MINI PROJECT REPORT

ON
3D MODELING OF CRANK SHAFT USING CATIA SOFTWARE
Thesis/dissertation submitted in partial fulfillment of the
requirement for the award of the degree of
BACHELOR OF TECHNOLOGY
(in mechanical stream)
Under the guidance of

-------------------------
Professor of mechanical
and
Head of the Department

Department of mechanical engineering

EllENKI INSTITUTE OF ENGINEERING AND TECHNOLOGY
(Affiliated to Jawaharlal Nehru Technological University)
Patelguda, Hyderabad-502319-2019

1
 CERTIFICATE

This is to certify that the thesis/dissertation entitled “ 3D modeling

of Crank Shaft using CATIA software id being submitted by
M.Naveen Kumar-17M55A0325
R.Rajesh Kumar-17M55A0303
Mohd.Ameeruddin-17M55A323
B.Manoj Kumar-16M51A0308
in partial fulfillment for the award of Bachelor of engineering in
ELLENKI INSTITUTE OF ENGINEERING AND
TECHNOLOGY affiliated to Jawaharlal Nehru Technological
University is a record of bonafied work carried out by them under
my guidance and supervision.
The results embodied in this thesis have not been submitted by any
other university or institute for the award of any degree or diploma.

Guide and HOD

--------------------
Professor of Mechanical
Department of Engineering
Ellenki institute of Engineering and
Technology, Hyderabad

2
 DECLARATION

I here by declare that the project entitled “3D MODELING OF

CRANK SHAFT USING CATIA SOFTWARE” being submitted by
us in the Department of mechanical; Ellenki institute of Engineering
and Technology is a bonafied work, done by us in the partial
fulfilment of the award for the Degree of bachelor of technology.
We also here by declare that this report is of our own and has been
submitted by any other University or any Institution for the award
of any Degree/Diploma or published any time before

3
 ACKNOWLEDGEMENT
I would like to express profound gratitude to ourrespected Head of
the Department ------------- of Mechanical Department, and D.Ravi
kumar for his valuable support, encouragement,supervision and
usefull suggestions throughout this study.
I would like to thank -------- , Principal , Ellenki institute of
Engineering and Technology for his support and guidance.
I would also like to acknowledge all of the staff members who have
given some useful comments during my data collection.
We are as ever,especially indebted to my parents for their love and
support throughout my life. Moreover, my sincere thanks go to my
friends,who shared their love and experiences with me.

M.Naveen Kumar-17M55A0325
R.Rajesh Kumar-17M55A0303
Mohd.Ameeruddin-17M55A323
B.Manoj Kumar-16M51A0308

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3D MODELING OF CRANKSHAFT USING CATIA SOFTWARE

ABSTRACT

The main objective of this project is to study the performance of the forged steel crankshaft. Crank
shaft is one of the most important moving parts with a complex geometry in internal combustion
Engine. It converts the reciprocating displacement of the piston into a rotary motion. When
combustion takes place in the engine, there by high temperature and pressure will be developed
inside the engine cylinder. Due to high speed and high loads, the piston is subjected to large
structural stresses, which influences the crank. A three-dimensional model of diesel engine
crankshaft is developed by using CATIA software.

5
 Table of Content

S.No Chapter Name Page.No

1 Introduction
1.1 Power Cycle
1.2 Otto cycle
1.3 Diesel Cycle
1.4 History of Internal Combustion Engine
1.5 Types of Internal Combustion Engine
1.5.1 Compression Ignition Engine
1.5.2 Spark Ignition Engine
1.6 Stroke Categorization
1.6.1 Two Stroke Engine
1.6.2 Four Stroke Engine
1.7 Advantages
1.7.1 Two Stroke
1.7.2 Four Stroke
1.8 Disadvantages
1.8.1 Two Stroke
1.8.2 Four Stroke
1.9 Main Components of the Engine
1.9.0 Piston
1.9.1 Piston Rings
1.9.2 Connecting Rod
1.9.3 Crank Shaft
1.9.4 Cam Shaft

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S.no Chapter Names Page No
2 Crank Shaft
2.1 Function of Crank Shaft in IC Engine
2.2 Stress on Crank Shaft
2.3 Service Load and Failures Experienced by Crank Shaft
2.4 History of Crank Shaft
2.5 Dynamic Stress Analysis of the Crank Shaft

3 Lecture Review
3.1 Materials and Manufacturing Process
3.2 Forging Process and Influcing Paraeters
3.2.1 Lubrications
3.2.2 Shape Completely in Forging
3.2.3 Heat Treatment
3.2.4 Straightening and Coinig
3.3 Operating Conditons and Failures of Crank Shaft
3.4 Manufacturing and Cost Consideration
3.5 Geometric Optimization
3.6 Material and Cost Optimization

4 Modelling Of Crank Shaft

4.1 Introduction of Catia
4.2 Industries using Catia
4.3 Scope of Applictions
4.4 Mechanical Engineering
4.5 Equipment Designing
4.6 Supported Operating System and Platforms
4.7 Design Procedure
4.7.1 Selecting the Module
4.7.2 Selection of Palne
4.7.3 Padding the Cycle
4.7.4 After Padding the Cycle
4.7.5 Draw the Elongated Hole of 20mm and Center Distance
27mm
4.7.6 Draw the Circle 30mm from the Front Plane
4.7.7 Now Repeat the Previous Steps from the First Half of the
Crank Shaft
4.7.8 Now Mirror the Image the Semi Finished Part Body
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4.7.9 Complete Part Body of Crank Shaft
5 Conclusion
6 References

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 CHAPTER-1
__________________________________________________________

INTRODUCTION

Today, typical combustion engines have efficiencies ranging from 20%-30% at part-load
operating conditions, resulting in wasted energy. New internal combustion engines being
developed have the potential to reach part-load brake thermal efficiencies of 50% [1]. Internal
combustion engines have been prevalent since 1890, but emission laws established in the twentieth
century led to the downfall of these engines as they were environmentally unfriendly. They
consumed a lot of fuel resulting in many emissions. The technology then was unable to handle
these emissions – catalyst plugging made it hard to convert nitrogen oxides. Today, they are being
reconsidered for use due to their potential thermal efficiency, low emissions, power density, and
cost advantages. Developments for such engines are underway as seen in opposed piston two
strokes, split cycle types, and variable-compression-ratio engines. This report will focus on the
advantages of the opposite-piston engine. The focus in the new design is thermal and emission
management.

In this design, two pistons operating with opposed motion are placed in one cylinder. As
the pistons move away from each other, the intake and exhaust ports are activated. This enables
efficient air scavenging. As the pistons move towards each other, the fuel-air mixture gets
compressed, and ignition occurs. These results in the power stroke, which movies the pistons away
from each other, and the cycle repeats. Firstly, many significant improvements were applied to
cylinder bore materials and finishing to reduce oil consumption [2]. Piston rings now have a
different location in the engine and are made of steel rather than cast iron in order to account for
the high temperatures it must withstand. This, coupled with the use of synthetic oils, and the proper
management of cylinder bore oil impingement have made reduced oil consumption possible.

9
 Secondly, selective catalytic reduction techniques were implemented in order to efficiently
convert nitrogen oxides. By introducing oils that are low in ash and phosphorous content, catalyst
plugging was notably reduced [2].Thirdly, the simplicity of manufacturing asymmetrical nozzle
hole injectors coupled with higher fuel injection pressures allows the injected fuel to find more air
within the combustion chamber. Better mixing of the fuel and air results in advantages in power
transmission, emissions, and fuel consumption [2].Lastly, it was noted that in the current engine
style, the cylinder head was a key source of losses in the engine

. In an opposed piston engine, two pistons with opposed motion work in one cylinder with
no use for a cylinder head. Experimenting with different cylinder configurations worked favorably.
All the configurations performed exceptionally, and some were found to have added benefits such
as zero cyclic torque recoil.

1.1 POWER CYCLE

The aim of this report is to introduce the fundamentals of Internal Combustion Engines
(ICE). The report traces the mechanism of operation of ICE and its different kinds based on the
operation mechanism, specially the two stroke and four stroke engines. It also involves the
thermodynamics relations that govern the processes of these engines, highlighting two main
important cycles, which are: Otto Cycle and Diesel cycles. Thus, it uses both cycles to introduce
the second categorization of ICE based on the thermodynamic relations, introducing Gasoline
engines and Diesel engines. There are two main cycles based on which we can categorize internal
combustion engines, which are: Otto cycle and Diesel cycle

1.2 OTTO CYCLE

Otto cycle is the typical cycle for most of the cars internal combustion engines that work
using gasoline as a fuel. Otto cycle is exactly the same one that was described for the four-stroke
engine. It consists of the same four major steps: Intake, compression, ignition and exhaust.

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 Fig 1.1. PV Diagram of Otto cycle

On the PV-diagram,
1-2: Intake: suction stroke
2-3: Isentropic Compression stroke
3-4: Heat addition stroke
4-5: Exhaust stroke (Isentropic expansion)
5-2: Heat rejection
The distance between points 1-2 is the stroke of the engine. By dividing V2/V1, we get:

Where is called the compression ratio of the engine. The efficiency is taken to be:

1.3 DIESEL CYCLE

In the Diesel Cycle, named after Rudolf Christian Karl Diesel (1858-1913), only air is
admitted in the intake stroke. The air is then adiabatically compressed, and fuel is injected into to
the hot air in the form of many small drops (not a vapor). Each drop burns over a small time, giving
an approximation of a isobaric explosion. The explosion pushes the cylinder outwards. The power
stroke, valve exhaust, and exhaust stroke which follow are identical to those in the Otto Cycle.

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 Fig 1.2. P-V diagram of Diesel cycle

A - 1 to 2: Isentropic compression
B - 2 to 3: Reversible constant pressure heating
C - 3 to 4: Isentropic expansion
D - 4 to 1: Reversible constant volume cooling

In other words, the only difference between is the Otto engine and diesel engine is that the
latter does not require a spark plug to ignite the fuel; the fuel here is ignited under the effect of
increase in pressure and temperature. In Diesel engines, compression ratios are as high as 22.5 to
1, where for Otto engines it normally does not reach even one fifth that number.

1.4 HISTORY OF INTERNAL COMBUSTION ENGINE

17th century: Christian Huygens designs gunpowder to drive water pumps, to supply 3000
cubic meters of water/day for the Versailles palace gardens, essentially creating the first idea of a
rudimentary internal combustion piston engine.1798: Tippu Sultan, the ruler of the city-state of
Mysore in India, uses the first iron rockets against the British Army.

The internal combustion engine was invented by Jean Joseph Etienne Lenoir (Belgian
Born). Lenoir made the first internal combustion engine that provides a reliable and continuous
source of power, which was the gas engine using coal gas, in 1860, in France.

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 The first practical internal combustion engine based heavily on experience from the
production of steam engines. The engine had a horizontal cylinder; slide valves were used to draw
in the fuel-air mixture; and it was double acting, the mixture being fed into the cylinder alternately
at either end of the piston. Once it is in the cylinder the mixture was ignited by electric sparks
generated at spark plugs by a coil and a battery. This ignition system, a primitive ancestor of
modern electric ignition, was unreliable. Because the first internal combustion engine was
unreliable, many later pioneers made improvements of the first internal combustion engine. As a
result many new engines were made. Such engines were the two and four stroke engine and the
petrol engine. Siegfried Marcus in Austria in 1864 was able to create an engine that uses petrol as
a fuel. The first internal combustion engine is the basic form for modern car engines. Now a day’s
all engines and industries use the connecting rods for power transmission purpose.

1.5 TYPES OF INTERNAL COMBUSTION ENGINES

1.5.1 Compression Ignition Engine:

Fig1.3. compression ignition engine

 The Compression Ignition (CI) engines work on the principle founded by Rudolf Diesel in the year
1892.

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  In a diesel engine, compression ratios ranging from 14:1 to as high as 24:1 are commonly used.
The higher compression ratios are possible because only air is compressed, and then the fuel is
injected. This is one of the factors that allow the diesel engine to be so efficient.
 Diesel engines are not self-speed-limiting because the air (oxygen) entering the engine is always
the maximum amount

1.5.2 Spark Ignition Engine:

Fig1.4. spark ignition engine.

 The Spark Ignition (SI) engines work on the principle of cycle of operations invented by Nicolas A.
Otto in the year 1876.
 In a gasoline engine the compression ratio (which controls the compression temperature) is
limited by the air-fuel mixture entering the cylinders. The lower ignition temperature of gasoline
will cause it to ignite (burn) at a compression ratio of less than 10:1. The average car has a 7:1
compression ratio.
 Gasoline engines are self-speed-limiting, due to the method the engine uses to control the
amount of air entering the engine.

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1.6 STROKE CATEGORIZATION

The stroke is defined as the length of the path that the piston goes through inside the
cylinder. The upper end of the cylinder is referred to as the Top Dead Centre (TDC), and the lower
end is referred to as the Bottom Dead Center (BDC). Using the crankshaft mechanism, the linear
motion that comes out from the piston due to the combustion is converted into rotational motion.

Following is the explanation of the two-stroke and four-stroke engines.

1.6.1 Two-stroke engines

Two stroke engines are normally found in low power vehicles, such as: garden equipment,
jet skis, and some motorcycles engines. From its name, the two-stroke engine refers to a type of
an engine in which the process of combustion of a fuel and the liberation of mechanical energy
takes place in only two strokes of the piston, the first goes from the top dead centre to the bottom
Dead centre, and vice versa for the second stroke. Starting from the point at which compressed
fuel/air/oil mixture exists inside the piston, a spark is ignited from the spark plug, hence
combustion. Combustion produces large energy that pushes the piston downward and exhaust
gases are formed out of the combustion. Thus, the engine starts its first stroke in which it delivers
power using the Crankshaft and exhaust gases are liberated out of the cylinder from the exhaust
valve.

A two-stroke engine is an internal combustion engine that

completes the process cycle in one revolution of the crankshaft (an up stroke and a down stroke of
the piston.

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 Fig 1.5. two stoke engine

1st stroke

The compressed fuel-air mixture ignites and thereby the piston is pressed down. At the
same time the intake port is covered by the piston. Now the new mixture in the crankcase becomes
pre-compressed. Shortly before the piston approaches the lower dead centre, the exhaust port and
the overflow conduit are uncovered. Being pressurized in the crankcase the mixture rushes into the
cylinder displacing the consumed mixture (exhaust now).

2nd stroke

The piston is moving up. The overflow conduit and the exhaust port are covered; the
mixture in the cylinder is compressed. At the same time new fuel-air mixture is sucked into the
crankcase. By means of a crank shaft the up and down motion is converted into a rotational motion.
As the piston proceeds downward, another valve is opened which is the fuel/air valve. Air/fuel/oil
mixtures come from the carburettor, where it was mixed, to rest in an adjacent fuel Chamber. When
the piston moves downward more and the cylinder has no more gases, fuel mixture starts to flow
16
to the combustion chamber and the second process of fuel compression starts. It is worth
mentioning that the design carefully considers the point that fuel-air mixture should not mix with
the exhaust. Therefore, the processes of fuel injection and exhausting should be synchronized to
avoid the concern. It should be noted that the piston has three functions in its operation:

1. The piston acts as the combustion chamber with the cylinder, and it also compresses the air/fuel
mixture and receives back the liberated energy and transfers it to the crankshaft.

2. The piston motion creates a vacuum in order to such the fuel/air mixture from the carburettor,
and pushes it from the crankcase (adjacent chamber) to the combustion chamber.

3. The sides of the piston are acting like the valves, covering and uncovering the intake and exhaust
ports drilled into the side of the cylinder wall.

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1.6.2 Four stroke engines

Fig1.6. four stroke engine

1) Suction stroke: At the start of the suction stroke the piston is located at top dead centre
position. As it moves down, the inlet valve located in the cylinder head opens, while the
exhaust valve remains closed. From the inlet valve, air is drawn into the cylinder which
continues until the piston reaches bottom dead centre or the bottom most position inside
the cylinder. At this Point the suction stroke completes and the suction or inlet valve closes.

2) Compression stroke: During the compression stroke the piston starts moving in upward
and compresses the air in the clearance volume. While in the case of spark ignition (SI)
engines, the compression ratio is about 6-10, the CI engine this ratio is about 16-20. This
clearly indicates that the compression pressure exerted in the CI engines is much more than
in SI engines.

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3) Expansion stroke: Towards the end of the compression stroke, the fuel is injected into the
clearance volume. Due to excessively high pressures, the fuel starts burning instantly, creating
large amounts of thermal energy, which further raises the pressure. Because of this pressure the
piston starts moving down. The fuel injection rate is such that the pressure inside the cylinder is
maintained constant even though the piston moves down. The expansion stroke ends when the
piston reaches the bottom position. During this stroke the inlet and exhaust valves remain closed.

4) Exhaust stroke: After the expansion stroke a number of residual gases are left in the cylinder
and need to be cleared from of the cylinder. During the exhaust stroke the exhaust valve opens due
to the difference between the atmospheric pressure and the pressure of exhaust gases inside the
cylinder. As the piston moves from the bottom to the top position the exhaust gases are swept out
of the cylinder. When the piston reaches the topmost position all the exhaust gases are released.
As the piston starts moving down, the inlet valves open and fresh air is drawn into the cylinder.

In this way, the cycle of operation of the CI engine keeps on repeating without any hindrance.
Since large amounts of pressure are generated inside the CI engines these engines, there is a need
to have CI engines be sturdier than SI engines.

1.7 ADVANTAGES:

1.7.1 Two stroke

1. High power to weight ratio

2. Less number of stroke per circle
3. Less moving parts eg no valve mechanism
4. High speed engine due to less moving parts
5. Low service and overhaul cost due to less number of parts

1.7.2 Four stroke

1. More torque even at idling speed

2. No scavenging problems
3. No fresh mixture escaping with exhaust gases.

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1.8..DISADVANTAGES
1.8.1 Two stroke

1. Scavenging problem
2. Fresh mixture is escaping with exhaust gases during exhaust stroke
3. Non stable at idling speed

1.8.2 Four stroke

1. Low power to weight ratio

2. More moving parts, not suitable for high speed
3. More number of stroke per circle
4. High service and overhaul cost due to more parts.

1.3 Main components of the engine

1.3.0 Piston

Piston is one of
the main parts in the engine. Its purpose is to transfer force from expanding gas in the cylinder to the
crankshaft via a connecting rod.
Since the piston is the main reciprocating part of an engine, its movement creates an imbalance. This
imbalance generally manifests itself as a vibration, which causes the engine to be perceivably harsh. The
friction between the walls of the cylinder and the piston rings eventually results in wear, reducing the
effective life of the mechanism. The sound generated by a reciprocating engine can be intolerable and as
a result, many reciprocating engines rely on heavy noise suppression equipment to diminish droning and
loudness.

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 Figure1.3.0: Piston
Pistons are commonly made of a cast aluminium alloy for excellent and lightweight thermal conductivity.
Thermal conductivity is the ability of a material to conduct and transfer heat. Aluminium expands when
heated and proper clearance must be provided to maintain free piston movement in the cylinder bore.
Insufficient clearance can cause the piston to seize in the cylinder. Excessive clearance can cause a loss of
compression and an increase in piston noise.
A piston pin is a hollow shaft that connects the small end of the connecting rod to the piston. The skirt of
a piston is the portion of the piston closest to the crankshaft that helps align the piston as it moves in the
cylinder bore. Some skirts have profiles cut into them to reduce piston mass and to provide clearance for
the rotating crankshaft counterweights.

1.3.1 Piston Rings

A ring groove is a recessed area located around the perimeter of the piston that is used to retain a piston
ring. Ring lands are the two parallel surfaces of the ring groove which function as the sealing surface for
the piston ring. A piston ring is an expandable split ring used to provide a seal between the piston an the
cylinder wall. Piston rings are commonly made from cast iron. Cast iron retains the integrity of its original
shape under heat, load, and other dynamic forces. Piston rings seal the combustion chamber, conduct
heat from the piston to the cylinder wall, and return oil to the crankcase. Piston ring size and configuration
vary depending on engine design and cylinder material. A piston ring must provide a predictable and
positive radial fit between the cylinder wall and the running surface of the piston ring for an efficient seal.
The radial fit is achieved by the inherent pressure of the piston ring. The piston ring must also maintain a
seal on the piston ring lands.

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 Figure1.3.1: Piston Rings
In addition to inherent pressure, a piston ring seals the combustion chamber through applied pressure.
Applied pressure is pressure applied from combustion gases to the piston ring, causing it to expand. Some
piston rings have a chamfered edge opposite the running surface. This chamfered edge causes the piston
ring to twist when not affected by combustion gas pressures.

1.3.2 Connecting Rod

The connecting rod is a major link inside of a combustion engine. It connects the piston to the crankshaft
and is responsible for transferring power from the piston to the crankshaft and sending it to the
transmission. There are different types of materials and production methods used in the creation of
connecting rods. The most common types of connecting rods are steel and aluminum. The most common
type of manufacturing processes are casting, forging and powdered metallurgy. The most common
connecting rod found in production vehicle engines is a cast rod. This type of rod is created by pouring
molten steel into a mold and then machining the finished product. This type of rod is reliable for lower
horsepower producing engines and is the least expensive to manufacture. The cast rod has been used in
nearly every type of engine, from gasoline to diesel, with great success.

Figure1.3.2: Connecting Rod

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1.3.3 Crankshaft
The crankshaft is the part of an engine which translates reciprocating linear piston motion into rotation.
To convert the reciprocating motion into rotation, the crankshaft has crankpins, additional bearing
surfaces whose axis is offset from that of the crank, to which the “big ends” of the connecting rod from
each cylinder attach. It typically connects to a flywheel, to reduce the pulsation characteristic of the
fourstroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce the
torsion vibrations often caused along the length of the crankshaft by the cylinders farthest from the
output end acting on the torsion elasticity of the metal.

Figure1.3.3: Crank shaft

The engine's crankshaft is made of very heavy cast iron in most cases and solid steel in very high-
performance engines. The crankshaft's snout must be made very strong to withstand the stress of placing
the crankshaft pulley and the stress created from driving all of the components off of that single pulley.

1.3.4 Camshaft
Camshaft is frequently called “brain” of the engine. This is so because its job is to open and closed at just
the right time during engine rotation, so that the maximum power and efficient cleanout of exhaust to be
obtained. The camshaft drives the distributor to electrically synchronize spark ignition. Camshafts do their
work through eccentric "lobes" that actuate the components of the valve train. The camshaft itself is
forged from one piece of steel, on which the lobes are ground. On single-camshaft engines there are twice
as many lobes as there are cylinders, plus a lobe for fuel pump actuation and a drive gear for the
distributor. Driving the camshaft is the crankshaft, usually through a set of gears or a chain or belt.

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Figure1.3.4: Camshaft
On "overhead valve" engines the lifters move pushrods that move rocker arms that move valve stems.
Lifters can be of several types. The most common are hydraulic, mechanical and roller lifters. Hydraulic
lifters fill with oil that acts as a shock absorber to eliminate clearance in the valve train. These are used in
high-rpm applications. Roller lifters use a roller device at one end and can be hydraulic or mechanical.
They are used in applications where a very fast rate of valve lift is required. The camshaft material should
combine a strong shaft with hard cam lobes. The most widely used material at present is chilled or forged
cast iron.

Chapter 2

__________________________________________________________________
Crankshaft
Crankshaft is a large component with a complex geometry in the engine, which converts the
reciprocating displacement of the piston to a rotary motion with a four link mechanism. Since the
crankshaft experiences a large number of load cycles during its service life, fatigue performance
and durability of this component has to be considered in the design process. Design developments
have always been an important issue in the crankshaft production industry, in order to manufacture
a less expensive component with the minimum weight possible and proper fatigue strength and
other functional requirements. These improvements result in lighter and smaller engines with
better fuel efficiency and higher power output.

2.1Function of Crankshafts in IC Engines

The function of the crankshaft is to translate the linear reciprocating motion of a pistons into the
rotational motion required by the automobile. The crankshaft, connecting rod, and piston
constitute a four bar slider-crank mechanism, which converts the sliding motion of the pistoa
rotary motion. Since the rotation output is more practical and applicable for input to other devices,
the concept design of an engine is that the output would be rotation. In addition, the linear
displacement of an engine is not smooth, as the displacement is caused by the combustion of gas
in the combustion chamber. Therefore, the displacement has sudden shocks and using this input

24
for another device may cause damage to it. The concept of using crankshaft is to change these
sudden displacements to a smooth rotary output, which is the input to many devices such as
generators, pumps, and compressors.

2.2Stress on crankshaft

The various forces acting on the shaft but failure takes place in two positions, bending and twisting.
Firstly, failure may occur at the position of maximum bending; this may be at the centre of the
crank or at either end. In such a condition the failure is due to bending and the pressure in the
cylinder is maximal. Second, the crank may fail due to twisting, so the connecting rod needs to be
checked for shear at the position of maximal twisting. The pressure at this position is the maximum
pressure, but only a fraction of maximal pressure.

2.3Service Loads and Failures Experienced by Crankshafts

Crankshaft experiences large forces from gas combustion. This force is applied to the top of the
piston and since the connecting rod connects the piston to the crankshaft, the force will be
transmitted to the crankshaft. The magnitude of the force depends on many factors which consist
of crank radius, connecting rod dimensions, and weight of the connecting rod, piston, piston rings,
and pin. Combustion and inertia forces acting on the crankshaft cause two types of loading on the
crankshaft structure; torsional load and bending load.

Fig 1.1 crankshaft

25
2.4 History of crankshaft
The earliest evidence, anywhere in the world, for the crank combined with a connecting rod in a
machine appears in the late Roman Hierapolis sawmill from the 3rd century AD and two Roman
stone sawmills at Gerasa, Roman Syria, and Ephesus, Asia Minor (both 6th century AD).On the
pediment of the Hierapolis mill, a waterwheel fed by a mill race is shown powering via a gear train
two frame saws which cut rectangular blocks by the way of some kind of connecting rods and,
through mechanical necessity, cranks. The accompanying inscription is in Greek.

2.5 Dynamic stress analysis of the Crankshaft

The crankshaft experiences a complex loading due to the motion of the connecting rod, which
transforms two sources of loading to the crankshaft. The main objective of this study was the
optimization of the forged steel crankshaft which requires accurate magnitude of the loading on
this component that consists of bending and torsion. The significance of torsion during a cycle and
its maximum compared to the total magnitude of loading should be investigated to see if it is
essential to consider torsion during loading or not.

26
 CHAPTER 3
__________________________________________________________________
LITERATURE REVIEW

An extensive literature review on crankshafts was performed Zoroufi and Fatemi et.al[1].
Their study presents a literature survey focused on fatigue performance evaluation and
comparisons of forged steel and ductile aluminium alloy crankshafts. Their survey included a
review of the effect of influential parameters such as residual stress on fatigue behaviour and
methods of inducing compressive residual stress in crankshafts. The common crankshaft material
and manufacturing process technologies in use were compared with regards to their durability
performance. This was followed by a discussion of durability assessment procedures used for
crankshafts, as well as bench testing. In their literature review, geometry optimization of
crankshafts, cost analysis and potential cost saving opportunities are also briefly discussed

Fig 2.1 Automotive Crank shaft

3.1 Materials and Manufacturing Processes
The major crankshaft material competitors currently used in industry are forged steel, and cast
iron. Comparison of the performance of these materials with respect to static, cyclic, and impact
loading are of great interest to the automotive industry. A comprehensive comparison of
manufacturing processes with respect to mechanical properties, manufacturing aspects, and
finished cost for crankshafts has been conducted by Zoroufi and Fatemi (2005). Crankshaft are
made of forged steel.Forged crankshafts are frequently used in situations where a superior product
is required. Custom forged crankshafts are used in many industrial applications, including the

27
pump industry and the oil & gas industry. Forged crankshafts are generally superior to cast
crankshafts or turned crankshafts, but more costly to mass produce and are often custom-made by
open die forging crankshaft manufacturers.

3.2 Forging Process and the Influencing Parameters

Forging is the term for shaping metal by plastic deformation. Cold forging is do neat low
temperatures, while conventional hot forging is done at high temperatures, which makes metal
easier to shape. Cold forgings are various forging processes conducted at near ambient
temperatures, such as bending, cold drawing, cold heading, coining, and extrusion to produce
metal components to close tolerances and net shape. Warm forging is a modification of the cold
forging process where the work piece is heated to a temperature significantly below the typical hot
forging temperature, ranging from 500º C to 750º C.

3.2.1 Lubrication
In hot forging, in addition to lubrication effects, the effects of die chilling or heat transfer from the
host material to the colder dies must be considered. Therefore, values of the friction factor, or
coefficient of friction, obtained under certain forging conditions may not be applicable under other
conditions. For example, for a given lubricant, friction data obtained in hydraulic press forging
cannot be useful in mechanical press or hammer forging, even if the die and billet temperatures.

3.2.2 Shape complexity in forging

Metal forming fundamental and application carried out by Alan et.al [2] on cylinder crankshaft is
consider to have a complex geometry. The main objective of forging process design is to ensure
adequate flow of the metal in the dies so that the desired finish part geometry can be obtained
without any external or internal defects. Metal flow is greatly influenced by part or dies geometry.
Often, several operations are needed to achieve gradual flow of the metal from an initially simple
shape (cylinder or round cornered square billet) into the more complex shape of the final forging.

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3.2.3 Heat treatment
All hot forged parts receive a certain amount of heat treatment in the process of being forged and,
thereafter, may be used without additional heat treatment. For maximum usefulness, however,
many forgings are heat treated one or more times before being put into service. For instance,
bearing sections and fillet areas on crankshafts are heat treated in order to improve fatigue and
wear properties of the material at these certain locations. Usually forgings are heat treated before
and after their machining. The purpose of the initial treatment is to secure uniform structure of the
metal and contribute to ease of machining of the forged part. For example, forged tools must be
hard and tough; consequently, they must receive final hardening and tempering treatments.

3.2.4 Straightening and coining

When the flash is trimmed from the drop forging, the shape may become distorted, which common
in forged crankshafts because of geometry section changes and non-uniform is cooling during
forging process. Correction of this condition may be necessary. Correction to a certain degree may
be accomplished by hammering the distorted forging in a special re-striking die. The correction is
made while the forging cools. Other re-striking operations, called coining, are conducted on
powerful and accurate presses after the forgings have cooled to room temperature. The forgings
are brought to the correct size and shape in these presses, and final machining operations ordinarily
performed are either entirely or partially eliminated

3.3 Operating Conditions and Failure of Crankshafts

Crankshaft is one of the largest components in the internal combustion engine that has a complex
geometry consisting of cylinders as bearings and plates as the crank webs. Geometry section
changes in the crankshaft cause stress concentration at fillet areas where bearings are connected to
the crank webs. In addition, this component experiences both torsional and bending load during
its service life. Therefore, fillet areas are locations that experience the most critical stresses during
the service life of the crankshaft. As a result, these locations are main sections of fatigue failure of
the component. The size of a crankshaft depends on the number of cylinders and horsepower output
of the engine. The size of the crankshaft could range from 3.2 kg for a single cylinder engine with
the output power of 12 hp, to 300 tons for a four-cylinder diesel engine with the output power
of108,920 hp.

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3.4 Manufacturing, and Cost Considerations
Crankshaft is among large volume production components in the internalcombustion engine
industry. Weight and cost reduction of this component will result inhigh cost savings. Weight
reduction of a crankshaft will also increase the fuel efficiency of the engine.

3.5 Geometry optimization

Development of the DCI crankshaft for the Nissan 60° V-6 engine was studied by Uchida and
Hara (1984). It was aimed to reduce the web thickness while maintaining the performance of the
crankshaft used before. This resulted in shortening the engine length. They used the finite element
method to perform structural analyses. The analyses were necessary to set the absolute minimum
dimensions for the cylinder pitch as well as each of the parts.

3.6 Material and cost optimization

An extensive study was performed on material alternatives for the automotive crankshaft based on
manufacturing economics. They considered steel forging, nodular cast iron, micro-alloy forging,
and tempered ductile iron casting as manufacturing options to evaluate the cost effectiveness of
using these alternatives for crankshafts.

Figure 2.2 Crankshaft workpiece and lower forging die for a four-cylinder crankshaft.

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 CHAPTER 4

__________________________________________________________

MODELLING OF CRANKSHAFT

4.1 Introduction of CATIA

CATIA (Computer Aided Three-dimensional Interactive Application) is a multi-platform
CAD/CAM/CAE commercial software suite developed by the French company Dassault Systems.
CATIA completes in the CAD/CAM/CAE market with Siemens NX, Pro/E, Autodesk Inventor,
and Solid Edge as well as many others.

4.2 Industries using CATIA:

CATIA can be applied to a wide variety of industries, from aerospace and defense, automotive,
and industrial equipment, to high tech, shipbuilding, consumer goods, plant design, consumer
packaged goods, life sciences, architecture and construction, process power and petroleum, and
services.CATIA V4, CATIA V5, Pro/E, NX (formerly Unigraphics), and Solid Works are the
dominant systems
4.3 Scope of application:
Commonly referred to as 3D Product Lifecycle Management software suite, CATIA supports
multiple stages of product development (CAX), from conceptualization, design (CAD),
manufacturing (CAM), and engineering (CAE). CATIA facilitates collaborative engineering
across disciplines, including surfacing & shape design, mechanical engineering, equipment and
systems engineering.

4.4 Mechanical engineering:

CATIA enables the creation of 3D parts from 3D sketches, sheet metal, composites, and molded,
forged or tooling parts up to the definition of mechanical assemblies. It provides tools to complete
product definition, including functional tolerances, as well as kinematics definition.
4.5 Equipment design:
CATIA facilitates the design of electronic, electrical as well as distributed systems such as fluid
and HVAC systems, all the way to the production of documentation for manufacturing.

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 4.6 Supported operating systems and platforms:

 CATIA V6 runs only on Microsoft Windows and Mac OS with limited products.
 CATIA V5 runs on Microsoft Windows (both 32-bit and 64-bit), and as ofRelease 18Service
Pack4 on Windows Vista 64.

 CATIA V4 is supported for those Unixes and IBM MVS and VM/CMS mainframe platforms
up to release 1.7.

 CATIA V3 and earlier run on the mainframe platforms.

4.7Design procedure:
To start CATIA there may be icon on the desktop or you may have to look in start menu at the
bottom of leaf of the screen windows taskbar.

Fig 4.1 CATIA SCREEN

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Now click to the start button at the top of the toolbar it shows different modules as shown in below
figure for modelling select ‘mechanical design’ in that again select it shows options as shown
below select ‘part design’.

4.7.1 Selecting the module

After selecting the part design module screen is as shown is below figure 1 in the screen there will
be three planes XY, YZ and ZX planes. The XY plans represent top or bottom view, the YZ plane
represent front or back view and ZX plane represent right side or left side view. In that three planes
select zx-plane and select sketcher.

Fig 4.2 selecting the model

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4.7.2 Selection of plane

Draw the circle diameter of 30 mm in a front plane:

Fig 4.3 selection of plane

4.7.3 Padding the circle:

Fig 4.4 apply pad option

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4.7.4 After padding the circle:

Fig 4.5 padding the circle

4.7.5 Draw the elongated hole of 20mm and the center distance 27mm

Fig 4.6 Draw elongated hole

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4.7.6 Draw the circle 30mm from the front plane:

Fig 4.7 Draw circle

4.7.7 Now repeat the previous steps to form the first half of the crankshaft.

Fig 4.8 First half of the crankshaft

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4.7.8 Now mirror image the semi-finished part body.

Fig 4.9 Mirror image of the crankshaft

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4.7.9 Complete part body of crankshaft:

Fig 4.10 final part of the crankshaft

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 Conclusions:5

In the present project a Modified crankshaft has been designed and Using catia v5 r20 software
design the crankshaft with standard measurements and observing the above design creating the 2D
sketches using catia sketcher workbench then converting into 3D solid model using part design.
Complete model design using catia software with standard measurements

References:6
1.Zoroufi and fatemi et.al[1], focused on fatigue performance evaluation and comparsion
materials.
2.Altan, et.al[2]“Metal Forming Fundamentals and Applications,” American Society for Metals,
Metal Park, OH, USA.
3.Baxter, W. J., 1993, “Detection of Fatigue Damage in Crankshafts with the Gel
Electrode,” SAE Technical Paper No. 930409, Society of Automotive Engineers,
Warrendale, PA, USA.
4.Borges, A. C., Oliveira, L. C., and Neto, P. S., 2002, “Stress Distribution in a Crankshaft
Crank Using a Geometrically Restricted Finite Element Model,” SAE Technical Paper
No. 2002-01-2183, Society of Automotive Engineers, Warrendale, PA, USA.
5.Burrell, N. K., 1985, “Controlled Shot Peening of Automotive Components,” SAE
Technical Paper No. 850365, Society of Automotive Engineers, Warrendale, PA, USA.
6.Chien, W. Y., Pan, J., Close, D., and Ho, S., 2005, “Fatigue Analysis of Crankshaft
Sections Under Bending with Consideration of Residual Stresses,” International Journal
of Fatigue, Vol. 27, pp. 1-19.
7.Nallicheri et.al on material alternatives for the automotive crankshaft based on manufacturing
economics.

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