, including Define Material, Calculate
Masses, and Set Balance as we did in tutorial 2 (dynamic crankshaft analysis)

- Click on the Calculate Stiffness button

- Select No as we havent changed the crankshaft model in any way

2.4.3.3 Defining the Reduced Model

We now need to define a reduced model of the FE cylinder block that we have
imported. The reduced model is a number of nodes and degrees of freedom that are a
subset of the complete FE model. In order to still be able to interact with our FE model
once we have performed the reduction, we need to define the degrees of freedom
(nodes) whose details we wish to retain.

At a minimum this needs the definition at each main bearing, the definition for each
cylinder bore and the definition for each cylinder head gas face.

We will need to restrain the FE model in space before performing the model reduction.
Suitable restraint points need to be selected - using engine mount locations would
provide sensible load paths. For consistency of solution these restraints should be the
same as used in the final FE stress analysis.

- Click on the Edit Block button, and the following query appears

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- Click Yes as we have changed the block model type

A secondary query panel will appear as below relating to the cylinder definitions

- Click YES as we have changed our block model type, and then the Cylinder Block
Tool panel appears

- Click on the Define Model button in the Cylinder Block Tool panel, and the Define
Model panel appears as below

The three main tools are:
1) Clip: This allows us to adjust the geometric definitions of the required regions and
tune the search of the FE model for the required nodes
2) Read: This allows us to read pre-defined sets of data directly from the FE model
to use in our reduced node definition
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3) Delete: This allows us to delete any definitions which are not wanted

- Click on the Delete tab and select the Constrained Sets tab

- Highlight all five items in the window and click Delete

- Click on the Clip tab (we are going to tune the definition of the main bearings to try
and find the complete faces.)

- Under the name tab, define the parameters as shown below
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- Click on Select button next to the ID field and choose main bearing 1 from the list
of options.

- Click OK

- Click on Definition tab

This section reveals the geometric definition that ENGDYN considers to be the inner
surface of main bearing 1

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- Click on the Tolerance tab

ENGDYN has calculated this tolerance by reading the FE model and determining the
smallest length of an element side. The tolerance is half of that smallest length. But if
some elements are very small, then this tolerance will be too small to correctly locate the
surface that we require.

- Change the tolerance to 0.5 mm and click on Clip Set button. ENGDYN finds the
complete bearing surface shown in the viewport.

- Click Add Set and the viewport will update to show the complete bearing defined
in orange

- Repeat this procedure for each of the five main bearings
In each case, change the bearing ID in the Name tab, then change the
geometric tolerance to 0.5mm, Click Clip set and Click Add Set

On completion the viewport should like as shown below. The next job is to correctly
define the nodes required to represent the four cylinders.
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- Return to the Name tab in the Clip section of our Define Model panel

- Select Node in the Type field and select Cylinder in the Name field, as shown

- Click on the Select button in the ID field and select upperThrust as shown

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- Click on the Select button in the Cyl field and click Select All button in the
Cylinders field

- Click OK and the Define Model panel is shown as below

- Click on the Tolerance Tab and set 0.5 in the Linear field

- Click on Clip Set and click Add Set
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- Repeat this step for each of the remaining cylinder nodes. You should be able to
clip for all four cylinders at once each time
upperAntiThrust
lowerThrust
lowerAntiThrust

- Set the tolerance to 0.5 mm
Remember to clip the set to locate the nodes in the FE model before adding
them

We will define the next sets using the Read option. This is used to select regions
already included as named sets on the FE model. Because of the complexity of the
shape of the flame face it is often easier to define them in this way than to try and create
a shape to automatically clip from. So we can prepare our models using an FE package
(either a third party package or Ricardos R-Desk VIEWER tool) by painting required
regions and naming these as face sets.

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- Select the Read tab on the Define Model panel and select type as Constrained
Sets

You will see a list of sets that exist on the model which we can choose from.

To add these all we need to do is highlight the ones we want, click Read Set, then
Click Add Set.

- Highlight all of the sets and add them to the model

- Click on OK in the Define Model panel. The viewport should update to look similar
to that shown below

Next, we can perform the matrix reduction.

- Go back to the Cylinder Block Tool panel

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- Select the Matrix Reduction option

- Select FEARCE option from the Solver list, as shown below

The Solver field allows us to choose which solver we would like to use for the
reduction. Currently ENGDYN can support MSC/NASTRAN, ABAQUS or its own internal
solver FEARCE. A translator can be supplied to export an appropriate analysis deck to
NASTRAN or ABAQUS. If FEARCE is selected, no external licenses are required.

The Output Name field determines what these files will be called and where they will
be located on your system.

- Click the Default button next to Output Name field, which means the files will be
placed in the working directory and named after the powertrain FE model

The Element Check allows a check of the FE model to be performed.

- Click Element Check and limited memory.

- Set a memory limit approximate to your machine as shown below

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- Press Solve and the following dialogue panel appears

This dialogue is telling us that the command file to set up the reduction has been
written. Choosing to continue will execute this, causing the following actions. 1) The
reduced nodes will be added to the FE model; 2) The FEARCE solver will then perform
the reduction. If NASTRAN was chosen for the solver, the NASTRAN input deck will be
written out at this stage.

- Choose Ok

- You will then be asked whether you want to perform the reduction immediately or
later (in batch)
Select the Direct option
The command file will execute and the reduction will begin

This powertrain model has about 190000, and this is to be reduced to about 100.

- Click Assemble Model when the reduction is complete

- Close the Cylinder Block Tool panel

2.4.3.4 Performing ENGDYN solution

We are now ready to perform the ENGDYN solution. The lubrication and cylinder
pressure was defined when the original model was set up for the dynamic crank
analysis. Hence we can go straight to the Evaluate Solution option.

- Select the Indeterminate option from the solution type list
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As we are not considering the dynamics of the system, the solution convergence is
usually straight forward.

- Make sure that the cylinder block model is set to Compliant as shown

- Set up other parameters as follows

- Move to the Cases tab

- Add a single loadcase of 5000 rev/min in the speed table as shown

- Click on the Bearing Model tab
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- Select the thermal balance option
This will calculate the rise in temperature across the bearings due to work
This will not slow an indeterminate solution too much so is worthwhile
Finally select the required oil properties file

The solution should only take a few minutes to complete with the message shown below

- Close the message window

2.4.3.5 Block Stress Analysis

First step is to select what loading condition we require.

- Click on the Select Loadcase button

- Make sure that the Type of results is Statically Indeterminate
Dynamic results will not be fully resolved statically and are inappropriate

- We only have one set of results, so select this in the list

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- Click Ok when done

- Select Block Analysis form the post processing menu

The cylinder block FEA panel will appear. This provides us with the workflow
required to set up the FE analysis.

- Click on Select Output

- Choose the Quasi-Static loading option from the list, shown as below

- Click OK

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- Click on the Select Model option and the Cylinder Block Model appears

- Select the block required for the stress analysis shown as follows

The model transformation used in the ENGDYN solution will be loaded by default.
We can change this as before in using the panel under the Transformation tab.

- When done, click OK

- Click on OK on the Cylinder Block Model panel

- Click on the define the output

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We shall select which FE solver we want to use.

- Choose Ricardo-SFE. This will automatically apply the loads to the FE model.

- Click Select next to the Crank Angle field

- Select the Use Interval option and set the interval to 10 degrees
This will give us 72 load cases from ENGDYN

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- Click OK when complete

The final main field that we can edit is the Start Loadcase section. This defines what the
first loadcase number that the ENGDYN loads are written to is. For a complete analysis
we would usually add assembly and thermal loads to the system in addition to the
ENGDYN loads. These would often be added as loadcases 1 and 2 and be added to the
model as part of the preparation before ENGDYN. Hence we could start the ENGDYN
loads from loadcase 3.

- In this example we will use the default as we do not have other loads

The Output Name field determines where the files are written that control the FE
solution.

- Keep this as default and click OK

- click on Generate Output

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ENGDYN will create a FEARCE run script that will apply the loads onto the FE model
and run the solution or set up an appropriate third party solver deck. With the SFE option
chosen for loading, this will be executed automatically. This will take several minutes to
complete. The STRESS_BLOCK.SFE model is now loaded and ready for solution.

These loads can be viewed in R-Desk viewer
Use the Data > Contours > Force option

To implement the FEARCE solver a small script file needs to be created. The following
file has been included named
Run_stress.FRC

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This can be executed from a command line in the appropriate directory. Simply type
FEARCE and the file name shown as follows.

Finally, open the STRESS_BLOCK.SFE file in order to view the results. The process is
similar to the one described in the NVH tutorial for viewing the vibration results (section
2.3.5.4).

Please note that this tutorial model in only provided for the purpose of illustrating the
process and the used elements are not appropriate for stress analysis. A plot similar to
the one below can be obtained by adjusting the scales.

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Tutorial 5: Crankshaft Stress Analysis

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2.5 Tutorial 5: Crankshaft Stress Analysis
2.5.1 Overview

Objective:

- To use ENGDYN to perform a stress and durability analysis of a crankshaft
The crankshaft utilises a finite element (FE) model.
The cylinder block model is assumed rigid in this example.

Items Covered:

- Preparing the Engdyn model
- Geometry Definition
- Assigning Material Properties
- Stress Concentration and Fatigue Notch Factors
- Classical Stress Method
- Finite Element Method
- Plotting and Viewing Results

Estimated duration:


Engine:

- Inline 4 gasoline engine

Required Files:

..\Ricardo\2014.1\Products\ENGDYN\Tutorials\il4\il4_crank.SFE
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\il4\IL4_STRESS_CRANK.SFE
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\il4\il4*.PRES
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\il4\dynamic_crank.EDSF


- Crankshaft FE model should be split into its individual web sections as described
in Finite Element Model section of the manual

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2.5.2 Preparing the Engdyn Model
2.5.2.1 Performing the Solution

A pre prepared .EDSF file is provided for this tutorial. This is a copy of the Engdyn model
as prepared in the Crankshaft Dynamic Analysis tutorial. The reader is invited to review
this tutorial to familiarise themselves with the methods of preparation.

We shall begin this tutorial by performing a solution suitable for the crankshaft stress
analysis

- Open Engdyn and click on the File button on the main toolbar
- Click on Open from the drop down menu
- Select the dynamic_crank .EDSF from the tutorial folder

The display should look like the figure below

The lubrication should have been defined, but check by clicking on the
Lubrication button and ensuring that the file SAE5W30.MAT is being
referenced

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If not click on the Browse button and reference the file so that the lubrication
panel looks like the figure below

- Click on OK in the Lubrication Definitions panel

- Click on the Loading button

- Ensure that the In-Cylinder panel is set as shown

- Click on OK

- Click on the Evaluate Solution button

- Configure the Solution panel as shown

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We shall carry out a fully dynamic solution, but will also save the statically
indeterminate results ensure that the Save Static Results box is checked

- Configure the Cases panel as shown setting a speed range of 2500-5500
rev/min in 500 rev/min intervals

We will use the default settings for the cylinder block, crankshaft, thrust
bearing and coupling panels

- Click on the Bearing Model panel and configure it as shown below

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To save time in this example, we shall explicitly define the oil temperatures at
each bearing check that these are all 110
O
C using the Define Oil Temps
button

- Click on Solve Directly.

When the solution has completed, check that it has converged for every
loadcase

We are now ready to carry out the crank stress analysis

2.5.2.2 Geometry Definition

To obtain stress results at specific points on the crankshaft, we must define the geometry
at these locations in more detail. This is done through the Crankshaft Stress Analysis
panel, accessed by clicking on the Crank Analysis button.

- Click on the Crank Analysis button to display the following panel

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We shall calculate stresses at the main and pin journal fillets at the rear of
the crank
To do this we must also define the geometry of the surrounding webs
We shall regard all the webs as being uniform and so define all components
at once

- Highlight Crankshaft webs in the left of the panel

The webs will show in red on the display as shown

- Click on Edit Selected to display the Crankshaft Webs panel

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- Fill in the white boxes as shown
- Click on Apply
The equivalent width box will update

- Click on OK

- Highlight Pin journal fillets in the left hand of the panel
- Click on Edit Selected to display the Pin journal Fillets panel

- Set the Radius to 1.5

- Click on Apply
The panel should update as shown

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- Click on OK

- Highlight Main journal fillets in the left hand of the panel


- Click on Edit Selected to display the Main journal Fillets panel

- Set the Radius to 1.5

- Click on Apply
The panel should update as shown

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- Click on OK

The geometric data required for this tutorial has now been applied. The next step is to
define the material properties of the crankshaft.

2.5.2.3 Defining the Material Properties

At this stage we are not referencing an FE model, so we will define the material
properties from the Engdyn database. The procedure that will be shown can also be
used to enter the value explicitly.

- Click on the Define Material button as shown to display the Crankshaft Material
Properties panel

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- In the Base Properties tab, ensure that the panel is configured as shown below

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Only be concerned with the upper half of the panel (shown above) for the
moment. The data in the lower half will be updated when all of the properties
have been added

- Click on the Base Strengths tab

We will use properties for Steel 38MnS6 from the Engdyn database

- Click on Select (circled) to access the Engdyn materials database
- Highlight the STEEL38MnS6 properties as shown then click OK

The base properties will be updated in the upper part of the Base Strengths
panel

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- Now click on the Elevated Strengths tab

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- Select Calculated in the Strengths field

- Click on Define next to Size Factor to display the following panel

- Ensure Default is selected as the Definition of the size factor

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- Click Apply, then click OK

- Back in the Crankshaft Material Properties panel, select Cold Rolled in the pin and
main journal fillet fields

The panel should appear as shown below

- Click on OK

2.5.2.4 Defining Stress Concentration and Fatigue Notch Factors

Engdyn will take into account any stress increase or relief due to geometric effects by
applying stress concentration and fatigue notch factors to the journal fillets. These
factors are applied by altering the material strengths at the locations. To apply these
factors we must access the fatigue notch factors panel.

- Click on the Notch Factors button as shown

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We will apply the Modified Lowell equation to calculate the required factors

- Ensure that Modified Lowell is selected in the Characteristic field
- Click on Apply, so that the panel appears as shown

- Click on OK

2.5.2.5 Classical Evaluation of Stress and Durability

Now that we have defined the geometry and material properties of the regions of interest
on the crankshaft, we are in a position to carry out a classical evaluation of the stresses
and durability. First we must select which loadcases we are interested in for the solution.

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- Click on the Select Loadcases button on the main panel to bring up the following
sub panel

We shall perform a speed sweep across all defined engine speeds which
have dynamic results

- Display the dynamic results by setting the Solution Type field to dynamic

- Click on the Select All button to highlight all speeds

- Click on OK

- Click on the Define Output button on the Crankshaft Stress Analysis panel

- Set the Classical Stress Analysis sub panel as shown

Note: the output name should reference the current Engdyn model

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- Click OK

- Click on Solution on the Crankshaft Stress Analysis panel

Engdyn will now perform the stress solutions at each part of the crankshaft
for which geometry has been defined and for each loadcase

When this is complete we can plot results

2.5.2.6 Plotting Classical Stress Results

We can now view results at any part of the crank for which the geometry has been
defined. As an example we shall look at results for the rear pin journal fillet on the fourth
pin.

- Highlight the pin journal fillets on the left hand of the panel

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The pin journal fillets that have been defined will turn green on the reduced
model

- Highlight the rear fillet on pin journal four by clicking on it with the left mouse
button

The fillet will turn red

- Now click on the Plot Results button
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The following panel will appear

- We will look first at the stress history at the fillet

- Highlight History, Stress and Goodman-Standard-General options as shown

- Click on Apply
The graph shown overleaf will appear
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The plot can be printed or closed through the File tab on the top menu of the
plot

- Now we will look at the predict durability safety factors at the fillet

- Highlight Summary, Safety Factor and Goodman-Standard-General as shown

Note: options that are not applicable disappear from the list of choices
- Click on Apply to display the plot

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The top graph shows the maximum and minimum (alternating) stresses
acting on the fillet
The lower graph shows the lowest predicted durability safety factors on the
filler across the speed range
The red line is the design factor which can be changed in the Plot Results
panel
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2.5.2.7 Performing a Finite Element Solution

Now we have carried out a classical analysis, we are ready to move to the next level of
complexity and perform an FE analysis on the crankshaft. The first step is to create the
boundary conditions so that we can perform the solution. These are applied to specific
sets that should already have been added to the crankshaft FE model. Details of these
sets can be found in section 7.1.2.2 of the manual. A brief description of the sets
required for loading follows.

- A layer of low stiffness (approx. 1/10
th
crankshaft stiffness) and massless elements
need to be added to each end of the crankshaft to ameliorate the stresses applied
to each end (shown in red below). The length of these should be about of a
typical bearing for the crankshaft

- A layer of massless shells (all other properties the same as the crankshaft) should
be overlaid onto the low stiffness elements on the cranknose end

- Face sets need to be added to all of the Pin and Main journals. These represent
the oil contact areas of the bearings

- The sets need to be named with the convention shown in the figures below

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Once the crankshaft has been properly prepared we are ready to generate the
boundary conditions

- Click on the Select Loadcases from the main panel

For an FE solution we must select a static loadcase hence the statically
indeterminate solutions were saved

- Click on the Select Loadcases from the main panel
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For an FE solution we must select a static loadcase hence the statically
indeterminate solutions were saved.

- Select 5500 rev/min from the statically indeterminate results

- Click on OK

- Now click on the Crank Analysis button in the main panel
- Set the Stress Analysis sub panel to FE Quasi Static method and Unit Loads
output as shown

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- Reference the stress quality model by clicking on the Select Model button on the
right of the panel

Ensure that the model is in the same orientation as the Engdyn model by
supplying the correct transformation from the appropriate tab

Warnings may appear in the message box of the Engdyn panel if the defined
geometry does not match up to the FE model
Care must be taken to ensure that the FE model aligns correctly with the
defined geometry

- Click on Apply, then OK

- Now click on the Define Output button to bring up the panel shown below
- Set the desired Solver and ensure that the Centrifugal Load and Unit Moments
boxes are checked
The output name will define what the .FRC file is called

- Click on OK

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- Click on Solution

Engdyn will create the .FRC file to load the crankshaft. When complete the
following box will appear prompting as to whether the .FRC file should be run

- Click Yes

The .FRC file will run, and where appropriate the input deck for the solver will
be written out
If FEARCE(VSS) solver was chosen, then the solution will begin
automatically

The FE solution should now be performed. If a solver other than the
FEARCE(VSS) solver was used, then the results need to be appended onto the
stress FE model so that they can be post-processed and viewed.

2.5.2.8 Post Processing the FE Results
Once the FE stress analysis has run, ensure that the results have been appended to the
stress model .SFE where appropriate. We can now post-process and view the results.

- Click on Select Loadcases
Ensure that the statically indeterminate loadcase that has been run is
selected
>

- Click OK

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- Click on the Crank Analysis button and select FE Quasi Static method and Stress
and Safety Factors as output (as shown below)

- From the Select Model button, ensure that the correct model is referenced (stress
model with results) and that it is in the correct orientation

We shall again just consider the rear pin fillet of pin journal four

- Highlight Pin Journal Fillets in the left hand side of the panel (the pin fillets on the
reduced model turn green)
- Select the rear journal fillet on pin four by clicking on it with the left mouse button
(it will turn red)

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As we have previously defined the geometry we do not need to change the
entry

- Click OK on the Pin Journal Fillets panel

- Click on the Define Material button

if the material defined in the FE model is not identical to that in the Engdyn
model (for example hydrostatic fatigue factors may not be defined in the FE
model), the following panel will appear

- Click on Select to display the panel below

- Highlight the ENGDYN properties (in this case) and click on OK

- Click on the Notch Factors button and check that the definitions are correct

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- Click OK in the Notch Factors panel

We now need to define the type of algorithm for the durability safety factor
calculation

- Click on Define Output

- Click on the Select button next to the Node Sets field

- Highlight REAR_PIN_FILLET_04 from the sub panel and click OK

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The Node Set sub panel will display all of the relevant sets defined on the FE
model we can only select sets that are also have their geometry defined in
the Crankshaft Stress Analysis panel

- Click on the Safety tab
For this example we shall only look at the Alternative Goodman criteria
- Highlight as shown and click OK

- Check that the rest of the FE Stress Analysis panel is configured as above and
click OK

The Export field will determine how much of the FE model is exported for
post-processing. The alternatives are ALL, EXTERNAL or SETS. The
smallest model will be just the sets

The post-processing is now ready to run. Engdyn will first create a new .SFE of the
chosen subset of the model (in this case just the selected sets). It will then combine and
factor the unit loadcase stress results before finally performing the durability calculation.
The results can then be plotted in Engdyn, or colour contours viewed with R-Desk.

- Click on Solution

Engdyn will write out an .FPO file to perform the post-processing. When this
is done the following panel will appear summarising the forces in each
separate loadcase
>

- Click on OK

- Click on OK in the Query panel (below) to perform the post-processing
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When the post-processing is complete the following panel will appear

- Click on OK

2.5.2.9 Viewing and Plotting the FE Results

If the post-processing completed successfully a new .SFE file would have been written to
the directory containing the original stress quality FE model. This will have the word
STRESSED appended to the original model name, i.e.

<stress_quality_FE_crank>_STRESSED.SFE

If we click on the Plot Results button in Engdyn, we can generate graphs from this new
.SFE (referenced automatically) in exactly the same way as detailed in the classic
analysis section.

In addition, we can also view 3 dimensional contour plots of the areas that were selected
using R-Desk.

- Click Crank Analysis on the left side of the software
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- Select the pin journal fillets item from the menu list and select the rear pin fillet on
the crank model in the 3D viewport
We have calculated FE results for this item so can now plot the results

- Click Plot results
We get the same panel as we used in the classic analysis

- Have a look at a selection of the plots

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Next let us view one of the FE models
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- Double click on the file crank_stress_L0009.SFE

The sub model is just the section that we exported
There is now an extensive amount of data stored on the model
A lot of this is resulting from sub-steps in the post processing and can be
discarded

- Select the Fatigue tab on the data panel

You will see three data sets, all labelled 09 for the load case number 9
QS09, Durability for quasi-static loads only
QST09, Durability for quasi-static loads plus torsion vibration
QSV09, Durability for quasi-static loads plus torsion and bending vibration

- Explore the different results and views available

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2.6 Tutorial 6: EHL Big End Bearing Analysis
2.6.1 Introduction

Objective:

- To build an ENGDYN model suitable for performing a static EHL analysis of a big
end bearing.
The crankshaft and cylinder block models are both assumed to be rigid.
This tutorial can be applied to a single cylinder of a multi-cylinder engine

Items Covered:

- Connecting rod model definition
- Static Matrix Reduction
- Static analysis of a big end bearing
- Plotting and animating results

Estimated duration:


Engine:

- Single Cylinder HYDRA Research Engine
- 80.25 x 88.9 mm

Required Files:

..\Ricardo\2014.1\Products\ENGDYN\Tutorials\hydra\ROD.SFE
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\hydra\SMALLEND.SFE
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\hydra\BIGEND.SFE
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\hydra\pcyl2000.PRES
..\Ricardo\2014.1\Products\ENGDYN\Tutorials\hydra\RotellaX15W40.MAT


- Model should contain bearing shells and big end cap bolts
- A material should be defined for each bearing (if different) to define the lining of
the bearing shell
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- Start engdyn


2.6.3 Building the Model
In order to build an ENGDYN model it is first necessary to define the major dimensions
and features of the engine. This is done using the Configure Engine Panel.

- Select Configure Engine from the buttons on the left side of the Main Panel.

- Complete the Engine Configuration Panel as shown.

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- Select OK. The crankshaft model will appear in the Main Panel as shown.

An ENGDYN model consists of a number of sub-models which are defined using the
Model Definitions Panel.

- Select Define Models from the buttons on the left side of the Main Panel.

- Complete the model definitions for the Crankshaft, Cylinder Block and In-Cylinder
as shown.

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The crankshaft can be defined as Rigid (Massless) since for the purposes of
this static calculation the loads at the big end bearing will not be influenced
by the crankshaft mass. This will mean the minimum amount of data will be
required subsequently.
Similarly the Cylinder Block can be defined as rigid.

- Define the Connecting Rod model type by positioning the mouse over the centre
column and selecting the right mouse button. This will display the pop-up as
shown.

Different models can be defined for each cylinder (when there are multiple
cylinders)
Compliant Big End, Compliant Small End and Compliant are applicable to
static calculations only
Rigid and Dynamic are applicable to dynamic calculations only.
If nothing is defined or None is selected then the solution for that cylinder is
equivalent to v3.0 and earlier
Complaint Big End and Compliant Small End are used where a complete
model of the connecting rod is not available. Examples of these models are
SMALLEND.SFE and BIGEND.SFE. (You may wish to look at these models
using FEVIEWER)
The Complaint Big End and Compliant Small End require a cut-plane
somewhere along the shank of the rod.

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- Select Compliant

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- Select the finite model by positioning the mouse over the centre column and
selecting the right mouse button. This will display the pop-up as shown.
Releasing the button will pop-up the model translation panel as shown.

- Use the Browse button to select the file ROD.SFE from the working directory

- Define the transformation vectors to transform the model from the finite element
model coordinate system to the ENGDYN coordinate system

These vectors are with respect to the ENGDYN coordinate system
The connecting rod of each cylinder has its own local coordinate system such
that the origin is at the centre of the big end bearing, Y is up the connecting
rod, and X runs along the bearing axis

- Select OK on both the Model Translation and the Define Models Panels. This will
display the connecting rod model as shown.

The program determines the number of unique connecting rod models and
writes a message at the bottom of the Main Panel as shown

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2.6.3.3 Edit Cranktrain

Given we defined the crankshaft as Rigid (Massless) (See 2.6.3.2) it will only
be necessary to define Main Bearings, Big End Bearings, Small End
Bearings, Cylinder, Connecting Rod and Piston.
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Highlight Main Bearing as shown
This will then display each of the main journal nodes in green

- Select Select All



Given the Model Type is Mobility and the bearings are fully grooved it is not
necessary to enter any other data than shown

- Select Apply to display the panel showing the bearing grooves
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- Select OK
This will then display the big end journal node in red since there is only one
cylinder. There is therefore no need to select Select All



This bearing is feed from the journal via a feed from the adjacent second
main bearing
The oil hole angular position can be defined either using the Position column
(as in this case) or using the Height column

For an EHD Model Type it is necessary to use the Mesh and Material tabs to define
additional data for this model.
In this first exercise we will assume the bearing and journal are circular, and
therefore it is not necessary to define a profile using the Profile tab.
- Select the Mesh tab, and define a mesh 9 x 55

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This mesh is the computational mesh for the bearing model
Note how the mesh is refined to resolve the oil hole
- Select the Material tab

This material data is used for the boundary lubrication model.
It is necessary to define the journal material and the material of the bearing
lining.

- Click on Define adjacent to Bearing Material, to display the Material Properties
Panel
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In this case the material property data will be read from ROD.SFE
It is necessary to have defined a material in the finite element model that
corresponds to the bearing lining, although this material will not be assigned
to any finite elements

- Use Select to list the materials and select the material BEARING from the list as
shown

This table shows all the materials in the SFE file, relevant to the material
being edited, together with any materials stored by ENGDYN. (In this case
there will be no ENGDYN materials in since we have not yet added any
materials)
Materials used by ENGDYN and those stored in the .SFE are identified by a
single unique name.
These data have been defined previously outside ENGDYN, although they
may be and can be zero.

- Select OK and the material is added to the panel as shown.
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These data values are typical for a bearing surface and can be edited using
these panel
These data are only used by the boundary lubrication model
Asperity RMS Height h, Density q and Asperity radius | can be calculated
from measured data using the Ricardo MATUTIL program which is described
in Appendix 12.

- Select OK
These data are now stored by ENGDYN and also written to the .SFE file.
Previous data will be overwritten.

- Click on Define adjacent to Journal Material, to display the Material Properties
Panel

There is no FE model of the crankshaft so this time dont use the Select
button (since it will only list the previously defined material called BEARING.)

- Complete the Material Properties Panel as shown

- Select OK and enter the wear and friction coefficients for the bearing interface
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These data are only used by the boundary lubrication model
The wear coefficient is not used for the solution, but only as a scalar for post-
processing.

- Select OK to complete entering data for the big end bearing.

- Highlight Small End Bearing
It is not strictly necessary to define data for the small end bearing but by
doing so helps defining the connecting rod reduced model in 2.6.3.4.
A bearing solution of this bearing will be performed.


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Given the Model Type is Mobility and the bearing has a single oil hole feed it
is not necessary to enter any other data than shown

- Select Apply to display the panel showing the bearing oil hole

- Select OK

- Highlight Connecting Rod as shown

Note that the Define Model and Matrix Reduction buttons can now be
selected. These will be used in 2.6.3.4 and 2.6.3.5 respectively.
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>
- Select Edit Selected to display the Conrod Panel

- Complete the Conrod Panel as shown

Note that we have changed the units of Inertia to kg.mm^2
In this case because we have a complete model of the connecting rod this
data will be overwritten with that of the FE when we perform 2.6.3.6.

- Select OK

- Highlight Piston

- Select Edit Selected to display the Piston Panel

- Complete the Piston Panel as shown

- Select OK.
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This completes the process of defining the cranktrain data other than defining the
connecting rod reduced model and performing the matrix reduction for that model. This
is dealt with in the next two steps.

2.6.3.4 Edit Cranktrain Connecting Rod Model Definition
It is necessary to define a reduced model of the connecting rod. The reduced model is a
number of nodes and degrees of freedom that are a subset of the complete model. We
need to define two sets.
A face set that defines the big end bearing, since this is bearing is an EHD
model. For this set all the degrees of freedom of the bearing surface are
included in the reduced model.
In addition we require a constrained node set that defines the small end
bearing. For this set the bearing is defined by a single node with 6 degrees
of freedom whose movement is the average of the nodes on the bearing
surface.

- Highlight Connecting Rod as before

- Select Define Model. Messages will appear in the bottom of the Main Panel and
the Define Model Panel will appear as shown
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In this action the program has attempted to automatically define the two sets
using the data supplied previously bearing position, diameter and length.
The reduced model is shown in orange
The set defining the big end bearing is incomplete and nothing has been
defined for the small end bearing. This is because the nodes are outside
tolerance.
It is necessary to define these sets using the Define Model Panel shown on
the right.

Consider firstly the face set defining the big end bearing

- Select the Definition tab

- Select each tab and understand the default values
Each set is clipped based on a geometric shape
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Each shape is defined by a Centre, Axis, Extent and Diameter

- Select the Tolerance tab

The default linear tolerance is set to half the minimum distance between any
two adjacent finite element nodes.
Each set has its own tolerance values

- Change the Linear Tolerance to 0.5 mm and press Clip Set.

- Select Add Set to add the set to the reduced model
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Secondly consider the constrained node set defining the small end bearing

- Select the Name tab

- Change Type to Constrained Node and Name to Small End Bearing

- Select the Definition tab and again understand the default data

- Select the Tolerance tab and again change the linear tolerance to 0.5 mm

- Select Clip Set followed by Add Set to obtain the following
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- Use the mouse and cursor keys to rotate and zoom the model if you havent
already done so

- OK the Define Model Panel

This completes the process of defining the reduced model of the connecting rod
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2.6.3.5 Edit Cranktrain Connecting Rod Model Reduction
- Select Matrix Reduction to display the Matrix Reduction Panel

For this tutorial we will use the FEARCE Vectorized Sparse Solver (VSS)
If you have limited memory then this option can be used to limit the memory
during forward elimination and backsubstitution. This will result in a longer
solution time.

- Select the Default output name
The output name specifies the name of the FEARCE .FRC command file that
will be written.
Selecting the Default button will give the output name the same name as the
.SFE file

Note: the include field is for adding extra commands directly to the run script
we will not need to use this feature in this example

- Switch on the Limited Memory toggle and specify a memory requirement of 250
Mb or less if your machine has less available memory

- Select Solve. The following Query Panel will be displayed.
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Loadcases 1 to 6 are reserved for 6 body loads in each of the six global
directions.
Any additional loads the user may which to apply, such as bolt loads, must
be applied using loadcase 7 and higher. Any number of loadcases may be
used.

- Select OK. Another Query Panel will be displayed.

- Select Direct. This will execute the command file and start the solution. A
Progress Panel will be displayed.

This model has approximately 100000 degrees of freedom which are
reduced to 372 for the reduced model to be used by ENGDYN.
On completion the message Run completed successfully is written to the Main Panel
and the following Information Panel is displayed.

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- OK this panel and the Matrix Reduction Panel

2.6.3.6 Edit Cranktrain Model Assembly
- Select Assemble Model
The following panel will appear as we are using an FE model for the
connecting rod

- Click no as the FE model does not contain bolts etc. and so the values entered in
the setting up of the model are more accurate

This will assemble the connecting rod model.
Messages will be written to the Main Panel as shown

2.6.4 Solution

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Panel

- Use the Browse button to select the lubricant RotellaX15W40.MAT from the
working directory
By default on Unix the program will initially select the database directory at
../Ricardo/engdyn/3.0/database/Fluid
This database contains the most common lubricants


- Click on OK


The cylinder pressure diagram and any additional loadings (for example loads from
Valdyn and gravity forces) are entered in this step.



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No Load.
The solver will interpolate at speeds between those defined using this panel.
For this tutorial we will define a cylinder pressure at a single speed. Any
solutions performed at other speeds will use this pressure diagram.


- Set the Interval to 10 deg
The pressure file can contain just pressures at equal intervals as in this case
at an interval of 10 deg or as an array of pressures and angles (which may
be at unequal intervals)

the pop-up menu. Use Select Pressure file to select the file pcyl2000.PRES from

You may wish to inspect and understand the selected file using an
appropriate editor

edge of the bearing
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- The completed panel will appear as shown


- Use the Plot button to display the applied pressure loading as shown


- We now have sufficient data to proceed with an analysis

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- Set the End Angle to 1080 deg
This is equivalent to three cycles and should be sufficient to obtain a
converged solution of the big end bearing EHL solution

- Define the Connecting Rod Model as Compliant

This ensures we run an EHL solution rather than a rigid bearing solution

- Select the Cases tab and define a single speed of 2000 rev/min as shown

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The Half-Sommerfeld, Mass Conserving (Recommended) model is
recommended for EHL calculations
This solver is mass conserving but without oil film history via the Reynolds
cavitation condition.
The remaining tabs do not need to be completed for this solution since the
other parameters are related to indeterminate or dynamic analyses.

- Select Define Oil Temps to display the Bearing Oil Temperatures Panel

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temperature

- Select OK

Select Solve Directly on the Evaluate Solution Panel.

written.
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B. HELP
1 Using ENGDYN
1.1 Overview
The ENGDYN Graphical User Interface provides the user with complete control of the
model generation, solution and results presentation phases from within an easy to use
graphical environment. Complex models can be rapidly generated, solved and the
results viewed, without the need to generate input files by hand. The ENGDYN model
can be saved at any point during construction.

ENGDYN uses a Ricardo binary standard data file to store both the model and the
results of the solution and has an .EDSF suffix. When saving, ENGDYN stores the
model at the current position and as the model is built up, so the filename.EDSF file is
appended to. Similarly, once the simulation has been run, so the results are appended
to this file.

1.2 Getting Started
To start ENGDYN enter the following command:

engdyn [-V <version>] [-debug <output level>] <filename>

where:

version is the particular version that you wish to run. If you omit this
argument then the default version will be run.

debug is used to control the console output. If you omit this argument then
the output option selected using the Console Output Menu shown in
Figure B-5 will be used. This argument can have the following
options:

0 None Print Nothing
1 Progress Print messages that show the progress of the
program.
2 Verbose Print additional information
3 Debug Print information to assist with debugging the
program

filename is the name of the ENGDYN data file with an .EDSF suffix. If the
suffix is omitted the program adds the suffix. Omit this argument if
you wish to select or name a file, using the file browser.

As an example, to run ENGDYN version 2013.1 with a data file named TEST.EDSF, the
command line is:

engdyn V 2014.1 TEST.EDSF
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1.3 Description of the Main Panel
On starting ENGDYN the panel shown in Figure B-1 will be displayed. To the right it
contains a display area that will be used to display a reduced model of the crankshaft
being simulated. At the top of the panel is a menu-bar with four buttons, File, Options,
View and Help. On the left hand side of the panel is a column of control buttons, and at
the bottom a message area.

Figure B-1 Main Panel

1.3.1 Menu System
The main panel menu bar contains four menu buttons. Each of these buttons will display
a menu if activated.

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1.3.1.1 File
File displays the menu shown in Figure B-2.

Figure B-2 File Menu
It has the options:

New Clears the current model ready to start a new one
Open Allows an existing .EDSF file to be opened. A file selection box will
be displayed to allow a selection to be made
Save Saves the current model to the current file name as shown in the top
panel border
Save As Allows the current model to be saved with a new file name.
Plot
Bitmap
Saves the main canvas display as a picture in jpeg, bmp, png or rgb
formats
Print Allows the drawing area to be printed
Delete
Results
Discards the current results set
Copy
Design
Copies the model data without the results to a new file
Exit Quits the program

1.3.1.2 Options
Options displays the menu shown in Figure B-3 and has 4 options.

Figure B-3 Options Menu

Units
Each time a fresh ENGDYN model is commenced, default units are used as displayed in
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the Default Units Entry panel shown in Figure B-4. Additionally, the Units option enables
the user to edit the current default units that will be supplied when initially displaying the
data entry panels for this particular model. It is important that any changes to the
defaults should be made before the Engine Configuration Panel is selected.

Units are defined as expressions in (more or less) the same way as expressions in C or
FORTRAN. The operators +, -, * and / all have their conventional meanings and the
same precedence as in C/FORTRAN. Parentheses (brackets) can be used to control
the order of evaluation, which is otherwise from left to right. As well as using *,
multiplication can be indicated by a . or by a space between two constants. Thus
Newton metre can be written as N*m, N.m or N m. Exponentiation can be indicated by ^,
** or by placing the numeric exponent immediately after a unit name with no intervening
white space. Thus metre squared can be written as. m^2, m**2 or m2.

Unit names may be prefixed by an SI multiplier. M, mega, milli, m are all examples.

Reset resets the units to their default values.

Figure B-4 Default Units Entry

Console Output
This displays the menu shown in Figure B-5. This menu controls the amount of
information that is printed to the terminal window during the execution of the program.
The default is Progress.

Figure B-5 Console Output Menu

None Print nothing
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Progress Print messages that show the progress of the program
Verbose Print additional information.
Debug Print information to assist with debugging the program

Paper Size
This displays the menu shown in Figure B-6. This menu controls the size of paper for
plotted output. The default is A4.

Figure B-6 Paper Size Menu
Tolerances
This displays the panel shown in Figure B-7. This panel allows setting linear and angular
tolerances for FE model reduction.

Figure B-7 Tolerances Panel

Titles
This is used to define the titles used for post-processing, e.g. plotting of results. It will
pop up the panel shown in Figure B-8. If Reset is pressed, the default titles found in the
.EDSF file will be reloaded.

Figure B-8 Titles Panel
Toggle Logo
This is used to toggle on and off ENGDYN logo on the display area.
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1.3.1.3 View
View displays the menu shown in Figure B-9 and has 1 option.

Figure B-9 View Menu

Model Appearance
This option pops up the panel shown in Figure B-10 and is used to control the display of
the various Engdyn models.

Figure B-10 Model Appearance Panel

It is divided into 5 parent tabs, each with a differing number of child tabs, for instance the
Crankshaft tab has child tabs for Reduced Model, Stiffness Model and Stress Model.
The applicability of these tabs depends on the analysis type and what the stage the
model definition/analysis is at, e.g. the Crankshaft, Reduced Model is available once the
engine has been configured and the Cylinder Block, Reduced Model is available once
the Block has been configured. The Bearing controls the display of the lubrication mesh
defined for each of the journal bearings described in sections 3.4.1.4 and 3.4.1.5. The
Set refers to sets defined during the Edit Block process. The contents of all tabs are the
same:

Visible
This toggles the visibility of the relevant model.

Outline
This controls how the outlines of the external element faces are drawn. The options are
as follows:

None No outlines.
Edges Outlines where two external element faces meet at a sharp angle.
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Mesh Outlines of all the external element faces.

Surfaces
This controls whether surfaces are drawn.

Mid-side
If the model contains parabolic elements the selection of this option will mean that the
mid-side nodes are used in the drawing. Switching this option on will slow the drawing of
the model but will improve its appearance.

Colour
These options control the colour of the lines or surfaces of the finite element model.

Lighting
This option gives the appearance of lights shining onto the model. The surfaces will
change in brightness depending on their position and angle. Lighting will only make a
visible difference if the element surfaces are drawn.

Transparency
This option gives the appearance of transparency to a model. The transparency is
varied via the slider bar. Transparency will only make a visible difference if the element
surfaces are drawn.

Clip Plane
This enables a clip plane to be defined in the global YZ, XZ or XY plane at a user-
defined distance from the origin using the option menus and position field

1.3.1.4 Help
Help displays the menu shown in Figure B-11 and has only 2 options.

Figure B-11 Help Menu
Overview
This opens an internet browser to display html based ENGDYN help.

Online Support
This opens Ricardo Software support webpage

About
This displays a panel with information about the program.

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1.3.2 Message Box
At the bottom of the main panel is a message box. This box is used to display the status
of the model.

1.3.3 Display Area
The models of the crankshaft and cylinder block will be displayed once either an existing
file has been loaded, or once data has been successfully entered during model
generation. The displayed elements and nodes of the reduced models of the crankshaft
and cylinder block can be individually selected by clicking on them with the mouse. This
enables the user to edit the input parameters and view the results at those nodes or
elements.

The currently displayed models as defined using the View menu button can be
manipulated using the mouse or keyboard, as defined in Table B-1 and Table B-2.

Button Key Function Description
Left - Pick Replaces the currently picked item(s)
Left (and drag) - Pick Replaces the currently picked item(s)
Left Shift Pick Adds to the currently picked item(s)
Left (and drag) Shift Pick Adds to the currently picked item(s) if more than
one item is in the drag box. If only one item is in
the drag box that item is toggled.
Middle - Translate The model follows the mouse movements
Middle Shift Rotate Near the centre gives up/down or left/right
rotation.
Near the edge gives clockwise/anti-clockwise
rotation
Middle Ctrl Zoom Moving up zooms in, moving down zooms out.
Right - None
Table B-1 Mouse Functions

Key(s) Function
x Rotates the model anti-clockwise about its x-axis
SHIFT and x Rotates the model clockwise about its x-axis
y Rotates the model anti-clockwise about its y-axis
SHIFT and y Rotates the model clockwise about its y-axis
z Rotates the model anti-clockwise about its z-axis
SHIFT and z Rotates the model clockwise about its z-axis
r Resets the model to its original orientation
i Zooms in
o Zooms out
Table B-2 Keyboard Functions

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1.3.4 Control Buttons
The control buttons on the left of the main panel are divided into three groups. The first
group controls the model building functions, the second group controls the solution and
the third group controls the presentation of results. The graphical interface has been
designed in a way such that a complete analysis will involve a natural progression
through each of the control buttons in turn. In a number of cases, one panel may have to
be completed before progression to a subsequent panel is allowed. If the user tries to
progress before completing the dependant panels, a warning message will be displayed
highlighting what actions are required.
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2 ENGDYN Models
2.1 Overview
The ENGDYN model consists of two components, the crank train and the cylinder block.
These components are defined using models of varying complexity dependent on the
application. Input loads due to the reciprocating motion of the piston and connecting rod,
the rotating motion of the connecting rod and the force due to the cylinder gas pressure
are applied at each crank pin and at each cylinder of the engine. Reaction forces at
each of the main journal bearings and at the thrust bearing are calculated using a
number of solution methods.

2.2 ENGDYN Co-ordinate System
Two co-ordinate systems are used by ENGDYN, one that is fixed relative to the cylinder
block and the other that is relative to the crankshaft and rotates with it. At 0 degree CA
these co-ordinate systems are coincident. The fixed co-ordinate system is defined as
shown in Figure B-12.

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Figure B-12 ENGDYN Co-ordinate System
The x-axis lies on the crankshaft axis and in the direction corresponding to clockwise
rotation. The y-axis is aligned with the cylinders for an in-line configured engine and is
aligned to be equidistant between the two banks for a Vee-configured engine. The z-
axis completes a right-handed axis set.

2.3 Finite Element Model Data
The Ricardo Standard Data File (SDF) used by ENGDYN is also used to store any finite
element models that are used. Each finite element model including its geometry, loads,
constraints and results is translated from the finite element package being used to a SDF
known as the Standard Finite Element File (SFE). ENGDYN then uses this file rather
than files native to the finite element package to read and write data for analysis. The
main advantage of this system is that the reading and writing of data to and from
different finite element packages is greatly simplified.

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2.4 Crank Train Model
2.4.1 Definition
The crank train model consists of the crankshaft and the flywheel and crank nose
assemblies. Nodes each with six degrees of freedom interconnected by elements define
the crank train from its free-end to its output to the drive train.

Currently, the Graphical User Interface (GUI) allows only crank train models to be
defined that are de-coupled from the rest of the drive train. For more experienced users
the command file data file environment
1
provides a means of modelling a crank train that
includes the drive train. For example, an engine that drives a generator set through a
fixed drive.

2.4.2 Model Types
The crank train model may be defined using one of five model types and these are listed
below:

- Rigid Massless The elements are rigid and the crank train is assumed to have no
mass
- Rigid The elements are rigid and include lumped masses
- Compliant
Massless
The crank train is flexible defined by a stiffness matrix but has no
mass
- Compliant The crank train is flexible defined by a stiffness matrix and
includes lumped masses
- Dynamic The crank train is dynamic defined by mass and stiffness matrices

It is recommended that a finite element model be used to derive the lumped mass
properties and the mass and stiffness matrices of the crank train particularly when
defining a model that is either compliant or dynamic. Alternatively mass properties and
stiffness can be entered interactively. This is particularly useful when defining a rigid
model with mass moments included.

Crank train Solution Method
Model Type Static Dynamic
Determinate Indeterminate
Rigid Massless
Rigid
Compliant Massless
Compliant
Dynamic
Table B-3 Crank Train Model Type and Solution Method

Table B-3 shows the solution methods that are possible for each of the model types.
The solution methods are as follows:

- Statically-determinate - The reactions at each of the main journal bearings are
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calculated assuming the crankshaft is pin-jointed at each
of the bearings. The journal orbits are calculated from
these reactions using the Mobility Method.

- Statically-
indeterminate
- The crankshaft and cylinder block (if included) are
assumed to be compliant. The reactions and journal
orbits at each of the main journal bearings and the quasi-
static displaced shape of the crankshaft (and cylinder
block) are calculated using the Mobility Method at each
main bearing. This method accounts for load sharing
between bearings.

- Dynamic - The crankshaft is assumed to be dynamic and includes
the non-linear gyroscopic effects. The reactions and
journal orbits at each of the main journal bearings and the
3-dimensional vibratory behaviour of the crankshaft are
calculated. The cylinder block can be either modelled as
rigid, compliant or dynamic.

2.4.3 Matrix Formulation
The mass and stiffness matrices used for a dynamic model of the crank train are derived
by Static Condensation of the finite element model. The techniques used to condense
the crank train model were first used by Hodgetts
2345
in the development of 3-
dimensional crankshaft vibration methods, and subsequently applied to various types of
engine by Ricardo
67
. The crank train is simplified using a discreet mass-elastic system,
idealised to rigid, massive nodes interconnected by flexible, massless elements. The
stiffness matrix used for a compliant model is the same as that used for a dynamic
model.

2.4.4 Geometry
The geometry of the engine is defined using the GUI. The interface positions the nodes
of the reduced crank train model such that;

- there is a node at the centre of each journal bearing,
- there are two nodes in each crank web on the mid-plane equidistant from the
facing lands of each journal of the web, and
- there is a node at the crank nose and at the flywheel.

It is assumed that the cylinder axis is coincident with the centre of the journal bearing at
each crank pin.

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2.4.5 Finite Element Model
2.4.5.1 General
A stiffness model of the crank train (excluding any journal fillet or oil hole definition) is
sufficient in defining the mass and stiffness characteristics of the crank train. An
example model for a V8 crank train together with its equivalent ENGDYN reduced model
is shown in Figure B-13.

Figure B-13 Example of a V8 Crank Train

The finite element model is used to derive the lumped mass properties and the mass and
stiffness matrices of the crank train dependent on the model type. This is summarised in
Table B-4.

Crank Train
Model Type
Lumped Mass
Properties
Mass
Matrix
Stiffness
Matrix
Rigid Massless
Rigid
Compliant Massless
Complaint
Dynamic
Table B-4 Use of Finite Element Model

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Figure B-14 Example Finite Element Models of a V8 Crank Train

Figure B-14 shows four different finite element models of the V8 crank train. For each
model the equivalent ENGDYN reduced model is shown. The finite element model must
consist of at least the crankshaft as shown in view 1, but may consist of the complete
crank train including the crank nose and flywheel assemblies as shown in view 4.
Components of the crank train not included in the finite element model, for example, the
clutch plate assembly are defined separately. These components are treated as lumped
masses and do not contribute any stiffness. The finite element model must not include
the stiffness element and seismic mass of any vibration dampers that may be included in
the crank train since these are defined separately.

2.4.5.2 Geometry of the Finite Element Model
The finite element model of the crank train must satisfy a number of conditions and these
are as follows:

- A cut-plane in the yz-plane must exist at the centre of each main and pin journal
bearing. The mesh at these cut-planes may be discontinuous.

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- At each pin journal cut-
plane three nodes must
exist so as to apply
restraints to each crank
web for performing the
stiffness calculations. The
positions of these nodes
are defined in Figure B-15
for both a solid and hollow
journal. The position of
the nodes do not have to
be exact but as near as
possible to those positions
shown in the figure. For a
hollow journal the node n1
is taken as the node
nearest the journal centre.

Figure B-15 Restraint nodes on Crank Pin
Journal Cut-Planes
- At the front and rear main
journal cut-planes three
nodes must exist so as to
apply restraints to the
shafts for performing the
stiffness calculations. The
positions of these nodes
are defined in Figure B-16
for both a solid and hollow
journal. The positions of
the nodes do not have to
be exact but as near as
possible to those positions
shown in the figure. For a
hollow journal the node n1
is taken as the node
nearest the journal centre.

Figure B-16 Restraint nodes on Front and Rear
Main Journal Cut-Planes

- A cut-plane in the yz-plane must exist at the crank nose node. The position of
this node; and therefore the cut-plane, should be either at the centre of the
vibration damper if fitted, or, alternatively, if no vibration damper is fitted, at a
position at the centre of a pulley at which a belt, chain or gear is driven.

- A cut-plane in the yz-plane must exist at the flywheel node. If the flywheel
assembly is included in the finite element model as shown in view 4 of Figure
B-14, the position of the node and therefore the cut-plane should be at the face
at which the clutch plate is attached. Conversely, if the flywheel is not included
in the finite element model as shown in view 1 of Figure B-12, the position of
this node should be at the face at which the flywheel is attached.

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- The finite element should not contain any constraint equations other than those
joining the model at the cut-planes described above.

2.4.5.3 Derivation of Mass Properties
For those crank train models with mass the reduced ENGDYN model requires lumped
masses at each of the crank train nodes. ENGDYN divides the finite element model into
a number of element sets where each set corresponds to the lumped mass at a crank
train node. This is shown for the V8 example in Figure B-17. The mass properties of
each of these sets are calculated and assigned to the appropriate node.

Figure B-17 Element Sets Defining Lumped Mass at each Crank Train Node
2.4.5.4 Derivation of Stiffness Properties
ENGDYN calculates for compliant and dynamic crank train models the stiffness for each
of the crankshaft webs and for the elements at the ends, performing a finite element
solution in each case using the procedures described in Appendix 1. A Symmetric
Conjugant Gradient solution algorithm is used to perform the solution. Three stiffness
values, torsion, in-plane bending and out-of-plane bending are calculated for each crank
web. The elements at the ends of the crank train are assumed to be axisymmetric, and
for each of these elements three stiffness values, torsion, bending and axial are
calculated. ENGDYN sub-divides the finite element model into separate files that each
contains the finite element model of a crank web or an end element. If the file name for
the V8 example above is V8.SFE 22 files are created and these are as follows:

V8_WEB1B.SFE V8_WEB5B.SFE V8_ELEM01A.SFE
V8_WEB1T.SFE V8_WEB5T.SFE V8_ELEM01B.SFE
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V8_WEB2B.SFE V8_WEB6B.SFE V8_ELEM01T.SFE
V8_WEB2T.SFE V8_WEB6T.SFE V8_ELEM30A.SFE
V8_WEB3B.SFE V8_WEB7B.SFE V8_ELEM30B.SFE
V8_WEB3T.SFE V8_WEB7T.SFE V8_ELEM30T.SFE
V8_WEB4B.SFE V8_WEB8B.SFE
V8_WEB4T.SFE V8_WEB8T.SFE

Multiple files are required for each crank web and element because the constraints for
each stiffness calculation are different.

For each crank web two files are created and for web number 1 these are
V8_WEB1B.SFE and V8_WEB1T.SFE. These are used to calculate the bending and
torsional stiffness respectively. On completion of the stiffness calculations each file
contains the constraints and displacement loads as described in Appendix 1 and the
nodal displacements and reactions due to the applied loads and constraints. Each crank
web model is orientated such that the main bearing centre is at the origin and the crank
pin lies in the xy-plane. ENGDYN calculates the mass properties of each crank web to
determine webs that are identical to each other. The stiffness calculations are then only
performed on those webs that are unique.

For each element at the ends three files are created and for element number 30 these
are V8_ELEM30A.SFE, V8_ELEM30B.SFE and V8_ELEM30T.SFE. These are used to
calculate the axial, bending and torsional stiffness respectively. On completion of the
stiffness calculations each file contains the constraints and displacement loads as
described in Appendix 1 and the nodal displacements and reactions due to the applied
loads and constraints. Each element model is orientated such that one of the cut-planes
is at the origin.

2.5 Cylinder Block Model
2.5.1 Overview
The cylinder block model may be represented in a number of ways either using a finite
element model or as simple stiffnesses at each of the main bearings or may instead be
excluded from the ENGDYN model. If a finite element model is used the model may be
defined as a compliant or dynamic model and is defined by lower-triangular stiffness
matrix and for a dynamic model by a lower-triangular mass matrix.

The finite element model of the cylinder block may be a model of the cylinder block
assembly including a representation of the cylinder head or of the complete power train
including the transmission and any ancillary components.

The finite element model is included in the ENGDYN model as a reduced system defined
by a reduced set of degrees of freedom. Matrices are derived for this reduced system
using an appropriate finite-element package using either static condensation or
Component Mode Synthesis (CMS)
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2.5.3 Definition of Model Types
2.5.3.1 Rigid
The cylinder block is assumed to be rigid. In this case only the axial stiffness to ground
of the thrust bearing is considered as part of the dynamic solution, although the
geometry of a reduced model can be defined if required.

2.5.3.2 Compliant Bearing
The cylinder block is assumed to have compliance at each bearing where each bearing
is represented by simple stiffness to ground.

2.5.3.3 Compliant
The cylinder block is derived using a finite element model as described in 2.5.2 and is
defined by a reduced stiffness matrix evaluated using an appropriate finite-element
package.

2.5.3.4 Compliant Crankcase
The cylinder block is derived using a finite element model of the lower crankcase that
does not include the cylinders. Otherwise the model is as described in 2.5.2 and is
defined by a reduced stiffness matrix evaluated using an appropriate finite-element
package in a similar manner to that described above for the Compliant model.

2.5.3.5 Dynamic
The cylinder block is derived using a finite element model as described in 2.5.2 and is
defined by reduced stiffness and mass matrices evaluated using an appropriate finite-
element package either by Component Mode Synthesis.

The advantage of including a dynamic model of the cylinder block in the ENGDYN model
is to include the influence of the dynamic modes of the structure within the solution. It is
therefore necessary to include a model that correctly models the dynamics of the
cylinder block and as a consequence it is more likely that the user will include a model of
the power train rather than of the cylinder block assembly only.

2.6 Journal Bearing Oil Film Model
2.6.1 General
Journal bearings support the rotating crankshaft and therefore predicting the oil flow and
temperature of within the bearings is essential to calculate their behavior. The oil film
affects both the pressures and temperatures applied to the bearing. The shear stress in
the oil film generates heat which is transported to the bearings whilst the flow of oil
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through the bearings aids their cooling. Furthermore, high hydrodynamic pressure in the
oil film layer deforms the bearing shell.

ENGDYN offers two methods to simulate the bearing oil film, a simplified and a complex
model.

The simplified model is based on the Mobility Method and is described in Section 2.6.2.
This model enables to model the journal bearings relatively quickly. On the other hand
the bearing profile is neglected.

A more complex model is based on the direct numerical solution of the oil flow in the
bearing using the Reynolds equation. This method is described in Section 2.6.3.

ENGYN allows for the effective oil temperature in the bearing to be user-defined or
derived by considering the energy dissipated by the oil through the bearing action as
described in described in Section 2.6.42.6.4.

ENGDYN assumes that the bearings and journals are perfectly aligned initially when the
engine is not running. Misalignment of the bearing and journal should not be included in
the crank train and cylinder block models.

ENGDYN requires for each journal bearing the following data:
- Bearing type (Plain, Partially-Grooved or Fully-Grooved)
- Radial clearance
- Effective bearing shell length and bearing diameter
- Bearing shell groove width (if the bearing is grooved)
- Circumferential extent of the groove (if the bearing is grooved)
- Oil feed hole diameter and circumferential position (if the bearing is plain)

ENGDYN also requires the viscosity-temperature characteristic of the oil used in the
engine together with the temperature and pressure of the oil as it is supplied to the
bearing.
2.6.2 Mobility Based Solution
The journal bearing oil film model used by ENGDYN is a fully non-linear model based on
methods by Booker
8
and Kikuchi
9
.

For radial motion (shaft axis parallel to bearing axis) of the shaft in the bearing the oil film
model is based on the mobility method of Booker
8
, using the short bearing approximation
(Ocvirk Solution). In its usual form, the method is used to determine the shaft
eccentricity and attitude angle for a known force. This is the method used for the quasi-
static solution methods and for the dynamic solution when the cylinder block model is
complaint. However when the cylinder block is rigid or dynamic for a dynamic solution
the method is inverted so that the oil film load and its direction can be determined from a
known shaft position and velocity.

For rotational motion (shaft axis tilting relative to bearing axis) the short bearing
approximation is also used to determine the stiffness and damping of the oil film. This is
based on the work of Kikuchi
9
. Kikuchi modelled the oil film as a set of radial and
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rotational springs and dampers. The rotational springs and dampers resist changes of
inclination and rate of inclination. Kikuchi derived coefficients for these springs and
dampers assuming the short bearing approximation, and based on work that considered
an unbalanced rotating shaft system with a static load acting at each bearing. ENGDYN
uses the coefficients of the rotational springs and dampers to provide resistance to
inclination at each main journal bearing.

The instantaneous oil flow rate through the bearing and the power dissipated by the oil
through the bearing action are calculated by ENGDYN for each journal bearing
10
. These
instantaneous values are integrated numerically to estimate the overall cyclic oil flow rate
and power loss.

2.6.3 Solution of Reynolds Equation on Computational Mesh
The hydrodynamics of the thin oil layer is described by the Reynolds equation. This
partial differential equation is derived from Navier-Stokes equations describing the
general fluid flow. The Reynolds Equation is solved numerically on a computational
mesh called the lubrication mesh.

In the Engdyn solver, the Reynolds equation can be solved for with or without
accounting for the surface roughnesses. The extension to include the surface
roughnesses is called the Average Flow Model.

In order to treat cavitation within the journal bearing oilflim, various boundary conditions
have been implemented. The methodologies vary in their complexity and the oilfilm
behavior that they capture. An increase in complexity generally leads to an increase in
computational time.

The Half-Sommerfeld Boundary Condition is the simplest option and is equivalent to
the ENGDYN 4.0 Finite Difference method. This robust method does not rely on
numerical iterations and therefore the solution is obtained in a relatively short time. This
method is capable of modeling the presence of holes and grooves in the bearing.

The Half-Sommerfeld Boundary Condition, Mass Conserving model is an extension
of the standard Half-Sommerfeld Boundary Condition and will be further extended in
future versions of ENGDYN to simulate oil feed holes or grooves that move across the
computational mesh allowing for oil transport between bearings.

The Reynolds Boundary Condition is more advanced. The cavitated area is
determined iteratively and therefore the solution requires a longer computational time.

The Reynolds Boundary Conditions with Jakobsson Floberg Olsson Condition is
the most advanced method. It combines the Reynolds equation with the Reynolds
boundary condition and the continuity equation. In the cavitated area, the continuity
equation is solved iteratively and the Reynolds equation is solved in the rest of the
bearing. This detailed approach incurs a higher CPU time.

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2.6.4 Thermal Balance Solution
ENGDYN allows alternative methods for determining the oil temperature used to
calculate the viscosity for each journal bearing. Firstly, the oil temperature may be
specified directly by the user. Secondly the user may specify the oil supply temperature
and pressure and ENGDYN will calculate the temperature rise due to the bearing action
from the calculated power loss and oil mass outflows and inflows.The solution proceeds
until the oil temperature at each journal bearing has converged to a user specified
tolerance.

ENGDYN offers several thermal balance solutions. The models compatible with the
Mobility Method are:

Cycle Averaged Equilibrium Temperature - an iterative algorithm searches for a cycle
averadged equilibrium oil temperature of oil. The temperature is averaged across the
whole cycle and the entire bearing. Using this method temperature all the heat inflows
and outflows over the cycle are in equilibrium.

T0D Oil Model Averaged Temperature over Whole Bearing an iterative algorithm
searches for the equilibrium temperature in each timestep. The effect of heat
accumulation in the oil held in the bearing is included.

The models compatible with Reynolds equation solution are:

T0D Oil Model Averaged Temperature over Whole Bearing an iterative algorithm
searches for the equilibrium temperature in each timestep. The effect of heat
accumulation in the oil held in the bearing is included.

T1D Oil Model - Temperatures Averaged Circumferentialy - the iterative algorithm
searches for the equilibrium temperature in each timestep and for each axial slice of the
bearing. This model simulates the behavior of the oil flowing from the feed holes or
grooves located in bearing center to the bearing axial edges. The effect of heat
accumulation in the oil held in each axial slice of the bearing is included.

2.7 In-Cylinder Model
The loads applied to each cylinder and crank pin due to the gas cylinder pressure and
the acceleration of the piston and connecting rod may either be derived assuming the
mechanism behaves simply as a slider crank, or alternatively the loads can be calculated
using the Ricardo program PISDYN
11
. In this program the secondary dynamics of the
piston are considered and the loads are imported in to ENGDYN from a Ricardo
Standard Data File (sdf).

If it is assumed that the piston and connecting rod behave as a slider crank then
ENGDYN requires the mass of the piston assembly and the mass and polar inertia of the
connecting rod. It also requires the length of the connecting rod and the position of its
centre of mass. It is assumed that the connecting rod is not articulated. If loads are
derived using PISDYN and then this data is read from the sdf file.

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2.8 Gas Cylinder Pressure
ENGDYN creates gas cylinder pressure maps that are defined by the user using a series
of cylinder pressure diagrams against speed. The cylinder pressure diagram may be
different for each cylinder. The data is either read from ASCII files or if in-cylinder loads
are being derived using PISDYN as described above then this data is read from the sdf
file. Each map may be named as Full Load, Part Load or No Load. The cylinder
pressure maps are stored as absolute pressure but may be supplied as absolute cylinder
pressure diagrams with an ambient condition. If loads have not been derived using
PISDYN then during solution ENGDYN evaluates cylinder pressures at a given engine
speed and load by interpolation from the appropriate map.

1
Ricardo Report DP97/2300 ENGDYN Revision 1.0 Engine Dynamics Simulation Program
User Manual
2
I.Mech.E C99/71, 1971 Vibrations of a Crankshaft. D.Hodgetts, Advanced School of
Automobile Engineering, Cranfield.
3
PhD Thesis (University of London) The Vibrations of Crankshafts. D.Hodgetts, Cranfield
Institute of Technology.
4
I.Mech.E C216/76,1976 The Whirl Modes of a Crankshaft, D.Hodgetts, Cranfield Institute of
Technology.
5
FISITA,1986 The Dynamic Response of Crankshafts and Camshafts, D.Hodgetts, Cranfield
6
I.Mech.E AD Autotech Congress 1987 The Measurement and Prediction of Flywheel Whirl.
A.R.Heath, Ricardo.
7
I.Mech.E C14/87, 1987 Computers in Analysis Techniques for Reciprocating Engine Design.
D.J.Lacy, Ricardo.
8
Transactions of the ASME, journal of Basic Engineering, Sept. 1965 Dynamically Loaded
Journal Bearings - Mobility Method Of Solution. J.F.Booker , Cornell University
9
Bulletin of the JSME, 1970 Analysis of Unbalance Vibration of Rotating Shaft System with
Many Bearings and Disks. K.Kikuchi.
10
Ricardo Report DP96/1722 Summary of the Journal Bearing Oil Film Thermal Balance
Calculation Methods used in ENGDYN and OILFILM
11
Ricardo Software, April 2009, PISDYN Manual Documentation / Users Manual Version 5.1
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3 Model Generation
3.1 General
This section describes how the engine model can be generated using the Graphical User
Interface.

3.2 Configure Engine
When generating a new model, the first step is to define the dimensions of the engine.
This is done by selecting the Configure Engine button from the top left of the Main Panel.
This opens the Engine Configuration Panel, as shown in Figure B-18.

This panel must be completed before progressing to Define Models. The panel consists
of a number of tabs that are described below. The first image of Figure B-18 shows the
Engine tab selected. As data are entered, a drawing of the engine will be displayed
showing the current number of Cylinders and Main Journals, together with their spacing.
It should be noted that this drawing is for the users aid only, and is not drawn to scale. It
is possible to pan and zoom this drawing using the mouse functions defined in Table
B-1. It is assumed that the engine rotates in a clockwise direction and the connecting
rod is not articulated. The geometry of the crankshaft, between the front and rear main
bearings, is calculated when OK is pressed. If the data are invalid then the user will be
warned, and the panel will remain displayed. The co-ordinate system used by ENGDYN
is defined in 2.2 and shown in Figure B-12.

Two titles may be assigned to the model in the field at the top of the panel. These titles
will be displayed on the main panel, and will appear in all text and on all graphical output.
These can be changed, if required, during post-processing.

Figure B-18 Engine Configuration Panel
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3.2.1 Engine
No. of Cyls
This specifies how many cylinders the engine has.

No. of Mains
This specifies how many main journal bearings the engine has.

Type
This is used to specify whether the engine is an In-Line or Vee configuration.

Vee Angle
For a Vee engine, this is used to specify the angle between the banks.

Cycle
This is used to specify the engine cycle, 2-stroke or 4-stroke.

Numbering
This menu is used to define whether the numbering system starts at the nose of the
crankshaft (Ascending) or at the flywheel (Descending).

Convention
This menu which only applies to Vee engines defines the numbering pattern of the
cylinders. Whenever the numbering pattern is modified, any defined firing order will be
automatically updated.

Front Bank
This menu only applies to Vee engines and is used to specify which cylinder (Left or
Right) is at the front of the engine (nearest the nose of the crankshaft)

Firing Order
This is used to define the firing order for the engine (starting at cylinder 1). Firing orders
are entered as a series of numbers separated by dashes. For example, a valid firing
order for a V8 engine might be:

1-8-5-4-7-2-3-6

Selecting Options will display the Firing Order Entry Panel shown in Figure B-19.

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Figure B-19 Firing Order Entry Panel

This displays the appropriate firing orders for that No. of Cyls and engine configuration
Type. The user can either select the desired firing order from this list, or type in their
own firing order as a dash separated list. The firing orders will be automatically updated
whenever the cylinder numbering system is changed.

Alternatively a list of comma separated firing angles may be entered for each cylinder.
For the V8 example given above the list of equivalent firing angles could be entered as
45.0,495.0,585.0,315.0,225.0,675.0,405.0,135.0.

Rotation
This is used to define the direction that the engine rotates, either Clockwise or Anti-
Clockwise.

3.2.2 Cylinders
The second image of Figure B-18 shows the Engine Configuration Panel with the
Cylinders tab selected. As data are entered, the cylinders will be displayed showing the
axial datum and bank offset (if the engine is a Vee engine) together with the cylinder
spacing.

Axial Datum
This is used to define the absolute position of the first cylinder along the crankshaft from
the crank nose.

Bank Offset
This is used to define the distance between the leading and the trailing banks for a Vee
engine. It must have a positive value.

The following data relate to the geometry of each cylinder.

Inclination
Selecting the Edit will display the Cylinder Data Panel shown in Figure B-20.

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Figure B-20 Cylinder Data Panel Displaying Inclination Angles

This is used, if required, to edit the angle of inclination of each cylinder about the x-axis
from y as defined in 2.2. These angles are reset if either the Vee Angle or numbering
Convention is changed.

Data
This is used to specify whether the data for each cylinder is Uniform or Non-Uniform. In
the case of a Vee engine an additional option Uniform Bank may also be selected. If
Data is set to Uniform, then the values of Bore, Crank Throw, Cylinder Offset, Piston
Offset and Conrod Length are defined for the engine as described below. If Data is set
to Non-Uniform then these data may be edited for each cylinder by selecting the Edit
button, which will display the Cylinder Data Panel shown in Figure B-21. If the data is
non-uniform, then it is recommended that the user start with Uniform to define the
dominant dimensions before switching to Non-Uniform or Uniform Bank to make any
required changes.

Figure B-21 Cylinder Data Panel Displaying Non-Uniform Data

Similarly if Data is set to Uniform Bank and Edit is selected then the Cylinder Data Panel
is displayed with a row for each bank as shown in Figure B-22.
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Figure B-22 Cylinder Data Panel Displaying Data Uniform for Each Bank

Bore
This is the cylinder bore.

Crank Throw
This is the crank throw radius r.

Cylinder Offset
This is the perpendicular distance of the cylinder axis c from the crankshaft axis.

Bearing Offset
This is the axial offset of the big-end bearing centre from the cylinder centre and is
typically equal to zero. The offset is measured from the cylinder centre axis. A positive
value denotes that the bearing is to the rear of the cylinder, whilst a negative value
denotes that the bearing is in front of the cylinder. If an offset is specified then there will
be moment with respect to the big end bearing centre due to the offset cylinder forces.
For reasons of packaging Vee-configured engines often have a small offset. For one
bank the big end bearing offset will be to the rear of the cylinder centre (+ve), whilst for
the other bank the offset will be in front of the cylinder (-ve).

Piston Offset
This is the piston pin offset, p measured from the piston axis and is positive if the pin
centre is towards the anti-thrust side.

Conrod Length
This is the distance between the bearing centres of the connecting rod.

The piston stroke, s for each cylinder is calculated from the above data given by the
equation

( ) ( ) ( ) ( )
2 2 2 2
p c r l p c r l s + + + =

where l = Length of the connecting rod between the bearing centres
r = Crank throw
c = Cylinder offset
p = Piston pin offset

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Spacing
This is used to define the axial distance between the centres of adjacent cylinders
centres. If Data is set to Non-Uniform or Uniform bank, then clicking on the value in the
drawing (with the left mouse button) will bring up the Value Entry Panel, so the values
can be edited individually. If the data is non-uniform, then it is recommended that the
user start with Uniform to define the dominant dimensions before switching to Non-
Uniform to make any required changes.

3.2.3 Main Journals
The third image in Figure B-18 shows the Engine Configuration Panel with the Main
Journals tab selected. As data are entered, the main journals will be displayed showing
the axial datum and the diameter and length of each journal together with the journal
spacing. The thrust bearing is also annotated.

Axial Datum
This is the absolute position of the centre of the main journal farthest from the flywheel
relative to the origin. It should be noted that the origin can be anywhere along the
crankshaft axis and, for convenience, is often taken to be at the same location as on the
crankshaft drawing (normally at a thrust face).

Thrust Brg No.
This is used to specify which of the main journals is a thrust bearing.

Data
This is used to specify whether the data for each main journal is Uniform or Non-Uniform.
If Data is set to Uniform, then the values of Journal Length, Journal Diameter and
Spacing are defined for the engine as described below. If this option is set Non-Uniform
then clicking on the value in the drawing (with the left mouse button) will bring up the
Value Entry Panel, so the values can be edited individually. If the data is non-uniform,
then it is recommended that the user start with Uniform to define the dominant
dimensions before switching to Non-Uniform to make any required changes.

Journal Length
This the length of the main journal between the facing lands of the adjacent crankshaft
webs, as shown in Figure B-23. This figure also shows the definition of the main journal
length for the journal nearest the nose of the crankshaft. The centre-lines shown in the
figure are the centres of the bearing shells.

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Figure B-23 Main Journal Length

Journal Diameter
This is the diameter of the main journal, as shown in Figure B-23.

Spacing
This is the spacing between the centres of the main journals.

Offset
By default the bearing centre is assumed to be equidistant between the facing lands of
the two adjacent webs and the offset will be equal to half the Journal Length. This is
shown the above figure. This offset allows the bearing centre to be offset, and would be
used typically when one of the adjacent webs, has a shoulder.

3.2.4 Big End Journals
The fourth image in Figure B-18 shows the Engine Configuration Panel with the Big End
Journals tab selected. As data are entered, the pin journals will be displayed showing
the diameter and length of each journal together with the journal centre offset.

Crankpin Offset
For a Vee engine, this is used to specify the angle between the pin journals used by the
opposing banks of a single bay. If this is set to zero then the crankshaft will have a
single crank-pin journal for each bay.

Data
This is used to specify whether the data for each pin journal is Uniform or Non-Uniform.
If Data is set to Uniform, then the values of Journal Length, Journal Diameter and Offset
are defined for the engine as described below. If this option is set Non-Uniform then
clicking on the value in the drawing (with the left mouse button) will bring up the Value
Entry Panel, so the values can be edited individually. If the data is non-uniform, then it is
recommended that the user start with Uniform to define the dominant dimensions before
switching to Non-Uniform to make any required changes.
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Diameter
This is used to define the diameter of the pin journal.

Length
This is used to define the length of the pin journal between the facing lands of the
adjacent crankshaft webs. For a Vee engine in which the Crankpin Offset is zero this
field is ghosted. In this case the overall length of the journal is derived from the sum of
the two offsets and the bank offset.

Offset
This is used to define the position of the facing land of the adjacent crankshaft web. An
offset that is not half the journal length allows the bearing centre to be offset from the
journal centre.

3.2.5 Generating the Reduced Cranktrain Model
Once all the engine data have been entered, the crankshaft geometry can be generated
by clicking OK or APPLY. The geometry of the crankshaft model is then displayed in the
Main Panel, as shown in Figure B-24.

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Figure B-24 Main Panel

The nodes of the reduced crankshaft model are positioned such that;

- there is a node at the centre of each journal bearing,
- there are two nodes in each crank web on the mid-plane equidistant from the
facing lands of each journal of the web, and
- there is a node at the crank nose and at the flywheel.

The nodes at the crank nose and at the flywheel are positioned half a main journal length
from the nodes at the adjacent main journals. The user later defines the exact positions
of these nodes whilst editing the crank train as described in Section 3.4.

The size of the circles representing the crank nose pulley and the flywheel are intended
as representations only and are drawn to have diameters equal to the crank throw and
stroke respectively.

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3.3 Define Models
Once the crank train geometry has been specified, the crankshaft, cylinder block, in-
cylinder and connecting rod model types must be defined by selecting the Define Models
button from the Main Panel. The Model Definitions Panel will be opened, as shown in
Figure B-25. This panel must be completed before progressing to Edit Cranktrain.

Figure B-25 Model Definitions Panel

3.3.1 Cranktrain
3.3.1.1 Stiffness

Model
Five model types are available as listed in Table B-5. The choice of model type will
affect both the subsequent data entry requirements and the solutions that may
subsequently be performed.

Model Type Stiffness Mass
Rigid Massless Rigid None
Rigid Rigid Included for Static Loading
Compliant Massless Included None
Compliant Included Included for Static Loading
Dynamic Included Included
Table B-5 Crank Train Model Types

Data
This is used to specify whether the model data for the cranktrain are to be Loaded from
FE file, or User-defined.
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Matrix Formulation
This is used to define for a Compliant, Compliant Massless or Dynamic model how the
matrices of the crank train model are to be formulated. At present, the matrices are
formulated using the Hodgetts method. The mass and stiffness matrices used for a
dynamic model of the crank train are derived by Static Condensation of the finite element
model. The techniques used to condense the crank train model were first used by
Hodgetts
1234
in the development of 3-dimensional crankshaft vibration methods, and
subsequently applied to various types of engine by Ricardo
56
. The crank train is
simplified using a discreet mass-elastic system, idealised to rigid, massive nodes
interconnected by flexible, massless elements. The stiffness matrix used for a compliant
model is the same as that used for a dynamic model.

File Name
If the crank train model data are to be Loaded from FE file, File Name must be defined.
The field cannot be edited; the user must click on the Browse button to open the panel
shown in Figure B-26 Model Transformation and Translation PanelFigure B-26.

3.3.1.2 Thermal

Data
Specify if thermal loading from FE file should be applied.

File Name
If thermal crank train data are to be Loaded from FE file, File Name must be defined. The
field cannot be edited; the user must click on the Browse button to open the panel shown
in Figure B-26.

3.3.2 Model Translation
The Model Transformation and Translation Panel shown in Figure B-26 is used to select
and if necessary translate a finite element model file from a specified third-party package
to a Ricardo Standard File (SDF) format known as the Standard Finite Element File
(SFE) from which ENGDYN reads and writes data for analysis.

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Figure B-26 Model Transformation and Translation Panel

Origin
This is used to specify from which finite-element package the model is being translated.
The available options and possible formats are summarised in Table B-6.

Origin ASCII Binary
RICARDO-SFE .SFE .SFE
ABAQUS .inp .fil
IDEAS .unv N/A
FEMGEN N/A .G40
PAFEC N/A .BS
MSC-NASTRAN .dat .f12
ANSYS .cdb .rst
Table B-6 Finite Element Model Formats

Units
This is used to specify the units of the finite element model. The available options and
the units of length, force, density and mass for each of the options are summarised in
Table B-7.

File Units Length Force Density Mass
SI m N Kg/m
3
kg
MM mm N kg/mm
3
kg
METRIC m Kgf kg/m
3
/9.81 kg/9.81
FT ft Lbf lbm/ft
3
/386.4 lbm/386.4
INCH inch Lbf lbm/in
3
/386.4 lbm/386.4
Table B-7 Finite-Element Model Unit Systems
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If the File Origin is specified as IDEAS or RICARDO-SFE then this option is not required.
The unit system is always assumed to be defined in the IDEAS Universal file and the
SFE file is always assumed to be in the SI unit system.

Input Name
This is used to specify the name of the file containing the finite-element model in a
format defined by the File Origin

Output Name
This is used to specify the name of the SFE file containing the finite-element model.

3.3.3 Model Transformation
The tab shown in the second image of Figure B-26 can be used to define any necessary
transformation from the co-ordinate system used by the FE model of the cylinder block to
that used by ENGDYN. All vectors are in the ENGDYN global axes. The Mirror vector
specifies a normal vector to the mirror, the plane of which passes through the origin at
the crankshaft co-ordinate system. If zero is entered for the X, Y or Z values of a
transformation, then that transformation will not occur. The transformation matrix is built
up in the following order; mirror, rotation about Z, then Y and finally about X and then the
translation. The FE model must be orthogonal to the ENGDYN co-ordinate system.

When Apply or OK is selected, if the File Origin is not RICARDO-SFE then the input file
will be translated to an SFE file with the given output name.

3.3.4 Cylinder Block
The second image in Figure B-25 shows the Model Definitions Panel with the Cylinder
Block tab selected. It is similar to the Crankshaft tab.

Model
Five cylinder block model types are available as listed in Table B-8 and described in
more detail in 2.5.3. The choice of model type will affect both the subsequent data entry
requirements and the solutions that may subsequently be performed.

Model Type Stiffness Mass
Rigid Rigid None
Compliant Bearing Included (User Supplied) None
Compliant Crankcase Included (From FE Model) None
Compliant Included (From FE Model) None
Dynamic Included (From FE Model) Included (From FE Model)
Table B-8 Cylinder Block Model Types

Data
This is used to specify whether the model data for the cylinder block are to be Loaded
from FE file or User-defined. The latter can only be selected if the Model is Rigid or
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Compliant Bearing. In this case nodes are created at each main bearing and cylinder
dependant on the data defined using the Engine Configuration Panel and Cylinder.
Loaded from FE file can only be selected if the Model is Rigid, Compliant Crankcase,
Compliant or Dynamic. If the cylinder block is defined as Rigid and no geometry is to be
created then this should be set to None.

Matrix Formulation
This defines for a Dynamic cylinder block model how the mass and stiffness matrices are
formulated. These can be generated either by Static Condensation or Component Mode
Synthesis techniques using an appropriate finite-element analysis package. These
techniques are described in more detail in 2.5.3.

If the cylinder block model data are to be Loaded from FE file, File Name must be
defined. The field cannot be edited, the user must click on the Browse button to open the
Model Transformation and Translation Panel panel, as shown in Figure B-26 and
described in sections 3.3.2 and 3.3.3.
3.3.5 In-Cylinder
The second image in Figure B-25 shows the Model Definitions Panel with the In-Cylinder
Block tab selected.

Model
The loads applied to each cylinder and crank pin due to the gas cylinder pressure and
the acceleration of the piston and connecting rod may either be derived assuming the
mechanism behaves simply as a Slider Crank, or alternatively the loads can be
calculated using the Ricardo program PISDYN
7
in which the secondary dynamics of the
piston are considered. In this case Secondary Dynamic should be selected.

Method
This is used to select the method by which the piston side loads are applied to the
cylinder bore when using loads derived using PISDYN and when Model is selected as
Secondary Dynamic. At present only one method, Simplified is available. In this case
the hydrodynamic and asperity pressures are integrated to obtain a force and moment at
each time step. These forces and moments are added to the crown forces and moments
and are applied to the 4 nodes of the cylinder bore as defined in Figure B-109.

File
This is used to specify the name of the sdf file containing the in-cylinder model data
when using loads derived using PISDYN and when Model is selected as Secondary
Dynamic. This file will be written either by PISDYN
7
or by the Ricardo Program
PDTOSF
8
. The user may click on the Browse button to open a Select Panel. The
contents of the sdf file can be viewed using the Ricardo program SDFBROWSER
9
and
should contain the following data:

g:cylinder:bore g:conrod:length
g:cylinder:crankThrow g:conrod:inertia
g:cylinder:length g:piston:mass
g:cylinder:height g:piston:skirtTop
g:cylinder:offset g:piston:topRingHeight
g:conrod:mass g:piston:pinOffset
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g:conrod:cgOffset g:piston:skirtBottom

The values of bore and crank throw as stored above in g:cylinder:bore and
g:cylinder:crankThrow are checked when the OK or Apply buttons are selected against
those values defined using Engine Configuration Panel shown in Figure B-18. If either of
the values is different an error message is displayed.

3.3.6 Connecting Rod
Figure B-27 shows the Model Definitions Panel with the Connecting Rod tab selected.

Figure B-27 Model Definitions Connecting Rod Tab

The cylinder number column is filled in automatically and cannot be edited. Define the
Connecting Rod model type by positioning the mouse over the centre column and
selecting the right mouse button. This will display the pop-up as shown in Figure B-28

Figure B-28 Connecting Rod Model Type Selection

Compliant Big End, Compliant Small End and Compliant are applicable to static
calculations only. Rigid and Dynamic are applicable to dynamic calculations only.
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Complaint Big End and Compliant Small End are used where a complete model of the
connecting rod is not available, and require a cut-plane somewhere along the shank of
the rod, as shown in Figure B-29.

Figure B-29 Compliant Small End and Big End Bearing Models

Different models can be defined for each cylinder (when there are multiple cylinders).

If Apply to All is selected, all connecting rods will be assigned the same type. If Delete
Reduced Model is selected, the reduced model associated with the connecting rod will
be deleted.

To select the SFE file name position the mouse over the SFE name column and press
the right mouse button. This will display the pop-up as shown in Figure B-30.
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Figure B-30 Connecting Rod SFE Name Selection

If Select File is selected, the Model Transformation and Translation Panel panel shown
in Figure B-26 will pop up. This panel is the same as the one used for the Crankshaft
model described in sections 3.3.2 and 3.3.3. When defining the transformation, note that
the connecting rod of each cylinder has its own local coordinate system such that the
origin is at the centre of the big end bearing, Y is up the connecting rod, and X runs
along the bearing axis

If Delete File is selected, the SFE Name will be blanked out and the type reset to None.

If Delete Reduced Model is selected, the reduced model associated with the connecting
rod will be deleted.

If Apply to All is selected, all connecting rods will be assigned the same model.
3.4 Editing the Crank Train Model
The definition of the individual components of the cranktrain, for example the geometry
of the main and pin journal bearings and the assembly of the cranktrain model itself is
initiated by selecting the Edit Cranktrain button from the main tool panel. This will open
the Cranktrain Tool Panel shown in Figure B-31. This panel must be completed before
progressing to Edit Block.

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Figure B-31 Cranktrain Tool Panel
3.4.1 Editing the Crank Train Components
The area on the left of the Cranktrain Tool Panel shown in Figure B-31 and Figure B-32
lists the individual components of the crank train that can be edited. In this case, the
Crankshaft Web is shown highlighted. Other components from the list can be highlighted
by selecting them with the mouse. These may be edited in any order, but they all must
be completed before progressing to Assemble Model. By clicking on the Select All
button, all components of that type will be selected, and will be shown in red in the main
drawing area. Alternatively, individual components may be either selected, or de-
selected using the mouse on the relevant component shown in the main drawing, as
shown in Figure B-32. De-selected components will be shown in green. All selected
components may be de-selected by clicking the Deselect All button. Where relevant,
numbers will be drawn on the canvas to show more information, e.g. webs 1 and 2.

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Figure B-32 Editing Crank Train Components

If the data are non-uniform for a particular part then it is recommended that the user start
by selecting all to define the dominant dimensions before selecting components
individually with the mouse to make any required changes.

Having selected the particular components that you wish to define, they may be edited
by clicking on the Edit Selected button. This will open up the relevant panel. In each
panel a drawing area will display a drawing of the current component, defining the model
parameters.

3.4.1.1 Crankshaft Web
The Crankshaft Web Panel is shown in Figure B-33. This panel is used to define one or
more of the crankshaft webs. If the cranktrain Data, as defined in the Model Definition
panel, has been set to User Defined, the crankshaft web stiffnesses are entered here for
each web. Otherwise, if the cranktrain Data has been set to Loaded from FE file the
stiffnesses are evaluated by finite element analysis when the Calculate Stiffnesses
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button is selected as described in 3.4.7. The stiffness fields will appear greyed out as
shown in Figure B-33. Once the stiffnesses have been calculated by selecting the
Calculate Stiffnesses button the stiffness values will appear.

Figure B-33 Crankshaft Web Panel

The Thickness of the web and the journal lengths as defined in the figure are calculated
from data entered in the Engine Panel and so their values are displayed, but cannot be
edited.

The following parameters are only required if the Cranktrain Model is Compliant or
Dynamic and the Data, as defined in the Model Definition Panel, is User Defined.

In plane stiffness
This parameter is used to specify the in-plane stiffness of the crankshaft web as defined
in Appendix 1

Out of Plane Stiffness
This parameter is used to specify the out-of-plane stiffness of the crankshaft web as
defined in Appendix 1.

Torsion
This parameter is used to specify the torsional stiffness of the crankshaft web as defined
in Appendix 1.

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The following parameters are used to define the extent of the counterweight at a web.
These data are only subsequently used when the crankshaft is balanced by selecting the
Balance button as described in 3.4.6. If the chosen method for obtaining primary
balance is to simulate the drilling of the counterweights, then these data are used to
determine the location of the balance drillings. These data are not used to calculate the
mass properties of the counterweights, since they are evaluated either directly from the
finite element model of cranktrain when the Calculate Masses button is selected as
described in 3.4.5, or entered using the Lumped Mass Panel as described in 3.4.1.13.
These parameters are not required if the Cranktrain Model is Rigid Massless or
Compliant Massless

Counterweight
The user can specify the counterweights at each crankshaft web as being Present or
Absent.

Counterweight Radius
This is used to specify the radius from the crankshaft axis to the outer edge of the
counterweight.

Counterweight Start
This is used to specify the angular position corresponding to the start of the
counterweight measured clockwise relative to the Y-axis of the ENGDYN Co-ordinate
System as defined in 2.2. This angle should lie between 0 and 360.

Counterweight End
This parameter is used to specify the angular position corresponding to the end of the
System as defined in 2.2. This angle should lie between 0 and 360.

3.4.1.2 Big End Journal Element
The Element Panel for the crank pin journals is shown in Figure B-34 and is used to
define the geometry of the pin journals.

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Figure B-34 Element Panel for Big End Journals

The Outside Diameter of the big end journals has been previously defined using the
Engine Panel and so its value is displayed, but may not be edited. Similarly, the Element
Length is calculated from data entered at the Engine panel, and may not be edited.

Inside Diameter
This defines the inner diameter of the journal and should be set to zero if no hole exists.
This is used either to calculate the stiffness of the journal element if the Cranktrain Model
is defined as Dynamic, Compliant or Compliant Massless, or the section modulus of the
journal when calculating crankshaft stresses as described in Chapter 6.

If the crank train Data has been set to Loaded from FE file and the selected element is
between two adjacent crank big end nodes the stiffness of the element are evaluated
using the finite element method if the Inside Diameter is non-zero. These are calculated
when the Calculate Stiffnesses button is selected as described in 3.4.7.

3.4.1.3 Main Journal Element
The Element Panel for the crank main journals is shown in Figure B-35 and is used to
define the geometry of the main journals.

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Figure B-35 Element Panel for Main Journals

The Outside Diameter of the main journals has been previously defined using the Engine
Panel and so its value is displayed, but may not be edited. Similarly, the Element Length
is calculated from data entered at the Engine panel, and may not be edited.

Inside Diameter
This defines the inner diameter of the journal and should be set to zero if no hole exists.
This is used either to calculate the stiffness of the journal element if the Cranktrain Model
is defined as Dynamic, Compliant or Compliant Massless, or the section modulus of the
journal when calculating crankshaft stresses as described in Chapter 6.

If the crank train Data has been set to Loaded from FE file and the selected element is
between two adjacent crank pin nodes the stiffness of the element are evaluated using
the finite element method if the Inside Diameter is non-zero. These are calculated when
the Calculate Stiffnesses button is selected as described in 3.4.7.

3.4.1.4 Main Bearing
The Main Bearing Panel shown in Figure B-37 is used to define the geometry and
bearing model of the crankshaft main journal bearings. When data values change, the
3D drawing area will also change. The contents of this drawing area depend on which
tab is currently selected, e.g. when the groove tab is selected it will show the groove,
when the oilholes tab is selected it will show the oilholes. The Model may be orientated
in the same way as in the main panel drawing area, described in section B.1.3.1.3.

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Figure B-36 Main Bearing Panel
3.4.1.4.1 Main Bearing Geometry Definition

The bearing axes for the main journal bearings are defined as being identical to the fixed
ENGDYN Co-ordinate System described in 2.2.

The main bearing geometry and bearing model is defined using the top half of the Main
Bearing Panel shown in Figure B-36

Journal Diameter
This has been previously defined using the Engine Configuration Panel and so its value
is displayed, but may not be edited.

Shell Length
This defines the effective length of the bearing shell as shown in Figure B-36. The length
should exclude the chamfers on the edge of the bearing shell. If the length is not less
than the Journal Length corresponding to the same main journal as defined in the Engine
Configuration Panel then an error is displayed.

Radial Clearance
This defines the nominal cold radial clearance of the bearing. The hot radial clearance
of the bearing can be defined using the Distortion tab of the Loading Definition Panel
described in 4.3.4.

Model Type
This is used to define the lubrication solution scheme and has the options Mobility,
Hydrodynamic and Elastohydrodynamic. If the cylinder block model as defined using the
Model Definitions Panel is neither Compliant, Compliant Crankcase or Dynamic then the
latter cannot be selected.

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Feed From
This is used to specify whether the oil hole feed to the main bearing is from the Bearing
or from an oil gallery in the crankshaft in which case Journal is selected. Changing this
option will change the drawing displayed on the panel.

3.4.1.4.2 Main Bearing and Main Journal Groove Definition

The Groove tab of the Main Bearing Panel shown in Figure B-37 is used to define a
groove in both the bearing and the journal. Groove type may be either None or Single
for the journaI and either None, Single or Mulitple for the bearing. Multiple grooves are
only relevant for HD/EHD bearings. If set to Single then a groove may be entered in the
table.

Figure B-37 Main Bearing Groove Tab

Width
This defines the effective width of the bearing groove. The width should include the
chamfers of the groove

Start of Groove
This defines the angular position corresponding to the start of the bearing groove
measured with respect to the bearing axes when the crankshaft is at 0CA. This angle
should lie between 0 and 360.

End of Groove
This defines the angular position corresponding to the end of the bearing groove
measured with respect to the bearing axes when the crankshaft is at 0 CA. This angle
should lie between 0 and 360.

Offset
This defines the axial offset of the groove from the bearing centre

Angle
This is used to define the grooves with an angle.

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Figure B-38 Bearing Groove with an Angle

3.4.1.4.3 Main Bearing and Main Journal Oilhole Definition
If the main bearing is a plain bearing then the journal or bearing oil feed holes are
defined using the Feed From and Oil Hole Type option menus and using the table which
is part of the Oilholes tab shown in Figure B-36. The oil holes are used in the solution to
calculate the oil mass flow rate for each bearing. The Oilholes tab of the Main Bearing
Panel shown in Figure B-39 is used to define the oilholes.

Figure B-39 Main Bearing Panel Oilholes Tab

Oil Hole Type
This is used to specify whether the oil feed to the bearing is through a Single (Leading)
or Single (Trailing) drilling or through Twin, or Multiple drillings. Changing this option will
change the drawing displayed on the panel. Multiple drillings can only be defined if the
oil is fed from the bearing.

The diameter and position of each oil hole are defined using the table. The diameter
should include the chamfer of the hole. The position of the breakout of each oil hole may
be defined by its angular position or its height with respect to the bearing axes. The
angular position u is measured clockwise from the y-axis and should lie between 0 and
360, whilst the height is the distance in y and is equal to u cos r where r is the journal
radius. Journal oil hole breakout positions are defined with respect to the bearing axes
when the crankshaft is at 0CA. If the bearing is fed with a Single (Leading) oil hole then
the angle should lie between 0 and 180. Conversely, if the oil hole is trailing then the
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angle should be between 180

and 360. In the case of the bearing having Multiple oil
holes additional oil holes are entered in the. Rows are added and deleted using the right
mouse button with the mouse positioned over the row. This displays a pop-up menu with
Insert Row and Delete Row options.

3.4.1.4.4 Main Bearing Lubrication Mesh Definition
The Mesh tab of the Main Bearing Panel shown in Figure B-40 is used to define the
lubrication mesh when the Model Type set is to Hydrodynamic or Elastohydrodynamic.

Figure B-40 Main Bearing Panel Mesh Tab

The topology of the mesh depends on the presence of oil feed holes/grooves.
Provisions have been made within ENGDYN to internally adjust the hydrodynamic mesh
such that the oil hole/groove boundaries are clearly demarcated and this procedure may
lead to a non-uniform mesh. Size of the mesh is particularly crucial to the execution of
the program from two aspects: (a) CPU time, a larger mesh size implies higher run time;
and, (b) non-convergence behaviour (sometimes a larger mesh typically cures the
problem). As a result, an optimum mesh size must be selected to address both issues,
11 by 61 has been found to give good a good compromise.

No. of Axial Nodes
This is used to specify the number of nodes along the axis of the bearing. If an
insufficient number of nodes are entered to describe the mesh then this number will be
changed automatically by ENGDYN.

No. of Circumferential Nodes
This is used to specify the number of nodes around the circumference of bearing. If an
insufficient number of nodes are entered to describe the mesh then this number will be
changed automatically by ENGDYN.

3.4.1.4.5 Main Bearing and Main Journal Material Definition
The Material tab of the Main Bearing Panel shown in Figure B-41 is used to define the
bearing and journal materials when the Model Type is set Hydrodynamic or
Elastohydrodynamic.

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Figure B-41 Main Bearing Panel Material Tab

Bearing Material
Selecting Define will display the Material Properties Panel shown in Figure B-42.

Figure B-42 Bearing Material Definition

Material Name
This is used to define the name of the bearing material. Pressing Select will display the
Material Properties Panel shown in Figure B-43 containing the currently available
materials. The asperity data can be calculated from surface profile measurements using
the MATUTIL program supplied with the Ricardo Software installation which is described
in Appendix 12.

Figure B-43 Bearing Material Properties

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Selecting one of the rows and pressing OK will cause the values to be entered into the
panel.

Youngs Modulus
This is used to define the Youngs modulus of the material.

Hardness
This is used to define the Brinnell Hardness number of the material.

Asperity Density
This is used to define the number of asperities per unit area of the material.

Asperity RMS Height
This is used to define the Root Mean Square of asperity heights for the material.

Asperity Mean Summit Height
This is used to define the Mean Summit Height of asperity heights for the material.

Asperity Standard Deviation Summit Height
This is used to define the Standard Deviation of asperity peaks for the material.

Asperity Radius of Curvature
This is used to define the tip radius of asperities for the material.

Asperity Ratio
The ratio represents the surface conductivity to oil flow in a particular direction.

Journal Material
Selecting Define will display the Material Properties Panel shown in Figure B-42 to allow
the journal material to be defined. The panel is used the same manner as for the
bearing material.

Wear Coefficient
This value is not easily obtained and is a function lubrication conditions, lubricity and
other factors. However, users need not be concerned about the validity of the wear
coefficient value, unless that is the focus of their study. Wear coefficient values do not
impact the simulation and are used only for post-processing. A table of wear coefficients
for adhesive wear is provided in Table B-9
10
.

Metal-on-metal Metal-on
Lubrication Identical Soluble Intermediate Insoluble non-metal
None 1500 x 10
-6
500 x 10
-6
100 x 10
-6
15 x 10
-6
3 x 10
-6

Poor 300 x 10
-6
100 x 10
-6
20 x 10
-6
3 x 10
-6
1.5 x 10
-6

Good 30 x 10
-6
10 x 10
-6
2 x 10
-6
0.3 x 10
-6
1 x 10
-6

Excellent 1 x 10
-6
0.3 x 10
-6
0.1 x 10
-6
0.03 x 10
-6
0.5 x 10
-6

Table B-9 Example Wear Coefficients
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Friction Coefficient
This value is the friction coefficient for the contacting surfaces.

3.4.1.4.6 Main Bearing Stiffness Definition
If the cylinder block Model type is set to Compliant bearing in the Model Definitions Panel
then the bearing stiffness must be entered for each bearing using the Stiffness tab
shown in Figure B-44

Figure B-44 Main Bearing Stiffness Definition
Y
This is used to specify the stiffness
y
K in the Y direction in the ENGDYN co-ordinate
system.

Z
z
K in the Z direction in the ENGDYN co-ordinate
system.

Phi Y
y
K
|
in the |Y direction in the ENGDYN co-ordinate
system.

Phi Z
z
K
|
in the |Z direction in the ENGDYN co-ordinate
system

3.4.1.4.7 Main Bearing and Main Journal Profile Definition
The Profiles tab of the Main Bearing Panel shown in Figure B-40 is used to define the
cold manufactured profiles of the journal and bearing when the Model Type is set
Hydrodynamic or Elastohydrodynamic. The hydrodynamic and boundary lubrication
models are dependent on clearance values. The clearance profile between the bearing
and journal surfaces determines the oil film and contact pressures, which are generated
in this region. This profile is based on the nodal clearance values. Any change in the
clearance profile due to thermal loading can be defined using the Distortion tab of the
Loading Definition Panel described in 4.3.4.

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Figure B-45 Main Bearing Profile Tab

This tab has two identical tabs, Bearing and Journal, which are used to define the profile
of the bearing and journal. When the Profile tab is active, it will also display the Contour
Panel shown in Figure B-46.

Figure B-46 Contour Panel

This is used to control the display of the contours on the lubrication mesh on the 3D
panel. The option menu specifies the Value that is displayed. The options are Off,
Journal Profile, Bearing Profile and Clearance.

Type
This is used to define the type of profile. The options are Cylindrical, Circular and Non-
Circular. If the journal is Cylindrical then is assumed to be a cylinder with a diameter
equal to the Nominal Diameter. If the bearing is Cylindrical then is assumed to be a
cylinder with a diameter equal to the Nominal Diameter plus twice the Radial Clearance.
If Type is Circular or Non-Circular then the journal or bearing profile is defined by a
number of slices along the length of the bearing. If only one slice is defined, it is
assumed to be the same along the whole length of the bearing or journal. If Type is
Circular then the table becomes active and has the appearance shown in Figure B-45.
The table is used to define any number of concentric, circular slices of different
diameters along the length of the bearing or journal. Rows are added and deleted using
the right mouse button with the cursor positioned over the row. This displays a Row
Operations Pop-Up menu with Insert Before, Insert after and Delete. An example of a
Circular profile would be a barrelled-shaped journal as shown in Figure B-47.

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Figure B-47 Barrel-Shaped Journal

If Type is Non-Circular then the table has the appearance shown in Figure B-48.

Figure B-48 Main Bearing Profile Tab

In this case the table is used to define any number of non-circular slices along the length
of the bearing or journal. Profiles are defined or edited using the right hand mouse with
the cursor positioned over an appropriate cell in the Profile Number column. This will
display a pop-up menu with Edit and Define options and any existing profile numbers. It
is therefore possible to Define a new profile, Edit an existing profile, or simply select an
existing profile. If Edit or Define are selected then Edit Profile Panel shown in Figure
B-49 is displayed.

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Figure B-49 Edit Profile Panel

This panel allows a number of different profile types to be defined or for a profile to be
read from a file. The profiles are defined with respect to the bearing axes when the
crankshaft is at 0CA.

Number
This shows the current profile number and is only editable if defining a new profile.

Type
This is used to specify the profile type. The options are Circular, Elliptical, Sinusoidal,
Equation and From File. The availability of certain fields depends on the Type.

Diameter
This is used to define the diameter of the profile.

Y Offset
This is used to define an offset of the profile centre in the Y direction.

Z Offset
This is used to define an offset of the profile centre in the Z direction.

Angular Offset
This is used to define the angular offset (i.e. rotation) of the profile about the centre.

Radial Deviation
This is used to define the maximum radial deviation from the Diameter.

Number of Lobes
This is used to define how many lobes the profile has and can only be edited if the profile
Type is sinusoidal.

Equation
This is used to define an equation as a function of D, R, N, THETA and PHI where these
variables correspond to Diameter, Radial Deviation, Number of Lobes, Angle and
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Angular Offset. The expression must have consistent units where the resultant has a
unit of length.

File Name
This is used to define the name of the ASCII file from which the profile is read. The
name may be entered directly or by using the File Panel that is displayed by pressing
Browse. Each file contains either a single profile or multiple profiles of radii or radial
deviations varying with angle, in which the data is defined in block or column free format.
The data do not necessarily have to be at equally spaced angle intervals. The data in
the file must be either in blocks or columns, not both, with each block labelled using the
names ANGLE and RADIUS or RADIAL DEVIATION as appropriate. Each block or
column must be defined with an appropriate unit type. An example of a file in which a
single profile is defined using block format is as follows:

BLOCK NUMBER=1 NAME='ANGLE' UNITS='deg'

0.00000 10.0000 20.0000 30.0000 40.0000 50.0000 60.0000 70.0000
80.0000 90.0000 100.000 110.000 120.000 130.000 140.000 150.000
160.000 170.000 180.000 190.000 200.000 210.000 220.000 230.000
240.000 250.000 260.000 270.000 280.000 290.000 300.000 310.000
320.000 330.000 340.000 350.000

BLOCK NUMBER=2 NAME='RADIAL DEVIATION' UNITS='micron'

1.01086 1.00000 0.99790 0.88764 0.83746 0.82952 0.82177 0.85677
0.85086 0.84090 0.87401 0.95214 0.98992 1.02439 1.03059 1.04399
1.04215 1.03976 1.02032 0.98457 0.90603 0.78639 0.60423 0.50758
0.45371 0.45462 0.48842 0.49955 0.49111 0.49418 0.49719 0.51053
0.49962 0.50857 0.52708 0.62381

The same data in column format would be as follows:

COLUMN NUMBER=1 NAME='CRANK ANGLE' UNITS='deg'
COLUMN NUMBER=2 NAME='RADIAL DEVIATION' UNITS='micron'

0.00000 1.01086
10.0000 1.00000
20.0000 0.99790
30.0000 0.88764
40.0000 0.83746
50.0000 0.82952
60.0000 .
. .
. .
340.000 0.52708
350.000 0.62381

If multiple profiles are defined in the same file then each block or column is differentiated
using LEGEND = PROFILE 1. For example, using column format the data would be of
the form:

COLUMN NUMBER=1 NAME='ANGLE' UNITS='deg'
COLUMN NUMBER=2 NAME='RADIAL DEVIATION' UNITS='micron' LEGEND=PROFILE 1

0.00000 1.8583 0.6543 0.1000 0.5689
10.0000 2.5757 0.6783 0.6200 0.4367
20.0000 2.1159 0.2000 0.5300 0.9876
30.0000 2.1354 0.2500 0.3456 .
40.0000 1.4201 0.4500 . .
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50.0000 1.4879 . . .
60.0000. . . . .

Deformation Factor
This is only used to exaggerate the visual difference between the profile and the nominal
bearing or journal in the plotting area and has no effect on the generated profile.

It is possible to zoom in and out in the plotting area by pressing the Ctrl key and middle
mouse key together whilst simultaneously moving the mouse up and down.

The result of changing the profiles is shown in the 3D panel, Figure B-50.

Figure B-50 Profile
The Contour panel shown in Figure B-51 is used to control the display of the contours on
the lubrication mesh in the 3D panel. The option menu specifies the Value that is
displayed. The options are Off, Journal Profile, Bearing Profile and Clearance.

Figure B-51 Contour

3.4.1.5 Big End Bearing
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The Big End bearing panel behaves in exactly the same way as for the main bearings
described in section 3.2.3. The only differences are:

1) Theres no Stiffness tab.
2) Theres an extra Feed From option, from Mains, which is used to specify that the
oil hole feed to the big end bearing is from an adjacent main bearing.

3.4.1.5.1 Big End Bearing Geometry Definition

This is defined in the same way as for the main bearings as described in 3.4.1.4.1.

The bearing axes for the big end journal bearings are defined with respect to the
connecting rod as shown in Figure B-52.

Figure B-52 Big End Bearing Axes
3.4.1.5.2 Big End Bearing and Big End Journal Groove Definition
This is defined in the same way as for the main bearings as described in 3.4.1.4.2
3.4.1.5.3 Big End Bearing and Big End Journal Oilhole Definition

should include the chamfer of the hole.
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Figure B-53 Big End Bearing Oil hole Position

The position of the breakout of each oil hole may be defined by its angular position as
shown in Figure B-53 or its height as shown on the panel.

These dimensions are with respect to the bearing axes (as defined in Figure B-52) when
the connecting rod and crank pin are at their TDC Position. The angular position, u, is
measured clockwise from the y-axis and should lie between 0 and 360, whilst the
height is the distance in y and is equal to u cos r where r is the journal radius. If the
bearing is fed with a Single (Leading) oil hole then the angle should lie between 0 and
180. Conversely, if the oil hole is trailing then the angle should be between 180

and
360. If the bearing is fed with a Cross drilling then it is only necessary to define one of
the oil hole breakouts since it is assumed that the hole breakouts are diametrically
opposed.

3.4.1.5.4 Big End Bearing Lubrication Mesh Definition

3.4.1.5.5 Big End Bearing and Big End Journal Material Definition

3.4.1.5.6 Big End Bearing and Big End Journal Profile Definition
This is defined in the same way as for the main bearings as described in 3.4.1.4.7. The
profiles are defined with respect to the bearing axes (as defined in Figure B-52) when the
connecting rod and crank pin are at their TDC Position.

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3.4.1.6 Small End Bearing
The Small End bearing panel behaves in a similar manner to the Main bearings panel
described in section 3.2.3. The only difference is that there is no Stiffness tab.

3.4.1.6.1 Small End Bearing Geometry Definition

The bearing axes for the small end journal bearings are defined with respect to the
connecting rod as shown in Figure B-52.

Figure B-54 Small End Bearing Axes
3.4.1.6.2 Small End Bearing and Small End Journal Groove Definition

This is defined in the same way as for the main bearings as described in 3.4.1.4.2
3.4.1.6.3 Small End Bearing and Small End Journal Oilhole Definition

should include the chamfer of the hole.

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Figure B-55 Small End Bearing Oil hole Position

The position of the breakout of each oil hole may be defined by its angular position as
shown in Figure B-53 or its height as shown on the panel.

These dimensions are with respect to the bearing axes (as defined in Figure B-52) when
the connecting rod and crank pin are at their TDC Position. The angular position, u, is
measured clockwise from the y-axis and should lie between 0 and 360, whilst the
height is the distance in y and is equal to u cos r where r is the journal radius. If the
bearing is fed with a Single (Leading) oil hole then the angle should lie between 0 and
180. Conversely, if the oil hole is trailing then the angle should be between 180

and
360. If the bearing is fed with a Cross drilling then it is only necessary to define one of
the oil hole breakouts since it is assumed that the hole breakouts are diametrically
opposed.

3.4.1.6.4 Small End Bearing Lubrication Mesh Definition

3.4.1.6.5 Small End Bearing and Small End Journal Material Definition

3.4.1.6.6 Small End Bearing and Small End Journal Profile Definition
This is defined in the same way as for the main bearings as described in 3.4.1.4.7. The
profiles are defined with respect to the bearing axes (as defined in Figure B-52) when the
connecting rod and small end bearing are at their TDC Position.

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3.4.1.7 Thrust Bearing
The Thrust Bearing Panel is shown in Figure B-56 and is used to specify the data
relating to the thrust bearing model. The available Model options are Linear Stiffness,.
Lash Stiffness and Squeeze. This data is only required if the Crankshaft as defined in
the Model Definitions Panel is Compliant, Compliant (Massless) or Dynamic.

If Linear Stiffness is selected then the thrust bearing oilfilm is represented by a linear
stiffness and viscous damper, as defined by the data shown below.

Figure B-56 Linear Stiffness Thrust Bearing Model

Bearing Model
This is the linear stiffness of the thrust bearing oilfilm

Housing
This is the axial stiffness of the bearing housing and is only required as input if the
cylinder block model as defined in the Model Definitions Panel is Compliant Bearing, and
should have a value greater than 0.0. Otherwise, if the cylinder block Model is defined
as Compliant, Compliant Crankcase or Dynamic the stiffness will be evaluated from the
supplied stiffness matrix of the cylinder block. This field will therefore be ghosted. Once
the stiffness has been calculated by selecting Edit Block as described in 3.5 the stiffness
value will appear.

Damping
The linear viscous damper may be defined as a Coefficient or as a Ratio. If Ratio is
selected then during solution the program will derive an equivalent damping coefficient
based on the mass and stiffness of a single-mass elastic system as defined below.

Ratio
This is the ratio of critical damping to derive an equivalent viscous damping coefficient c
based on the equation

( )
5 . 0
. 2 k m
c
c
c
Ratio
c
= =

for a single-mass elastic system where m is the total mass of the crankshaft and k is the
stiffness of the thrust bearing oilfilm as defined above by Bearing Model.

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Coefficient
This is the viscous damping coeffient of the thrust bearing oilfilm if Damping is set to
Coefficient

If Lash Stiffness is selected then the thrust bearing oilfilm is represented by a linear
stiffness and viscous damper with an axial clearance. The data is the same as for the
Linear Stiffness but with an additional input Clearance as shown below.

Figure B-57 Lash Stiffness Thrust Bearing Model

Clearance
This is the axial clearance of the thrust bearing.

If Squeeze is selected then the thrust bearing is modeled using an analytical solution of
the Reynolds equation for rotary symmetry with pure squeeze in the axial direction. The
hydrodynamic force is given by

( )
( )
( )
|
|
.
|
\
|

c
c
=
2 2
2 2
3
2 2
/ ln
3
32
i o
i o
i o
i o
D D
D D
D D
t
h
h
D D F
q t

where
i
D
= inner diameter of the bearing

o
D
= outer diameter of the bearing
h = clearance

q
= dynamic viscosity of the lubricant

The data for this model is defined by the data of the Geometry tab as shown below.

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Figure B-58 Thrust Bearing Squeeze Model

Clearance
This is the axial clearance of the thrust bearing.

Inner Diameter
This is the inner diameter of the thrust bearing and will be greater than the diameter of
the adjacent main bearing.

Outer Diameter
This is the outer diameter of the thrust bearing

As with the Linear Stiffness and Lash Stiffness models the Housing stiffness, defining the
axial stiffness of the bearing housing may also be required as input for this model if the
cylinder block model as defined in the Model Definitions Panel is Compliant Bearing.

3.4.1.8 Cylinder
The Cylinder Panel is shown in Figure B-59 and is used to specify the data for the
cylinder.

Figure B-59 Cylinder Panel

If the Cylinder Model as defined using the Model Definitions Panel is set to Secondary
Dynamic then all the data of this panel (except the value for Head Height) is read from
the sdf file supplied using the Model Definitions Panel.
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Head Height
This is the distance head from the crankshaft centre to the centre of the cylinder head. If
the cylinder head has a flat roof chamber then this height will be the same as Cylinder
Height. If the head has a pent-roof chamber then this height will be greater than Cylinder
Height. This is only required if the cylinder block Data, as defined on the Model
Definitions Panel, is User Defined. Otherwise if Data is Loaded from FE file the height is
calculated from the FE model when the cylinder block model is assembled and is then
displayed here.

Cylinder Height
This is the distance from the crankshaft centre to the distance of the top of the cylinder
bore. This value can never be edited and is only ever read from the .sdf file supplied
using the Model Definitions Panel if the In-Cylinder Model as defined using that panel is
Secondary Dynamic. The variable g:cylinder:height is read from the sdf file.

Length
This is the height of the cylinder bore. This value can never be edited and is only ever
read from the .sdf file supplied using the Model Definitions Panel if the In-Cylinder Model
as defined using that panel is Secondary Dynamic. The variable g:cylinder:length is read
from the sdf file.

3.4.1.9 Connecting Rod
The Conrod Panel is shown in Figure B-60 and is used to specify the data for the conrod.

Figure B-60 Conrod Panel
Inertia
This is the connecting-rod polar moment of inertia about its centre of gravity and will be
the inertia of the complete rod assembly including bolts and shells. The value for
g:conrod:inertia is used if the data is read from the sdf file.

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Length
This is the distance between the centres of the connecting rod and is defined using the
Engine Configuration Panel and is displayed on this panel for information only. The
value for g:conrod:length is used if the data is read from the sdf file.

Bearing Offset
This is the axial offset of the big-end bearing centre from the cylinder centre and is
typically equal to zero. It is defined using the Engine Configuration Panel and is
displayed on this panel for information only. The offset is measured from the cylinder
centre axis. A positive value denotes that the bearing is to the rear of the cylinder, whilst
a negative value denotes that the bearing is in front of the cylinder. If an offset is
specified then there will be moment with respect to the big end bearing centre due to the
offset cylinder forces. For reasons of packaging Vee-configured engines often have a
small offset. For one bank the big end bearing offset will be to the rear of the cylinder
centre (+ve), whilst for the other bank the offset will be in front of the cylinder (-ve).

Mass
This is the total mass of the connecting rod including bolts and bearing shells. The value
for g:conrod:mass is used if the data is read from the sdf file.

Centre of Gravity
This is the distance of the centre of gravity from the big-end centre. The z-co-ordinate of
g:conrod:cgOffset is used if the data is read from the sdf file.

Recip. Mass Ratio
For all dynamic solutions, where the loads due to the connecting rod and piston are
applied to the crank-pin, it is necessary to add the effective mass due to the rotating and
reciprocating masses of the connecting rod and piston to the crankpin node. The
effective mass is given by

recip rot effective
M f M M . + =

where f is a ratio typically equal to 0.5 and is ratio specified here. This is only required
as an input if the crankshaft model is dynamic.

3.4.1.10 Piston
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Figure B-61 Piston Panel

Mass
This is the mass of the piston assembly. The value for g:piston:mass is used if the data
is read from the sdf file.

Offset
This is the piston pin offset and is positive if the pin centre is on the anti-thrust side. It is
defined using the Engine Configuration Panel and is displayed on this panel for
information only. The value for g:piston:pinOffset is used if the data is read from the sdf
file.

The parameters Top of Skirt, Bottom of Skirt and Top Ring are only used to apply loads
to the cylinder bore when performing a quasi-static cylinder block analysis using the
direct method as described in 7.3.4. If the user is not intending to perform this type of
analysis then these parameters can all be set to zero. If any of these parameters are
non-zero then they should all be positive. Top of Skirt and Bottom of Skirt are used to
define the extent of the pressure distribution when applying the piston side load. Top
Ring is used to define the position above which the cylinder gas pressure is applied to
the cylinder bore.

Top of Skirt
This is used to specify the distance of the top of the piston skirt from the piston pin centre
and must be a positive value. The value for g:piston:skirtTop is used if the data is read
from the sdf file.

Bottom of Skirt
This is used to specify the distance of the bottom of the piston skirt from the piston pin
centre and must be positive value. The value for g:piston:skirtBottom is used if the data
is read from the sdf file.

Top Ring
This is used to specify the distance of the top face of the top ring from the piston pin
centre and must be greater than the Top of Skirt value. The value for
g:piston:topRingHeight is used if the data is read from the sdf file.

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Recip. Mass Ratio
applied to the crank-pin, it is necessary to add the effective mass due to the rotating and
reciprocating masses of the connecting rod and piston to the crankpin node. The
effective mass is given by

recip rot effective
M f M M . + =

where f is a ratio typically equal to 0.5 and is ratio specified here. This is only required
as an input if the crankshaft model is dynamic.

If the connecting rod model for the selected piston is Rigid or Dynamic as defined by the
Model Definitions Panel then the panel will have some additional inputs for the piston
rings related to the piston friction model as shown in the figure below

Figure B-62 Piston Panel with Ring Data

Up to 3 piston rings can be included, typically 2 compression rings and an oil contol ring.
For each piston ring the following data is required
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Figure B-63 Piston Ring Geometry

Radial Thickness
This the width of the piston ring

Axial Thickness
This is the height of the piston ring

Tip Load
This is the tangential load required to close the ring gap

Contact Pressure
This is the contact pressure given by

h b
F
P
t
.
. 2
=

where
t
F
= tangential load required to close the ring gap
b = cylinder bore
h = axial thickness of the ring

3.4.1.11 Cranknose Assembly
The Cranknose Assembly Panel is shown in Figure B-64 and is used to specify data
relating to the crankshaft at the crank nose. No data entry is required for this panel if the
crank train Model, as defined in the Model Definitions Panel, is Rigid Massless.
C
y
l
i
n
d
e
r

C
e
n
t
r
e

Radial
Thickness
A
x
i
a
l

T
h
i
c
k
n
e
s
s

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Figure B-64 Cranknose Assembly Panel

3.4.1.11.1 Crankshaft
If the crank train Data, as defined in the Model Definitions Panel, has been set to User
Defined, the stiffness values of the crank nose assembly are entered here. Otherwise, if
the crank train Data has been set to Loaded from FE file the stiffness values are
evaluated by finite element analysis when the Calculate Stiffnesses button is selected as
described in 3.4.7. The stiffness fields will appear ghosted as shown in Figure B-64.
Once the stiffness values have been calculated by selecting the Calculate Stiffnesses
button the stiffness values will appear.

The drawing at the top right of the panel shows, shaded in blue, the part of the crank
currently assumed to be included in the FE model of the crankshaft. This drawing is
updated depending on what option is selected for Hub Data.

Element Length
This is used to specify the length of the element that defines the crank nose assembly
and effectively defines the position of a node relative to the node at the adjacent main
journal bearing as shown in Figure B-64. The position of this node should be either at
the centre of the vibration damper if fitted or alternatively if no vibration damper is fitted
at a position at the centre of a pulley at which a belt, chain or gear is driven. Initially, the
length defaults so that the node is positioned half a main journal length from the adjacent
bearing. If the crank train Data, as defined in the Model Definition panel, has been set to
Loaded from FE file, then the position of the node that is defined by this length must
correspond to a cut-plane in the yz-plane in the finite-element model of the crank train.
Otherwise, once the Calculate Stiffnesses button is selected, an error will be reported
when the stiffness values are being calculated. If the crank train Data has been set to
User Defined, it is important that this length is equivalent to the crank nose stiffness that
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are entered using this panel. If the crank train Model is Rigid then the length of this
element is not critical.

Hub Data
If the crank train Model, as defined in the Model Definitions Panel, is Rigid, Compliant or
Dynamic then this is used to specify how the mass properties at the crank nose are to be
derived. If the Hub Data is Included in FE model it is assumed that the finite element
model contains the definition of all the mass at the crank nose. In this case the mass
properties are evaluated from the finite-element model of the crank train when the
Calculate Masses button is selected as described in 3.4.5. If the hub data is User
Defined, it is assumed that there are some additional masses that require definition. In
this case the mass properties of the additional mass may be defined by selecting the Edit
button. This will open the Lumped Mass Configuration panel, which is described in
3.4.1.13. If the hub data is None then there are no additional masses to define.
Changing this option will change the drawing displayed on the panel.

The following parameters are only required if the crank train Model, as defined in the
Model Definitions Panel, is Compliant or Dynamic and that Data is User Defined.

Bending Stiffness
This is used to specify the bending stiffness of the element defining the crank nose
assembly as defined in Appendix 1.

Torsional Stiffness
This is used to specify the torsional stiffness of the element defining the crank nose

Axial Stiffness
This is used to specify the axial stiffness of the element defining the crank nose

3.4.1.12 Flywheel Assembly
The Flywheel Assembly Panel is shown in Figure B-65 and is used to specify data for the
flywheel and the adjacent part of the crankshaft. No data entry is required for this panel
if the crank train Model, as defined in the Model Definitions Panel, is Rigid Massless

If the crank train Data, as defined in the Model Definition panel, has been set to User
Defined, the stiffness values of the flywheel assembly are entered here. Otherwise, if
the crank train Data has been set to Loaded from FE file the stiffness values are
evaluated by finite element analysis when the Calculate Stiffnesses button is selected as
described in 3.4.7. The stiffness fields will appear ghosted as shown in Figure B-64.
Once the stiffness have been calculated by selecting the Calculate Stiffnesses button
the stiffness values will appear.

The drawing at the top right of the panel shows, shaded in blue, the part of the crank
currently assumed to be included in the FE model of the crankshaft. This drawing is
updated depending on what option is selected for Type and Primary Mass.

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Figure B-65 Flywheel Assembly Panel

Type
This is used to specify the type of flywheel. The options are Conventional, Twin Mass, or
Torque Converter. The selection of Type determines what data are entered in the lower
part of the panel. If Conventional is selected, then Primary and Clutch data are required.
If Twin Mass is selected, then Primary, Secondary, Clutch and Flexible Coupling data are
required. Finally, if Torque Converter is selected then Primary data are required. It is
intended currently that the Twin Mass option is used either to model a Dual Mass
Flywheel (DMF) in which both flywheels are assumed rigid, connected by stiffness or to
model the flexibility of a conventional flywheel. A method for evaluating the equivalent
mass and stiffness data to model the latter is described in Appendix 2.

Primary Flywheel
The primary flywheel may either be Included in FE model or Excluded from FE model. If
the primary flywheel is Included in FE model, then no further mass property data for the
primary flywheel are required and the table of data titled Primary will be ghosted.
Changing this option will change the drawing displayed on the panel.

Clutch
This is used to specify to which flywheel the clutch is attached when a Twin-Mass
flywheel is being modelled.
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X1
This is used to specify the length of the element that defines the flywheel assembly and
effectively defines the position of a node relative to the node at the adjacent main journal
bearing as shown in Figure B-64. If the Primary Mass is Included in FE model as defined
below the position of the node should be at the face at which the clutch plate is attached.
Conversely, if the Primary Mass is Excluded from FE model the position should be at the
face at which the flywheel is attached. Initially, the length defaults so that the node is
positioned half a main journal length from the adjacent bearing. If the crank train Data,
as defined in the Model Definitions Panel, has been set to Loaded from FE file, then the
position of the node that is defined by this length must correspond to a cut-plane in the
yz-plane in the finite-element model of the crank train. Otherwise, once the Calculate
Stiffnesses button is selected, an error will be reported when the stiffness are being
calculated. If the crank train Data has been set to User Defined, it is important that this
length is equivalent to the flywheel stiffness that are entered using this panel. If the
crank train Model is Rigid then the length of this element is not critical.

Bearing
This is used to specify the location of a roller element bearing if one exists as part of
flywheel assembly. The bearing is modelled using linear stiffness and damping
coefficients, which are defined using the Bearing tab. The bearing can either exist At
Primary Mass or At Secondary Mass. If either of these options is selected then the node
representing the selected mass should be located at the bearing centre using either X1
or X2 as appropriate. If no bearing exists then None should be selected.

X2
This is used to specify the position of the node representing the secondary flywheel
when modelling a Twin-Mass flywheel. X2 is the axial distance relative to the node
defined by X1.

The following parameters are only required if the crank train Model, as defined using the
Model Definitions Panel, is Compliant or Dynamic and that Data, is defined as User
Defined.

Bending Stiffness
This is used to specify the bending stiffness of the element defining the flywheel

Torsional Stiffness
This is used to specify the torsional stiffness of the element defining the flywheel

Axial Stiffness
This is used to specify the axial stiffness of the element defining the flywheel assembly
as defined in Appendix 1.

A combination of the following mass property data is required for the Primary, Secondary
and Clutch masses, dependant on the flywheel Type and whether the Primary Mass is
Included in FE model. If the clutch is included then the mass property data of the clutch
plate assembly should be included.
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Figure B-66 Flywheel Primary Mass Tab

Offset
This is used to specify the distance along the crankshaft X-axis of the centre of gravity of
the mass from the node defined by the Element Length.

Mass
This is used to specify the mass.

Inertia XX
This is used to specify the inertia about X at the centre of gravity of the mass in the
ENGDYN co-ordinate System.

Inertia YY
This is used to specify the inertia about Y at the centre of gravity of the mass in the
ENGDYN co-ordinate System.

Inertia ZZ
This is used to specify the inertia about Z at the centre of gravity of the mass in the
ENGDYN co-ordinate system.

The following stiffness and damping data is required to define the flexible coupling when
modelling a Twin-Mass flywheel and is entered using the Flexible Coupling tab as shown
in Figure B-67. Each of the stiffness values must be 0 > whilst each of the damping
values must be 0 > .

Figure B-67 Flywheel Assembly Flexible Coupling Tab

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Kx
x
K in the X direction in the ENGDYN co-ordinate
system.

Ky
y
system.

Kz
z
system.

Kphix
x
K
|
in the |X direction in the ENGDYN co-ordinate
system.

Kphiy
y
K
|
system.

Kphiz
z
K
|
system.

Cx
This is used to specify the damping coefficient Cx in the X direction in the ENGDYN co-
ordinate system.

Cy
This is used to specify the damping coefficient Cy in the Y direction in the ENGDYN co-
ordinate system.

Cz
This is used to specify the damping coefficient Cz in the Z direction in the ENGDYN co-
ordinate system.

Cphix
This is used to specify the damping coefficient C|x in the |X direction in the ENGDYN co-
ordinate system.

Cphiy
This is used to specify the damping coefficient C|y in the |Y direction in the ENGDYN co-
ordinate system.

Cphiz
This is used to specify the damping coefficient C|z in the |Z direction in the ENGDYN co-
ordinate system.

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The following data is required to define the bearing and is entered using the Linear
Bearing Definition Tab as shown in Figure B-68. This data is only required if Bearing is
At Primary Mass or At Secondary Mass. Each of the stiffness values must be 0 > whilst
each of the damping values must be 0 > .

Figure B-68 Linear Bearing Definition Tab

The parameters Length and Diameter are defined in the Linear Bearing Definition Tab
and are only used if the cylinder block Data, as defined on the Model Definitions Panel,
is Loaded from FE file or User-Defined.

The following coefficients define the stiffness and damping of the bearing unless the
cylinder block Model, as defined using the Model Definitions Panel, is Rigid in which
case these coefficients represent the net stiffness and damping of the bearing and its
housing.

Ky
y
system.

Kz
z
system.

Kphiy
y
K
|
system.

Kphiz
z
K
|
system.

Cy
This is used to specify the damping coefficient Cy in the Y direction in the ENGDYN co-
ordinate system.

Cz
This is used to specify the damping coefficient Cz in the Z direction in the ENGDYN co-
ordinate system.
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Cphiy
This is used to specify the damping coefficient C|y in the |Y direction in the ENGDYN co-
ordinate system.

Cphiz
This is used to specify the damping coefficient C|z in the |Z direction in the ENGDYN co-
ordinate system.

3.4.1.13 Lumped Mass

The Lumped Mass Panel as shown in Figure B-69 allows lumped masses to be defined
at a particular node of the reduced model of the crank train. No data entry is required for
this panel if the crank train Model, as defined in the Model Definitions Panel, is Rigid
Massless or Compliant Massless.

If the crank train Data, as defined in the Model Definitions Panel, has been set to Loaded
from FE file, then these masses will be additional masses that are not included in the
finite-element model of the crank train or defined as part of the Cranknose Assembly
Panel or Flywheel Assembly Panel. If the crank train Data has been set to User Defined
then this panel is used to define the lumped masses of the crank train model. This panel
is also used by the Cranknose Assembly Panel to define additional masses at the crank
nose.

Any number of lumped masses can be defined at any one node.

Item
The Add button is used to add a mass to the list. The mass is assigned a reference
number (displayed in the Item field), when it is added to the list. The user can move
between masses by clicking on the and buttons. Additionally, the currently
displayed mass may be deleted from the list by clicking on the Del button or the data
updated by clicking on the Update button. If a single node is selected the co-ordinate of
the node is displayed as shown in Figure B-69

Type
This is used to select how the current lumped mass is to be defined. The mass
properties of the lumped mass may either be defined by selecting Cylindrical and
supplying the geometry of a cylindrical prism and its position relative to the node, or
alternatively by selecting Properties and entering the mass properties of the lumped
mass directly. These methods of defining the mass properties are described in
3.4.1.13.1 and 3.4.1.13.2 respectively. Changing this option will change the drawing
displayed on the panel.
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Figure B-69 Lumped Mass Panel

3.4.1.13.1 Cylindrical Mass Properties

If Type is defined as Cylindrical the following parameters defining the geometry, position
and material properties of the cylindrical prism are required, as shown in Figure B-70.

Figure B-70 Lumped Mass Cylindrical Properties Frame

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Offset
This is used to specify the axial distance in x of the centre of gravity of the cylindrical
prism relative to the current node.

Length
This is used to specify the length of the cylindrical prism.

Outside Diameter
This is used to specify the outside diameter of the cylindrical prism

Inside Diameter
This is used to specify the inside diameter of the cylindrical prism

Material
This is used to define the material name of the cylindrical prism. The material properties
are defined using the Crankshaft Material Properties Panel, as shown in Figure B-99,
and as described in 3.4.2

3.4.1.13.2 Mass Properties

If Type is defined as Properties the parameters shown in Figure B-71 defining the mass
properties of the lumped mass are required.

Figure B-71 Lumped Mass Properties Frame

Axis
This is used to specify which co-ordinates are to be used to define the offset of the
centre of gravity of the lumped mass relative to the current node. The options are Polar
and Cartesian and changing this option will change the drawing displayed on the panel.

Mass
This is used to specify the mass of the lumped mass

Inertia XX
This is used to specify the inertia about X at the centre of gravity of the lumped mass in
the ENGDYN co-ordinate System

Inertia YY
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This is used to specify the inertia about Y at the centre of gravity of the lumped mass in

Inertia ZZ
This is used to specify the inertia about Z at the centre of gravity of the lumped mass in

Inertia XY
This is used to specify the product of inertia Ixy at the centre of gravity of the lumped
mass in the ENGDYN co-ordinate System

Inertia YX
This is used to specify the product of inertia Iyx at the centre of gravity of the lumped

Inertia ZX
This is used to specify the product of inertia Izx at the centre of gravity of the lumped

X Offset
This is used to specify the distance in x of the centre of gravity of the lumped mass
relative to the current node.

If Axis is defined as Polar the following parameters are required to define the offset of
the centre of gravity of the lumped mass in polar co-ordinates.

Radius
This is used to specify the radial distance of the centre of gravity of the lumped mass

Angle
This is used to specify the angular position of the centre of gravity of the lumped mass
measured from the y-axis at the current node.

If Axis is defined as Cartesian the following parameters are required to define the offset
of the centre of gravity of the lumped mass in Cartesian co-ordinates.

Y Offset
This is used to specify the distance in y of the centre of gravity of the lumped mass

Z Offset
This is used to specify the distance in z of the centre of gravity of the lumped mass

3.4.1.13.3 Display of Lumped Masses

Once all the lumped masses at the selected node(s) have been defined and the OK
button is selected on the Lumped Mass Panel the Main Panel is updated to display the
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position of the lumped masses. Each lumped mass is displayed in white in which a line
is drawn connecting the centre of gravity of the mass to the appropriate node.

3.4.1.14 Damper
If the crankshaft has any vibration dampers and the model as defined in the Model
Definition panel is Dynamic then data for the dampers is defined using the following
panels. Dampers can be defined at any node on the crankshaft axis. Each damper can
be defined as either a 1-D torsional vibration damper or as general 3-D damper that
includes bending, torsional and axial stiffness and damping.

Figure B-72 Damper Panel

The Damper Panel as shown above allows multiple dampers to be defined at a given
node. A damper is added using the Add button which displays the Damper Properties
Panel. An existing damper can be edited by selecting the damper in the list and using
the Edit button to display the same panel. Selecting a damper in the list and using the
Delete button will delete the damper.

Figure B-73 Damper Properties Panel
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The Damper Properties Panel consists of a tab for each direction together with a
Temperature tab to define an optional temperature map for the selected damper. For
each direction the damper can either be Elastomeric or Viscous for that direction. Each
direction tab has a number of tabs defining the Mass, Stiffness and Damping data for the
damper in that direction with the Overview tab providing a summary as shown. Double
clicking on a row will take you to the appropriate tab for that data to edit the data.

Selecting TV Damper (1D) will enable the PhiX tab only and the following data can be
defined. The mass is defined using the Mass tab as shown below

Figure B-74 Mass tab of Damper Properties Panel

Siesmic Mass
This is the siesmic mass of the vibration damper for the selected direction and will be a
mass or inertia dependent on direction.

Stiffness can either be constant, vary with either temperature or frequency or both as
shown below. Frequency Dependent data is only used when exporting the model to
VALDYN and using the Linear Frequency Domain (LFD) solver within that program.
(This export option is not currently available)

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Figure B-75 Stiffness tab of Damper Properties Panel

Stiffness
This is the constant stiffness of the vibration damper for the selected direction and will be
a translational or rotational stiffness dependent on direction. (If a time domain solution is
performed and frequency dependent data has been defined then this constant stiffness
value will be used by the solver in this instance)

Stiffness File
This is the file containing the temperature and/or frequency dependent stiffness data if
either Temperature Dependent or Frequency Dependent are selected. The file can be
edited or plotted using the adjacent buttons. Selecting Use Current will use any existing
stiffness data already stored in the .EDSF file.

As with stiffness, damping can either be constant, vary with either temperature or
frequency or both as shown below.

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Figure B-76 Damping tab of Damper Properties Panel

If the damper for the given direction is defined as Viscous then the following inputs are
required

Damping
This is the constant damping coefficient of the vibration damper for the selected direction
and will be a translational or rotational damper dependent on direction. (If a time domain
solution is performed and frequency dependent data has been defined then this constant
damping value will be used by the solver in this instance)

Damping File
This is the file containing the temperature and/or frequency dependent damping data if
either Temperature Dependent or Frequency Dependent are selected. The file can be
edited or plotted using the adjacent buttons. Selecting Use Current will use any existing
damping data already stored in the .EDSF file.

If the damper for the given direction is defined as Elastomeric then a quasi-elastomeric
model is used in the time domain that approximates the damping characteristic of a
rubber spring which has a constant dynamic magnifier across the frequency range.
Following the method described by Tonar
11
the force in the mount in each direction is
given by

M
K
v
y
v v x F + =
2
1
.
[ B-1]
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where

K = Dynamic Stiffness
M = Dynamic Magnifier
x = Displacement of crankshaft degree of freedom
v = Velocity of crankshaft degree of freedom

and where y is a state variable defined by

( ) t x y h
t
y
= +
c
c

where h is a filter frequency.

If we choose ( ) t t x e sin ) ( = , the solution of this differential equation is

( )
( ) ( )
2 2
sin sin
e
e e e
+

=
h
t t h
t y

which, if h is small compared to e , gives

( )
( )
2 2
) ( cos
e e
e e t v t
t y ~
~

It can be seen that the damping term in equation [B-1] approximates to ( ) M K e , which
is a form commonly used when modelling rubber elements in the frequency domain.

The value of h should be chosen to be much smaller than, but not negligible with respect
to, the first natural frequency of the system of the crankshaft. Tests using the Ricardo
program VALDYN using the QSTIFF element, which has the same formulation as this
model, suggest that setting h to 10-20% of the first natural frequency gives results that
correlate well with frequency domain results.

The following inputs are required for this model.
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Dynamic Magnifier
This is used to specify the dynamic magnifier of the vibration damper for the selected
direction. This is related to proportion of critical damping
o
c c and to the loss factor
| tan as follows:

M c
c
o
2
1
tan
2
1
= = |

Damping Magnifier File
This is the file containing the temperature dependent damping magnifier data if
Temperature Dependent is selected. The file can be edited or plotted using the adjacent
buttons. Selecting Use Current will use any existing damping data already stored in the
.EDSF file.

Filter Frequency
This is used to define the filter frequency.

The Geometry tab as shown below is used to define data to calculate by the solver the
Maximum Shear Stress, Power Loss and Power Density for the vibration damper in the
selected direction.

Figure B-77 Geometry tab of Damper Properties Panel

If None is selected then no data is required and the Maximum Shear Stress, Power Loss
and Power Density values will not be calculated by the solver. Conversely, Dimensions
or Specify Values can be used to define the data. If Specify Values is selected then the
following inputs are required
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Shear Area
This is used to specify the effective shear area in the selected direction so as to calculate
the Maximum Shear Stress.

Volume
This is use to specify the volume of the elastomer or the oil so as to calculate the power
density.

Selecting General Damper (3D) will enable all the direction tabs and the data as defined
above can be defined for ach direction. A given direction can be disabled by setting both
the stiffness and damping for that direction to zero.

The Temperature tab as shown applies to all the directions of a given damper and is
used to define the temperature of the elastomer or oil of the damper. The temperature
can either be constant or vary with speed.

Figure B-78 Temperature tab of Damper Properties Panel

Temperature
This is the constant temperature of the vibration damper if Constant is selected.

Temperature File
This is the file containing the speed dependent temperature data if Speed Dependent is
selected. The file can be edited or plotted using the adjacent buttons. Selecting Use
Current will use any existing temperature data already stored in the .EDSF file.

Temperature
This is the initial temperature of the vibration damper for a thermal balance calculation of
the damper. (This has not yet been implemented in the solver)

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3.4.1.15 Mechanical Links

The Mechanical Link Panel is shown in Figure B-79 and is used to define mechanical
links and their associated simulation children at a particular node on the crankshaft.

Figure B-79 Mechanical Link Panel

Node
This is used to display the selected crankshaft node at which the links are defined and
cannot be edited.

Children
Selecting the LIST button adjacent to Children will display the Simulation Children Panel

Figure B-80 Simulation Children Panel

This lists the currently defined simulation children. Child number zero is always defined
as being the parent process.

Links
Selecting the LIST button adjacent to Links will display the Crankshaft Mechanical Links

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Figure B-81 Crankshaft Mechanical Links Panel

This lists all the currently defined mechanical links attached to the crankshaft.

Directions
Selecting the EDIT button adjacent to Directions will display the Edit Direction Panel
shown in Figure B-82 if local directions have been defined.

Figure B-82 Edit Direction Panel

This allows the direction vector to be edited for each local direction

Mechanical links are entered using the table where each row defines a unique link. Rows
are added to and deleted using the right hand mouse button with the mouse positioned
over the row number. This displays a Row Operations Pop-Up menu with Insert Before,
Insert After and Delete options.

All the links currently defined at the selected node can be deleted using the Delete All
button.

3.4.1.15.1 Defining a Mechanical Link

A link is defined or edited using the right hand mouse positioned over the appropriate
Link ID cell. This will display a pop-up menu with Edit and Define options. Edit allows
existing links at that node to be edited whilst Define allows a new link to be defined. In
each case Define Mechanical Link Panel shown in Figure B-83 is displayed.

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Figure B-83 Define Mechanical Link Panel

Link ID
This used to specify the unique identification number of the mechanical link shared with
the child process.

Type
This is used to specify the type of the link. Currently the only option is Force.

Dimension
This is used to specify the dimension of the link. The possible options are, 1D-
Translational, 1D-Rotational, 3D-Translational, 3D-Rotational and 3D-6DOF.

Axis
This is used to specify the co-ordinate system of the crankshaft axis in the connecting
application pertaining to the link. The options are either Fixed or Rotating. If connecting
to VALDYN then Fixed would be selected.

Relative To
application pertaining to the link. The options are Node or Origin. If connecting to
VALDYN then Origin would be selected.

Axis
application pertaining to the link. The options are either Local or Global.

Global
This must be specified if Axis is set to Global. The options are X, Y or Z.

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Local
This must be specified if Axis is set to Local. An existing local direction can be selected
using the Select button, which will display the Link Directions Panel shown in Figure
B-84

Figure B-84 Link Directions Panel

A new local direction is defined using the Define button, which will display Define
Direction Panel shown in Figure B-85.

Figure B-85 Define Direction Panel

This allows a local direction vector to be defined in the co-ordinate system of the
connecting Application.

3.4.1.15.2 Defining a Simulation Child

A simulation child is defined or selected using the right hand mouse positioned over the
appropriate Simulation Child cell. This will display a pop-up menu with Define and a list
of current simulation child numbers. Define allows a new child to be defined, displaying
the Define Simulation Child Panel shown in Figure B-86. This has two tabs, Properties
and Transformation.

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Figure B-86 Define Simulation Child Panel

Figure B-86 shows the Properties tab selected.

Number
This is used to specify the number of the Simulation Child number where zero is
reserved for the parent process.

Application
This is used to define the Simulation Child Process. It can entered be either directly or
by clicking on the Select button adjacent to the Application box, which will display the
Applications Menu shown in Figure B-87.

Figure B-87 Applications Menu

Arguments
This is used to specify the arguments to the Application. For example, if the simulation
child is a VALDYN simulation then this would be set to s <filename>.dat.

Host
This is used to define the host on which the Application is to run on. At present all the
processes have to run from the same host and so this is set to local.

The Transformation tab is shown selected in Figure B-88.

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Figure B-88 Define Simulation Child Panel Transformation Tab

This is used to define any necessary transformation from the co-ordinate system used by
the Application to that used by ENGDYN. All vectors are in the ENGDYN global axes.
The Mirror vector specifies a normal vector to the mirror, the plane of which passes
through the origin at the crankshaft co-ordinate system. If zero is entered for the X, Y or
Z values of a transformation, then that transformation will not occur. The transformation
matrix is built up in the following order; mirror, rotation about Z, then Y and finally about X
and then the translation.

3.4.2 Model Definition

When a connecting rod is selected on the Cranktrain Tool Panel and the Matrix
Reduction button is subsequently selected, the Define Model Panel shown in Figure
B-89 will be displayed.

Figure B-89 Define Model Panel
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This panel is used to define the nodes and elements that are to be included in the
reduced model of the connecting rod. Each node and element of the reduced model is
included in a unique set which is then referenced when applying loads. Each set can
either be a node, constrained node or face set. A node set consists of a single finite
element node. The x, y and z degrees of freedom of the node are included in the
reduced freedoms of the model. If the set defines a bearing then the x, y and z
degrees of freedom are also included. A constrained node set is defined by a node set
and a face set. The face set consists of a number of external element faces of the finite
element model. Each element face is defined as an element in the reduced model. The
node set consists of two coincident nodes at the centre co-ordinate of the set. The first
node is constrained to have the average movement of all the nodes defining the face set.
(This average constraint has a similar formulation to that of an RBE3 element used in
Nastran.) The second node is connected to the first by a stiff spring. The x, y and z
freedoms of this node are included in the reduced freedoms of the model. If the set
defines a bearing then the x, y and z degrees of freedom are also included. The
degrees of freedom of the first node and the nodes defining the element faces are not
included. A face set is similar to a constrained node set, but in this case the x, y and z
degrees of freedom of each node of the element faces are also included in the reduced
freedoms. A face set is required for all those bearings which are modelled using the
Elasto-hydrodynamic (EHD) bearing model.

A convention for naming each set has been adopted. For example, names for big end
and small end bearings are

bigEndBearing
smallEndBearing

Each set would be stored in the .EDSF and .SFE files with either a NODE_SET or
FACE_SET prefix dependent on the set type.

If a finite element model of the connecting rod exists (as defined using the Model
Definitions Panel) then each set can be defined by either clipping based on a geometric
shape within a given tolerance, using the Clip tab, or can be read directly from the SFE
file using the Read tab. Sets can also be deleted from the reduced model using the
Delete tab. The name of each set is case sensitive.

The minimum requirement of the reduced model is that there must be sets defining
nodes (and elements) at big end bearing and small end bearing (or only one of these
bearings if the appropriate compliant connecting rod model was selected). The
geometric definition and name of each of these sets are created when the Define Model
Panel is displayed. The program will then attempt to create these sets by clipping. Big
end bearing requires a set called

bigEndBearing

and small end bearing requires a set called

smallEndBearing
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A bearing modelled using the Mobility or Hydrodynamic (HD) bearing model (as defined
using the Bearing Panel) can either be defined as a node or as a constrained Node set.
If the bearing is modelled using the Elasto-Hydrodynamic (EHD) bearing model then it is
necessary for this set to be a face set since all the degrees of freedom on the bearing
surface need to be included in the reduced set. The definition of node, constrained node
and face sets is described below.

In cases where there is no finite element model of the connecting rod then nodes and
corresponding node sets are created by the program to define each bearing as
described above.

3.4.2.1 Creating a Set

Sets can be defined, to add nodes and elements to the reduced model, by clipping
based on a geometric shape within a given tolerance, using the Clip tab. Figure B-89
shows the Define Model Panel with the Clip tab selected. This has three tabs; Name,
Definition and Tolerance. Selecting Clip Set will clip the external faces of the finite
element model based on the supplied geometric data within the supplied tolerances. If
successful the clipped sets will be displayed. (The viewing parameters for the clipped
sets can be defined using the Model Appearance Panel using the Set tab.) The sets can
then be added to the reduced model by selecting Add Set.

3.4.2.1.1 Set Name

Figure B-89 shows the Name tab selected.

Type
This is used to specify the set type. The options are Node, Constrained Node and Face
as defined below.

Name
This is used to specify the base name of the set. The options are Accelerometer, Big
End Bearing, Small End Bearing, Restraint and Constraint.

3.4.2.1.2 Clip Definition

Figure B-90 shows the Definition tab selected. This is used to define the boundaries of a
shape in which the required set exists within a given tolerance. It has four tabs; Centre,
Axis, Extent and Diameter.

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Figure B-90 Define Model Panel Clip Definition Tab
Shape
Different clip shapes may be defined depending on the shape and complexity of the set
being clipped. The options are Plane, Cylinder and Sphere. The chosen shape will
change the input data requirements of the Axis, Extent and Diameter tabs.

Centre
This is used to define the X, Y and Z centre coordinates of the set.

Axis
This is used to specify X, Y and Z which define the axis of the shape.

Extent
This is used to define two lengths A and B, which define the extent of the set along the
cylinder axis if the shape is a Cylinder.

Diameter
This is used to define diameter DA used to define a Cylinder or Sphere.
3.4.2.1.2.1 Defining a Cylinder

A cylinder as shown in Figure B-91 is defined by an axis, a diameter DA and two lengths
LA and LB which define the extent of the set from the centre along the axis. The length LA
defines the length in the positive direction of the axis whilst defines LB the length in the
opposite direction of the axis and will be negative. External element faces which fall
within the DA t and within LB t and LA + t will be included in the set, where t is the
linear tolerance.

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DA
DB
LA
LB
C

Figure B-91 Cylinder Definition

3.4.2.1.2.2 Defining a Sphere

A sphere as shown in is defined simply by the diameter DA.. External element faces,
which fall within DA the linear tolerance, will be included in the set.

DA
C

Figure B-92 Sphere Definition
3.4.2.1.3 Clip Tolerance

Figure B-93 shows the Tolerance tab selected. This is used to define the tolerances
within which the clip shape is clipped.

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Figure B-93 Define Model Panel Clip Tolerance Tab
Linear
This is used to specify the linear tolerance within which the shape is clipped. The default
value will be half the distance between any two adjacent nodes of the finite element
model.

Angular
This is used to specify the angular tolerance within which the shape is clipped and is only
used for clipping using a plane shape.

3.4.2.2 Reading Sets

Existing sets can be read from the .SFE file, to add nodes and elements to the reduced
model, using the Read tab. Figure B-94 shows the Define Model Panel with the Read tab
selected.

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Figure B-94 Define Model Panel Read Tab

This has three tabs; Node Sets, Face Sets and Constrained Sets. Each tab consists of a
list of sets that exist within the finite element model, allowing the user to select those sets
that he wishes to include in the reduced model. Only those sets that follow the naming
convention will be listed. Selecting Read Set will read the selected sets from the .SFE
file and the nodes and elements defining the sets will be displayed. (The viewing
parameters for the read sets can be defined using the Model Appearance Panel using
the Set tab.) The sets can then be added to the reduced model by selecting Add Set.

When face sets are added for small end or big end bearings and the bearing model type
is elastohydrodynamic, lubrication mesh node sets are checked against corresponding
FE model face sets. Any lubrication mesh node lying outside the FE model face set will
be marked by a red cross and a warning for unmatched nodes will be printed.
Unmatched lubrication mesh nodes are always made inactive (removed) during model
assembly.

Note that unmatched nodes are detected based on an internal tolerance. The detection
of unmatched nodes is also influenced by the FE model element size. Therefore, some
lubrication mesh nodes outside (but close to) the corresponding FE model face set may
not be determined to be unmatched.

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Figure B-95 Unmatched Lubrication Mesh Nodes for Small End Bearing

Removing unmatched nodes can be used to define lubrication meshes for non-trivial
bearing shapes which can not be defined on the bearing panel. Figure B-95 shows an
example of a small end bearing lubrication mesh (in gray) with nodes outside the FE
model face set (in orange). These nodes will be removed during model assembly and the
resulting lubrication mesh will have the bearing edge set according to the FE model face
set.

3.4.2.3 Deleting Sets

Sets and the nodes and elements defining each set can be deleted from the reduced
model, using the Delete tab. Figure B-96 shows the Define Model Panel with the Delete
tab selected.

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Figure B-96 Define Model Panel Delete Tab

list of sets that exist within the reduced model, allowing the user to select those sets that
he wishes to delete. Selecting Delete Set will delete the selected sets and the nodes and
elements defining the sets will be deleted from the reduced model.
3.4.3 Matrix Reduction

When a connecting rod is selected on the Cranktrain Tool Panel and Matrix Reduction
button is clicked, Matrix Reduction Panel shown in Figure B-97 will pop up. This panel
will only be displayed if all the sets (as described below) defining big end and/or small
end bearing have been defined.

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Figure B-97 Matrix Reduction Panel

This panel is used to perform a finite element solution to derive the reduced mass and
stiffness matrices. This is only required if the connecting rod model (as defined using the
Model Definitions Panel) is Compliant, Compliant Big End, Compliant Small End or
Dynamic, including symmetric variants of compliant models. If the model is dynamic then
both mass and stiffness matrices are derived otherwise only a stiffness matrix is
evaluated. The matrices can either be evaluated using the imbedded Vectorised Sparse
Solver (VSS) or using MSC/NASTRAN or ABAQUS (when evaluating the stiffness
matrix.)

Solver
This is used to specify the solver. Options are Fearce (if the Vectorised Sparse Solver is
to be used), MSC/Nastran and Abaqus.

Matrix Formulation
This is used to specify the reduction method. If the model is dynamic then the option
menu is set to Component Mode Synthesis (CMS), otherwise it is set to Static
Condensation.

No. of Modes
This is used to specify the number of modes to be included in the CMS analysis.

Output Name
This is used to specify the name of the .FRC command file and any analysis data file that
is written. Selecting the Default button will set the output name to be the name of the
connecting rod .SFE file name as defined using the Model Definitions Panel.

Element Check
This toggle is used to switch on element checking.

Limited Memory
The memory used by the Vectorised Sparse Solver can be limited using this toggle

Memory
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This is used to specific the maximum memory to be used by the Vectorised Sparse
Solver (VSS).

Selecting Solve will write the .FRC command file that contains commands to define the
sets (defined using the Define Model Panel) and to execute the solution. A prompt is
then given allowing the user to proceed with the solution. If Solver is set to Fearce then
the solution of the finite element model will be performed and a progress bar will be
displayed (as shown in Figure B-98), otherwise a data file will be written that can be
executed by the selected FE solver outside ENGDYN.

Figure B-98 Connecting Rod Reduction Progress Panel
3.4.4 Defining Material Properties

The Crankshaft Material Properties Panel, as shown in Figure B-99, is used to define the
material properties of the crankshaft.

Figure B-99 Crankshaft Material Properties Panel
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Pressing Select will cause the Material Properties Panel as shown in Figure B-100 to
appear.

Figure B-100 Material Properties Panel

This panel contains a table listing all of the currently defined crankshaft materials. To
select a material, click on the relevant row. When OK is pressed, the values in the
calling panel will be updated.

3.4.5 Calculating the Mass Properties of the Crank Train

The Calculate Masses button on the Cranktrain Tool Panel as shown in Figure B-31 is
used to calculate the lumped mass properties at each of the nodes of the reduced crank
train model from the finite element model of the crank train (if Data is defined as Loaded
from FE file) and from any user-defined lumped masses entered as described in 0,
3.4.1.12 and 3.4.1.13. This button is only selected if the crank train Model, as defined in
the Model Definitions Panel, is Rigid, Compliant or Dynamic. It is selected once the
crank train model has been edited and assembled as described in 3.4.1 and 3.4.1.15.
The mass properties must be calculated before proceeding to Define Balance. During
calculation, a panel containing various progress bars will be displayed to show degree of
completion, as shown in Figure B-101.

Figure B-101 Calculate Masses Progress Panel

The finite element model of the crank train is divided into a number of element sets
where each set corresponds to the lumped mass at a crank train node. This is shown for
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a V8 example in Figure B-102. The mass properties of each of these sets are calculated
and assigned to the appropriate node.

Figure B-102 Element Sets Defining Lumped Masses at each Cranktrain Node

3.4.6 Calculating the Primary Balance of the Crank Train Model

The Set Balance button on the Cranktrain Tool Panel as shown in Figure B-31 is used to
calculate the primary balance of the crank train model as modelled. It also allows
additional mass properties to be derived so that a user-specified primary balance of the
crank train can be obtained. This is achieved either by simulating the drilling of specified
crankshaft webs, or by defining balance weights. The Primary Balance Panel, as shown
in Figure B-103, is displayed when the Set Balance button is selected. The intention of
this panel is not to design the balance weight arrangement of the crankshaft but to
provide a means firstly for checking that the primary balance of the model is correct and
secondly to correct the model to obtain the designed primary balance. The latter is
particularly important when performing an analysis to investigate first order vibration at
say an engine mount for example.

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Figure B-103 Primary Balance Panel

At the bottom of the Primary Balance Panel the As Modelled mass moments of the
cranktrain are displayed. These are the total mass moments ,M.y, ,M.z, ,M.y.x and
,M.z.x of the cranktrain calculated from the lumped mass properties of the model and
using the currently defined balancing rate. Also displayed at the bottom of the panel are
the Required Balance mass moments. These are specified by the user when
Calculation is set to Using web data or Defined by m,r,x and are the required total mass
moments of the cranktrain.

If the Apply or OK buttons are selected the As Modelled mass moments of the crank
train will be re-calculated using the currently defined balancing rate and a calculation, if
requested, will be performed to obtain the Required Balance. If it is not possible to
obtain the Required Balance for any reason an error will be displayed.

Calculation
Initially, this will be displayed as None and the Required Balance fields will be greyed
out. If OK is selected with this option selected no balance calculation is performed and
any subsequent analysis will use the crank train model As Modelled with a primary
balance as indicated. If it is necessary to correct the primary balance of the crank train
model then either Using Web Data or Defined by m,r,x should be selected. The required
mass moments should then be supplied in Required Balance. If Using Web Data is
selected, the crank train is balanced by simulating drilling the selected webs using Web
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Numbers. If Defined by m,r,x is selected, the crank train is balanced by evaluating the
angular position of two balance weights at user-specified axial positions.

3.4.6.1 Obtaining Primary Balance by Simulating the Drilling of Crankshaft Webs

Web Numbers
If Calculation is defined as Using Web Data then this is used to specify the numbers of
the crankshaft webs at which the crankshaft is to be drilled to obtain the Required
Balance mass moments. An even number of webs must be specified. Each selected
crankshaft web must have a counterweight and its geometry must be defined using the
Crank Web Panel shown in Figure B-33 and described in 3.4.1. Pressing the Select
button will open the Select Crank Web Panel, as shown in Figure B-104.

Figure B-104 Select Crank Web Panel

This panel shows a list of the crankshaft webs. Appropriate webs can be selected from
the displayed list. An even number of webs should be selected.

Material Name
If Calculation is defined as Using Web Data then this is used to specify the
counterweight material. Pressing the Define button will open the Material Properties
Panel, as shown in Figure B-100, from which a material may be selected

3.4.6.2 Obtaining Primary Balance by Defining Balance Weights
If Calculation is defined as Defined by m,r,x the following parameters are required to
define two balance weights at user-specified axial positions so as to obtain the Required
Balance mass moments.

Dependant Variable
This is used to specify the dependant variable for the balance calculation. The user may
either define the mass of each balance weight or the radial position of each weight. If
the dependant variable is Mass, then the user must supply the radial position using
Radius. Conversely if the dependant variable is Radius then the user must supply the
mass using Mass.
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Mass
If the Dependant Variable is defined as Radius then this is used to specify the mass of
each balance weight

Radius
If the Dependant Variable is defined as Mass then this is used to specify the radial
position of each balance weight

Distance, x
This is used to define the axial position x of each balance weight.

Angle
The angular position of each balance weight is calculated when the Apply or OK buttons
are selected. The calculated values are displayed, and may not be edited.

3.4.7 Calculating the Stiffness of the Crank Train Using the Finite Element Model
The Calculate Stiffnesses button on the Cranktrain Tool Panel as shown in Figure B-31
is used to calculate stiffness values of each of the crankshaft webs and of the crank nose
and flywheel assemblies using the finite element model of the crank train. This button is
only selected if the crank train Model, as defined in the Model Definitions Panel, is
Compliant, Compliant Massless or Dynamic and Data is defined as Loaded from FE file.
It is selected once the primary balance of the crank train has been calculated, as
described in 3.4.6.

ENGDYN sub-divides the finite element model into separate files that each contains the
finite element model of a crank web or an end element. If the file name for the V8
example shown in Figure B-102 is V8.SFE 22 files will be created and these are as
follows:

V8_WEB1B.SFE V8_WEB5B.SFE V8_ELEM01A.SFE
V8_WEB1T.SFE V8_WEB5T.SFE V8_ELEM01B.SFE
V8_WEB2B.SFE V8_WEB6B.SFE V8_ELEM01T.SFE
V8_WEB2T.SFE V8_WEB6T.SFE V8_ELEM30A.SFE
V8_WEB3B.SFE V8_WEB7B.SFE V8_ELEM30B.SFE
V8_WEB3T.SFE V8_WEB7T.SFE V8_ELEM30T.SFE
V8_WEB4B.SFE V8_WEB8B.SFE
V8_WEB4T.SFE V8_WEB8T.SFE

Multiple files are required for each crank web and element because the constraints for
each stiffness calculation are different.

ENGDYN calculates the mass properties of each crank web to determine webs that are
identical to each other. The stiffness calculations are then only performed on those
webs that are unique.

For each of the unique crank webs and for the elements at the ends, a finite element
solution is performed in each case using the procedures described in Appendix 1. A
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Symmetric Conjugant Gradient solution algorithm is used to perform the solution. Three
stiffness values, torsion, in-plane bending and out-of-plane bending are calculated for
each crank web. The elements at the ends of the crank train are assumed to be
axisymmetric, and for each of these elements three stiffness values, torsion, bending
and axial are calculated.

Before performing the stiffness calculations ENGDYN checks firstly for the existence of
each of the files defining the crank webs and end elements and secondly whether the
files for each unique crank web and for the elements at the ends contain the nodal
displacement and reaction results of the finite element solution. If all the files and the
appropriate results exist the Query Panel shown in Figure B-105 is displayed. This gives
the user the option, by answering Yes, of overwriting the existing files and re-performing
the finite element solutions. If the user replies with No the existing finite element
solutions are used to evaluate the stiffness values.

Figure B-105 Stiffness Results Query Panel

Figure B-106 FE Solutions Query Panel

For each crank web two files are created and for web number 1 these are
V8_WEB1B.SFE and V8_WEB1T.SFE. These are used to calculate the bending and
torsional stiffness values respectively. On completion of the stiffness calculations each
file contains the constraints and displacement loads as described in Appendix 1 and the
nodal displacements and reactions due to the applied loads and constraints. Each crank
web model is orientated such that the main bearing centre is at the origin and the crank
pin lies in the xy-plane.

For each element at the ends three files are created and for element number 30 these
are V8_ELEM30A.SFE, V8_ELEM30B.SFE and V8_ELEM30T.SFE. These are used to
calculate the axial, bending and torsional stiffness values respectively. On completion of
the stiffness calculations each file contains the constraints and displacement loads as
described in Appendix 1 and the nodal displacements and reactions due to the applied
loads and constraints. Each element model is orientated such that one of the cut-planes
is at the origin.

On successful completion of the stiffness calculation, the message Stiffnesses
Calculated will be displayed. The calculated stiffness values can be viewed in the
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Crankshaft Web Panel, Cranknose Assembly Panel and Flywheel Assembly Panel as
shown in Figure B-33, Figure B-64 and Figure B-65 respectively.

3.4.8 Model Assembly
Selecting the Assemble Model button will check various data and perform an eigenvalue
solution of the reduced model of the crankshaft, if the crankshaft model is dynamic. If
there are any dynamic connecting rod models then an eigenvalue solution of these
models will also be performed

By default a node set will be created for each node of the crankshaft model during
assembly. The name of each set will be of the form crankNode:ID_1 where the ID tag
value is the crankshaft node number. If the user wants to have explicitly named sets, to
apply multiple loads at the same node for example, as described in Section 0 then a file
called CRANKSHAFT.SETS is required in the current working directory. This file
consists of 2 columns, the first column is the named sets and the second column is the
crankshaft node corresponding to each set. An example of such a file is shown below

crankNode:ID_gear 1
crankNode:ID_belt 1
crankNode:ID_chain 1

3.5 Editing the Cylinder Block Model
3.5.1 Overview

The assembly of the cylinder block model is initiated by selecting the Edit Block button
from the Main Panel, which pops up the Cylinder Block Tool Panel shown in Figure
B-107.

Figure B-107 Cylinder Block Tool Panel

3.5.2 Model Definition

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Selecting the Define Model button on the Cylinder Block Tool Panel will pop up the
Define Model Panel shown in Figure B-108.

Figure B-108 Define Model Panel

This panel is used to define the nodes and elements that are to be included in the
reduced model of the cylinder block. Each node and element of the reduced model is
included in a unique set which is then referenced when applying loads (Sections 4.3.2
and 4.3.3) or when defining an engine mount or a mechanical link (as described below)
For example it is necessary to define an engine mount set (which includes the node of
the engine side bracket) before defining the parameters of the mount itself as described
in 3.5.3.1.

Each set can either be a node, constrained node or face set. A node set consists of a
single finite element node. The x, y and z degrees of freedom of the node are included
in the reduced freedoms of the model. If the set defines a bearing then the x, y and
z degrees of freedom are also included. A constrained node set is defined by a node
set and a face set. The face set consists of a number of external element faces of the
finite element model. Each element face is defined as an element in the reduced model.
The node set consists of two coincident nodes at the centre co-ordinate of the set. The
first node is constrained to have the average movement of all the nodes defining the face
set. (This average constraint has a similar formulation to that of an RBE3 element used
in Nastran.) The second node is connected to the first by a stiff spring. The x, y and z
freedoms of this node are included in the reduced freedoms of the model. If the set
defines a bearing then the x, y and z degrees of freedom are also included. The
degrees of freedom of the first node and the nodes defining the element faces are not
included. A face set is similar to a constrained node set, but in this case the x, y and z
degrees of freedom of each node of the element faces are also included in the reduced
freedoms. A face set is required for all those bearings which are modelled using the
Elasto-hydrodynamic (EHD) bearing model.

A convention for naming each set has been adopted. Each set name consists of a case
sensitive base name with a number of tags. The tags CYL and VAL are used to
differentiate between cylinders and valves. An identification tag is also used. Example
set names would be
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engineMount:ID_right
valveSeat:CYL_1:VAL_E1

Each set would be stored in the .EDSF and .SFE files with either a NODE_SET or
FACE_SET prefix dependent on the set type.

If a finite element model of the cylinder block exists (as defined using the Model
Definitions Panel) then each set can be defined by either clipping based on a geometric
shape within a given tolerance, using the Clip tab, or can be read directly from the SFE
file using the Read tab. Sets can also be deleted from the reduced model using the
Delete tab. The name of each set is case sensitive.

The minimum requirement of the reduced model is that there must be sets defining
nodes (and elements) at each cylinder and at each main bearing. The geometric
definition and name of each of these sets are created when the Cylinder Block Tool
Panel is displayed. The program will then attempt to create these sets by clipping. Each
main bearing requires a set called

mainBearing:ID_1

where the Identification ID tag refers to the bearing number. For a bearing modelled
using the Mobility or Hydrodynamic (HD) bearing model (as defined using the Main
Bearing Panel) can either be defined as a node or as a constrained Node set. If the
bearing is modelled using the Elasto-Hydrodynamic (EHD) bearing model then it is
necessary for this set to be a face set since all the degrees of freedom on the bearing
surface need to be included in the reduced set. The definition of node, constrained node
and face sets is described below.

Each cylinder of the reduced model is defined with 5 finite element nodes. The position
of the nodes is summarised in Table B-10 Cylinder Bore Definition and illustrated in
Figure B-109. If the nodes in the figure cannot easily be defined then the nearest nodes
are sufficient although it is advisable to ensure the nodes lie in the range (l-r, l+r) and
that each pair of lower and upper reversal nodes are the same distance from the
crankshaft axis.

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Figure B-109 Cylinder Bore Definition

Nodal Position Perpendicular Distance from Crankshaft
Axis
Small end lower reversal (Thrust-side) l-r
Small end upper reversal (Thrust-side) l+r
Cylinder head (ideally centre of bore) -
Small end upper reversal (Anti-thrust side) l+r
Small end lower reversal (Anti-thrust side) l-r
l - connecting rod length
r - crank throw
Table B-10 Cylinder Bore Definition

Each node is included in a set and these are

cylinder:CYL_1:ID_upperAntiThrust
cylinder:CYL_1:ID_lowerAntiThrust
cylinder:CYL_1:ID_upperThrust
cylinder:CYL_1:ID_lowerThrust
cylinder:CYL_1:ID_headGasFace

The cylinder CYL tag refers to the cylinder number and the identification ID tag refers to
the location of the node. All of these sets are defined as node sets.

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Figure B-110 Display of Reduced Cylinder Block Model

Figure B-110 shows the reduced model of a cylinder block model for an in-line 4 engine.
The element faces defining each face or constrained node are shown shaded orange.
Those nodes whose degrees of freedom are included in the reduced model are shown in
green. The engine mounts and main bearings are defined as constrained node sets.

In cases where there is no finite element model of the cylinder block then nodes and
corresponding node sets are created by the program to define each main bearing and
cylinder as described above. In the case of a Compliant Crankcase model additional
nodes are defined to define the nodes of the cylinder.

3.5.2.1 Creating a Set

Sets can be defined, to add nodes and elements to the reduced model, by clipping
based on a geometric shape within a given tolerance, using the Clip tab. Figure B-108
shows the Define Model Panel with the Clip tab selected. This has three tabs; Name,
Definition and Tolerance. Selecting Clip Set will clip the external faces of the finite
element model based on the supplied geometric data within the supplied tolerances. If
successful the clipped sets will be displayed. (The viewing parameters for the clipped
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sets can be defined using the Model Appearance Panel using the Set tab.) The sets can
then be added to the reduced model by selecting Add Set.

3.5.2.1.1 Set Name

Figure B-108 shows the Name tab selected.

Type
This is used to specify the set type. The options are Node, Constrained Node and Face
as defined above.

Name
This is used to specify the base name of the set. The options are Valve Seat, Valve
Spring, Pivot Support, Cam Support, Sprocket Support, Guide Support, Tensioner
Support, Follower Support, Cam Bearing, Balancer Bearing, Bearing, Engine Mount,
Main Bearing and Cylinder.

The following define the tags for each set. The tags attached to the base name are
dependent on the set name. For example Valve Seat will have Cyl and Val tags whilst
Balancer Bearing will have only an ID tag.

Cyl
This is used to specify the cylinder number tag for the set. Multiple cylinders may be
defined either by typing as a comma-separated list, or selected from the Cylinders Panel
shown in Figure B-111 that is popped up by pressing Select.

Figure B-111 Cylinders Panel

If a set has a cylinder tag then the centre and axis defining the set, defined using the
Definition tab (see below), are relative to the cylinder rather than the ENGDYN origin.
The cylinder origin is at the top of the cylinder defined by the Cylinder Height using the
Cylinder with the y-axis running along the cylinder axis towards the head. If more than
one cylinder is defined then a set will be generated per cylinder. This allows for rapid
generation of sets defining locations on the cylinder head and in the cylinder.

Val
This is used to specify the valve VAL tag for those sets defining those locations where
the valve train interacts with the structure. This can be any string or integer. Examples
might be I1, I2, E1 and E2.

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ID
This is used to specify the identification ID tag. This can be any string or integer.

3.5.2.1.2 Clip Definition

Figure B-112 shows the Definition tab selected. This is used to define the boundaries of
a shape in which the required set exists within a given tolerance. It has four tabs;
Centre, Axis, Extent and Diameter.

Figure B-112 Define Model Panel Clip Definition Tab
Shape
Different clip shapes may be defined depending on the shape and complexity of the set
being clipped. The options are Plane, Cylinder, Frustum and Sphere. The chosen
shape will change the input data requirements of the Axis, Extent and Diameter tabs.

Centre
This is used to define the X, Y and Z centre coordinates of the set.

Axis
This is used to specify X, Y and Z which define the axis of the shape.

Extent
This is used to define two lengths A and B, which define the extent of the set along the
cylinder axis if the shape is either a Frustum or Cylinder.

Extent
This is used to define two diameters A and B.

3.5.2.1.2.1 Defining a Plane Annulus

A plane annulus as shown in Figure B-113 is defined by an axis normal to the plane and
two diameters DA and DB which are the outer and inner diameters respectively. External
element faces which fall within DB t and DB + t and within t about the centre along the
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axis will be included in the set, where t is the linear tolerance. In addition for a face to be
included the face normal has to be parallel with the axis the angular tolerance. This
shape is used for defining a Valve Spring set.

D
B
DA
C

Figure B-113 Plane Annulus Definition

3.5.2.1.2.2 Defining a Cylinder

A cylinder as shown in Figure B-114 is defined by an axis, a diameter DA and two lengths
LA and LB which define the extent of the set from the centre along the axis. The length LA
defines the length in the positive direction of the axis whilst defines LB the length in the
opposite direction of the axis and will be negative. External element faces which fall
within the DA t and within LB t and LA + t will be included in the set, where t is the
linear tolerance.

DA
DB
LA
LB
C

Figure B-114 Cylinder Definition

3.5.2.1.2.3 Defining a Frustum

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A frustum as shown in Figure B-115 is defined by an axis, two lengths LA and LB which
define the extent of the set from the centre along the axis and two corresponding
diameters DA and DB at the ends. The length LA defines the length in the positive
direction of the axis whilst LB defines the length in the opposite direction of the axis and
will be negative. External element faces which fall within the D t and within LB t and
LA + t will be included in the set, where t is the linear tolerance and D is the diameter at
any given point along the axis. This shape is used for defining a Valve Seat set.

D
A
L
A
L
B
D
B
C

Figure B-115 Frustum Definition
3.5.2.1.2.4 Defining a Sphere

A sphere as shown in Figure B-116 is defined simply by the diameter DA.. External
element faces, which fall within DA the linear tolerance, will be included in the set.

DA
C

Figure B-116 Sphere Definition

3.5.2.1.3 Clip Tolerance

Figure B-117 shows the Tolerance tab selected. This is used to define the tolerances
within which the clip shape is clipped.

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Figure B-117 Define Model Panel Clip Tolerance Tab
Linear
This is used to specify the linear tolerance within which the shape is clipped. The default
value will be half the distance between any two adjacent nodes of the finite element
model.

Angular
This is used to specify the angular tolerance within which the shape is clipped and is only
used for clipping using a plane shape.

3.5.2.2 Reading Sets

Existing sets can be read from the .SFE file, to add nodes and elements to the reduced
model, using the Read tab. Figure B-118 shows the Define Model Panel with the Read
tab selected.

Figure B-118 Define Model Panel Read Tab

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list of sets that exist within the finite element model, allowing the user to select those sets
that he wishes to include in the reduced model. Only those sets that follow the naming
convention will be listed. Selecting Read Set will read the selected sets from the .SFE
file and the nodes and elements defining the sets will be displayed. (The viewing
parameters for the read sets can be defined using the Model Appearance Panel using
the Set tab.) The sets can then be added to the reduced model by selecting Add Set.

When face sets are added for main bearings and the bearing model type is
elastohydrodynamic, lubrication mesh node sets are checked against corresponding FE
model face sets. Any lubrication mesh node lying outside the FE model face set will be
marked by a red cross and a warning for unmatched nodes will be printed. Unmatched
lubrication mesh nodes are always made inactive (removed) during model assembly.

Note that unmatched nodes are detected based on an internal tolerance. The detection
of unmatched nodes is also influenced by the FE model element size. Therefore, some
lubrication mesh nodes outside (but close to) the corresponding FE model face set may
not be determined to be unmatched.

Figure B-119 Unmatched Lubrication Mesh Nodes
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Figure B-120 Removed Unmatched Nodes
Even though unmatched nodes are removed during the model assembly, it is
recommended to change the bearing lubrication mesh geometry to match the FE model
where possible. In the example shown above, the bearing groove defined on the bearing
panel is too narrow leading to unmatched nodes as shown in Figure B-119. After
correcting the groove width, no unmatched nodes will be found, as shown in Figure
B-120.

Removing unmatched nodes can also be used to define lubrication mesh for non-trivial
bearing shapes which can not be defined on the bearing panel.
3.5.2.3 Deleting Sets

Sets and the nodes and elements defining each set can be deleted from the reduced
model, using the Delete tab. Figure B-121Figure B-121 shows the Define Model Panel
with the Delete tab selected.

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Figure B-121 Define Model Panel Delete Tab

list of sets that exist within the reduced model, allowing the user to select those sets that
he wishes to delete. Selecting Delete Set will delete the selected sets and the nodes and
elements defining the sets will be deleted from the reduced model.

3.5.3 Editing the Cylinder Block Components
The area on the left of the Cylinder Block Tool Panel shown in Figure B-108 lists the
individual components of the cylinder block that can be edited. In this case, the
Mechanical Link is shown highlighted; other components from the list can be highlighted
by selecting them with the mouse. These may be edited in any order, but they all must
be completed before progressing to Assemble Model. Individual components may be
either selected or de-selected using the mouse on the relevant component shown in the
main drawing. De-selected components and those with an appropriate set name will be
shown in green.

by clicking on the Edit Selected button. This will open up the relevant panel.

3.5.3.1 Engine Mount Definition
Engine mounts can either be modelled using a quasi-elastomeric or hydroelastic model.
Each model is a 3 degree of freedom model connecting a node representing the engine
side bracket to ground. Each mount is defined such that x lies along the axis of the
mount.
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3.5.3.1.1 Elastomeric Engine Mount

The quasi-elastomeric model approximates the damping characteristic of a rubber spring
which has a constant dynamic magnifier across the frequency range. Following the
method described by Tonar
12
the force in the mount in each direction is given by

P
M
K
v
y
v v x F + + =
2
1
.
[ B-2]
where

K = Dynamic Stiffness
M = Dynamic Magnifier
P = Preload
x = Displacement of engine side node
v = Velocity of engine side node

and where y is a state variable defined by

( ) t x y h
t
y
= +
c
c

where h is a filter frequency.

If we choose ( ) t t x e sin ) ( = , the solution of this differential equation is

( )
( ) ( )
2 2
sin sin
e
e e e
+

=
h
t t h
t y

which, if h is small compared to e , gives

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( )
( )
2 2
) ( cos
e e
e e t v t
t y ~
~

It can be seen that the damping term in equation [ B-2] approximates to ( ) M K e ,
which is a form commonly used when modelling rubber elements in the frequency
domain.

The value of h should be chosen to be much smaller than, but not negligible with respect
to, the first natural frequency of the system to which the engine mount is attached. Tests
using the Ricardo program VALDYN using the QSTIFF element, which has the same
formulation as this engine mount model, suggest that setting h to 10-20% of the first
natural frequency gives results that correlate well with frequency domain results. In this
case it is suggested that the frequency is set to 1 Hz.

Figure B-122 shows the Elastomeric Engine Mount Panel which allows the parameters of
an elastomeric engine mount to be edited and applied using the Apply button or for the
mount to be deleted using the Delete button. The panel has two tabs, Properties and
Orientation.

Figure B-122 Elastomeric Engine Mount Panel

ID
This is used to display the identification ID tag of the set name corresponding to the
selected node and cannot be edited.

The Properties tab as show in Figure B-122 contains three identical tabs X, Y and Z to
define the properties of the elastomer in each of the three directions.

Static Stiffness
This is used to specify the static stiffness. This is not currently used in the solution.

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Dynamic Stiffness
This is used to specify the dynamic stiffness. Typically the value of this stiffness is 1.4
times the static stiffness.

Dynamic Magnifier
This is used to specify the dynamic magnifier of the elastomer. This is related to
proportion of critical damping
o
c c and to the loss factor | tan as follows:

M c
c
o
2
1
tan
2
1
= = |

Filter Frequency
This is used to define the filter frequency. A value of 1 Hz is recommended.

Figure B-123 shows the panel with the Orientation tab selected.

Figure B-123 Elastomeric Engine Mount Orientation Tab

This allows the mount to be orientated with respect to the ENGDYN co-ordinate system
described in 2.2. The orientation vector is defined by three rotations about X, Y and Z.
The transformation matrix is built up in the following order; rotation about Z, then Y and
finally about X. The default vector, as shown in the figure, orientates the mount such
that it is vertical.

3.5.3.1.2 Hydroelastic Engine Mount

Hydroelastic mounts operate in a similar manner to a piston forcing a fluid through a
restricted orifice between two chambers to provide damping. Typically a hydroelastic
mount consists of upper and lower chambers filled with a glycol fluid mixture, together
with an upper element connected to the engine made of a rubber material to support the
static engine weight. The two fluid chambers are separated by an inertia track which is a
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channel of specific length used to transport fluid between the two chambers as the
engine oscillates. In addition, there is a decoupler that provides amplitude dependence
and consists of a small flexible diaphragm. This allows fluid to remain in the upper
chamber for small amplitude displacements, and by doing so provides less damping
because of the lack of fluid flow through the inertia track.

A hydroelastic mount can be represented by the mass-elastic system shown in Figure
B-124

Figure B-124 Hydroelastic Engine Mount

where

Ks = Support or static stiffness
Cs = Support damping
Kv = Volume stiffness
Cv = Volume damping
Cd = Inertia track damping
Kd = Inertia track stiffness
m = Effective fluid mass

Given that some of this data is not always readily available, and the static stiffness,
volume stiffness and inertia track damping dominate, this model can be further simplified
as shown in Figure B-125. It is these inputs that are required for ENGDYN in its
hydroelastic engine model.
Cv, Kv
Cd, Kd
Cs, Ks
m
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Figure B-125 Simplified Hydroelastic Engine Mount Model

The hydroelastic engine mount model in ENGDYN assumes that the mount acts as a
hydroelastic element in the local x axis of the mount only. In the other two directions y
and z the mount behaves as an elastomer in the same way as for an elastomeric engine
mount as described above.

Figure B-126 shows the Hydroelastic Engine Mount Panel which allows the parameters
of an hydroelastic engine mount to be edited and applied using the Apply button or for
the mount to be deleted using the Delete button. The panel has two tabs, Properties and
Orientation.

Figure B-126 Hydroelastic Engine Mount Panel

ID
This is used to display the identification ID tag of the set name corresponding to the
selected node and cannot be edited.

The Properties tab as show in Figure B-126 contains three tabs X, Y and Z to define the
properties of the mount in each of the three directions. In the X direction the mount
behaves as a hydroelastic element as shown in Figure B-125 and has the following
inputs:
m
Kv
Cd
Ks
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Static Stiffness
This is used to specify the static stiffness, Ks. This is not currently used in the solution.

Dynamic Stiffness
This is used to specify the dynamic stiffness, Kd.. Typically the value of this stiffness is
1.4 times the static stiffness. The dynamic stiffness is given by
v s d
K K K + = .

Damping
This is used to define the damping coefficient c of the viscous damper.

Mass
This is used to define the effective mass of the fluid, m. This can be derived from
knowledge of the natural frequency of the mount and its dynamic stiffness such that

2 2
4 f
K
m
d
t
=

In the Y and Z directions the mount behaves as an elastomer with the following inputs:

Static Stiffness

Dynamic Stiffness
This is used to specify the dynamic stiffness. Typically the value of this stiffness is 1.4
times the static stiffness.

Dynamic Magnifier
This is used to specify the dynamic magnifier of the elastomer. This is related to
proportion of critical damping
o
c c and to the loss factor | tan as follows:

M c
c
o
2
1
tan
2
1
= = |

Filter Frequency
This is used to define the filter frequency. A value of 1 Hz is recommended.

Figure B-127 shows the panel with the Orientation tab selected.

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Figure B-127 Hydroelastic Engine Mount Orientation Tab

This allows the mount to be orientated with respect to the ENGDYN co-ordinate system
described in 2.2. The orientation vector is defined by three rotations about X, Y and Z.
The transformation matrix is built up in the following order; rotation about Z, then Y and
finally about X. The default vector, as shown in the figure, orientates the mount such
that it is vertical. This is shown below as viewed from the front of the engine. Y is out of
the page for the engine mount

Figure B-128 Engine Mount Orientation

3.5.3.2 Mechanical Links

The Define Mechanical Link Panel is shown in Figure B-129 and is used to define
mechanical links and their associated simulation child at a particular node on the cylinder
block.

Z
X
Engine
Y
Z
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Figure B-129 Mechanical Link Panel

Node
This is used to display the selected cylinder block node number at which the links are
defined and cannot be edited.

Children
Selecting the LIST button adjacent to Children will display the Simulation Children Panel

Figure B-130 Simulation Children Panel

This lists the currently defined simulation children. Child number zero is always defined
as being the parent process.

Links
Selecting the LIST button adjacent to Links will display the Cylinder Block Mechanical
Links Panel shown in
Figure B-131

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Figure B-131 Cylinder Block Mechanical Links Panel

This lists all the currently defined mechanical links attached to the cylinder block.

Directions
Selecting the EDIT button adjacent to Directions will display the Edit Direction Panel
shown in Figure B-132 if local directions have been defined.


This allows the direction vector to be edited for each local direction

Mechanical links are entered using the table where each row defines a unique link. Rows
are added to and deleted using the right hand mouse button with the mouse positioned
over the row number. This displays a Row Operations Pop-Up menu with Insert Before,
Insert After and Delete options.

All the links currently defined at the selected node can be deleted using the Delete All
button.

3.5.3.2.1 Defining a Mechanical Link
A link is defined or edited using the right hand mouse positioned over the appropriate
Link ID cell. This will display a pop-up menu with Edit and Define options. Edit allows
existing links at that node to be edited whilst Define allows a new link to be defined. In
each case the Define Mechanical Link Panel shown in Figure B-133 is displayed.

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Figure B-133 Define Mechanical Link Panel

Link ID
This used to specify the unique identification number of the mechanical link shared with
the child process.

Type
This is used to specify the type of the link. Currently the only option is Force.

Dimension
This is used to specify the dimension of the link. The possible options are, 1D-
Translational, 1D-Rotational, 3D-Translational, 3D-Rotational and 3D-6DOF.

Axis
This is always set to Fixed for the cylinder block model.

Relative To
This is used to specify the co-ordinate system of the cylinder block axis in the connecting
application pertaining to the link. The options are Node or Origin. If connecting to
VALDYN then Origin would be selected.

Axis
This is used to specify the co-ordinate system of the cylinder block axis in the connecting
application pertaining to the link. The options are either Local or Global.

Global
This must be specified if Axis is set to Global. The options are X, Y or Z.

Local
This must be specified if Axis is set to Local. An existing local direction can be selected
using the Select button, which will display the Link Directions Panel shown in Figure
B-134.
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Figure B-134 Link Directions Panel

A new local direction is defined using the Define button, which will display the Define
Direction Panel shown in Figure B-135.

Figure B-135 Define Direction Panel

This allows a local direction vector to be defined in the co-ordinate system of the
connecting Application.

3.5.3.2.2 Defining a Simulation Child

A simulation child is defined or selected using the right hand mouse positioned over the
appropriate Simulation Child cell. This will display a pop-up menu with Define and a list
of current simulation child numbers. Define allows a new child to be defined, displaying
the Define Simulation Child Panel shown in Figure B-136. This has two tabs, Properties
and Transformation.

Figure B-136 Define Simulation Child Panel

Figure B-136 shows the Properties tab selected.
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Number

Application
This is used to define the Simulation Child Process. It can be entered either directly or
by clicking on the Select button adjacent to the Application box., which will display the
Applications Menu shown in Figure B-137.

Figure B-137 Applications Menu

Arguments
This used to specify the arguments to the Application. For example, if the simulation
child is a VALDYN simulation then this would be set to s <filename>.dat.

Host
This is used to define the host on which the Application is to run on. At present all the
processes have to run from the same host and so this is set to local.

The Transformation tab is shown selected in Figure B-138.

Figure B-138 Define Simulation Child Panel Transformation Tab

This is used to define any necessary transformation from the co-ordinate system used by
the Application to that used by ENGDYN. All vectors are in the ENGDYN global axes.
The Mirror vector specifies a normal vector to the mirror, the plane of which passes
through the origin at the crankshaft co-ordinate system. If zero is entered for the X, Y or
Z values of a transformation, then that transformation will not occur. The transformation
matrix is built up in the following order; mirror, rotation about Z, then Y and finally about X
and then the translation.

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3.5.4 Matrix Reduction

Selecting the Matrix Reduction button on the Cylinder Block Tool Panel will pop up
Matrix Reduction Panel shown in Figure B-139. This panel will only be displayed if all
the sets (as described above) defining each cylinder and main bearing have been
defined.

Figure B-139 Matrix Reduction Panel

This panel is used to perform a finite element solution to derive the reduced mass and
stiffness matrices. This is only required if the cylinder block model (as defined using the
Model Definitions Panel) is Compliant, Compliant Crankcase or Dynamic. If the model is
dynamic then both mass and stiffness matrices are derived otherwise only a stiffness
matrix is evaluated. The matrices can either be evaluated using the imbedded
Vectorised Sparse Solver (VSS) or using MSC/NASTRAN or ABAQUS (when evaluating
the stiffness matrix.)

Solver
This is used to specify the solver. Options are Fearce (if the Vectorised Sparse Solver is
to be used), MSC/Nastran and Abaqus.

Matrix Formulation
This is used to specify the reduction method. If the model is dynamic then the option
menu is set to Component Mode Synthesis (CMS), otherwise it is set to Static
Condensation.

No. of Modes
This is used to specify the number of modes to be included in the CMS analysis.

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Output Name
is written. Selecting the Default button will set the output name to be the name of the
cylinder block .SFE file name as defined using the Model Definitions Panel.

Element Check
This toggle is used to switch on element checking.

Limited Memory
The memory used by the Vectorised Sparse Solver can be limited using this toggle

Memory
This is used to specific the maximum memory to be used by the Vectorised Sparse
Solver (VSS).

Selecting Solve will write the .FRC command file that is contains commands to define the
sets (defined using the Define Model Panel) and to execute the solution. A prompt is
then given allowing the user to proceed with the solution. If Solver is set to Fearce then
the solution of the finite element model will be performed and a progress bar will be
displayed (as shown in Figure B-140), otherwise a data file will be written that can be
executed by the selected FE solver outside ENGDYN.

Figure B-140 Block Reduction Progress Panel

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3.5.5 Assembling the Model

The cylinder block model is assembled by selecting the Assemble Model button on the
Cylinder Block Tool Panel shown in Figure B-107. If there are items that have not been
defined or have not been defined correctly an error message will be displayed.

1
I.Mech.E C99/71, 1971 Vibrations of a Crankshaft. D.Hodgetts, Advanced School of
Automobile Engineering, Cranfield.
2
PhD Thesis (University of London) The Vibrations of Crankshafts. D.Hodgetts, Cranfield
3
I.Mech.E C216/76,1976 The Whirl Modes of a Crankshaft, D.Hodgetts, Cranfield Institute of
Technology.
4
FISITA,1986 The Dynamic Response of Crankshafts and Camshafts, D.Hodgetts, Cranfield
5
I.Mech.E AD Autotech Congress 1987 The Measurement and Prediction of Flywheel Whirl.
A.R.Heath, Ricardo.
6
I.Mech.E C14/87, 1987 Computers in Analysis Techniques for Reciprocating Engine Design.
D.J.Lacy, Ricardo.
7
Ricardo Software, Aprill 2009, PISDYN Manual Documentation / Users Manual Release 5.1
8
Ricardo Software Manual RD.03/61301, April 2003, PDTOSF Release 3.0 Users Guide -
Version 1.1
9
Ricardo Software Manual RD.06/333901, October 2006, SDFBROWSER Documentation /
Users Manual Version 2.0
10
Handbook of Lubrication, Volume II, E. Richard Booser
11
12
th
European ADAMS Users Conference, 18-19 Nov 1997, Marburg Germany, Modelizing
Structural Hysteric Damping, U. Tonar.
12
12
th
European ADAMS Users Conference, 18-19 Nov 1997, Marburg Germany, Modelizing
Structural Hysteric Damping, U. Tonar.
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4 Solution
4.1 General
Chapters 1 and 3 described how the crank train and cylinder block models are
generated. These models define the physical properties of the engine and are
considered constants. This chapter describes how the graphical user interface may be
used to perform analyses using these models and in particular how to define various
parameters such as oil type, engine speed and load and solution type. The user is able
to change these parameters for each load case. Three panels can be opened by clicking
on buttons from the Main Panel, these are Lubrication, Loading and Evaluate Solution.
The Lubrication Definition Panel and Loading Definition Panel are used to define oil fluid
properties and loading respectively and can be opened to add, delete and update data
between solutions. Data can be deleted or updated provided it has not already been
used in one of the previous solutions. The Evaluate Solution Panel is used to define the
analyses to be performed and allows the solution to be executed directly or in batch.
This panel can be opened any number of times to perform different solutions, and on
completion of each solution the results are appended to the .EDSF file.

The solution may be executed as many times as required by the user. This enables the
user to solve for different loading conditions, configurations of the component sub-models
and different solution methods. The results of each solution are appended to the .EDSF
standard data file and may be post-processed (see Chapter 5). A summary file with the
suffix .EDSUM is created which contains summary results for each load case. An example
file is shown in Figure B-141.

Figure B-141 Example Summary File

A number of different solution methods are available to the user. Bearing loads and
journal orbits may be calculated using statically-determinate or statically-indeterminate
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solution methods or alternatively bearing loads, journal orbits and the 3-dimensional
vibration behaviour of the crankshaft and cylinder block may be calculated using a time-
marching dynamic solution method. For each of these solution methods the oil viscosity at
each journal bearing may either be user-defined or derived iteratively by ensuring thermal
balance of the oil.

4.2 Lubrication

The Lubrication Definition Panel is used to read oil fluid properties into the .EDSF file for
use by ENGDYN during solution. Any number of oil types can be defined using this
panel for selection during solution. The panel is opened by clicking on the Lubrication
button from the main panel. A Lubrication Definition Panel in which a single oil types
have been defined is shown in Figure B-142.

Figure B-142 Lubrication Definition Panel

The oil property data are read from ASCII files in which the data definitions are set out in
a similar way to the Command File format in which arguments are set equal to values.
Each file, ending with the suffix .MAT, contains oil property data for a single oil. The
filename donates the name of the oil. The first line of each file is assumed to define the
base properties of the oil; each subsequent line defines the viscosity at a specific
temperature. If the file only contains two pairs of viscosity and temperature as shown in
the example below the user has the option of fitting the Walther-ASTM equation to the
supplied data using the Equation option. The recognised arguments are as follows:

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Base Properties:
DENSITY [kg/m
3
]
SPECIFIC_HEAT_CAPACITY [kg.K]
BULK_MODULUS [Pa]
CAVITATION_PRESSURE [Pa]
PIEZO_VISCOSITY_COEFFICIENT [Pa
-1
]
a [K
-1
]
b [K
-1
]
c [-]
m [-]

Temperature Depended Properties (entered in pairs):
KINEMATIC_VISCOSITY [m
2
/s]
DYNAMIC_VISCOSITY [N.s/m
2
]
DENSITY [kg/m
3
]
TEMPERATURE [
o
C]

In the .MAT file at least one of DYNAMIC_VISCOSITY and KINEMATIC_VISCOSITY
should be defined. If only DYNAMIC_VISCOSITY is defined then
KINEMATIC_VISCOSITY is derived from it using the supplied density. If varying density
is not supplied then the base value is used.

For multi-grade oils, viscosity becomes thinner as the shear rate increases. This shear
thinning effect may be expressed by the Cross equation as

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( )
( )
m
c

+

+ =

1
0

where is shear rate in ( )
1
s ,
0
and
are the low-shear-rate and the fully shear-

thinned viscosities ( ) s Pa. , ( )
1
s
c
is the shear rate at which the lubricaint viscosity is
halfway between
0
and
and m is a dimensionless parameter. The ratio

c =
0
is a constant. The halfway shear rate
c
is normally given by

) 273 (
10
+
=
T b a
c

where a and ) (
1
K b are constants and T is the oil film temperature in K.

These Non-Newtonian properties can be defined by including the constants a, b, c and m
of the Cross equation as part of the base properties of the lubricant on the first line of the
.MAT file. If they are excluded or are all 0 then shear thinning is disabled.

For example, a file for 5W30 would have the name 5W30.MAT and would contain

DENSITY=862 SPECIFIC_HEAT_CAPACITY=2000 BULK_MODULUS=5E9 \
CAVITATION_PRESSURE=99990 PIEZO_VISCOSITY_COEFFICIENT=0.0
TEMPERATURE=40 KINEMATIC_VISCOSITY=66.76E-6
TEMPERATURE=100 KINEMATIC_VISCOSITY=11.64E-6

The \ at the end of the first line is a continuation character.

Item
The Add button is used to add a chosen oil to the list. The oil is assigned a reference
number (displayed in the Item field), when it is added to the list. Its mass density and
specific heat capacity, which are read from the file, are also displayed. A graph of
LogLog Kinematic Viscosity versus Log Temperature will be displayed on the right hand
side of the Lubrication Definitions panel. For each successive oil, a line is appended to
the currently displayed graph, allowing a comparison of viscous properties. The user
can move between oils by clicking on the and buttons. Additionally, the currently
displayed oil may be deleted from the list by clicking on the Del button or the data
updated by clicking on the Update button.

Filename
This defines the name of the file containing the current oil type in the format described
above. Using the browse button will open the Select Panel shown in Figure B-143.

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Figure B-143 Select Panel

The Filter unless changed by the user will contain the same path name of the database
directory containing a library of oil types. In Figure B-143 the file 15W40.MAT has been
selected. Clicking on OK will accept the file and return you to the main panel.

Equation
The data to define the variation of oil viscosity with temperature may be provided in one
of there forms.

If Walther-ASTM is selected the oil properties file must contain the kinematic viscosity of
the oil at two specified temperatures only. ENGDYN uses the Walther-ASTM equation to
calculate the oil viscosity at 0.1 C temperature intervals from -100 C to 300 C. The
Walther-ASTM equation is given by

log log (v + ) = A + B log T

where v and T are the kinematic viscosity in cStokes and temperature in K respectively.
A and B are constants, specific for each oil, calculated from the two pairs of viscosity and
temperature values supplied in the file and is a constant as defined using Gamma.

If Vogel is seleted the oil properties file must contain the kinematic viscosity of the oil at
three specified temperatures only. ENGDYN uses the Vogel equation to calculate the oil
viscosity at 0.1 C temperature intervals from -100 C to 300 C. The Vogel equation is
given by

( )
|
|
.
|
\
|
+
=
T
T
2
1
exp .
u
u
v q

where v (cSt),
1
u (degC) and
2
u (degC) are contants, specific for each oil, calculated
from the three pairs of viscosity and temperature values supplied in the file. T (degC) is
the temperature at which the dynamic viscosity, ( ) T q is required

If User Defined is selected it is expected that the oil properties file contains the kinematic
viscosity of the oil in at least ten specific temperatures from which ENGDYN interpolates
during solution.
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Gamma
The value of Gamma, used in the Walther-ASTM equation, may be set as either
0.6cstokes or 0.7cstokes.

Plot, Viscosity and Temperature are used to control the axes used for the graph on the
right hand side of the Lubrication Definitions panel.

Plot
This specifies whether Kinematic or Dynamic viscosity is plotted.

Viscosity
This specifies whether the viscosity axis is LogLog, Log or Linear.

Temperature
This specifies whether the temperature axis is Log or Linear.
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4.3 Loading

The Loading Definition Panel shown in Figure B-144 is used to define the loading for the
analysis and is opened by clicking on the Loading button from the Main Panel. This
panel can only be opened only once the crank train and cylinder block models have been
assembled as described in Chapter 3. The panel consists of four tabs, Force Profile,
Force Equation, Distortion and In-Cylinder.

Figure B-144 Loading Definition Panel

Each tab has a Load option menu, which is used to identify the load case to which the
loading refers and has the options Full Load, Part Load or No Load. All but the In-
Cylinder tab has a Model option menu, which is used to identify the model to which the
loading refers and has the options Crankshaft and Cylinder Block. The Plot button on
each tab is used to display the Loading Diagrams Panel shown in Figure B-145 and is
used to plot the loading data. The data that can be plotted depends on the tab that is
currently selected.

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Figure B-145 Loading Diagrams Panel

If the data plotted on the x-axis is Crank Angle then 0 degree corresponds to the datum
shown in Figure B-12 and described in 2.2. For an in-line engine this datum will also
correspond to TDC for Cylinder No. 1. A tracer and an associated Co-ordinates Panel
can be displayed and hidden by positioning the mouse on the graph and using the right
mouse to display a pop-up menu, which has Tracer and Print options. Selecting Print will
open a Print Panel that determines how the plot will be printed
4.3.1 In-Cylinder Loads
4.3.1.1 Gas Cylinder Pressure Loads
If the In-Cylinder Model is defined as Slider Crank using the Model Definitions Panel then
the Loading Definition Panel is displayed as shown in Figure B-144. This is used to
create cylinder pressure maps, which are defined as a series of cylinder pressure
diagrams against engine speed. The cylinder pressure maps are stored in the .EDSF file
as absolute pressure but may be input as gauge or absolute pressure. During solution,
ENGDYN evaluates cylinder pressures at a given engine speed by interpolation from the
maps defined using this panel.

Data is entered using the table where each row defines data at a single engine speed.
Rows are added to and deleted using the right hand mouse button with the mouse
position over the row number. This displays a Row Operations Pop-Up menu with Insert
Before, Insert After and Delete options.

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The cylinder pressure data are read from ASCII files in which the data is defined in block
or column free format. Each file, ending with the suffix .PRES, is supplied either by
typing the name of the file in the File Name column of the table or by using the right hand
mouse button positioned over the cell which will display a Select Pressure File pop-up
menu. This is then used to display the Pressure File Panel similar to that shown in
Figure B-143.

Each file contains either a single gas cylinder pressure diagram which applies to all
cylinders or multiple diagrams where there is a diagram for each cylinder. The pressures
do not necessarily have to be at equally spaced crank angle intervals, unless in the
special case when only pressures are defined in the files. The data in each file must be
in either blocks or columns, not both, with each block labelled using the names CRANK
ANGLE, GAUGE CYLINDER PRESSURE or ABSOLUTE CYLINDER PRESSURE as
appropriate. Each block or column must be defined with an appropriate unit type. If the
units of pressure are pounds per square inch then the unit type should be set to psi or
lbf/in^2. An example of a file in which a single cylinder pressure diagram is defined
using block format is as follows:

BLOCK NUMBER=1 NAME='CRANK ANGLE' UNITS='deg'

0.00000 10.0000 20.0000 30.0000 40.0000 50.0000 60.0000 70.0000
80.0000 90.0000 100.000 110.000 120.000 130.000 140.000 150.000
160.000 170.000 180.000 190.000 200.000 210.000 220.000 230.000
240.000 250.000 260.000 270.000 280.000 290.000 300.000 310.000
320.000 330.000 340.000 350.000 360.000 370.000 380.000 390.000
400.000 410.000 420.000 430.000 440.000 450.000 460.000 470.000
480.000 490.000 500.000 510.000 520.000 530.000 540.000 550.000
560.000 570.000 580.000 590.000 600.000 610.000 620.000 630.000
640.000 650.000 660.000 670.000 680.000 690.000 700.000 710.000

BLOCK NUMBER=2 NAME='GAUGE CYLINDER PRESSURE' UNITS='bar'

15.8583 24.5757 26.1159 20.1354 14.4201 10.4879 7.89986 6.13410
4.93880 4.03838 3.41322 2.92003 2.56355 2.28901 2.04112 1.78568
1.49395 1.20749 0.99790 0.88764 0.83746 0.82952 0.82177 0.85677
0.85086 0.84090 0.87401 0.95214 0.98992 1.02439 1.03059 1.04399
1.04215 1.03976 1.02032 0.98457 0.90603 0.78639 0.60423 0.50758
0.45371 0.45462 0.48842 0.49955 0.49111 0.49418 0.49719 0.51053
0.49962 0.50857 0.52708 0.52381 0.53186 0.53775 0.54718 0.54746
0.57071 0.58182 0.62143 0.60344 0.70102 0.84878 0.98019 1.14777
1.38595 1.73402 2.20045 2.89864 3.97223 5.55619 7.68286 9.98740


COLUMN NUMBER=2 NAME='GAUGE CYLINDER PRESSURE' UNITS='bar'

0.00000 15.8583
10.0000 24.5757
20.0000 26.1159
30.0000 20.1354
40.0000 14.4201
50.0000 10.4879
60.0000 .
. .
. .
640.000 1.38595
650.000 1.73402
660.000 2.20045
670.000 2.89864
680.000 3.97223
690.000 5.55619
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700.000 7.68286
710.000 9.98740

If a different cylinder pressure diagram is to be defined for each cylinder then each block or
column is differentiated using LEGEND = CYLINDER 1. For example, for a 4-cylinder
engine using column format the data would be of the form:

COLUMN NUMBER=2 NAME='GAUGE CYLINDER PRESSURE' UNITS='bar' LEGEND=CYLINDER 1

0.00000 15.8583 0.6543 0.1000 0.5689
10.0000 24.5757 0.6783 0.6200 0.4367
20.0000 26.1159 0.2000 0.5300 0.9876
30.0000 20.1354 0.2500 0.3456 .
40.0000 14.4201 0.4500 . .
50.0000 10.4879 . . .
60.0000. . . . .
. . . . .
710.000 9.98740 0.2000 0.0123 0.9774

If multiple cylinder pressure diagrams are supplied then it is expected that they are
correctly phased and are with respect to the same datum.

Absolute cylinder pressures are calculated by ENGDYN and stored in the .EDSF file at
regular angular intervals using a cubic spline fit to the supplied data. The interval at which
the data is calculated for a given Load type depends on the engine type and on the
minimum interval at which the data is supplied for the first pressure diagram. For an inline
engine or a vee engine with even firing the data will be stored at 0.1, 0.2, 0.25, 0.5 or 1.0
degree intervals whichever is closest to the minimum interval of the supplied data.
Conversely for a vee engine with an odd number vee angle the data will be stored 0.05,
0.1, 0.125, 0.25 or 0.5 degree intervals.

The Ambient Pressure is used to calculate the absolute cylinder pressures if the cylinder
pressures in the .PRES file are supplied as gauge pressure. The Crankcase Pressure is
used during solution to calculate the nett gas force acting on the piston.

The cylinder pressure data stored in the .PRES file is expected to be with respect to Top
Dead Centre (TDC) for Cylinder No.1. If the data is with respect to a different datum then
the Offset Angle can be used to shift the data.

The Interval column is used to specify the crank angle interval at which the data is stored
in the .PRES file if no crank angle data exists in the file. If crank angle data does exist
then the value returned in this column is the interval at which the data is stored in the
.EDSF file.

The Factor column is used to factor the absolute cylinder pressures. The supplied factor
can be a constant as shown in the figure or an expression as a function of T, IMEP, P or
PMAX where these variables correspond to the Indicated Torque, Indicated Mean Effective
Pressure, Indicated Power or Maximum Cylinder Pressure calculated for the supplied
cylinder pressure diagram. The expression must have consistent units. For example if the
cylinder pressures are to be factored to give an indicated torque of 210 N.m then the
expression would be 210[N.m]/T. This enables cylinder pressures to be factored to give
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363
the correct torque, power or pressure characteristic. This can be helpful in instances
where the cylinder pressure data may be limited.

If the Loading Definition Panel is opened and cylinder pressure data had previously been
defined using the Pressure Definition Panel used in earlier versions of ENGDYN the data
is updated. For each .PRES file a new file is created with a _UPDATED.PRES suffix.
This new file contains the same data but defines whether the pressure is gauge or
absolute as described above. This definition was previously defined on the panel and
not in the file itself.

If the Plot button is selected the Loading Diagrams Panel shown in Figure B-145 is
displayed. Data is plotted by selecting at least one item from each of the lists. Only one
Data item can be selected and if an item other than Cylinder Pressure is selected the
Cylinder and Speed lists are ghosted. Absolute Cylinder Pressure can be plotted against
crank angle for any number of cylinders and engine speeds. Crankcase Pressure,
Ambient Pressure, Indicated Torque, Indicated Power, Maximum Pressure and I.M.E.P.
can be plotted against engine speed for all cylinders.

4.3.1.2 Secondary Dynamic Loads
If the In-Cylinder Model is defined as Secondary Dynamic using the Model Definitions
Panel then the Loading Definition Panel is displayed as shown in Figure B-146.

Figure B-146 Loading Definition Panel

In this case the in-cylinder loads are calculated using the Ricardo program PISDYN
1
in
which the secondary dynamics of the piston are considered.

Filename
This is used to specify the name of the Ricardo Standard Data file (sdf) containing the
loads calculated by PISDYN. The user may click on the Browse button to open a Select
Panel similar to that shown in Figure B-143. If the user clicks on the Default button then
the file name defined using the Model Definitions Panel is selected. The contents of the
sdf file can be viewed using the Ricardo Program SDFBROWSER
2
and should contain
the following data:

g:cylinder:pressure
g:cylinder:crankcasePressure
g:conrod:bigEndForce
g:conrod:bigEndMoment
g:piston:crownForce
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g:piston:crownMoment
g:piston:skirtForce
g:piston:skirtMoment

Each of these variables is an array except g:cylinder:crankcasePressure. Each array will
have a corresponding crank angle ordinate array stored as one of the following

g:cylinder:crankAngle
g:conrod:crankAngle
g:piston:crankAngle

Each item of data will be tagged by PISDYN
1
to associate the data with a particular
cylinder at a particular load and speed. Each tag is of the form :*_*. The tags SP, LD
and CYL are used to differentiate between engine speed, engine load and cylinder
number respectively. For example the data array
g:cylinder:pressure:LD_100:SP_2000:CYL_1 contains absolute cylinder pressures for
cylinder 1 at 2000 rev/min 100% load. Each data item as described above and stored in
the sdf will contain the speed tag SP. The load tag LD and cylinder tag CYL are
optional. If these tags are excluded then ENGDYN assumes this data to apply to all
cylinders regardless of load. If the load tag LD is used then it must have the value 100,
50 or 0 dependent on the selected Load type, Full load, Part Load or No Load
respectively. If the cylinder tag CYL is used then the numbering convention must be the
same as that defined using the Engine Configuration Panel.

Data are calculated by ENGDYN and stored in the .EDSF file at regular angular intervals
using a cubic spline fit to the supplied cylinder pressure data and using a linear fit to the
supplied force and moment data. The interval at which the data is calculated for a given
Load type depends on the engine type and on the minimum interval at which the data is
supplied. For an inline engine or a vee engine with even firing the data will be stored at
0.1, 0.2, 0.25, 0.5 or 1.0 degree intervals whichever is closest to the minimum interval of
the supplied data. Conversely for a vee engine with an odd number vee angle the data
will be stored 0.05, 0.1, 0.125, 0.25 or 0.5 degree intervals.

If the Plot button is selected the Loading Diagrams Panel shown in Figure B-147 is
displayed.

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Figure B-147 Loading Diagrams Panel

Data is plotted by selecting at least one item from each of the lists. Only one Data item
can be selected. If Indicated Torque, Indicated Power, Maximum Pressure or I.M.E.P
are selected then the Cylinder and Speed lists are ghosted and the data is plotted
against engine speed for all cylinders. Absolute Cylinder Pressure, Big End Force,
Crown Force, Crown Moment, Skirt Force and Skirt Moment can be plotted against crank
angle for any number of cylinders and engine speeds. The big end force is the force
acting on the crank pin with respect to a fixed axes set at the pin centre in which Y and Z
are as defined in Figure B-12. The skirt and crown forces are with respect to the piston
pin centre and are the forces and moments acting on the cylinder bore. The skirt forces
and moments are integrated from the hydrodynamic and asperity pressures calculated at
each time step by PISDYN
1
.
4.3.2 Force Profile
The Force Profile tab shown in Figure B-148 is used to apply loads to the cylinder block
and crankshaft which are stored in an .sdf file and originate from VALDYN or in an ASCII
data file.
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Figure B-148 Loading Definition Force Profile Tab

Applying Loads from VALDYN
Applying loads written by VALDYN is described in the appendix Applying Loads
Predicted by VALDYN to the Cylinder Block and Crankshaft Models

Applying Loads from an ASCII Data File
Appendix ASCII data file format read by Sdf_Read_Ascii() describes the required format
of the file. An example file to apply loads can be as follows:

COL g:profile1D:crankAngle[deg]

1
.
.
.
720

TAGS = TYP_crankNode:ID_gear:SP_2000
COL g:profile1D:force:DIR_4[N.m]
COL g:profile1D:force:DIR_7[N]

-48 1450 94
. . .
. . .
. . .
-96 2150 56

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TAGS = TYP_crankNode:ID_belt:SP_2000

360 1450 -75 -24 38
. . . . .
. . . . .
. . . . .
315 630 -35 -34 16

The local directions DIR_1, DIR_2, DIR_3, DIR_4, DIR_5, DIR_6, DIR_7, and DIR_8
then need to be defined by pressing the Edit button adjacent to Directions. It is also
possible to apply loads in ENGDYN coordinate system. The same example file above to
apply loads can be modified to define loading both in ENGDYN coordinates and local
coordinates as follows:

COL g:profile1D:crankAngle[deg]

1
.
.
.
720

TAGS = TYP_crankNode:ID_gear:SP_2000
COL g:profile1D:force:DIR_phiX[N.m]

-48 1450 94
. . .
. . .
. . .
-96 2150 56

TAGS = TYP_crankNode:ID_belt:SP_2000
COL g:profile1D:force:DIR_Y[N]
COL g:profile1D:force:DIR_Z[N]
COL g:profile1D:force:DIR_phiX[N.m]
COL g:profile1D:force:DIR_phiY[N.m]
COL g:profile1D:force:DIR_phiZ[N.m]

360 1450 -75 -24 38
. . . . .
. . . . .
. . . . .
315 630 -35 -34 16

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Local directions DIR_7 and DIR_8 then need to be defined by pressing the Edit button
adjacent to Directions.

Each force profile is applied either to a node or elemental face set of the reduced model
of the crankshaft or cylinder block. The table displays all those sets that have loads
applied and cannot be edited. The tables contents are changed by selecting an .sdf
written by VALDYN or ASCII data file using the Browse button. This will update the File
field, whose contents may be deleted by pressing the Delete button.

For the crankshaft model additional sets can be added to the model using the file
CRANKSHAFT.SETS as described in Section 3.4.8. In the example above, then this
would contain the following:

crankNode:ID_gear 1
crankNode:ID_belt 1

The centre co-ordinate and axis of each set can be edited by pressing the Edit button
adjacent to Sets, this pops up the panel shown in Figure B-149.

Figure B-149 Edit Loaded Set Panel

The local coordinates can be defined by direction vectors which can be edited by
pressing the Edit button adjacent to Directions, this pops up the panel shown in Figure
B-150.


Pressing plot will bring up the Loading Diagrams Panel shown in Figure B-151.

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Figure B-151 Loading Diagrams for Force Equation and Force Profile

This displays the sum of the forces or moments due to force profile and force equation
definitions at a given speed for a given set in a particular direction. If the load is applied
to the crankshaft then the plotted loads will be with respect to the rotating axis system. A
tracer and an associated Co-ordinates Panel can be displayed and hidden by positioning
the mouse on the graph and using the right mouse to display a pop-up menu that has
Tracer and Print options. Selecting Print will open a Print Panel that determines how the
plot will be printed

4.3.3 Force Equation Loads
The Force Equation tab shown in Figure B-152 is used to apply force and moment loads
to the crankshaft and cylinder block that can be expressed as an equation. Typical
examples where this may be used would be applying balancer shaft bearing loads and
applying a constant belt load to the nose of the crankshaft.

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Figure B-152 Loading Definition Force Equation Tab

The centre co-ordinate and axis of each set can be edited by pressing the Edit button
adjacent to Sets, this pops up the panel shown in Figure B-149. The direction vectors
are edited by pressing the Edit button adjacent to Directions, this pops up the panel
shown in Figure B-150. Pressing plot will bring up the Loading Diagrams Panel shown in
Figure B-151.

A force equation is entered using the table where each row defines a load applied to a
set in a given direction. Rows are added to and deleted using the right hand mouse
button with the mouse positioned over the row number. This displays a Row Operations
Pop-Up menu with Insert Before, Insert After and Delete options.

A Set is defined or deleted using the right hand mouse positioned over an appropriate
cell in the set column. This will display a pop-up menu with Define and Delete options.
Selecting the latter will delete the selected allows a new set to be defined, whilst
selecting Define will display the Define Loaded Set Panel shown in Figure B-153.

Figure B-153 Define Loaded Set Panel

Selecting the Select button will display the Select Set Panel shown in Figure B-154.

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Figure B-154 Select Set Panel

This lists the node and face sets that been defined previously for the given Model. This
panel allows a set to be selected. If a node set is selected then the centre and axis fields
on the Define Loaded Set Panel will be ghosted since the centre co-ordinate is the co-
ordinate of the node and the axis has no meaning. If a face set is selected then centre
defines the centre of the set, whilst axis defines the set axis dependent on the shape that
the set is defining. Default values will be displayed which are derived by evaluating a
best-fit cylinder, cone or plane. If the set is defining a frustum or cylinder then axis
defines the axis of that shape. If the set is defining a plane then the axis defines the
vector normal to the plane.

A Direction is defined using the right hand mouse positioned over an appropriate cell in
the direction column. This will display a pop-up menu containing the global directions X,
Y and Z allowing the load to be applied in one of those directions; any previously defined
local directions; and Define. Selecting Define will display the Define Load Direction
Panel shown in Figure B-155, which allows a new local direction vector to be defined.

Figure B-155 Define Load Direction Panel

The Equation can be a constant as shown in the figure or an expression as a function of
N, OMEGA, THETA, T and PI where these variables correspond to speed, rotational
speed, crank angle time and pi. The expression must have consistent units. The
equation can have an equality as shown in the figure where the function can be F or M
where these variables correspond to force and moment. Alternatively, the equation can
have no equality provided the resultant units of the function are either N or N.m. In the
example above 10000[N.m] would be equivalent to F=10000

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If the specified Model is the Crankshaft then there is an additional column which allows
the load to be applied with respect to the rotating axis system or the fixed axis system.
Using the right hand mouse will display a pop-up menu containing Fixed and Rotating.

4.3.4 Distortion Loads
The Distortion tab shown in Figure B-156 is used to define the distortion of the journals
and bearings for each of the journal bearings under operating conditions. This effectively
allows the user to define the hot shape of the journal and bearing.

Figure B-156 Loading Definition Distortion Tab

If Model is set to Crankshaft then the journal distortion for each of the bearings is
defined. If Cylinder Block is selected then the bearing distortion for each of the main
bearings is defined. Similarly if Connecting Rod is selected then the bearing distortion of
each pin bearing is defined.

The Distortion menu has the options None, Constant and From Distorted Shape. If None
is selected, no distortions are applied for the selected Load and Model.

If Constant is selected, a fixed distortion value may be entered for each bearing. Rows
are added to and deleted by using the right mouse button with the cursor positioned over
the row number. This displays a Row Operations Pop-Up menu with Insert Before, Insert
After and Delete options. Radial distortion values are entered for each bearing. These
values are the total radial distortion of the bearing or journal when the bearing is hot at
the given Load and Engine Speed.

If From Distorted Shape is selected then the displacements of a finite element solution
(loaded to represent the hot running engine) are used to derive the radial distortion of
each journal or bearing relative to the axis of a best-fit cylinder. For each bearing the
mean radial distortion and the distortion relative to the best-fit cylinder are evaluated.
These are then added to the cold manufactured values defined using the Main Bearing
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Panel as appropriate. The total mean radial displacements are displayed in the table.
The .SFE file containing the finite element results is selected using the Browse button.
This will update the File field. Selecting Delete will blank the File field. The model can be
transformed by selecting the Define button adjacent to Transformation. A Loadcase is
defined using the right hand mouse positioned over an appropriate cell in the Loadcase
column. This will display a pop-up menu containing the list of loadcases in the .SFE file.
Once a Loadcase and an Engine Speed have been selected the distortions are
calculated.

Selecting View will display the Contour Panel and Distortion Speeds Panel shown in
Figure B-157 and Figure B-158 respectively.

Figure B-157 Contour

The Contour panel shown in Figure B-157 is used to control the display of the contours
on the lubrication mesh on the Main Panel. The option menu specifies the Value that is
displayed. The options are Off, Journal Profile, Bearing Profile and Clearance.

Figure B-158 Distortion Speeds Panel

The Distortion Speeds Panel is used to select the engine speed to be viewed.

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4.4 Evaluate Solution
4.4.1 Solution
The Evaluate Solution Panel shown in Figure B-159 is used to define the analyses to be
performed and allows the solution to be executed directly or in batch. This panel
consists of a number of tabs which are described below. This figure shows the Solution
tab selected. The panel is opened by clicking on the Evaluate Solution button from the
Main Panel. If the file was not saved before selecting the panel, the user will be
prompted to do so before being allowed to continue. If a solution has already been
performed then the parameters used for the last load case stored in the .EDSF file will be
used as defaults wherever possible.

Figure B-159 Evaluate Solution Panel

Solution Type
The solution type may be set to Determinate, Indeterminate or Dynamic:
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Determinate Main bearing reactions and main and big end journal bearing orbits
are calculated assuming a statically-determinate solution.

Indeterminate Displacements, main bearing reactions and journal orbits are
calculated assuming a statically-indeterminate solution allowing for
the compliance of the crankshaft and the cylinder block (if included).

Dynamic Main bearing reactions, journal orbits and vibratory displacements
and velocities of the crankshaft and cylinder block (if included) are
calculated for a fully three-dimensional dynamic model.

If Indeterminate is selected a Determinate solution will be performed to provide an initial
condition to the solution. Likewise if Dynamic is selected the quasi-static Determinate
and Indeterminate solutions will also be performed.

Cylinder Block Model
This parameter allows the cylinder block model type to be selected for the current
solution. The model type can be Rigid, Rigid Body, Compliant or Dynamic dependant on
the model defined during model generation using the Model Definitions Panel.

Connecting Rod Model
This defines whether the connecting rod is either Dynamic or Compliant in any small end
or big end bearing EHL solutions. This only applies if the solution Type is Determinate
as defined on the Solution tab above and the bearing model boundary condition is not
defined as Mobility chosen on the Bearing Model tab below. Obviously if no connecting
rod models have been defined as Dynamic or Compliant using the Connecting Rod tab
of the Model Definitions Panel then this option menu does not apply.

The parameters that control the solution are defined as follows:

If a Dynamic or Indeterminate solution has been selected, the following parameters must
be defined.

Abs Tolerance
This is used to define the absolute error tolerance at each integration step.

Rel Tolerance
This is used to define the relative error tolerance at each integration step.

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Global Tolerance
This is used to define the global error tolerance, cg. At a given crank angle, n, the
solution has converged provided the equation,

g
F c s c

n N n
F F F = c
. 180

is satisfied for each force and moment at every journal and thrust bearing and where N is
the engine cycle, 2 or 4.

The moments are divided by the bearing shell length to give an equivalent force.

The absolute and relative error tolerances control the error at each integration step. If
global errors are to be reduced to satisfy the global error tolerance then the absolute and
relative error tolerances need to be reduced. It is recommended that these error
tolerances are scaled down uniformly.

For statically-indeterminate and dynamic solutions the value F c is stored at each crank
angle and at each bearing, enabling the data to be plotted using the Plot Results Panel.
For each bearing the data is plotted against crank angle, enabling users to determine at
which crank angles the solution did not converge (within the Global Tolerance) and at
which bearing.

End Angle
This is used to specify the crank angle at which the solution is to finish. If the solution
has converged, satisfying the Global Tolerance at a smaller crank angle, then the
solution will finish at that crank angle. If the thermal balance solution is switched on,
then this angle refers to the crank angle for each thermal iteration.

Initial Step Length
This is used to specify the step length to be attempted on the first integration step.

Max No of Steps
This specifies the maximum number of integration steps that may be attempted per CA.
If this limit is exceeded, the solution is terminated with an error.

Number of Processors
Simulation can be distributed to a specified number of processors.

Simulation Children
Selecting Edit will display the Edit Simulation Children Panel to allow the child data to be
edited if required.

The parameters that control the output are defined as follows:

Print Interval
This is used to specify the crank angle interval at which the results are stored. The
default value is either 1.0 or 0.5 degree CA depending on the engine type. A value less
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than these default values can be specified in order to enable high frequencies (typically
2500 Hz and above) to be resolved when performing subsequent frequency response
and acoustic analyses. This can be a particular problem at low engine speeds. For an
inline engine or a vee engine with even firing and an even number vee angle the
possible crank angle divisions will be in the range (0.1,1.0) with possible values of 0.1,
0.2, 0.25, 0.5 and 1.0. Conversely for a vee engine with an odd number vee angle the
possible crank angle divisions will be in the range (0.05,0.5) with possible values of 0.05,
0.1, 0.125, 0.25 and 0.5. The memory requirement and .EDSF file size will increase with
decreasing crank angle interval.

Reduced Bearing Output
This is used to control whether or not the oil film thickness and oil film pressures at each
crank angle and bearing angle are to be saved to file on completion of each loadcase.
The default is not to save these results to file. If these results are saved there is a large
overhead in terms of the size of the .EDSF file. Once this has been set for the first
loadcase it cannot be subsequently changed.

Data Recovery
For those models that are compliant or dynamic model and have been derived using the
finite element method it is possible to perform data recovery from the reduced model
(used by ENGDYN) to the complete finite element model. This uses a data recovery
matrix derived during the matrix reduction procedure and which is stored in the SFE file.
If this is selected then at the end of each completed loadcase ENGDYN will perform the
data recovery for each model from the reduced degrees of freedom to all the nodes of
the reduced model. This will only happen for each model if both the SFE exists and the
data recovery matrix is in the file.

Save Static Results
This parameter is used to specify whether the statically-indeterminate solution used as
an initial condition for the dynamic solution is to be saved and is only relevant for a
Dynamic solution. If this is switched on the statically-indeterminate results are stored as
a separate loadcase.

4.4.2 Cases

Figure B-160 shows the Evaluate Solution Panel with the Loadcases tab selected.

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Figure B-160 Evaluate Solution Panel Cases Tab
This tab is used to define the load cases to be analysed. During one solution any
number of load cases may be analysed for a given selected loading.

Loading
This is used to specify the loading condition to apply at the given engine speed. Full
Load, Part Load and No Load refer to the loading found in the .EDSF file and defined
using the Loading Definition Panel described in 4.3. Alternatively Inertia Only will only
apply the inertia loading to the crankshaft (no cylinder pressure is applied).

Loads are derived from the appropriate loading map stored in the .EDSF file. If the In-
Cylinder Model was defined as Slider Crank using the Model Definitions Panel then the
loads are derived by interpolation at the specified engine speed. If an engine speed is
specified that is beyond the range stored in the appropriate loading map, loads are not
extrapolated but the closest available load definition is used. If only one load data point
defines the map then that loading is used regardless of engine speed. Conversely, if the
In-Cylinder Model was defined as Secondary Dynamic then solutions can only be
performed at the speeds at which the loads were derived using PISDYN (see Section
4.3.1.2).

Interpolation
This option menu is used to specify the interpolation method for interpolating the cylinder
pressure at the given engine speeds and load from the user defined cylinder pressure
maps. Two methods are available, Spline or Linear. This option menu is only relevant if
the In-Cylinder Model was defined as Slider Crank using the Model Definitions Panel.

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Speeds may be entered either directly using the table or clicking on the Select button
adjacent to Speeds. If the table is used then rows are added to and deleted using the
right hand mouse button with the mouse position over the row number. This displays a
Row Operations Pop-Up menu with Insert Before, Insert After and Delete options. If the
user wishes to delete all the speeds currently defined in the table then the Delete All
button is used.

Speeds
The user may define multiple loadcases to perform a speed sweep by clicking on the
Select button adjacent to Speeds. If the In-Cylinder Model was defined as Slider Crank
using the Model Definitions Panel then this opens the Speed Sweep Panel shown in
Figure B-161.

Figure B-161 Speed Sweep Panel

The option menu Series is used to select whether the list of speeds are to be generated
using an Arithmetic or Geometric series. A loadcase will be generated automatically for
each speed and will be added to the table on the left of the Evaluate Solution Panel once
OK is clicked. The Start and End engine speeds must be entered regardless of the
selected series. If an Arithmetic series has been selected then the desired speed Step
between successive loadcases must also be supplied. If a Geometric series has been
selected then the list of speeds is defined using the equation:

( ) n i r N N
i
, 0
0
= =

where N0 is the first speed defined by Start and r is the Ratio which must be > 1.0

Conversely if the In-Cylinder Model was defined as Secondary Dynamic using the Model
Definitions Panel then the Speeds Panel shown in Figure B-162 is displayed using the
Select button. This panel is used to select those speeds for which solutions are
required.

Figure B-162 Speeds Panel
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4.4.3 Model Options

Figure B-163 shows the Evaluate Solution Panel with the Model Options tab selected
and is used to define the dynamic parameters for the model.

Figure B-163 Evaluate Solution Panel Model Options Tab

Crankshaft

Vibration Damper
This toggle is used to select and de-select any crankshaft vibration dampers that have
been defined.

Centrifugal Loads
This field is used to select whether the centrifugal loads due to the mass and inertia of
the crankshaft are Excluded or Included and is relevant only for a quasi-static solution
and if the crankshaft model includes mass. The Excluded option would be used when
the results of the solution are to be used as applied loads for a static stress analysis of
the crankshaft in which only the influence due to cylinder gas pressure is considered.

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Cylinder parameters

Cylinder Damping
This parameter is used to specify the cylinder-damping coefficient. This parameter is not
required if all the connecting rod models have been defined as Rigid or Dynamic using
the Connecting Rod tab of the Model Definitions Panel, in which case the Pin Constant
and Ring Constant are defined instead.

For the case when any of the connecting rod models have been defined as either Rigid
or Dynamic using the Connecting Rod tab of the Model Definitions Panel then two
constants are required for the piston friction model.

Piston Constant
The piston constant
p
C is the constant in the equation

5 . 0
.
|
.
|
\
|
=
W
C f
p p
e u

defining the friction coefficient for the piston where

where W = Load per unit length acting on the piston
e = piston velocity
u = kinematic viscosity

The default for the constant
p
C is 92.4

Ring Constant
The ring constant
r

5 . 0
.
|
.
|
\
|
=
W
C f
r r
e u

defining the friction coefficient for each ring where

e = piston velocity
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The default for the constant
r
C is 159.1.

Coupling

In order to ensure that the crankshaft rotates at a constant speed at the flywheel and to
constrain the rigid body motion about the crankshaft axis a torsional stiffness and
damper is added at the flywheel connected to ground. The value of this stiffness should
be such that the natural frequency of the rigid body mode in torsion should be
significantly lower than the first flexible torsion mode of the crankshaft. A default value of
50 Hz is usually adequate for most automotive applications.

The stiffness is defined either by specifying the Stiffness or the Frequency. The option
menu Variable is used to select which variable is entered. If the frequency is specified
then the corresponding stiffness is calculated, and vice-versa. The frequency is
calculated from the polar inertia of the crankshaft J and the stiffness K such that:

J
K
f
t 2
1
=

The damping coefficient of the coupling damper is defined either by specifying the
Coefficient or the damping Ratio. The option menu Damping is used to select which
variable is entered. If the damping ratio is specified then the corresponding damping
coefficient is calculated, and vice versa. The damping coefficient is calculated from the
polar inertia of the crankshaft J, the coupling stiffness K and the damping ratio such that

JK C 2 =

A value of 0.5 for the damping ratio is recommended.

The inertia of the crankshaft J includes the inertia due to the sum of the rotating mass
and half the reciprocating mass at each cylinder.

Cylinder Block

Modal Damping
The modal damping characteristic is defined by selecting the Define button which
displays the Modal Damping Characteristic panel shown in Figure B-164. Modal
damping can only be defined if a Dynamic solution has been selected and the cylinder
block model type is Dynamic.

The modal damping characteristic of the cylinder block is defined as a curve of
proportion of critical damping (/c) against frequency. During solution, each mode of the
crankshaft is assigned by linear interpolation a proportion of critical damping. For modes
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with a frequency greater than the maximum defined frequency a value of 1.0 is assigned
to /c, whilst for modes with a frequency less than the minimum defined frequency the
value of /c at the minimum is assumed. At least two pairs of damping and frequency
values are expected to be defined using the panel.

Figure B-164 Modal Damping Characteristic Panel

The option menu Definition is used to define the modal damping characteristic. The
options are User or Default. If User is selected values of frequency and damping ratio
can be added to the table on the left of the panel. Rows are added to and deleted from
the table using the right mouse button with the mouse positioned over the row. This
displays a pop-up menu with Insert Row and Delete Row options. If Default is selected
the default equation

f
c
e
0007 . 0 2
10 443 . 2

=

is used which is based on a curve fit to experimental data. The units of frequency are
defined using Freq Units.

A tracer and an associated Co-ordinates Panel can be displayed and hidden by
positioning the mouse on the graph and using the right mouse to display a pop-up menu,
which has Show Tracer and Hide Tracer options.

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4.4.4 Bearing Model
Figure B-165 shows the Evaluate Solution Panel with the Bearing Model tab selected
and is used to define the parameters for the bearing model.

Figure B-165 Evaluate Solution Panel Bearing Model Tab

Model (Boundary Conditions)
The solution can be

Mobility
Half-Sommerfeld
Reynolds + JFO
Half-Sommerfeld, Mass Conserving (Recommended)
Reynolds, Mass Conserving

For further details of these models please see Section 2.6.3 and Theory Section 4.2.
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Composite GWT
This parameter is used to specify which method is used to calculate the composite
Greenwood-Tripp parameters will be used. The options are:

v4.0 and Earlier (Deprecated)
Hertzian (Recommended)
It is recommended to use the Hertzian calculation as the v4.0 and Earlier (Deprecated)
option is provided for backwards compatibility only. Please see Theory Section 4.4 for
more details.

GWT
This parameter is used to specify which method is used to calculate the Greenwood-
Tripp parameters will be used. The options are:
RMS Surface Height (Deprecated)
Summit Height Correction (Recommended)
It is recommended to use the Summit Height Correction method as the RMS Surface
Height (Deprecated) is provided for backwards compatibility only. Please see Theory
Section 4.4 for more details.

Average Flow Model
This parameter is used to specify whether or not the AFM will be used. The options are:
Patir and Cheng
Disabled
The Patir and Cheng model accounts for surface roughnesses in the solution of the
fluid dynamics. Please see Theory Section 4.2.1for more details.

Mobility Map
The mobility map can be Short Bearing or Finite Bearing. Please see Theory Section
4.1.1 for more details.

Flow Summation
This parameter is used to specify which method is used for adding the pressure (QP) and
velocity (QT) induced flow when calculating the instantaneous oil film flow rate for each
journal bearing. Currently only one option exists and this is Pressure (Qp only). Please
see Theory Section 4.1.2.3 for more details.

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Shear
This argument is used to denote whether the film extent assumed for the calculation of
the oil film shear power loss for each journal bearing is t (PI) or 2t (2PI). Please see
Theory Section 4.1.3 for more details.

Lubricant
The oil types defined using the Lubrication Definitions panel selected from the main
panel are listed. The user is required to select one of the oil types by clicking on the
appropriate name. If only one oil is contained in the list it will automatically be selected.

Supply Temperature
This defines the inlet temperature of the oil to the journal bearings.

Supply Pressure (Gauge)
This defines the feed pressure of the oil to the main journal bearings.

The parameters that control the oil film calculations are defined as follows:

Oil Temperature Derivation
There are four available options to calculate the oil temperature calculation: Constant;
Thermal Balance; Thermal Balance, Axial; Use static Temps.

Constant
If the Oil Temperature Derivation is set to Constant and the solution type is either
Determinate or Indeterminate it is necessary to define an oil temperature at each journal
bearing by clicking on the Define button adjacent to Bearing Oil Temps. This will open
the Bearing Oil Temperatures Panel as shown in Figure B-166.

Figure B-166 Bearing Oil Temperatures Panel

The temperatures are defined for each of the Main and Pin journal bearings using the
option menu Bearing Type and editing the values in the table. If a solution has already
been performed then the temperature values will default to those used for the last
loadcase stored in the .EDSF file. If this is the first solution then the values will default to
the value of the Inlet Temperature defined using the Evaluate Solution Panel shown in
Figure B-165.
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Thermal Balance and Thermal Balance, Axial
This option allows the user to switch on the thermal balance calculation for each of the
journal bearings. This is an iterative procedure that evaluates the temperature rise in the
oil from the calculated power loss and oil flow. The solution continues until the
temperature of the oil for each bearing is within a user-specified tolerance. For more
details please see Section 2.6.4 and Theory Section 4.6.

Use Static Temps
If the Oil Temperature Derivation is set to Use Static Temps and the solution type is
Dynamic the oil temperature at each journal bearing may be defined in one of two ways.
The user can define an oil temperature at each journal bearing by clicking on the Define
button adjacent to Bearing Oil Temps and enter the temperatures as shown in Figure
B-166. Alternatively the temperatures may be evaluated by a thermal balance solution
from the quasi-static solution that always precedes the dynamic solution. This is
achieved by switching Use Static Temps on.

Initial Temp
This is used to specify a starting temperature for each of the journal bearings for the oil
for the thermal balance solution. By default, this parameter will initially take the value
defined by Inlet Temperature. This starting temperature is only used for the first journal
bearing of the statically-determinate solution and for subsequent bearings the iterated
temperature of the previous bearing is used as the starting temperature. For subsequent
solution methods the temperatures of the lower level solution method are used as the
starting temperature for each bearing

Temp Tolerance
This parameter is used to specify the temperature tolerance, cT, for the thermal balance
iteration. The solution for a given cycle has converged providing the equation,

T n n
T T c s
1

is satisfied for all journal bearings. The default value is 0.25 degC. For the Thermal
Balance and Thermal Balance, Axial option it is recommend to use a lower value of
between 0.05 and 0.1 degC.

Relaxation Factor
This parameter is used to control the temperature that is used on the next thermal
balance iteration step. The relaxation factor for each journal bearing is defined as:

( ) 1 - 1 - - . + n n n T T F T T =

where
F = Relaxation factor
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Tn = Journal oil bearing temperature for next step.
Tn-1 = Journal oil bearing temperature at previous step
T = Journal oil bearing temperature calculated from power loss and oil flow
rate

The default value is 0.4.

4.4.5 Performing the solution
Once the Evaluate Solution Panel has been completed, the ENGDYN solution can be
performed. Two solution modes are offered; Direct or Batch. If Direct is selected the
solution is run directly from the Graphical User Interface environment and the GUI will
remain locked until the solution is finished. If on the other hand Batch is selected the
Batch Control Panel as shown in Figure B-167 is displayed allowing the user to batch
queue the solution which then allows continued use of the GUI.

Figure B-167 Batch Control Panel

The Batch Command field controls how the Batch Script is to be executed and by default
is set to the character string as defined by the environment variable
BATCH_COMMAND. By default the batch command is isisq submit. The environment
variable BATCH_HOST can also be set and if present, the chosen host will be added to
the Batch Command line. The Batch Command field may be edited by the user as
required. If it is deleted altogether, the job will be run immediately on the same machine
that the graphical user interface is running on.

The Batch Script contains the command to run the solver and may be modified as
required. Additional lines may also be added to the script.

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If Cancel is selected either from the Batch Control Panel or from the Query Panel an
.EDSO command file will be generated but the solver will not be executed.

4.4.6 Running a solution from the command line
An .EDSO file command will be produced by ENGDYN if a solution is run from the
GUI,the Cancel button is pressed from the Batch Control Panel or File->Generate or
File->Generate As are selected.. The content of the .EDSO command file is described
in Section Solver Commands.

The .EDSO command file can be run from the command line by opening a command
prompt in windows or linux and typing:

engdyn solve example.EDSO

Other options available are:
-V <version> Specify a version number to run
-32 Run in 32-bit mode on 64-bit processors
-debug=<level> Set debug message level
-np=<number> Set number of processors

For example, typing:

engdyn V 2012.2 solve -32 debug=4 np=2 example.EDSO

will run the ENGDYN command file example.EDSO using a 32 bit executable of
ENGDYN version 2012.2 with the debug message level set to four where ENGDYN is
run over 2 processors when possible. Similar information can be accessed by typing

engdyn help

in a command prompt.

The data within the .EDSO command file can be hand edited in a text editor. For
possible inputs please see Section Solver Commands. This allows the user to make
changes to the model, such as different oil temperatures and pressures, without
accessing the ENGDYN GUI. Furthermore, by utilizing external optimization and design
software which would automate the updating of the .EDSO command file, it is possible to
optimize the model in relation to some specified goal. The other command files
described in Section Solver Commands allow a wider range of model inputs to be
updated by hand or by an automated process.

1
Ricardo Software, April 2009, PISDYN Manual Documentation / Users Manual Version 5.1
2
Ricardo Software Manual RD.06/333901, October 2006, SDFBROWSER Documentation /
Users Manual Version 2.0
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5 Post-Processing
5.1 General
The Graphical User Interface allows simulation results to be plotted, animated and exported to
an ASCII file. The interface has a built in library of pre-defined plots that enables the user to
rapidly view the results of the analyses performed. The plots can either be printed or saved to
file. Results can also be exported to allow further data manipulation by the user not currently
supported by ENGDYN. In addition, the displacement and velocity results can be animated
interactively in both the time and frequency domains.

5.2 Selecting Loadcases
Loadcases for which results are to be post-processed are selected using the Select Loadcases
Panel which is opened by clicking on the Select Loadcases button from the Main Panel. This is

Figure B-168 Select Loadcases Panel

Load cases are stored by solution type and engine load condition. Solution Type and Loading
act as filters enabling load cases of a particular solution type and engine loading to be listed in
the lower part of the panel for selection. The list of displayed load cases will be updated
depending on the selection. The user can then select from this list, by highlighting with the
mouse, those load cases they wish to post-process. The solution parameters used for each
load case displayed for information only are grouped under 3 tabs General, Lubricant and
Tolerances. The figure shows the General tab selected.

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Solution Type
This lists all those load cases of a given solution type, which can either be Statically-
Determinate, Statically-Indeterminate or Dynamic. Only the solution types which have been
previously simulated and for which results are available will be selectable.

Loading
This lists all those load cases of a given engine loading condition, which can either be Inertia
Only, No Load, Part Load or Full Load. Only the engine load conditions which have been
previously simulated and for which results are available will be selectable.

Select All
This button can be used to select all the displayed load cases.

Deselect All
This button can be used to deselect all the displayed load cases.

5.3 Selecting Crank Train Modes
Free-free mode shapes of the crank train that are to be plotted are selected using the Select
Modes Panel shown in Figure B-169 which is opened by clicking on the Select Modes button
from the Main Panel. The free-free modes are calculated from the reduced model once the
model has been assembled as described in 3.4.

Figure B-169 Select Modes Panel

The user can select from the list of displayed modal frequencies, by highlighting with the
mouse, those mode shapes they wish to plot. A description can be added in the right hand
column, which is then displayed on any plot containing that mode.

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5.4 Plotting EHL Results

Figure B-170 Lubrication Mesh Plotting Panel
Edit Edits the created plots to redefine
Delete Deletes selected plots from the list
Delete All Deletes all the plots in the list
Add Plot 2D/3D Adds plots
Page Allows user to control the page plots are created.
Plot Allows user to control the plots

Loads saved plot template from file

Saves created plots as a template

Starts RPLOT

Plot Panel produces contour or XYZ type plots and ASCII format data tables of various
quantities on the bearing lubrication mesh. Some plots are available at selected crank angles,
and some are available as one plot per cycle. Crank angles are selected with an interactive
menu. Data is interpolated to the selected crank angles. The plots are superimposed on a scale
drawing of the bearing. The bearing drawings and contour plots are presented as unwrapped
two-dimensional images.

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5.4.1 Plot Definition Panel

Figure B-171 Plot Definition Panel
The Plot Definition Panel contains controls for the plots to be created. All the plots, which are
either Contour or XYZ Type, are available on Lubrication Mesh. The plot Set is the available
lubrication mesh sets, which means Data sets that can be plotted on lubrication mesh. The
available Data sets are listed in the table below.

Model:
Lubrication Mesh

Location:
mainBearing:ID_<>
bigEndBearing:ID_<>
smallEndBearing:ID_<>

Data:
Asperity Pressure
Asperity Shear Stress
Axial Flow Rate
Axial Shear Stress
Dynamic Viscosity
Hydrodynamic Pressure
Pressure (Hydrodynamic Pressure + Asperity Pressure)
Oil Film Thickness
Radial Deformation
Tangential Shear Stress
Tangential Flow Rate
Temperature
Void Fraction

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Type:
Contour (See Figure B-178)
XYZ (See Figure B-179)

Compute:
None
Mean
RMS
Maxima
Minima

Angle:
Define (See Figure B-172)

where
Mean Value of a Variable:
Mean value of a variable is the average value from the start of the engine cycle.
T
dt y x Var
y x Var
T
}
=
0
) , , (
) , (
u

where T = the period of one engine cycle.

RMS Value of a Variable:
| |
1 2
2
2
1
) , , (
) , (
u u
u u
u
u
=
}
d y x Var
y x Var
RMS

where
1
u = the crank angle at the beginning of the cycle, and
2
u = the crank angle at the end of
the cycle.

Maxima of a Variable:
Maxima of a variable is the plot of maximum value of each mesh node over the entire engine
cycle.

Minima of a Variable:
Minima of a variable is the plot of minimum value of each mesh node over the entire engine
cycle.

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5.4.2 Crank Angle Panel

Figure B-172 Crank Angle Panel
The crank angles that the plots are created can be selected by four possible options Using
Interval, Defined List, Angle of Minimum Value and Angle of Maximum Value. In Using Interval
option user inputs Start, End and Interval of the crank angles in which plots are created.
Defined List allows user to specify the crank angles the plots are desired. It is also possible to
plot the crank angle at which Maximum or Minimum value of the any variable appears for the
given interval (Start and End).

5.4.3 Page Attributes Panel

Figure B-173 Page Attributes Panel
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5.4.4 Plot Attributes Panel

Figure B-174 Plot Attributes Panel Misc Tab

Figure B-175 Plot Attributes Panel Axes Tab
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5.4.5 Automatic Generation of EHL Plots
On completion of a solution for a model with EHL bearings, plotting information will
automatically be added to the model EDSF file. This information is held in an SDF file in
..\Ricardo\2013.1\Products\ENGDYN\Config\xengdyn\Templates. Two pages for each EHL
bearing are included; one showing the upper and lower bearing lubrication mesh and the
second showing the journal lubrication mesh.
There are two ways in which to view the results through the GUI or using the plot switch
when calling ENGDYN from the command line.
5.4.5.1 Generation using GUI
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After a model has run, open the model in the GUI and select Plot EHL Results. The lubrication
mesh plotting panel will already be populated with results to display for the upper and lower
beaing and the journal for each EHL bearing. Press the Start R-Plot button and the results will
be shown in R-Plot. The default results displayed are shown in Figure B-176 and Figure B-177
for one EHL bearing.

Figure B-176 Default EHL plot for upper and lower bearing shells

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Figure B-177 Default EHL plot for journal

5.4.5.2 Generation using command line
After a model has run the plotting information is included in the file and therefore the plot can be
automatically ouput using the ENGDYN plot switch. The command is:

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engdyn plot example.EDSF

Other options available are:
-V <version> Specify a version number to run
-output Specify the name of the output .rp file
-loadcase <number> Set loadcase number to output results for if not included results for
all loadcase will be output

For example, typing:

engdyn plot output results.rp loadcase 2 example.EDSF
will output the bearing EHL results to a file called results.rp for loadcase 2. The .rp file can then
be opened in R-Plot by typing:
rplot results.rp
5.4.6 Plot Examples
The following set of plots was made from the EHL Bearing Analysis tutorial model.

Figure B-178 Main Bearing 1 Pressure Angle of Maximum Contour Plot

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Figure B-179 Main Bearing 1 Pressure Angle of Maximum XYZ Plot

5.5 Plotting Results
The plotting of analysis results is controlled by the Plot Results Panel which is be opened by
clicking on the Plot Results button on the Main Panel and is shown in Figure B-180. For a given
model, plots of a given type can be generated for a subset of the model. The selection of the
subset and plot type is controlled with the Subset, Plot, Results and Relative To lists. It is not
possible to generate results for every combination, so only those combinations that are valid will
be selectable.

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Figure B-180 Plot Results Panel

5.5.1 Selection
Model
This is used to select the ENGDYN model for which the results are applicable. The plot options
available in the lower half of the panel will be updated depending on which Model is chosen.
The possible model types are Crankshaft, Journal Bearing, Connecting Rod, Piston and
Cylinder Block.

Subset
The list on the left of the Plot Results Panel shown in Figure B-180 lists the individual
components of the Model that can be selected for which results are required. In the example
shown in Figure B-181 Nodes is selected. Other components from the list can be highlighted by
selecting them with the mouse. By clicking on the Select All button, all components of that type
will be selected, and will be shown in red in the main drawing area. Alternatively, individual
components may be either selected, or de-selected using the mouse on the relevant
component shown in the main drawing, as shown in Figure B-181. De-selected components
will be shown in green. All selected components may be de-selected by clicking the Deselect
All button. Non-selectable items will be shown in grey. The selected items are displayed in the
message area of the Main Panel.
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Figure B-181 Selection for Plotting

Plot
This lists the available types of plot for a given Model and Subset. The required plot is selected
using the mouse. The possible types are listed in Table B-11.

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Plot Type Description
History Time history plot of dependant variable against crank angle at a
particular engine speed.
Spectra Harmonic content of dependant variable plotted against
frequency at a particular engine speed.
Orders Harmonic content of dependant variable plotted against engine
speed.
Campbell Harmonic content of dependant variable plotted against engine
speed and frequency.
Mode Mode shape plotted as a deformed shape in 3 views against its
undeformed shape.
Orbit Journal and bearing load orbits.
Polar Polar plots of y and z and |y and |z data.
Extent The extent of the positive oil film pressure distribution plotted
against crank angle and bearing angle.
Table B-11 Plot Types

Results
This lists the results type (or dependant variable) that can be plotted for a given Model, Subset
and Plot. The required results type is selected using the mouse. The possible results types are
listed in Table B-12.

Results Type Description
Displacement Displacements.
Velocity Velocities.
Applied Forces Forces and moments applied to the crankshaft or cylinder block.
External Forces All forces applied to the crankshaft including both applied forces
(as described above) and centrifugal and gyroscopic forces.
Internal Forces Internal shear forces and bending moments acting at each
crankshaft element.
Bearing Load Bearing forces and moments.
Oil Film Pressure Bearing oil film pressures.
Table B-12 Results Types

Relative To
This lists the axes against which the results are to be plotted and is only relevant when the
selected Model is Crankshaft. This can be selected using the mouse either as Fixed, Rotating,
Nearest Bearing or Crankshaft Node. Fixed is relative to ground, whilst Rotating is relative to
the crankshaft and rotates with it. Nearest Bearing allows crankshaft displacement results to be
plotted relative to the displacement of the nearest main journal bearing. This effectively means
the results are relative to a fixed axis that moves with the bearing. Crankshaft Node allows
crankshaft displacements at selected nodes to be plotted relative to another crankshaft node
selected by the user. For example this enables the relative twist between the crank nose and
flywheel to be plotted. If this option is selected the Plot Query Panel shown in Figure B-182 is
displayed when user clicks on the Apply button. A further node is selected using the mouse
which will then be displayed in Magenta. Clicking the Apply button again will display the plot.

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Figure B-182 Plot Query Panel

5.5.2 Viewing

Figure B-183 Graph Panel

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Once the required plot has been selected for a particular Model and Subset, as described in
5.5.1, the plots are generated by clicking on the Apply button. They are displayed in RPLOT as

The example shown shows an oil film extent plot for a big end bearing of a single cylinder
engine at 2000 rev/min Full Load.

One plot is displayed per page. At the top of the panel, the page number and number of pages
is displayed. The user can navigate between pages either by using the keyboard with the Page
Up, Page Down, Home and End keys or by navigate buttons the bottom of RPlot page.

RPlot operations can be found in RPlot help system which can be accessed from Help menu as

Figure B-184 RPlot Help Menu

5.6 Exporting Results
For a given model, results can be exported from the .EDSF file to an ASCII file to allow further
data manipulation by the user not currently supported by ENGDYN using the Plot Results Panel.
The data is written using the Export Results Panel shown in Figure B-185 and may be written
either in Experimental format as used by RPlot, in Block format or in Column format. The Export
Results Panel is opened by clicking on the Export Results button on the Main Panel.

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Figure B-185 Export Results Panel
Model
This is used to select the ENGDYN model for which the results are applicable. The export
options available in the lower half of the panel will be updated depending on which Model is
chosen. The possible model types are Crankshaft, Journal Bearing and Cylinder Block.

Dataset
This list is used to select the name of the dataset to be written. Table B-13, Table B-14 and Table
B-15 list those datasets that can currently be written together with their units, the data type
(vector, scalar or scalar array) and the independent variable against which the data varies. For
the vector arrays in which both translational and rotational data are stored two units are defined.
A full description of the selected dataset is displayed in the Dataset Definition field. This table
also indicates those datasets on which a Fast Fourier Transform (FFT) can be performed.

Dataset Name Units Data
Type
Independent
Variable
FFT
JOURNAL_BEARING_ECCENTRICITIES
m, rad Vector Crank angle Yes
JOURNAL_BEARING_LOADS
N,
N.m
Vector Crank angle Yes
JOURNAL_BEARING_SPECIFIC_LOADS
N/m
2
Scalar Crank angle Yes
JOURNAL_BEARING_MAXIMUM_OIL_PRESSURE
N/m
2
JOURNAL_BEARING_MAXIMUM_OIL_FILM_PRESSURE_LOCATION
deg Crank angle No
JOURNAL_BEARING_MINIMUM_CLEARANCE
m Scalar Crank angle Yes
JOURNAL_BEARING_MINIMUM_CLEARANCE_LOCATIO
deg Crank angle No
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JOURNAL_BEARING_MINIMUM_VOID_FRACTION
- Scalar Crank Angle Yes
JOURNAL_BEARING_MINIMUM_VOID_FRACTION_LOCATION
deg Crank Angle No
JOURNAL_BEARING_LEAKAGE_FLOW_RATE
m
3
/s Scalar Crank Angle
JOURNAL_BEARING_SUPPLY_OIL_FLOW_RATE
m
3
/s Scalar Crank Angle
JOURNAL_BEARING_OIL_PRESSURES
N/m
2
Scalar
Array
Crank angle No
JOURNAL_BEARING_OIL_THICKNESSES
m Scalar
Array
Crank angle No
JOURNAL_BEARING_OIL_TEMPERATURE
C Scalar Engine speed No
JOURNAL_BEARING_OIL_VISCOSITY
Pa.s Scalar Engine speed No
JOURNAL_BEARING_OIL_FLOWRATE
m
3
/s Scalar Engine speed No
JOURNAL_BEARING_OIL_POWER_LOSS
W Scalar Engine speed No
JOURNAL_BEARING_PRESS_VELOCITY
N/m.s Scalar Engine speed No
JOURNAL_BEARING_CYCLIC_HYDRODYNAMIC_POWER_LOSS
W Scalar Engine Speed No
JOURNAL_BEARING_CYCLIC_BOUNDARY_LUBRICATION_POWER_LOSS
W Scalar Engine Speed No
JOURNAL_BEARING_MEAN_FRICTION_TORQUE
N.m Scalar Engine Speed No
JOURNAL_BEARING_FMEP
N/m
2
Scalar Engine Speed No
Table B-13 ENGDYN Journal Bearing Results Data

Type
Independent
Variable
FFT
CRANKSHAFT_DISPLACEMENTS
CRANKSHAFT_VELOCITIES
m/s,
rad/s
CRANKSHAFT_APPLIED_FORCES
N,
N.m
CRANKSHAFT_EXTERNAL_FORCES
N,
N.m
CYLINDER_PRESSURE
N/m
2
Table B-14 ENGDYN Crankshaft Results Data

Type
Independent
Variable
FFT
CYLINDER_BLOCK_DISPLACEMENTS
CYLINDER_BLOCK_VELOCITIES
m/s,
rad/s
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CYLINDER_BLOCK_APPLIED_FORCES
N,
N.m
CYLINDER_PRESSURE
N/m
2
Table B-15 ENGDYN Cylinder Block Results Data

Dataset Definition
This field displays a full description of the selected dataset.

Subset
The list on the left of the Export Results Panel shown in Figure B-185 lists the components of
the Model that can be selected for which results are required. The method of selection is
similar to that described in 5.4 for plotting results. In the example shown in Figure B-186 Nodes
is selected. Other components from the list can be highlighted by selecting them with the
mouse. By clicking on the Select All button, all components of that type will be selected, and
will be shown in red in the main drawing area. Alternatively, individual components may be
either selected, or de-selected using the mouse on the relevant component shown in the main
drawing, as shown in Figure B-181. De-selected components will be shown in green. All
selected components may be de-selected by clicking the Deselect All button. Non-selectable
items will be shown in grey. The selected items are displayed in the message area of the Main
Panel.

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Figure B-186 Selection for Exporting

Filename
This defines the name of the output file. A suffix dependant on the independent variable is added
to the name. If the independent variable is crank angle then a file is created for each selected
load case with a name of the form NAME.L001.EDRES where the load case number is written as
part of the name. If the independent variable is engine speed then a single file is created with a
name of the form NAME.FL.EDRES where the engine load type is written as FL, PL, NL and IO
as part of the name. FL, PL, NL and IO correspond to Full Load, Part Load, No Load and Inertia
Only respectively. The user may alternatively select a file by clicking on the browse button to
open the Export File Panel.

Format
This defines the format of the data. The data may either be written in Exp(RPlot) format as used
by Rplot, in Block format or in Column format. An example of an Exp(RPlot) formatted file is as
follows:

EXP:
Engine_speed : ONED COUNT= 3
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3.33333E+01
5.00000E+01
7.83333E+01
Oil_film_power_loss_@_Main_Journal_Bearing_1 : ONED COUNT= 3
9.55107E+01
1.87223E+02
4.74661E+02

The same data in Block format is as follows:

;Written by ENGDYN Version 2.1.0 on 1-Jan-2000 at 17:21:57
;Dataset JOURNAL_BEARING_OIL_POWER_LOSS

BLOCK NUMBER=001 NAME=ENGINE SPEED UNITS=rev/s
3.33333E+01
5.00000E+01
7.83333E+01
BLOCK NUMBER=002 NAME=OIL POWER LOSS UNITS=W LEGEND=Main Bearing 1
9.55107E+01
1.87223E+02
4.74661E+02

The same data in Column format is as follows:

Engine_speed Oil_film_power_loss_@_Main_Journal_Bearing_1
rev/s W
3.33333E+01 9.55107E+01
5.00000E+01 1.87223E+02
7.83333E+01 4.74661E+02

If the data is three-dimensional, in the case of a scalar array, the experimental format is the only
format that is recognised.

Relative To
This is used select whether the crankshaft results are written with respect to the Fixed or Rotating
axes. Rotating is relative to the crankshaft and rotates with it, whilst Fixed is relative to ground.

FFT
This is used to perform a Fast Fourier Transform (FFT) on the data of the selected dataset. If set
to None then no FFT is performed and the data is written in the time domain. If Real/Imag is
selected the real and imaginary coefficients at each engine order frequency up to and including
the frequency corresponding to the maximum engine order as specified by Max Order will be
written to the file. If Mag/Phase is selected the coefficients are written as magnitude and phase.

Interval
This is used to specify a crank angle interval at which the data is written for those datasets with
crank angle as their independent variable. The interval defaults to the interval at which the data is
stored in the .EDSF file and which was defined at solution.

Max Order
This is used to specify the maximum engine order to which frequency domain data is written
when FFT is Real/Imag or Mag/Phase Mag/Phase.

Directions
These are used to select particular directions of a vector array.

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5.7 Backsubstitution
For those models that are compliant or dynamic model and have been derived using the finite
element method it is possible to perform data recovery from the reduced model (used by
ENGDYN) to the complete finite element model. This uses a data recovery matrix derived
during the matrix reduction procedure and which is stored in the SFE file.

5.8 Animate Results

Figure B-187 Animation Example

The results of the simulation can be animated by clicking on the Animate Results button on the
main panel. Two panels will be opened, the Animation Control Panel and the Animation
Results Panel, as shown in Figure B-187. The displaced or vibrating shapes of the reduced
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414
models of the crank train and cylinder block may be animated either in the time or frequency
domain with displacements or velocities shown as a colour contour.

Initially, the display area will show in grey the reduced models of the crank train and cylinder
block in their undeformed state. Once the animation is initiated using the button on the
Animation Control Panel titles and current result attributes will be displayed in the top left corner
of the display area together with a contour bar at the bottom. This is shown in Figure B-187.

5.8.1 Animation Control
The Animation Control Panel shown in Figure B-188 is used to control the animation.

Figure B-188 Animation Control Panel

The control buttons have the following functions:

Start recording

Start animation

Stop animation

Go to Previous Loadcase

Step forward by one frame

Step backward by one frame

Go to next loadcase

The slider bar is used to select a particular angle in the simulation cycle by selecting with the
left mouse button and then dragging.

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5.8.2 Animation Results

The Animation Results Panel shown in Figure B-192 is used to control which results are to be
animated. It has four tabs, Contour, Deformation, Domain and Options:

5.8.2.1 Contour Tab
This tab consists of seven tabs, for the bearing, conrod, crankshaft, cylinder block, piston,
acoustic field and boundary mesh. Each tab has the same layout, but the contents of the Value
and Direction menu will vary.

Figure B-189 Animation Results Contour Tab

Value
This defines the results and their vector component that are to be displayed as a colour contour.
Currently None, Cavitation, Pressure, Film Pressure, Contact Pressure, Axial Shear Stress,
Tangential Shear Stress, Contact Shear, Axial Flow, Tangential Flow, Radial Deformation and
Film Thickness may be presented for the lubrication mesh; None, Displacement and Velocity
may be presented for the conrod, crankshaft, cylinder block and piston; None, Pressure and
Pressure [dbL] may be presented for the acoustic field and None, Intensity and Intensity [dbL]
may be presented for the Boundary Mesh.

Direction
Depending on the model type, this may contain X, Y, Z, PhiX, PhiY, PhiZ, All or Scalar. If All is
selected the vector sum of the x, y and z components of the results vector is calculated and
displayed.

Min Cont
This is used to define the minimum value of the colour contour of the currently displayed results.
The value can be adjusted either by using the slider bar or by typing the value directly. By
default the minimum value of the data will be displayed and used.

Max Cont
This is used to define the maximum value of the colour contour of the currently displayed
results. The value can be adjusted either by using the slider bar or by typing the value directly.
By default the maximum value of the data will be displayed and used.

5.8.2.2 Deformation Tab
This tab consists of five tabs, for the bearing, conrod, crankshaft, cylinder block and piston.
Each tab has the same layout, but the contents of the Value and Direction menu will vary.
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Figure B-190 Animation Results Panel Deformation Tab

Value
This defines the results and their vector component that are to be used to deform the models.
Currently, None, Pressure, Film Pressure, Contact Pressure and Radial Deformation may be
selected for the bearing and None or Displacement may be selected for the remaining models.

Direction
Depending on the model type, this may contain X, Y, Z, and All, or Scalar (+ve) and Scalar (-
ve). If All is selected the deformed shape is the vector sum of the x, y and z components. If
Scalar (-ve) is selected then the model will be deformed in the opposite direction to reality.

Factor
This is used to define the factor by which the deformed shapes are magnified. The factor may
either be selected by using the slider bar or by typing a value.

5.8.2.3 Domain Tab

Figure B-191 Animation Results Domain Tab

Domain
This is used to select whether the results are to be animated in the Time or Frequency domain.
Note that the bearing may only be animated in the time domain.

Order
This is used to select the order of vibration to be animated and may be defined either by typing
the harmonic order directly or by using slider bar.

Cycling
Is used to select whether or not to automatically cycle through each order of vibration.

No of Cycles
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This defines the number of cycles of animation at each loadcase condition when Cycling is
selected.

5.8.2.4 Options Tab

Figure B-192 Animation Results Panel Options Tab

Relative To
This is used to select whether the deformation of the crank train is relative to the rotating or
fixed axes.

Unwrap Bearing
This applies to the lubrication mesh only. If selected, the mesh will be drawn as a flat surface
rather than as a cylinder.

Fixed Crank
This is used to fix the crank train model from rotating. If this is switched on then the results are
viewed as if the user were rotating with the crankshaft.

Eye Locate
If this option is selected the undeformed shapes of the reduced crank train and cylinder block
models are displayed in grey.

Contour Bar
This is used to select whether the contour bar is Horizontal or Vertical on the main panel.

Number of Bands
This is used to control the number bands of the contour.

Animation Speed
This slider bar is used to control the animation speed. It is necessary to press the play button to
resume animating after changing the speed.

5.8.3 Image Panel
The Image Panel (Plot Bitmap from File Menu) shown in Figure B-193 is used to define how
and where individual frames are recorded when the record button is selected.

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Figure B-193 Image Panel

Directory
This is used to select a directory in which the files will be saved.

Prefix
This is used to define a prefix that will be added to each image file name. Not that each image
will have a name of the form <prefix>_n_m, where n is a 3 digit loadcase number and m is a 3
digit crank angle value.

Format
This is used to define the format of the image. Options are jpeg, bmp, png, rgb and mpeg
(movie).

Quality
This is only applicable to jpeg and mpeg, and has the options High, Medium and Low. It
determines how detailed the image is (note that a high quality image takes longer to produce
and takes up more disk space than a low quality image).

Invert B/W
Change all instances of black to white, and all instances of white to black.

Frame Rate
This only applies to mpeg movies and determines how many frames per second the movie
contains. Options are 1, 2, 3, 5, 6, 10, 15 and 30.

Size
This determines the size (in pixels) of the saved image or movie. Options are pal, ntsc, Screen
and Custom. This affects the numbers displayed in the Resolution fields.

Resolution
These two fields determine the respective width and height (in pixels) of the saved image or
movie.
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419
6 Crank Shaft Stress Analysis
6.1 Overview
Operating loads calculated by ENGDYN can be used to evaluate the stresses and
fatigue safety factors at the critical locations of the crankshaft using two methods
developed by Ricardo
1
. The first method which is referred to as the Classical Method
considers simple bending theory in which the stress is considered as being one-
dimensional with lateral stresses being neglected, whilst the second method uses the
finite element method in which a quasi-static analysis is performed. The Graphical User
Interface provides a single environment to perform both methods in which the majority of
the data input is common to both.

The user is required to define the geometry of the fillets, the crankshaft webs and the oil
hole breakouts together with the base material properties of the crankshaft (although
these may be obtained from a database of typical crankshaft steels and Spheroidal
Graphite (SG) irons.) The elevated strengths of the material, due to surface treatment
processes, may either in the absence of measured values be calculated using ENGDYN
as described in Appendix 3 or supplied by the user.

Stress concentration factors (SCF) at the crankshaft fillets and oil hole breakouts are
calculated based on work by Lowell
2
, Arai
3
, Peterson
4
and Oldberg
5
. Fatigue notch
factors (Kf) are calculated from the SCF values based on work by Lowell
5
and modified
according to Ricardo experience. Alternatively, the SCF and Kf values can either be
defined by the user or calculated using alternative algorithms supplied by the user using
environment variables. The derivation of SCF and Kf values is described in Appendices
C and D respectively.

Stresses and fatigue safety factors results may be plotted as history plots against engine
speed or crank angle or as a Goodman Diagram.

The finite element method uses the Ricardo program FEARCE to apply and to combine
the unit loads as part of the method. This program is executed by ENGDYN within the
interface, but more experienced users may wish to execute these programs outside the
interface.

6.1.1 Stress Analysis Using Classical Methods
Stresses and fatigue safety factors are calculated at the oil hole breakout(s) on each
journal and at the journal fillets corresponding to sections through the journal and web
overlap. Stresses and fatigue safety factors are only calculated at those locations which
have geometry defined. In order to calculate the journal fillet stresses on section through
the web overlap it is necessary to define the geometry of all the lands and fillets adjacent
to the web including the web itself.

The calculated stresses are appended to the .EDSF standard data file. The stresses
corresponding to the maximum and minimum stress conditions at the lowest calculated
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factor of safety for each location together with the material properties, SCF and FNF
values and section moduli are written to a file with the suffix .EDSTRESS.

Bending and torsion stresses are calculated for the complete engine cycle for each
selected loadcase at the crank angle interval defined during solution to calculate the
operating loads.

For quasi-static determinate and indeterminate solutions the bending stresses are due to
quasi-static bending only. For these solution types a stress due to torsional vibration
may be calculated and combined with the quasi-static bending stress. These may be
combined either by assuming the torsional behaviour is in phase with the quasi-static
bending, that is the mean torque and torque amplitude vary at each crank angle, or by
calculating a maximum and minimum torque and applying that at every crank angle. In
order to account for the uncertainty concerning the phasing of the vibratory torque with
respect to the quasi-static loads the latter method is preferred for this type of solution.

For dynamic solutions the bending stresses are to vibratory bending which includes the
quasi-static content. For this solution type the stress due to the torsional vibration is
always combined with the bending stress. As for the quasi-static solutions the stresses
may be combined using one of the two methods described above. However a dynamic
solution removes the uncertainty concerning the phasing between the torsional and
bending behaviour it is valid to use the former method.

6.1.2 Quasi-Static Analysis Using the Finite Element Method
6.1.2.1 General Description
The approach adopted for calculating the stresses and fatigue safety factors using the
finite element method is a unit load method, in which loads are applied to the model,
displacements and stresses are calculated using an appropriate finite-element package
and the loads are factored and combined during post-processing. The method is
described by the flowchart of Figure B-194. A torsional load is applied at the nose of the
crankshaft together with unit loads at each journal bearing. An optional centrifugal load
and unit axial load at the nose of the crankshaft is also applied.

The stresses corresponding to the maximum and minimum stress conditions at the
lowest calculated factor of safety for each location together with the material properties
and SCF and FNF values are written to a file with the suffix .EDSTRESS.

6.1.2.2 Finite Element Model
6.1.2.2.1 Geometry and Restraints

The finite-element model can either be of the complete crankshaft or a subset of it. The
mesh defining the fillets and oil holes of interest should be of sufficient mesh density to
accurately predict the stress at these locations. Typically, unless the oil holes are radial
cross-drillings it is difficult to model the oil holes using hexahedral elements. Using
tetrahedral elements overcomes this problem but results in a larger model. An example
hexahedral model for a four-cylinder in-line engine is shown in Figure B-195
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FE data or binary file
containing crankshaft
model and set definitions
e.g. IDEAS Universal File
CRANK
MODEL
.FRC command file
defining unit loads
.SFE file contains model and
unit loads. On completion of
the FE solution the stresses and
displacements are appended
using the appropriate translator
FE
Data File
FE
SOLVER
.FRC File
.FRC File
.FRC command file defining
unit load factors, stress
correction factors and fatigue
safety calculations
.SFE file contains external
surfaces of FE model with
operating load stresses and
fatigue safety factors
.EDSTRESS
file
FE Viewing
Package
Plotted
Output
.EDSTRESS contains
summary of results including
minimum fatigue safety
factors for each set
Unit Load Calculations
Fatigue Safety Calculations
Translator

Figure B-194 Quasi-Static Analysis Using the Finite-Element Method

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Figure B-195 An Example Finite Element Model for Crankshaft Stress Analysis

If a finite element model of the crankshaft was used during model generation as
described in 3.3.1 then the model used for the stress analysis must be in the same co-
ordinate system as that model. In addition the material name of the crankshaft and the
base material properties (Youngs Modulus, Poissons Ratio and Mass density) should
also be the same.

If centrifugal loading is to be considered as part of the analysis then it is important that
the total mass moments M.y, M.z, M.y.x and M.z.x of the stress quality model are
the same as the stiffness quality model using during model generation. If the mass
moments are not same then an error may be introduced during post-processing in which
there is a nett out-of-balance force acting on the model. For this reason it is often
prudent to use the same model for both model generation and for the stress analysis.

The model should include at each end of the crankshaft a layer of low-stiffness massless
elements to ameliorate the local influence of the boundary conditions and torsional
loading at the nose of the crankshaft. These layers should be equivalent to about one
quarter of the typical bearing shell length and are drawn in red in Figure B-195 and
typically the Youngs Modulus of these elements should by a factor of 10 less than for
the crankshaft itself. In addition a layer of shell elements should be overlaid on the plane
at the front of the front layer of low-stiffness elements as shown in the figure such that
the shell elements share the same nodes as the solid elements. The material properties
of these elements should be the same as the crankshaft, except for the mass density,
which should be set to zero.

The nodes in the plane at the rear of the rear layer of low-stiffness elements are fully
restrained as indicated in the figure.

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6.1.2.2.2 Set Definition

A number of elemental face and node sets are required for applying the unit loads and
restraint and for calculating the stresses at particular locations.

For loading, face sets are required at each main and pin journal bearing using the names
MAIN_BEARING and PIN_BEARING respectively. Each set must extend over the area
in which the journal oil film acts such that the axial position and extent of the set should
correspond to the bearing centre and bearing shell length defined during model
generation within ENGDYN. An example is shown in Figure B-196 with the set displayed
in red.

Figure B-196 Face Set Definition for Applying Bearing Loads

Typically the oil film doesnt act over the entire journal between the fillets, which usually
necessitates a thin layer of elements between the fillet and the start of the set as shown
in the figure. If this is not possible, usually because the element aspect ratio is
unacceptable, then it is possible to define the set as extending between the two fillets.

The names of the sets must follow the same numbering convention as defined during
model generation within ENGDYN in which a number is used to indicate the number of
the main bearing or cylinder corresponding to the pin bearing. For example, in the case
of the four-cylinder in-line example shown in Figure B-195 the required sets would be as
follows:

MAIN_BEARING_01 PIN_BEARING_01
MAIN_BEARING_05
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The nodes in the plane at the rear of the rear layer of low-stiffness elements need to be
included in a node set called RESTRAINT so that the model can be restrained at this
location as indicated in Figure B-195.

If other external loads have been applied to the crankshaft using either the Force
Equation or Force Profile tabs part of the Loading Definition Panel as described in
Sections 4.3.2 and 4.3.3 then it is necessary to have additional face sets corresponding
to each loaded set. For example, if the set crankNode:ID_belt has been defined (see
Section 3.4.8) and loaded then the crankshaft stress model needs to have a face set
defined with the same name suitable for applying unit loads. Its desirable that the centre
of this face set corresponds to the node set in the crankshaft reduced model. If they are
not aligned then the program accounts for this during the stress analysis to ensure that
static equilibrium is maintained.

It should be noted that if a node has been loaded with multiple force profiles, by defining
multiple sets for a single node using the CRANKSHAFT.SETS file e.g:

crankNode:ID_gear 1
crankNode:ID_belt 1

and applying a force to each set, the forces will be combined and applied at the first set
representing the node for post-processing purposes. Though this means that the force is
not applied in the correct location in the stress analysis, the total load and moment will
be correct.

In addition to the face sets required for applying the loading a node set is required for
each location of the crankshaft for which stresses and fatigue safety factors are required.
Each set has its own material properties, stress correction factor to account for notch
sensitivity and combination factors to account for vibratory loading at that location. Node
sets can be defined for the journal fillets, the journal oil hole breakouts, the journals and
the facing lands. By default the following naming convention has been adopted although
each set name can be redefined using the interface:

REAR_MAIN_FILLET_01
LEAD_MAIN_OILHOLE_01
REAR_MAIN_LAND_01
MAIN_JOURNAL_01

In each of the above names the words MAIN, REAR and LEAD can be replaced with
PIN, FRONT and TRAIL respectively. The definition of FRONT and REAR depends on
the numbering of the main bearings as defining during model generation. If the bearing
numbers ascend with x then FRONT is the fillet or land nearest the crank nose.
Conversely if the bearing numbers descend with x then FRONT is the fillet or land
nearest the flywheel. The definition of LEAD and TRAIL corresponding to leading and
trailing oil hole breakouts respectively is defined in Figure B-197.

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Trailing

Leading

Figure B-197 Definition of Leading and Trailing Oil Holes

The numbering convention is similar to the loading sets in that the number relates to the
main bearing or cylinder (defined during model generation) depending on whether the
set is at a main or pin journal. An example of the node sets for a crank pin journal with a
cross-drilling oil hole is shown in Figure B-198. In this example, if the main bearing
numbers ascend with x then the rear and front fillets sets are shown as blue and violet
respectively and the rear and front facing lands sets are shown as yellow and grey
respectively. The leading and trailing oil hole breakout sets are shown in view 2 as
green and grey respectively, whilst the journal set is shown in red. Only those sets of
interest need to be defined.

Figure B-198 Journal Node Set Definitions for Crankshaft Stressing

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The main bearing fillets at the ends of the crankshaft which are not adjacent to the
crankshaft web can also be stressed. The naming convention as described above
applies, such that for an in-line 4 cylinder engine with 5 main bearings the sets would by
default be called FRONT_MAIN_FILLET_01 and REAR_MAIN_FILLET_05. Although
there may be more than one fillet at the cranknose, only one fillet can be stressed
currently.

If the model is a subset of the crankshaft then the model must include at least two main
bearings and must extend from the flywheel end of the crankshaft and include the
flywheel flange. For example a rear bay model of the model shown in Figure B-195 is
shown in Figure B-199. The front most main bearing should extend as far as the front
facing land.

Figure B-199 An Example Rear Bay Finite Element Model for Crankshaft Stress
Analysis

6.1.2.3 Application of the Quasi-Static Unit Loads
ENGDYN applies unit loads at each main and pin journal bearing, together with a unit
torsional load applied at the nose of the crankshaft. If centrifugal loads are to be
included in the analysis then a centrifugal load is also applied. If loads due to vibratory
bending are to be included a unit axial load is applied at the nose of the crankshaft.

The bearing loads are applied to the sets as defined in 6.1.2.2 as distributed loads using
nodal forces that give a pressure distribution that varies parabolically along the journal
and around its circumference with an extent of 180
o
. View 1 of Figure B-200 shows the
pressure distribution due to a force load in the -Y direction, whilst view 2 shows a
moment load in the |Y direction. The latter is applied using loading in Z applied in
opposite directions on each half of the bearing to give a couple. Viewing the nodal
forces as opposed to the face pressures will not necessary give a smooth distribution as
indicated in the figure since the nodal forces are dependant on element size and whether
the elements are linear or parabolic.
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Figure B-200 Journal Bearing Unit Loads

Unit force loads and moment loads are applied in each of 4 orthogonal directions (+Y -Y
+Z and -Z) in the ENGDYN co-ordinate system at each of the main and pin journal
bearings.

A unit torsional load is applied using nodal force loads applied at two nodes on the shell
elements at the nose of the crankshaft. This is shown in Figure B-201 for the example

Figure B-201 Torsional Load
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A body load equivalent to a constant angular velocity about the crankshaft axis is applied
if centrifugal loads are to be applied in the analysis.

A unit axial load is applied if vibratory bending loads are to be included in the analysis.
This load is applied using face pressures to the faces of the solid elements that have the
layer of shell elements.

For all other sets where additional external loads have been applied during the ENGDYN
solution unit force and moment loads are applied in each of 4 orthogonal directions (+Y -
Y +Z and -Z)

For a conventional four-cylinder in-line engine in which durability of the crankshaft is to
be assessed using dynamic loading 75 unit loadcases would be applied to the complete
model of the crankshaft. These would include 36 unit force loadcases, 36 unit moment
loadcases, 1 unit torsional loadcase, 1 centrifugal loadcase and 1 axial loadcase.

ENGDYN writes an analysis data file that contains the geometry and restraints described
in 6.1.2.2.1 together with the loading as defined above for solution in an appropriate user
defined finite-element package. The loading is also written to a FEARCE command file
with an .FRC suffix which is used to write the loading to the Ricardo Standard Finite
Element File (SFE) and to export the data to the appropriate format. Part of an example
.FRC written by ENGDYN in which a MSC/NASTRAN data file is exported is shown in
Figure B-202. The figure shows the commands to apply a unit force bearing load of
1000 N.m in the +Y direction, the unit torsional and axial loads and the unit centrifugal
load corresponding to an angular velocity of 1000 rev/min. In addition the commands
required to restrain the model and to export the data to MSC/Nastran are also shown.

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; Written by ENGDYN Version 2.1.2 Run on 12-Feb-2000 at 12:20:15

OPEN FILE='EXAMPLE' STATUS=OLD

EDIT DELETE =Force Loads \
Body Loads \
Face Pressure Loads

BEARING SET = MAIN_BEARING_01 \
LOADCASE = 1 \
NAME = MBUL01#STEP01# \
DESCRIPTION = 'Force Load +Y Main bearing 01' \
CENTRE = -0.172050E+00, 0.000000E+00, 0.000000E+00 \
AXIS_VECTOR = 0.100000E+01, 0.000000E+00, 0.000000E+00 \
WIDTH = 0.225000E-01 \
FORCE = 0.000000E+00, 0.100000E+04, 0.000000E+00 \
TORQUE = 0.000000E+00, 0.000000E+00, 0.000000E+00 \
ANGLE = 0.180000E+03 \
TYPE = JOURNAL
.
.
.

FORCE LOADCASE = 57 \
NAME = TORQUE \
DESCRIPTION = 'Unit torque load' \
COORDINATE = -0.258744E+00, 0.140003E-01, -0.236511E-06 \
FORCE = 0.000000E+00, -0.973213E-02, 0.357143E+05 \

FORCE LOADCASE = 57 \
NAME = TORQUE \
DESCRIPTION = 'Unit torque load' \
COORDINATE = -0.258744E+00, -0.139997E-01, -0.244141E-06 \
FORCE = 0.000000E+00, 0.973213E-02, -0.357143E+05 \

SET SET = SHELLS TYPE = FACE SHAPE = SQUARE,TRIANGULAR

SET SET = FRONT TYPE = NODE SHAPE = SQUARE,TRIANGULAR

SET SET = FRONT TYPE = FACE CONVERT = NODE

SET SET = FRONT TYPE = FACE SUBTRACT = FRONT,SHELLS

PRESSURE SET = FRONT \
LOADCASE = 58 \
NAME = ALOAD \
DESCRIPTION = 'Axial Load' \
FORCE = 0.100000E+04

BODY LOADCASE = 60 \
NAME = CLOAD \
DESCRIPTION = 'Centrifugal Load @ 1000 rev/min' \
CENTRE = -0.172050E+00, 0.000000E+00, 0.000000E+00, \
0.000000E+00, 0.000000E+00, 0.000000E+00 \
OMEGA = 0.104720E+03, 0.000000E+00, 0.000000E+00, \
0.000000E+00, 0.000000E+00, 0.000000E+00 \
ACCELERATION = 0.000000E+00, 0.000000E+00, 0.000000E+00

RESTRAINT SET = RESTRAINT DIRECTION = X,Y,Z

SET SET = EXTERNAL TYPE = ELEMENT

SAVE

EXPORT TO = 'MSC/NASTRAN' \
ANALYSIS = STRESS \
UNIT = SI \
NAME = 'EXAMPLE'

Figure B-202 An Example .FPR File for Applying Unit Loading

Before any new loads are defined an EDIT command is defined that deletes any loads
that may already exist in the SFE. If any temperature loads exist in the SFE then the unit
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load case numbers are forced to start at n+1 where n is the maximum temperature load
case number.

A SET command is also defined that generates an element set that contains all the solid
elements that have a node on the surface. If MSC/Nastran is used to solve for
displacement and stress then the stresses will be calculated for this set only.

6.1.2.4 Requirements if the Power Take-Off is at some location along the
Crankshaft

Typically the power take off (PTO) is at the rear of crankshaft as shown Figure B-195.
Alternatively if the PTO is at some other point along the crankshaft, typically via a gear
drive, a layer of low-stiffness elements need to be attached at that location and the node
set RESTRAINT defined so as to restrain the model. The axial location of this set needs
to correspond to the node in the reduced crankshaft model where the mean torque is
applied. In this case, unit axial and torsional loads are applied at both ends of the
crankshaft and as such it is necessary to have an additional layer of shell elements
overlaid at both the front and back of the crankshaft.

There are occasions, typically due to the application of an external axial load at the PTO,
when it is necessary to have the axial restraint at a different location to the torsional
restraint. In this case 2 node sets are required, one called axialRestraint and the other
torqueRestraint. The model is restrained in X at axialRestraint, and in Y and Z at
torqueRestraint. Low stiffness elements are used in the same way as before at each
restrained location. If the node set torqueRestraint is defined at some location along the
crankshaft then unit torsional loads are applied at both ends of the crankshaft. Likewise,
if the node set axialRestraint is defined at some location along the crankshaft then unit
axial loads are also applied at both ends of the crankshaft.

6.1.2.5 Calculating Stresses and Fatigue Safety Factors
Once operating loads have been calculated as described in Chapter 5 and a finite-
element solution has been performed to calculate the displacements and stresses due to
the unit loading as described in 6.1.2.3 the stresses at a user-specified crank angle
interval are calculated by factoring and combining the unit loads throughout the engine
cycle. Fatigue safety factors are then calculated from the resultant stress history. . The
displacement results are deleted before the loadcases are combined. This reduces the
size of the subsequent file and increases the speed of the post-processing.

The stresses due to quasi-static loading due to bending and torque are calculated
separately as are the stresses due to vibratory loading such that a number of combined
loadcases are created at each crank angle. At each crank angle every location along the
crankshaft is factored differently according to the notch sensitivity and the vibratory load
at that location. Bending and torsion stress correction factors arising from notch
sensitivity (as described in Appendix 4) are applied as appropriate depending on whether
the load is due to bending or torsion.

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The fatigue safety factors are calculated at each location along the crankshaft using the
material strengths appropriate to that location. Safety factors are calculated for both
quasi-static loading only and quasi-static and vibratory loading combined.

The loadcase factors and combinations are written by ENGDYN to a FEARCE command
file with an .FRC suffix. This is used by ENGDYN to calculate the combined stresses
and fatigue safety factors, which are written to the Ricardo Standard Finite Element File
(SFE) and which then can be exported to an appropriate finite-element package for
viewing.

The VARIABLE and COMBINE commands are used to combine and factor stresses.
Table B-16 lists the load case prefixes that are used to combine and factor the stresses.
If any temperature loads are included in the SFE then these loads are included in the
load case QSB. Load cases with the prefixes QSB and QST are deleted from the SFE
file in order to minimise the size of the file.

Load Case Prefix Description
QSB Quasi-static bending
QST Quasi-static torque
QSL Quasi-static loading
MXTV Maximum torsional vibration throughout engine cycle.
This value is calculated once and does not vary with crank
angle.
MNTV Minimum torsional vibration throughout engine cycle.
angle.
TVIB Torsional vibration
MXBV Maximum bending vibration throughout engine cycle.
angle.
MNBV Minimum bending vibration throughout engine cycle.
This value is calculated once and does not vary with crank angle
BVIB Bending Vibration
QMXT Quasi-static loading + maximum torsional vibration
QMNT Quasi-static loading + minimum torsional vibration
QMXV Quasi-static loading + maximum vibration
QMNV Quasi-static loading + minimum vibration
QSLT Quasi-static loading + torsional vibration
QSLV Quasi-static loading + torsional and bending vibration
Table B-16 Naming of Combined Stress Loadcases

Part of an example .FRC written by ENGDYN in which stresses and fatigue safety
factors are calculated for a dynamic solution for a crankpin oil hole and fillet is described
as follows. The combinations at 0.0 degree CA for this example in which some of the
prefixes of Table B-16 are used are as follows:

;ENGDYN Loadcase 59 @ 4700.0 rev/min FL (Indeterminate solution)
; Vibratory moments and forces calculated from loadcases 18 (dynamic) and 59(static)
; Combinations for crank angle = 0.00 deg

VARIABLE NAME = BEARINGLOADFACTOR \
SAVE = YES \
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VALUE = 0.22090E+02, 0.19800E+02, 0.15990E+00, 0.36584E-02, \
0.47364E-01, 0.32647E+02, 0.29263E+00, 0.13397E-02, \
0.34435E-01, 0.70548E+01, 0.11375E+00, 0.62735E-03, \
0.23893E-01, 0.42450E-01, 0.48106E-01, 0.19381E-04, \
0.40781E-04, 0.65983E+01, 0.29125E-01, 0.13559E-02, \
0.14414E-01, 0.44551E+02, 0.00000E+00, 0.10792E+02, \
0.44125E-06, 0.94911E+01, 0.99380E-07, 0.11974E+02, \
0.19881E-05

VARIABLE NAME = FACTOR_SET001 VALUE = $BEARINGLOADFACTOR, 0.10368E-06 SAVE = YES
VARIABLE NAME = FACTOR_SET002 VALUE = $BEARINGLOADFACTOR, 0.10368E-06 SAVE = YES

COMBINE NAME = QSB59#CA0001#0.00 \
DESCRIPTION = ' 4700 rev/min FL Q-S Bending Only - Indet Soln' \
OLDLOADCASE = 59 1 3 5 8 9 12 13 15 17 \
19 22 23 26 27 29 31 34 36 38 \
40 42 43 46 47 50 51 53 56 57 \
SET = FRONT_PIN_FILLET_01 LEAD_PIN_OILHOLE_01 \
FACTOR = $FACTOR_SET001 $FACTOR_SET002 \
NOTCH = $BENDSCF_SET001 $BENDSCF_SET002

VARIABLE NAME = FACTOR_SET001 VALUE = -0.10368E-06 SAVE = YES
VARIABLE NAME = FACTOR_SET002 VALUE = -0.10368E-06 SAVE = YES

COMBINE NAME = QST59#CA0001#0.00 \
DESCRIPTION = ' 4700 rev/min FL Q-S Torque Only - Indet Soln' \
OLDLOADCASE = 57 \
FACTOR = $FACTOR_SET001 $FACTOR_SET002 \
NOTCH = $TORSSCF_SET001 $TORSSCF_SET002

COMBINE NAME = QSL59#CA0001#0.00 \
DESCRIPTION = ' 4700 rev/min FL Q-S Loading Only - Indet Soln' \
OLDLOADCASE = QSB59#CA0001#0.00 QST59#CA0001#0.00 \
SET = STRESSED \
FACTOR = 0.1000E+01 0.1000E+01 \
NOTCH = 0.1000E+01

VARIABLE NAME = TVIB_SET001 VALUE = -0.17605E+00 SAVE = YES
VARIABLE NAME = TVIB_SET002 VALUE = -0.17605E+00 SAVE = YES

VARIABLE NAME = BVIB_SET001 VALUE = -0.12131E+01, -0.12315E+01, 0.20454E+01, -0.41258E+00,
-0.29455E+00 SAVE = YES
VARIABLE NAME = BVIB_SET002 VALUE = -0.12131E+01, -0.12315E+01, 0.20454E+01, -0.41258E+00,
-0.29455E+00 SAVE = YES

COMBINE NAME = TVIB59#CA0001#0.00 \
DESCRIPTION = ' 4700 rev/min FL TV Only - Indet Soln' \
OLDLOADCASE = 57 \
FACTOR = $TVIB_SET001 $TVIB_SET002 \
NOTCH = $TORSSCF_SET001 $TORSSCF_SET002

COMBINE NAME = BVIB59#CA0001#0.00 \
DESCRIPTION = ' 4700 rev/min FL BV Only - Indet Soln' \
OLDLOADCASE = 58 33 35 37 39 \
FACTOR = $BVIB_SET001 $BVIB_SET002 \
NOTCH = $BENDSCF_SET001 $BENDSCF_SET002

COMBINE NAME = QSLT59#CA0001#0.00 \
DESCRIPTION = ' 4700 rev/min FL Q-S Load + TV - Indet Soln' \
OLDLOADCASE = QSL59#CA0001#0.00 TVIB59#CA0001#0.00 \
SET = STRESSED \
FACTOR = 0.1000E+01 0.1000E+01 \
NOTCH = 0.1000E+01

COMBINE NAME = QSLV59#CA0001#0.00 \
DESCRIPTION = ' 4700 rev/min FL Q-S Load + Vib - Indet Soln' \
OLDLOADCASE = QSL59#CA0001#0.00 TVIB59#CA0001#0.00 \
BVIB59#CA0001#0.00 \
SET = STRESSED \
FACTOR = 0.1000E+01 0.1000E+01 0.1000E+01 \
NOTCH = 0.1000E+01

The SAFETY commands are used to perform the fatigue safety factor calculations.
Table B-17 lists the loadcase prefixes that are used for the calculation of fatigue safety
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factors. Table B-18 lists the loadcases that are used for a number of different loadcase
options that are available within ENGDYN.

Loadcase Prefix Description
QS Quasi-static loading
QST Quasi-static loading and torsional vibration
QSV Quasi-static loading and bending and torsional vibration
Table B-17 Naming of Fatigue Safety Factor Loadcases

Loadcase Combination
Option
Combined Loadcases
Used
Fatigue Loadcases
Used
1 Quasi-static loading only QSB, QST, QSL QS
2 Quasi-static loading and
Max/Min Torsional
Vibration
QSB, QST, QSL, MXTV,
MNTV, QMXT, QMNT
QS,QST
Varying Torsional
Vibration
QSB, QST, QSL, TVIB,
QSLT
QS,QST
Max/Min Bending and
Torsional Vibration
QSB, QST, QSL, MXTV,
MNTV, MXBV, MNBV,
QMXV, QMNV
QS,QST,QSV
Varying Bending and
Torsional Vibration
QSB, QST, QSL, TVIB,
BVIB, QSLT,QSLV
QS,QST,QSV
Table B-18 Use of Combined and Fatigue Loadcases

For the above example the following SAFETY commands are used.

SAFETY NAME = QS59 \
DESCRIPTION = ' 4700 rev/min FL Q-S Loading - Indet Soln' \
TYPE = 'Alternative Goodman' \
LOADCASES = 'QSL59*' \
MATERIAL = 'IRON_PIN_FILLET_D45.0mm' \
'IRON_PIN_OILHOLE_D45.0mm'

SAFETY NAME = QST59 \
DESCRIPTION = ' 4700 rev/min FL Q-S Loading + TV - Indet Soln' \
LOADCASES = 'QSLT59*' \

SAFETY NAME = QSV59 \
DESCRIPTION = ' 4700 rev/min FL Q-S Loading + Vib - Indet Soln' \
LOADCASES = 'QSLV59*' \

In all cases either quasi-static determinate and indeterminate solutions are required.
These are used to calculate stresses due to quasi-static loading only with the option of
including torsional vibration only or bending, axial and torsional vibration.

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434
Torsional vibration is included either by calculating the torsional vibration within
ENGDYN or by using the Ricardo programs VALDYN or TVFORCED. The torsional
vibration may be combined either by assuming the torsional behaviour is in phase with
the quasi-static loading (Option 3 of Table B-18), that is the mean torque and torque
amplitude vary at each crank angle, or by calculating a maximum and minimum torque
and applying that at every crank angle (Option 2 of Table B-18). In order to account for
the uncertainty concerning the phasing of the vibratory torque with respect to the quasi-
static loads the latter method (Option 2) is used.

Bending and torsional vibration is included by performing a dynamic solution equivalent
to the quasi-static indeterminate solution. This is best achieved by using the Save Static
Results option on the Evaluate Solution Panel when the dynamic solution is performed.
The vibration may be combined either by assuming the vibratory behaviour is in phase
with the quasi-static loading (Option 5 of Table B-18), that is the mean vibrations and
vibration amplitudes vary at each crank angle, or by calculating maximum and minimum
vibration values and applying that at every crank angle (Option 4 of Table B-18). Since a
dynamic solution removes the uncertainty concerning the phasing between the torsional
and bending behaviour it is preferable to use the former method (Option 5).

6.2 Using the Graphical User Interface
The Crankshaft Stress Analysis Panel shown in Figure B-203 is displayed when the
Crank Analysis button is selected from the Main Panel.

Figure B-203 Crankshaft Stress Analysis Panel

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435
Method is used to specify the stress analysis method. If FE Quasi-Static is selected then
two Output options are available. Quasi-Static Unit Loads is selected to apply unit loads
to the finite element model of the crankshaft as described in 6.1.2.3, before proceeding
to Stress and Fatigue Safety Factors which is selected once the displacements and
stresses due to the unit loads have been calculated using a suitable finite-element
solver. The Select Model button is used to specify the finite element model of the
crankshaft, which must be selected before the crankshaft geometry can be edited as
described below in 6.2.2. The Define Material button can be selected at any time to
define the crankshaft material properties once a model has been selected. The
remaining buttons (below Define Material) on the right of the panel are used to define
various parameters and to execute the analysis. If Quasi-Static Units Loads is selected
it is only necessary to select a model using Select Model and to define and generate the
output using Define Output and Generate Output to apply the units loads to the model.

If the finite element method is being used the crankshaft model can be displayed in the
display area of the Main Panel by selecting the Model toggle. This will display the edges
of the model. The Sets toggle will display the mesh of the node set corresponding to
each selected entity when editing the crankshaft geometry. The Labels toggle will
display the node numbers for each node set.

6.2.1 Crankshaft Finite Element Model

The stress quality finite element model of the crankshaft is selected using the Select
Model button on the Crankshaft Stress Analysis Panel shown in Figure B-203, which
displays the Crankshaft Model Panel shown in Figure B-204. This figure shows the File
tab selected.

Figure B-204 Crankshaft Model Panel

InputName
This is used to specify the name of the file containing the stress quality finite-element
model of the crankshaft. If a finite element model of the crankshaft was used during
model generation as described in 3.3.1 then this file name will initially default to that
model.

Specify SFE file name when translated from another FE package.
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Origin
This is used to specify from which finite-element package the crankshaft model is being
translated. The options are RICARDO-SFE, MSC/NASTRAN and IDEAS. The model
will be translated from the native finite-element package to a Ricardo Standard File
(SDF) format known as the Standard Finite Element File (SFE) from which ENGDYN
reads and writes data for analysis. Table B-6 summarises the formats from which the
crankshaft model can be read

Units
This is used to specify the units of the finite element model of the crankshaft. The
options are SI, MM, METRIC, FT and INCH. Table B-7 summarises the units of length,
force, density and mass for each of the options. If the File Origin is specified as IDEAS
or RICARDO-SFE this option is not required. The unit system is always assumed to be
defined in the IDEAS Universal file and the SFE file is always assumed to be in the SI
unit system.

Figure B-205 Crankshaft Model Panel

Figure B-205 shows the Crankshaft Model Panel with the Transformation tab selected. It
is used to define any necessary transformation from the co-ordinate system used by the
FE model of the crankshaft to that used by ENGDYN. If a finite element model of the
crankshaft was used during model generation, as described in 3.3.1, then the fields of
this tab will default to those values defined using the Model Definitions Panel shown in
Figure B-25. All vectors are in the ENGDYN global axes. The Mirror vector specifies a
normal vector to the mirror, the plane of which passes through the origin at the ENGDYN
co-ordinate system. If zero is entered for the X, Y or Z values of a transformation, then
that transformation will not occur. The transformation matrix is built up in the following
order; mirror, rotation about Z, then Y and finally about X and then the translation. The
FE model must be orthogonal to the ENGDYN co-ordinate system.

6.2.2 Crankshaft Geometry Definition

The area on the left of the Crankshaft Stress Analysis Panel shown in Figure B-203 and
Figure B-206 lists the individual components of the crankshaft that can be edited. In this
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case, the Crankshaft Web is shown highlighted. Other components from the list can be
highlighted using the mouse. If the Classical method is used Pin Journals and Main
Journals will not be displayed in the list. The components may be edited in any order
with the exception of Pin Journal Fillets and Main Journal Fillets for which the crankshaft
web adjacent to the fillet must be defined before editing the fillet data. By clicking on the
Select All button, all components of that type will be selected, and will be shown in red in
the main drawing area. Alternatively, individual components may be either selected, or
de-selected using the mouse on the relevant component shown in the main drawing, as
shown in Figure B-206. De-selected components will be shown in green. All selected
components may be de-selected by clicking the Deselect All button.

Figure B-206 Editing Geometry for Crankshaft Stress Analysis

If the data are non-uniform for a particular entity then it is recommended that the user
start by selecting all to define the dominant dimensions before selecting components
individually with the mouse to make any required changes.

by clicking on the Edit Selected button. This will open up the relevant panel. In each
panel a drawing area will display a drawing of the current component, defining the model
parameters.

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It is not necessary to define all the crankshaft geometry. If, for example, only pin journal
oilholes are of interest then it is only necessary to select and edit Pin Journal Oilholes
using the Pin Journal Oilholes Panel shown in Figure B-210. Conversely, if all the
geometry is defined, and the finite element method is used the user has the option of
subsequently selecting the node sets to be stressed when using the Crankshaft FE
Stress Analysis Panel as described below.

If stresses and fatigue safety factors are required using the Classical Method at the pin
and main journal fillets on the crankshaft web overlap section as shown below in Figure
B-208, then the geometry of the fillets and lands of the crankshaft web must be defined
as well as the geometry of the web itself.
6.2.2.1 Crankshaft Webs
The Crankshaft Web Panel is shown in
Figure B-207 and is used to define the geometry for calculating the adjacent journal fillet
stress concentration factor (SCF) values and the bending modulus for each of the
selected crankshaft webs.

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Figure B-207 Crankshaft Web Panel

The Full Thickness is the thickness between the facing lands of the web and has
previously been derived from geometry defined using the Engine Configuration Panel as
shown in Figure B-18 and so its value is displayed, and may not be edited.

Reduced Thickness
This defines the thickness of the web at the extremity of the web overlap section
between the journal centres. This parameter is only used for the calculation of the
bending modulus of the overlap section as required for the classical method.

Minimum Width
This is used to specify the minimum width
min
B of the web between the journal centres
as shown in the figure.

Maximum Width
This is used to specify the maximum width,
max
B of the web between the journal centres
as shown in the figure.

Equivalent Width
This defines the equivalent width, B of the crankshaft web and is calculated from the
maximum and minimum widths as defined by
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|
|
.
|
\
|
+ =
3
max
3
min
3
1 1
2
1 1
B B B

This value is displayed and may not be edited.

Offset
This is used to specify the offset of the reduced web section at the extremity of the web
overlap section and is only used in the rigorous calculation of the bending modulus of the
overlap section as required for the classical method and as defined on the Crankshaft
Classical Stress Analysis Panel.

If the Classical Method is used and the geometry of the fillets and facing lands for a
given web are defined as well as the geometry of the web itself the section modulus of
the overlap section as defined in Figure B-208 is calculated and stresses and fatigue
safety factors are calculated at the pin and main journal fillets. This figure shows a
section in which the Offset is zero.

Figure B-208 Definition of Flexural Modulus at Web Overlap Section

If there is no journal overlap for a given web, where the overlap accounts for the
undercut into each journal, the modulus is calculated assuming a rectangular section
using the values of Reduced Thickness and Equivalent Width.

6.2.2.2 Pin Journal Fillets

The Pin Journal Fillets Panel is shown in Figure B-209 and is used to edit the geometry
and calculate the Stress Concentration Factor (SCF) values for the selected pin journal
fillets.

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Figure B-209 Pin Journal Fillets Panel

Radius
This is used to specify the radius of the fillet.

Web Undercut
This is used to specify the undercut of the fillet into the adjacent web.

Journal Undercut
This is used to specify the undercut of the fillet into the journal.

The option menu Calculation is used to select the method for calculating the SCF values
which are displayed in the table at the bottom of the panel for each selected pin journal
fillet together with the journal diameter and the geometry of the adjacent web. The
options are Lowell et al, User or a user-defined method. The default method Lowell et al
and the procedure for defining a user-defined method using environment variables is
described in Appendix 4. If User is selected the columns Kb and Kt are editable and the
SCF values are entered directly.

The column Setname, which is only displayed if the finite-element method is used,
shows the node set name for each selected pin fillet as defined in 6.1.2.2.2. These set
names may be edited, otherwise the default names as shown in Figure B-209 are used.
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The location of each node set is checked against the expected location as defined by the
supplied geometry when either the OK or Apply buttons are selected. The mesh of each
node set can be viewed by selecting the Sets toggle on the Crankshaft Stress Analysis
Panel.

The graphs of Kb and Kt versus the variable selected using the Variable option menu are
displayed for the current pin journal fillet selected from the table. If no fillet is selected
then the first fillet displayed in the table is plotted. The Variable options are Radius, Web
Undercut or Journal Undercut. A tracer and an associated Fillet SCF Panel can be
displayed and hidden by positioning the mouse on the graph and using the right mouse
to display a pop-up menu, which has Show Tracer and Hide Tracer options.

6.2.2.3 Main Journal Fillets
The geometry and calculation of the Stress Concentration Factor (SCF) values for the
main journal fillets are defined using the Main Journal Fillet Panel similar to the Pin
Journal Fillets Panel shown in Figure B-209.

6.2.2.4 Pin Journal Oilholes

The Pin Journal Oilholes Panel is shown in Figure B-210 and is used to edit the
geometry and calculate the Stress Concentration Factor (SCF) values for the selected
pin journal oil holes.

Type
This is used to specify whether the oil hole type is Single (Leading), Single (Trailing),
Twin, Cross or None. Changing this option will change the drawing displayed on the
panel and the items that may be edited.

Diameter, d
This defines the diameter of each of each oil hole breakout. This diameter should
include the chamfer of the hole.

Height, h
This defines the perpendicular distance of the oil hole breakout from the journal centre
as shown in Figure B-210

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Figure B-210 Pin Journal Oilholes Panel

The inclination angle of the oil hole from the normal to the journal is calculated by
defining the vector of the oil hole with respect to the global axes at the oil hole breakout.
This vector is defined using X, Y and Z. The calculated inclination is displayed in the
table at the bottom of the panel and may not be edited.

The option menu Calculation is used to select the method for calculating the SCF values
which are displayed in the table at the bottom of the panel for each selected pin journal
oil hole together with the journal diameters. The options are Peterson et al, User or a
user-defined method. The default method Peterson et al and the procedure for defining
a user-defined method using environment variables is described in Appendix 4. If User
is selected the columns Kb and Kt are editable and the SCF values are entered directly.
shows the node set name for each selected pin oil hole as defined in 6.1.2.2.2. These
set names may be edited, otherwise the default names as shown in Figure B-210 are
used. The location of each node set is checked against the expected location as defined
by the supplied geometry when either the OK or Apply buttons are selected. The mesh
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of each node set can be viewed by selecting the Sets toggle on the Crankshaft Stress
Analysis Panel.

The graphs of Kb and Kt versus the variable selected using the Variable option menu are
displayed for the current pin journal oil hole selected from the table. If no oil hole is
selected then the first oil hole displayed in the table is plotted. The Variable options are
Diameter, d or Inclination Angle. A tracer and an associated Fillet SCF Panel can be
displayed and hidden by positioning the mouse on the graph and using the right mouse
to display a pop-up menu that has Show Tracer and Hide Tracer options.

6.2.2.5 Main Journal Oilholes
The geometry and calculation of the Stress Concentration Factor (SCF) values for the
main journal oil holes are defined using the Main Journal Oilholes Panel similar to the
Pin Journal Oilholes Panel shown in Figure B-210.

6.2.2.6 Pin Journal Lands
The Pin Journal Lands Panel is shown in Figure B-211 and is used to edit the geometry
and node set name corresponding to each selected pin journal facing land.

Figure B-211 Pin Journal Lands Panel
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Diameter
This defines the diameter of each facing land as shown in Figure B-211.

Thickness
This defines the thickness of each facing land as shown in Figure B-211.

shows the node set name for each selected pin journal land as defined in 6.1.2.2.2.
These set names may be edited, otherwise the default names as shown in Figure B-211
are used. The location of each node set is checked against the expected location as
defined by the supplied geometry when either the OK or Apply buttons are selected. The
mesh of each node set can be viewed by selecting the Sets toggle on the Crankshaft
Stress Analysis Panel.

6.2.2.7 Main Journal Lands
The geometry and node set names for the main journal lands are defined using the Main
Journal Lands Panel similar to the Pin Journal Lands Panel shown in Figure B-211.

6.2.2.8 Pin Journals

Figure B-212 Pin Journal Panel

The Pin Journal Panel is shown in Figure B-212 and is used to edit the node set name
corresponding to each selected pin journal as defined in 6.1.2.2.2. The location of each
node set is checked against the expected location as defined by the supplied geometry
when either the OK or Apply buttons are selected. The mesh of each node set can be
viewed by selecting the Sets toggle on the Crankshaft Stress Analysis Panel.

6.2.2.9 Main Journals
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The node set names for the main journals are defined using the Main Journals Panel
similar to the Pin Journal Panel shown in Figure B-212

6.2.3 Material Definition
The material properties of the crankshaft are defined by selecting Define Material on the
Crankshaft Stress Analysis Panel as shown in Figure B-203, which displays the
Crankshaft Material Properties Panel shown in Figure B-213.
6.2.3.1 Base Properties

Figure B-213 Crankshaft Material Properties Panel showing Base Properties

If a finite-element model of the crankshaft has been used during model generation to
define either the stiffness or mass properties of the ENGDYN model of the crankshaft
then the Material Name and values of Youngs Modulus (E), Poissons Ratio () and
Mass Density () for the crankshaft material will be displayed in the Base Properties tab
of the panel. In this case the name and values cannot be edited since they have been
used to define the ENGDYN crankshaft mass-elastic system. The Material Type will
default to Steel or SG-Iron as appropriate if iron or steel is in the name. Otherwise the
type will default to Steel. The Material Type effects the default definition of Size Factor
and the treatment of notch sensitivity as described in 6.2.4. If the finite-element method
is used to calculate stresses and fatigue safety factors then the material name and the
values of E, and of the crankshaft material of the stress quality finite element model
must be the same as those displayed on the panel. If a material with the correct name is
not found in the SFE file then a Material Properties Panel is displayed listing all those
materials in the file that have the correct values of E, and . The user is then able to
select the appropriate material. This material is then renamed in the SFE file.

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Conversely, if no finite element model has been used during model generation then the
values of E, and and the material name are either edited if the Classical Method is
used or selected from the stress quality finite element model using the Select button
adjacent to Material Name.

6.2.3.2 Base Strengths

Figure B-214 Crankshaft Material Strengths Panel showing Base Strengths

The base strengths oUTS, oty, ocy, ofsb, oh and tfs of the crankshaft material as cast or
forged are defined using Ultimate Tensile, Tensile Yield, Compressive Yield, Infinite-Life
Fatigue, Hydrostatic Fatigue and Torsional Fatigue in the Base Strengths tab as shown
in Figure B-214. Each of these base strength values should have a value greater than
0.0. The torsional fatigue strength tfs is only required when using either the Multi-Axial or
Dang Van fatigue safety factor calculation options selected using the Safety Factor
Calculation Panel as shown in Figure B-226. The hydrostatic fatigue strength oh is only
required when performing the Dang Van fatigue safety factor calculation. In the absence
of any suitable material property data the torsional and hydrostatic fatigue strengths can
be derived from the infinite-life tensile fatigue strength such that:
fs h
fsb fs
b
a
t o
o t
=
=

where for Steel crankshafts a and b are 0.58 and 2.5 respectively, and for SG-Iron
crankshafts a and b are 0.68 and 0.83.

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Strengths from a database can be selected using the Select button, which displays the
Materials Database Panel shown in Figure B-215. This panel displays the strengths for
all the materials in the database for the given material type as defined by Material Type.
Once a material is selected and OK is selected the values of E, and for the selected
material are checked against the values on the Materials Database Panel. If any of
these values are different a warning message is displayed.

Figure B-215 Materials Database Panel

6.2.3.3 Elevated Strengths

Figure B-216 Crankshaft Material Properties Panel showing Elevated Strengths

The base strengths will be modified due to size, surface finish and surface treatment
effects. These modified strengths, referred to as Elevated Strengths, are displayed in
the table at the bottom of the Crankshaft Material Properties Panel shown in Figure
B-216 for each fillet, oil hole, facing land and journal corresponding to each unique
journal diameter. In the absence of any measured strength values for the crankshaft the
elevated strengths may be calculated using the assumptions described in Appendix 3.
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The elevated values are calculated by setting the Strengths option menu to Calculated,
and are displayed in the table when the APPLY button is selected.

The surface treatments and corresponding factors for the fillets, oil holes, facing lands
and journals for both the pin and main journals are defined using the relevant options
available on the panel. The surface treatment options are None, Cold-Rolled, Rolled and
Hardened, Tufftrided, Induction Hardened and Nitrided. Cold-Rolled and Rolled and
Hardened only apply to the fillets, while Induction Hardened only applies to the fillets and
journals. If any one of these options is selected the default factor corresponding to that
surface treatment is displayed. This value can be subsequently edited if required.

The size factors are defined by selecting the Define button adjacent to Size Factor,
which displays the Size Factor Definition Panel shown in Figure B-217.

Figure B-217 Size Factor Definition Panel

The option menu Definition is used to define the characteristic of size factor against
diameter. The options are Default, User and Equation. If Default is selected the default
size factor equation for the given Material Type, as defined on the Crankshaft Material
Properties Panel, is used. The default equations for Steel and SG-Iron materials are
defined in Appendix 3. If User is selected values of diameter and size factor can be
added to the table on the left of the panel. Rows are added to and deleted from the table
using the right mouse button with the mouse positioned over the row. This displays a
pop-up menu with Insert Row and Delete Row options. If Equation is selected an
equation as a function of the diameter D is entered.

A tracer and an associated Size Factor Values Panel can be displayed and hidden by
positioning the mouse on the graph and using the right mouse to display a pop-up menu
that has Show Tracer and Hide Tracer options.

Conversely if the elevated strengths are known, the Strength option menu can be set to
User Defined and the elevated values can be entered as required in the table at the
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bottom of the Crankshaft Material Properties Panel. In this case, the Size Factor
column is no longer displayed.

If the finite element method is used the elevated and base strength material properties
are written to the .SFE file containing the crankshaft model, together with a .MAT file for
each material definition. These are written when either the OK or APPLY buttons are
selected. The name of the material and .MAT file are constructed from the crankshaft
material name as defined by Material Name, the location to which the material refers and
the diameter of the journal. In the case shown in Figure B-213 in which there are two
unique main journal diameters the following materials would be defined:

STEEL_PIN_FILLET_D53.0mm
STEEL_PIN_OILHOLE_D53.0mm
STEEL_PIN_LAND_D53.0mm
STEEL_PIN_JOURNAL_D53.0mm
STEEL_MAIN_FILLET_D65.0mm
STEEL_MAIN_OILHOLE_D65.0mm
STEEL_MAIN_LAND_D65.0mm
STEEL_MAIN_JOURNAL_D65.0mm
STEEL_MAIN_FILLET_D70.0mm
STEEL_MAIN_OILHOLE_D70.0mm
STEEL_MAIN_LAND_D70.0mm
STEEL_MAIN_JOURNAL_D70.0mm

6.2.4 Notch Sensitivity
The treatment of the notch sensitivity of the crankshaft material is described in detail in
Appendix 5. Once the material properties and geometry of at least one fillet or oil hole
have been defined, the Fatigue Notch Factor values (FNF) of the fillets and oil holes can
be calculated by selecting Notch Factors on the Crankshaft Material Properties Panel,
which displays the Fatigue Notch Factors Panel shown in Figure B-218.

Figure B-218 Fatigue Notch Factors Panel

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The option menu Characteristic is used to select the method for calculating the FNF
values which are displayed in the table on the right of the panel for each oil hole and fillet
for which geometry has been defined. The options are Modified Lowell, Equation or a
user-defined method. The default method Modified Lowell and the procedure for
defining a user-defined method using environment variables is described in Appendix 5.
If Equation is selected an equation as a function of the Stress Concentration Factor
values SCF is entered. For those materials that are 100% notch sensitive, such as very
high strength steels, this option can be used to define an equation in which the FNF
value is simply equal to the SCF value.

The columns Bending FE SCF and Torsion FE SCF, which are only displayed if the
finite-element method is used, display the FE stress correction factors for each oil hole
and fillet as defined by Stress Concentration Factor equation in Appendix 5.

The Variable option menu is used to select the variable that is plotted against Stress
Concentration Factor. The options are FNF or FE SCF. A tracer and an associated FNF
Values Panel can be displayed and hidden by positioning the mouse on the graph and
using the right mouse to display a pop-up menu that has Show Tracer and Hide Tracer
options.

6.2.5 Application of the Quasi-Static Unit Loads Using the Finite-Element Method

The quasi-static unit loads, as part of the finite-element method, are defined by selecting
the Define Output on the Crankshaft Stress Analysis Panel shown in Figure B-203, which
displays the Crankshaft FE Unit Loads Analysis Panel shown in Figure B-219. This
panel is used for defining the unit loads that are written. The application of the unit loads
is described in detail in 6.1.2.3.

Figure B-219 Crankshaft FE Unit Loads Analysis Panel

Solver
This is used to specify the FE solver that is used to calculate the unit load displacements
and stresses. The options are FeaRCE(VSS), MSC-NASTRAN, ABAQUS and IDEAS .

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Centrifugal Load
If this is selected a body load equivalent to a constant angular velocity about the
crankshaft axis is applied to the model. If this is not selected it will not be possible to
post-process load cases that include centrifugal loading.

Unit Moments
If this is selected unit moment bearing loads are apply to each main bearing. In addition
the unit axial load will also be applied at the nose of the crankshaft. If this is not selected
it will only be possible to post-process statically-determinate solution load cases.

It is recommended that both the Centrifugal Load and Unit Moments be selected so that
all load cases can be post-processed.

Output Name
is written.

Once the calculation parameters have been defined successfully the Generate Output
button is selected to perform the calculation. The Query Panel of Figure B-220 will be
displayed once the FEARCE .FRC command file is written.

Figure B-220 Query Panel

This gives the user the option, by answering Yes of calculating the unit load
displacements and stresses. If the user replies with No, no output is generated other
than the .FPR command file and the calculation is stopped.

6.2.6 Calculation of Stresses and Fatigue Safety Factors
The Define Output button on the Crankshaft Stress Analysis Panel is used to display a
panel for defining parameters for the calculation of stresses and fatigue safety factors. If
the Classical Method is used the Crankshaft Classical Stress Analysis Panel shown in
Figure B-221 is displayed. Conversely, if the finite-element method is used the
Crankshaft FE Stress Analysis Panel shown in Figure B-224 is displayed. These panels
can only be displayed once the Fatigue Notch Factor (FNF) values have been calculated
(for at least one fillet or oil hole) and the load cases for which stress and fatigue results
are required have been selected using the Select Loadcases Panel described in 5.2.
Once the calculation parameters have been defined the Generate Output button is
selected to perform the calculation.

6.2.6.1 Using the Classical Method
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The Crankshaft Classical Stress Analysis Panel shown in Figure B-221 is used to define
parameters for the calculation of stresses and fatigue safety factors using the Classical
method.

Figure B-221 Crankshaft Classical Stress Analysis Panel

Vibratory Load
This is used to specify whether vibratory loads are to be included in the calculation of
stresses and fatigue safety factors and if so how. If None is selected no vibration loads
are included and only stresses due to quasi-static bending are calculated. If dynamic
load cases have been selected using the Select Loadcases Panel then by implication
vibratory loads must be included and this option cannot be selected. Vibratory loads are
included either by selecting Max/Min or Varying. The combination of stresses due to
quasi-static loads and vibration loads is described in detail in 6.1.1.

Torsional Vibration
This is used to specify how the torsional vibration loading is derived. If quasi-static load
cases have been selected using the Select Loadcases Panel then the torsional vibration
loading can only currently be derived using the Ricardo programs VALDYN or
TVFORCED. Data from VALDYN may be extracted either from a linear frequency
domain model using the VALDYN (Freq) option or from a time domain model using the
VALDYN (Time) option. The data required from these programs to derive the torsional
vibration loading for this analysis is described in Appendix 6.. If dynamic load cases
have been selected then torsional vibration loading is included in the ENGDYN solution
so the option is set to Engdyn.

Torques
This is used to specify either the VALDYN sdf output file name or the TVFORCED input
data file name dependent on the setting of Torsional Vibration.

Safety Factor Algorithm
This is used to specify the algorithm for calculating the fatigue safety factors. The
Max/Min Stress method derives the minimum safety factor by calculating a safety factor
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from the maximum and minimum Signed Von Mises around the engine cycle. This
assumes that the maximum and minimum stresses give rise to the minimum safety
factor. On the other hand the Rigorous method derives the minimum safety factor by
calculating the safety factor corresponding to each combination of stress values around
the engine cycle.

Crank Web Modulus
This is used to specify how the bending modulus of the crank web overlap section, as
shown in Figure B-208, is calculated. The Simplified calculation (which is consistent with
previous Ricardo programs) assumes that the reduced web section at the extremity of
the web overlap section is symmetrical about the web centre. In this case the Offset
parameter defined on the Crankshaft Web Panel is ignored. This assumption is not
made if the Rigorous calculation is used. If there is no journal overlap for a given web,
where the overlap accounts for the undercut into each journal, the modulus is calculated
assuming a rectangular section regardless of whether this option is specified as
Simplified or Rigorous.

Mean Torque
This is used to specify whether the mean torque component of the vibratory torque is
derived from the indicated mean torque or a user-defined brake mean torque. If
Indicated is selected the indicated mean torque derived from the cylinder pressure
diagram used during the solution is used in the stress and fatigue calculation.
Conversely, if User is selected a torque characteristic is defined using the Mean Torque
Definition Panel shown in Figure B-222 which is displayed when the Define button
adjacent to the option menu is selected.

Figure B-222 Mean Torque Definition Panel

Initially the table will include the indicated mean torque at each speed derived from the
cylinder pressure map corresponding to the load type selected using the Select
Loadcases Panel. The speeds and torques are edited to enter a new torque
characteristic, which is then plotted against the indicated mean torque curve as shown in
the figure above. Rows are added and deleted using the right mouse button with the
mouse positioned over the row. This displays a pop-up menu with Insert Row and
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Delete Row options. A tracer and an associated Co-ordinates Panel can be displayed
and hidden by positioning the mouse on the graph and using the right mouse to display a
pop-up menu that has Show Tracer and Hide Tracer options.

Overload
This is used to specify whether the fatigue safety factors are calculated for Cyclic or
General overload as defined in Appendix 7.

Bending Moments
This is used to specify the method for calculating the bending moment at each fillet and
oil hole when deriving bending moments from loads calculated using a determinate
solution. For this solution method the bending moments are calculated such that each
crank unit or crank throw is considered in isolation, unaffected by the forces acting on the
rest of the shaft. Two options, Single Bay and Complete Crank, are available for
calculating the bending moments. Single bay assumes that in practice, the flexure of the
shaft throws load towards the inner edges of the main bearings such that the effective
points of support are assumed to be situated halfway between the bearing mid-length
and its edge. This is shown in Figure B-223. If centrifugal loads are included in any of
the selected load cases then the bearing reactions RL and RR will react these loads as
well as the load W due to the gas pressure and the inertia forces of the piston and
connecting rod.

Figure B-223 Effective Main Bearing Supports for Bending Moment Calculation

Complete Crank assumes that the loads are reacted at the main bearing centres. It is
recommended that Single Bay be used since this gives a more realistic approximation of
the bending moment at each fillet and oil hole. If Indeterminate or Dynamic load cases
are selected using the Select Loadcases Panel then this option menu is not relevant and
will be ghosted.

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Output Name
This is used to specify the name of the .EDSTRESS file. This file contains the stresses
corresponding to the maximum and minimum stress conditions at the lowest calculated
factor of safety for each location together with the material properties, SCF and FNF
values and section moduli.

6.2.6.2 Using the Finite-Element Method
The Crankshaft FE Stress Analysis Panel shown in Figure B-224 is used to define
parameters for the calculation of stresses and fatigue safety factors using the finite
element method.

Figure B-224 Crankshaft FE Stress Analysis Panel

Results To
This is used to specify the output format of the results. The options are RICARDO-SFE,
IDEAS and FEMVIEW. If RICARDO-SFE is selected then the results can be viewed
using the Ricardo program FEVIEWER. If IDEAS is selected a Universal file is written; if
FEMVIEW is selected the results are written directly to a FEMVIEW binary file.

Crank Angle Interval
This is used to specify the crank angle interval at which the operating stresses are
calculated. This value defaults to the interval at which results were stored during the
solution as defined by Print on the Evaluate Solution Panel. This default may be
prohibitive in terms of the time required to calculate the combined stresses and to
evaluate the fatigue safety factors, and also in terms of the disk usage. Intervals of 5 or
10 degrees CA are more typical.
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Crank Angle Offset
This is used to specify a crank angle offset and corresponds to the first angle at which
the operating stresses are calculated. This is useful, for example, for resolving the crank
angle at which the maximum gas cylinder pressure occurs through the engine cycle.

Node Sets
Stresses and fatigue safety factors can be calculated for all the node sets defined during
geometry definition, as described in 6.2.2, or for a subset of those sets using the Select
button which displays the Node Set Panel shown in Figure B-225. This panel is used to
select those node sets for which results are required.

Figure B-225 Node Set Panel

Export
When the solution is performed a file is created for each selected ENGDYN loadcase
and this file is called <output-name>_L0001.SFE where L0001 is the loadcase number.
On completion of the solution each file will contain an exported copy of the model and
the stress and safety factor results for that loadcase. The extent of the model that is
exported is defined by this option. If Sets is selected then each exported file will contain
a model that consists of the node sets for which results are required. If External is
selected then each exported file will contain the external surfaces of the model. If All is
selected then each exported file will contain a copy of the whole model.

Vibratory Load
This is used to specify whether vibratory loads are to be included in the calculation of
stresses and fatigue safety factors and if so how. If None is selected then no vibration
loads are included and only stresses and fatigue safety factors due to quasi-static
bending and torsion are calculated. Vibratory loads are included either by selecting
Max/Min or Varying. The contribution due to torsional and bending vibration is defined
using Torsional Vibration and Bending Vibration as described below. If bending vibration
is included it is recommended that this option be set to Varying. The combination of
stresses due to quasi-static loads and vibration loads is described in detail in 6.1.2.5

Torsional Vibration
This is used to specify how the torsional vibration loading is derived. If bending vibration
is included (as defined below) then the torsional vibration is derived from the dynamic
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load case and so the option is set to Engdyn. Otherwise, the torsional vibration loading
can be derived using either the Ricardo programs VALDYN or TVFORCED. Data from
VALDYN may be extracted either from a linear frequency domain model using the
VALDYN (Freq) or from a time domain model using the VALDYN (Time) option. The
data required from this program to derive the torsional vibration loading for this analysis
is described in Appendix 6.

Torques
This is used to specify either the VALDYN sdf output file name or the TVFORCED input
data file dependent on the setting of the Torsional Vibration menu.

Bending Vibration
This is used to specify whether the contribution due to bending and axial vibration is
included in the calculation of operating stresses. This option can only be selected if
Vibratory Load is set to Varying or Max/Min and if statically-indeterminate load cases
have been selected using the Select Loadcases Panel, and for each of these load cases
there is a corresponding dynamic load case. To ensure that there are matching pairs of
statically-indeterminate and dynamic load cases it is recommended that the Save Static
Results option be used on the Evaluate Solution Panel when the dynamic solution is
performed. This is described in more detail in 6.1.2.5.

Mean Torque
This is used to specify whether the mean torque component of the vibratory torque is
derived from the indicated mean torque or a user-defined brake mean torque. If
Indicated is selected the indicated mean torque derived from the cylinder pressure
diagram used during the solution is used in the stress and fatigue calculation.
Conversely, if User is selected a torque characteristic is defined using the Mean Torque
Definition Panel shown in Figure B-222 which is displayed when the Define button
adjacent to the option menu is selected. This panel is described above in 6.2.6.1.

Safety Calculation
The safety factor calculations to be performed are defined using the Select button, which
displays the Safety Factor Calculation Panel shown in Figure B-226.

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Figure B-226 Safety Factor Calculation Panel

Any number of safety factor calculation types can be selected, each of which are
described in detail in Appendix 7.

Output Name
This is used to specify the base name of files written during solution. The following files
will be written

<output-name>.FRC
<output-name>.EDSTRESS
together with
<output-name>_L001.FRC
<output-name>_L001.SFE
<output-name>_l001.jnl
for each loadcase.

The .EDSTRESS file contains the stresses corresponding to the maximum and minimum
stress conditions at the lowest calculated factors of safety for each location together with
the material properties and SCF and FNF values.

The file <output-name>_l001.jnl is a journal file that can be used to create a rotating
animation of the crankshaft using the Ricardo Program FEVIEWER.

Once the calculation parameters have been defined successfully the Solution button is
selected to perform the calculation. The quasi-static unit loads are read from the .SFE
file containing the crankshaft model and are displayed in the Crankshaft Unit Loads

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Figure B-227 Crankshaft Unit Loads Panel

This lists the load case number and force and moment vectors for the unit loads as
described in 6.1.2.3. The Query Panel of Figure B-228 is also displayed once the
FEARCE .FRC command files are written.


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This gives the user the option, by answering Yes of calculating the stresses and fatigue
safety factors. If the user replies with No, no output is generated and the calculation is
stopped.

6.2.7 Writing the Summary .EDSTRESS file

On completion of the solution using FEARCE the .EDSTRESS summary file is writtem.
The Write Summary button enables this file to be rewritten. The results are read from
the SFE for each loadcase and summary data is written to the file <output-
name>.EDSTRESS.

6.2.8 Plotting Results
Results are plotted by selecting Plot Results on the Crankshaft Stress Analysis Panel
shown in Figure B-203, which displays the Plot Results Panel shown in Figure B-229.

Figure B-229 Plot Results Panel

6.2.8.1 Selection
Four types of plot can be displayed; Stress History, Safety Factor Summary and a
Goodman diagram (style A or B). The selection of each plot type is controlled with the
Plot and Results lists. The minimum fatigue safety factor and corresponding stress is
plotted for each selected item corresponding to the safety calculation type selected from
the Safety Calculation list. If the Classical method is used only Goodman-Standard-
Cyclic and Goodman-Standard-General will ever be displayed in this list.

The Crankshaft Stress Analysis Panel is used a given component of the crankshaft, such
as pin journal fillets, for which plots are required. Items are then selected and de-
selected using the mouse and/or the Select All and Deselect All buttons in a similar
manner to that described in 6.2.2 when defining the crankshaft geometry.

Load cases are selected using the Select Loadcases Panel shown in Figure B-168
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Design Factor
This is used to specify the design safety factor displayed on the Goodman and safety
summary plots. If the Material Type is defined as Steel on the Crankshaft Material
Properties Panel then a default value of 1.5 is displayed, otherwise a value of 1.7 is used
as the default.

6.2.8.2 Viewing and Printing

Once the required plot has been selected as described in 6.2.8.1, the plots are
generated by clicking on the Apply button. They are displayed in a separate Graph
Panel as shown in
Figure B-183 and described in 5.5.2.

1
ASME, ICE-Vol.9, Book No.100295, 1989, Crankshaft Stress Analysis The Combination of
Finite Element and Classical Analysis Techniques, A.R.Heath and P.M.McNamara, Ricardo.
2
Published by the Author, 1975, The Crankshaft : Designing for Structural Strength and Fatigue
Resistance, C.M.Lowell.
3
Bulletin of the JSME, 1965, The Bending Stress Concentration Factor of Solid Crankshaft,
J.Arai.
4
Wiley-Interscience, 1974, Stress Concentration Factors, R.E.Peterson.
5
Experimental Stress Analysis, Vol.2, No.2, 1945, Structural Evolution of a Crankshaft,
S.Oldberg and C.Lipson, Chrysler Corporation.
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463
7 Cylinder Block Analysis
7.1 Overview
Operating loads calculated by ENGDYN can be applied to the cylinder block either in the
frequency domain to perform modal frequency response and acoustic analyses or in the
time domain to perform quasi-static analyses. The analyses may be performed on the
model used to derive the reduced cylinder block model as described in 2.5, 3.3.4 and 3.5
or can be performed on a different model, but which must be in the same co-ordinate
system as the reduced model. If a quasi-static analysis is being performed then the
model can consist of just a slice of the cylinder block.

The FEARCE suite of programs including FEPRE and FEPOS
1
are used to apply and
combine loads and to perform analyses. These programs are executed by ENGDYN
within the interface, but more experienced users may wish to execute these programs
outside the interface.

7.2 Frequency Response and Acoustic Analysis
7.2.1 General Description
A Fast Fourier Transform (FFT) can be performed on the operating loads calculated by
ENGDYN to derive frequency response loading that can either be exported to a finite-
element package such as NASTRAN or be used to perform frequency response and
acoustic analyses within ENGDYN.

A modal frequency response analysis method is used by ENGDYN to predict the
response of the cylinder block. This method, as described in Appendix 9, uses the mode
shapes of the cylinder block to minimise the size of the solution and uses modal damping
to uncouple the equations of motion; this makes the numerical solution more efficient.

The predicted response of the cylinder block calculated by ENGDYN can either be
exported as a boundary condition to an acoustic calculation program such as SYSNOISE
or alternatively an acoustic analysis can be performed in ENGDYN to calculate the
radiated noise from the surface vibrations using the Rayleigh equation. Although this
equation is applicable only to flat plates, in practice it is possible to obtain reasonable
results from surfaces that are generally flat such as the bare sides of a cylinder block.

Two solutions to the Rayleigh equation are implemented. The Rayleigh method is a
simplified method in which each node is treated as a piston in a baffle assuming that the
vibration is the same over the surface of the piston. This is normally acceptable for
models where the mesh density is sufficient to give a good representation of the mode
shapes and the wavelength is large compared to the element size. The Helmholtz
method solves the same Rayleigh equation but to a greater accuracy (and therefore
takes longer). The two methods are described in detail in Appendix 8.

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The procedure for deriving the frequency response loading and predicting the nodal
vibrations and radiated noise is described in Figure B-230

FE data or binary file containing
cylinder block model and modal
results if required e.g. NASTRAN
OUTPUT2 file
BLOCK
MODEL
.FPO file contains commands to
execute analyses.
.FRL file contains frequency
response loading
.FRL File .FPR File
surfaces of FE model, modal
results and frequency response
loading
FE
Data File
Acoustic
Analysis
VIBPLOT
FE Viewing
Package
.SFE file contains nodal
vibration and radiated noise
results as well as model and
modal results
SYSNOISE
Data File
Forced
Response
Analysis

Figure B-230 Frequency Response and Acoustic Analysis

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7.2.2.1 Geometry and Restraints
The finite-element model of the cylinder block must be in the same co-ordinate system
as the model used during model generation as described in 3.3.4 and have nodes that
are in the same position as the reduced cylinder block model. Typically this model will
be of the engine power train and will not necessarily be constrained such that the modal
behaviour is free-free. If the model is restrained then the engine mount stiffness should
be included using spring elements that are attached to ground on the vehicle side. This
ensures that the rigid-body frequencies and modes are correctly modelled.

7.2.2.2 Modal Characteristics
If a frequency response or acoustic analysis is to be performed the modal frequencies
and mode shapes of the cylinder block model are required. These can be calculated
using a finite-element solver such as MSC/NASTRAN.

7.2.2.3 Set Definition
No node sets are required to define the nodes at which the loads are applied. ENGDYN
determines the nodes of the model to be loaded by finding those that are coincident with
the nodes of the reduced cylinder block model. A single node set called
REDUCED_NODES is created which contains these nodes and is written to the .SFE file
containing the cylinder block model when the loading is written.

Nodal vibrations can be calculated for the complete cylinder block model, or for a subset
of selected node sets that are included in the model. A single node set called
VIBRATION is created which is the union of the selected sets

If an acoustic analysis is performed an elemental face set is required to define each
radiating surface. Since the Rayleigh integration is only applicable to flat plates the
selected face sets should define radiating surfaces that are generally flat, for example,
each side of the cylinder block. It is preferable wherever possible to define sets which
are the complete sides of the cylinder block rather than dividing each side up into
multiple sets. The nodes of each face set are included with any vibration node sets in a
set called VIBRATION.

The VIBRATION node set is written to the .SFE file containing the cylinder block model
when the calculation is performed.

7.2.3 Frequency Response Loading
The frequency response loading is written to a file with .FRL suffix. This file contains
loading in the frequency domain, the degrees of freedom at which the loads act and also
modal damping data if modes are present in the .SFE file containing the cylinder block
model. Each load case has the same number as the ENGDYN load case number and
has a FRL prefix. At the end of this file for each selected loadcase the total forces and
moments (with respect to the model origin) acting on the cylinder block model are
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tabulated in the frequency domain. Figure B-231 shows an example of the total
tabulated loads for a single loadcase at four frequencies.

Figure B-231 Example Tabulated Total Frequency Response Loading

Cylinder pressure data is also written to general variable arrays to the SFE file together
with the frequency response loading. These data are written to allow structural
attenuation to be calculated using the Ricardo Program VIBPLOT
2
. For example for a 4-
cylinder engine with loads at 2000 rev/min Full Load the following arrays will be written:

g:cylinder:pressure:sp_2000:ld_100:cyl_1
g:cylinder:crankangle:sp_2000:ld_100

7.2.4 Calculating Nodal Vibration and Radiated Noise
ENGDYN writes a FEARCE command file with an .FRC suffix that contains commands
to calculate nodal vibration and radiated noise and is executed using the interface. An
example file is shown in Figure B-232. This file creates the VIBRATION node set that
includes a node set called MOUNTS and the nodes of a face set called BLOCK_LEFT
that defines a radiating surface of the cylinder block. Node and face sets called
SUBSET are also created. The node set contains the nodes of the VIBRATION node set
together with the nodes at which the loads are applied. The face contains the external
faces of the model together with the faces of the VIBRATION set. The sets called
SUBSET are then exported to a second .SFE file called EXAMPLE_EXTERNAL.SFE
that will contain the modal data and results once the calculation has finished.

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; Written by ENGDYN Version 2.1.2 Run on 01-Jun-2000 at 10:47:31

OPEN FILE = 'EXAMPLE' STATUS = OLD

SET TYPE = NODE \
DELETE = BLOCK_LEFT

SET TYPE = NODE \
CONVERT = FACE \
SET = BLOCK_LEFT

SET DELETE = VIBRATION \
TYPE = NODE

SET TYPE = NODE \
SET = VIBRATION \
UNION = MOUNTS BLOCK_LEFT

SET DELETE = SUBSET \
TYPE = NODE

SET SET = SUBSET \
TYPE = NODE \
UNION = VIBRATION REDUCED_NODES

SET DELETE = EXTERNAL \
TYPE = FACE

SET SET = EXTERNAL

SET DELETE = SUBSET \
TYPE = FACE

SET SET = SUBSET \
TYPE = FACE \
UNION = VIBRATION EXTERNAL

EXPORT TO = SFE \
FACE_SET = SUBSET \
NODE_SET = SUBSET \
STATUS = FRESH \
NAME = 'EXAMPLE_EXTERNAL'

OPEN FILE = 'EXAMPLE_EXTERNAL' STATUS = OLD

SINUSOIDAL FILE = 'EXAMPLE.FRL'

SOLVE ANALYSIS = MODAL

; 2000 rev/min Full Load Dynamic Solution

VIBRATION SET = VIBRATION LOADCASES = 8 FRESH = YES

NOISE METHOD = RAYLEIGH \
LOAD = 8 \
SET = BLOCK_LEFT \
DENSITY = 1.290 \
SPEED_OF_SOUND = 344.000 \
FILE = 'EXAMPLE.L008'

; 3000 rev/min Full Load Dynamic Solution

VIBRATION SET = VIBRATION LOADCASES = 12 FRESH = YES

NOISE METHOD = RAYLEIGH \
LOAD = 12 \
SET = BLOCK_LEFT \
DENSITY = 1.290 \
SPEED_OF_SOUND = 344.000 \
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FILE = 'EXAMPLE.L012'

Figure B-232 An Example .FRC File for Frequency Response and Acoustic
Analysis

The SINUSOIDAL command reads the frequency response loading for two load cases at
2000 and 3000 rev/min contained in the .FRL file called EXAMPLE.FRL. The SOLVE
command calculates for each of these load cases the modal contribution factors as
described in Appendix 9. These factors are written to the .SFE file and to files called
EXAMPLE.L008.ALPHA and EXAMPLE.L012.ALPHA for each load case. Nodal
vibrations and radiated noise for the face called BLOCK_LEFT are then calculated for
each of the two load cases with the nodal vibrations for load case 8 deleted from the file.
Radiated sound power and radiation efficiency for the set BLOCK_LEFT are printed in
tabular form to files called EXAMPLE.L008.RES and EXAMPLE.L012.RES for each load
case. Sound intensities for the set BLOCK_LEFT are written to the .SFE file.

The vibration and noise results can then be plotted using the Ricardo program
VIBPLOT
2
, which reads the sinusoidal loading and vibration and sound intensity results
stored in the .SFE file.

7.3 Quasi-Static Analysis
7.3.1 General Description
Two methods are available for performing a quasi-static analysis of a cylinder block to
predict quasi-static displacements, stresses and fatigue safety factors using the finite-
element method. The first method is a unit-load approach in which unit loads are applied
to the model, displacements and stresses are calculated using an appropriate finite-
element package and the loads are factored and combined during post-processing. The
second method, referred to as the Direct Method, is to calculate the loads and to apply
these loads to the model so that there is a load case corresponding to each selected
crank angle. A solution is then performed on these load cases using an appropriate
finite-element package. The main advantage of this method over the Unit Load Method
is that the piston side loads are applied to the cylinder bore using a single distributed
load at each crank angle, whereas the latter combines unit loads applied at the
connecting rod small end reversal positions. However each method has advantages and
disadvantages and the chosen method depends on the objective of the analysis and the
configuration and operating conditions of the engine. For example, the Direct Method is
preferred when analysing a large single speed engine such as a V16 since the number
of unit loads will be greater than the number of load cases to analyse the engine cycle at
every 5 degrees CA.

7.3.2.1 Geometry and Constraints
The finite-element model can either be of the complete cylinder block including the
cylinder head or a subset of it and must be in the same co-ordinate system as the model
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469
used during model generation as described in 3.3.4. If the model consists of a slice of
the cylinder block then the model must include at least two main bearings. The cut-
planes of the slice can either be at the main bearing centres or cylinder centres. In this
case half the load is applied to the cylinder or main bearing at each cut-plane.

The model should be restrained using a 3-point constraint. If the model consists of a
slice then it is the responsibility of the user to apply appropriate constraints to the cut-
planes. These constraints can be applied using the program FEPRE1.

A number of elemental face sets are required to apply the loading. Sets are required for
each modelled main bearing, cylinder bore and cylinder head gas face using the names
MAIN_JOURNAL_BEARING, CYLINDER_BORE and HEAD_GAS_FACE respectively.
If axial loads are to be included in the analysis then sets are required for each bearing
surface of the thrust bearing using the names REAR_THRUST_BEARING and
FRONT_THRUST_BEARING where the definition of FRONT and REAR depends on the
numbering of the main bearings as defined during model generation. If a given face set
does not exist but a node set of the same name does the node set will be converted to
create the face set.

Each main bearing face set must extend over the area in which the journal oil film acts
such that the axial position and extent of the set should correspond to the bearing centre
and bearing shell length defined during model generation using the Engine Configuration
Panel and Main Bearing . Figure B-233, which shows a slice through a four-cylinder in-
line engine, shows the main bearing sets displayed in red.

Each cylinder bore set should include the complete axial extent of the cylinder bore as
shown in Figure B-233. The axial position and modelled bore diameter should
correspond to the cylinder centre and cylinder bore defined during model generation
using the Engine Configuration Panel. The axial extent of all the cylinder bore sets
should be the same. The figure shows the cylinder bore set in yellow with the cylinder
head gas face set shown in green. This set need not necessarily include the valves as
shown in the figure, since the pressure load is factored to apply the correct load to
account for the difference between the actual bore area and the modelled area.

If axial loads are to be included in the analysis then the sets defining each bearing
surface of the thrust bearing should have axial positions such that they are equidistant
from the centre of the appropriate main bearing. Figure B-233 shows the front thrust
bearing set in blue. The rear thrust bearing set is out of view.

The names of the sets must follow the same numbering convention as defined during
model generation as described in 3.2. For example, in the case of the four-cylinder in-
line engine the required sets would be as follows:

MAIN_JOURNAL_BEARING_01 HEAD_GAS_FACE_01 CYLINDER_BORE_01
MAIN_JOURNAL_BEARING_05

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If axial loads were to be included in the analysis then two additional sets would be
required as follows:

REAR_THRUST_BEARING_01 FRONT_THRUST_BEARING_01

Figure B-233 Loading Sets

7.3.3 Unit Load Method
In this method, as described by the flowchart of Figure B-234, unit loads are applied to
the model, displacements and stresses are calculated using an appropriate finite-
element package and the loads are factored and combined during post-processing.

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FE data or binary file
containing cylinder block
model and set definitions
e.g. IDEAS Universal File
BLOCK
MODEL
.FPR command file
defining unit loads
.SFE file contains model and
unit loads. On completion of
the FE solution the stresses and
displacements are appended
using the appropriate translator
FE
Data File
FE
SOLVER
.FPR File
.FPO File
.FPO command file defining
unit load factors, any stress
correction factors and fatigue
safety calculations
surfaces of FE model with
operating load stresses and
fatigue safety factors
FE Viewing
Package
Unit Load Calculations
Fatigue Safety Calculations
Translator

Figure B-234 Quasi-Static Cylinder Block Analysis Using the Unit Load Method

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7.3.3.1 Application of the Quasi-Static Unit Loads
ENGDYN applies unit loads at each main journal bearing, cylinder bore and cylinder
head gas face. If axial loads are to be included in the analysis then thrust bearing unit
loads are also applied.

The bearing loads are applied to the sets as defined in 7.3.2 as distributed loads using
nodal forces that give a pressure distribution that varies as a parabolic function along the
journal and around its circumference with an extent of 180
o
. View 1 of Figure B-235
shows the pressure distribution due to a force load in the -Y direction, whilst view 2
shows a moment load in the -|Y direction. The latter is applied using loading in Z
applied in opposite directions on each half of the bearing to give a couple. Viewing the
nodal forces as opposed to the face pressures will not necessarily give a smooth
distribution as indicated in the figure since the nodal forces are dependant on element
size and whether the elements are linear or parabolic.

Figure B-235 Journal Bearing Unit Loads

Unit force loads are applied in each of 4 orthogonal directions (+Y -Y +Z and -Z) in the
ENGDYN co-ordinate system at each of the main and pin journal bearings. In addition,
for quasi-static indeterminate or dynamic solutions, unit moment loads are applied in
each of 4 orthogonal directions (+Y -Y +Z and -Z) at each of the main journal bearings.

The cylinder bore loads are applied to the sets as defined in 7.3.2 as shown in Figure
B-236 in a similar manner to the bearing loads. View 1 shows the pressure distribution
due to the force load at the small end lower reversal position acting on the thrust side,
whilst view 2 shows the force load at the small end upper reversal position.

Four unit force loads are applied on the cylinder bore in the ENGDYN co-ordinate
system at each cylinder. These are applied at small end lower and upper reversal
positions acting on the thrust side as shown in Figure B-236 together with the similar
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loads acting on the anti-thrust side. A fifth unit load is applied as a pressure load to the
cylinder head gas face.

Figure B-236 Cylinder Bore Unit Loads

If axial loads are to be included in the analysis a unit load is applied as a pressure load
to each bearing surface of the thrust bearing.

For a four-cylinder in-line engine in which durability of the cylinder block is to be
assessed using dynamic loading 62 unit load cases would be applied to the complete
model of the cylinder block. These would include 20 unit force and 20 unit moment load
cases at the main bearings, 20 unit load cases at the cylinders and 2 unit load cases at
the thrust bearing.

ENGDYN writes an analysis data file that contains the geometry and restraints defined
by the user together with the loading as defined above for solution in an appropriate user
defined finite-element package. The loading is also written to a FEARCE command file
with an .FRC suffix which is used to write the loading to the Ricardo Standard Finite
Element File (SFE) and to export the data to the appropriate format. Part of an example
.FRC written by ENGDYN in which a MSC/NASTRAN data file is exported is shown in
Figure B-237. The figure shows the commands to apply a unit-force bearing load of
1000 Nm in the +Y direction and to export the data to MSC/NASTRAN.

The user may define additional loads by editing the command file. If any of these loads
have a resultant vector that is the same as any unit load then it must have a loadcase
number higher than the unit load.
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; Written by ENGDYN Version 2.1.2 Run on 12-Feb-2000 at 12:20:15

OPEN FILE='EXAMPLE' STATUS=OLD

BEARING SET = MAIN_BEARING_01 \
LOADCASE = 1 \
NAME = MBUL01#STEP01# \
DESCRIPTION = 'Force Load +Y Main bearing 01' \
CENTRE = -0.172050E+00, 0.000000E+00, 0.000000E+00 \
AXIS_VECTOR = 0.100000E+01, 0.000000E+00, 0.000000E+00 \
WIDTH = 0.225000E-01 \
FORCE = 0.000000E+00, 0.100000E+04, 0.000000E+00 \
TORQUE = 0.000000E+00, 0.000000E+00, 0.000000E+00 \
ANGLE = 0.180000E+03 \
TYPE = SHELL
.
.
.

SAVE

EXPORT TO = 'MSC/NASTRAN' \
ANALYSIS = STRESS \
UNIT = SI \
NAME = 'EXAMPLE'

Figure B-237 An Example .FPR File for Applying Unit Loading

7.3.3.2 Calculating Quasi-Static Displacements, Stresses and Fatigue Safety
Factors
Once operating loads have been calculated as described in Chapter 4 and a finite-
element solution has been performed to calculate the displacements and stresses due to
the unit loading as described in 7.3.3.1 the displacements and stresses at a user-
specified crank angle interval are calculated by factoring and combining the unit loads
throughout the engine cycle. Thermal and assembly load cases can also be included
with the operating loads if required. Fatigue safety factors can then calculated from the
resultant stress history. Stress correction factors arising from notch sensitivity can be
applied to node sets specified by the user.

The loadcase factors and combinations are written by ENGDYN to a FEARCE command
file with an .FRC suffix. This is used by ENGDYN to calculate the combined stresses
and fatigue safety factors that are written to the Ricardo Standard Finite Element File
(SFE) and which then can be exported to an appropriate finite-element package for
viewing.

7.3.4 Direct Method
In this method, as described by the flowchart of Figure B-238, operating loads which
have previously been calculated as described in Chapter 4 are applied to the model
during pre-processing. A load case is defined for each selected crank angle of each
selected ENGDYN load case. Loads are applied at each main journal bearing, at each
cylinder and if axial loads are included in the analysis at each thrust bearing also.

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The bearing loads are applied to the sets as defined in 7.3.2.2 as distributed loads using
nodal forces that give a pressure distribution that varies as a parabolic function along the
journal and around its circumference. Similarly the piston side loads are applied as
distributed load to each cylinder bore at the appropriate location as defined by the extent
of the piston skirt defined using the Cylinder shown in Figure B-59.

.SFE file contains model and loads.
On completion of the FE solution the
stress and displacement results are
appended using the appropriate
translator
FE
Data File
FE
SOLVER
.FPR command file defining
operating loads
.FPR File
BLOCK
MODEL
FE data or binary file containing
cylinder block model, any loading
other than operating loads and set
definitions e.g. IDEAS Universal
File
Translator
FE analysis data file contains
model and loads.
FE Viewing
Package
Translator
.SFE file contains model, loads
and results.

Figure B-238 Quasi-Static Cylinder Block Analysis Using the Direct Method
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The load acting on the cylinder head gas face due to the gas cylinder pressure is also
applied. If the piston top ring position has been defined using the Cylinder then the gas
cylinder pressure is applied to each cylinder bore above the top ring.

ENGDYN writes an analysis data file that containing the geometry, the user-defined
restraints, the operating loads as defined above together with any other loading, for
solution in an appropriate user defined finite-element package. The loading is also
written to a FEARCE command file with an .FRC suffix that is used to write the loading to
the Ricardo Standard Finite Element File (SFE) and to export the data to the appropriate
format. A solution is then performed using an appropriate finite-element package.

7.4 Using the Graphical User Interface

The Cylinder Block FEA Panel shown in Figure B-239 is displayed when the Block
Analysis button is selected from the Main Panel.

Figure B-239 Cylinder Block FEA Panel

The panel consists of four buttons that are selected sequentially. The required analysis
and output is selected using the Select Output button, which displays the Cylinder Block
FEA Output Panel shown in Figure B-240.

Figure B-240 Cylinder Block FEA Output Panel

If the unit-load method is used to calculate quasi-static displacements and stresses, as
described in 7.3.3, Quasi-Static Unit Loads is selected to apply unit loads to the finite
element model of the cylinder block as described in 7.3.3.1 before proceeding to Quasi-
Static Unit Load Factors or Quasi-Static Combined Results. These are selected once
the displacements and stresses due to the unit loads have been calculated using a
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suitable finite-element solver such as MSC/NASTRAN. Quasi-Static Unit load Factors is
selected to write the load case factors and combinations to the FEPOS command file as
described in 7.3.3.2. In addition, if Quasi-Static Combined Results is selected the
command file is used to calculate the quasi-static displacements and stresses and to
calculate if required the fatigue safety factors from the resultant stress history.
Conversely, if Quasi-Static Loading is selected loads are applied using the direct method
as described in 7.3.2.

If Frequency Response Loading is selected a Fast Fourier Transform (FFT) is performed
on the time domain cylinder block forcing data and the frequency response loading is
written in an appropriate format. If Nodal Vibrations is also selected a modal forced
response analysis, as described in 7.2 and Appendix 9, is performed using modes
calculated using a suitable finite element solver to predict frequency domain
displacements, velocities or accelerations at selected cylinder block nodes. Radiated
Noise is selected to calculate radiated noise from vibrating surfaces using the Rayleigh
or Helmholtz method as described in 7.2 and Appendix 8.

The Select Model button on the Cylinder Block FEA Panel shown in Figure B-239 is used
to select, as described below in 7.4.1, the finite element model of the cylinder block for
the analysis. The Define Output button is used to display the relevant panel for defining
parameters for the chosen output. Once the calculation parameters have been defined,
and if required, load cases have been selected using the Select Loadcases Panel
described in 5.2, the Generate Output button is selected to perform the appropriate
calculation.

7.4.1 Cylinder Block Finite Element Model
The finite element model of the cylinder block is selected using the Select Model button
on the Cylinder Block FEA Output Panel shown in Figure B-240, which displays the
Cylinder Block Model Panel shown in Figure B-241. This figure shows the Model tab
selected.

Figure B-241 Cylinder Block Model Panel

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File Name
This is used to specify the name of the file containing the finite-element model of the
cylinder block. If a finite element model of the cylinder block was used during model
generation as described in 3.3.4 then this file name will initially default to that model.

File Origin
This is used to specify from which finite-element package the cylinder block model is
being translated. The options are RICARDO-SFE, MSC/NASTRAN and IDEAS. The
model will be translated from the native finite-element package to a Ricardo Standard
File (SDF) format known as the Standard Finite Element File (SFE) from which ENGDYN
reads and writes data for analysis. Table B-6 summarises the formats from which the
cylinder block model can be read.

File Units
This is used to specify the units of the finite element model of the crankshaft. The
options are SI, MM, METRIC, FT and INCH. Table B-7 summarises the units of length,
force, density and mass for each of the options. If the File Origin is specified as IDEAS
or RICARDO-SFE this option is not required. The unit system is always assumed to be
defined in the IDEAS Universal file and the SFE file is always assumed to be in the SI
unit system.

Figure B-242 Cylinder Block Model Panel

Figure B-242 shows the Cylinder Block Model Panel with the Transformation tab
selected. It is used to define any necessary transformation from the co-ordinate system
used by the FE model of the cylinder block to that used by ENGDYN. If a finite element
model of the cylinder block was used during model generation, as described in 3.3.4,
then the fields of this tab will default to those values defined using the Model
Transformation and Translation Panel shown in Figure B-26. All vectors are in the
ENGDYN global axes. The Mirror vector specifies a normal vector to the mirror, the
plane of which passes through the origin at the ENGDYN co-ordinate system. If zero is
entered for the X, Y or Z values of a transformation, then that transformation will not
occur. The transformation matrix is built up in the following order; mirror, rotation about
Z, then Y and finally about X and then the translation. The FE model must be orthogonal
to the ENGDYN co-ordinate system unless a quasi-static analysis using the direct
method, as described 7.3.4, is being performed, in which case the transformation matrix
can be non-orthogonal.

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7.4.2 Frequency Response and Acoustic Analysis
The Define Output button on the Cylinder Block FEA Panel is used to display a panel for
defining calculation parameters. If Frequency Response Loading, Nodal Vibrations or
Radiated Noise have been selected on the Cylinder Block FEA Output Panel the
Frequency Response and Acoustic Analysis Panel shown in Figure B-243 is displayed.
This panel has three tabs and can only be displayed once the output and model have
been selected. The figure shows the Frequency Response tab selected. Once the
calculation parameters have been defined and the load cases for which results are
required have been selected using the Select Loadcases Panel described in 5.2 the
Generate Output button is selected to perform the calculation.

Figure B-243 Frequency Response and Acoustic Analysis Panel

7.4.2.1 Frequency Response Analysis
The Frequency Response tab of the Frequency Response and Acoustic Analysis Panel
shown in Figure B-243 is used to define the frequency response loading for the
frequency response analysis and subsequent acoustic analysis if Radiated Noise has
been selected on the Cylinder Block FEA Output Panel.

Vibration Set
Nodal vibrations can be calculated for the complete cylinder block model, or for a subset
of selected node sets included in the model using the Select button, which displays the
Node Set Panel shown in Figure B-244. This panel is used to select those node sets for
which results are required. A single node set called VIBRATION is created which is the
union of the selected sets. This set is written with the loading to the .SFE file containing
the cylinder block model.

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Modal damping
Modal damping, as described in Appendix 9, is defined using the Define button, which
displays the Modal Damping Characteristic Panel shown in Figure B-245. Modal
damping values are only written with the loading if the .SFE file containing the cylinder
block model (selected using the Cylinder Block Model Panel) contains modal
frequencies.

If a dynamic cylinder block model has been defined during model generation using the
Model Definitions Panel then a line will be plotted for each selected loadcase. These will
be the modal damping characteristics used during solution and defined before executing
the solution using Modal Damping Characteristic Panel shown in Figure B-245.
Conversely, if the cylinder block was not defined as dynamic then the default
characteristic will be plotted as shown in the below figure.

The option menu Definition is used to define the modal damping characteristic. The
options are As Solution, Equation, User or Default. If As Solution is selected then the
modal damping characteristic used during solution will be used for each selected load
case. This option is only available if the cylinder block model was defined as dynamic
during model generation. If Equation is selected an equation as a function of frequency
F is entered. If User is selected values of frequency and damping ratio can be added to
the table on the left of the panel. Rows are added to and deleted from the table using
the right mouse button with the mouse positioned over the row. This displays a pop-up
menu with Insert Row and Delete Row options. If Default is selected the default
equation
f
c
e
0007 . 0 2
10 443 . 2

=

is used which is based on a curve fit to experimental data. The units of frequency are
defined using Freq Units.

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Figure B-245 Modal Damping Characteristic Panel

A tracer and an associated Co-ordinates Panel can be displayed and hidden by
positioning the mouse on the graph and using the right mouse to display a pop-up menu,
which has Show Tracer and Hide Tracer options.

The frequencies at which the response is calculated may be defined in one of three
ways:

1. A forced response load case is defined corresponding to each selected load case
with the response calculated at the harmonic frequencies between the minimum and
maximum frequencies defined by Min Frequency and Max Frequency. To obtain
the loading in this format the Order Tracking toggle should be de-activated as

2. A forced response load case is defined corresponding to each selected load case with
the response calculated at the engine order frequencies defined using the Order
Tracking Panel shown in Figure B-246 and setting the Loadcase option menu to for
each Speed.

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Figure B-246 Order Tracking Panel

This panel is displayed by selecting the Order Tracking toggle and selecting the Define
button adjacent to Orders. Engine orders are then entered using the table. Rows are
added to and deleted from the table using the right mouse button with the mouse
positioned over the row. This displays a pop-up menu with Insert Row and Delete
Row options. If the engine is a 4-stroke engine then the orders must be divisible by
0.5, otherwise the orders must be integer values.

3. A forced response loadcase is defined corresponding to each selected engine order
defined using the Order Tracking Panel shown in Figure B-246 and setting the
Loadcase option menu to for each Order. The response is calculated at the engine
order frequencies. The Order Tracking Panel is displayed and the engine orders are
defined as described above for option 2.

7.4.2.2 Acoustic Analysis
The Acoustic tab of the Frequency Response and Acoustic Analysis Panel shown in
Figure B-247 is used to define parameters for the radiated noise calculation as described
in Appendix 8. This tab can only be edited if Radiated Noise has been selected on the
Cylinder Block FEA Output Panel.


Method
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This is used to specify the method for calculating sound intensity and radiated sound
power. The available methods, which are described in detail in Appendix 8 are Rayleigh,
Helmholtz and Indirect BEM.

The acoustic tab contains four child tabs: Boundary, Acoustic Mesh, Fluid and Options.
7.4.2.2.1 Boundary

Figure B-248 Acoustic Analysis Boundary Tab

Radiating Set
The face sets defining each radiating surface are selected by using the Select button,
which displays the Face Sets Panel shown in Figure B-249.

Figure B-249 Face Sets Panel

Since the Rayleigh integration is only applicable to flat plates the selected face sets
should define radiating surfaces that are generally flat, for example, each side of the
cylinder block. It is preferable wherever possible to define sets which are the complete
sides of the cylinder block rather than dividing each side up into multiple sets. The
nodes of each face set are added to the node set called VIBRATION and is to the .SFE
containing the cylinder block when the calculation is performed. The radiated sound
power is calculated for each set. The total radiated sound power contribution from a
number of radiating surfaces can be calculated and plotted as described below in 7.4.2.4

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7.4.2.2.2 Acoustic Mesh

Figure B-250 Acoustic Mesh Tab
Mesh
This is used to define the acoustic mesh. It may be None, Imported or Defined. If set to
imported then the mesh is read from an FE model, which is selected by pressing the
Browse button which in turn pops up the Model Transformation and Translation Panel
shown in Figure B-26. If set to Defined then its possible to define a mesh manually, as
described in section 7.4.2.2.2.1.
7.4.2.2.2.1 Acoustic Mesh Definition

Figure B-251 Acoustic Mesh Definition

File Name
This is used to define the name of the SFE file that will contain the acoustic mesh. The
name may be typed in directly or selected via a standard file browser accessed by
pressing the Browse button.

Shape
This is used to define the shape of the defined mesh. It may be one of None, Sphere,
Hemisphere, Cylinder, Pane or Box. Depending on the shape chosen, different
elements in the child tabs will require values to be entered. When the details have been
entered, pressing the Generate button generates the SFE file.

(a) Centre

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Figure B-252 Acoustic Mesh Centre

This is used to define the centre coordinate of the Sphere, Hemisphere, Cylinder, Pane
or Box.

(b) Radius

Figure B-253 Acoustic Mesh Radius

This is used to define the radius of the Sphere, Hemisphere or Cylinder.
(c) Normal

Figure B-254 Acoustic Mesh Normal

This is used to define the normal to the Pane.

(d) Vector

Figure B-255 Acoustic Mesh Vector

This is used to define a normal to the cut-plane of the Hemisphere (pointing into the
mesh side), the axis of the Cylinder, or the orientation of the first edge of a Pane.

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(e) Length

Figure B-256 Acoustic Mesh Length

This is used to define the length of the Cylinder, the length and width of the Pane, or the
length, width and height of the Box.

7.4.2.2.3 Fluid

Figure B-257 Acoustic Mesh Fluid Tab
Fluid Density
This is used to specify the density of the fluid (normally air) in which the noise is being
calculated. The default value is 1.29 kg/m
3
.

Speed of Sound
This is used to specify the speed of sound (normally air) in which the noise is being
calculated. The default value is 344 m/s
2
.

7.4.2.2.4 Options

Figure B-258 Acoustic Mesh Options Tab

Integration Increment
This is used to specify an integer number defining by how much the integration order is
to be increased or decreased and applies to the Helmholtz method only. Increasing the
order will improve the accuracy of the results but will also increase the computation
effort. Increasing the integration order by 1 is likely to double the execution time. The
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default integration orders have been chosen to give an accuracy of approximately 3
significant figures in the linear pressure and intensity results.

Delete Vibrations
If this is selected the nodal vibrations are calculated prior to the acoustic analysis for
each load case and are then deleted from the .SFE file once the analysis has been
completed. This option is recommended, especially when the calculation is performed
on a large number of load cases, since the size of the .SFE file can grow very large if the
vibration results remain in the file. If this option is not selected the nodal vibrations are
first calculated for all the selected load cases before the acoustic analyses are
performed.

7.4.2.3 Output

The Output tab of the Frequency Response and Acoustic Analysis Panel shown in
Figure B-259 is used to define the output file names and the format of the output for the
frequency response and acoustic analysis.


Output Name
This is used to specify the name of the .FPO command file and any analysis data file that
is written.

Loading To
This is used to specify the output format of the frequency response loading and can only
be selected when Frequency Response Loading has been selected on the Cylinder
Block FEA Output Panel. The options are FeaRCE, RICARDO-SFE, MSC-NASTRAN
and IDEAS. If FeaRCE is selected the loads will only be written to an .FRL file. If
RICARDO-SFE is selected the loads will be written to the .SFE file containing the finite
element model of the cylinder block, but no loads will be written to an analysis data file.
If MSC-NASTRAN is selected two analysis data files will be written. The first file will
have a _modes.dat suffix and will contain the model geometry and data to perform a
modal solution and which will create a database file when NASTRAN is executed. The
second file will have a _forcing.dat suffix and will contain the loading and parameters to
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perform an analysis restart using the database file to allow a frequency response
analysis to be performed.

Results to
This is used to specify the output format of the results and can only be selected when
Nodal Vibrations or Radiated Noise have been selected on the Cylinder Block FEA
Output Panel. The options are FeaRCE, RICARDO-SFE, IDEAS, FEMVIEW and
SYSNOISE. If FeaRCE is selected only the .FPO command file together with the .FRL
file containing the loading will be written and no vibrations or radiated noise will be
calculated. If any of the other options are selected the vibrations and radiated noise (if
selected) are calculated and written to the .SFE file. If IDEAS or FEMVIEW are selected
the results are also written to data files so that nodal vibrations and sound intensities on
the finite-element mesh can be viewed using either of these two finite element packages.
If IDEAS is selected a Universal file is written; if FEMVIEW is selected the results are
written directly to a FEMVIEW binary file. The option SYSNOISE can only be selected if
Nodal Vibrations have been selected as the chosen output. If this option is selected two
SYSNOISE free format files will be written. The first file will have a .sysnoise suffix and
will contain the mesh of the vibration set, whilst the second file will have a
.sysnoise.disps suffix and will contain the nodal vibration results for use as a boundary
condition within SYSNOISE.

Export
This is used to specify whether the nodal vibration and radiated noise results are written
to an exported .SFE file. The options are None, Sets and External. If None is selected
no export is performed and the results are written to the .SFE file selected using the
Cylinder Block Model Panel. In this case it is recommended that the original file be
copied before performing the analysis so that this file can be used again. If Sets is
selected the vibration and radiating sets for which results are required together with the
loaded nodes will be exported to a file called basename_SUBSET.SFE, where
basename is the name of the .SFE file selected using the Cylinder Block Model Panel..
If External is selected the external surfaces of the model together with the loaded nodes
are exported to a file a called basename_EXTERNAL.SFE. The exported file will contain
the modal frequencies and mode shapes as well as the nodal vibration and radiated
noise results, and will be significantly smaller than the original file. For this reason it is
strongly recommended that either of the export options are used.

7.4.2.4 Generating and Plotting Results
Once the calculation parameters have been defined using the Frequency Response and
Acoustic Analysis Panel the Generate Output button is selected on the Cylinder Block
FEA Panel to perform the calculation. Vibration and noise results can then be plotted
using the Ricardo program VIBPLOT 2

7.4.3 Quasi-Static Analysis
The Define Output button on the Cylinder Block FEA Panel is used to display a panel for
defining calculation parameters. If Quasi-Static Unit Loads, Quasi-Static Unit Load
Factors, Quasi-Static Combined Results, or Quasi-Static Loading have been selected on
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the Cylinder Block FEA Output Panel the Cylinder Block Quasi-Static Analysis Panel
shown in Figure B-260 is displayed. This panel can only be displayed once the output
and model have been selected. Once the calculation parameters have been defined the
Generate Output button is selected to perform the calculation.

Figure B-260 Cylinder Block Quasi-Static Analysis Panel

7.4.3.1 Applying Quasi-Static Unit Loads
The quasi-static unit loads, as part of the Unit Load Method described in 7.3.3, are
defined using the Cylinder Block Quasi-Static Analysis Panel as shown in Figure B-260.

Q-S Loading To
This is used to specify the output format of the loading. The options are FeaRCE,
RICARDO-SFE, MSC-NASTRAN and IDEAS. If FeaRCE is selected the unit loads will
only written to the .FPR Command File as described in 7.3.3.1 No loads will be written
to the .SFE file containing the finite element model of the cylinder block or to an analysis
data file. If RICARDO-SFE is selected the loads will be written to the .SFE file, but no
loads will be written to an analysis data file.

Start Loadcase
This is used to define the load case number at which the loads are to start and defaults
to 1 + n where n is the maximum load case number already stored in the .SFE file.
Selecting the Default button will restore the default value.

Moments Included
If this is selected unit moment bearing loads are apply to each main bearing. If this is not
selected it will only be possible to post-process statically-determinate solution load
cases. It is recommended that this be selected so that all load cases can subsequently
be post-processed.

Output Name
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This is used to specify the name of the .FPR command file and any analysis data file that
is written.

The other options and data fields that are shown Figure B-260 are ghosted and are only
relevant when defining parameters for the calculation of stresses and fatigue safety
factors as described below or when writing quasi-static loading using the Direct Method
as described in 7.4.3.3.

7.4.3.2 Calculation of Displacements, Stresses and Fatigue Safety Factors


The Cylinder Block Quasi-Static Analysis Panel as shown in Figure B-261 is used to
define parameters for calculating quasi-static displacements, stresses and fatigue safety
factors using the Unit Load Method described in 7.3.3. This panel can only be displayed
once the load cases for which results are required have been selected using the Select
Loadcases Panel described in 5.2.

Crank Angle
The crank angles at which quasi-static displacements and stresses are calculated are
defined using the Select button, which displays the Crank Angle Panel shown in Figure
B-262.
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Definition
This is used to define how the crank angles are selected. The options are Using Interval
or Defined List. If Using Interval the crank angles are defined using Interval and Offset
as described below. If Defined List is selected crank angles are entered using the table.
Rows are added and deleted using the right mouse button with the mouse positioned
over the row. This displays a pop-up menu with Insert Row and Delete Row options.

Interval
This is used to specify the crank angle interval at which the quasi-static displacements
and stresses are calculated. This value defaults to the interval at which results were
stored during the solution as defined by Print on the Evaluate Solution Panel. This
default may be prohibitive in terms of the time required to calculate the combined
displacements and stresses and to evaluate the fatigue safety factors, and also in terms
of disk usage. Intervals of 5 or 10 degrees CA are more typical.

Offset
the quasi-static displacements and stresses are calculated. This is useful, for example,
for resolving the crank angle at which the maximum gas cylinder pressure occurs
through the engine cycle.

Q-S Results To
This is used to specify the output format of the results and can only be selected if Quasi-
Static Combined Results has been selected on the Cylinder Block FEA Output Panel.
The options are RICARDO-SFE, IDEAS and FEMVIEW. If RICARDO-SFE is selected
the results are written to the .SFE file only. If IDEAS or FEMVIEW are selected the
results are also written to data files so that nodal displacement, stress and fatigue safety
factor distributions on the finite-element mesh can be viewed using either of these two
finite element packages. If IDEAS is selected a Universal file is written; if FEMVIEW is
selected the results are written directly to a FEMVIEW binary file.
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Export
This is used to specify the extent of the model to which the results are written. The
options are Sets, External and All. If Sets is selected the elemental face sets for which
results are required will be exported to a file called <output-name>_SUBSET.SFE where
<output-name> is defined by Output Name. The sets are selected using the Select
button, which displays the Face Sets Panel shown in Figure B-249. Any sets at which
stress correction factors have been defined using the Notch Sensitivity Panel, as
described below, will also be included. If External is selected the external surfaces of the
model are exported to a file a called <output-name>_EXTERNAL.SFE. If All is selected
the whole model is exported to a file a called <output-name>.SFE. If this name conflicts
with the name of the .SFE file selected using the Cylinder Block Model Panel then the
model is exported to a file called <output-name>_COPY.SFE. The exported file will
contain the unit loads, displacements and stresses as well as the quasi-static
displacement, stress and fatigue safety factor results. It is strongly recommended that
either Sets or External be selected since the file will be significantly smaller than the
original file.

Thermal Load
This is used to specify whether a thermal load case is to be combined with the operating
load cases. The supplied load case number must correspond to a load case with
temperature loads.

Assembly Loads
This is used to specify whether any assembly load cases, defining for example bolt and
bearing crush loads, are to be combined with the operating load cases. The assembly
loads are defined by selecting the Define button, which displays the Assembly Loads

Figure B-263 Assembly Loads Panel

The assembly load case numbers and their associated factors are added to the table.
Rows are added to and deleted from the table using the right mouse button with the
mouse positioned over the row. This displays a pop-up menu with Insert Row and
Delete Row options.

Notch Sensitivity
This is used to specify whether any locations of the model are notch sensitive. These
locations are defined by selecting the Define button, which displays the Notch Sensitivity
Panel shown in Figure B-264. The treatment of notch sensitivity is described in
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Appendix 5. Although this appendix considers the treatment in crankshaft analysis the
principles are also relevant for other analyses.

Figure B-264 Notch Sensitivity Panel

Each notch sensitive area of the model is defined by a node set which has a stress
correction factor and material associated with it. The stress correction factor is defined
by Stress Correction Factor equation as described in Appendix 5. The node set names,
factors and material names are entered in the table columns as shown. Rows are added
to and deleted from the table using the right mouse button with the mouse positioned
over the row number. This displays a pop-up menu with Insert and Delete options.
Selecting the right mouse button whilst editing the Set Name column without the cell
highlighted will display a pop-up menu with a Select Node Set option. Selecting this
option will display the Node Set Panel shown in Figure B-265 from which a set can then
be selected from the displayed list of node sets in the .SFE file containing the cylinder
block model.


Selecting the right mouse button whilst editing the Material column without the cell
highlighted will display a pop-up menu with a Select Material File option. Selecting this
option will display the Material File Panel shown in Figure B-266.

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Figure B-266 Material File Panel

This is used to select a material file as defined in 3.4.1.13.1 containing the material
properties corresponding to the selected node set. The Filter unless changed by the
user will contain the same path name of the database directory containing properties of a
library of materials.

Safety Calculation
This is used to specify whether fatigue safety factors are to be calculated. The safety
factor calculations to be performed are defined using the Select button, which displays
the Safety Calculation Panel as shown in Figure B-267.

Figure B-267 Safety Calculation Panel

Any number of safety factor calculation types can be selected, each of which are
described in detail in Appendix 7.

Output Name
This is used to specify the name of the .FPO command file and any other file as defined
by Q-S Results To that is written.

The other options and data fields shown in Figure B-261 are ghosted and are only
relevant when defining parameters for applying quasi-static unit loads as described
above or when writing quasi-static loading using the Direct Method as described in
7.4.3.3.

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Once the calculation parameters have been defined successfully the Generate Output
button is selected to perform the calculation. The quasi-static unit loads are read from
the .SFE file containing the cylinder block model and are displayed in the Cylinder Block
Unit Loads Panel as shown in Figure B-268. If there are any additional loads other than
the unit loads defined by the user that have the same resultant vector then these will be
ignored provided they have a loadcase number higher than the unit load.

Figure B-268 Cylinder Block Unit Loads Panel

This lists the load case number and force and moment vectors for the unit loads as
described in 7.3.3.1 at each modelled main journal bearing, cylinder and thrust bearing.
The Query Panel of Figure B-269 is also displayed.

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This gives the user the option, by answering Yes of calculating the unit load factors, and
if Quasi-Static Combined Results has been selected the quasi-static displacements and
stresses and fatigue safety factors. If the user replies with No, no output is generated
and the calculation is stopped.

7.4.3.3 Quasi-Static Loading
The quasi-static loads, as part of the Direct Method described in 7.3.4, are defined using
the Cylinder Block Quasi-Static Analysis Panel as shown in Figure B-270. This panel
can only be displayed once the load cases for which loads are required have been
selected using the Select Loadcases Panel described in 5.2.


Crank Angle
The crank angles at which loading are written are defined using the Select button which
displays the Crank Angle Panel shown in Figure B-271.

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Definition
This is used to define how the crank angles are selected. The options are Using Interval
or Defined List. If Using Interval the crank angles are defined using Interval and Offset
as described below. If Defined List is selected crank angles are entered using the table.
Rows are added and deleted using the right mouse button with the mouse positioned
over the row. This displays a pop-up menu with Insert Row and Delete Row options.

Interval
This is used to specify the crank angle interval at which quasi-static loads are applied to
the model. This value defaults to the interval at which results were stored during the
solution as defined by Print on the Evaluate Solution Panel. This default may be
prohibitive in terms of the time required to calculate the combined displacements and
stresses and to evaluate the fatigue safety factors, and also in terms of disk usage.
Intervals of 5 or 10 degrees CA are more typical.

Offset
the quasi-static loads are applied to the model. This is useful, for example, for resolving
the crank angle at which the maximum gas cylinder pressure occurs through the engine
cycle.

Q-S Loading To
This is used to specify the output format of the loading. The options are FeaRCE,
RICARDO-SFE, MSC-NASTRAN and IDEAS. If FeaRCE is selected the unit loads will
only written to the .FPR Command File as described in 7.4.3.3. No loads will be written
to the .SFE file containing the finite element model of the cylinder block or to an analysis
data file. If RICARDO-SFE is selected the loads will be written to the .SFE file, but no
loads will be written to an analysis data file.

Start Loadcase
This is used to define the load case number at which the loads are to start and defaults
to 1 + n where n is the maximum load case number stored in the .SFE file already.
Selecting the Default button will restore the default value.

Output Name
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This is used to specify the name of the .FPR command file and any analysis data file that
is written.

The other options and data fields that are shown are ghosted and are only relevant when
defining parameters for applying unit loads and calculating stresses and fatigue safety
factors using the Unit Load Method as described in 7.4.3.1 and 7.4.3.2.

1
Ricardo Report DP01/2245 FEPRE and FEPOS - Revision 5.5 Finite Element Pre- and Post-
Processor.
2
Ricardo Report DP01/2330 VIBPLOT Revision 2.0.4 Noise and Vibration Plotting Utility
Program.

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Additional Post-Processing
499
8 Additional Post-Processing
8.1 Overview
Quasi-static loads predicted by ENGDYN can be applied to finite element models of the
piston and connecting rod to perform stress analysis of those components. These post-
processing options are not currently available using the Graphical User Interface, but are
available using an .EDPO command file that is described in this section. ENGDYN is
executed by entering the following command on the command line:

engdyn -post <filename>.EDPO

8.2 Quasi-Static Analysis of a Piston
8.2.1.1 Geometry and Restraints

The finite-element model can be of the complete piston or half the piston with a plane of
symmetry in the thrust plane. The model will include the piston pin which is restrained as
appropriate to prevent rigid body motion and which is connected to the piston with gap
elements. At present the restraint and gap definitions are not written by ENGDYN. The
mass of the model should match the mass of the piston defined using the Cylinder.


Two elemental face sets are required for applying the loads, these are pistonGasFace
and pistonSkirt. The set pistonGasFace defines the area over which the cylinder gas
pressure acts and will include the circumferential portion of the piston above the top ring.
The set pistonSkirt defines the piston skirt. The extent of this set should agree with the
values of Top of Skirt and Bottom of Skirt specified using the Cylinder.

An additional set called pistonPinJournal is required that defines the outer surface of the
piston pin and is used to test the location of the model.

8.2.2 Applying the Quasi-Static Loads

Loads can be applied at any number of crank angles and load cases. Three loads are
applied at each crank angle. These are the cylinder gas pressure load, the skirt load and
a body load based on the nominal acceleration of the piston. A parabolic distributed load
is applied to the piston skirt unless the In-Cylinder Model, defined using the Model
Definitions Panel, is set to Secondary Dynamic, in which case the pressures from the
PISDYN solution are mapped on to the FE model.
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The loads applied to the piston model can be plotted using the Plot Results Panel and
selecting Piston as the Model type.

Figure B-272 shows an .EDPO command file to write a FEARCE .FPR file, which will
then apply loads to the finite element model. A copy of this .EDPO file is included as
part of the installation in ../Ricardo/engdyn/3.0/examples/piston_analysis.

OPEN DATA=<filename>.EDSF ;Name of EDSF file containing results

PISTON LOAD=1 \ ;List of ENGDYN loadcases
CYLINDER=1 \ ;List of cylinder numbers
OUTPUT=<filename> \ ;Name of output files
FILE=<filename> \ ;FE model file name
FROM=ABAQUS \ ;FE model format (SFE,ABAQUS,ANSYS,IDEAS,FEMGEN,PAFEC,MSC)
UNIT=MM \ ;Units of FE model (Not required if FROM=SFE or IDEAS)
SOLVER=ABAQUS \ ;FE solver (FEARCE(VSS),MSC,ABAQUS,IDEAS,ANSYS)
ROTATE=0.0,0.0,0.0 \ ;Rotation, translation and mirror vectors to transform FE
TRANSLATE=0.0,0.0,0.0 \ ;model to ENGDYN local coordinate system w.r.t. cylinder
MIRROR=0.0,0.0,0.0 \ ;where the origin is at the centre of the small end
INTERVAL=10.0 \ ;Crank angle interval at which loading is required
OFFSET=5.0 ;First angle w.r.t. TDC at which loading is required

; The INTERVAL and OFFSET arguments may be replaced with a CRANK_ANGLE argument that
; requires a list of angles w.r.t. TDC for any given cylinder.
; CRANK_ANGLE=0.0,180.0,270.0,570.0

Figure B-272 EDPO Command File for Piston Analysis

Two commands are required in the .EDPO file; an OPEN to open the .EDSF file and a
PISTON Command to apply the loads. The .FRC file written by ENGDYN will either
write an analysis data file for a 3
rd
party FE solver such as MSC/NASTRAN or will run a
solution using the FEARCE VSS solver.

8.3 Applying Loads to a Finite Element Model of a Connecting Rod
8.3.1.1 Geometry and Constraints

The finite-element model can be of the complete connecting rod or half the connecting
rod with a plane of symmetry in the thrust plane. The model may also include the piston
pin. If the pin is included then density of the piston pin should be negligible so that the
mass of the pin is excluded as part of the mass of the connecting rod. There are two
different options dependent on whether EHL derived loads are being applied to the
model.

Option 1: Applying non-EHL derived loads

In this case bearing loads are applied to the piston bearing journal surfaces of the piston
pin, with the big end bearing restrained to ground. The pin is restrained as appropriate
to prevent rigid body motion of the connecting rod about the big end centre and is
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connected to the connecting rod with gap elements. The big end of the connecting rod is
gapped to ground.

Option 2(a): Applying EHL derived loads at the Big End Bearing

In this case the calculated EHL oil film and asperity pressures are mapped from the
lubrication mesh onto the face set bigEndBearing defining the bearing surface. If the
model includes the piston pin then the pin is restrained at the piston bearing journal
surfaces of the pin and the pin is connected to the connecting rod with gap elements. If
the model excludes the piston pin, that is as the model is supplied for the EHL analysis
for the ENGYDN solution, then the model is restrained in all directions at the node set
smallEndBearing.

Option 2(b): Applying EHL derived loads at the Small End Bearing

In this case the calculated EHL oil film and asperity pressures are mapped from the
lubrication mesh onto the face set smallEndBearing defining the bearing surface. In this
case the piston pin is not included. The model is restrained in all directions at the node
set bigEndBearing.

At present the restraint and gap definitions are not written by ENGDYN. The mass of the
model should match the mass and inertia of the connecting defined using the Cylinder
Panel.

8.3.1.2 Set Definitions
If the piston pin is included in the model then two face sets are required for applying the
loads, these are pistonPinJournal:ID_front and pistonPinJournal:ID_rear. These sets
represent the piston-bearing surface of the piston pin.

Additional sets called bigEndBearing, smallEndBearing and pistonPinJournal are
required to check the location of the model. The sets bigEndBearing and
smallEndBearing define the bearing surface of the big and small end bearing
respectively, whilst the set pistonPinJournal defines the outer surface of the piston pin.

8.3.2 Applying the Quasi-Static Loads

Loads can be applied at any number of crank angles and load cases. Two loads are
applied at each crank angle. These are bearing loads and a body load based on the
nominal acceleration of the connecting rod. If non-EHL loads are being applied to the
connecting rod then a parabolic distributed load is applied to the piston pin journal to
represent the bearing load.

The loads applied to the connecting rod model can be plotted using the Plot Results
Panel and selecting Connecting Rod as the Model type.

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Figure B-273 shows an .EDPO command file to write a FEARCE .FRC file, which will
then apply loads to the finite element model. A copy of this .EDPO file is included as
part of the installation in ../Ricardo/engdyn/4.0/examples/conrod_analysis.

OPEN DATA=<filename>.EDSF ;Name of EDSF file containing results

CONROD LOAD=1 \ ;List of ENGDYN loadcases
CYLINDER=1 \ ;List of cylinder numbers
OUTPUT=<filename> \ ;Name of output files
FILE=<filename> \ ;FE model file name
FROM=ABAQUS \ ;FE model format (SFE,ABAQUS,ANSYS,IDEAS,FEMGEN,PAFEC,MSC)
UNIT=MM \ ;Units of FE model (Not required if FROM=SFE or IDEAS)
SOLVER=ABAQUS \ ;FE solver (FEARCE(VSS),MSC,ABAQUS,IDEAS,ANSYS)
ROTATE=0.0,0.0,0.0 \ ;Rotation, translation and mirror vectors to transform FE
TRANSLATE=0.0,0.0,0.0 \ ;model to ENGDYN local coordinate system w.r.t. cylinder
MIRROR=0.0,0.0,0.0 \ ;where the origin is at the centre of the big end
INTERVAL=10.0 \ ;Crank angle interval at which loading is required
OFFSET=5.0 ;First angle w.r.t. TDC at which loading is required

; The INTERVAL and OFFSET arguments may be replaced with a CRANK_ANGLE argument that
; requires a list of angles w.r.t. TDC for any given cylinder.
; CRANK_ANGLE=0.0,180.0,270.0,570.0

Figure B-273 EDPO Command File for Connecting Rod Analysis

Two commands are required in the .EDPO file; an OPEN to open the .EDSF file and a
CONROD Command to apply the loads. The .FRC file written by ENGDYN will either
write an analysis data file for a 3
rd
party FE solver such as MSC/NASTRAN or will run a
solution using the FEARCE VSS solver. The latter is only appropriate if the analysis is
linear.

The arguments for the CONROD Command are:

LOADCASE This is the list of ENGDYN load cases that are to be applied
to the model.
CYLINDER This is the cylinder number of the connecting rod to be
loaded.
OUTPUT This is the name of the output file.
FILE This is the file name of the FE model of the connecting rod
to be loaded.
FROM This is format of the FE model file. The options are SFE,
ABAQUS, ANSYS, IDEAS, FEMGEN, PAFEC and
NASTRAN.
Default = SFE
SOLVER This is the output format of the loading data. The options
are FEARCE(VSS), NASTRAN, ABAQUS, IDEAS or
ANSYS. The default is FEARCE(VSS)
UNIT This is the unit definition of the file containing the FE model.
The options are SI, MM, METRIC, FT and INCH.
Default = SI
INTERVAL This is the crank angular interval at which the data is
written.
OFFSET This is a crank angle offset and corresponds to the first
angle at which the quasi-static loads are applied. This is
useful, for example, for resolving the crank angle at which
the maximum gas cylinder pressure occurs through the
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engine cycle.
Default = 0.0
CRANK_ANGLES This is a list of crank angles at which loads are required and
is an alternative to INTERVAL and OFFSET
ROTATE This is a rotation vector to define the transformation of the
SFE to the ENGDYN coordinate system.
Default=0.0,0.0,0.0
TRANSLATE This is a translation vector to define the transformation of
the SFE to the ENGDYN coordinate system.
Default=0.0,0.0,0.0
MIRROR This is a mirror vector to define the transformation of the
SFE to the ENGDYN coordinate system.
Default=0.0,0.0,0.0
STARTING_LOADCASE This is the starting load case number at which the loads are
written.
Default = 0
ASSEMBLY LOADCASE This is an assembly load case number in the SFE name. If
the analysis is linear and this is specified then FEARCE
COMBINE commands are written to combine the assembly
loads with the applied mechanical loads.
Default = 0
HALF_MODEL Switch to denote whether the connecting rod model to be
loaded is a half model. Options are YES and NO.
Default = NO
NUMBER_OF_CYCLES This is the number of cycles of loading data that are written.
More than one cycle is required for a non-linear analysis
where there may be slippage between any defined contact
surfaces. A number of cycles is required in this case for the
non-linear solution to converge.
Default =1
COMMAND FILES
505

C. COMMAND FILES

The ASCII command files can be used to build, run and post-process ENGDYN
models via the command line. The command files can be generated from model built
in the ENGDYN GUI by selecting File->Generate or File->Generate As. This will
produce an .EDPR file, an .EDSO file and, if crankshaft stress analysis post-
processing has been setup, an .EDPO file.

The files can also be generated from the command line by running:

engdyn gen model.EDSF

where model should be substituted with the appropriate model name.

The EDPR file is processed by ENGDYN by running:

engdyn pre model.EDPR

The EDSO file is processed by ENGDYN by running:

engdyn solve model.EDSO

The EDPO file is processed by ENGDYN by running:

engdyn post model.EDPO

COMMAND FILES
Pre-Processor Commands
506
1 Pre-Processor Commands
This program is used to define the component sub-models for the SOLVER. The
program requires a command file with the suffix .EDPR and creates a standard data
file with the suffix .EDSF. Those commands that are dependent on the previous
execution of other commands are clearly stated.
COMMAND FILES
507
1.1 AXES
The AXES command is used for the rotation of the local coordinate system. This
command broadens the capabilities of the LINK command.

Pre-Processor Commands has the following arguments:

AXES NUMBER

= Axes rotation identifier
ROTATIONS

= Rotations along axes

where:

NUMBER
This argument is used to identify the local coordinate system.
Non-defaultable Integer

ROTATIONS
This argument is used to define the rotation of axes of the local coordinate system.
Default=0,0,0 Real deg
COMMAND FILES
508
1.2 BEARING
The command BEARING is used to define a journal or thrust bearing. This command
should be used for each of the main bearings, crankpin bearings and thrust bearing of
the engine and should appear after the NODE command.

BEARING has the following arguments:

BEARING TYPE = Type of bearing
NUMBER = Bearing number
MODEL = Oil model type
FEED_FROM = Bearing feeding the oil
JOURNAL_NODE = Crankshaft journal node
BEARING_NODE = Bearing node
LENGTH = Bearing length
DIAMETER = Bearing diameter
RADIAL_CLEARANCE = Radial clearance
JOURNAL_OILHOLE_DIAMETER = Journal oilhole diameter
JOURNAL_OILHOLE_POSITION = Journal oilhole position
JOURNAL_OILHOLE_OFFSET = Journal oilhole offset
BEARING_OILHOLE_DIAMETER = Bearing oilhole diameter
BEARING_OILHOLE_POSITION = Bearing oilhole position
BEARING_OILHOLE_OFFSET = Bearing oilhole offset
JOURNAL_GROOVE_WIDTH = Journal groove width
JOURNAL_GROOVE_EXTENT = Journal groove extent
JOURNAL_GROOVE_OFFSET = Journal groove offset
BEARING_GROOVE_ANGLE = Journal groove angle
BEARING_GROOVE_WIDTH = Bearing groove width
BEARING_GROOVE_EXTENT = Bearing groove extent
BEARING_GROOVE_OFFSET = Bearing groove offset
BEARING_GROOVE_ANGLE = Bearing groove angle
MESH = Lubrication mesh size

MATERIAL =
Bearing and journal material
name names
FRICTION_COEFFICIENT = Friction coefficient
WEAR_COEFFICIENT = Wear coefficient
JOURNAL_PROFILE = Journal profile
BEARING_PROFILE = Bearing profile
SHAFT_SPEED_RATIO = Shaft speed ratio
BEARING_STIFFNESS = Bearing stiffness

AXIAL_CLEARANCE =
Axial clearance of thrust
bearing
THRUST_FACE_DIAMETER = Thrust bearing face diameters
STIFFNESS = Stiffness of the thrust bearing

DAMPING =
Damping applied to the thrust
bearing
AXIAL_SYMMETRY = Axial symmetry flag
BEARING_EXTENT = Circumferential extent of the
bearing

where:
COMMAND FILES
509

TYPE
This argument is used to specify the type of bearing. The available options are:
MAIN
BIG_END
SMALL_END
BALANCER_SHIFT
CAMSHAFT
OTHER
Non-defaultable Text

NUMBER
This argument is used to specify the bearing number or name. A number should be
supplied if the bearing type has been specified as MAIN, BIG_END or SMALL_END
using the TYPE command.

MODEL
This argument is used to specify the oil model type. The options available are:
MOBILITY
HYDRODYNAMIC
ELASTOHYDRODYNAMIC
Default=MOBILITY Text

FEED_FROM
This argument specifies where the oil feed is located. The options available are:
NONE
BEARING
MAINS
JOURNAL
Non-Defaultable Text

JOURNAL_NODE
This argument is used to specify the crankshaft node of the journal corresponding to
this bearing. See Note 1.

BEARING_NODE
This argument is used to specify the crankshaft node of the bearing. See Note 1.

LENGTH
This argument is used to specify the bearing length. This input can be either a single
number or a pair of values specifying upper and lower bearing length. The latter is
applicable only for small end bearings (TYPE is set to SMALL_END) and enables the
definition of keystone-shaped small end bearings. If a pair is specified for other bearing
types, the first value is used as the bearing length and the second value ignored.
Non-defaultable Real m
COMMAND FILES
510

DIAMETER
This argument is used to specify the bearing diameter. Only one diameter per
bearing can be set.

RADIAL_CLEARANCE
This argument specifies the radial clearance of the bearing.
Non-defaultable Real microns

JOURNAL_OILHOLE_DIAMETER
This argument specifies the diameter of the journal oil holes. The number of journal
oilhole diameters, journal oilhole positions and journal oilhole offsets should be
identical.
Non-defaultable Real mm

JOURNAL_OILHOLE_POSITION
This argument specifies the radial position of the journal oilholes. The position must
be between 0 and 360 degrees. The number of journal oilhole diameters, journal
oilhole positions and journal oilhole offsets should be identical.
Non-defaultable Real Degrees

JOURNAL_OILHOLE_OFFSET
This argument specifies the axial offset of the journal oilholes from the axial centre of
the journal. The number of journal oilhole diameters, journal oilhole positions and
journal oilhole offsets should be identical.

BEARING_OILHOLE_DIAMETER
This argument specifies the diameter of the bearing oilholes. The number of bearing
oilhole diameters, bearing oilhole positions and bearing oilhole offsets should be
identical.

BEARING_OILHOLE_POSITION
This argument specifies the radial position of the journal oilholes. The position must
be between 0 and 360 degrees. The number of bearing oilhole diameters, bearing
oilhole positions and bearing oilhole offsets should be identical.
Non-defaultable Real Degrees

BEARING_OILHOLE_OFFSET
This argument specifies the axial offset of the bearing oilholes from the axial centre
of the bearing. The number of bearing oilhole diameters, bearing oilhole positions
and bearing oilhole offsets should be identical.

COMMAND FILES
511

JOURNAL_GROOVE_WIDTH
This argument specifies the width of the journal grooves. The number of journal
groove widths, journal groove extent pairs, journal groove angles and journal groove
offsets should be identical.

JOURNAL_GROOVE_EXTENT
This argument specifies the extent of the journal grooves. The extent of each groove
is represented by a pair of angular positions, each of which must be between 0 and
360 degrees. The number of journal groove widths, journal groove extent pairs,
journal groove angles and journal groove offsets should be identical.
Non-defaultable Real degrees

JOURNAL_GROOVE_OFFSET
This argument specifies the axial offset of the journal grooves from the axial centre of
the journal. The number of journal groove widths, journal groove extent pairs, journal
groove angles and journal groove offsets should be identical.

JOURNAL_GROOVE_ANGLE
This is used to define the grooves with an angle. The number of journal groove
widths, journal groove extent pairs, journal groove angles and journal groove offsets
should be identical.

BEARING_GROOVE_WIDTH
This argument specifies the width of the bearing grooves. The number of bearing
groove widths, bearing groove extent pairs, bearing groove angles and bearing
groove offsets should be identical.

BEARING_GROOVE_EXTENT
This argument specifies the extent of the bearing grooves. The extent of each
groove is represented by a pair of angular positions, each of which must be between
0 and 360 degrees. The number of bearing groove widths, bearing groove extent
pairs, bearing groove angles and bearing groove offsets should be identical.

BEARING_GROOVE_OFFSET
This argument specifies the axial offset of the bearing grooves from the axial centre
of the bearing. The number of bearing groove widths, bearing groove extent pairs,
bearing groove angles and bearing groove offsets should be identical.

COMMAND FILES
512
BEARING_GROOVE_ANGLE
This is used to define the grooves with an angle. The number of bearing groove
widths, bearing groove extent pairs, bearing groove angles and bearing groove
offsets should be identical.

MESH
This argument defines the size of the lubrication mesh. The arguments first value is
the number of nodes in the axial direction and the second value is the number of
nodes in the circumferential direction.

MATERIAL
This argument specifies the name of the bearing and journal materials. The bearing
material name is entered first followed by the journal material name. The materials
should already have been specified using the MATERIAL command.

FRICTION_COEFFICIENT
This argument is used to specify the friction coefficient for the contacting surfaces.
Non-defaultable Real

WEAR_COEFFICIENT
This argument is used to specify the wear coefficient. See Note 2.
Default= Text

JOURNAL_PROFILE
This argument is used to define the cold manufactured profiles of the journal when
the MODEL argument is set to HYDRODYNAMIC or ELASTOHYDRODYNAMIC.
See Note 3.
Default=CYLINDRICAL Text

BEARING_PROFILE
This argument is used to define the cold manufactured profiles of the bearing when
the MODEL argument is set to HYDRODYNAMIC or ELASTOHYDRODYNAMIC.
See Note 3.
Default=CYLINDRICAL Text

SHAFT_SPEED_RATIO
The shaft speed ratio can be specified for a bearing of TYPE MAIN and must be
specified for a bearing of TYPE BALANCER_SHIFT, CAMSHAFT or OTHER. The
argument must be set to 1.0 for a bearing of TYPE MAIN.
Default=see above Real

COMMAND FILES
513
BEARING_STIFFNESS
This argument represents the bearing stiffness. It takes six values which describe the
three translational and three rotational stiffnesses. This argument should only be set
for a bearing of TYPE MAIN.
Default=(0.0,0.0,0.0,0.0,0.0,0.0) Real N.m
-1
,N.m.rad
-1

AXIAL_CLEARANCE
This argument specifies the axial clearance of the bearing. See Note 4.
Non-defaultable Real Microns

THRUST_FACE_DIAMETER
This argument specifies the thrust face diameter of the thrust bearing. Two
diameters should be supplied. See Note 4.
Non-defautable Real M

STIFFNESS
This argument specifies the six contributions to the thrust stiffness. These values
should be set if the bearing is a thrust bearing or the MODEL is set to MOBILITY.
Non-defautable Real N.m
-1
, N.m.rad
-1

DAMPING
This argument specifies the six contributions to the damping. These values should
be set if the bearing is a thrust bearing or the MODEL is set to MOBILITY.
Non-defautable Real

AXIAL_SYMMETRY
This argument defines whether the model should have axial symmetry.
Default=No Text

BEARING_EXTENT
This argument defines the circumferential extent of the bearing. The extent is
represented by a pair of angular positions, each of which must be between 0 and 360
degrees. Note that this argument is applied only if the feed is from the bearing
.(FEED_FROM is set to BEARING). See also note 5.
Default=0,360 Real degrees

Notes:

1 One bearing or journal node must be set. No more than one journal and
one bearing node can be set.

2 The wear coefficient value is not easily obtained and is a function of
lubrication conditions, lubricity and other factors. However, users need not
be concerned about the validity of the wear coefficient value, unless that is
the focus of their study. Wear coefficient values do not impact the
simulation and are used only for post-processing.

COMMAND FILES
514
3 The profile types can be either:
CYLINDRICAL
CIRCULAR
NON-CIRCULAR
If the journal is CYLINDRICAL then is assumed to be a cylinder with a
diameter equal to the DIAMETER. If the bearing is CYLINDRICAL then it
is assumed to be a cylinder with a diameter equal to the Nominal Diameter
plus twice the RADIAL_CLEARANCE. For a CIRCULAR profile, the axial
location in mm and the mean diameter in mm at all known locations should
be defined. For a NON-CIRCULAR profile the axial location in mm and the
profile number in mm at all known locations should be defined.

4 If a bearing of TYPE MAIN has either AXIAL_CLEARANCE or
THRUST_FACE_DIAMETER defined it is presumed to be a thrust
bearing.

5 BEARING_EXTENT can be used to define partial bearings. Note that the
GUI does not provide the option to define bearing extent.
COMMAND FILES
515
1.3 BLOCK
The BLOCK command is used to define the cylinder block sub-model. This command
should appear after the BEARING, CYLINDER and CRANK commands.

BLOCK has the following arguments:

BLOCK TYPE = Type of block model
FILE = File name
FROM = File format
UNITS = Units of cylinder block model

MATRIX_FORMULATION =
The method for solving the derived
solution matrix

DATA =
Type of data which represents the
cylinder block

ROTATE =
Vector rotations about global x,y,z
axes
TRANSLATE = Translation in global x,y,z axes
MIRROR = Normal vector for mirroring
NODE_SET = Set of nodes in FE model
FACE_SET = Set of faces in FE model

CONSTRAINED_NODE_SET =
Set of constrained nodes in FE
model
SOLVER = FE model solver

NUMBER_OF_MODES =
Number of modes that the FE
solver should calculate
ELEMENT_CHECK = Element check option
OUTPUT = Output filename

MEMORY =
Maximum amount of memory to
use of solving FE model
INCLUDE = The name of SFE file to include
DATA_RECOVERY = Data recovery option

where:

TYPE
This argument specifies the type of model to use to describe the cylinder block. The
options are:
DYNAMIC
COMPLIANT
COMPLIANT_BEARING
COMPLIANT_CRANKCASE
RIGID
Default=DYNAMIC Text

COMMAND FILES
516
FILE
This argument is used to specify the name of the file containing the finite element
geometry, and reduced matrices of the cylinder block model (also see Note 1 below).
The name does not need to contain the suffix which is best omitted. This is only
needed if the DATA command specifies FE.

FROM
This argument specifies which format of the data within the FE model file. The
options are:
SFE
ABAQUS
ANSYS
IDEAS
FEMGEN
PAFEC
MSC/NASTRAN
Default=SFE Text

UNITS
This argument specifies the units of the data within the FE model file. The options
are:
SI
MM
METRIC
FT
INCH
The model will then be translated into SI units
Default=SI Text

MATRIX_FORMULATION
This argument describes the method to solve the solution matrix. The options are:
STATIC_CONDENSATION
COMPONENT_MODE_SYNTHESIS
This option should only be used if a dynamic model has been selected using the
TYPE command.
Default=COMPONENT_MODE_SYNTHESIS Text

DATA
This argument specifies from where the data describing the cylinder block geometry
will be provided if the TYPE has been set to RIGID. The options are:
NONE
USER_DEFINED
FE
If FE is selected an FE model file must be provided.
Default=None Text

COMMAND FILES
517
ROTATE
This argument is used to specify the vector rotations about the x,y and z crankshaft
global axes. For further explanation see Note 2.
Default=(0,0,0) Real degrees

TRANSLATE
This argument is used to specify the translation vector in crankshaft global axes. For
further explanation see Note 2.
Default=(0,0,0) Real m

MIRROR
This argument is used to specify the normal vector to the mirror (the plane of which
passes through the origin at the crankshaft coordinate system). Default is to not
perform any mirroring. For further explanation see Note 2.
Default=No mirroring Real

NODE_SET
This argument can be used to specify a set of nodes. The node numbers should be
specified a list corresponding to the node numbers in the FE model.
Default=None Integer

FACE_SET
This argument can be used to specify a set of faces. The face numbers should be
specified a list corresponding to the face numbers in the FE model.
Default=None Integer

CONSTRAINED_NODE_SET
This argument can be used to specify a set of constrained nodes. The node numbers
should be specified a list corresponding to the node numbers in the FE model.
Default=INPUT_2_default_value Type of input_2 Units_of_input_2

SOLVER
This argument specifies the solver for the FE model. The options are:
FEARCE
MSC/NASTRAN
ABAQUS
If FEARCE is chosen then the FE model will be solved for automatically. Choosing
the remaining options will result in an input file for the chosen solver being written to
file.
Default=FEARCE Text

NUMBER_OF_MODES
If a dynamic model is chosen using the TYPE, the number of modes for which the FE
model should be solved must be given. For all other models this argument should not
be set.

COMMAND FILES
518
ELEMENT_CHECK
This option specifies whether an element check should be performed when exporting
the results.
Default=Yes Text

OUTPUT
This argument specifies the name and position of the file to export the results of the
FE model transformation and calculation to.

MEMORY
This argument specifies maximum amount of RAM which the calculations should
consume.
Default=Unlimited Integer Mbytes

INCLUDE
The name of an SFE file to include.
Default=None Text

DATA_RECOVERY
This argument specifies whether data recovery matrices are to be saved to the
output file.
Default=No Text

Notes:

1 This command reads the coordinates, node numbers and reduced matrices
and freedoms of the cylinder block model. In an SFE file these are stored in
the following data sets :
NODAL_COORDINATES
NODE_NUMBERS
REDUCED_MASS_MATRIX
REDUCED_STIFFNESS_MATRIX
DOF_SET_REDUCED_FREEDOMS

2 The arguments ROTATE, TRANSLATE and MIRROR are used to define a
transformation matrix that transforms the cylinder block model to the
crankshaft coordinate system. It is assumed that the cylinder block and
crankshaft models are orthogonal to one another. The transformation matrix
is built up in the following order :
Mirror
Translate
Rotate about x, then y and finally z crankshaft global axes

COMMAND FILES
519
1.4 CHILD
The CHILD command is used to define simulation children. Child number zero is
always defined as being the parent process. The CHILD command is used in
association with the LINK command.

CHILD has the following arguments:

CHILD NUMBER

= Simulation child number
APPLICATION

= Define child process
HOST

= Select host to run
ARGUMENTS

= APPLICATION arguments
FILE

= Header file for child
ROTATE

= Rotate child
TRANSLATE

= Translate child
MIRROR

= Mirror child

where:

NUMBER

APPLICATION
This argument is used to define the Simulation Child Process.

HOST
This argument is used to define the host on which the Application is to run on. At
present all the processes have to run from the same host and so this is set to local.
Default=local Text

ARGUMENTS
This argument is used to specify the arguments to the child APPLICATION. For
example, if the simulation child is a VALDYN simulation then this would be set to s
<filename>.dat.

COMMAND FILES
520
FILE
This argument specifies the header file for the child.

ROTATE
This argument is used to define any necessary rotation from the co-ordinate system
used by the APPLICATION to that used by ENGDYN. All vectors are in the ENGDYN
global axes. See Note 1
Default=0,0,0

Real deg
TRANSLATE
This argument is used to define any necessary translation from the co-ordinate
system used by the APPLICATION to that used by ENGDYN. All vectors are in the
ENGDYN global axes. See Note 1
Default=0,0,0 Real mm

MIRROR
This argument is used to specify a mirror vector as a normal vector to the mirror, the
plane of which passes through the origin at the crankshaft co-ordinate system. If zero
is entered for the X, Y or Z values of a transformation, then that transformation will
not occur. See Note 1
Default=0,0,0 Real

Notes:

1 The transformation matrix is built up in the following order: mirror, rotation
about Z, then Y and finally about X and then the translation.
COMMAND FILES
521
1.5 CONROD
The Pre-Processor CommandsCONROD command is used to define the specification
of the connecting-rods.


CONROD
TYPE =
Type of model to use for the
connecting rod
FILE = Filename of FE model
FROM = FE code which the model

UNITS =
Units of the data within the FE
model file

ROTATE =
Rotation vector to apply to the FE
model

TRANSLATE =
Translation vector to apply to the
FE model
MIRROR = Plane to reflect the model.
SOLVER = FE model solver
NUMBER_OF_MODES = Number of modes to solve for
ELEMENT_CHECK = Element check option
NUMBER = Cylinder identification numbers

MEMORY =
Maximum amount of memory to
use of solving FE model
DATA_RECOVERY = Data recovery option
TOLERANCE = Linear and angular clipping
tolerance

where:

TYPE
This argument specifies the type of model to use to describe the connecting rods.
The options are:
NONE
RIGID
COMPLIANT_BIG_END
COMPLIANT_SMALL_END
COMPLIANT
DYNAMIC
COMPLIANT_BIG_END_SYMMETRIC
COMPLIANT_SMALL_END_SYMMETRIC
COMPLIANT_SYMMETRIC
RIGID and DYNAMIC are to be used for dynamic calculations only and the remaining
options for static calculations.

FILE
This argument specifies the file containing the FE model of the connecting rod. The
full path and filename should be specified. There should be a file specified for each
rod.
COMMAND FILES
522

FROM
options are:
SFE
ABAQUS
ANSYS
IDEAS
FEMGEN
PAFEC
MSC/NASTRAN
Default=SFE Text

UNITS
are:
SI
MM
METRIC
FT
INCH
Default=SI Text

ROTATE
This argument specifies the rotation vector for each connecting rod. There should be
a vector for each rod. See Note 1.
Default=(0,0,0) Real, Vector degrees

TRANSLATE
This argument specifies the translation vector for each connecting rod. There should
be a vector for each rod. See Note 1.
Default=(0,0,0) Real, Vector m

MIRROR
This argument specifies the mirror vector for each connecting rod. There should be a
vector for each rod. See Note 1.
Default=No mirroring Real, Vector

SOLVER
This argument specifies the solver for the FE model. The options are:
FEARCE
MSC/NASTRAN
ABAQUS
If FEARCE is chosen then the FE model will be solved for automatically. Choosing
the remaining options will result in an input file for the chosen solver being written to
file. See Note 2.
Default=FEARCE Text
COMMAND FILES
523

NUMBER_OF_MODES
If a dynamic model is chosen, the number of modes for which the FE model should
be solved must be given. For all other models this argument should not be set. See
Note 2.

ELEMENT_CHECK
This option specifies whether an element check should be performed when exporting
the results. See Note 2.
Default=Yes Text

OUTPUT
FE model transformation and calculation to. See Note 2.

NUMBER
This option specifies the identification numbers of the cylinders for which connecting
rods are specified.

MEMORY
This argument specifies maximum amount of RAM which the calculations should
consume. See Note 2.
Default=Unlimited Integer Mbytes

DATA_RECOVERY
This argument specifies whether data recovery matrices are to be saved to the
output file. See Note 2.
Default=No Text

TOLERANCE
This argument specifies linear and angular tolerance used for set clipping. It is
possible to specify a single value for linear tolerance or a pair of linear and angular
tolerances. If the tolerances are not set or set to zero, system tolerances will be
applied.
Default=(0,0) Text mm, degrees

Notes:

COMMAND FILES
524
Mirror
Translate
2 SOLVER, NUMBER_OF_MODES, ELEMENT_CHECK, OUTPUT,
MEMORY and DATA_RECOVERY arguments can have either a
single value common for each rod or the number of values should
equal the number of rods defined by the command. The latter is useful
to define models with more than one unique connecting rod.

COMMAND FILES
525
1.6 CRANK
The CRANK command is used to define the type of crankshaft model and to extract
data from a file containing a finite element model of the crankshaft assembly. This
command should appear after the MATERIAL commands.


CRANK
TYPE =
The type of model to represent
the crankshaft

FILE
=
The name and position of the
crankshaft FE model

CALCULATE =
Specifies the properties of the
model to be solved for

FROM =
The format of the crankshaft FE
model

UNITS =
The units of the data describing
the FE model

OVERWRITE =
Denotes whether to overwrite
the SFE output files

MATRIX_FORMULATION =
The method for deriving the
reduced mass and stiffness
model

MATERIAL =
The name of the crankshaft and
crank counterweight material

EXCLUDE_ELEMENTS =
Elements which are excluded
from the FE model
SOLVER = Applied matrix solver
MY = Required M.y mass moment
MZ = Required M.z mass moment
MYX = Required M.y.z mass moment
MZX = Required M.z.x mass moment

WEB_NUMBERS =
The webs to be drilled in the
primary balance calculation

X =
The axial position of each
counterweight

RADIUS =
The radial position of the
counterweights
MASS = Mass of the balance weights

where:

COMMAND FILES
526
TYPE
This argument specifies the model to calculate the stiffness of the crankshaft. The
available options are:
DYNAMIC
COMPLIANT
COMPLIANT_WITH_NO_MASS
RIGID
RIGID_WITH_NO_MASS

FILE
This argument specifies the file containing the FE model of the crankshaft. The full
path and filename should be specified.

CALCULATE
This argument defines which properties of the crankshaft should be calculated. The
options are:
NONE
MASS_PROPERTIES
STIFFNESSES
ALL
The ALL argument will indicate that both mass properties and stiffnesses of the
crankshaft should be calculated.
Default=NONE Text

FROM
options are:
SFE-RICARDO
ABAQUS
ANSYS
IDEAS
FEMGEN
PAFEC
MSC/NASTRAN
PATRAN
Default=SFE-RICARDO Text

UNITS
are:
SI
MM
METRIC
FT
INCH
Default=SI Text
OVERWRITE
Denotes whether to overwrite the SFE output files if they exist
COMMAND FILES
527
Default=No Text

MATRIX_FORMULATION
This argument is used to specify the method for deriving the reduced mass and
stiffness model of the crankshaft. .At present only one method is available.
Default= HODGETTS Text

MATERIAL
This argument specifies the name of the crankshaft and crank counterweight
materials. One or two materials can be specified. If only one is specified then the
crankshaft and crank counterweight material will be set to that material name. If two
are specified the first and second names will be taken as the crankshaft and the
crank counterweight materials respectively.

OUTPUT
FE model transformation and calculation to.

EXCLUDE_ELEMENTS
This arguments defines the beam elements not included in the FE model.

SOLVER
This argument specifies the matrix solver to be applied to the stiffness matrix. The
options are:
FULL_CONJUGENT_GRADIENT
SYMMETRIC_CONJUGENT_GRADIENT
OUT_OF_CORE_SKYLINE_CHOELESKI
SKYLINE_CHOELESKI_DECOMPOSITION
VECTORIZED_SPARSE_SOLVER
Default=VECTORIZED_SPARSE_SOLVER Text

MY
The required value of the M.y total mass moment for the primary balance calculation.
See Note 2.
Default=0.0 Real kg.mm

MZ
The required value of the M.z total mass moment for the primary balance calculation.
See Note 2.

MYX
The required value of the M.y.x total mass moment for the primary balance
calculation. See Note 2.
COMMAND FILES
528
2

MZX
The required value of the M.z.x total mass moment for the primary balance
calculation. See Note 2.
2

WEB_NUMBERS
The web numbers to be drilled to obtain the required mass moments in the primary
balance calculation. See Note 2.

X
The axial positions of the two counterweights used to obtain the required mass
moments in the primary balance calculation. See Note 2.

RADIUS
The radial positions of the two counterweights used to obtain the required mass
moments in the primary balance calculation. See Note 2.

MASS
The masses of the two counterweights used to obtain the required mass moments in
the primary balance calculation. See Note 2.
Non-defaultable Real kg

Notes:

1 The Hodgetts model refers to a model that idealises the crank to rigid,
massive nodes interconnected by flexible massless elements. The elemental
properties of this model may either be derived from stiffnesses obtained using
the finite element method or using empirical formulae. The mass properties
may either be derived from a finite element model or from a CAD solid model.

2 The primary balance calculation will be undertaken if any web numbers are
chosen, the mass and axial position of the two counterweights are chosen or
the radial and axial position of the two counterweights are chosen. If web
numbers are specified there should be no information regarding the counter
weight present in the command. Conversely, if counter weight information is
present then should be no web numbers included in the command file.
If the counterweight method of balancing is chosen, the mass of the
counterweights will be calculated if the radial position of the weights is
specified. Conversely, if the mass of the counterweights are specified their
radial positions will be calculated.

COMMAND FILES
529

COMMAND FILES
530
1.7 CYLINDER
The CYLINDER command is used to describe physical properties of each engine
cylinder.


CYLINDER NUMBER = Cylinder number
FIRING_ANGLE = Firing angle
JOURNAL_NODE = Crank pin node
CYLINDER_NODES = Cylinder nodal definition
BORE = Cylinder bore
CRANK_THROW = Crank throw
CONROD_MASS = Connecting rod mass
CONROD_LENGTH = Connecting rod length
CONROD_INERTIA = Connecting rod inertia
CONROD_CENTRE_OF_GRAVITY = Connecting rod centre of
gravity
PISTON_MASS = Piston mass
TOP_RING_POSITION = Top ring position
TOP_OF_SKIRT = Top of skirt
PIN_OFFSET = Piston pin offset
CYLINDER_OFFSET = Cylinder offset
HEIGHT = Cylinder height
INCLINATION_ANGLE = Angle of inclination
RING_RADIAL_THICKNESS = Radial ring thickness
RING_AXIAL_THICKNESS = Axial ring thickness
RING_TIP_LOAD = Tip load
RECIPROCATING_MASS_RATIO = Reciprocating mass ratio
BIG_END_BEARING_OFFSET = Bearing offset

where:

NUMBER
This defines the cylinder number and must be unique.

FIRING_ANGLE
This argument is used to define the crankshaft angle at which firing is ignited.
Non-defaultable Real deg

JOURNAL_NODE
This argument defines the crank pin crankshaft node.

COMMAND FILES
531
CYLINDER_NODES
This argument is used to define four node sets to define the upper and lower reversal
points of the small end of the connecting rod on the thrust and anti-thrust sides of the
cylinder bore. Each node set will contain a single structural node.

BORE
This argument is used to define the cylinder bore.

CRANK_THROW
This argument is used to define the crank throw radius.

CONROD_MASS
This argument is used to define the total mass of the connecting rod including bolts
and bearing shells. The value for g:conrod:mass is used if the data is read from the
sdf file.

CONROD_LENGTH
This argument is used to define the distance between the bearing centres of the
connecting rod.

CONROD_INERTIA
This argument is the connecting rod polar moment of inertia about its centre of
gravity and will be the inertia of the complete rod assembly including bolts and shells.
The value for g:conrod:inertia is used if the data is read from the sdf file.
Non-defaultable Real kg.mm
2

CONROD_CENTRE_OF_GRAVITY
This argument is used to define the distance of the centre of gravity from the big-end
centre. The z-co-ordinate of g:conrod:cgOffset is used if the data is read from the sdf
file.

PISTON_MASS
This argument is used to define the mass of the piston assembly. The value for
g:piston:mass is used if the data is read from the sdf file.

TOP_RING_POSITION
This argument is used to specify the distance of the top face of the top ring from the
piston pin centre and must be greater than the Top of Skirt value. The value for
g:piston:topRingHeight is used if the data is read from the sdf file. See Note 1.
COMMAND FILES
532

TOP_OF_SKIRT
This argument is used to specify the distance of the top of the piston skirt from the
piston pin centre and must be a positive value. The value for g:piston:skirtTop is used
if the data is read from the sdf file. See Note 1.

BOTTOM_OF_SKIRT
This argument is used to specify the distance of the bottom of the piston skirt from
the piston pin centre and must be positive value. The value for g:piston:skirtBottom is
used if the data is read from the sdf file. See Note 1.

PIN_OFFSET
This argument is used to define the piston pin offset and is positive if the pin centre is
on the anti-thrust side. The value for g:piston:pinOffset is used if the data is read from
the sdf file.

CYLINDER_OFFSET
This argument is used to define the distance between the leading and the trailing
banks for a Vee engine. It must have a positive value.

HEIGHT
This argument is used to define the distance from the crankshaft centre to the centre
of the cylinder head. If the cylinder head has a flat roof chamber then this height will
be the same as Cylinder Height. If the head has a pent-roof chamber then this height
will be greater than Cylinder Height. This is only required if the cylinder block data is
USER_DEFINED. Otherwise if data is loaded from an FE file the height is calculated
from the FE model when the cylinder block model is assembled.

INCLINATION_ANGLE
This argument is used to edit the angle of inclination for Vee engine of each cylinder
about the x-axis from y.

RING_RADIAL_THICKNESS
This argument is used to define radial thickness of the ring (the difference between
the outer and inner radius).

RING_AXIAL_THICKNESS
This argument is used to define axial (height) dimension of the ring.

COMMAND FILES
533

RING_TIP_LOAD
This argument is used to define load applied to the on ring.
Non-defaultable Real N

RECIPROCATING_MASS_RATIO
applied to the crank-pin, it is necessary to add the effective mass due to the rotating
and reciprocating masses of the connecting rod and piston to the crankpin node. This
is only required as an input if the crankshaft model is dynamic.

BIG_END_BEARING_OFFSET
This argument is used to define the axial offset of the big-end bearing centre from the
cylinder centre and is typically equal to zero. The offset is measured from the cylinder
centre axis. A positive value denotes that the bearing is to the rear of the cylinder,
whilst a negative value denotes that the bearing is in front of the cylinder. If an offset
is specified then there will be moment with respect to the big end bearing centre due
to the offset cylinder forces. For reasons of packaging Vee-configured engines often
have a small offset. For one bank the big end bearing offset will be to the rear of the
cylinder centre (+ve), whilst for the other bank the offset will be in front of the cylinder
(-ve).

Notes:

1 The parameters Top of Skirt, Bottom of Skirt and Top Ring are only used to
apply loads to the cylinder bore when performing a quasi-static cylinder
block analysis using the direct method. If the user is not intending to perform
this type of analysis then these parameters can all be set to zero. If any of
these parameters are non-zero then they should all be positive. Top of Skirt
and Bottom of Skirt are used to define the extent of the pressure distribution
when applying the piston side load. Top Ring is used to define the position
above which the cylinder gas pressure is applied to the cylinder bore.

COMMAND FILES
534
1.8 DAMPER
The DAMPER command is used to specify the characteristics of a vibration damper. If
the crankshaft has no vibration dampers then this command can be excluded from the
command file. All referenced files should be in the standard Ricardo ASCII format.

DAMPER has the following arguments:

DAMPER NAME = Vibration damper name
NODE = Attachment point of damper
MODEL = TV or general Damper

TYPE =
Type of damper (viscous or
elastomeric)
MASS = Mass of seismic mass

INERTIA =
Inertia properties of seismic
mass
STIFFNESS_TYPE = Dependency of the stiffnesses
STIFFNESS = Stiffnesses of the damper

BASE_STIFFNESS =
Stiffnesses for a time domain
analysis

DAMPING_TYPE =
Dependency of the damping
coefficients

DAMPING =
Damping co-efficents or a file
containing the co-efficients

BASE_DAMPING
Damping co-efficients for a
time domain analysis
HUB_OUTER_DIAMETER = Damper hub outer diameter
RING_INNER_DIAMETER = Damper ring inner diameter
AXIAL_LENGTH = Damper axial length
OIL_GAP = Damper oil gap
SHEAR_AREA = Damper shear area
VOLUME = Damper volume

TEMPERATURE =
Temperature of the damper
which can vary with speed
INITIAL_TEMPERATURE = Initial temperature

where:

NAME
This argument is used to specify a name for the vibration damper. The name is used
to identify and select dampers to be used in solution. The name is limited to 8
characters.

NODE
The node at which the damper is attached.

COMMAND FILES
535
MODEL
This option defines the model type of the damper. The options are TORISIONAL or
GENERAL. TORSIONAL represents torsional damping about the x-axis only.
GENERAL represents damping in all 6 degrees of freedom. Therefore, this option
affects the number of inputs in many of the other DAMPER arguments. See Note 1.
Default=TORSIONAL Text

TYPE
This option defines the type of damper. The options are VISCOUS or ELASTOMERIC.

MASS
This argument is used to specify the mass and inertia of the seismic mass of the
damper. This argument is only needed if MODEL is set to GENERAL.
Non-defaultable Real kg and kg.m
-2

INERTIA
This argument is used to specify the inertia about the x-axis of the seismic mass of the
damper with respect to the global crankshaft axis. This argument is only needed if
MODEL is set to TORSIONAL.
Non-defaultable Real kg.m
2

STIFFNESS_TYPE
This argument specifies the dependency of the stiffnesses. The options are:
CONSTANT The stiffnesses are constant
TEMPERATURE_DEPENDENT The stiffnesses vary with
temperature
FREQUENCY_DEPENDENT The stiffnesses vary with frequency
VARYING The stiffnesses vary with
temperature and frequency
If CONSTANT is specified then the code will expect inputs of type Real for the
DAMPING argument. The number of inputs depends on the MODEL argument.
If any other option is specified then the code will expect an input of type Text for the
DAMPING argument.

STIFFNESS
This argument is used to specify the stiffnesses or a file containing the varying
stiffnesses.
Non-defaultable Real or Text N.m
-1
and N.m.rad
-1

BASE_STIFFNESS
Base stiffnesses to be used in a time-domain analysis if only frequency dependent
data are provided.
Non-defaultable Text N.m
-1
and N.m.rad
-1

COMMAND FILES
536
DAMPING_TYPE
This argument specifies the dependency of the damping co-efficients. The options are:
CONSTANT The damping coefficients are
constant
TEMPERATURE_DEPENDENT The damping coefficients vary with
temperature
FREQUENCY_DEPENDENT The damping coefficients vary with
frequency
VARYING The damping coefficients vary with
temperature and frequency
If CONSTANT is specified then the code will expect inputs of type Real for the
DAMPING argument. The number of inputs depends on the MODEL argument.
If any other option is specified then the code will expect an input of type Text for the
DAMPING argument.

DAMPING
This argument specifies the damping co-efficients or the file in which the varying
damping coefficients exist. This input is needed if one direction is specified as TYPE
VISCOUS.
Non-defaultable Real or Text N.s.m
-1
and N.m.s.rad
-1

BASE_DAMPING
Base damping co-efficients to be used in a time-domain analysis if only frequency-
dependent data are provided. This input is needed if one direction is specified as
TYPE VISCOUS.
Non-defaultable Real N.s.m
-1
and N.m.s.rad
-1

DYNAMIC_MAGNIFIER
Dynamic magnifier values or the file in which the varying dynamic magnifiers exist.
Dynamic magnifiers can only vary with temperature. This input is needed if one
direction is specified as TYPE ELASTOMERIC.
Non-defaultable Real or Text

FILTER_FREQUENCY
Filter frequency values for each direction. This input is needed if one direction is
specified as TYPE ELASTOMERIC.
Non-defaultable Text Hz

HUB_OUTER_DIAMETER
This argument is used to specify the hub outer diameter of the vibration damper. See
Note 2.
Non-defaultable Text m

RING_INNER_DIAMETER
This argument is used to specify the ring inner diameter of the vibration damper. See
Note 2.

COMMAND FILES
537

AXIAL_LENGTH
This argument is used to specify the axial length of the vibration damper. See Note 2.

OIL_GAP
This argument is used to specify the oil gap of the vibration damper. This input is only
applicable to a viscous damper. See Note 2.

SHEAR_AREA
This is used to specify the effective shear area in the selected direction so as to
calculate the Maximum Shear Stress. See Note 2.
2

VOLUME
This is use to specify the volume of the elastomer or the oil so as to calculate the
power density. See Note 2.
3

TEMPERATURE
This argument can be either CONSTANT or the name of a file containing the speed
dependent temperature data.
Default=CONSTANT Text

INITIAL_TEMPERATURE
This is the initial temperature of the vibration damper for a thermal balance
calculation of the damper.
Default=20
o
C Text
o
C

Notes:

1 If MODEL is set to GENERAL then the following arguments will take 6 inputs:
- TYPE
- MASS
- STIFFNESS_TYPE
- STIFFNESS
- BASE_STIFFNESS
- DAMPING_TYPE
- DAMPING (if one direction has TYPE VISCOUS)
- BASE_DAMPING (if one direction has TYPE VISCOUS)
- DYNAMIC_MAGNIFIER (if one direction has TYPE ELASTOMERIC)
- FILTER_FREQUENCY (if one direction has TYPE ELASTOMERIC)
- HUB_OUTER_DIAMETER (Optional)
- RING_INNER_DIAMETER (Optional)
- AXIAL_LENGTH (Optional)
- OIL_GAP (Optional)
COMMAND FILES
538
- SHEAR_AREA (Optional)
- VOLUME (Optional)

If MODEL is set to TORSIONAL then the following arguments will take 1 input:
- TYPE
- INERTIA
- STIFFNESS_TYPE
- STIFFNESS
- BASE_STIFFNESS
- DAMPING_TYPE
- DAMPING (if TYPE is VISCOUS)
- BASE_DAMPING (if TYPE is VISCOUS)
- DYNAMIC_MAGNIFIER (if TYPE is ELASTOMERIC)
- FILTER_FREQUENCY (if TYPE is ELASTOMERIC)
- HUB_OUTER_DIAMETER (Optional)
- RING_INNER_DIAMETER (Optional)
- AXIAL_LENGTH (Optional)
- OIL_GAP (Optional)
- SHEAR_AREA (Optional)
- VOLUME (Optional)

2 SHEAR_AREA and VOLUME inputs are used to calculate the Maximum Shear
Stress, Power Loss and Power Density for the vibration damper.

If these inputs are not supplied and the geometry of the damper is supplied by
the HUB_OUTER_DIAMETER, RING_INNER_DIAMETER, AXIAL_LENGTH
and OIL_GAP arguments then the calculate the Maximum Shear Stress, Power
Loss and Power Density for the vibration damper will be calculated using these
values.

If none of the inputs described in this note are provided then the Maximum
Shear Stress, Power Loss and Power Density for the vibration damper will not
be calculated.

3 An example of a torsional, viscous damper
DAMPER NAME
MODEL
NODE
TYPE
INERTIA
STIFFNESS_TYPE
STIFFNESS
BASE_STIFFNESS
DAMPING_TYPE
DAMPING
BASE_DAMPING
SHEAR_AREA
VOLUME
TEMPERATURE
INITIAL_TEMPERATURE
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
damper:ID_viscous
TORSIONAL
1
VISCOUS
0.005550 [kg.m^2]
CONSTANT
0.016982 [MN.m/rad]
0.016982 [MN.m/rad]
CONSTANT
2.912475 [N.m.s/rad]
2.912475 [N.m.s/rad]
1000.000000 [mm^2]
2000.000000 [mm^3]
20.000000 [degC]
0.000000 [degC]
\
\
\
\
\
\
\
\
\
\
\
\
\
\

COMMAND FILES
539
1.9 DIRECTION
The DIRECTION command is used to set a direction vector for each local direction.
This command broadens the LINK command capabilities.


DIRECTION NUMBER

= Local direction identifier
VECTOR

= Direction vector

where:

NUMBER
This argument is used to identify the local direction vector.

VECTOR
This argument is used to define a local direction.
COMMAND FILES
540
1.10 DRIVE
The DRIVE command is used to define the crankshaft node at which the mean torque
of the engine is reacted.

DRIVE has the following arguments:

DRIVE NODE = Crankshaft node at which mean torque is reacted

where:

NODE
This argument is used to specify the crankshaft node at which the mean torque of the
engine is reacted.
COMMAND FILES
541
1.11 ELEMENT
The ELEMENT command is used to define a crankshaft element. The program
calculates the flexibility coefficients based on the data specified under this command.
This command should be used for each element of the crankshaft and should appear
after the MASS commands.

ELEMENT has the following arguments:

ELEMENT NUMBER = Element number
TOPOLOGY = Element topology
TYPE = Element type

CYLINDRICAL
PRISM
RIGID_LENGTHS = Rigid lengths of
element
OUTSIDE_DIAMETERINSIDE_
DIAMETER
= Outside diameter of
element
INSIDE_DIAMETER = Inside diameter of
element

CRANKWEB
FLEXIBILITIES
EQUIVALENT_WIDTH

= Width of web in
global YZ-plane
FULL_THICKNESS = Width of web in
global XY-plane
IN_PLANE_STIFFNESSIN_PL
ANE_STIFFNESSIN_PLANE_S
TIFFNESSIN_PLANE_STIFFN
ESSIN_PLANE_STIFFNESS
= In-plane stiffness of
web
OUT_PLANE_STIFFNESS = Out-of-plane
stiffness of web
TORSIONAL_STIFFNESS = Torsional stiffness
of web
RADIUS_OF_COUNTERWEIG
HT
= Radius of
counterweight
START_OF_COUNTERWEIGH
T
= Start of
counterweight
END_OF_COUNTERWEIGHT = End of
counterweight
WEB_NUMBER = Number of web

ELEMENT UFXY =
FLEXIBILITY UFXZ =
COEFFICIENTS UMXY =
UMXZ =
VFXY =
VFXZ =
VMXY =
VMXZ =
CFLEX =
TFLEX =

COMMAND FILES
542

SHAFT
STIFFNESSES
BENDING_STIFFNESS = Bending stiffness of
element
TORSIONAL_STIFFNESS = Torsional stiffness
of element
AXIAL_STIFFNESS = Axial stiffness of
element

SPRING STIFFNESS = Stiffness of spring
STIFFNESS DAMPING = Spring damping
AND DAMPING PRELOAD = Spring preload
PRELOAD_DISTANCE = Distance between
nodes at which
preload is applied

FRICTION AND DAMPING = Element damping
DAMPING FRICTION_COEFFICIENT Element coefficient
of friction

where:

NUMBER
This argument is used to set the element number.

TOPOLOGY
This argument is used to set the element number.

TYPE
This argument is used to specify the type of geometric section. It takes the following
values :
CYLINDRICAL, MAIN, PIN Cylindrical prism
WEB Crankweb properties
PROPERTIES Element flexibilities
SHAFT Shaft flexibilities
SPRING_AND_DAMPER Spring flexibilities and damping
RIGID_LINK Rigid link
FRICTION Friction and damping element

The type of element determines which information should be included in the Pre-
Processor Commands command

TYPE=CYLINDRICAL
If TYPE=CYLINDRICAL, MAIN or PIN then the element flexibilities are evaluated
assuming a cylindrical prism, and the following arguments apply. This option is used
COMMAND FILES
543
to determine the flexibilities at the crankpins and main bearing journals of the
crankshaft..
Default=PROPERTIES Text

RIGID_LENGTHS
This argument is used to specify the rigid lengths of the cylindrical prism. Two values
are expected and these are the rigid lengths at each end of the element where the
first value is the rigid length at the end nearest to x=0. If TYPE=MAIN or PIN then
this argument is ignored and the FULL_THICKNESS value for the adjacent crankweb
is used to calculate the current rigid length.
Default=0.0,0.0 Real m

OUTSIDE_DIAMETER
This argument is used to specify the outside diameter of the cylinder. If this
argument is not specified then it defaults to the outside diameter at the node with the
same number as the element specified using the MASS command. If the diameter at
that node has not been specified using the MASS command then the default is 0.0.
Default=(see above) Real m

INSIDE_DIAMETER
This argument is used to specify the inside diameter of the cylinder. If this argument
is not specified then it defaults to the inside diameter at the node with the same
number as the element specified using the `MASS' command. If the diameter at that
node has not been specified using the `MASS' command then the default is 0.0.

TYPE=WEB
If TYPE=WEB then the element flexibilities are evaluated assuming stiffness values
obtained from a finite-element analysis of a crankweb, and the following arguments
apply. Figures 2.6 and 2.7 define the dimensions and stiffnesses for this argument.
Appendix 1 describes how the in-plane bending, out-of-plane bending and torsional
stiffnesses are obtained using the finite element method.

EQUIVALENT_WIDTH
This argument is used to specify the width of the crankweb in the global YZ-plane.
This dimension is derived using the formula for the equivalent length of a crankweb
given in Figure 2.6 and described in Reference [10]. If this is ignored a preferred
method of evaluating the flexibilities is employed using FULL_THICKNESS only.

FULL_THICKNESS
This argument is used to specify the width of the crankweb in the global XY-plane.

IN_PLANE_STIFFNESS
This argument is used to specify the in-plane stiffness of the crankshaft web.
Non-defaultable Real N.m/rad

COMMAND FILES
544

OUT_PLANE_STIFFNESS
This argument is used to specify the out-of-plane stiffness of the crankshaft web.

TORSIONAL_STIFFNESS
This argument is used to define torsional stiffness. It is evaluated by applying a
moment as a displacement load to the model, which has an anti-symmetric with
expansion constraint at the crankpin cut plane. In addition, three nodes are
restrained to prevent rigid body motion.

The following arguments are used to define the extent of the counterweight at a web
and are used to determine the location of balance drillings for primary crankshaft
balance. Only those webs referred to in the BALANCE command require these
arguments.

RADIUS_OF_COUNTERWEIGHT
This argument is used to specify the radius from the crankshaft axis to the outer edge
of the counterweight.
Default=0.0 Real m

START_OF_COUNTERWEIGHT
This argument is used to specify the angular position corresponding to the start of the
System. This angle should lie between 0 and 360.
Default=0.0 Real deg

END_OF_COUNTERWEIGHT
This argument is used to specify the angular position corresponding to the end of the
System. This angle should lie between 0 and 360.

WEB_NUMBER
This argument is used to define a web number.

TYPE=PROPERTIES
If TYPE=PROPERTIES then the element flexibilities as defined in NEED FIGURE
are entered directly by the user, and the following arguments apply. It is anticipated
that all element flexibilities should be specified using TYPE=CYLINDRICAL and
WEB. This option is included for completeness.

UFXY
COMMAND FILES
545
This argument is used to specify the flexibility coefficient UFXY.
Non-defaultable Real m/N

UFXZ

UMXY
Non-defaultable Real rad/(N.m)

UMXZ

VFXY

VFXZ

VMXY

VMXZ

CFLEX
This argument is used to specify the flexibility coefficient CFLEX.

TFLEX
This argument is used to specify the flexibility coefficient TFLEX.

TYPE=SHAFT

If TYPE=SHAFT then the element flexibilities are evaluated assuming stiffness
values obtained from a finite-element analysis of the flywheel or cranknose
respectively, and the following arguments apply. The user must ensure that the
element length as defined by the nodes using the NODE command corresponds to
COMMAND FILES
546
the distance between the constraint face and applied force in the finite element
model. Appendix 1 describes how the bending, axial and torsional stiffnesses are
obtained using the finite-element method.

BENDING_STIFFNESS
This argument is used to specify the bending stiffness of the crankweb.

TORSIONAL_STIFFNESS
This argument is used to specify the torsional stiffness of the crankweb.

AXIAL_STIFFNESS
This argument is used to specify the axial stiffness of the crankweb.
Non-defaultable Real N.m

TYPE= SPRING_AND_DAMPER

STIFFNESS
This argument is used to specify the stiffness of the spring.
Non-defaultable Real N/m

DAMPING
This argument is used to define damping factor of the damper.
Default=0.0 Real Ns

PRELOAD
This argument is used to define the preload of the spring.
Default=0.0 Real N

PRELOAD_DISTANCE
is the description
Default=0.0 Real m

TYPE=FRICTION

DAMPING
This argument is used to define damping factor of the element.
Non-defaultable Real Nsm
-1

FRICTION_COEFFICIENT
This argument is used to set value of the friction coefficient for the contacting
surfaces.

COMMAND FILES
547

Notes:

1 The first and last elements are assumed to have zero flexibility. The
properties for these elements, which correspond to the elements at the front
and rear of the crankshaft, should not be input by the user.

2 It is assumed that a given element n joins the node n to node n+1.

COMMAND FILES
548
1.12 ENGINE
The ENGINE command is used to specify the type of engine considered.

ENGINE has the following arguments:

ENGINE CYCLE = The type of cycle the engine performs
ROTATION = The direction of rotation of the

where:

CYCLE
The cycle describes the stroke of the engine and can be 2 or 4 stroke.
Default=4 Integer

ROTATION
The rotation describes the direction of the crankshaft and can be either CLOCKWISE
or ANTICLOCKWISE.
Default=CLOCKWISE Text

COMMAND FILES
549
1.13 IN_CYLINDER
The IN_CYLINDER command is used to describe in cylinder model of motion.

IN_CYLINDER has the following arguments:

IN_CYLINDER MODEL = Model type
METHOD

= Method of simulation
FILE

= PISDYN sdf file name
EQUATION

= Equation defining user model

where:

MODEL
This is used to select the piston motion model. The available options are:
SLIDER_CRANK, SECONDARY_DYNAMIC, USER_EQUATION.
Default=SLIDER_CRANK Text

METHOD
This argument is used to select a numerical method for simulation of piston motion.
Only SIMPLIFIED method is available so far.
Default=SIMPLIFIED Text

FILE
This argument is used to select a data file from PISDYN analysis if
SECONDARY_DYNAMIC is chosen.
Non-defaultable SDF file

EQUATION
This argument is used to define USER_EQUATION.
Non-defaultable String
COMMAND FILES
550
1.14 LINK

The LINK command is used to define mechanical links and their associated
simulation children at a particular node on the crankshaft.

The LINK command has the following arguments:

LINK NUMBER = Identification number
MODEL

= Engine part
NODE

= Selected node
SET = Coordinate system definition
DIRECTION = Coordinate system definition
TYPE = Link type
DIMENSION

= Link dimension
CHILD

= Simulation children
RELATIVE_TO

= Crankshaft axis definition

AXIS = Crankshaft axis definition

where:

NUMBER
This argument is used to specify the unique identification number of the mechanical
link shared with the child process.

MODEL
This argument is used to select a part of assembly. It is possible to select
CRANKSHAFT or CYLINDER_BLOCK.

NODE
This argument is used to select a node where mechanical link is to be applied.

SET
This argument is used to set coordinate system to LOCAL or GLOBAL.

DIRECTION
This argument must be specified if SET is GLOBAL. The options are X, Y or Z.
If SET is LOCAL, default value is (0,0,0) deg.
Non-defaultable Text or Real
COMMAND FILES
551

TYPE
This is used to specify the type of the link either FORCE or MOTION.
Default=FORCE Text

DIMENSION
This argument is used to specify the dimension of the link. The possible options are,
1D_TRANSLATIONAL, 1D_ROTATION, 3D_TRANSLATIONAL, 3D_ROTATION and
3D_6DOF.

CHILD
This lists the currently defined simulation children. Child number zero is always
defined as being the parent process.
Non-defaultable

RELATIVE_TO
This is used to specify the co-ordinate system of the crankshaft axis in the
connecting application pertaining to the link. The options are NODE or ORIGIN. If
connecting to VALDYN then Origin would be selected.

AXIS
This is used to specify the co-ordinate system of the crankshaft axis in the
connecting application pertaining to the link. The options are either FIXED or
ROTATING. If connecting to VALDYN then Fixed would be selected.
Default=0, 0, 0 Real mm
COMMAND FILES
552
1.15 LOADING
The LOADING command is used to apply pressures and loads to the model

LOADING has the following arguments:

LOADING TYPE = Type of loading
NAME = Loading application
SPEED = Revolutions of shaft
CYLINDER_PRESSURE = Specify pressure inside
cylinder
AMBIENT_PRESSURE = Reference pressure
CRANKCASE_PRESSURE = Pressure at bearing edges
FACTOR = Scaling of pressure
INTERVAL = Angle between solution steps
OFFSET = Offset of piston pressure data
FILE = Input date file
FROM = Data format
UNIT = Units specification
ROTATE = Rotate model
TRANSLATE = Translate model
MIRROR = Mirror model
EQUATION = Force equation
SET = Applied force set
DIRECTION = Force direction
DISTORTION = Distortion of bearings and
journals
CASE = Loadcase number
MODEL = Model loading
RELATIVE_TO = Axis that the force equation is
applied to

where:

TYPE
This argument used to select type of loading and which component is to be under
loading. The possible types are:
IN_CYLINDER
FORCE_EQUATION
FORCE_PROFILE
OIL_TEMPERATURE
OIL_FEED_TEMPERATURE
OIL_FEED_PRESSURE
JOURNAL_TEMPERATURE
BEARING_TEMPERATURE
DISTORTION
PRESSURE


COMMAND FILES
553
NAME
This argument is used to select how the loading should be applied. Possible values
are: FULL_LOAD, PART_LOAD and NO_LOAD.
Default=FULL_LOAD Text

SPEED
This argument is used to specify the revolutions per minute of the engine. See Note
1.
Non-defaultable Real rpm

CYLINDER_PRESSURE
This argument is used to load a file containing pressure data for given speed and
cylinder. See Note 1.
Non-defaultable *.PRES file

AMBIENT_PRESSURE
This argument is used to specify the ambient pressure. See Note 1.
Default=1 Real bar

CRANKCASE_PRESSURE
This argument is used for hydrodynamic solutions to define the conditions at the
edge of the bearing. See Note 1.
Default=1 Real bar

FACTOR
This argument is used to scale the data in the PRES file to a different rating. The
FACTOR argument stands for either a constant factor or an expression (in terms of
T, IMEP, P, PMAX). See Note 1.
Default=1 Real

INTERVAL
This argument is used to work with data in the form of a pressure column at equal
intervals and defines the angle between each pressure value. This is used in
conjunction with the OFFSET argument. The interval angle is only used if there are
no crank angles in the .PRES file.

OFFSET
This argument is used to offset supplied in cylinder pressures by a defined angle
relative to the shaft angle.

COMMAND FILES
554
FILE
This argument is used to specify a file containing loading data. The type of file
depends on the TYPE of loading specified.
IN_CYLINDER SDF file containing in-cylinder pressures
FORCE_PROFILE ASCII or SDF file containing force profiles
DISTORTION SFE containing distortions of journals and bearings


FROM
This argument is used to select the source format of the FILE if the TYPE of loading
is DISTORTION. The possibilities are:
SFE
ABAQUS
ANSYS
IDEAS
FEMGEN
PAFEC
MSC
NASTRAN

Default=SFE Text

UNIT
This argument is used to specify the units for the FE model in the file specified by
FROM. The options are SI, MM, METRIC, FT and INCH. It is not required when data
are loaded from and SFE or IDEAS file using the FROM command
Default=SI Text

ROTATE
This argument is used to rotate the FE model in the file specified by FROM.
Default=0,0,0 Real

TRANSLATE
This argument is used to translate the FE model in the file specified by FROM.
Default=0,0,0 Real

MIRROR
This argument is used to specify the vector in which to mirror the FE model in the file
specified by FROM.
Default=0,0,0 Real

CASE
This argument is used to identify loadcase number for the data in the file specified by
FROM.

COMMAND FILES
555
EQUATION
This argument is used to define a force equation which acts on the sets defined by
SET. It is needed when TYPE is specified as FORCE_EQUATION. See Note 2.
Non-defaultable

SET
This argument specifies the set to apply the force equation to. See Note 2.
Default=0,0,0 Real mm

DIRECTION
This argument is used to define if the load is acting in the local or global direction.
See Note 2.

RELATIVE_TO
This argument is used to specify the axis to apply the force equation to. The options
are FIXED and ROTATING. This option is only relevant is the MODEL is
CRANKSHAFT

DISTORTION
This argument is used to define the distortion of the journals and bearings for each of
the journal bearings under operating conditions. This effectively allows the user to
define the hot shape of the journal and bearing. The options are:
NONE
CONSTANT
FROM_DISTORTED_SHAPE

Default=NONE Text

MODEL
This argument is used to choose which model part the loading is applied to. The
possibilities are:
CRANKSHAFT
CYLINDER_BLOCK
CONNECTING_ROD


RELATIVE_TO
This argument is used to specify the axis which the CRANKSHAFT MODEL is
relative to.


COMMAND FILES
556

Notes:

1 The number of provided inputs for SPEED, AMBIENT_PRESSURE,
CRANKCASE_PRESSURE, CYLINDER_PRESSURE, FACTOR should be
consistent.

2 The number of provided inputs for EQUATION, SET and DIRECTION
should be consistent.

3 An example of the LOADING command is given below:
LOADING TYPE=IN_CYLINDER NAME=FULL_LOAD SPEED=1000
CYLINDER_PRESSURE='p10_so.PRES' AMBIENT_PRESSURE=0 CRANKCASE_PRESSURE=0
FACTOR=1.0 INTERVAL=1

COMMAND FILES
557
1.16 LUBRICANT
The LUBRICANT command is used to specify the type of lubricant used and its fluid
properties.

LUBRICANT has the following arguments:

LUBRICANT NAME = The name of the lubricant
FILE = The name of the file containing
the fluid properties of the
lubricant
EQUATION = The type of lubrication equation
GAMMA = The value of Gamma in the
Walther-ASTM equation
PRESSURE_VISCOSITY = The type of equation used for
pressure-viscosity dependence

where:

NAME
The name of the lubricant can be specified. The lubricant information is taken to be
included in a file denoted by the NAME identifier with an extension of .MAT in the
same directory as the input file. If the file is not found in the current directory, the
ENGDYN database directory is searched for the lubricant file denoted by the NAME
argument. NAME cannot be used with FILE. See Note 1 for further information.

FILE
This argument specifies the explicit position of the file which contains the lubricant
properties. FILE cannot be used with NAME. See Note 1 for further information.

EQUATION
This argument specifies the type of equation to be used which relates the viscosity of
the lubricant with its temperature. The choices are:
1. USER_DEFINED
2. WALTHER_ASTM
3. VOGEL
If USER_DEFINED is chosen see Note 2 for more information
Default= WALTHER_ASTM Text

GAMMA
This argument specifies the value of GAMMA needed for the WALTHER_ASTM
equation. The values must be either 0.6 or 0.7 cstokes.
Default=0.6 Real cstokes

PRESSURE_VISCOSITY
This argument specifies the type of equation to be used which relates the viscosity of
the lubricant with its pressure. The choices are:
COMMAND FILES
558
NONE
BARUS
ROELANDS
For more information please see note 3.
Default=NONE Text

Notes:

1 The fluid property file should contain data for the specific heat capacity,
density, cavitation pressure, bulk modulus and piezo viscosity coefficient. If
the user defined lubrication equation is chosen the file should also contain
data relating the temperature to the kinematic viscosity. An example is
shown below:
SPECIFIC_HEAT_CAPACITY=2000 DENSITY=879 \
CAVITATION_PRESSURE=99990 BULK_MODULUS=5.0E8 \
PIEZO_VISCOSITY_COEFFICIENT=0.0
TEMPERTURE=40 KINEMATIC_VISCOSITY=90.48E-6
TEMPERTURE=100 KINEMATIC_VISCOSITY=14.52E-6

2 If the user defined model is chosen for the viscosity temperature equation
the lubricant fluid properties file should contain data relating the viscosity
and temperature (see Note 1).

3 The fluid property file can include PRESSURE_VISCOSITY_INDEX property
used when PRESSURE_VISCOSITY=ROELANDS. If the
PRESSURE_VISCOSITY_INDEX property is not defined, default value 0.67
is used. See Engdyn Theory for details on Roelands equation.

COMMAND FILES
559
1.17 MASS
The command MASS is used to define a section at a given nodal position along the
crankshaft. The program calculates the mass properties at that node based on the
data specified under this command. This command should be used for each section of
the crankshaft. This command should appear after the NODE and MATERIAL
commands.

MASS has the following arguments:

MASS NODE = Node number
AXIS = Axis type
TYPE = Section type

TYPE=CYLINDRICAL,
JOURNAL or PIN LENGTH = Axial length of section
INSIDE = Inside diameter of cylindrical section
OUTSIDE = Outside diameter of cylindrical section
X_OFFSET = Distance of centroid from node in XX
MATERIAL = Material properties file name

TYPE=PROPERTIES
or WEB MASS = Mass at node
GX = Node centre of gravity x-coordinate
GY = Node centre of gravity y-coordinate
GZ = Node centre of gravity z-coordinate

OFFSET =
Node centre of gravity x-, y- and z-
coordinates

X_OFFSET =
Axial distance of centroid from
defined axis

RADIUS =
Radial distance of centroid from
defined axis

THETA =
Angular distance of centroid from
defined axis
IXX = Nodal inertia about XX
IYY = Nodal inertia about YY
IZZ = Nodal inertia about ZZ
IXY = Nodal inertia product about XY
IYZ = Nodal inertia product about YZ
IZX = Nodal inertia product about ZX

INERTIA =
Nodal inertia about all rotational
directions

where:

NODE
This argument is used to specify the node at which the properties of the section are to
be concentrated.

COMMAND FILES
560
AXIS
This argument is used to define the axis (LOCAL, ORIGIN or CENTROID) which the
properties are relative to if TYPE=PROPERTIES.
Default=LOCAL Text

TYPE
This argument is used to specify the type of geometric section defined on the MASS
command line. It takes the following values :
CYLINDRICAL, JOURNAL, PIN Cylindrical prism
PROPERTIES, WEB Crankweb properties
The required additional inputs are dependent on the type of geometric section denoted
by the TYPE argument.
Default=PROPERTIES Text

TYPE=CYLINDRICAL, JOURNAL or PIN
If TYPE=CYLINDRICAL, JOURNAL or PIN then the mass properties for the given
section are evaluated assuming a cylindrical prism, and the following arguments apply.
As the values of the argument imply, this option is used to determine the properties at
the crankpins and main bearing journals of the crankshaft.

LENGTH
This argument is used to specify the length of the cylindrical prism.

INSIDE
This argument is used to specify the inner diameter of the cylindrical prism.

OUTSIDE
This argument is used to specify the outer diameter of the cylindrical prism.

X_OFFSET
This argument is used to specify the axial offset of the prism relative to the nodal
position.
Default=0.0 Real m

MATERIAL
This argument is used to specify the name of the file that contains the required material
properties (see Note 1). This file should already have been read into the buffer via the
command MATERIAL.

TYPE=PROPERTIES OR WEB
If TYPE=PROPERTIES or WEB then the mass properties for the given section are
entered directly by the user, and the following arguments apply. As the values of the
argument imply, this option is used to specify the mass properties at each of the
COMMAND FILES
561
crankwebs obtained from finite-element stiffness models. Appendix 1 describes how
the mass properties of the finite-element model are evaluated.

The centre of gravity relative to the defined axis can be specified in three ways. These
methods are mutually exclusive and therefore only one method should be used. The
centre of gravity can be specified by using the GX, GY and GZ arguments, the
OFFSET argument or the X_OFFSET, RADIUS and THETA arguments. The GX, GY
and GZ arguments and the OFFSET argument specify the centre of gravity using a
Cartesian coordinate system. The X_OFFSET, RADIUS and THETA arguments
specify the centre of gravity using a Cylindrical coordinate system.

The inertia of the section can be specified in one of two ways. Again, these methods
are mutually exclusive and therefore only one method should be used. The inertia can
be specified by using the INERTIA, or IXX, IXY, IYY, IYZ, IZX and IZZ arguments

MASS
This argument is used to specify the mass of the section.

GX
This argument is used to specify the x-coordinate of the centre of gravity relative to the
defined axis.

GY
This argument is used to specify the y-coordinate of the centre of gravity relative to the
defined axis.

GZ
This argument is used to specify the z-coordinate of the centre of gravity relative to the
defined axis.

OFFSET
This argument specifies the offset of the centre of gravity relative to the defined axis
by specifying the three directional offsets using a Cartesian coordinate system.

X_OFFSET
This argument is used to specify the axial offset of the element relative to the defined
axis.

RADIUS
This argument is used to specify the radial offset of the element relative to the defined
axis.
COMMAND FILES
562
THETA
This argument is used to specify the angular offset of the element relative to the
defined axis.

IXX
This argument is used to specify the inertia about XX of the defined axis.
2

IYY
This argument is used to specify the inertia about YY of the defined axis.
2

IZZ
This argument is used to specify the inertia about ZZ of the defined axis.
2

IXY
This argument is used to specify the inertia about XY of the defined axis.
2

IYZ
This argument is used to specify the inertia about YZ of the defined axis.
2

IZX
This argument is used to specify the inertia about ZX of the defined axis.
2

INERTIA
This argument is used to specify the inertia about all six rotational directions of the
defined axis.
2

COMMAND FILES
563

Notes:

1 The materials file holds quoted strengths for a particular material. These files
always have the suffix .MAT and are kept either in the current working
directory or stored together in a directory called materialsdb (usually
/usr/local/materialsdb) to form an ever increasing library of materials
data. If this location is unsatisfactory for your system it can be put anywhere
provided that the environment variable RICARDO_FE_DIRECTORY points to
the new location (this environment variable is normally set in the script file that
runs ENGDYN). For example, if the materialsdb directory is put in
/usr/databases, the environment variable must be set up with the
command:
setenv RICARDO_FE_DIRECTORY /usr/databases
A version of a file in the working directory takes precedence over the library
version.

The data definitions are set out in a similar way to a Ricardo command file with
names being set equal to values. Long lines can be continued with an '&'
character.

The recognised arguments for a material property definitions are as follows :
UTS
TENSILE_YIELD
COMPRESSIVE_YIELD
FATIGUE_STRENGTH
DENSITY
N.m
-2
N.m
-2
N.m
-2
N.m
-2
kg.m
-3

Only sufficient characters to avoid ambiguity need to be typed. The first letter
must be typed but any subsequent letters may be omitted (e.g TEY represents
TENSILE_YIELD).

2 More than one section can be specified for each node. The mass properties of
a given node are calculated based on all the sections specified at that node.

COMMAND FILES
564
1.18 MATERIAL
The MATERIAL command is used to specify material properties for a component.

MATERIAL has the following arguments:

MATERIAL NAME = Name of material properties file

where:

NAME
This argument is used to specify the name of the file that contains the required material
properties.

COMMAND FILES
565
1.19 MOUNT
The MOUNT command models engine mounts and it can either be modelled using a
quasi-elastomeric or hydroelastic model. Each model is a 3 degree of freedom model
connecting a node representing the engine side bracket to ground. Each mount is
defined such that x lies along the axis of the mount.

MOUNT has the following arguments:

MOUNT TYPE

= Type of mount
NAME

= Given name of the mount
ROTATIONS

= Mount orientation
DYNAMIC_STIFFNESS

= Dynamic stiffness
DYNAMIC_MAGNIFIER

= Dynamic magnifier
FILTER_FREQUENCY

= Frequency filter
STATIC_STIFFNESS

= Static stiffness
DAMPING_COEFFICIENT

= Damper coefficient
MASS

= Mass of mount

where:

TYPE
This argument is used to define the type of mounting. Possibilities to select are:
ELASTOMERIC
HYDROELASTIC
ELASTIC


NAME
This argument is used to specify the given name of the mount.

ROTATIONS
This argument allows the mount to be orientated with respect to the ENGDYN co-
ordinate system. The orientation vector is defined by three rotations about X, Y and
Z. The transformation matrix is built up in the following order; rotation about Z, then Y
and finally about X.

COMMAND FILES
566
DYNAMIC_STIFFNESS
This argument is used to specify the dynamic stiffness. Typically the value of this
stiffness is 1.4 times the static stiffness.
Default=0 Real MN/m

DYNAMIC_MAGNIFIER
This argument is used to specify the dynamic magnifier of the elastomer.
Default=0 Real

FILTER_FREQUENCY
This argumentis used to define the filter frequency. A value of 1 Hz is recommended.
Default=1 Real Hz

STATIC_STIFFNESS
Default=0 Real MN/m

DAMPING_COEFFICIENT
This argument is used to define the damping coefficient c of the viscous damper.
Default=INPUT_2_default_value Real N.s/m

MASS
This argument is used to specify mass of a hydroelastic engine mount.
Default=0 Real kg

COMMAND FILES
567
1.20 NODE
The NODE command is used to define the nodal coordinates of a node belonging to a
given model.

NODE has the following arguments:

NODE NUMBER = Node number
COORDINATE = x, y and z-coordinates of node
MODEL = Model type

where:

NUMBER
This argument is used to specify the node number to which the coordinates apply.

COORDINATE
This argument is used to specify the x,y and z-coordinates for this node.

MODEL
This argument denotes the reduced model type of this node. At present only the
crankshaft model is available
Default=CRANKSHAFT Integer

Notes:

1 For the crankshaft the nodes must proceed along the length of the crankshaft
in sequential order. If the .EDPR file is written from the Graphical User
Interface then the first node will be at the crank nose end. If RIGID_LINK
elements are used then the crankshaft model can be branched such that the
nodes are no longer sequential, but the nodes defining the flexibility of the
crankshaft must be in sequential order.

COMMAND FILES
568
1.21 OPEN
The OPEN command is used to open the ENGDYN standard data base file. This must
be the first command in the file. If this file already exists then it will be overwritten.

OPEN DATABASE = Name of the ENGDYN standard data file

where:

DATABASE
This argument is used to specify the name of the standard data file. The name does
not need to contain the .EDSF suffix which is best omitted.

COMMAND FILES
569
1.22 PROFILE
The PROFILE is used to is used to define the cold manufactured profiles of the
journal and bearing when the Model Type is set Hydrodynamic or
Elastohydrodynamic. The hydrodynamic and boundary lubrication models are
dependent on clearance values. The clearance profile between the bearing and
journal surfaces determines the oil film and contact pressures, which are generated
in this region. This profile is based on the nodal clearance values.

PROFILE has the following arguments:

PROFILE NUMBER

= Profile number
TYPE

= Profile type
RADIAL_DEVIATION

= Maximal radial deviation
ANGULAR_OFFSET

= Angular offset
NUMBER_OF_LOBES

= Number of profile lobes
EQUATION

= Profile description
FILE

= Profile description
DIAMETER

= Diameter of profile
OFFSET

= Profile centre offset

where:

NUMBER
This argument is used to set the profile number.

TYPE
This argument is used to specify the profile type. The options are CIRCULAR,
ELLIPTICAL, SINUSOIDAL, EQUATION and FILE. The availability of certain further
arguments depends on the TYPE.

RADIAL_DEVIATION
This argument is used to define the maximum radial deviation from the DIAMETER.
Default=0 Real mm

ANGULAR_OFFSET
This argument is used to define the angular offset (i.e. rotation) of the profile about
the centre.
Default=0 Real deg

COMMAND FILES
570

NUMBER_OF_LOBES
This argument is used to define how many lobes the profile has and can only be
used if the profile TYPE is sinusoidal.
Default=0 Integer

EQUATION
This argument is used to define an equation as a function of D, R, N, and where
these variables correspond to Diameter, Radial Deviation, Number of Lobes, Angle
and Angular Offset. The expression must have consistent units where the resultant
has a unit of length.

FILE
This argument is used to define the name of the ASCII file from which the profile is
read. Each file contains either a single profile or multiple profiles of radii or radial
deviations varying with angle, in which the data is defined in block or column free
format. The data do not necessarily have to be at equally spaced angle intervals. The
data in the file must be either in blocks or columns, not both, with each block labelled
using the names ANGLE and RADIUS or RADIAL DEVIATION as appropriate.
Each block or column must be defined with an appropriate unit type. See Note 1

DIAMETER
This argument is used to define the diameter of the profile.

OFFSET
This argument is used to define an offset of the profile centre in the Y and Z direction.
Default=0,0 Real mm

Notes:

1 An example of a file in which a single profile is defined using block format is
as follows:

BLOCK NUMBER=1 NAME='ANGLE' UNITS='deg'

0.00000 10.0000 20.0000 30.0000 40.0000 50.0000 60.0000 70.0000
80.0000 90.0000 100.000 110.000 120.000 130.000 140.000 150.000
160.000 170.000 180.000 190.000 200.000 210.000 220.000 230.000
240.000 250.000 260.000 270.000 280.000 290.000 300.000 310.000
320.000 330.000 340.000 350.000

BLOCK NUMBER=2 NAME='RADIAL DEVIATION' UNITS='micron'

1.01086 1.00000 0.99790 0.88764 0.83746 0.82952 0.82177 0.85677
0.85086 0.84090 0.87401 0.95214 0.98992 1.02439 1.03059 1.04399
1.04215 1.03976 1.02032 0.98457 0.90603 0.78639 0.60423 0.50758
0.45371 0.45462 0.48842 0.49955 0.49111 0.49418 0.49719 0.51053
0.49962 0.50857 0.52708 0.62381


COMMAND FILES
571
COLUMN NUMBER=2 NAME='RADIAL DEVIATION' UNITS='micron'

0.00000 1.01086
10.0000 1.00000
20.0000 0.99790
30.0000 0.88764
40.0000 0.83746
50.0000 0.82952
60.0000 .
. .
. .
340.000 0.52708
350.000 0.62381

If multiple profiles are defined in the same file then each block or column is
differentiated using LEGEND = PROFILE 1. For example, using column
format the data would be of the form:

COLUMN NUMBER=1 NAME='ANGLE' UNITS='deg'

0.00000 1.8583 0.6543 0.1000 0.5689
10.0000 2.5757 0.6783 0.6200 0.4367
20.0000 2.1159 0.2000 0.5300 0.9876
30.0000 2.1354 0.2500 0.3456 .
40.0000 1.4201 0.4500 . .
50.0000 1.4879 . . .
60.0000. . . . .

COMMAND FILES
572
1.23 TITLE
The TITLEPre-Processor Commands command is used to define a title and has a
single text value.

TITLEPre-
Processor
Commands
VALUE

= Set Title

where:

VALUE
This argument is used to set a title. The command `TITLE' may be used three times
to define up to three main titles. The text value may be any text (enclosed in quotes)
up a maximum length of 30 characters.
Default= Text

COMMAND FILES
Solver Commands
573
2 Solver Commands

This program is used to perform the solution on the model for a given loadcase(s) and
may be executed as many times as required by the user. This enables the user to
solve for different loading conditions and configurations of the component sub-models.
The program requires a command file with the suffix .EDSO. This section defines the
commands for this file.

COMMAND FILES
Solver Commands
574
2.1 BEARING
The command BEARING is used to define the oil temperature at a journal or thrust
bearing.

BEARING has the following arguments:

BEARING TYPE = Type of bearing
NUMBER = Bearing number
OIL_TEMPERATURE = Oil temperature at bearing

where:

TYPE
This argument is used to specify the type of bearing. The available options are:
MAIN
BIG_END
SMALL_END
The oil temperature of multiple bearings of the same type can be specified using a
single BEARING command.

NUMBER
The number denoting the bearing at which the oil temperature will be applied.

OIL_TEMPERATURE
User defined oil temperature at bearing.

COMMAND FILES
Solver Commands
575
2.2 BLOCK
The BLOCK command is used to define the cylinder block model type. The cylinder
block may be rigid, compliant or dynamic

BLOCK has the following arguments:

BLOCK TYPE = Type of cylinder block model

where:

TYPE
This argument is used to select the type of cylinder block model to be used in the
solution. The cylinder block model options are:
DYNAMIC
COMPLIANT
RIGID_BODY
RIGID
The models are defined using the PRE-PROCESSOR and the block model specified
by the solution is restricted according to the model defined using the
PRE-PROCESSOR. If the block has been modelled as compliant using the PRE-
PROCESSOR, a rigid body or dynamic block cannot be solved for. If the block has
been modelled as rigid using the PRE-PROCESSOR, a compliant block or a dynamic
block cannot be solved for. If the block has been models as ancillary only using the
PRE-PROCESSOR, a compliant block or a dynamic block cannot be solved for.

COMMAND FILES
Solver Commands
576

2.3 COUPLING
The COUPLING command is used to specify the coupling stiffness and damper. In
order to ensure that the crankshaft rotates at a constant speed at the flywheel and to
constrain the rigid body motion about the crankshaft axis a torsional stiffness and
damper is added at the flywheel connected to ground. The value of this stiffness
should be such that the natural frequency of the rigid body mode in torsion should be
significantly lower than the first flexible torsion mode of the crankshaft. A default
value of 50 Hz is usually adequate for most automotive applications

COUPLING has the following arguments:

COUPLING STIFFNESS = The coupling stiffness value
FREQUENCY = The coupling frequency value
DAMPING_RATIO = The coupling damping ratio
value
DAMPING_COEFFICIENT = The coupling damping
coefficient value

where:

STIFFNESS
Torsional stiffness applied at the flywheel. See Note 1.
Non-defaultable Real N.m.rad
-

FREQUENCY
Frequency of the rigid body mode in torsion at the flywheel. See Note 1.
Non-defaultable Real Hz

DAMPING_RATIO
The damping ratio of the coupling damper. See Note 2.
Non-defaultable Text Ratio

DAMPING_COEFFICIENT
The damping coefficient of the coupling damper. See Note 2.
Non-defaultable Text N.m.s.rad
-

COMMAND FILES
Solver Commands
577

Notes:

1 The stiffness is defined either by specifying the Stiffness or the Frequency.
If the frequency is specified then the corresponding stiffness is calculated,
and vice-versa. The frequency is calculated from the polar inertia of the
crankshaft J and the stiffness K such that:

J
K
f
t 2
1
=

The inertia of the crankshaft J includes the inertia due to the sum of the
rotating mass and half the reciprocating mass at each cylinder.

2 The damping coefficient of the coupling damper is defined either by
specifying the Coefficient or the damping Ratio If the damping ratio is
specified then the corresponding damping coefficient is calculated, and vice
versa. The damping coefficient is calculated from the polar inertia of the
crankshaft J, the coupling stiffness K and the damping ratio such that

JK C 2 =

A value of 0.5 for the damping ratio is recommended.

The inertia of the crankshaft J includes the inertia due to the sum of the
rotating mass and half the reciprocating mass at each cylinder.

COMMAND FILES
Solver Commands
578

2.4 DAMPING
The DAMPING command is used to define the modal damping characteristics of the
crankshaft and cylinder block and the cylinder damping coefficient. If modal damping
characteristics for the cylinder block and crankshaft are not defined using this
command then default characteristics are used as defined in Appendix 9. If a cylinder
damping coefficient is not defined then a default value of 2000 N.s/m is used. This
command is repeated as many times as there are components to be assigned user-
defined damping values and characteristics.

DAMPING has the following arguments:

DAMPING COMPONENT = Component name
DAMPING_RATIO = List of damping values
FREQUENCIES = List of frequencies
VALUE = Damping value

where:

COMPONENT
This argument is used to select the component to which the damping values are to
apply. If COMPONENT=CYLINDER_BLOCK or CRANKSHAFT then damping
characteristics are defined using the FREQUENCIES and DAMPING_RATIO
arguments whilst for COMPONENT=CYLINDER a damping coefficient is defined using
the VALUE argument.

The type of component determines which information should be included in the
command

COMPONENT=CYLINDER_BLOCK or CRANKSHAFT

If either the cylinder block or crankshaft components are selected a modal damping
characteristic is defined as proportions of critical damping (./.crit) against frequency and
is specified using the DAMPING_RATIOS and FREQUENCIES arguments.
Proportions of critical damping are assigned to each mode of the component by linear
interpolation. For modes with a frequency greater than the maximum defined in the
FREQUENCIES option a value of 1.0 is assigned to ./.crit whilst for modes with a
frequency less than the minimum defined in the FREQUENCIES argument the value of
./.crit at the minimum is assumed. At least two pairs of damping and frequency values
are expected.

DAMPING_RATIO
This argument is used to define the modal damping characteristic and is entered as a
list of critical damping values corresponding to frequency values specified using the
FREQUENCIES argument.
Non-defaultable Real Ratio

COMMAND FILES
Solver Commands
579
FREQUENCIES
This argument is used to specify a list of frequency values corresponding to the
damping ratio values specified using the DAMPING_RATIOS argument.
Non-defaultable Real Hz

COMPONENT=CYLINDER
If the cylinder component is selected then a damping coefficient is specified to
represent cylinder damping using the VALUE argument.

VALUE
This argument is used to specify a damping coefficient corresponding to the
component selected using the COMPONENT argument.
Non-defaultable Real N.s/m

Notes:

1
COMMAND FILES
Solver Commands
580

2.5 LUBRICANT
The LUBRICANT command is used to specify the type of lubricant used and its fluid
properties.

LUBRICANT has the following arguments:

LUBRICANT NAME = The name of the lubricant
TEMPERATURE = Oil inlet temperature
PRESSURE = Oil feed pressure

where:

NAME
This input specifies the name of the lubricant to be used. This lubricant must have
been added to the model via the Lubrication Definitions panel or the LUBRICANT
pre-processor command.

TEMPERATURE
This input defines the inlet temperature of the oil to the main journal bearings.
o
C

PRESSURE
This input defines the feed pressure of the oil to the journal bearings.
Non-defaultable Real bar

Notes:

1

COMMAND FILES
Solver Commands
581
2.6 OPEN
The OPEN command is used to open the ENGDYN standard data base file. This must
be the first command in the file. If this file already exists then it will be overwritten.

OPEN DATABASE = Name of the ENGDYN standard data file

where:

DATABASE
This argument is used to specify the name of the standard data file. The name does
not need to contain the .EDSF suffix which is best omitted.
COMMAND FILES
Solver Commands
582

2.7 SOLUTION
The SOLUTION command is used to specify the type of lubricant used and its fluid
properties.

SOLUTION has the following arguments:

SOLUTION TYPE = Solution type:
dynamic,
indeterminate or
determinate
CYLINDER_BLOCK Type of cylinder block
included in model
CONNECTING_ROD = Type of connecting rod
if included in model
PRINT_INTERVAL = The crank angle
interval at which the
results are stored
END = The crank angle at
which to end the
simulation
ABSOLUTE_TOLERANCE = The absolute error
tolerance
RELATIVE_TOLERANCE = The relative error
tolerance
GLOBAL_TOLERANCE = Global error tolerance
INITIAL_STEP_LENGTH = The first integration
step length
MAXIMUM_NUMBER_OF_STEPS = Maximum number of
integration steps per
CA
NUMBER_OF_PROCESSORS = Number of processors
to run the simulation
over
LOAD = Full, part of no load
SPEED = RPM of the crankshaft
INTERPOLATION = Interpolation method
for calculating the
cylinder pressure
CENTRIFUGAL_LOADS = Inclusion or exclusion
of centrifugal loads
DAMPER = Option to include or
exclude vibrations
dampers
CP = Piston constant to
define the piston
friction coefficient
CR = Ring constant to define
the ring friction
OILFILM_SOLUTION = Method to evaluate the
pressure within the
bearing oilfilm
BEARING_TEMPERATURE = Thermal balance
calculation option
COMMAND FILES
Solver Commands
583
INITIAL_TEMPERATURE = Initial temperature of
oilfilm for each bearing
RELAXATION_FACTOR = Relaxation factor for
bearing temperature
calculation
TEMPERATURE_TOLERANCE = Temperature tolerance
for bearing
temperature
calculation
SAVE_STATIC_RESULT = Option to indicate
saving of
indeterminate results
for a dynamic solution
REDUCED_OUTPUT = Option to specify
reduced output
information
MAP = This options defines
the mapping type to
use with the Mobility
method
SHEAR = Option to define the
film extent
FLOW_SUMMATION = Option to define the
calculation of
instantaneous oil film
flow rate

GREENWOOD_WILLIAMSON_TRIPP = Greenwood-
Williamson-Trip
Asperity model option
AVERAGE_FLOW_MODEL = Average Flow Model
option

BACKSUBSTITUTE = Backsubstitution of
results of reduced
model onto FE model

where:

TYPE
This argument is used to specify the solution type. The possible solution types are as
follows:
COMMAND FILES
Solver Commands
584

DETERMINATE Main bearing reactions are calculated assuming a
statically-determinate solution.
INDETERMINATE Main bearing reactions are calculated assuming a
statically-indeterminate solution but neglect the
mass of the crankshaft and cylinder block.
DYNAMIC Bearing reactions and vibratory displacements and
velocities of the crankshaft and cylinder block (if
included) are calculated for a fully three-
dimensional dynamic model.
If TYPE=DYNAMIC the statically-determinate and statically-indeterminate solutions are
also performed.

CYLINDER_BLOCK
This argument is used to select the type of cylinder block model to be used in the
solution. The cylinder block model options are:
DYNAMIC
COMPLIANT
RIGID_BODY
RIGID
The models are defined using the PRE-PROCESSOR (GUI or EDPR file) and the
block model specified by the solution is restricted according to the model defined using
the PRE-PROCESSOR. If the block has been modelled as compliant using the PRE-
PROCESSOR, a rigid body or dynamic block cannot be solved for. If the block has
been modelled as rigid using the PRE-PROCESSOR, a compliant block or a dynamic
block cannot be solved for. If the block has been modelled as ancillary only using the
PRE-PROCESSOR, a compliant block or a dynamic block cannot be solved for.

CONNECTING_ROD
This option defines whether the connecting rod is rigid, compliant or dynamic in any
small end or big end bearing EHL solutions. This option only applies if the solution
TYPE is DETERMINATE and the bearing oilfilm solution is not MOBILITY as
specified by the OILFILM_SOLUTION option. For INDETERMINATE and DYNAMIC
solutions the connecting rod type is automatically set to rigid and dynamic
respectively.
If no connecting rod models have been defined as DYNAMIC or COMPLIANT using
the CONROD command, this option does not apply. The options are:
RIGID
COMPLIANT
DYNAMIC

Default=RIGID Text

END
This argument is used to specify the crank angle (CA) at which the solution is to finish.
If the solution has converged satisfying the GLOBAL_TOLERANCE at a smaller crank
angle then the solution will finish at that crank angle. This argument is ignored for all
solution types other than TYPE=DYNAMIC
Default=2880.0 Real Degrees

COMMAND FILES
Solver Commands
585
PRINT_INTERVAL
This argument is used to specify the print interval in ECA for storing of results.
Default=1.0 Real ECA

The next five inputs are only needed if the TYPE is INDETERMINATE or DYNAMIC

ABSOLUTE_TOLERANCE
This argument is used to specify the absolute error tolerance.
Default=1.0x10
-9
Real m

RELATIVE_TOLERANCE
This argument is used to specify the relative error tolerance.
Default=0.001 Text

GLOBAL_TOLERANCE
This argument is used to specify the global error tolerance,
c g
. The solution at a given
crank angle n has converged provided the equation,
|
F
|
|
F
-
F
|
n
g n 720 n- c
s

Default=0.001 Real

INITIAL_STEP_LENGTH
This argument is used to specify the step length to be attempted on the first integration
step. This argument is ignored for all solution types other than TYPE=DYNAMIC.
Default=1.0x10
-6
Real s

MAXIMUM_NUMBER_OF_STEPS
This argument is used to specify the maximum number of integration steps that may be
attempted per ECA. If this number is exceeded the solution is terminated with an error.
This argument is ignored for all solution types other than TYPE=DYNAMIC.
Default=100 Integer

NUMBER_OF_PROCESSORS
This option specifies the number of cores or processors over which to run the
ENGDYN solution.
Default=1 Integer

COMMAND FILES
Solver Commands
586

LOAD
This is used to specify the loading condition to apply at the given engine speed. Full
Load, Part Load and No Load refer to the loading found in the .EDSF file and defined
by the GUI or by LOADING command. The options are:
FULL_LOAD
PART_LOAD
NO_LOAD
INERTIA_ONLY
Inertia_Only will only apply the inertia loading to the crankshaft (no cylinder pressure
is applied).
Default=FULL_LOAD Text

SPEED
This option is used to specify the speed at which the crankshaft is rotating. The user
may define multiple loadcases to perform a speed sweep by specifying multiple
speeds. In this case, each speed will be a separate loadcase.
Non-defaultable Real RPM

INTERPOLATION
This option menu is used to specify the interpolation method for interpolating the
cylinder pressure at the given engine speeds and load from the user defined cylinder
pressure maps. Two methods are available, SPLINE or LINEAR. This option is only
relevant if the In-Cylinder MODEL was defined as SLIDER_CRANK using the GUI or
the IN_CYLINDER command.
Default=LINEAR Text

CENTRIFUGAL_LOADS
This option is used to select whether the centrifugal loads due to the mass and inertia
of the crankshaft are EXCLUDED or INCLUDED and is relevant only for a quasi-
static solution and if the crankshaft model includes mass. See Note 1.
Default=See Note 1 Text

DAMPER
This options defines whether the crankshaft vibration dampers defined using the
DAMPER will be included or excluded in the ENGDYN solution. The options are
INCLUDED or EXCLUDED.
Default=INCLUDED Text

CP
This input defines the piston constant which defines the piston friction coefficient.
See Note 2.
Default=92.4 Real

CR
This input defines the ring constant which defines the ring friction. See Note 3.
Default=159 Real

COMMAND FILES
Solver Commands
587
OILFILM_SOLUTION
This option defines the method which is used to model the bearing oilfilm. The
options are:
MOBILITY
FINITE_DIFFERENCE
FINITE_VOLUME
HALF_SOMMERFELD
HALF_SOMMERFELD, MASS_CONSERVING
REYNOLDS, DEPRECATED
REYNOLDS, MASS_CONSERVING
REYNOLDS, JAKOBSSON_FLOBERG_OLSSON

The FINITE_DIFFERENCE and FINITE_VOLUME options are deprecated and are
included for backwards compatibility. They are equivalent to the
HALF_SOMMERFELD and REYNOLDS, DEPRECATED options respectively.
Default= HALF_SOMMERFELD,
MASS_CONSERVING
Text

BEARING_TEMPERATURE
This argument specifies the method to calculate the bearing oilfilm temperatures. The
options are:
USER_DEFINED The bearing temperatures are defined by
the user
THERMAL_BALANCE Temperature is averaged over the bearing
THERMAL_BALANCE, AXIAL Temperatures vary axially
RADIAL_HEAT_TRANSPORT Temperatures vary axially and
circumferentially. Heat is only transported
radially on the metal layer.
THERMAL_BALANCE, NODAL Temperatures vary axially and
circumferentially. Heat is transported
radially and circumferentially on the metal
layer.
USE_STATIC_TEMPERATURES The temperatures are taken from the static
analysis preceeding the dynamic analysis

Default=USER_DEFINED Text

The following three inputs are only need if BEARING_TEMPERATURE is not
defined as USER_DEFINED.

INITIAL_TEMPERATURE
This option defines the initial temperature of the bearing oilfilm. The input can either
be SUPPLY or a user defined temperature. If SUPPLY is chosen the initial
temperature is set to the oil inlet temperature.
Default=SUPPLY Text or Real
o
C

RELAXATION_FACTOR
This parameter is used to control the temperature that is used on the next thermal
balance iteration step. See Note 44.
Default=0.4 Real Non-Dimensional

COMMAND FILES
Solver Commands
588

TEMPERATURE_TOLERANCE
This parameter is used to specify the temperature tolerance for the thermal balance
iteration. See Note 5.
o
C

MAP
This option specifies the mobility map to be used. The options are:
SHORT_BEARING
FINITE_BEARING
When the ratio of bearing length to bearing diameter ranges between 0.75 and 4, a
bearing is assumed to be a finite length bearing. The SHORT_BEARING option must
be used for indeterminate and dynamic solutions.
Default=SHORT_BEARING Text

SHEAR
This argument is used to denote whether the film extent assumed for the calculation
of the oil film shear power loss for each journal bearing is t (PI) or 2t (2PI) when the
mobility method is applied.
Default=PI Text

FLOW_SUMMATION
This parameter is used to specify which method is used for adding the pressure and
velocity induced flow when calculating the instantaneous oil film flow rate using the
mobility method for each journal bearing. The options are:
SUMMATION Induced oil rate due to pressure and velocity is
used
PRESSURE_ONLY Induced oil rate due to pressure is used
SELECTIVE_SUMMATION Large of the two incuded flow rates is used
At present only oil flow due to feed pressure is available.
Default=PRESSURE_ONLY Text

The next two inputs are required only for solutions which contain oilfilms not solved
using the MOBILITY OILFILM_SOLUTION option.

GREENWOOD_WILLIAMSON_TRIPP
This input defines the method to calculate the composite asperity parameters and
whether the GWT formulae contains the summit height correction. The options are:
v4_DEPRECATED, RMS_SURFACE_HEIGHT
v4_DEPRECATED, SUMMIT_HEIGHT_CORRECTION
HERTZIAN, RMS_SURFACE_HEIGHT
HERTZIAN, SUMMIT_HEIGHT_CORRECTION
For further details please see the Boundary Lubrication Model section of the Theory
Manual.
Default= HERTZIAN,
SUMMIT_HEIGHT_CORRECTION
Text

COMMAND FILES
Solver Commands
589
AVERAGE_FLOW_MODEL
This option defines whether the Average Flow Model of the Reynolds equation is
enabled or disabled. The options are:
ENABLED
DISABLED
For further details please see the Average Flow Model section of the Theory Manual.
Default=DISABLED Text

SAVE_STATIC_RESULT
This option is used to specify whether the statically-indeterminate solution used as an
initial condition for the dynamic solution is to be saved and is only relevant for a
dynamic solution. If this is set to YES the statically-indeterminate results are stored
as a separate loadcase.
Default=NO Text

REDUCED_OUTPUT
This option is used to control whether or not the oil film thickness and oil film
pressures at each crank angle and bearing angle are to be saved to file on
completion of each loadcase. If these results are saved there is a large overhead in
terms of the size of the .EDSF file. Once this has been set for the first loadcase it
cannot be subsequently changed.
Default=YES Text

BACKSUBSTITUTE
For those models that are compliant or dynamic model and have been derived using
the finite element method it is possible to perform data recovery from the reduced
model (used by ENGDYN) to the complete finite element model. This uses a data
recovery matrix derived during the matrix reduction procedure and which is stored in
the SFE file. If this is selected then at the end of each completed loadcase ENGDYN
will perform the data recovery for each model from the reduced degrees of freedom
to all the nodes of the reduced model. This will only happen for each model if both
the SFE exists and the data recovery matrix is in the file
Default=NO Text
COMMAND FILES
Solver Commands
590

Notes:

1 The EXCLUDED option would be used when the results of the solution are
to be used as applied loads for a static stress analysis of the crankshaft in
which case only the influence due to cylinder gas pressure is considered.
When the crank has mass the default is INCLUDED, when the crank does
not have mass the default is EXCLUDED.

2
The piston constant
p

5 . 0
.
|
.
|
\
|
=
W
C f
p p
e u

defining the friction coefficient for the piston where

e = piston velocity

3 The ring constant
r

5 . 0
.
|
.
|
\
|
=
W
C f
r r
e u

defining the friction coefficient for each ring where

e = piston velocity

4 The relaxation factor for each journal bearing is defined as:

( ) 1 - 1 - - . + n n n T T F T T =

where
COMMAND FILES
Solver Commands
591
F = Relaxation factor
Tn = Journal oil bearing temperature for next step.
Tn-1 = Journal oil bearing temperature at previous step
T = Journal oil bearing temperature calculated from power loss
and oil flow rate

5 The solution for a given cycle has converged providing the equation,

T n n
T T c s
1

is satisfied for all journal bearings where cT is the temperature tolerance.

COMMAND FILES
Post-Processor Commands
592

3 Post-Processor Commands
This section defines the commands that may be used in the POST-PROCESSOR.
This program is used to post-process the results of the analyses performed by the
SOLVER. The program requires a command file with the suffix .EDPO. This provides
a means of calculating displacements and stresses for complete finite element models
of the crankshaft and cylinder block by a number of methods using loads calculated
using the `reduced' ENGDYN models.

3.1 CRANK_ANALYSIS
The CRANK_ANALYSIS command is used to perform a crankshaft stress analysis
using the operating loads calculated by ENGDYN. For more information on crank
shaft stress analyses in ENGDYN please see Section Crank Shaft Stress Analysis.

CRANK_ANALYSIS has the following arguments:

CRANK_ANALYSIS LOADCASES
= List of ENGDYN
loadcases
METHOD = Stress analysis method
OUTPUT = Requested output
OUTPUT_NAME = Output file name
FILE = List of crankshaft model
names
FROM = File format of input data
TO = File format of output data
UNIT = Units of input data
CENTRIFUGAL_LOAD = Argument to include or
exclude centrifugal loads
UNIT_MOMENTS = Argument to include or
exclude unit moments
BENDING_MOMENTS = Type of bending
moments
INTERVAL = Crank angle interval of
output
OFFSET = Crank angle offset of
output
SAFETY_CALCULATION = Method to calculate
safety factors
OVERLOAD = Overload option
SCF = Name of the file
containing user-defined
SCF values
GEOMETRY = Name of the file
containing geometry
AFTER_TREATMENTS = Name of file containing
after treatments
STRENGTHS = Name of the file
containing elevated
material strengths
MATERIAL = Crankshaft material name
MATERIAL_TYPE = Type of material
COMMAND FILES
593
MATERIAL_FILE = Name of file containing
material properties
SIZE_FACTOR = Name of file containing
table of size factors
SIZE_FACTOR_EQUATION = Size factor equation
SIZE_FACTOR_UNITS = Units for size factor
diameter
FNF_CALCULATION = Type of Fatigue Notch
Factor calculation
FNF_EQUATION

= Fatigue Notch Factor
equation
VIBRATORY_LOAD = Type of vibratory load to
apply
TOURQES = Base name of vibratory
load output
SETS = List of node sets to be
stressed.
DYNAMIC_LOADCASES List of ENGDYN dynamic
loadcases
SAFETY_ALGORITHMS Algorithm to calculate
safety factors

where:

LOADCASES
This argument specifies the list of ENGDYN loadcases to use in the crankshaft
analysis.

METHOD
This argument specifies the type of stress analysis to be undertaken on the
crankshaft. The options are:
CLASSICAL
FE QUASI-STATIC

OUTPUT
This argument specifies the type of output required. The argument only applies if
METHOD is set to FE QUASI-STATIC; CLASSICAL will always output STRESSES
AND SAFETY FACTORS. The options are:
STRESSES AND SAFETY FACTORS
UNIT LOADS
Default=STRESSES AND
SAFETY FACTORS
Text

OUTPUT_NAME
This argument specifies the name of the output file. The output must be specified for
the CLASSICAL METHOD. For the FE QUASI-STATIC METHOD, the output file
COMMAND FILES
594

name will default to the name of the first FEA model name which contains the unit
loading.
See above Text

FILE
This argument specifies a list of crankshaft model names where the first model name
contains the unit loading. This argument is only needed where METHOD has been
defined as FE QUASI-STATIC.

FROM
This argument specifies the format of the data within the FE model file. This
argument is only needed where METHOD has been defined as FE QUASI-STATIC.
The options are:
SFE_RICARDO
IDEAS
MSC_NASTRAN
Default=SFE_RICARDO Text

TO
This argument specifies the format in which to output the data. This argument is only
needed where METHOD has been defined as FE QUASI-STATIC. The options for
this argument are dependent on the type of OUTPUT specified. The options, where
OUTPUT is STRESSES AND SAFETY FACTORS, are:
RICARDO-SFE
IDEAS
FEMVIEW
Default=RICARDO-SFE Text

Where the OUTPUT is UNIT LOADS the options are:
FEARCE
ABAQUS
ANSYS
IDEAS
NASTRAN
Default=FEARCE Text

UNIT
This argument specifies the units of the data within the FE model file. This argument
is only needed where METHOD has been defined as FE QUASI-STATIC. The
options are:
SI
MM
METRIC
FT
INCH
The model will then be translated into SI units.
Default=SI Text

CENTRIFUGAL_LOAD
COMMAND FILES
595
This argument specifies if centrifugal loads will be included in the stress analysis. .
This argument is only needed where METHOD has been defined as FE
QUASI-STATIC. The options are:
EXCLUDED
INCLUDED

UNIT_MOMENTS
This argument specifies if unit moments will be included in the stress analysis. This

The options are:
EXCLUDED
INCLUDED

BENDING_MOMENTS
This argument specifies the bending moment calculation type. The argument
specifies whether the bending moment calculation will be calculated from a single
bay or the complete crankshaft. This argument is only needed where METHOD has
been defined as CLASSICAL. The options are:
SINGLE BAY
COMPLETE CRANKSHAFT
Default=SINGLE BAY Text

INTERVAL
This argument sets the crank angle interval of the output. If this argument is not set
the crank angle interval at which the ENGDYN results are stored is used. This
Default=see above Real Degrees

OFFSET
This argument sets the crank angle offset of the output. This argument is only
needed where METHOD has been defined as FE QUASI-STATIC.
Default=0.0 Real Degrees

SAFETY_CALCULATION
This argument specifies the calculation to evaluate the safety factors. The options
depend on the type of METHOD chosen. Multiple safety calculation methods can be
specified. For FE QUASI-STATIC the options are:
GOODMAN
ALTERNATIVE GOODMAN
MULTIAXIAL FATIGUE
PRINCIPAL GOODMAN
DANG VAN
LINEAR SWT
P1 ALTERNATIVE GOODMAN

For CLASSICAL the options are:
COMMAND FILES
596

GOODMAN

OVERLOAD
This argument specifies the type of overload calculation for Goodman based safety
factor calculations. The options are:
CYCLIC
GENERAL
Default=CYCLIC Text

SCF
This argument specifies the name of the file containing user-defined Stress
Concentration Factors. The file must have a .SCF suffix. The format of this file is
described in Section 3.1.1.1. This argument is optional and if it is not supplied the
SCF values will be calculated from the geometry.
Default=see above Text

GEOMETRY
This argument specifies the name of the file containing geometry. The file must have
a .GEOM suffix. The format of this file is described in Section 3.1.1.2.

AFTER_TREATMENTS
This argument specifies the name of the file containing after treatments. The file must
have a .AT suffix. The format of this file is described in Section 3.1.1.3.

STRENGTHS
This argument specifies the name of the file containing elevated material strengths.
The file must have a .STR suffix. If the file is not supplied then the strengths are
calculated from the after treatments and the size factors. If the argument is not
present, the AFTER_TREATMENTS argument must be specified.
The format of this file is described in Section 3.1.1.4.
Default=see above Text

MATERIAL
This argument specifies the name of the crankshaft material. This argument is
optional.
Default=NULL Text

MATERIAL_TYPE
This argument specifies the type of crankshaft material. The options are
STEEL
SG_IRON

COMMAND FILES
597
MATERIAL_FILE
This argument specifies the name of the file containing the material properties. The
file must gave a .MAT suffix.
Non-defautable Text

SIZE_FACTOR
This argument specifies the name of the file containing the table of size factor values.
The file must have a .SIZE suffix. The SIZE_FACTOR and
SIZE_FACTOR_EQUATION arguments are mutually exclusive. See Note 1.
Non-defautable Text

SIZE_FACTOR_EQUATION
This argument specifies the size factor equation. The SIZE_FACTOR and
SIZE_FACTOR_EQUATION arguments are mutually exclusive. The
SIZE_FACTOR_UNITS argument must be present if this argument is specified. See
Note 1.
Non-defautable Text

SIZE_FACTOR_UNITS
This argument specifies the units corresponding to the diameter to be used in the
size factor equation set by the SIZE_FACTOR_EQUATION argument. This
argument must be present if the SIZE_FACTOR_EQUATION is specified. See Note
1.
Non-defautable Text

FNF_CALCULATION
This argument specifies the Fatigue Notch Factor (FNF) calculation method. The
options are:
MODIFIED LOWELL
EQUATION
User Defined
If EQUATION is specified then the argument FNF_EQUATION must be present. If
the argument is specified as User Defined, where User Defined denotes the name of
an FNF calculation, an environment variable should be set called
FNF_CALCULATION_METHOD which corresponds to the name of the User Defined
FNF calculation. Furthermore, another environment variable
FNF_STEEL_EQUATION or FNF_SG_IRON_EQUATION, depending on the
specification of the MATERIAL_TYPE argument, should be set specifying the form of
FNF equation.
Default=MODIFIED LOWELL Text

FNF_EQUATION
This argument specifies the equation to be used to calculate the Fatigue Notch
Factors and must be present if the FNF_CALCULATION is specified as EQUATION.

VIBRATORY_LOAD
This argument specifies the vibration load to be applied to the crankshaft stress
analysis. The options are:
NONE
COMMAND FILES
598

MAX/MIN
VARYING
If the argument is set to MAX/MIN or VARYING then the TOURQES argument must
be set.
Default=NONE Text

TOURQES
This argument specifies the base name of the file containing the vibratory loads
which must be set if the VIBRATORY_LOAD argument is present. If there is a file
with basename.sdf, the vibratory loads are considered to be from VALDYN, if not the
loads taken to be Torsional Vibration (TVFORCED) loads.

SETS
This argument specifies the list of node sets to be stressed and is only needed when
the METHOD argument is set to FE QUASI-STATIC.
Default=No sets specified Text

DYNAMIC_LOADCASES
This argument specifies the list of ENGDYN dynamic loadcases to use in the
crankshaft analysis. The number of dynamic loadcases should be consistent with the
number of loadcases declared using the LOADCASES argument. This argument
should only be used when the METHOD argument is set to FE QUASI-STATIC.
Default=No sets specified Text

SAFETY_ALGORITHMS
This argument specifies the type of algorithm to use when calculating the safety
factors where the METHOD has been specified as CLASSICAL. The options are:
MAX/MIN STRESS
RIGOROUS
Default=MAX/MIN STRESS Text

WEB_MODULUS
This argument specifies the type of algorithm to use when calculating the web
modulus where the METHOD has been specified as CLASSICAL. The options are:
SIMPLIFIED
RIGOROUS
Default=SIMPLIFIED Text

EXPORT
This argument specifies what to output when the output type STRESSES AND
SAFETY FACTORS. The options are:
NONE
SETS
COMMAND FILES
599
EXTERNAL
ALL
Default=SETS Text

MEAN_TORQUES
This argument specifies the file from which to read the user-defined mean torques.
The file should have a .TORQUES suffix. If this argument is not present the mean
torques are taken as indicated.
Default=Indicated Text

3.1.1 Additional Files
Four files should be supplied by the user using arguments in the CRANK_ANALYSIS
command. These are used to supply data relating to crankshaft geometry, Stress
Concentration Factor (SCF) values, after treatments and fatigue strengths.
3.1.1.1 Stress Concentration Factor File
The stress concentration file is optional and is specified using the SCF argument of
the CRANK_ANALYSIS command. The file has a .SCF suffix. The file is used either
to supply user-specified SCF values or to define alternative methods for calculating
the SCF values of fillets and oilholes. If this file is not supplied, the SCF values are
calculated using the Lowell et al and Peterson et al methods for fillets and oilholes
respectively. The file can be used to specify SCF values for particular fillets or
oilholes whilst the remainder are calculated using the default methods. There are 2
keywords which are used in the SCF File:
FILLET
OILHOLE

3.1.1.1.1 Keyword FILLET

FILLET JTYPE NUMB LOCATION METHOD SCFBending SCFTorsion

JTYPE Journal Type (MAIN or PIN)
NUMB Main bearing or cylinder number (dependent on JTYPE)
LOCATION Fillet location
METHOD Method for calculating SCF values
SCFBending SCF in Bending for the leading oilhole
SCFTorsion SCF in Torsion for the leading oilhole

Example:

FILLET PIN, 1, REAR, User, 3.45, 2.98

3.1.1.1.2 Keyword OILHOLE

OILHOLE JTYPE NUMB METHOD TYPE SCFBending1 SCFTorsion1 SCFBending1 SCFTorsion1

COMMAND FILES
600

METHOD Method for calculating SCF values. This can be equal to
Peterson et al, the method defined using the environment
variable OILHOLE_SCF_CALCULATION_METHOD or User
TYPE Oilhole type. This can be equal to Single (Leading), Single
(Trailing), Twin or Cross.
SCFBending1 SCF in Bending for the leading oilhole. This is supplied if
METHOD=User and TYPE=Single (Leading), Twin or Cross,
otherwise the value should be blank.
SCFTorsion1 SCF in Torsion for the leading oilhole. This is supplied if
METHOD=User and TYPE=Single (Leading), Twin or Cross,
otherwise the value should be blank.
SCFBending2 SCF in Bending for the trailing oilhole. This is supplied if
METHOD=User and TYPE=Single (Trailing) or Twin, otherwise
the value should be blank.
SCFTorsion2 SCF in Torsion for the trailing oilhole. This is supplied if
METHOD=User and TYPE=Single (Trailing) or Twin, otherwise
the value should be blank.

Example:

OILHOLE PIN, 1, User, Single (Trailing), , , 3.45, 2.98
3.1.1.2 Geometry File
The geometry file is specified using the GEOMETRY argument of the
CRANK_ANALYSIS command and has a .GEOM suffix. The geometry file contains
geometry data of the journal fillets, journal oilholes, journal lands, journals and
crankwebs. The data contained in this file defines which areas of the crankshaft are
to be stressed. For example, if the file only contains data relating to the rearmost
crank pin oilhole then that is the only are to be stressed. There are 5 keywords which
are used in the Geometry File:
FILLET
OILHOLE
JOURNAL
LAND
CRANKWEB


FILLET JTYPE NUMB LOCATION SET RADIUS WEB
UNDERCUT
JOURNAL
UNDERCUT

LOCATION Fillet location (REAR or FRONT)
SETNAME Node set name (If blank then default name is used)
RADIUS Fillet radius [m]
WEB_UNDERCUT Fillet web undercut [m]
JOURNAL_UNDERCUT Fillet journal undercut [m]

COMMAND FILES
601
Example:

FILLET MAIN, 1, FRONT, MAIN_FILLET_REAR_01, 0.003, 0.000


SHOLUD HAVE OFFSET AS WELL

OILHOLE JTYPE NUMB TYPE SET1 d1 h1 o1 x1 y1 z1 SET2 d2 h2 o2 x2 y2 z2

TYPE Oilhole type. This can be equal to Single (Leading), Single
(Trailing), Twin or Cross.
SET Node set name (If blank then default name is used).
d Oilhole diameter [m].
h Height of the oilhole breakout with respect to journal centre [m].
o Oilhole axial offset [m]
x, y, z Vector defining orientation of oilhole with respect to breakout [m].

Example:

OILHOLE PIN, 1, Single (Leading), , 0.005, 0.010, 0.0, 0.010, 0.002, 0.0

3.1.1.2.3 Keyword JOURNAL

JOURNAL JTYPE NUMB SET

SET Node set name (If blank then default name is used).

3.1.1.2.4 Keyword LAND

LAND JTYPE NUMB LOCATION SETNAME DIAMETER THICKNESS

LOCATION Land location (REAR or FRONT)
SETNAME Node set name (If blank then default name is used).
DIAMETER Facing land diameter [m]
THICKNESS Facing land thickness [m]

COMMAND FILES
602

3.1.1.2.5 Keyword CRANKWEB

CRANKWEB NUMB ThicknessReduced WidthMin WidthMax

CRANKWEB NUMB = Crankshaft web number
ThicknessReduced = Reduced thickness of web [m]
WidthMin = Minimum width [m]
WidthMax = Maximum width [m]

3.1.1.3 After Treatment File
The after treatment file is optional and is specified using the AFTER_TREATMENTS
argument of the CRANK_ANALYSIS command and has a .AT suffix. If this file is not
supplied it is assumed that there is no after treatment of the crankshaft. This file
contains the after treatment process and fatigue lift factor due to that treatment for
each area (fillets, oilholes, lands and journals) of the main and pin journals. The
possible after treatment processes for each area of a journal are summarised in
Table 19and the default factors for each of these processes are summarised in Table
20.

None Cold-
Rolled
Rolled
and
Nitrided
Tuffrided Induction
Hardened
Nitrided
Fillets
Oilholes
Journals
Lands
Table 19: After Treatment Processes

None Cold-
Rolled
Rolled
and
Nitrided
Tuffrided Induction
Hardened
Nitrided
Fillets 1.0 1.7
(SGIron)
2.5
(SGIron)
1.15 1.5 1.5
1.4
(Steel)
2.1
(Steel)
Oilholes 1.0 - - 1.15 - 1.5
Journals 1.0 - - 1.15 1.5 1.5
Lands 1.0 - - 1.15 - 1.5
Table 20: Default After Treatment Factors

There are 2 keywords which are used in the After Treatments File:
PIN
MAIN

COMMAND FILES
603
3.1.1.3.1 Keyword PIN

PIN LOCATION TREATMENT FACTOR

LOCATION Location (FILLETS, OILHOLES, LANDS or
JOURNALS)
TREATMENT One of the processes listed in Table 19
FACTOR Fatigue lift factor. (Defaults to value in Table 20 if non-
supplied)

3.1.1.3.2 Keyword MAIN

MAIN LOCATION TREATMENT FACTOR

LOCATION Location (FILLETS, OILHOLES, LANDS or
JOURNALS)
TREATMENT One of the processes listed in Table 19
FACTOR Fatigue lift factor. (Defaults to value in Table 20 if non-
supplied)

3.1.1.4 Strengths File
The strengths file is specified using the optional STRENGTHS argument of the
CRANK_ANALYSIS command and has a .STR suffix. If a strengths file is not
supplied the elevated strengths are calculated from the supplied size factors and
after treatment factors. The strengths file defines the elevated values of Ultimate
Tensile Strength (UTS), Tensile and Compressive Yield Strengths and Infinite-Life
Fatigue strength for journal fillets, journal oilholes, journal lands and journals. For
those areas which have no strength defined it is assumed that the base strengths
apply.

There are 4 keywords which are used in the Strengths File:
FILLET
OILHOLE
JOURNAL
LAND


FILLET JTYPE DIAMETER UTS TYS CYS FS

JTYPE Journal type (MAIN or PIN)
DIAMETER Journal diameter
UTS Ultimate Tensile Strength [Nm
-2
]
COMMAND FILES
604

TYS Tensile Yield Strength [Nm
-2
]
CYS Compressive Yield Strength [Nm
-2
]
FS Infinite-Life Fatigue Strength [Nm
-2
]


OILHOLE JTYPE DIAMETER UTS TYS CYS FS

-2
]
-2
]
-2
]
-2
]

3.1.1.4.3 Keyword JOURNAL

JOURNAL JTYPE DIAMETER UTS TYS CYS FS

-2
]
-2
]
-2
]
-2
]

3.1.1.4.4 Keyword LAND

LAND JTYPE DIAMETER UTS TYS CYS FS

COMMAND FILES
605
-2
]
-2
]
-2
]
-2
]

Notes:

1 The size factors can be specified using three methods:
User-defined size factors
User-defined size factor equation and units
Default equations depending on the material type
To choose the first method set the SIZE_FACTOR argument to a file
containing the user defined size factors.
To choose the second method set the SIZE_FACTOR_EQUATION and
SIZE_FACTOR_UNITS arguments.
If neither SIZE_FACTOR or SIZE_FACTOR_EQUATION are present the
third method will be used.

COMMAND FILES
606

3.2 BLOCK_ANALYSIS
The BLOCK_ANALYSIS command is used to perform a crankshaft stress analysis
using the operating loads calculated by ENGDYN. For more information on block
analyses in ENGDYN please see Section Cylinder Block Analysis.

BLOCK_ANALYSIS has the following arguments:

BLOCK_ANALYSIS OUTPUT
= Requested
output

LOADCASES
= List of
ENGDYN
loadcases
OUTPUT_NAME = Output file
name
FILE = List of
crankshaft
model names
FROM = File format of
input data
UNIT = Units of input
data
ROTATE = Vector rotations
about global
x,y,z axes
TRANSLATE = Translation in
global x,y,z
axes
MIRROR = Normal vector
for mirroring
TO = File format of
output data
CRANK_ANGLES = Crank angles
at which to
perform
calculations
INTERVAL = Crank angle
interval
OFFSET = Crank angle
offset
THERMAL_LOADCASE = Include thermal
load
ASSEMBLY_LOADS = Include
assembly loads
NOTCH_SENSITIVITY = Notch sensitive
locations
SAFETY_CALCULATION = Calculate
fatigue safety
factor
OVERLOAD = Overload
option for
Goodman
safety
calculation
COMMAND FILES
607

STARTING_LOADCASE = Starting
loadcase in
SFE file
UNIT_MOMENTS = Argument to
include or
exclude unit
moments
EXPORT = SFE export
option
FREQUENCY_RANGE = Minimum and
maximum
frequencies for
forced
response
loading
ORDERS = Engine order
frequencies
LOADCASE_OPTION = Option for
specifying
engine orders
DAMPING = Type of applied
damping
DAMPING_EQUATION = Specification of
damping
equation
DAMPING_EQUATION_UNITS = Units of
damping
equation
VIBRATION_SETS = Vibration sets
NOISE_SETS = Noise radiating
sets
NOISE_METHOD = Method to
calculate sound
intensity and
power
INTEGRATION_ORDER_INCREMENT = Integration
order for
Helmholtz
calculation
DELETE_VIBRATIONS = Delete nodal
vibration data
DENSITY = Fluid density
SPEED_OF_SOUND = Fluid speed of
sound

where:

COMMAND FILES
608

OUTPUT
This argument specifies the type of output produced. The available options are:
QS Unit Loads
QS Unit Load Factors
QS Combined Results
QS Loading
Frequency Response Loading
Nodal Vibrations
Radiated Noise
Some options will also automatically run other analyses. QS Combined Results will
run QS Unit Load Factors, Nodal Vibrations will run Frequency Response Loading
and Radiated Noise will run Nodal Vibrations.
The requirement for all other arguments is dependent on the OUTPUT option. A tick
in the table below indicates that an argument is relevant to the stated OUTPUT
option in the top column.

QS
Unit
Loads
QS
Unit
Load
Factors
QS
Combined
Results
QS
Loading
Frequency
Response
Loading
Nodal
Vibrations
Radiated
Noise
LOADCASES

OUTPUT_NAME

FILE

FROM

UNIT

ROTATE

TRANSLATE

MIRROR

TO

CRANK_ANGLES

INTERVAL

OFFSET

THERMAL_LOADCASE

ASSEMBLY_LOADS

NOTCH_SENSITIVITY

SAFETY_CALCULATION

OVERLOAD

STARTING_LOADCASE

UNIT_MOMENTS

EXPORT

FREQUENCY_RANGE

ORDERS

LOADCASE_OPTION

DAMPING

DAMPING_EQUATION

DAMPING_EQUATION_UNITS

VIBRATION_SETS

NOISE_SETS

NOISE_METHOD

INTEGRATION_ORDER_INCREMENT

DELETE_VIBRATIONS

DENSITY

SPEED_OF_SOUND

COMMAND FILES
609
LOADCASES
This argument specifies the list of ENGDYN loadcases to use in the block analysis.

OUTPUT_NAME
Name of FEARCE .FRC produced by ENGDYN containing instructions for the block
analyses.
See Note 1 Text

FILE
This argument specifies name of the file containing the FE model of the block.

FROM
This argument identifies the format of the file specified by the FILE argument. The
options are:
SFE
IDEAS
MSC/NASTRAN
Default=SFE Text

UNIT
are:
SI
MM
METRIC
FT
INCH
The model will then be translated into SI units.
Default=SI Text

ROTATE
This argument is used to specify the vector rotations about the x,y and z crankshaft
global axes. For further explanation see Note 2.
Default=(0,0,0) Real degrees

TRANSLATE
This argument is used to specify the translation vector in crankshaft global axes. For
further explanation see Note 2.
Default=(0,0,0) Real m

MIRROR
This argument is used to specify the normal vector to the mirror (the plane of which
passes through the origin at the crankshaft coordinate system). Default is to not
perform any mirroring. For further explanation see Note 2.
Default=No mirroring Real

COMMAND FILES
610

TO
This argument specifies the format of the file to which the analysis results will be
exported to. The options are:
SFE
IDEAS
MSC/NASTRAN
Default=SFE Text

CRANK_ANGLES
This argument specifies the list of crank angles at which to undertake the chosen
analysis. See Note 3.

INTERVAL
This argument specifies the crank angle interval, which together with the value
defined by the OFFSET argument, is used to generate the crank angles at which to
undertake the chosen analysis. See Note 3.

OFFSET
This argument specifies the crank angle interval, which together with the value
defined by the INTERVAL argument, is used to generate the crank angles at which
to undertake the chosen analysis. See Note 3.
Default=0.0 Real

THERMAL_LOADCASE
This argument identifies the loadcase containing thermal results in the FE model file
specified by the FILE argument.
Default=No thermal loads Integer

ASSEMBLY_LOADS
This argument identifies the loadcase containing thermal results in the FE model file
specified by the FILE argument.
Default=No assembly loads Integer

NOTCH_SENSITIVITY
This argument specifies the file containing notch sensitivities to be included in the
safety calculation.
Default=No notch sensitivities Text

COMMAND FILES
611
SAFETY_CALCULATION
This argument specifies the fatigue safety factor calculations to be performed.
Multiple safety factors can be specified using this argument. The options are:
Goodman
Alternative Goodman
Multiaxial Fatigue
Principal Goodman
P1 Standard Goodman
Dang Van
Linear SWT
P1 Alternative Goodman
Default=No safety calculation
performed
Text

OVERLOAD
This argument specifies the overload calculation type for Goodman based safety
factor calculations. The options are:
CYCLIC
GENERAL
Default=CYCLIC Text

STARTING_LOADCASE
This argument is used to define the load case number at which the loads are to start.
Default=see Note 4 Integer

UNIT_MOMENTS
This argument specifies whether the unit moment bearing loads are included in the
analysis. The options are:
EXCLUDED
INCLUDED
If INCLUDED is specified, unit moment bearing loads are applied to each main
bearing. If EXCLUDED is specified, it will only be possible to post-process statically-
determinate solution load cases. It is recommended that this be selected so that all
load cases can subsequently be post-processed.

EXPORT
This argument is used to specify whether the analysis results are written to an
exported .SFE file. The options are:
None
Sets Only
External
See Note 5.
Default=Sets Only Text

COMMAND FILES
612

FREQUENCY_RANGE
This argument specifies the range of frequencies at which to perform the chosen
analyses. Two values are expected; the first the minimum frequency and the second
the maximum frequency.

ORDERS
This argument specifies the list of engine orders at which to perform the analyses.

LOADCASE_OPTION
This argument states whether the orders specified by the ORDERS argument are
with respect to the order or speed of the engine.

DAMPING
This argument specifies the file containing model damping values. See Note 6.
Default=See Note 7 Text

DAMPING_EQUATION
This argument specifies the damping equation to be used for the block model
damping. See Note 6.
Default= See Note 7 Text

DAMPING_EQUATION_UNITS
This argument specifies the list of ENGDYN loadcases to use in the crankshaft
analysis. This argument is only needed if the DAMPING_EQUATION argument is
used.

VIBRATION_SETS
This argument specifies the sets for which nodal vibrations are calculated.
Default=All sets Text

NOISE_SETS
This argument specifies the list of face sets defining each radiating surface.

NOISE_METHOD
This argument specifies the method used to calculate the radiating noise. The
options are:
RAYLEIGH
HELMHOLTZ
Default=RAYLEIGH Text

COMMAND FILES
613
INTEGRATION_ORDER_INCREMENT
This argument is used to specify an integer number defining by how much the
integration order is to be increased or decreased and applies to the Helmholtz
method only.
Default=0 Integer

DELETE_VIBRATIONS
This argument is used to specify whether the nodal vibrations are calculated prior to
the acoustic analysis for each load case and are then deleted from the .SFE file once
the analysis has been completed. The options are:
YES
NO
Default=YES Text

DENSITY
This argument is used to specify the density of the fluid (normally air) in which the
noise is being calculated.
Default=1.29 kg/m
3
Real kg/m
3

SPEED_OF_SOUND
This argument is used to specify the speed of sound in the fluid (normally air) in
which the noise is being calculated
.Default=344 m/s Real m/s

Notes:

1 If OUTPUT_NAME name is not specified then the name of the .FRC file is
taken from the FILE argument.

Mirror
Translate

3 The arguments CRANK_ANGLES and INTERVAL are mutually exclusive
and an error is reported if they are both included in the .EDPO file.

4
The starting loadcase defaults to n +1 where n is the maximum load case
number stored in the .SFE file already.

COMMAND FILES
614

5 If None is selected no export is performed and the results are written to the
.SFE file selected using the Cylinder Block Model Panel. In this case it is
recommended that the original file be copied before performing the analysis
so that this file can be used again. If Sets is selected the vibration and
radiating sets for which results are required together with the loaded nodes
will be exported to a file called basename_SUBSET.SFE, where basename
is the name of the .SFE file selected using the Cylinder Block Model Panel..
If External is selected the external surfaces of the model together with the
loaded nodes are exported to a file a called basename_EXTERNAL.SFE.
The exported file will contain the modal frequencies and mode shapes as
well as the nodal vibration and radiated noise results, and will be significantly
smaller than the original file. For this reason it is strongly recommended that
either of the export options is used.

6 The arguments DAMPING and DAMPING_EQUATION are mutually
exclusive and an error is reported if they are both included in the .EDPO file.

7 If no damping information is supplied the modal damping data used will be
dependent on the type of block modelled in the ENGDYN solution. For a
dynamic block, the modal damping characteristic used during solution will be
used for each selected load case. For other types of blocks the default
damping equation will be used:
f
c
e
0007 . 0 2
10 443 . 2

=
.
The equation is based on a curve fit to experimental data.

COMMAND FILES
615

THEORY
Introduction

616

D. THEORY
1 Introduction

This section provides the user with an understanding of the relevant academic theory
which is implemented within ENGDYN in order to simulate the forces applied to a
rotating crankshaft.
THEORY
Static Solutions

617

2 Static Solutions
There are two types of static solutions; determinate and indeterminate.
2.1 Determinate Solution

For a determinate solution, the main bearing reactions and main and big end journal
bearing orbits are calculated assuming a statically-determinate solution.
2.2 Indeterminate Solution

For an indeterminate solution, the displacements, main bearing reactions and journal
orbits are calculated assuming a statically-indeterminate solution allowing for the
compliance of the crankshaft and the cylinder block (if included).
THEORY
Dynamic Solutions

618

3 Dynamic Solutions
For a dynamic solution, the main bearing reactions, journal orbits and vibratory
displacements and velocities of the crankshaft and cylinder block (if included) are
calculated for a fully three-dimensional dynamic model.
THEORY
Bearing Model

619
4 Bearing Model

The bearing model in ENGDYN is able to perform three solutions of increasing fidelity:
1) Mobility based solution.
2) Hydrodynamic (HD) analyses (rigid bearing model).
3) Elasto-hydrodynamic (EHD) analyses (bearing deformation included).

Mobility based solution (MB) assumes a rigid, circular bearing where the presence of
holes and grooves is included for purposes of the the oil flow rate calculation only. This
method is described in the Section 4.1.

The Hydrodynamic model (HD), which is based on the Reynolds equation solution on a
computational mesh (Section 4.2), fully accounts for the presence of holes and grooves.
The HD model assumes that the bearing is rigid.

An example journal bearing configuration capable of being solved by the HD model is
shown in Figure D-1. There is an oil hole on journal and the bearing is partially grooved.

NOTE: At present the ENGDYN GUI enables the definition of holes or grooves on the
journal or bearing only. The combination of both on a journal or bearing is not possible.

Figure D-1 Example of the main bearing geometry

A schematic representation of the oil flows in the journal bearing is shown in Figure D-2.
THEORY
Bearing Model

620

Figure D-2 Schema of oil flows in the bearing

The Elasto-Hydrodynamic model (EHD) is an extension of HD model where the
bearing deformation is included in the prediction of the oil flow. The deformation is
usually very significant and therefore should generally be included when predicting wear
loads.

Figure D-3 shows and example of the radial deformation of the bearing where the
deformation is exaggerated for illustration purposes.
THEORY
Bearing Model

621

Figure D-3 Example of Main Bearing Deformation (High Scale Factor)

All the bearing models can be solved with or without thermal balancing. By the inclusion
of thermal balancing the correct temperature and therefore oil viscosity values are
applied in the bearing model. This is important for the accurate prediction of bearing
friction loss, power loss and wear rate. Thermal balance models are described at Section
4.6.
4.1 Mobility Method
4.1.1 Theory
The mobility method (References 1 and 2) is a technique used extensively in the
automotive industry since its inception approximately 35 years ago. It provides a solution
extremely rapidly, typically taking only seconds or a few minutes of CPU time for a typical
model, since it does not involve solving the Reynolds Equation. The limitation is that it
may be used only in cases of ideal circular bearings without oil feed holes or grooves.
However, it does provide a quick initial estimate of operating clearances for any design
project related to journal bearings.
In the mobility method, the effect of rotation is converted to an equivalent squeeze
motion under steady load. The mobility vector (M), which is the dimensionless squeeze
velocity with which a non-rotating shaft moves to support the load, is then calculated.
The squeeze velocity () for a rotating shaft can then be expressed as
THEORY
Bearing Model

622

e + M
/C LD
/R] [C | F |
=
r
2
r
e
(1)

where:

L bearing length,
R,D bearing radius and diameter,
Cr radial clearance,
|F| bearing load,
lubricant viscosity,
e eccentricity, and
bearing rotational speed.

The components of the mobility vector (M) may be implemented in the dynamic analysis
in two ways: (a) components are calculated instantaneously based on mobility maps
generated through a pre-processor or (b) components are calculated instantaneously
using analytical curve fits (Reference 3), as is done in this code. In general, the mobility
vector may be written as:

M = f(,) (2)

where:

Eccentricity ratio (e/Cr), and
Bearing length to diameter ratio (L/D)

The analytical expressions for the curve fits of mobility components using a finite bearing
analysis are:

( )
|
|
.
|
\
|
|
.
|
\
|
+
+ o o
o
|
t
t
o
3
4
1 4 . 0 1
1
24 . 0 3
) , f(
= M
2
2
2
2
x
e (3)
and

( )
( )
|
|
|
|
|
.
|
\
|
|
.
|
\
|
|
|
.
|
\
|

+
|
|
.
|
\
|
+ + + +
o o
|
o
o
o o
o
o
|
03 . 1
1 034 . 0
1 016 . 0
1 15
2
3 2
1 3 . 0 1
8 7 4
5
) , f(
1
-
= M
2
2
3
2
2
y
(4)

where:

( )
( )
( )
|
|
.
|
\
|
=
o
t
o
o
1 2
1
2
1
,
2
2
2
f (5)
and
Eccentricity ratio in the x direction, and
THEORY
Bearing Model

623
Eccentricity ratio in the y direction.

Using these mobility components the orbit (or locus of instantaneous locations of the
shaft center) is obtained by marching the solution forward in time using Equation (1).
This provides the user with the minimum film thickness value over a typical load cycle.
The usefulness of the mobility method has been further increased by extending the
analytical curve fits (Reference 3) for maximum oil film pressure value, location and
pressure curve extents. With this information, the oil film pressure profile and
hydrodynamic power loss can be estimated. Within ENGDYN, the curve fits for the
mobility components have been further refined using the finite difference solution, this is
described in the proceeding section. Additionally, a loose coupling is also provided with
the boundary lubrication model such that when the bearing clearances are extremely
low, contact pressures will be predicted. However, the user should note that the contact
pressures are solely based on the bearing clearance criteria and not on an explicit force
balance and hence only trends in contact forces should be reported rather than the
quantitative values.

As a result, in situations where a rapid solution is required, using basic bearing geometry
parameters (bearing length, diameter and radial clearance) and bearing loads, the user
can obtain an initial estimate of minimum film thickness, peak oil film pressure, friction
torque and journal orbit for a load cycle.
4.1.2 Determination of Bearing Oil Leakage Flow Rate
4.1.2.1 Pressure Induced Flow
(a) Plain Bearings with Small Circular Hole Feed
A relationship for the pressure induced flow for a circular feed hole to a plain bearing has
been developed using geometric flux plotting techniques (Reference 3) and is as follows:

75 . 1
h f
3
p
4 . 0
L
D p h
675 . 0 Q
(
+ =
(6)

For a radial clearance Cr small compared with the bearing radius, the clearance h at the
angle o relative to the minimum oil film thickness is given accurately by

h = Cr (1 - c coso) (7)

Therefore equation (6) becomes:

75 . 1
h f
3 3
r
p
4 . 0
L
D p ) cos - (1 C
675 . 0 Q
(
+ =
o c

(8)

THEORY
Bearing Model

624

0
u
h
h
h
h
max
d
h
|
u
min
|
F
h
min
e

Figure D-4 Bearing and Oil Hole Geometry for a Fixed Bearing
THEORY
Bearing Model

625
The angle o for a bearing that is fixed as shown in Figure D-4 is given by

o = (| + |) - uh (9)

or o = umin - uh

0
u
h
h
h
|
u
CA
|
F
h
min
e
u
CA
+

o
l

Figure D-5 Bearing and Oil Hole Geometry for Rotating Bearing
THEORY
Bearing Model

626

For a bearing that is rotating the angle o in Figure D-5 is given by

o = (| +|) - (uh + (uCA + )) (10)

or o = umin - (uh + (uCA + ))

where

|
.
|
\
|
=
l
sin r
sin
CA 1 -
u
(11)

For a cross-drilled circular oil feed the program ENGDYN considers each oilhole feed
individually and sums the two flows.

(b) Partially Grooved Bearing

A general curve-fitted formula, for practical use has been developed from data derived
from an accurate finite difference model (Reference 3). This considers any rectangular
grooving at any position in the bearing and any journal eccentricity and angular position
of the journal centre (allowing for varying film thickness). The general comprehensive
curve-fitted equation considering any groove extent (up to 270), any groove aspect
ratio, groove position and journal position is as follows

(
(
+
(
(
=
2 1
3333 . 0
f
3
r
p
f .
)
L
a
- 6(1
L
D
f .
) 1
a
L
6(
L
a
25 . 0 25 . 1
p C
Q

(12)

where

( ) ( )
3 3
1
cos 1 cos 1 f
e b
u c u c + + + =

|
|
.
|
\
|
|
.
|
\
|
+ + +
|
|
.
|
\
|
|
.
|
\
|
+ + + =
3
sin
sin + sin2
4
3
1.5 sin 3
3
sin
sin + sin2
4
3
1.5 sin 3 f
e
3
e
3
e e
2
e e
b
3
b
3
b b
2
b b 2

and ub, ue are the angles defining the beginning and end of the groove relative to the
maximum film thickness position (Figure D-6).

Since the groove moves with the bearing, this equation is true for both fixed and rotating
bearings where u1 and u2 are given by
u1 = u2 - (umin - t) (13)
THEORY
Bearing Model

627

u2 = u2 - (umin - t) (14)

h
max

h
b

h
e

h
min

e
0
u
b

u
e

u
min

F
|
|

Figure D-6 Bearing and Groove Geometry
(c) Fully Grooved Bearing

This case is dealt with in a number of references including Reference 3. The pressure
induced flow for a fully grooved bearing is given by:

( )
2
f
3
r
p
5 . 1 1
L
p DC 327 . 0 16
Q c
+

= . (15)

4.1.2.2 Velocity Induced Flow

The equation for the oil flow rate from a short bearing, due to shift translational velocities
is detailed in Reference 6 and given by
|
.
|
\
|
+
|
.
|
\
|
+ =
1
.
1
.
r T
sin cos DLC Q u c u e c (16)

Where
.
represents rate of change of attitude angle and 1 is the film reformation value.

THEORY
Bearing Model

628

4.1.2.3 Summation Technique
ENGDYN has a number of methods for adding the instantaneous oil flow rates induced
by pressure and velocity before numerically integrating to determine the cyclic oil flow
rate. The methods are

(i) Summation of Qp and QT
(ii) Use Qp only
(iii) Selective summation of Qp and QT

The selective summation technique takes the greater of the two instantaneous oil flow
rates. This technique was introduced in Reference 6.

4.1.3 Determination of Bearing Oil Power Loss
Expressions for the instantaneous power loss due to shear and squeeze effects are
detailed in References 7, 8 and 9, and results in the following scalar expressions:

F
V
|
x
y
e
e
j

e
b

|
2

|
|
|
.
|
\
|
+ =
+
+
=
|
|
.
|
\
|
=
=
-
-
-
}
e
tan
e e = V
) cos 1 (
J
where
cos FV + sin C F
2
P
J
2C
) L( D
P
1
2
2 2
2
oo
1
2 r
b j
SQ
oo
1
r
2
j
3
SH
2
1
|
| |
|
u c
cu
| | c
e e
e e
u
u
e
b

Figure D-7 Notation for Basic Power Loss Relations
and the angles |2 and | are defined in Figure D-7.

The shear (or Couette) constituent arises from differences in journal and bearing
rotation (relative to any observer) whilst the squeeze (or Poiseville) constituent arises
THEORY
Bearing Model

629
from journal translation (relative to an observer rotating at the mean entrainment
velocity of journal and bearing). The instantaneous total power dissipated in the
lubricant film arises chiefly from these two components, with the shear power loss being
the dominant quantity.

The shear power loss (PSH) has two possible solutions depending on the limits of
integration of the journal bearing intergral J. These are detailed in Reference 10 and
given below:

For a 2t film,

| |
( )
2
1
2
2
oo
1
1
2
J
1
1
c
t t u
u
=
+

(17)

For a t film,

| |
( ) ( )
( )
| |
( ) ( )
( )
|
|
.
|
\
|
|
|
.
|
\
|
+
+
= s
+
= >

+

+
1
1
1
1
2
1
2
1 1
oo
1 1
2
1
2
1 1
oo
1 1
cos 1
cos
= B and
cos 1
cos +
= A
where
1
B cos A cos
J 0 sin f
1
B - cos A - cos
J 0 sin If
1
1
1
1
u c
u c
u c
u c
c
u
c
u
t u
u
t u
u

(18)

ENGDYN allows the shear power loss to be calculated using a t or 2t film assumption;
although for the short bearing theory only t is strictly valid.

The overall cyclic power loss P is found by the numerical integration of the instantaneous
power losses.

4.2 Solution of Reynolds Equation on a Computational Mesh
The second group of bearing models are based on a direct numerical solution of the
Reynolds equation.

The general form of the Reynolds equation used for incompressible fluids is shown
below:
THEORY
Bearing Model

630

t
h
y
h v
y
p h
y x
p h
x c
c
+
c
c
=
|
|
.
|
\
|
c
c
c
c
+
|
|
.
|
\
|
c
c
c
c
2 12 12
3 3

(19)

where:

Oil viscosity
x Axial coordinate
y Circumferential coordinate
h Clearance distribution
p Hydrodynamic pressure distribution
v Circumferential velocity

h represents here the clearance distribution between the journal and the bearing. It
consists of three components:

s o
h h h o
c
+ + =
(20)
where

ho Nominal clearance coming from journal and shaft input profiles,
h Clearance due to shaft eccentricity and tilt
s Bearing radial deformation

In all the direct solutions of Reynolds equation the Average Flow Model form of the
equation is used. This is shown in Section 4.2.1; Equation (23).
4.2.1 Average Flow Model (by Patir & Cheng)
The local film thickness is assumed to be consisting of nominal film thickness and
roughness amplitudes on the two surfaces. It is assumed that roughness heights have a
Gaussian frequency density with a standard deviation of . The average film thickness h
can then be defined as:

3 , H z h H = = o

(21)

( ) ( ) ( ) | | 3 5 28 70 140 35
256
3
3
2 2 2
s + + + =
> =
H z z z z h
H h h
o

(22)

The directional properties of roughness are described by a surface parameter . It is
defined as the ratio of x and y correlation lengths (i.e. the length to width ratio of the
asperities). The values for typical contact areas can be seen in Figure D-8.
Pressure flow and shear flow factors were defined such that the average Reynolds
equation for a rough bearing is given by:

THEORY
Bearing Model

631

t
h
y y
h v
y
p h
y x
p h
x
s
y x
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
=
|
|
.
|
\
|
c
c
u
c
c
+
|
|
.
|
\
|
c
c
u
c
c
2 12 12
3 3

(23)

(24)

where x is the axial coordinate and y is the circumferential coordinate. . Coefficients C, r,
A1, A2, o1, o2 and o3 depend on and are interpolated from tables given in Reference 13.

Figure D-8 Typical contact areas for transversely oriented, isotropic and
longitudinally oriented surfaces

Reynolds equation (23) is discretized using the Finite Volume Method (FVM). FVM
balances the oil flows over each finite volume of the computational mesh, so it is
advantageous to express it in the form which balances the oil flows:

t
h
y
m
x
m
y
x
c
c
=
c
c
+
c
c
(25)
THEORY
Bearing Model

632

Variables
x
m and
y
m represent the mass fluxes in the axial, x, and circumferential, y,
directions, respectively. The mass flux in each direction comprises of a Couette flow
component and a Poisseuille flow component such that in the circumferential direction
( ) ( )
y
p
y
c
y
m m m = +

(26)

where

( ) ( )
S
c
y
h
v
m u + =
2

(27)

( )
|
.
|
\
|
c
c
u =
x
p h
m
y
p
y
12
3

(28)

Axial x direction is analogous.
At the axial boundaries of the domain the pressure is set to a reference (crankcase)
pressure pcrc:

crc
p y L p y p = = ) , ( ) , 0 (
(29)
where L is the bearing length.

In circumferential boundaries the identity between 0 and 2 nodes is set:
) 2 , ( ) 0 , ( t x p x p =
(30)

In the positions of oil holes or oil grooves the immediate oil pressure is set:

hole
p y x p = ) , (
(31)
For bearing oil holes and grooves overlapping with the bearing axial boundary, the
pressure is set to reference (crankcase) pressure Pcrc instead of oil supply pressure Phole,

crc
P y x P = ) , (
(32)

4.2.2 Half-Sommerfeld Boundary Conditions

The set of linear equations (25), (29), (30) and (31) is solved to predict the hydrodynamic
pressure distribution. The PDE is of an elliptical type. After the discretization of the
equation, the system of equations can be solved for on a rectangular mesh:

( )
|
|
.
|
\
|
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
= + + + +
+ + + +
t
h
y y
h
P L P L P L P L P L
s
j i j i j i j i j i j i j i j i j i j i
2
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
v

(33)

THEORY
Bearing Model

633
The solution may contain areas where the hydrodynamic pressure is below the cavitation
pressure or is even negative. Therefore the cavitation pressure limit (Half-Sommerfeld
boundary conditions) is applied as a post-processing step:

cavitation cavitation
p y x p Then p y x p If = < ) , ( ) , (

(34)
By using the Half-Sommerfeld boundary conditions the flooded and cavitated area can
be estimated directly. The estimate is not precise, but it provides a fast and approximate
solution. At this stage of the calculation, the oil flows do not satisfy the oil mass
conservation requirement.

As the requirement for oil mass conservation is crucial when calculating the thermal
balance of the journal bearing the oil flows are re-evaluated during a post-processing
step.

The basic premise of the applied approach is to correct the obtained flows and oil
accumulation such that the continuity equation with oil flow corrections is valid:

( )
( )
t
h
y
m
x
m
y
x
c
c
=
c
c
+
c
c ) (

(35)

The values of the oil flow corrections and oil mass flows are strictly controlled by
upwind stabilization.

At the edges of any holes and grooves it is assumed that there is only oil (due to oil feed
pressure). Therefore the value of the oil flow corrections is set to 1.0.

1 =
hole

(36)

The set of linear equations represented in (35) and (36) is then solved to obtain the oil
flows that satisfy the mass conservation. After the discretization the following system of
equations are solved on rectangular mesh:

( )
t
h
R R R R R
j i j i
c
c
= + + + +
+ + + +
, ,
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1

(37)
Notes:
- The Half-Sommerfeld boundary conditions provide a fast, non-iterative
solution of the Reynolds equation.
- The estimate of hydrodynamic pressure distribution is not precise as a
consequence the pressure gradient at the flooded/cavitated area may be
very steep.
- In the post-processing step the system of corrected flows is calculated
where oil mass conservation is satisfied.

THEORY
Bearing Model

634

4.2.3 JFO (Deprecated) Boundary Conditions

As stated previously, the Reynolds equation for incompressible fluids enforces both the
momentum and mass balance but does not take cavitation into account In order to
satisfy both the momentum and mass balances in the entire fluid, the solution is split into
two parts, one representing the flooded and the other the cavitated region. In the flooded
region the Reynolds equation is solved and the hydrodynamic pressures calculated, in
the cavitated region the oil mass balance, which is derived from the Reynolds equation,
is preserved and the mass fractions calculated.

The fluxes in the oil mass balance under cavitation pressure conditions are equal to:

( ) ( )
S
c
y
h
v
m u + =
2

(38)
where is the mass fraction.

On the edges of any holes and grooves present it is assumed that there is only oil (due
to oil feed pressure). Therefore the values of mass fractions at these points are set to
1.0.

1 =
hole

(39)
Therefore equations (25), (29), (30) and (31) are solved to calculate the hydrodynamic
pressure distribution in the flooded area and equations (25) with (38) and (39) are solved
in the cavitated area to calculate the mass fraction distribution. The solution reached by
this method is fully mass conserving over the entire bearing area.

The resulting system of linear equations is solved iteratively. The need for iterations
comes from the determination of which nodes are flooded and which are cavitated:

( )
( )
( )
cavitation j i j i j i
j i j i cavitation j i
s
j i j i
p P solved P and flooded node If
solved and p P cavitated node If
y t
h
R R R R R
P L P L P L P L P L
> = =
s = =
c
u c
+
c
c
= + + + +
+ + + + +
+ + + +
+ + + +
, , ,
, , ,
, ,
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
; 0 . 1
0 . 1 ;
2

(40)

Notes:
- JFO (Deprecated) boundary conditions provide a slower, iterative solution of
Reynolds equation. The system can suffer from convergence problem.
- JFO (Deprecated) boundary conditions conserve momentum and mass in the
flooded areas and conserve mass in cavitated areas.

THEORY
Bearing Model

635
4.2.4 Half-Sommerfeld, Mass Conserving (Recommended)

This option is an extension to the Half-Sommerfeld Boundary Conditions described in
Section 4.2.2. The maindifference between the algorithms is in the definition of the feed
holes and groovesm that is the definition of internal boundaries.

The approach is based on the linear combination of the Reynolds equation with the
boundary condition equation.

hole
s
y x
P P
t
h
y y
h
y
P h
y x
P h
x
=
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
=
|
|
.
|
\
|
c
c
u
c
c
+
|
|
.
|
\
|
c
c
u
c
c
2 12 12
3 3
v

(41)

After discretization on the rectangular mesh the following system is obtained:

hole ij
s
P P
t
h
y y
h
P L P L P L P L P L
=
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
= + + + +
+ + + +
2
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
v

(42)
This linear combination of equations is weighted using the definition of the hole coverage
ratio o. It is the ratio of the immediate hole area (Ahole) in the finite volume area (A).

A
A
hole
= o

(43)

BY applying the weighting, the numerical strength of the Reynolds terms is weakened
close to the hole and groove boundaries and conversely, the strength of boundary
condition is increased.

To ensure the correct weighting between the Reynolds equation and Dirichlet boundary
condition (feed pressure in the hole/groove) - all the terms in the equation must have the
same dimension:
( )
hole j i
s
j i j i j i j i j i j i j i j i j i j i j i j i
P L
t
h
y y
h
P L P L P L P L P L P L
,
, , , , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
2
) 1 (
) 1 (
o
v
o
o o
+
|
|
.
|
\
|
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
=
+ + + + +
+ + + +

(44)
The solution may contain areas where the hydrodynamic pressure is below the cavitation
pressure or is even negative. Therefore, the cavitation pressure limit (Half-Sommerfeld
boundary conditions) is applied in the post-processing step:

cavitation cavitation
p y x p Then p y x p If = < ) , ( ) , (

(45)
By using the Half-Sommerfeld boundary conditions the flooded and cavitated area can
be estimated directly. The estimate is not precise, but it provides a fast and approximate
solution. At this stage of the calculation, the oil flows do not satisfy the oil mass
conservation requirement.
THEORY
Bearing Model

636

As the requirement for oil mass conservation is crucial when calculating the thermal
balance of the journal bearing the oil flows are re-evaluated during a post-processing
step.

( )
( )
hole
y
x
t
h
y
m
x
m

=
c
c
=
c
c
+
c
c ) (

(46)
The values of the oil flow corrections and oil mass flows are strictly controlled by
upwind stabilization.

After the discretization the following system of equations are solved on rectangular
mesh:

hole j i
j i j i
j i j i j i j i j i j i j i j i j i j i j i
t
h
R R R R R

o
=
c
c
= + + + + +
+ + + +
,
, ,
, , , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1

(47)

To ensure the correct weighting between the Reynolds equation and Dirichlet boundary
condition (feed pressure in the hole/groove) - all the terms in the equation must have the
same dimension:

( )( )
( )
hole j i
j i j i
R
t
h
R R R R R R
o
o
o o
,
, ,
, , , , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
1
1
+
c
c
=
+ + + + +
+ + + +

(48)

At the edges of the holes and grooves, it is assumed that there is only oil (due to oil feed
pressure). Therefore the value of the oil flow corrections is set to 1.0.
1 =
hole

(49)

Notes:
- The Half-Sommerfeld boundary conditions provide fast, non-iterative solution of
Reynolds equation.
- The estimate of the hydrodynamic pressure distribution is not precise. The
pressure gradient at the flooded/cavitated areas may be very steep.
- During the post-processing step, the system of corrected flows is calculated
where the oil mass conservation is always satisfied regardless of the oil hole
or groove motion.
4.2.5 Reynolds, Mass Conserving

THEORY
Bearing Model

637
The discretized system (44) derived in Section 4.2.4 is solved by the Successive Over
Relaxation (SOR) method. At each iteration of the SOR method, the hydrodynamic
pressure of the central node is updated. The update is based on the hydrodynamic
pressure of the surrounding nodes whose pressure is limited by the cavitation pressure.
Thus, the cavitated area is iteratively searched.
( )
cavitation j i j i
cavitation j i
hole j i
s
p P solved P flooded node If
p P cavitated node If
P L
t
h
y y
h
P L P L P L P L P L P L
> =
=
+
|
|
.
|
\
|
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
=
+ + + + +
+ + + +
, ,
,
,
, , , , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
;
2
) 1 (
) 1 (
o
v
o
o o
(50)
The difference when compared to the solution with Half-Sommerfeld boundary
condition is in the application of the cavitation pressure limit. In the solution with
Half-Sommerfeld boundary conditions the limit is applied in a post-processing
step but in the solution with Reynolds boundary conditions the limit is applied
during the iteration process. The estimate of the flooded area when using the
Reynolds boundary condition is therefore more realistic than when using the Half-
Sommerfeld boundary conditions. The pressure gradient at the flooded/cavitated
boundary is more realistic than and not as steep as the result obtained using the
Half-Sommerfeld boundary conditions.

The oil flows do not satisfy the oil mass conservation requirement. As the requirement for
oil mass conservation is crucial when calculating the thermal balance of the journal
bearing the oil flows are re-evaluated during a post-processing step. The linear system
(48) is solved to correct the oil flows to satisfy oil mass conservation.

Notes:
- Reynolds, Mass Conserving boundary conditions provide a relatively fast, iterative
solution to the Reynolds equation.
- The estimate of hydrodynamic pressure distribution is generally better compared to
the Half-Sommerfeld boundary conditions.
- During the post-processing step, the system of corrected flows is calculated where
the oil mass conservation is always satisfied regardless of the oil hole or groove
motion.
- The ability to model holes and grooves that follow the shaft motion will be a future
development.

4.2.6 Reynolds and JFO
In the flooded region, the Reynolds equation is solved and the hydrodynamic pressures
calculated, in the cavitating region the oil mass balance is preserved (which is derived
from the Reynolds equation) and the mass fractions calculated. For this boundary
condition, the Reynolds equation for the flooded area is combined the with the continuity
equation for the cavitated area.
THEORY
Bearing Model

638

The approach here is analogous to the method described in Section 4.2.4. Allthough, the
Reynolds and JFO boundary conditions are based on the linear combination of the
Reynolds and continuity equation with the boundary condition equations. In the flooded
area Reynolds equation is solved whilst in the cavitated area the continuity equation is
solved.

There are two boundary conditions: the hydrodynamic pressure in the flooded area edge
and the mass fraction in the cavitation area edge.

hole
hole
s
y x
P P
t
h
y y
h
y
P h
y x
P h
x

v

=
=
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
=
|
|
.
|
\
|
c
c
u
c
c
+
|
|
.
|
\
|
c
c
u
c
c
2 12 12
3 3

(51)
These boundary conditions are applied to the continuity equation. Here the value of the
mass fraction is the ratio between the immediate oil level and the immediate
clearance:

hole
hole
P P
t
h
y
h
U

=
=
c
c
=
c
c

(52)
The continuity equation is updated to be compatible with the Reynolds equation, such
that:

hole
hole
s
P P
t
h
y y
h

v
=
=
c
c
=
|
|
.
|
\
|
c
u c
+
c
c
2

(53)
After discretization on a rectangular mesh of equations (51) and (53) the system of
equations to be solved are:

hole j i
hole j i
s
P P
t
h
y y
h
P L P L P L P L P L

v
=
=
c
c
+
|
|
.
|
\
|
c
u c
+
c
c
= + + + +
+ + + +
,
,
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
2

(54)

y t
h
R R R R R
s
j i j i
c
u c
+
c
c
=
+ + + +
+ + + +
2
, ,
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
v

(55)
THEORY
Bearing Model

639
Equations (54) and (55) are linearly combined to form a combined equation which must
be solved iteratively to determine the flooded and cavitated area. Note the weighting
between the Continuity/Reynolds equation and Dirichlet boundary conditions (mass
fraction/hydrodynamic pressure in the hole/groove) where all the terms in the equation
must have the same dimension:

( )
( )( )
( )
cavitation j i j i j i
j i j i cavitation j i
hole j i hole j i
s
j i j i
j i j i j i j i
p P solved P and flooded node If
solved and p P cavitated node If
R P L
y t
h
R P L
R R R R R
P L P L P L P L P L
> = =
s = =
+ +
|
|
.
|
\
|
c
u c
+
c
c
=
+
+ + + + +
+ + + + +
+ + + +
+ + + +
, , ,
, , ,
, ,
, ,
, , , ,
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
, , 1 , 1 , 1 , 1 , , 1 , 1 , 1 , 1
; 0 . 1
0 . 1 ;
2
1
1
) 1 (

o o
v
o
o o
o
o
(56)
At the edges of holes and grooves, it is assumed that there is only oil (due to the oil feed
pressure). Therefore the value of the mass fraction is set to 1.0.
1 =
hole

(57)

Notes:
- The Reynolds and JFO boundary condition provide a slower, iterative solution of
the Reynolds equation when compared to the previouslt described boundary
conditions.
- The Reynolds and JFO boundary condition ensures the conservation of
momentum and mass in flooded areas and the conservation of mass in cavitated
areas.

4.2.7 Determination of the Bearing Hydrodynamic Friction Force and Power Loss
Using the instantaneous oil film pressure distributions the bearing hydrodynamic friction
force can be calculated as:

} } |
|
.
|
\
|
c
c
=
A A
f
dA
y
p h
vdA
h
F
hyd
2

(58)
If the Average Flow Model is used then Equation (58) is extended to:

( )
} } |
|
.
|
\
|
c
c
u u u =
A
fp
A
fs f f
dA
y
p h
dA v
h
F
hyd
2

(5
9)
THEORY
Bearing Model

640

( ) ( ) ( ) ( ) ( ) ( ) | | 3 147 60 405 160 345 132 55
60
1
)) 1 ( 300 ln( 1
32
35 3
2
s
)
`
+ + + + + + + + = u H z z z z z z z z z
f

( ) ( ) | |
3
;
1
3 80 30 66
15 1
1
ln 1
32
35
6 5 4
3
2 2
3
2
H
z
h
H
De
e H A
H z z
z
z
z
z z
sH
fp
H
fs
f
= =
= u
= u
>
)
`
+ +
+
= u
+
o
o o o

Constants in equations for the fs and fp are tabulated in Reference 13.

And similarly, the hydrodynamic power loss is given by:

} } } |
|
.
|
\
|
c
c
+
|
.
|
\
|
c
c
+ =
A A A
hyd
dA
y
p h
dA
x
p h
dA v
h
P
2
3
2
3
2
12 12
(60)

THEORY
Bearing Model

641

4.3 Oil Viscosity
4.3.1 Temperature Dependence
The Walther-ASTM equation is used to calculate oil viscosity dependence on
temperature:
( ) ( ) ( ) T B A log log log + = + v (61)

where A and B are constants, specific for each oil. Reference 12 demonstrated that
where the viscosity is in centistokes, is 0.6. ENGDYN uses this equation but allows the
user to specify, to be 0.7 or 0.6 as a value of 0.7 is referred to in Reference 11.

ENGDYN also allows for a viscosity-temperature curve to be input for those oils that do
not satisfy the Walther-ASTM equation. The value of viscosity at a given temperature T
is then obtained by linear interpolation.
4.3.2 Shear Thinning
For multi-grade oils, viscosity becomes thinner as the shear rate increases. This shear
thinning effect may be expressed by the Cross Equation as

( )
( )
m
c

+

+ =

1
0

(62)
Where is shear rate in (
1
s ),
0
and
are the low-shear-rate and the fully shear-

thinned viscosities (Pa-s),
c
(
1
s ) is the shear rate at which the lubricant viscosity is
halfway between
0
and,
and m is a dimensionless parameter.

The ratio c =
0
is a constant. The halfway shear rate
c
is normally given by

( ) 273
10
+
=
T b a
c

(63)
Where a and b (K
-1
) are constants and T is the oil film temperature in (
K
).

For a multi-grade oil, in addition to the low-shear-rate viscosity and temperature relation,
the shear thinning constants a , b , c and m are normally provided in the Cross Equation.

The user specified input option can be used to provide low-shear-rate viscosity
0
and
temperature relation and the values for the constants a , b , c , m.

In ENGDYN, oil films in the bearings may experience very high shear rate, where the
shear thinning effect of the lubricant can be significant for multi-grade lubricants. The
THEORY
Bearing Model

642

shear rate of the oil film is assumed to be constant across the film thickness and is
normally approximated by:

h
R . e
= (64)
e is rotational velocity of the journal, R journal radius and h is the oil film thickness.

According to the definition, the shear rate of the oil varies along the circumference of the
bearing. As a result, oil viscosity also varies along the circumference of the bearing due
to the shear thinning effect. Using Equation (62), the viscosity can be calculated. The
calculated viscosity is then fed into the hydrodynamic lubrication solver for the bearings.
4.3.3 Piezo-Viscosity Effect
Many lubricants undergo a considerable increase in viscosity when subject to high
pressures. These lubricants are called piezo-viscous.
Piezo-viscous lubricant behaviour is modelled by either the Barus equation or the
Roelandss equation both of which are exponential equations. They are described in the
proceeding sections.
4.3.3.1 Barus Equation

p
e
o

0
= (65)
This relation is known as the Barus equation.
0
is the base viscosity, that is, the
viscosity at low pressure, and the constant o is called the piezo-viscosity coefficient or
pressure viscosity index. o is measured in
1
Pa and has typical values in the order of
10
1
GPa .
4.3.3.2 Roelands Equation

( )
|
|
.
|
\
|
|
.
|
\
|
+ + +
=
Z
o
p
p
e
1 1 67 . 9 ) ln(
0
0

(66)
This relation is known as the Roelands equation.
0
is the base viscosity, that is, the
viscosity at low pressure, constant z is called the viscosity-pressure index (the default
value used in ENGDYN is 0.67) and constant
0
p is 1.96x10
8
Pa.
THEORY
Bearing Model

643

4.4 Boundary Lubrication Model
During the operation of a journal bearing, the minimum film thickness may decrease to
such low values that there is contact between the two operating surfaces. In these
situations, the load is supported not by just the oil film but also by the asperities. As a
result, a boundary lubrication model is coupled with the hydrodynamic lubrication model.
This model takes into account surface roughness features such as asperity heights (o),
radius of curvature of asperities (), asperity density (q) standard deviation of summit
height (os), and mean summit height (Zs) and composite elastic modulus (E) for the
contacting materials. If the option RMS Surface Height (Deprecated) is selected then
the local asperity contact pressure is given by

( )
|
|
.
|
\
|
=
o
q
o
o|q t
j i
asp
h
f E p
, 2
15
2 16
(67)

If the option Summit Height Correction (Recommended) is selected then the local
asperity contact pressure is given by
( )
|
|
.
|
\
|
=
s
s j i s
s asp
Z h
f E p
o
|
o
|q o t
, 2
15
2 16
(68)
and

( ) ( )
}

=
0
2
2
5
2
ds e x s x f
s

(69)

ENGDYN offers two methods for deriving the composite asperity data o, q, |, os and Zs
used in the equation for the asperity contact pressure (67) or (68). The first method is
referred to as v4.0 and Earlier (Deprecated) and is implemented for backwards
compatibility. It defines the composite data as

( )
2 1
2
2
2
1
2 1
2 1
2
2
2
1
5 . 0
) ( 5 . 0
) ( 5 . 0
s s s
s s s
Z Z Z + =
+ =
+ =
+ =
+ =
o o o
| | |
q q q
o o o
(70)
THEORY
Bearing Model

644

whereas the second recommended method called Hertzian (Recommended) uses

2 1
2
2
2
1
1
2 1
2 1
2
2
2
1
2
1
2
1
s s s
s s s
Z Z Z + =
+ =
|
|
.
|
\
|
+ =
=
+ =
o o o
| |
|
q q q
o o o

(71)

The asperity data for a single material can be calculated from surface profile
measurements using the MATUTIL program supplied with the Ricardo Software
installation which is described in Appendix 12.

By obtaining the contact pressures and the surface velocities, wear load profile on the
bearing shell can be generated using the definition

dt v p
T
T
asp
}
=
0
1
load Wear
(72)

where (v) is the velocity of the journal and (T) is the period of the engine cycle. This wear
load calculation can be further extended to extract a wear rate value based on the
following definition

( )
6
A
10 9.81 number Hardness
dA load Wear t coefficien Wear
rate Wear

=
}

(73)

The wear coefficient value, which is supplied by the user, is not easily obtained and is a
function of several variables including lubrication conditions, lubricity, and other factors.
Users can use their own databases or can use representative values from typical Data
Handbooks. However, users need not be concerned about the validity of their input wear
coefficient value, unless that is the focus of their study as the input wear coefficient
values do not impact the simulation. They are used solely for calculating the wear rate as
a post-processing operation. Conversely, ENGDYN could conceivably be used to
identify the wear coefficient value itself by the user performing a parametric study of this
parameter until the predicted wear rate results match the experimental test results.

4.4.1 Determination of Bearing Boundary Power Loss
Using the instantaneous contact pressure distributions the bearing boundary friction
force can be calculated as:

}
=
A
asp f f
dA p c F
bdy

(74)
THEORY
Bearing Model

645
Where
f
c is the friction coefficient for the bearing-shaft interface.

The boundary power loss is given by:

}
=
A
asp f bdy
dA v p c P
(75)

4.5 Integration of Bearing Forces and Moments
By integrating the generated hydrodynamic and asperity pressures and shear stresses
the force components (76)(76)(76) and friction force components (78), moment
components (77)(77) and friction moment components (79) can be obtained.

} }
} }
= =
= =
A
asp y asp
A
y hyd
A
asp x asp
A
x hyd
dA p F dA p F
dA p F dA p F
u u
u u
sin sin
cos cos
, ,
, ,

(76)

} }
} }
= =
= =
A
asp y asp
A
y hyd
A
asp x asp
A
x hyd
dA p y F dA p y M
dA p x F dA p x M
u u
u u
sin sin
cos cos
, ,
, ,

(77)

} }
} }
=
|
|
.
|
\
|
|
|
.
|
\
|
c
c
=
=
|
|
.
|
\
|
|
.
|
\
|
c
c
=
A
asp f y fasp
A
y fhyd
A
asp f x fasp
A
x fhyd
dA p c F dA
y
p h
v
h
F
dA p c F dA
x
p h
F
u u
u u
cos cos
2
sin sin
2
, ,
, ,

(78)

} }
} }
=
|
|
.
|
\
|
|
|
.
|
\
|
c
c
=
=
|
|
.
|
\
|
|
.
|
\
|
c
c
=
A
asp f y fasp
A
y fhyd
A
asp f x fasp
A
x fhyd
dA p c x M dA
y
p h
v
h
x M
dA p c x M dA
x
p h
x M
u u
u u
cos cos
2
sin sin
2
, ,
, ,

(79)

4.6 Bearing Thermal Balance Solution
4.6.1 Models used with the Mobility Method
Both thermal models in this section calculate the mean oil temperature in the bearing.
The heat transport into any metal parts is neglected. The model described in Section
2.1.1.1 updates the oil temperature at the end of each engine cycle. The model
described in 2.1.1.2 updates the oil temperature in each evaluation of the Mobility
method.
THEORY
Bearing Model

646

2.1.1.1 Cycle Averaged Equilibrium Temperature
Using the mobility method it is possible to establish the instantaneous oil flow rate and
power loss from the bearing, and to numerically integrate to estimate the overall cyclic oil
flow rate and power loss. The temperature rise of the oil in the bearing may then be
estimated.

At the end of simulation performed with a mean oil temperature. The thermal balance is
calculated. It is a simple model based on equation:

) /(
_
Q c P T T
p feed oil
+ =
(80)

Where P is the hydrodynamic power loss, , the oil density, cp, the specific heat capacity
and Q is mean oil flow rate.

At each iterative step (engine cycle) the dynamic viscosity is evaluated corresponding
to the temperature T.

2.1.1.2 T0D Oil Model Averaged Temperature over Whole Bearing
In this model, the oil mass balance is solved at each time step. This model is able to
capture the oil temperature changes within the engine cycle. The heat balance over the
whole bearing is used:

dt
dT
V c TQ c P Q T c
p p feed oil p
+ = +
_

(81)
Where P is the hydrodynamic power loss, the oil density, c
p
the specific heat capacity,
V is the oil volume present in the bearing and Q is mean oil flow rate.
4.6.2 Models used with the Hydrodynamic and Elastohydrodyanmic Solutions
The solution of Reynolds equation on the lubrication mesh enables the selection of the
area for over which to balance the heat transport. The simplest approach is the T0D
model described in Section 4.6.2.1 where the area is the whole bearing. The T1D model,
described in Section 4.6.2.2, balances heat over each radial slice and therefore the axial
distribution of oil temperatures is calculated. This model can predict the oil temperature
increase as oil travels from the bearing centre to the bearing axial edges. Bpthe the T1D
and T0D models, described in Sections 4.6.2.1 and 4.6.2.2 respectively, neglect the heat
transport into the metal parts of the bearing. For a more detailed thermal analysis, that is
the determination of the current temperature per node, the assumption of neglecting the
heat transport into the metal layers around the oil layer cannot be applied. The metal
layers work here as a damping mechanism to the of oil temperature increase. Therefore,
the T2D model, described in Section 4.6.2.3, was created which includes the heat
transfer from the oil to the metal parts of the bearing.
4.6.2.1 T0D Oil Model - Averaged Temperature over Whole Bearing
The average temperature in the oil over the whole bearing is calculated and the heat
transport into the metal is neglected.
THEORY
Bearing Model

647

Figure D-9 Schema of 0D Model

The heat balance over the whole bearing is used:

dt
dT
V c Q T c P Q T c
p
Outflow
Outflow p
OilFeed
feed oil feed oil p
+ = +
_ _
(82)
Where P is the hydrodynamic power loss, the oil density, cp the specific heat capacity,
V is the oil volume present in the bearing and Q is the particular oil flow rate.

Equation (82) is integrated together with the journal bearing equations.
4.6.2.2 T1D Oil Model - Temperatures Averaged Circumferentially
The averaged axial temperature distribution is obtained with this model by allowing no
variation in temperature circumferentially. The heat transport into the metal is neglected.

Figure D-10 Schema of 1D Model

THEORY
Bearing Model

648

The set of heat balances for each radial slice is used:

dt
dT
V c
y
T
D Q T c
Q T c P
y
T
D Q T c
slice p
right
right right p
oilfeed slice feed oil p slice
left
left left p
t
t
+
A
A
+ =
+ +
A
A
+
_ _

(83)
where P is the hydrodynamic power loss per radial slice, the oil density, cp the specific
heat capacity, V is the oil volume present in particular slice and Q is the particular oil flow
rate.

The equation above is stabilised using the upwind method.

Equation (83) is integrated together with the journal bearing equations.
4.6.2.3 T2D Oil Model + 1D Metal Model Oil / Metal Heat Exchange Flash
Temperatures
For this model, the heat transport is calculated for each node of the lubrication mesh and
the surrounding metal. The heat transport in the oil and metal is solved separately due to
computational memory limitations. In the metal, only radial heat transport is assumed;
each node of the lubrication mesh is therefore solved on a separate 1D radial mesh. It is
not heat conserving but is able to predict the flash temperature effect.

THEORY
Bearing Model

649

Figure D-11 Schema of 2D Lubrication Mesh

Figure D-12 Extension of Finite Volume into Radial Dimension (1D Mesh for Metal
Layer)
Figure D-12 depicts the heat flow balance over one finite volume of the lubrication mesh.

The heat balance for each finite volume of oil is used is calculated

2 /
2
_ _ _
h
T T
K y x
t
T
V c
Q T c P
y
T
x h
y
T
x h Q T c Q T c
x
T
y h
x
T
y h Q T c Q T c
current Metal current
p
oilfeed volume finite feed oil p
top bottomt
topt top p bottom bottom p
right left
right right p left left p
A A +
c
c
=
+
+
A
A
A
A
A
A +
+
A
A
A
A
A
A +

(84)

The heat transfer coefficient (K) is:

2 / 2 /
2 / 2 /
z h
z h
K
metal
metal
A
+
A
=

(85)

THEORY
Bearing Model

650

The heat balance for each finite volume of the metal layer (except the radial node
neighbouring oil film) is calculated as:

t
T
z y x c
z
T
y x
z
T
y x
metal
metal p metal
above
metal
metal
bellow
metal
metal
c
c
A A A +
A
A
A A =
A
A
A A
_

(86)

For the radial node neighboring the oil film the heat transport equation is:

t
T
z y x c
z
T
y x
h
T T
K y x
metal
metal p metal
above
metal
metal
metal
c
c
A A A +
A
A
A A =
A A
_
2 /

(87)

The equations above are stabilised by the upwind method.

There are two systems of equations solved:

1) Metal layer solution. For each node of the lubrication mesh a 1D system of
equations (86), (87) and (85) arises. The unknowns are the metal temperature
distribution.

2) Oil layer solution. For all the nodes of the lubrication mesh, the system of heat
transport equations (84) is solved. Metal temperatures of the layer next to the oil
are provided by the metal layer solution. The unknowns are the oil temperatures.
Generally the new oil temperatures are quantitatively similar to the oil
temperatures obtained from the first system. Iterations are therefore not used
here to equal the oil temperatures from both systems due to computation
efficiency considerations. The difference in the obtained oil temperatures
between the systems results in heat not being conserved.
4.7 Compliant Model for EHD Bearing

It is possible to solve the compliant bearing model using the determinate solution in
ENGDYN.
4.7.1 Bearing Shell Deformation
The elasticity relation for a compliant shell is given:

FE
S S S
K F = (88)
where
S
K is the shell stiffness matrix with respect to the reduced Finite Element mesh
that is the lubrication mesh,
S
F is the shell forcing vector which is composed of
hydrodynamic and boundary contact pressures.

The bearing shell stiffness matrix or the stiffness matrix of the entire system of shells (the
main bearings of crankcase) used in the EHL calculation is derived from FE models
using the FEARCE finite element analysis software. The stiffness matrix of the
component is reduced to the lubricated surface which decreases the size of the matrix.
The inertia (mass) of the structure is used to resist the applied loadings, that is, an
THEORY
Bearing Model

651
assumption is made that the structure is in a state of static equilibrium even though it is
not constrained. A reference point P is chosen in space at which the displacement is
zero. The motion of all other points will be relative to that point. A simple way to think of
this is that the solution represents the deformation of the structure one would see if one
was standing at that point.
For the shell model, six unit acceleration loads are applied. Three linear accelerations
are applied together with three rotational accelerations about the chosen reference point
P. For each case a load vector is computed during reduction at the reduced degrees of
freedom.
During the solution, the following set of equations is solved to ensure a state of
equilibrium whereby the average weighted motion of the system is zero about the
reference point P.

(
=
(
s 0 F
F K
0
F o
r
r

(89)
where
F :
vector of resulting inertial loads due to the applied forces,
A
F
r
F :
load vectors due to the unit accelerations
K: reduced stiffness matrix
: required displacement vector
s : vector of unknown forces to produce equilibrium and should be computational
zeros
The vector of applied forces,
A
F is composed of forces due to hydrodynamic and
asperity contact pressures. Load vector is calculated during the reduction process using
FEARCE.

4.7.2 Force, Moment and Pressure Equations
The generated forces are put against the bearing load and thus the force balances arise.

y fasp y fhyd y asp y hyd y app
x fasp x fhyd x asp x hyd x app
F F F F F
F F F F F
, , , , ,
, , , , ,
+ + + =
+ + + =

(90)

The generated moments are put against the bearing load and thus the moment balances
arise.

y fasp y fhyd y asp y hyd y app
x fasp x fhyd x asp x hyd x app
M M M M M
M M M M M
, , , , ,
, , , , ,
+ + + =
+ + + =

(91)

Next in case of EHD bearing analyses the equilibrium between generated pressure and
applied pressure used for shell deformation must be reached in each node of lubrication
mesh.

THEORY
Bearing Model

652

asp app
p p p + =
(92)

The system of non-linear differential-algebraic equations (90), (91) and (92) is solved
using Newton method.

THEORY
Bearing Model

653
4.8 Nomenclature

Notation Description Unit
a Axial length of bearing groove m
cf Friction coefficient
cp Specific heat capacity of oil J/kg/K
Cr Bearing radial clearance m
Dh Oil hole diameter m
D Bearing diameter m
e Eccentricity m
F Force N
h Film thickness m

h
Average oil film thickness m
hb Film thickness at b m
he Film thickness at e m
hmin Minimum film thickness m
l Connecting rod length m
K Heat transfer coefficient J/m
2
/K
L Bearing length m
mx Mass oil flow rate, axial direction kg/s
M Moment Nm
p Hydrodynamic pressure Pa
pasp Asperity pressure Pa
pf Oil feed pressure Pa
P Overall cyclic power loss W
PSH Shear power loss constituent W
PSQ Squeeze power loss constituent W
Q Volumetric oil flow rate m3/s
Qp Total instantaneous feed pressure flow m3/s
QT Total instantaneous translational velocity flow m3/s
r Crank throw m
R Radius m
T Temperature
or Period of engine cycle
K
s
Toil_feed Inlet temperature of oil K
v Circumferential velocity rad/s
V Oil volume m
3
x Axial coordinate m
THEORY
Bearing Model

654

y Circumferential coordinate m
z Radial coordinate
or Pressure-viscosity index
m
-
Zs Mean summit height m
o Angle of oil hole relative to minimum film
thickness position
or Piezo-viscosity coefficient
rad

Pa
-1
| Load angle relative to bearing datum
or Radius of curvature of asperities
rad
m
| 2 Angle of journal centre velocity relative to bearing
load
rad
Angle of connecting rod axis relative to cylinder
axis
rad
or Walther-ASTM constant cStokes
Displacement m
Eccentricity ratio -
Asperity density 1/m
2
Film coordinate rad
1 Film reformation rad
2 Film rupture rad
u min Angle of minimum film thickness relative to
bearing datum
rad
b Angle defining beginning of groove relative to
bearing datum
rad
e Angle defining end of groove relative to bearing
datum
rad
CA Crank angle rad
h Angle defining oil hole position relative to bearing
datum
rad
Thermal conductivity of oil J/m/K
Dynamic viscosity Ns/m2
u Kinematic viscosity m2/s
Oil density kg/m3
Asperity RMS height m
s Standard deviation of summit height m
Flow correction -
Flow factor (average flow model) -
Attitude angle rad
Angular velocity rad/s
j Journal angular velocity rad/s
b Bearing angular velocity rad/s
2 Load angular velocity rad/s
THEORY
Bearing Model

655

4.9 References
1. OILFILM Suite User Manual, Ricardo DP 93/2072
2. 4.2 ENGDYN User Manual. Engine Dynamics Simulation Program, Ricardo DP
95/1769
3. Feed-Pressure Flow in Plain Journal Bearings, F.A. Martin, C.S. Lee, ASLE
Transactions, Volume 26, July 1983 pp 381-392
4. Calculation Methods for Steadily Loaded Pressure Fed Hydrodynamic Journal
Bearings, Engineering Sciences Data Unit, item 66023, 1966.
5. Design Data for the Steadily Loaded Full Central Circumferential Grooved Plan
Journal Bearing, G.A. Clayton, C.M. Taylor.
6. Engine Bearing Analysis and Design, G.A. Clayton, PhD Thesis, Department of
Mechanical Engineering, University of Leeds, February 1990.
7. Dynamic Analysis of Rocking Journal Bearings with Multiple Offset Segments,
J.F. Booker, P.K. Groenka, H.D. van Leeuwen, ASLE-ASME Lub. Conf., New
Orleans, Paper 81-Lub 34, Oct. 81
8. Developments in Engine Bearings,F.A. Martin, Tribology of Reciprocating
Engines Conference, University of Leeds, Sept. 1982.
9. Power Loss in Connecting Rod Bearings, F.A. Martin, J.F. Booker, I.Mech.E.,
AD Autotech Congress, 1987.
10. A Table of the Journal Bearing Integral, J.F. Booker, Trans. ASME Journal of
Basic Engineering, June 1965, Vol. 87 pp 533-535.
11. SAE Handbook, Published yearly by SAE.
12. Viscosity - Temperature Pressure Reduction of Petroleum Products, L.
Grunberg, A.H. Nissan, Science of Petrol, part 3, pp 276-94, 1955.
13. Application of Average Flow Model to Lubrication Between Rough Sliding
Surfaces, Nadir Patir, H. S. Cheng, Trans. ASME Journal of Lubrication
Technology, April 1979, Vol. 101 pp 220-230.

APPENDICES
Calculation of Crankshaft Stiffness using the finite element method
657
E. APPENDICES
1 Calculation of Crankshaft Stiffness using the finite element
method
1.1 Overview

The crank train model used by ENGDYN is simplified using a discreet mass-elastic
system, idealised to rigid, massive nodes interconnected by flexible, massless elements.
The stiffness matrix used for both the dynamic and compliant models is derived using
static stiffnesses calculated using the finite element method. This appendix describes how
ENGDYN evaluates the stiffnesses for each of the crankshaft webs and for the elements at
the ends of the crank train.

Three stiffness values, torsion, in-plane bending and out-of-plane bending are calculated
for each crankshaft web. The elements at the ends of the crank train are assumed to be
axisymmetric, and for each of these elements three stiffness values, torsion, bending
and axial are calculated. ENGDYN sub-divides the finite element model supplied by the
user into separate files that each contains the finite element model of a crank web or an
end element.

1.2 Calculation of Crankshaft Web Stiffnesses

ENGDYN orientates each crankshaft web such that the main bearing centre is at the
origin and the crank pin lies in the xy-plane as shown in Figure E-1.

Figure E-1 Example Finite Element Model of a Crankshaft Web

APPENDICES
658

Three stiffness values are calculated for each crankshaft web, which are derived from
two linear-elastic finite element analyses. In each case, the crank pin cut plane is
constrained with displacement loads applied at the main bearing cut plane. In the case
of a flying web for a Vee-configured engine, the big end bearing cut plane containing the
origin is treated as if it were the main bearing cut plane.

1.2.1 Bending Stiffnesses

The in-plane and out-of-plane bending
stiffnesses are evaluated by applying
bending moments as a displacement load
to the model which has a symmetric with
expansion constraint at the crank pin cut
plane such that the plane remains in plane
but can move axially. In addition, two
nodes are restrained to prevent rigid body
motion.

Figure E-2 shows the crank pin cut plane
mesh of the model shown in Figure E-1.
ENGDYN constrains the model so that:

- all the nodes on the crank pin cut plane
have the same x displacement,

- the node n1 at the centre of the crank pin
is restrained in the y and z directions,
and

- the node n2 is restrained in the z
direction.

Figure E-2 Crank Pin Journal Cut-Plane

ENGDYN considers two loadcases, one for in-plane stiffness the other for out-of-plane
stiffness. For each loadcase displacement loads are applied to all the nodes on the main
bearing cut plane. Displacements in the x direction corresponding to a small rotation about
the z and y-axes are applied for in-plane bending and out-of-plane bending stiffness
respectively. Figure E-3 and Figure E-4 show the displacement load for each case
respectively together with the resulting displaced shape.

For each loadcase ENGDYN calculates the reactive torque due to the displacement using
the nodal reactions at the main bearing cut-plane. The bending stiffnesses are then
evaluated by dividing the reaction by the known rotation.

APPENDICES
659

Figure E-3 In-Plane Bending Stiffness Displacement Loads and Results

Figure E-4 Out-of-Plane Bending Stiffness Displacement Loads and Results

1.2.2 Torsional Stiffness

The torsional stiffness is evaluated by applying a moment as a displacement load to the
model, which has an anti-symmetric with expansion constraint at the crankpin cut plane.
In addition, three nodes are restrained to prevent rigid body motion.

ENGDYN constrains the model so that:

- all the y and z degrees of freedom on the crank pin cut plane move together, and

- the nodes n1, n2 and n3, as shown in Figure E-2, are restrained in the x direction.

ENGDYN considers a single loadcase with a displacement load is applied to all the nodes
on the main bearing cut plane. Displacements in the y and z directions are applied
corresponding to a small rotation about the x-axis, such that at each node the vector of the
displacement is in the radial direction only. Figure E-5 shows the displacement load
together with the resulting displaced shape.
APPENDICES
660

Figure E-5 Torsional Stiffness Displacement Loads and Results

ENGDYN calculates the reactive torque due to the displacement using the nodal reactions
at the main bearing cut-plane. The torsional stiffness is then evaluated by dividing the
reaction by the known rotation.

1.3 Calculation of Crankshaft Element Stiffnesses

ENGDYN orientates each model of the ends of the crank train such that the centre of
one cut-plane is at the origin and the axis of the model lies along the x-axis.

Three stiffness values are calculated for model, which are derived from three linear-
elastic finite element analyses. The models of each end are assumed to be
axisymmetric. In each case, one cut plane is constrained with displacement loads
applied at the other.

1.3.1 Bending Stiffness

The bending stiffness is evaluated in an identical manner to that described in A.2.1 for the
crankshaft web. Since the model is assumed to be axisymmetric only one bending
stiffness is calculated.

1.3.2 Torsional Stiffness

The torsional stiffness is evaluated in an identical manner to that described in A.2.2 for the
crankshaft web

APPENDICES
661
1.3.3 Axial Stiffness

The axial stiffness is evaluated by applying an axial force as a displacement load to one
cut plane of the model and restraining the other cut plane axially. In addition, a single
node at the centre of the axial restraint cut-plane is restrained in y and z to prevent rigid
body motion.

ENGDYN calculates the reaction due to the displacement using the nodal reactions at the
loaded cut plane. The axial stiffness is then evaluated by dividing the reaction by the
known displacement.
APPENDICES
A Method of Evaluating the Mass and Stiffness Properties of a Flywheel
663
2 A Method of Evaluating the Mass and Stiffness Properties of a
Flywheel
2.1 Overview

The flywheel can be included as part of the finite-element model of the crank train as
described in Section 2. In this case the stiffness of the element connecting the adjacent
journal node and the flywheel node, and the mass properties at each of these nodes are
calculated by ENGDYN. An alternative, more thorough method is to consider the
flywheel in isolation so as to derive equivalent stiffness and mass and inertia values from
a modal analysis of the flywheel. This Appendix describes such a method in which either
FEARCE or MSC/NASTRAN is used to perform the modal solution.

2.2 Modelling Approach

The flywheel is modelled using two nodes connected by a spring and damper element
and is excluded from the finite-element model of the crank train used by ENGDYN. The
first node n is positioned at the end of the crankshaft at the flange where the flywheel is
bolted to the crankshaft. This is shown in Figure E-6.

Figure E-6 Finite Element Model of Crank Train

The second node 1 + n which represents the outer rim of the flywheel mass may be
positioned at any point beyond the first node n.

2.3 Calculation of Mass and Stiffness Properties

APPENDICES
664

An example finite element model of a conventional flywheel is shown in view 1 of Figure
E-7. The model is restrained in all directions at the joint face where the flywheel is
bolted. It is important that the model is aligned such that the origin is at the centre of
restraint face. This is shown in red of view 2 of the same figure.

Figure E-7 Finite Element Model of Flywheel and Model Restraints

An eigenvalue solution is performed to predict the first 20 modes of the restrained
flywheel. The 1st axial, bending and torsion modes are identified by inspection using the
Ricardo Software program R-Desk or an equivalent FE viewing package. Table E-1
summaries the mode numbers and natural frequencies for the example shown above,
whilst. Figure E-8 shows the corresponding mode shapes.

APPENDICES
665

Figure E-8 Predicted Restrained Flywheel Modes

Mode
Number
Frequency
[Hz]
Description
1,2 780 Bending (tilt)
3 1080 Axial
6 1809 Torsion
9,10 4016 Bending (radial)
Table E-1 Predicted Restrained Flywheel Modes

In addition to the modal frequencies, the modal effective mass in each direction is also
required. This data is calculated by default when the eigenvalue solution is performed
using either FEARCE or MSC/Nastran. How this data is extracted and subsequently
used is described below.

2.3.1 Using FEARCE

If an eigenvalue solution is performed using the FEARCE Solver then the modal effective
mass is written to the SFE to an array called FE:MODAL_EFFECTIVE_MASS_SUM.
This is an array containing 6 values, firstly 3 masses for each global direction (x, y, z)
and secondly the inertias in |x, |y and |z.

2.3.2 Using MSC/Nastran

APPENDICES
666

If the MSC/NASTRAN analysis data deck is written using the FEARCE translator sftona
then the
In order to derive the mass properties at the second node 1 + n it is necessary to include
in the Executive Control Section a dmap alter supplied by MSC/NASTRAN and
contained in a file called checka.v705. This file, included using the INCLUDE statement,
contains the dmap alter KEEFW which calculates the total modal effective mass of the
assembly. This is written to a matrix called MERTMERW, with the output from the grid
point weight generator to the .f06 file. The matrices for the above example are given in
Table E-2 and Table E-3. The values that are of interest for deriving the equivalent
system are highlighted.

0 MATRIX MERTMERW (GINO NAME 101 ) IS A DB PREC 6 COLUMN X 6 ROW SQUARE MATRIX.
0COLUMN 1 ROWS 1 THRU 6 ------------------------------------------
ROW
1) 1.4373D+01 4.1208D-08 1.3183D-08 1.5375D-10 -2.9117D-08 -4.8004D-08
0COLUMN 2 ROWS 1 THRU 6 ------------------------------------------
ROW
1) 4.1208D-08 1.4359D+01 -1.4492D-03 3.2851D-08 -2.8971D-04 8.2488D-02
0COLUMN 3 ROWS 1 THRU 6 ------------------------------------------
ROW
1) 1.3183D-08 -1.4492D-03 1.4363D+01 3.7984D-08 -8.1811D-02 2.8971D-04
0COLUMN 4 ROWS 1 THRU 6 ------------------------------------------
ROW
1) 1.5375D-10 3.2851D-08 3.7984D-08 1.7991D-01 5.6656D-10 7.1883D-10
0COLUMN 5 ROWS 1 THRU 6 ------------------------------------------
ROW
1) -2.9117D-08 -2.8971D-04 -8.1811D-02 5.6656D-10 9.2374D-02 5.7913D-05
0COLUMN 6 ROWS 1 THRU 6 ------------------------------------------
ROW
1) -4.8004D-08 8.2488D-02 2.8971D-04 7.1883D-10 5.7913D-05 9.2238D-02

Table E-2 Modal Effective Mass and Inertia in MSC/NASTRAN .f06 file
APPENDICES
667

O U T P U T F R O M G R I D P O I N T W E I G H T G E N E R A T O R
REFERENCE POINT = 0
M O
* 1.479350E+01 0.000000E+00 0.000000E+00 0.000000E+00 -3.345901E-08 -3.688397E-08 *
* 0.000000E+00 1.479350E+01 0.000000E+00 3.345901E-08 0.000000E+00 8.207294E-02 *
* 0.000000E+00 0.000000E+00 1.479350E+01 3.688397E-08 -8.207294E-02 0.000000E+00 *
* 0.000000E+00 3.345901E-08 3.688397E-08 1.807075E-01 5.603888E-10 7.154716E-10 *
* -3.345901E-08 0.000000E+00 -8.207294E-02 5.603888E-10 9.278250E-02 -3.578823E-10 *
* -3.688397E-08 8.207294E-02 0.000000E+00 7.154716E-10 -3.578823E-10 9.278250E-02 *
S
* 1.000000E+00 0.000000E+00 0.000000E+00 *
* 0.000000E+00 1.000000E+00 0.000000E+00 *
* 0.000000E+00 0.000000E+00 1.000000E+00 *
DIRECTION
MASS AXIS SYSTEM (S) MASS X-C.G. Y-C.G. Z-C.G.
X 1.479350E+01 0.000000E+00 2.493255E-09 -2.261737E-09
Y 1.479350E+01 5.547904E-03 0.000000E+00 -2.261737E-09
Z 1.479350E+01 5.547904E-03 2.493255E-09 0.000000E+00
I(S)
* 1.807075E-01 -7.650175E-10 -5.298442E-10 *
* -7.650175E-10 9.232717E-02 3.578824E-10 *
* -5.298442E-10 3.578824E-10 9.232717E-02 *
I(Q)
* 1.807075E-01 *
* 9.232717E-02 *
* 9.232717E-02 *
Q
* 1.000000E+00 0.000000E+00 0.000000E+00 *
* 0.000000E+00 1.000000E+00 0.000000E+00 *
* 0.000000E+00 0.000000E+00 1.000000E+00 *

Table E-3 Total Mass and Inertia in MSC/NASTRAN .f06 file

2.3.3 Deriving the Mass and Stiffness Data for the Flywheel Panel

For the flywheel it is necessary to define the mass properties of 2 nodes connected by
stiffness in each global direction. The second node 1 + n represents the outer rim of the
flywheel mass and may be positioned at any point beyond the first node n. The mass at
the second node is assumed to be the modal effective mass, as described above.

ENGDYN does not currently allow the mass to vary with direction. Since the axial mode
usually has a lower frequency compared with the radial bending modes the effective
mass in the x direction is taken as the mass at node 1 + n such that
1
1
+
+
=
=
n x n
x n
m m m
m m
effective

The stiffness
x
k ,
y
k and
z
k are calculated using
1
2
1
+
=
n
m
k
f
t

such that
1
2 2
4
+
=
n
m f k t
APPENDICES
668

where f is the frequency either of the axial or radial bending mode and k is the
corresponding stiffness. Similarly the effective inertia at node 1 + n and rotational
stiffness are calculated as follows:
1
2 2
1
1
4
+
+
+
=
=
=
n
n n
effective n
I f k
I I I
I I
t

It is assumed that the centre of mass of the lumped mass at node 1 + n is at the same
location as the centre of mass for the complete flywheel.

For the above example the mass, inertia and stiffness values are given by,

2
2
2
2
2
2
1
000545 . 0 092238 . 0 092783 . 0
092238 . 0
000409 . 0 092374 . 0 092783 . 0
092374 . 0
0008 . 0 1799 . 0 1807 . 0
1799 . 0
42 . 0 37 . 14 79 . 14
37 . 14
1
1
1
kgm I
kgm I
kgm I
kgm I
kgm I
kgm I
kg m
kg m
n
n
n
n
n
n
zz
zz
yy
yy
xx
xx
n
n
= =
=
= =
=
= =
=
= =
=
+
+
+
+

( )
( )
( )
( )
( ) rad Nm k
rad Nm k
rad Nm k
m N k k
m N k
z
y
x
z y
x
/ 10 215 . 2 092238 . 0 780 4
/ 10 219 . 2 092374 . 0 780 4
/ 10 241 . 23 1799 . 0 1809 4
/ 10 150 . 9 37 . 14 4016 4
/ 10 7 . 661 37 . 14 1080 4
6 2 2
6 2 2
6 2 2
9 2 2
6 2 2
= =
= =
= =
= = =
= =
t
t
t
t
t
|
|
|

If it is assumed that the node 1 + n is at the centre of mass of the complete assembly
then the mass offset for this mass is 0.0 mm whilst the mass offset for the mass at node
n is 5.548 mm.
APPENDICES
Calculation of Material Strength Properties for Crankshaft Stress Analysis
669
3 Calculation of Material Strength Properties for Crankshaft
Stress Analysis
3.1 Overview

Four material properties are required in order to construct the Goodman diagram as
described in Appendix 7:

ut
o is the ultimate tensile strength
yc yt
o o ,
are the yield strengths in tension and compression
fl
o
is the uniaxial fatigue limit stress

In addition the torsional fatigue strength tfs is required when using either the Multi-Axial
or Dang Van fatigue safety factor calculation method and the hydrostatic fatigue strength
oh is required when performing the Dang Van fatigue safety factor calculation. In the
absence of any suitable material property data the torsional and hydrostatic fatigue
strengths can be derived from the infinite-life tensile fatigue strength such that:

fs h
fsb fs
b
a
t o
o t
=
=

where for Steel crankshafts a and b are 0.58 and 2.5 respectively, and for SG-Iron
crankshafts a and b are 0.68 and 0.83.

3.2 Base Strengths

The base strengths are defined as those for the as cast or forged material without any
consideration of size, surface finish or surface treatment effects.

3.3 Elevated Strengths

The elevated strengths are arrived at after consideration of size, surface finish and
surface treatment effects. In the absence of any measured strength values these
elevated strengths may be calculated as described below.
3.3.1 Infinite-Life Fatigue Strengths

The quoted tensile, torsional and hydrostatic fatigue strengths must be modified to
account for size, surface finish and surface treatment effects.
APPENDICES
Calculation of Material Strength Properties for Crankshaft Stress Analysis
670

The size factor is required because the quoted strength is derived from tests on a 10 mm
diameter specimen and the fatigue strength of steel, in general, reduces as specimen
size increases.

The surface treatment factor is applied to the fillet fatigue strengths to account for the
effects of cold-rolling, induction-hardening, etc.

3.3.2 Yield Strengths

The yield strengths are assumed unaffected by the size and surface finish effects and
affected by the surface treatment factor only if the surface is cold-rolled up to a maximum
of 90% of the ultimate tensile strength value.

3.3.3 Ultimate Tensile Strength

The ultimate tensile strength is assumed unaffected by size, surface finish or surface
treatment effects.

APPENDICES
Calculation of Stress Concentration Factors for Crankshaft Stress Analysis
671
4 Calculation of Stress Concentration Factors for Crankshaft
Stress Analysis
4.1 Overview

Stress concentration factor (SCF) values at each fillet and oil hole breakout are
calculated by default from geometry supplied by the user using methods based on work
by Lowell
1
, Arai
2
, Peterson
3
and Oldberg
4
. Alternatively the SCF values can either be
defined by the user or calculated using alternative algorithms supplied by the user using
environment variables. At each fillet and oil hole breakout a SCF value is calculated for
torsion and for bending.

4.2 Nomenclature

o Inclination of oil hole drilling to normal at breakout deg
b Equivalent width of the adjacent web m
d Oil hole diameter m
D Journal diameter at fillet m
Djo Outer journal diameter m
Dji Inner journal diameter m
R Journal fillet radius m
T Adjacent web thickness m
Uj Undercut into journal m
Uw Undercut into adjacent web m
U Web overlap m

4.3 Journal Fillets

The method for calculating the SCF values at each journal fillet is by default based on
work by Lowell
1
and Arai
2
. The following relations are used to define the SCF values for
bending Kb and for torsion, Kt.

The journal diameter at the fillet, D accounting for any undercut into the journal is given
by

D D U jo j = 2.

For bending the stress concentration factor, Kb is given by

K A V K b b b = . . o

where Ab and Vb are from Lowell
1
and are defined as

APPENDICES
672

A
t
r
b =
|
\
|
.
|
12
0 455
.
.

962 . 1 434 . 2 873 . 1 544 . 0 0615 . 0
2 3 4
+
|
.
|
\
|
|
.
|
\
|
+
|
.
|
\
|
|
.
|
\
|
=
D
b
D
b
D
b
D
b
Vb

and Ko is a correction based on the work by Arai
2
to account for any undercut into the
adjacent web and is defined as
K
U
r
r
D
u
D
w
o = +
|
\
|
.
|
|
\
|
.
|

|
\
|
.
|
|
\
|
.
|
|
10 81 0769 0407
2 2
. . .

For torsion the stress concentration factor, Kt is given by

K
D
r
t
u
D
=
|
\
|
.
|
+
|
\
|
.
|
|
\
|
.
|
|
0 2205
0
.
.1015

Alternatively the SCF values can either be defined by the user or calculated using
alternative algorithms supplied by the user using environment variables that are defined
in Table E-4. The equations should be defined as functions of the variable names listed
in Table E-5. These are set by the user either using the csh command setenv before
executing the program or are included in the engdyn script that resides in the installation
directory under Ricardo/bin.

Environment Variable Definition
FILLET_SCF_CALCULATION_METHOD Name of the method.
FILLET_SCF_BENDING_EQUATION
Equation defining the stress concentration
factor for bending, Kb for the journal fillets.
FILLET_SCF_TORSION_EQUATION Equation defining the stress concentration
factor for torsion, Kt for the journal fillets.
Table E-4 Environment Variables Used to Define SCF Values for Journal Fillets

Variable Name Description
RADIUS Journal fillet radius, r
WEB_CUT Undercut into adjacent web, Uw
J_CUT Undercut into journal, Uj
ODJ Outer journal diameter, Djo
OVERLAP Web overlap, u
WIDTH Equivalent width of the adjacent web, b
THICK Adjacent web thickness, t
Table E-5 Variable Names to Define SCF Equations for Journal Fillets

For example using the setenv command to define equations based on Lowell but
ignoring the effect due to undercuts, it would be necessary before executing engdyn to
type the following:
APPENDICES
673

setenv FILLET_SCF_CALCULATION_METHOD Lowell
> setenv FILLET_SCF_BENDING_EQUATION \
> 1.2*(0.0615*(WIDTH/ODJ)**4+0.544*(WIDTH/ODJ)**3+1.873*(WIDTH/ODJ)**2+2.434*WIDTH/ODJ+1.962)*(THICK
/RADIUS)**0.455
setenv FILLET_SCF_TORSION_EQUATION (ODJ/RADIUS)**(0.2205+(OVERLAP/ODJ)**0.1015)

Alternatively these could be included in the engdyn script as follows:

FILLET_SCF_CALCULATION_METHOD = Lowell
> FILLET_SCF_BENDING_EQUATION = \
> 1.2*(0.0615*(WIDTH/ODJ)**4+0.544*(WIDTH/ODJ)**3+1.873*(WIDTH/ODJ)**2+2.434*WIDTH/ODJ+1.962)*(THICK
/RADIUS)**0.455
FILLET_SCF_TORSION_EQUATION = (ODJ/RADIUS)**(0.2205+(OVERLAP/ODJ)**0.1015)

export FILLET_SCF_CALCULATION_METHOD
> export FILLET_SCF_BENDING_EQUATION
export FILLET_SCF_TORSION_EQUATION

4.4 Oil Hole Breakouts

The method for calculating the SCF values at each oil hole breakout is by default based
on Peterson
3
and work by Oldberg
4
. The following relations are used to define the SCF
value for bending Kb and for torsion Kt..

For bending the stress concentration factor, Kb is given by

K A
d
D
B
d
D
C b
j j
=
|
\
|
.
|
+
|
\
|
.
|
+
2

where A, B and C are coefficients are obtained from quadratic curve-fits and by
interpolation from the curves shown in Figure E-9.

2
2.5
3
3.5
0 0.05 0.1 0.15
d/Djo
S
T
R
E
S
S

C
O
N
C
E
N
T
R
A
T
I
O
N

F
A
C
T
O
R
,

K
b
Dji/Djo = 0.0
Dji/Djo = 0.6
Dji/Djo = 0.9

Figure E-9 Oil Hole Breakout Stress Concentration Factor for Bending

APPENDICES
674

Each curve is for a different ratio of (Dji/Djo) where Dji/Djo=0 is for a solid journal. The
curve-fits are valid for values of d/ Djo up to 0.15.

For torsion the stress concentration factor, Kt is given by

K F A
d
D
B
d
D
C b
j j o o
=
|
\
|
.
|
+
|
\
|
.
|
+
|
\
|
.
|
|
2

where F is a correction factor based on the work by Oldberg
4
to account for a non-radial
oil hole drilling. If the inclination of the oil hole drilling relative to the normal at the
breakout is less than 22.5
o
then the factor F is 1.0 otherwise F is defined by

( ) F = +
879024 10 225 10411

4
2
. . . o

A, B and C are coefficients are obtained from quadratic curve-fits and by interpolation
from the curves (which are for a radial drilling) shown in Figure E-10. Each curve is for a
different ratio of (Dji/Djo) where Dji/Djo=0 is for a solid journal. The curve-fits are valid for
values of d/ Djo up to 0.15.

2
2.5
3
3.5
0 0.05 0.1 0.15
d/Djo
S
T
R
E
S
S

C
O
N
C
E
N
T
R
A
T
I
O
N

F
A
C
T
O
R
,

K
t
Dji/Djo = 0.0
Dji/Djo = 0.6
Dji/Djo = 0.9

Figure E-10 Radial Oil Hole Breakout Stress Concentration Factor for Torsion

Alternatively the SCF values can either be defined by the user or calculated using
alternative algorithms supplied by the user using environment variables that are defined
in Table E-6. The equations should be defined as functions of the variable names listed
in Table E-7. These are set by the user either using the csh command setenv before
executing the program or are included in the engdyn script that resides in the installation
directory under Ricardo/bin.

APPENDICES
675
OILHOLE_SCF_CALCULATION_METHOD Name of the method.
OILHOLE_SCF_BENDING_EQUATION Equation defining the stress concentration
factor for bending, Kb for the oil hole
breakouts.
OILHOLE_SCF_TORSION_EQUATION Equation defining the stress concentration
factor for torsion, Kt for the oil hole
breakouts.
Table E-6 Environment Variables Used to Define SCF Values for Oil Hole
Breakouts

Variable Name Description
OD Oil hole diameter, d
ODJ Outer journal diameter, Djo
IDJ Outer journal diameter, Dji
INCL Inclination of oil hole drilling to normal at breakout, o
Table E-7 Variable Names to Define SCF Equations for Oil Hole Breakouts

For example using the setenv command to define equations based on Peterson but
assuming that the journal is always solid and the oil hole drilling is always radial, it would
be necessary before executing engdyn to type the following:

setenv OILHOLE_SCF_CALCULATION_METHOD Solid Shaft with Radial Drilling
setenv
OILHOLE_SCF_BENDING_EQUATION (37.780*(OD/ODJ)**2-
6.544*OD/ODJ+2.999)
setenv
OILHOLE_SCF_TORSION_EQUATION (22.998*(OD/ODJ)**2-
4.3302*OD/ODJ+2.3934)

Alternatively these could be included in the engdyn script as follows:

OILHOLE_SCF_CALCULATION_METHOD =Solid shaft with Radial Drilling
OILHOLE_SCF_BENDING_EQUATION=(37.780*(OD/ODJ)**2-6.544*OD/ODJ+2.999)
OILHOLE_SCF_TORSION_EQUATION= (22.998*(OD/ODJ)**2-4.3302*OD/ODJ+2.3934)

export OILHOLE_SCF_CALCULATION_METHOD
export OILHOLE_SCF_BENDING_EQUATION
export OILHOLE_SCF_TORSION_EQUATION

1
Resistance, C.M.Lowell
2
Bulletin of the JSME, 1965, The Bending Stress Concentration Factor of Solid Crankshaft,
J.Arai
3
Wiley-Interscience, 1974, Stress Concentration Factors, R.E.Peterson.

APPENDICES
676

4
Experimental Stress Analysis, Vol.2, No.2, 1945, Structural Evolution of a Crankshaft,
S.Oldberg and C.Lipson, Chrysler Corporation.

APPENDICES
Treatment of Notch Sensitivity in Crankshaft Stress Analysis
677
5 Treatment of Notch Sensitivity in Crankshaft Stress Analysis
5.1 Overview
In general a component whose geometry gives rise to a stress concentration will show a
reduction in fatigue strength. However, it is usual to find that the reduction in fatigue
strength is not equal to the stress concentration factor (SCF). In some materials no
reduction may be seen and such a material would be said to have no notch sensitivity.
Conversely, a material whose fatigue strength reduction is equal to the SCF is said to be
100% notch sensitive. The usual method by which the notch sensitivity of a material is
allowed for in conventional stress analysis of crankshafts is to derive a fatigue notch
factor (Kf) from the SCF. The fatigue notch factor is then used in place of the SCF in all
calculations relating to fatigue. By default in ENGDYN the relationship between Kf and
SCF is based on work by Lowell
1
and modified according to Ricardo experience. The
curves for steel and cast iron are shown in Figure E-11. As can be seen from this figure,
cast iron has approximately half the notch sensitivity of steel. For ductile materials such
as steel the Kf is only applied to the alternating stress component not the mean stress
component.

0
0.5
1
1.5
2
2.5
3
3.5
1 1.5 2 2.5 3 3.5 4 4.5
STRESS CONCENTRATION FACTOR
F
A
T
I
G
U
E

N
O
T
C
H

F
A
C
T
O
R

F
STEELS WITH HARDNESS > 200 BHN
SPHEROIDAL GRAPHITE CAST IRONS

Figure E-11 Variation of Fatigue Notch Factor with Stress Concentration Factor

Alternatively, the relationship between Kf and SCF can be defined by the user using
environment variables that are defined in Table E-8. These are set by the user either
using the csh command setenv before executing the program or are included in the
engdyn script that resides in the installation directory under Ricardo/bin.

APPENDICES
678

FNF_CALCULATION_METHOD Name of the method.
FNF_STEEL_EQUATION Equation in terms of a variable SCF defining the
relationship between Kf and SCF for steel
crankshafts.
FNF_SG_IRON_EQUATION Equation in terms of a variable SCF defining the
relationship between Kf and SCF for SG iron
crankshafts.
Table E-8 Environment Variables Used to Define a Relationship Between Kf and
SCF

For example, to define relationships which result in steel being 100% notch sensitive and
SG iron being 50% notch sensitive using the setenv command it would be necessary
before executing engdyn to type the following:

setenv FNF_CALCULATION_METHOD Linear
setenv FNF_STEEL_EQUATION SCF
setenv FNF_SG_IRON_EQUATION SCF/2.0

Alternatively these could be included in the engdyn script as follows :

FNF_CALCULATION_METHOD =Linear
FNF_STEEL_EQUATION =SCF
FNF_SG_IRON_EQUATION =SCF/2.0

export FNF_CALCULATION_METHOD
export FNF_STEEL_EQUATION
export FNF_SG_IRON_EQUATION

5.2 Treatment in Finite Element Analysis

In order to allow for notch sensitivity when interpreting the results of a finite element
analysis it is necessary to calculate the SCF at critical sections. This is required since
notch sensitivity is a function of both material and SCF, though it should be noted that it
is a relatively weak function of SCF as shown in Figure E-11. There are two approaches
that can be used to calculate the crankshaft SCF values. The first is to apply a simple
loadcase to the FE model and derive a SCF on the basis of peak and nominal stresses
calculated by the FE analysis. The second approach is to use a SCF that has been
calculated using traditional methods. It is Ricardo experience that the second approach
is preferable because the calculation is less dependent on judgement and it has the
advantage of bringing the overall calculation procedure closer to the traditional approach
with which the final result will be compared. A description of the calculation of a SCF
using conventional analysis is given inAppendix 4.

The calculated SCFs are used to obtain a fatigue notch factor from the curves shown in
Figure E-11. Stress values allowing for notch sensitivity are then calculated by the
following relationship:

APPENDICES
679
ess edictedStr FE
actor entrationF StressConc
chFactor FatigueNot
fiedStress tivityModi NotchSensi Pr =

[E-1]

In practice, this means that a stress correction factor is used given by :

actor entrationF StressConc
chFactor FatigueNot
or ectionFact StressCorr = [E-2]

The stress values obtained do not, therefore, represent the real stress state of the
crankshaft but can be used for calculating a fatigue safety factor.

1
Resistance, C.M.Lowell

APPENDICES
Using Output from the Ricardo Program VALDYN and TVFORCED in Crankshaft
Stress Calculations
681
6 Using Output from the Ricardo Program VALDYN and
TVFORCED in Crankshaft Stress Calculations
6.1 Using VALDYN for Crankshaft Stress Calculations
The Ricardo program VALDYN
1
can be used to predict the torsional vibration of a
crankshaft using either the Linear Frequency Domain (LFD) or time domain solver. A
typical frequency domain model for a 6-cylinder engine is shown in Figure E-12

Figure E-12 Typical Frequency Domain VALDYN Model for a 6-Cylinder Engine

Data is read by ENGDYN from the sdf file written by VALDYN. This is the only file
required by ENGDYN.

6.1.1 Defining a Linear Frequency Domain Model
There are a number of modelling considerations when defining a LFD VALDYN model
for use by ENGDYN. These are as follows:

APPENDICES
Stress Calculations
682

1. The LFD Torque Sense for each CRANK element must be set to 1 for an engine
rotating clockwise as viewed from the crank nose and 1 for an engine rotating
anti-clockwise.

2. The i (white) node of the SSTIFF elements defining the crankshaft stiffness must
be the node nearest to the crank nose, as shown in Figure E-12. This is then
consistent with the definition of the torque sense as defined above.

3. The number of each CRANK element has to be the same as the cylinder number,
as defined in ENGDYN by the

ENGDYN will test that the firing angle as defined by the Phase Angle of the CRANK
element are consistent with that defined in ENGDYN.

6.1.2 Defining a Time Domain Model
An equivalent time domain model of the frequency domain model is shown in

Figure E-13 Typical Time Domain VALDYN Model for a 6-Cylinder Engine

In order to restrain the model an additional MASS element is added (with zero mass) to
which is connected each cylinder damper, a coupling stiffness (SSTIFF), and an ANGLE
element defining the angle of rotation. It is the responsibility of the user to ensure that
APPENDICES
Stress Calculations
683
the stiffness, damping and preload parameters of the coupling stiffness are defined to
prevent any rigid body drift. This may be monitored by an optional LSTIFF as shown.

The modelling considerations of the frequency domain model also apply to the time
domain model with one exception. The LFD Torque Sense of the CRANK element has
no meaning when running in the time-domain and in this case when reading a time-
domain ENGDYN reverses the sign as appropriate. It is the responsibility of the user to
ensure that the ratio of the ANGLE element should always be set to 1.0 regardless of the
rotational direction of the crankshaft. A value of 1.0 with respect to ENGDYN is
equivalent to an engine rotating clockwise as viewed from the crank nose. For a
counter-rotating crankshaft ENGDYN will reverse the sign of the torques read from the
sdf file.

For the time domain model ENGDYN will adjust the torques read from VALDYN such
that the mean torque at each cylinder is equal to either the ENGDYN calculated
indicated torque or the user-defined brake mean torque.

6.1.3 Defining the Output Required by ENGDYN
It is necessary to add the force (torque) of each SSTIFF that connects to a CRANK
element as an SDF OUTPUT. Each output is named Crankshaft Stiffness and tagged
using CYL. The value supplied for the CYL tag is the number of the CRANK element
(i.e. cylinder) that the i (white) node of the STTIFF connects to. Figure E-14 shows the
definition of the SDF OUTPUT for the SSTIFF connecting cylinders 2 and 3 of the above
model.

Figure E-14 Defining SDF OUTPUT for an SSTIFF element

APPENDICES
Stress Calculations
684

For the SSTIFF defining the stiffness of the crank nose the value of the CYL tag should
be set to 0. Figure E-15 shows the SDF OUTPUTs for each of the SSTIFF elements the
above model.

Figure E-15 SSTIFF SDF OUTPUTS

This data is then written by VALDYN to the sdf file for each speed as:

g:profile1D:force:TYP_crankStiffness:CYL_0:SP_2000

with corresponding crank angle data written to g:profile1D:crankAngle. ENGDYN will
read the last cycle of data and it is necessary that at least one cycle of data is written (as
defined by the Analyse Panel in VALDYN)

6.2 Using TVFORCED for Crankshaft Stress Calculations
6.2.1 The TVFORCED Program

The Ricardo program TVFORCED
2
calculates the forced and damped torsional vibration
of a crankshaft, either of a single harmonic order or at each of the first 24 orders of
vibration.

The crankshaft is modelled as a lumped parameter mass/spring/damper system, with
gas and inertia torque excitation of the cylinder masses. Damping can be both to ground
and in the shafts between masses, and damping in shafts can be specified either as a
APPENDICES
Stress Calculations
685
viscous damping coefficient or as a fraction of critical damping. This allows both cylinder
damping and most types of torsional vibration damper to be modelled.

6.2.2 Using TVFORCED Output for Crankshaft Stress Calculations

The data file name must always have a .dat suffix. In addition when using TVFORCED
output for ENGDYN it is necessary to have an additional suffix to denote the engine load
type. For example filename.dat might become basename.fl.dat where fl denotes that
this file corresponds to Full Load. Similarly pl and nl denote Part Load and No Load
respectively.

An example input data file for an in-line 4 engine with a torsional vibration damper is
shown in Figure E-16.

AN EXAMPLE TVFORCED DATA FILE FOR USE WITH ENGDYN

PLOT: DISP:SPEED 2
PLOT: TORQ:SPEED ALL
PLOT: POWER 1
PRINT: MAXMINTORQUE ALL
PLOT: TORQUE:ANGLE ALL EVERY 1
78.0 85.0 130.0 0.765
INLINE 4 0
0 540 180 360
7
0 2.500e-3 0 15000 -0.125
0 1.496e-3 0 0.08755E6 0
1 5.9601E-3 1.54 0.33663E6 0
1 5.9601E-3 1.54 0.35806E6 0
1 5.9057E-3 1.54 0.35165E6 0
1 5.9038E-3 1.54 0.53842E6 0
0 120.4e-3 0 0 0
0
USER_SPECIFIED
2000 2000.tvf
3000 3000.tvf
4000 4000.tvf

Figure E-16 Example TVFORCED Data File

The relative firing order between cylinders must be consistent with that defined in
ENGDYN using the Engine Configuration Panel. ENGDYN determines the phase angle
between the TVFORCED data and 0 deg CA as defined by ENGDYN. This angle is
displayed when the TVFORCED data is read.

If a Vee engine is being modelled then the engine should be defined as INLINE not VEE.

The data file must contain the line PLOT:TORQUE:ANGLE ALL EVERY 1 as highlighted
in the figure and this must be included only once. Inclusion of this plot option will ensure
that for each speed analysed output data files will be generated that will contain the 24
order synthesised torque in all the shafts versus crank angle at 1 degree intervals. The
file names will be of the form:

APPENDICES
Stress Calculations
686

basename.fl.torq.speed.{plt,RPL}

ENGDYN requires the .plt file only and requires a file corresponding to each speed for
which stresses are required. For the example given in Figure E-16 the following files will
be generated by TVFORCED.

basename.fl.torq.2000.plt

The Crankshaft FE Unit Loads Analysis and Crankshaft Classical Stress Analysis panels
are used to define the name of TVFORCED data file to be used for the stress and fatigue
analysis. The .plt files should reside in the same directory as the .dat file and are
opened when the stresses and fatigue safety factors are calculated.

1
Ricardo Document RD06/312401.1 VALDYN Documentation / User Manual Version 4.1
2
Ricardo Report DP93/229 TVFORCED 5.0
APPENDICES
Safety Factor Calculations
687
7 Safety Factor Calculations
7.1 The Goodman Diagram

Figure E-17 The Goodman Diagram

The Goodman diagram as shown in Figure E-17 is used to calculate safety factors, given
the minimum and maximum stress at a point, and a set of material properties. It is the
most commonly used criterion, as it requires the minimum number of material properties.
It is based on data from uniaxial fatigue tests so the single 'stress' value used has to be
APPENDICES
688

derived in some way from a complete 3 dimensional stress field. This is usually done by
taking the Von-Mises stress but there are various other methods as described below.

7.2 Goodman Diagram Construction

Four material properties are required in order to construct the Goodman diagram:

ut
o
is the ultimate tensile strength
yc yt
o o ,
are the yield strengths in tension and compression
fl
o
is the uniaxial fatigue limit stress

The Goodman diagram is drawn with the mean stress on the horizontal axis and the
alternating stress on the vertical axis. Six points are plotted on the axes:

a
yc
o on the negative mean stress axis (compressive yield failure)
b
yt
o on the positive mean stress axis (tensile yield failure)
c
ut
o on the positive mean stress axis (tensile failure)
d
yc
o on the alternating stress axis (single cycle compressive yield failure)
e
yt
o on the alternating stress axis (single cycle tensile yield failure)
f
fl
o on the alternating stress axis (eventual fatigue failure)

These are the failure points for pure static or pure alternating stresses. It is now
necessary to join these points to define the safe area for combined mean and alternating
stress situations. Whether these lines are straight or not depends upon the material in
question, some need concave lines some convex. For simplicity the Goodman criterion
uses straight lines, which in the absence of further information is the best that can be
done.

The line a-d defines the limit beyond which compressive yield will occur. The line b-e
defines the limit beyond which tensile yield will occur. The line c-f defines the limit
beyond which a fatigue failure will occur. The three lines bounding the safe working area
represent the maximum alternating stress ( )
a
o that can be tolerated at any given mean
stress ( )
m
o . Any stress condition within this envelope will be safe. The safety factor
defines how far inside the envelope the stresses are. Two options are offered for the
way in which the safety factor is calculated - Cyclic Overload and General Overload.

The safety factor for cyclic overload is defined as the ratio of the maximum allowable
alternating stress at
m
o , to the actual alternating stress
a
o . This factor will be greater
than one for points within the safe working area, less than one but greater than zero for
points outside the safe working area but with
m
o within the bounds
yt m yc
o o o < < , and
zero elsewhere. If
a
o is zero, the safety factor will be infinity for
yt m yc
o o o < < , and
APPENDICES
689
zero otherwise.

The safety factor for general overload is defined as the ratio of the length of the line
from (0,0) through ( )
a m
o o , to the point where it intersects the boundary of the safe
working area, to the length of the line from (0,0) to ( )
a m
o o , . This factor will be greater
than one for points within the safe working area, and less than one everywhere else. It
will only be zero if
m
o or
a
o is infinite, and will only be infinite if both
m
o and
a
o are
zero. The combined overload option uses the General Overload calculation for positive
mean stresses and Cyclic Overload for negative mean stress.

For situations where the yield line limits are not critical there is an additional option No
Yield where both yield strengths are replaced by the UTS. This option is of use when
the yielding occurs on the initial loading cycle only. The result must always be
interpreted with caution.

7.3 Equivalent Stress Options

The stress points on the Goodman diagram are derived from uniaxial tests (i.e. stresses
in one direction only) but it is necessary to use the diagram in real problems with multi-
axial stress data. The stress tensors therefore have to be reduced to two equivalent
stresses ( )
s m
o o , , which can be treated in the same way as the uniaxial stresses.

The most commonly used equivalent stress is the Von-Mises stress (originally developed
to establish the yield point due to a multi-axial stress field):

( ) ( ) ( )
2
1 3
2
3 2
2
2 1
2
2 o o o o o o o + + =
yt
[E-3]

where
2 1
,o o and
3
o are the three principal stresses. However this equation will always
produce a positive value for
yt
o which will tend to be pessimistic for compressive stress
cases or vastly optimistic when the alternating stress varies from compressive to tensile,
as both values will give positive equivalent stresses implying that the alternating stress
component is small when it should be large. To overcome this limitation it is possible to
give a sign to the Von-Mises stress to signify whether the stress is largely tensile or
compressive. It can be shown that the Von-Mises stress is positive if the sum of the
principal stresses is positive:

( ) ( ) ( )
2
1 3
2
3 2
2
2 1
o o o o o o o + +
yt

+ve if 0
3 2 1
> + + o o o [E-4]

This is the Standard Goodman option equivalent stress used by ENGDYN. This
method also has its faults as now a reasonably high stress state may have
0
3 2 1
= + + o o o in which case there can be a sudden switch from a high positive
equivalent stress to a high negative equivalent stress due to a very small change in the
APPENDICES
690

complete stress tensor.

To overcome this the Alternative Goodman option was developed. Here each stress
tensor is broken down into its separate components and two new stress tensors are built
up one using the maximum and one the minimum separate values. This produces two
new peak stress values from which the two required equivalent stresses ( )
s m
o o , can be
calculated. This avoids some problem of sudden switches in the sign of the equivalent
stress but does mean that the peak stresses being considered are more extreme than
those actually applied, giving a more pessimistic (safer) prediction of failure. To
completely overcome problems with sign flipping due to small changes in the mean
stress the P1 Alternating Goodman option uses the P1 principal stress of the mean
stress instead of the Von-Mises stress. This is more pessimistic again as it tends to
predict stresses as being tensile when they are largely compressive.

There are two other Goodman stress options currently implemented, the Maximum
Principal stress option where the two peak equivalent stresses are taken to be the
maximum and minimum of all the principal stresses ( )
3 2 1
, , o o o and the P1 Principal
Stress option where the two peak equivalent stresses are taken to be the maximum and
minimum of the P1 principal stresses ( )
1
o .

For example, the following two stress conditions represent the peak stresses at a node:

10 , 2 , 10
100 , 20 , 100
3 2 1
3 2 1
= = =
= = =
b b b
a a a
o o o
o o o

The standard Goodman method will produce equivalent stresses:

4 . 17 , 174
min max
= = o o 7 . 95 , 3 . 78 = =
alt mean
o o

The alternative Goodman method will produce equivalent stresses:

( ) 10 , 20 , 100
max
= o , ( ) 100 , 2 , 10
min
= o
( ) 55 , 9 , 55 =
mean
o , ( ) 45 , 11 , 45 =
alt
o 34 , 7 . 95 = =
alt mean
o o

The P1 alternative Goodman method will produce equivalent stresses:

( ) 10 , 20 , 100
max
= o , ( ) 100 , 2 , 10
min
= o
( ) 55 , 9 , 55 =
mean
o , ( ) 45 , 11 , 45 =
alt
o 34 , 55 = =
alt mean
o o

The maximum principal Goodman method will produce equivalent stresses:

100 , 100
min max
= = o o 100 , 0 = =
alt mean
o o

The P1 Principal Goodman method will produce equivalent stresses:

APPENDICES
691
10 , 100
min max
= = o o 45 , 55 = =
alt mean
o o

All of these options are approximations, there is no correct method, and each has its
uses in different situations.

7.4 Multi-axial Fatigue Safety Factor

Multi-axial fatigue safety factor calculations are derived from work by McDiarmid
12
, which
gives an equation for calculating the maximum allowable alternating shear stress on the
plane with the maximum mean shear stress.

5 . 0
5 . 0
5 . 1
2
1
225 . 0
3
(
(
(
=
uts
mean
fs
alt
fs
allow
o
o
o
o
o
t (1973) [E-5]

2
3
5 . 1
2 1 mean alt allow
C C C o o t = (1989) [E-6]

where
fs
o
is the uniaxial reversed fatigue strength limit
fs
t
is the shear stress fatigue limit
fsb
o
is the fatigue stress limit under bending

and
fs
C t =
1
;
5 . 1
2
2 2
|
|
.
|
\
|
|
|
.
|
\
|
=
fsb fsb
fs
C
o o
t ;
2
3
2 2
|
.
|
\
|
|
|
.
|
\
|
=
uts
fsb
C
o
o

The method is straightforward enough apart from finding the plane of maximum shear
stress. There is no analytical method for finding this, as it will almost certainly be in a
different direction for each stress state under consideration.

An array of normal vectors are considered, each spread over the surface of a unit sphere
separated by 15 (Giving a total of 146 normal directions) each of which is used to
calculate the in-plane and normal stress for that direction for each stress state (i.e. load
case) under consideration. Having shear normal stresses for each load case in each of
the 146 directions it is now possible to calculate the allowable alternating shear stress for
each direction. This is converted to a safety factor by dividing the allowable alternating
shear stress by the actual alternating shear stress in each direction. The stored safety
factor is the lowest value calculated.

The usual lack of suitable material property data (three separate fatigue stress limits)
means that the values of
fs
t and
fsb
o have to be calculated from the uniaxial reversed
stress fatigue limit where

APPENDICES
692

fs fsb
o o =
and
3
fs
fs
o
t = [E-7]

7.5 Dang Van Fatigue Safety Factor

The Dang Van fatigue safety factor calculations are based on work by Dang Van et al
3
.
It is applicable to high cycle fatigue analysis of ductile metals and is therefore particularly
appropriate for applying to crankshaft fatigue analysis. An example of its application is
by Henry et al
4

The Dang Van principal is similar to the multi-axial method except it requires the
calculation of Hydrostatic and Principal stresses. The stresses are split into Hydrostatic
and Deviatoric parts. The Hydrostatic stress is calculated from

( )
z y x h
o o o o + + =
3
1
[E-8]

and the deviatoric stress is

(
(
(
=
h zz yz xz
yz h yy xy
xz xy h xx
d
o o o o
o o o o
o o o o
o [E-9]

The assumption of this method is that as the component is subjected to the stress cycle,
at the microscopic level small amounts of plastic deformation occur within individual
grains and at the same time the grains undergo strain hardening. This leaves a residual
stress in the component. To calculate this residual stress an iterative procedure is
performed as shown in Figure E-18.

APPENDICES
693
Elastic stress range
for stress state i+1
Elastic stress range
for stress state i
R
i
R
i+1
D
1 + i
1 + i
d
o
i
i
d
o
Stress
Trajectory
y
o
x
o

Figure E-18 Iterative Procedure to Compute the Stabilised Residual Stress

The elastic range of the material is initially set to zero (Ro=0). The initial residual stress
(
0
) is guessed as being the mean deviatoric stress throughout the cycle. The isotropic
hardening coefficient (k ) is assumed to be 0.05.

For each stress in the cycle a line is drawn from
i
to the deviatoric stress. If this goes
outside the current elastic range a line is drawn from
i
to
1 + i
d
o . The length of the line is
calculated as

( )
i d
i
J D o + =
+1
2

[E-10]

The second invariant of deviatoric stress is given by

( ) ( ) ( ) ( ) ( )
2
1 3
2
3 2
2
2 1 2
6
1
o o o o o o o + + = J [E-11]

The elastic range is increased to

( )
i i i
R D R R + =
+
k
1
[E-12]

and the residual stress is moved to

( )
i d
i
i i
i
D
R D
o +
=
+
+
+
1
1
1
[E-13]
APPENDICES
694

This procedure is repeated until R and have converged.

The deviatoric part of the localised stress at each condition is
n d ld
o o + = and the
alternating shear stress component is calculated as ( )
ld
VonMises o t
2
1
=

The safety factor is derived from the point on the cycle that is closest to the Dang Van
line as shown in Figure E-19 and is given by

t
o o
o
t
h hfs
hfs
fs
or SafetyFact

=
[E-14]

where

fs
o
is the uniaxial tensile push-pull fatigue strength limit
fs
t
is the shear stress fatigue limit
hfs
o
is the hydrostatic fatigue stress limit stress.

A
B A
or SafetyFact
+
=
t
fs
t
B
A
hfs
o
h
o

Figure E-19 Dang Van Diagram

The hydrostatic fatigue stress limit cannot be measured but must be derived from the
Dang Van plot using bi-axial test results. Typically for steel
fs hfs
t o 5 . 2 ~ and for cast
iron
fs hfs
t o 83 . 0 ~ .

APPENDICES
695
7.6 LinearSWT Safety Factor

Figure E-20 Linear SWT Modified Goodman Diagram

SWT safety calculations are based on work by Smith et al
5
. From extensive
experimental work it has been found that equivalent stress for fatigue life calculations is
proportional to

( ) E
alt alt mean SWT
c o o o + = [E-15]

where
mean
o is the mean stress
alt
o is the alternating stress
alt
c is the alternating strain amplitude
E is the Youngs Modulus

For the linear case when stress is proportional to strain the relation can be re-written as

( )
alt alt mean SWT
o o o o + = [E-16]

equating this to the fatigue strength gives a curved line on the Goodman diagram where

APPENDICES
696

2
4
2 2
fs mean mean
alt
alloe
o o o
o
+
=
[E-17]

where
allow
alt
o is the allowable alternating stress for a given mean stress
mean
o
fs
o is the fatigue stress limit for the material

Since the LinearSWT results are to be used in conjunction with the standard Goodman
results the tensile yield line is removed entirely. The compressive yield line is left in for
the standard results but is replaced with the UTS for the No Yield results.

7.7 Cycles to Failure Calculation

For each of the cyclic safety factors calculated above it is possible to calculate an
estimate of the number of cycles to failure from SN-curve data. The safety factor is
converted back to a uniaxial reversed stress by multiplying it by the fatigue limit stress.
This is then multiplied by the design safety factor (defaulted to 1.5) and looked up on the
SN-curve to give the number of cycles to failure. For ease of plotting this is stored as a
log10 value (i.e. 4 = 10000cycles).

Figure E-21 Calculation of the Number of Cycles to Failure

Fatigue data is not generally available at raised temperatures so the fatigue limit stress
APPENDICES
697
at room temperature is used which will give a reversed stress at an equivalent
temperature to match the SN-curve data. This assumes that the SN-curve can be scaled
using the temperature variation of the fatigue limit stress.

1
The Effect of Mean Stress on Biaxial Fatigue where the Stresses are Out-of-Phase and at
Different Frequencies, D.L.McDiarmid, 1989.
2
A General Criterion of Fatigue Failure under Multi-Axial Stress, D.L.McDiarmid, 1973.
3
On a New Multi-Axial Fatigue Limit Criterion: Theory and Application", K.Dang Van, B.Griveau,
O.Message, 1989.
4
SAE 920087, 1992, Crankshaft Durability Prediction A new 3-D Approach, J-P.Henry,
J.Toplosky, and M. Abramczuk.
5
A Stress-Strain Function for the Fatigue of Metals, K.N.Smith, P.Watson and T.H.Topper, 1970.

APPENDICES
Radiated Noise Calculations
699
8 Radiated Noise Calculations
8.1 Overview

Radiated noise is calculated from surface vibrations using the Rayleigh equation.
Radiated sound power and radiation efficiency are calculated and printed in tabular form.
Sound intensities on the radiating surface are calculated and written to the .SFE file.
Radiated sound power is calculated and plotted from the intensities stored in the SFE file
using the Ricardo program VIBPLOT
1
. Sound pressures are calculated for individual
points in free space or for grids of points (Spheres, Boxes, Planes etc.) defined in a
separate SFE file. If a grid of points is defined then the sound pressures are written to
the separate SFE file.

The Rayleigh equation is applicable only to flat plates. In practice it is possible to obtain
reasonable results from surfaces that are generally flat such as the bare sides of an
engine block.

The Sigma1 method calculates the noise produced by each node acting as a piston with
no interaction with any other node. It is a very quick but inaccurate method. This
calculation is automatically performed by both Rayleigh methods in order to calculate the
radiation efficiency.

Two solutions to the Rayleigh equation are implemented. The Rayleigh method is a
simplified method in which each node is treated as a piston in a baffle assuming that the
vibration is the same over the surface of the piston. This is normally acceptable for
models where the mesh density is sufficient to give a good representation of the mode
shapes and the wavelength is large compared to the element size.

The Helmholtz method solves the same Rayleigh equation but to a greater accuracy
(and therefore takes longer). The face set defining the radiating surface is triangulated
and the pressure waves are integrated across each triangle with the integration order
automatically adjusted according to the size of the element, the distance from the
element and the wavelength of sound at the forcing frequency. Using its minimum
integration order this method takes approximately three times longer to run than the
Rayleigh method.

8.2 Acoustic Equations and the Rayleigh Integral

The acoustic wave equation

2
2
2
2 ) , ( 1
) , (
t
t p
c
t p
o
o
=
[E-18]

APPENDICES
700

defines the velocity potential ) , ( t p which is related to the time dependent particle
velocity ) , ( t p u by:

) , ( ) , ( t p t p u = [E-19]

and c is the propagation velocity (p & t are the spatial & time variables). The time-
dependent sound pressure ) , ( t p Q is given in terms of the velocity potential by

t
t p
t p Q
o
o
) , (
) , ( = [E-20]

where is the density of the acoustic medium. The time-dependent velocity potential
) , ( t p can be reduced to a sum of harmonic components, each of the form:

t i
e p t p
e

= ) ( ) , ( [E-21]

where e is the angular frequency and ) ( p is the frequency-dependent velocity
potential. Substituting [E-21] into [E-18] reduces it to the Helmholtz (reduced wave)
equation:

0 ) ( ) (
2
2
= +
p k p [E-22]

where
2
2
2
c
k
e
= and k is the wave number. The plate vibration can also be reduced to
Fourier form:

p
t i
p
p
n
p
e t p n
n
t p u
o
o
o
o
e
) (
) , (
) , (

= =
[E-23]

where
p
n is the outward unit normal to the plate at p. If the Sommerfeld radiation
condition is considered in which the waves in the far field are forced to propagate radially
then:

0
lim
=
(
)
`

o
o
ik
r
r
it
[E-24]

where r is the distance from the origin. Sound pressure can be calculated from:

) ( ) ( p i p P e = [E-25]

and the acoustic intensity on the plate:

{ } ) ( ) ( Re
2
1
) (
*
p v p P p I = [E-26]
APPENDICES
701

where * denotes the complex conjugate. The sound power radiated at any given
frequency is:

} }
H
= =
S
dS q P q P dS q I W
f
) ( ) ( ) (
*

[E-27]

The Rayleigh integral equation
2
relates the velocity potential at a point p to the normal
velocity of the plate:

dS q v
r
e
p
ikr
) (
2
1
) (
}
H
H
= [E-28]

The Rayleigh equation is valid for a flat plate, the plate is set in an infinite baffle and the
acoustic medium extends in the positive normal direction. The point p can be either in
the acoustic medium, on the plate or on the baffle. The points q are points on the
vibrating surface which when integrated represent the whole surface.

8.2.1 The Sigma1 Method

The noise radiated (ignoring the interference across the vibrating surface) is:

}
H
= dS q v q v c W ) ( ) ( 2 1
*

[E-29]

which is simply calculated by summing the absolute value of the normal velocities
multiplied by the local area over which they act.

8.2.2 The Rayleigh Method

Each node on the surface is treated as a noise source. This simplifies the Rayleigh
equation to

AH ~
j
j
j
ikr
j
v
r
e
area p
j
) (
2
1
) (
t
[E-30]

The velocity potentials are then used to calculate the surface intensities using equations
[E-25] and [E-26]and thence the total radiated power from equation [E-27]. Sound
pressures at points in the acoustic medium are calculated in a similar way by evaluating
the velocity potentials relative to that point and then using equation [E-25].

APPENDICES
702

8.2.3 The Helmholtz Method

The normal velocity is integrated numerically over the surface of each triangular element
making up the surface:

=
=
n
j
j j
q p v q v
1
) ( ) ( ) ( _
[E-31]

where _ are the shape function terms for numerical integration. Substituting [E-30] into
[E-28] gives:

}

= ~
H
j
i j
j
q j j
ikr
h v dS q p v
r
e
p ) ( ) (
2
) ( _
t
[E-32]

Where

}
H
= = ) ( , ) (
2
j j q j
ikr
j
p v v dS q
r
e
h _
t
[E-33]

j
h is evaluated by Gaussian quadrature, however the integral is singular when
0 = = r p q . To overcome this:

} } }
H H H
+ =
q
i
q i
i
q i
i
dS
q p r
dS q
q p r
dS q
q p r ) , ( 2
1
) 1 ) ( (
) , ( 2
1
) (
) , ( 2
1
t
_
t
_
t

[E-34]

The first part of this equation is now regular. The second part can be integrated
analytically. The following example integrates over the surface of a triangular element
with vertices a, b and c and angles at those vertices of A, B and C. The integral is
evaluated for vertex a:

} } } }
= =
A
A A R
d R d dr r
r
dS
r
0 0
) (
0
) (
1
2
1
2
1
u u u
t t
u

B A
A
B A
B
B c d B c
dS
r
+
+
A
(
|
|
.
|
\
|
+
= =
} }
) cos( 1
) cos( 1
ln
2
) sin(
) sin( 2
) sin(
2
1
u
u
t u
u
t t
[E-35]

The velocity potentials are calculated by simply summing the
j j
h v components. Surface
intensities are then calculated from equations [E-25] and [E-26] and thence the total
radiated power from equation [E-28]. Sound pressures at points in the acoustic medium
are calculated in a similar way by evaluating the velocity potentials relative to that point
and then using equation [E-25].
The accuracy of this numerical solution depends upon the order of integration chosen.
The integration order is varied automatically depending upon:
APPENDICES
703
i. the size of the element over which the integration is being performed,
ii. the wavelength of sound at the forcing frequency relative to the element size
and
iii. the distance of the point at which the integral is being performed from the
element centroid.

The number of gauss points on each triangular element can be 1, 3, 7, 12 or 25.
Obviously the more Gauss points used the slower the solution will be. Generally the
need to use high Gauss point numbers probably means that the original mesh density
was too low. If accuracy is less/more important than speed of solution the integration
order can be lowered/raised at the users request. The default values should normally
give a good balance between accuracy and speed.

8.3 Radiation Efficiency

The radiation efficiency is an index that expresses how effectively a radiating surface
converts mechanical vibration energy into sound energy. The radiation efficiency is
defined as the ratio of the output power to the input power such that

( )
i
o
W
W Re
= q
[E-36]

where conventionally the input power
i
W is defined as that calculated using the Sigma1
Method given by equation [E-29]. It is important to note that this convention can result in
efficiencies that are larger than one.

8.4 Multiple Face Sets

The Rayleigh integration is only valid for flat plates. In order to use the method on real
components some simplification must be made. Face sets should be defined for each
generally flat radiating surface under consideration, e.g. each side of a cylinder block.
The area-weighted normal to each face set is calculated and the nodes of each element
face are projected onto the normal plane for that face. The velocities are also calculated
in the direction normal to each face. A separate Rayleigh calculation can now proceed
for each face. The total radiated sound power contribution from a number of radiating
surfaces can be calculated and plotted using the Ricardo program VIBPLOT
1

Sound pressures at external points are the complex sum of the pressures contributed by
each of the forward facing surfaces. Surface intensities, at nodes that are common to
two (or more) faces, are summed after weighting them according to the true (not
projected) surface area associated with that node for each face.
APPENDICES
704

1
Ricardo Report DP00/1129 VIBPLOT Revision 2.0 Noise and Vibration Plotting Utility Program.
2
A D Pierce, McGraw-Hill, 1981, Acoustics: An Introduction to its Physical Principles and
Applications

APPENDICES
Modal Frequency Response Calculations
705
9 Modal Frequency Response Calculations
9.1 Overview

Frequency response analysis is a method used to compute the response of a structure
due to steady-state oscillatory excitation. In direct frequency response analysis, the
structural response is computed at discrete excitation frequencies by solving a set of
coupled matrix equations using complex algebra. Modal frequency response analysis on
the other hand, is an alternative method that uses the mode shapes of the structure to
reduce the size, uncouple the equations of motion (when modal or no damping is used)
and make the numerical solution more efficient.

9.2 Calculation of Modal Contributions and Vibration Response

The basic equation for dynamics is:

F Kx x C x M = + + [E-37]

which can be transformed into the frequency domain as:

( )| | | || | | | | || | | | | | | | ( ) | | ( )
f
T
f
T T
m
T
m
F K C i M e | e o | | | e | | e = + +
2
[E-38]

where | | M , | | C and | | K are the mass, damping and stiffness matrices and
m
e and
f
e
are the mode and forcing frequencies. Since | | | are the Eigen vectors, by definition
| | | || | | | M
T
and | | | || | | | K
T
are diagonal matrices. The mode shapes are mass
normalised to make | | | || | | | M
T
the unit matrix and | | | || | | | K
T
is simply | | | .

9.2.1 Modal Damping

Damping can be defined empirically from experiments on similar structures and can be
defined in terms of modal damping, that is, the diagonal terms of | | | || | | | C
T
. This makes
the solution of the equation [E-38] trivial such that
m
o , the contribution of each mode to
the total vibration at a given forcing frequency, is given by

APPENDICES
Modal Frequency Response Calculations
706

i i
n
i
e
f m
force m
F
c
b
b
a
b a c
b
a

|
.
|
\
|
=
+ =
=
=
=
o
e e
e e
1
mod
2 2
2 2
,
2
[E-39]

where
is the damping coefficient for the mode or frequency in question
i
is the complex eigen vector of the mode in question at a forced node
i
F is the complex force at that node for that frequency

The alpha values are saved to the SFE file or to a .ALPHA file.

The complex displacement vector f A at each node of the structure for each forcing
frequency is calculated from the modal contributions using [E-39] and the mode shapes
such that

= A
es
e
f
mod
mod
o
[E-40]

where are the real or complex Eigen vectors.

9.2.2 Discrete Dampers

If discrete damper elements are defined in the model it is no longer possible to
diagonalise the damping matrix and | | | || | | | C
T
must be calculated explicitly. The
number of dampers will generally be small meaning that | | C is a very sparse matrix.
However since the | | | || | | | C
T
matrix is a fully populated square matrix of order number
of modes the trivial solution used for modal damping is no longer possible. Instead a set
of simultaneous equations has to be solved for equation [E-38] at each forcing
frequency. This calculation requires all the mode shapes to be held in memory at once
such that for larger models a substantial amount of RAM may be required.

APPENDICES
Applying Loads Predicted by VALDYN to the Cylinder Block and Crankshaft
Models
707
10 Applying Loads Predicted by VALDYN to the Cylinder Block
and Crankshaft Models
10.1 Overview

The Ricardo Program VALDYN is used for analysing the dynamic motion of valve train
systems. Individual parts of the valve train are represented by modelling elements that
can be linked together to form the whole valve train model. The flexibility of the program
enables the user to generate models varying from simple single valve-line models to
highly complex complete system models. Although VALDYN is intended to model valve
train systems a model can be extended to include ancillary drives using gear and chain
models and also a representation of the crank train to include its torsional behaviour.

VALDYN has the option of writing predicted force histories or profiles to a Ricardo
standard data file (sdf.) This appendix describes how these force histories can be read
by ENGDYN and applied to either the cylinder block or crank train as excitation forces
which are then included as part of the simulation in ENGDYN. This provides a loose
coupling between the VALDYN and ENGDYN and is intended primarily as a means of
applying valve train loads to the finite element model of the cylinder block.

10.2 Writing Force Profile Data From VALDYN

To apply excitation forces to an ENGDYN model, a VALDYN model is required of the
complete valve train of the engine, which may or may not include the front-end drive. To
apply the complete set of excitation forces predicted by VALDYN, the following force
excitations need to be considered; valve seat, valve spring, rocker pivot, swinging
follower pivot, cam support, sprocket and guide supports and tensioner force. These
forces are represented in a VALDYN model as either LSTIFF or SSTIFF elements. The
properties panels for each of these elements and the properties panel for the
GENSPRING element (which generates LSTIFF and SSTIFF elements) have a
SDFOUTPUT button that displays the SDFOUTPUT Properties Panel shown in Figure
E-22.

APPENDICES
Models
708

Figure E-22 SDFOUTPUT Properties Panel

This panel allows force profile data to be written to the sdf file for a given selected
element. Each force profile is written to an array called g:profile:force with a
corresponding ordinate array called g:profile:crankAngle. In order to distinguish between
different force profile arrays tags are added to the name such that the name is of the
form

g:profile1D:force:TYP_valveSeat:CYL_1:VAL_1:DIR_1:SP_1000

Each tag is of the form :*_*. The default tags are defined in the file valdyn.tags, shown in
Figure J-2. This is found in $HOME/valdyn/*.*/Config and is supplied as part of the
VALDYN installation.

# This file contains the default tags for Valdyn
#
# The format is:
#
# <widget type> <tag name> <gui label> <value type>
#
# The <widget type> must be 'menu', 'menuitem' or 'field' (a 'menuitem'
# must follow a 'menu')
# The <tag name> should be known by the solver
# The <gui label> can be edited to provide language support
# The <value type> must be 'number' or 'string' (defaults to 'string')

menu TYP "Type"
menuitem none "None"
menuitem valveSeat "Valve Seat"
menuitem valveSpring "Valve Spring"
APPENDICES
Models
709
menuitem rockerSupport "Rocker Pivot"
menuitem followerSupport "Follower Pivot"
menuitem camSupport "Cam Support"
menuitem sprocketSupport "Sprocket Support"
menuitem guideSupport "Guide Support"
menuitem tensionerSupport "Tensioner"
field CYL "Cylinder" number
field VAL "Valve" string
field DIR "Direction" number
field ID "ID" string

Figure E-23 Default valdyn.tags File

The tags CYL, VAL, DIR are used to differentiate between cylinders, valves and direction
respectively. The ID tag is a generic tag used to differentiate items of the same type
such as guide supports. The valdyn.tags file allows the user to add additional menu
items to the type list and to change the tag name or gui label. This allows the sdf output
to be used generally as a means of transferring data to other programs. For the specific
interface with ENGDYN, ENGDYN expects the default tag names to be used and will
ignore any additional names that are added. Also the following must be satisfied:

- Each force profile must have a type and direction tag defined.

- The direction tag must be a number

- The cylinder tag, if defined, must be a number

- Each force profile corresponding to a Valve Spring or Valve Seat must also
have a cylinder and valve tag.

- Each force profile corresponding to a Rocker Pivot, Follower Pivot or Cam
Support must also have a cylinder tag

If the first two criteria are not satisfied for any given force profile then that force profile will
be ignored when read by ENGDYN. If any of the other criteria are not meet then
warnings will be displayed when the data is read.

The speed tag SP is added by VALDYN when the force profile is written on completion of
the analysis.

VALDYN is a one-dimensional simulation program in that it has no concept of three-
dimensional space. It therefore has no concept of the actual direction of the force when
apply to the engine. Hence in order to apply the forces correctly to the ENGDYN model
it is necessary to have an obligatory direction tag for each force profile. The actual
direction vector for each direction is defined in ENGDYN. To minimise the number of
direction vectors defined using ENGDYN it is recommended that each unique direction
has a number rather than a unique direction number for each force profile. For example,
all the inlet valves of a 2-valve engine are likely to be inclined at the same angle and
therefore the force profiles for each inlet valve seat would use the same direction
number.
APPENDICES
Models
710

10.3 Applying Force Profile Data to the ENGDYN Model

Each force profile is applied either to a node or elemental face set of the reduced model
of the crankshaft or cylinder block. Any number of force profiles can be applied to any
one set. Typically this allows forces that have been calculated in VALDYN in two
orthogonal directions at a single node to be combined so as to apply the vector sum of
the forces to the ENGDYN model. A naming convention for the sets has been adopted
to allow the force profile data to be automatically matched to sets defined by the user.
This convention uses the value of the TYP tag as the base name of the set with the CYL,
VAL and ID tags added to the end of the name. The set name is case sensitive. In the
example above, the force profile

g:profile1D:force:TYP_valveSeat:CYL_1:VAL_1:DIR_1:SP_2000

would be matched with a set called

valveSeat:CYL_1:VAL_1

This set name would be stored with either a NODE_SET_ or FACE_SET_ prefix
depending on whether the set was a node or face set. The order of the tags is not
important so a set called

valveSeat:VAL_1:CYL_1

is also valid. Firstly ENGDYN attempts to match each force profile with a node set. If no
match is found the program then attempts to match with a face set. If this is
unsuccessful a warning is displayed. It is expected that any node set will only contain a
single node.

10.4 Applying Force Profile Data to the Cylinder Block Model

Typically force profile data predicted by VALDYN will be forces due to the valve train and
these will be applied to sets on the model of the cylinder head included as part of the
cylinder block model. However, force profile data may also be written by VALDYN for a
chain drive and applied to the front of the cylinder block for example.

ENGDYN applies the force profile data to either node or face sets where the expected
geometry of the latter is dependant on the TYP tag and therefore the name of the set.
The expected geometry for each face set is summarised in Table B-4.

APPENDICES
Models
711
Type Set geometry
valveSeat Frustum of a cone
valveSpring Plane annulus
rockerSupport Cylinder
followerSupport Cylinder
camSupport Cylinder
sprocketSupport Cylinder
guideSupport Cylinder
tensionerSupport Cylinder
Table E-9 Expected Geometry of Each Face Set

The loads are applied to the face sets for the valve seat and spring as uniform pressure
loads, whilst loads applied to the cylinders for each of the supports are applied as a
distributed pressure load that varies as a parabolic function along the journal and around
its circumference with an extent of 180
o
.

For those supports that are not a cylindrical surface a node set should be used.

If a node set is used to define a valve seat a face set must also be defined. This set is
used to calculate the valve area so that the correct load is applied to the rest of the gas
face of the cylinder head.

If node sets are used then the Ricardo program FEPRE can be used to constrain a face
set so that the displacement of a node known as the control node is the average
displacement of the nodes of that set. This control node can be as the loaded node.
The advantage of this method is that stiffness at this node is an average stiffness rather
than the local stiffness of an element.

At present only the torsional behaviour of the camshaft can be modelled in VALDYN.
The reactions at each bearing support are not calculated. A cam support represents the
stiffness at the position of the cam lobe. The force profile calculated at a cam support is
therefore the force applied to the camshaft at that point on the camshaft. It is therefore
necessary to include a three-dimensional model of the camshaft in the finite element
model of the cylinder block so that the loads can be applied along the camshaft due to
each valve train. It is suggested that the camshaft model is constrained to the camshaft
bearings using sliding joins.

For a 3 cylinder engine with 2 valves per cylinder and a finger follower the sdf output
defined by the user and written by VALDYN for a single speed 2000 rev/min may be as
follows:

g:profile1D:force:TYP_valveSeat:CYL_1:VAL_I1:DIR_1:SP_2000
g:profile1D:force:TYP_valveSpring:CYL_1:VAL_I1:DIR_2:SP_2000
g:profile1D:force:TYP_followerSupport:CYL_1:VAL_I1:DIR_3:SP_2000
g:profile1D:force:TYP_camSupport:CYL_1:VAL_I1:DIR_5:SP_2000

APPENDICES
Models
712

g:profile1D:force:TYP_valveSeat:CYL_1:VAL_E1:DIR_7:SP_2000
g:profile1D:force:TYP_valveSpring:CYL_1:VAL_E1:DIR_8:SP_2000
g:profile1D:force:TYP_followerSupport:CYL_1:VAL_E1:DIR_9:SP_2000
g:profile1D:force:TYP_camSupport:CYL_1:VAL_E1:DIR_11:SP_2000





These forces would then be written to sets called

FACE_SET_valveSeat:CYL_1:VAL_I1
FACE_SET_valveSpring:CYL_1:VAL_I1
NODE_SET_followerSupport:CYL_1:VAL_I1
FACE_SET_camSupport:CYL_1:VAL_I1

FACE_SET_valveSeat:CYL_1:VAL_E1
FACE_SET_valveSpring:CYL_1:VAL_E1
NODE_SET_followerSupport:CYL_1:VAL_E1
FACE_SET_camSupport:CYL_1:VAL_E1

APPENDICES
Models
713



APPENDICES
ASCII data file format read by Sdf_Read_Ascii()
715
11 ASCII data file format read by Sdf_Read_Ascii()
11.1 Introduction
The following notes describe the "General" ASCII data file format used by a number of
Ricardo programs. The format allows the data contained in a file to be fully described
within the file.
11.2 Format
11.2.1 General
1) Blank lines are ignored.
2) Comments are introduced by "#" or "!" and extend to the end of the line. Comments
are ignored. A line containing only a comment is treated as a blank line.
3) Data can be in rows, columns or blocks. A set of rows or columns or a block of
data is terminated by a non-blank, non-comment line which does NOT consist
solely of numbers, or by the end of the file.
4) Individual data are separated by white space (space or tab) and/or a single
comma. Two consecutive commas are taken to enclose a zero.
5) Except for their function as data terminators, lines which do not consist solely of
numbers have no effect unless they begin with "COLUMN", "ROW", "BLOCK" or
"TAGS".
6) Keywords (COLUMN, ROW etc.) are case-insensitive and can be shortened to three
characters.
7) COLUMN, ROW and BLOCK lines are referred to as "definition" lines and have the
format:
COLUMN[=n] [name][[units]] [DESC=desc]
defines data in a column. Multiple columns are defined by
consecutive COLUMN definitions.
ROW[=n] [name][[units]] [DESC=desc]
defines data in a single row.
BLOCK[=n] [name][[units]] [DESC=desc]
defines data spread over a number of rows.
Where [...] indicates optional input.
If no name is given, a "dummy" name of the form "_$#" is generated, where # is
the number of dummy names generated so far (including this one).
Data units must come immediately after the name and must be enclosed in
brackets e.g. [MPa].
DESC is an oprional description string which will be passed to the program.
APPENDICES
716

Definition lines must come before the data to which they refer, and when data are
encountered they are expected to satisfy all previous unsatisfied definitions. The
order of definitions must correspond to the order of the data.
The number n is ignored and is provided simply as a means of annotation to make
the file easier to read (in fact n does not have to be a number).
11.2.2 Data as columns
A COLUMN consists of data in the same ordinal position on consecutive lines. If a
line has more items than the first line, additional items will be ignored. If a line has
fewer items than the first line, missing items will be interpreted as zeros. In either
of these cases a warning will be issued.
Examples:
a) 2D data as two columns:
COL=1 Time[s] #Column numbers are not
required
COL=2 Temperature[degC] #but add clarity.
0 80.0
10 91.5
20 99.0
30 105.0
50 112.5
70 117.0
100 120.0
b) 3D data as three columns
column Frequency[kHz]
column Temperature[degC]
column Stiffness[N/mm]
1 50 12
1 70 10
1 90 8
1 120 6
3 50 14
3 70 12
3 90 10
3 120 8
5 50 16
5 70 14
5 90 12
5 120 10
7 50 18
7 70 16
7 90 14
7 120 12
APPENDICES
717
11.2.3 Data as rows
A ROW consists of a single line of data, unless it is the only definition which remains
to be satisfied, in which case it can extend over multiple lines and is equivalent to a
BLOCK.
Example:
c) 2D data as two rows:
row Time[s]
row Temperature[degC]
0 10 20 30 50 70 100
80.0 91.5 99.0 105.0 112.5 117.0 120.0
11.2.4 Data as blocks
A BLOCK is 1D data extending over more than one line. Blocks must be separated
by a non-blank line containing something other than numbers. Normally this would
be another block definition.
Example:
d) 2D data as two blocks
block Time[s]
0 10
20 30
50 70 100
block Temperature[degC]
80.0 91.5 99.0
105.0 112.5
117.0 120.0
or
block Time[s]
block Temperature[degC]
0 10
20 30
50 70 100
---
80.0 91.5 99.0
105.0 112.5
117.0 120.0
11.2.5 3D data as a matrix
In the special case where there are more items on the line than there are column
definitions to be satisfied, the last column definition is taken to indicate a 2D array
with the first dimension corresponding to columns and the second to rows. This is
shown in example e) below. In this case the description is appended with
"dims(row_name,col_name)" where row_name is the last named row and
col_name is the last named column. Thus in example e), the description of
"Stiffness" will be "dims(Frequency,Temperature)", indicating that the first
dimension corresponds to frequency and the second to temperature.
APPENDICES
718

Example:
e) 3D data as matrix (compare with example b)):
row Frequency[kHz]
column=1 Temperature[degC] ! Column numbers are ignored
but
column=2> Stiffness[N/m] ! make file more readable.
1 3 5 7
50 12 14 16 18
70 10 12 14 16
90 8 10 12 14
120 6 8 10 12
11.2.6 Anonymous data
If data are encountered before any definition lines, it is assumed that the data are
in columns and that the number of columns is the number of data on the first line.
In this case the columns are given dummy names of the form "_$COLUMN#" where
# is the number of dummy column names generated so far (including this one).
Example:
f) 2D data as two columns (the program sees these as "_$COLUMN1" and
"_$COLUMN2"):
0 80.0
10 91.5
20 99.0
30 105.0
50 112.5
70 117.0
100 120.0
11.2.7 Use of tags
TAGS lines have the format:
TAGS = tagstring
Where tagstring contains one or more tags.
A tag is part of a name has the form :tagname_value i.e. a tag name must be
preceded by a colon and followed by an underscore, which separates it from the
tag value. The tag value consists of characters between the underscore an the
next colon or the end of the name. The tag name and value can contain any valid
variable name characters except colon and, in the case of the name, underscore.
Multiple tags should be separated by colons - e.g. "CYL_1:DIR_X". The tags will
be appended to each name given. The TAGS definition which is effective for given
data is the last one before the start of the data. This means that tags can be
changed between sets of data. This mechanism can be more convenient than
attaching tags directly to names.
Examples:
APPENDICES
719
g) 2D data as two columns using TAGS:
TAGS = CYL_1
COL Temperature[degC]
COL Time[s]
0 80.0
10 91.5
20 99.0
30 105.0
50 112.5
70 117.0
100 120.0
TAGS = CYL_2
COL Temperature[degC]
COL Time[s]
0 80.0
10 92.0
20 100.0
30 107.0
50 115.0
70 120.0
100 130.0
The names seen by the program are Temperature:CYL_1, Time:CYL_1,
Temperature:CYL_2, Time:CYL_2. Compare this with:
h) 2D data as two columns without TAGS:
COL Temperature:CYL_1[degC]
COL Time:CYL_1[s]
0 80.0
10 91.5
20 99.0
30 105.0
50 112.5
70 117.0
100 120.0
COL Temperature:CYL_2[degC]
COL Time:CYL_2[s]
0 80.0
10 92.0
20 100.0
30 107.0
50 115.0
70 120.0
100 130.0

APPENDICES
MATUTIL
720

12 MATUTIL
12.1 Overview
Ricardo use the xml schema called MatML published at https://www.matml.org to store
material property data of solids used by FEARCE and the mechanical suite of products,
ENGDYN, PISDYN, RINGPAK and VALDYN. This includes all necessary properties for
performing structural and mechanical analysis using the Ricardo products. In future, this
will be extended to support of fluid properties, including lubricants and fuels.
The data using this schema is stored in a Ricardo material file with a .rmt suffix, in which
each file contains the material properties of a single material (even though the xml
schema supports multiple materials in a single file). Currently .rmt files can be created
using the FEARCE GUI or from a .MAT or .SFE file. The .MAT file is the native material
file used by FEARCE and is simple ASCII file, whilst a .SFE file is the binary standard
data file for storing all FE data used by the Ricardo software products. A .rmt file can be
created from a .MAT using the FEARCE utility matoxml, whilst data from an .SFE file can
be written to a .rmt file using matutil.
Matutil is a general command line utility program for editing, printing and calculating
material property data. This tool is supplied primarily to allow users to calculate the
Greenwood-Williamson-Tripp (GWT) parameters from surface roughness data which are
used by the mechanical suite of products for lubricated contact surfaces in each of those
products. This functionality is covered in the following sections.
Matutil allows the user to print the contents of an .rmt or .SFE file; import data and to
calculate properties from other data in the .rmt file or from an ASCII file. Data can be
imported from another .rmt file, an ASCII file or .SFE file. It is also possible to convert
the units of a given property.

12.2 Using matutil
The basic structure of the command is:
matutil <command> [-<flags>] filename
where the available commands are:
- print
- import
- convert
- calculate
Detailed help for each command can be invoked by typing:
matutil -help <command>
or, to show help for all commands, type:
matutil -help all
To list all supported property names and their dimensions, type:
matutil -help properties
APPENDICES
MATUTIL
721

12.2.1 Printing values
Values stored in .rmt or .SFE files can be printed typing:
matutil print [-property <propertyID>] [-material <matname>]
<filename>.<suffix>
If no property is defined then names of all properties stored in the file are listed. Using
the -property option with the desired property name will print the values of that property.
In .SFE files more than one material can be stored. A particular material can be
selected by using the -material option.

12.2.2 Importing data into an .rmt file
Properties can be imported into an .rmt file from different sources another .rmt file, a
.SFE file or from an ASCII file. To list all the currently supported properties that can be
imported from a text file simply type
matutil help import -property
The general command for importing property data is
matutil import -file <inputfile> [-ascii <format>] [-property
<propertyID>][-column=icol|value][-row=irow|value][-replace] [-
material <matname>] outputname.rmt
where the outputname.rmt will be created if it doesnt exist already, otherwise the
properties will be added to the existing file of that name.
If no property is defined then all the contents of the file are imported. For example
matutil import -file myMaterial1.rmt mymaterial2.rmt
would simply copy all property data from myMaterial1.rmt to myMaterial2.rmt
The -replace option will overwrite any existing property already in the .rmt file. For
example
matutil import -file myMaterial1.rmt -property Density -replace
mymaterial2.rmt
would import the property Density from myMaterial1.rmt and write it to myMaterial2.rmt
whilst overwriting any existing property called Density.
.SFE files can store more than one material so the -material option must be used to
select an individual material to be imported into the .rmt file. For example
matutil import -file myFEModel.SFE material SGIRON600 iron.rmt
would import the material SGIRON600 into iron.rmt from the SFE file myFEModel.SFE

12.2.3 Importing Data from an ASCII File
Data imported from ASCII file can be in one of two formats, column or matrix selected
using the -ascii option. The data in the file can be either comma or space delimited.
If the data are in matrix format then the first line must start with comma so as to fit the y
APPENDICES
MATUTIL
722

values to the correct columns. If no units are defined in the file then the imported data is
assumed to be in SI units for that property.
12.2.3.1 Column format
By default it is assumed that the columns are ordered as x, y, h(x,y)

When data exists only for one y coordinate value the second column can be left out.

Data can be stored in a different order by labelling each column at the top of the file.
This same mechanism can be used to define the units of the data if it is not in SI units.

column=1 height [um]
column=2 y[mm]
column=3 x[mm]

The row option can be used to import the property value at an individual row by
supplying the row index or the x-value of that row. For example -row=3 or -row=0.5
are equally valid.
For example
matutil import -file profile.dat -ascii column property Surface
profile height myMaterial.rmt
APPENDICES
MATUTIL
723
will import a surface profile stored in column format with 2 columns in a file called
profile.dat, into a file called myMaterial.rmt.
12.2.3.2 Matrix format
It is assumed that the matrix is in the following form

For the case when the data is not in SI units then the units are specified at the top of the
file as follows:
row=1 y[mm]
column=1 x[mm]
column=2> height[um]

The row or column flags can be used to import an individual row or column by
supplying the index or value. For example
matutil import -file profile.dat -ascii matrix row=5 property
Surface profile height myMaterial.rmt
will import the 5
th
row of a surface profile stored in matrix format in a file called profile.dat
into a file called myMaterial.rmt.

12.2.4 Converting units
The data of a given property in an .rmt file can be converted to different units in the file
using the -unit option.
matutil convert -property <propertyID> -unit <unit> filename.rmt
For example
matutil convert -property Density unit kg/mm^3 mymaterial2.rmt
APPENDICES
MATUTIL
724

will change the value of Density to have units of kg/mm^3 in myMaterial2.rmt

12.2.5 Calculating property values
Matutil supports the derivation of various property data including parameters used for the
boundary lubrication models used in ENGDYN, PISDYN, RINGPAK and VALDYN,
together with fatigue property data such as the Smith-Watson-Topper(SWT) and SN
curves used by FEARCE.
A number of data can be derived from supplied measured surface profile data stored in
an ASCII file as defined in Section 12.2.3. These include
- Asperity parameters used for the Greenwood-Williamson-Tripp (GWT)
boundary lubrication model
- Asperity ratio () used for the Patir and Cheng Average Flow Model, and
- Honing parameters used by RINGPAK
The general command for importing property data is
matutil calculate -file input_filename.rmt -property propertyID [-
method method] [-ascii format][-material material][-replace][-fft]
[-density_factor=value] [-column=icol|value] [-row=irow|value]
<outputfile.rmt>
where propertyID can be one of GWT, SWT, SN, Asperity_Ratio, Honing or
Brown_Miller.
If no output file name is supplied then the result is simply printed to the screen and not
written to the any file

12.2.5.1 Deriving Greenwood-Williamson-Tripp (GWT) parameters
For the GWT property method is required to define how these parameters are derived
and can be one of Abbott_curve, Abbott_parameters or Profile. Each of these methods
are described in the Theory Section 12.3.1.
As well as the asperities a measured surface profile may also be composed of the
macro-shape of the component, such as the profile of a piston skirt. For the calculation
of the GWT parameters this macro-shape if it exists must be removed using the -fft
option. This option performing a Fast Fourier Transform on the profile, removing the 1
st

order and converting the remaining harmonics back to the physical domain.
The multiplier factor of asperity density expresses the ratio of real peaks count and
peaks count calculated from 1D profilometer data as defined in Section 12.3.1.1. This
factor typically lies within the interval 1.0 to 1.8 and a default value of 1.2 will be used
unless -density_factor is used
12.2.5.2 GWT from Abbott Curve
APPENDICES
MATUTIL
725
In this case the parameters are calculated from an Abbott curve as shown in Figure E-28
and described in Section 12.2.5.3.

Figure E-24 Abbott Curve
For example
matutil calculate -file material.rmt -property GWT -method
Abbott_curve newfile.rmt
will calculate the GWT parameters from an Abbott curve stored in material.rmt and write
the parameters to a file called newfile.rmt.

12.2.5.3 GWT from Abbott Curve Parameters (ISO 13.565)
In this case the parameters are calculated from the Abbott curve parameters Reduced
peak height (Rpk), Core height (Rk)at Mr1 and Reduced valley height (Rvk) at Mr2 as
shown in Figure E-28 and described in Section 12.2.5.3.

For example
matutil calculate -file material.rmt -property GWT method
Abbott_parameters
will calculate the GWT parameters from the Abbott curve parameters stored in
material.rmt and write the data to that file.

12.2.5.4 GWT from Surface Profile
In this case the parameters are calculated from a surface profile that can be one or two
dimensional using the method described in Section 12.3.1.1.1. By default, the
calculation of GWT parameters is performed on the whole set of data, line by line, and in
the case of a piston this would be in the axial direction along the y-axis. Alternatively the
calculation can be performed on a given row or column using the -column or -row
flags. If the data is loaded from an ASCII file then position in the matrix can be specified
by the row or column number or by its coordinate value. If the surface profile data is
APPENDICES
MATUTIL
726

already in the .rmt file then the coordinate value must be specified to select the given row
or column
If an outpur names is supplied then two additional files are written so that the probability
distribution function can be plotted using RPlot. The data is stored in
<outputname>_distribution.asc and is plotted using <outputname>_distribution.rp.
For example
matutil calculate -file profile.dat -ascii column -property GWT -
method Profile -column 1
will import a surface profile from a file called profile.dat in columnar format with 2
columns and write this data to a file called myMaterial.rmt whilst calculating the GWT
parameters using the first column and print these to the screen.

APPENDICES
MATUTIL
727
12.3 Theory
12.3.1 Derivation of Surface Property Data
12.3.1.1 Greenwood & Tripp (GWT) Parameters

Figure E-25 Surface Roughness
Surface roughness can be defined by the parameters shown in Figure E-25 where
Mean Summit Height, Zs
The mean asperity summit height of all the counted summits is given by
=
=
ns
i
i
z
ns
Zs
1
1

(1)
where ns = Total number of counted summits

Standard Deviation Summit Height, s
The standard deviation of asperity summit height of all counted summits about the mean
asperity summit height given by
=
=
ns
i
i s
Zs z
ns
1
2
) (
1
o
(2)
APPENDICES
MATUTIL
728

The paper defining the Greenwood & Tripp model [
1
] considers dry asperity contact only
and conveniently defines the mean height as zero. When used with a lubrication model
this means an offset is added to the contact friction integrals so the oil film can be
defined correctly relative to the mean summit height and the asperity contact is defined
correctly from the mean summit height and the summit height standard deviation. The
contact integral of the Greenwood & Tripp, verified by [
2
] and [
3
], is given by
ds e
Zs h
s h F
s
Zs h
n
n
2
/ ) (
2
2
1
) (

}
|
.
|
\
|
=
o
o t

(3)
Density,
The density of the asperity peaks is calculated by calculating the asperity summits lying
above thethe surface mean line divided by the summit length, squared
2
2
length Sample
peaks of Number
|
.
|
\
|
=
|
|
.
|
\
|
=
L
ns
o o q
(4)
where is the ratio of the peaks count and peaks count calculated from 1D profilometer
data and typically lies within the interval 1.0 to 1.8. Authors have different
recommendations for . Tomanik [3] recommends 1.0, Nayak [5] 1.2 and [6] 1.8. The
default value assumed by matutil is 1.2.

Radius of Curvature,
The radius of curvature can be calculated from the average value of that radius
calculated at each summit height using a finite difference approximation
1
2
2

|
|
.
|
\
|
=
dx
z d
|
2
1 1
. 2
) (
dx
z z z
x
i i i
i
+
+
~ |
(5)

Each of the parameters Zs, s, and can be derived by matutil using one of three
methods.

12.3.1.1.1 Surface profile
APPENDICES
MATUTIL
729
In this case, each of the asperity parameters are obtained using the following approach,
proposed by Tomanik [3].
The Mean Summit Height is found by first finding all the local peaks above the mean
of all the points as shown by the red points of Figure E-25 given by

This then gives the summit height distribution from which can be derived.
The Standard Deviation Summit Height s and Density are calculated using equations
(2) and (4) respectively.
The Radius of Curvature, is found by using the method proposed by Tomanik [3].
Using 2 parabola as shown by Figure E-26

Figure E-26 Parabolic Peak

12.3.1.1.2 Abbott curve
APPENDICES
MATUTIL
730

The Abbott or Bearing Area curve represents a surface material distribution and gives a
quick, qualitative overview of the asperity properties of the surface. The Abbott curve is
defined as a fraction of nominal area lying within the surface contour at an elevation y
and total surface. This can be seen in the Figure above. On the left side is the surface
profile and on the right side is the derived Abbott curve which can be considered as a
table of elevations and their fractions.

Figure E-27 Abbot Curve
The R. M. S. Summit Height o can be obtained directly from the Abbott curve
distribution using the whole curve such that

|
.
|
\
|

2
1
2
1
1
y N y
N
=
N
= i
i

(6)
The Mean Summit height is then estimated from the R. M. S. Summit Height such that
o 4 . 0 = Zs . (7)
The Abbott curve does not provide all the information to reconstruct the surface and as
such the Asperity Density is estimated to lie between
2
4
2
6
5.10 10
< <

which is
derived from the following empirical equations:
0.1 0.01
0.05 0.01
<
<
< <

(8)
To improve the estimation Asperity Density a skewness parameter is introduced given by
( ) ( )

N
= i
i sk
y x y
N.
= S
1
3
3
1

(9)
APPENDICES
MATUTIL
731
and is calculated from the whole curve. For the selected interval the asperity density is
then obtained as follows:
( )
2 4 4
/ 2,45.10
2
2,55.10 S atan
+ =
sk
|
.
|
\
|

(10)
The Radius of Curvature is estimated from the value of the average asperity peak
radius which is calculated from the asperity density and the portion of Abbott curve with
the lowest slope. This portion of the curve represents the plateau of the surface, and the
elevation at 40% has been chosen.
12.3.1.1.3 ISO 13.565-2
The Abbott curve parameters Reduced peak height (Rpk), Core height (Rk)at Mr1 and
Reduced valley height (Rvk) at Mr2 as shown in Figure E-28. The Abbott curve is derived
from these parameters so that a table of pairs of elevations and their fractions are
obtained. This is then used as described as described in Section 12.3.1.1.2

Figure E-28 Abbott Curve ISO 13.565-2

12.3.1.2 Honing Parameters
APPENDICES
MATUTIL
732

The honing process of a cylinder bore of an engine creates a characteristic crosshatch
with grooves on the surface at a given angle as shown by Figure E-29 . The grooves
are considered to have symmetrical distribution in both directions. If the honing angle is
too steep then this will lead to rapid oil flow and may cause cylinder and ring scuffing.
On the other hand, if the honing angle is too flat then there is less oil flow resulting in a
larger oil film layer which may possibly lead to higher oil consumption.

Figure E-29 A Honed Cylinder
The model of oil flow through the honing grooves as implemented in RINGPAK is
realized by set of triangular shaped channels where the groove cross-section is
simplified to a triangle, as shown in Figure E-30. The required inputs to this model are
the honing angle, the depth and width of the idealised groove and the density of the
grooves.

Figure E-30 Simplification of Honed Groove
APPENDICES
MATUTIL
733
The honing parameters, groove depth [m], groove width [m] and groove density [1/m]
can be derived directly from a surface profile measurement. A typical honed surface
profile is shown in Figure E-31.

Figure E-31 Typical Honed Surface Profile
The grooves are considered as valleys under the contact plane, which is derived as part
of the GWT derivation. The honing triangle is then constructed from an average of the
valleys where each valley is defined by its deepest point and the first two points on each
side up from the valley above the contact plane.

12.3.1.3 Asperity ratio,
Asperity ratio or Asperity Correlation Length , is applied in the Average Reynolds
equation for isotropic surfaces and surfaces with directional patterns. The coefficient
represents surface conductivity to oil flow in a particular direction. The ratio is expressed
with respect to the axial direction, as shown in Figure E-32, and can be calculated from
two given surface profiles measured in perpendicular direction.

Figure E-32 Different Asperity Ratios

1
The Contact of two Nominally Flat Rough Surfaces, J. Greenwood, J. Tripp, IMechE, 1970-71

APPENDICES
MATUTIL
734

2
On the Modelling of Elastic Contact between Rough Surfaces, R. Jackson, I. Green, Tribology
Transactions 54, 2011, STLE
3
Modelling the hydrodynamic support of cylinder bore and piston rings with laser textured
surfaces, E. Tomanik, Tribology International March 2013
APPENDICES
MATUTIL
735

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RD.14/185701.

are the low-shear-rate and the fully shear-

and m is a dimensionless parameter. The ratio

are the low-shear-rate and the fully shear-

and m is a dimensionless parameter.

879024 10 225 10411

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