STRESS ANALYSIS OF CRANK SHAFT BY USING FINITE ELEMENT MODELLING

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1 International Journal of Mechanical Engineering and Technology (IJMET) Volume 9, Issue 11, November 2018, pp , Article ID: IJMET_09_ Available online at aeme.com/ijmet/issues.asp?jtype=ijmet&vtype= =9&IType=11 ISSN Print: and ISSN Online: IAEME Publication Scopus Indexed STRESS ANALYSIS OF CRANK SHAFT BY USING FINITE ELEMENT MODELLING S. Ayyappan Assistant Professor, Department of Mechanical Engineering, M. Gnanasekaran Assistant Professor, Department of Mechanical Engineering, P. Booneshwaran Assistant Professor, Department of Mechanical Engineering, V. Thirunavukkarasu Principal, Department of Mechanical Engineering, C. Arumugam Assistant Professor, Department of Mechanical Engineering, ABSTRACT Crank shaft is the large component with a complex geometry in the engine. The bending and torsion of the crankshaft are considered to be one of the main contributors for the failure of the crankshaft in an engine. The main objective of this research is to investigate the stress analysis for forged steel and cast iron crankshaft. Three dimensional solid modelling of the crankshafts by using solid edge modelling software was carried out initially. Finite element method and stress analysis like load applying on the crank pin, crank web etc.., and the numerical solution was done by ANSYS work bench environment which is a finite element analysiss package. The results from ANSYS are to be compared with theoretical values. Finally, the forged steel and cast iron stress analyzing results were compared. Keywords: FEM, Stress Analysis, Forged Steel, Cast Iron, ANSYS editor@iaeme.com

2 S. Ayyappan, M. Gnanasekaran, P. Booneshwaran, V. Thirunavukkarasu and C. Arumugam Cite this Article: S. Ayyappan, M. Gnanasekaran, P. Booneshwaran, V. Thirunavukkarasu and C. Arumugam, Stress Analysis of Crank Shaft by Using Finite Element Modelling, International Journal of Mechanical Engineering and Technology, 9(11), 2018, pp INTRODUCTION 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. 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. These improvements result in lighter and smaller engines with better fuel efficiency and higher power output. This study was conducted on a single cylinder four stroke cycle engine. Two different crankshafts from similar engines were studied in this project. The finite element analysis was performed in four static steps for each crankshaft. Stresses from these analyses were used for superposition with regards to bending and torsion load applied to the crankshaft. The crankshaft, connecting rod, and piston constitute a four bar slider-crank mechanism, which converts the sliding motion of the piston (slider in the mechanism) to a 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 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. 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. 2. LITERATURE REVIEW Dynamic load analysis of the crankshaft was investigated. This includes a discussion of the loading sources; as well as importance of torsion load produced relative to bending load. Finite Element (FE) modelling of the crankshaft is presented next including a discussion of static versus dynamic load analysis as well as the boundary conditions used. Result from the FE model are then presented which includes identification of the critically stressed location should also be mentioned that the use of a flywheel helps in smoothing the shocks [1-4]. One of the most common crankshaft failures is fatigue at the fillet areas due to bending load caused by the combustion. Even with a soft case as journal bearing contact surface, in a crankshaft free of internal flaws one would still expect a bending or Torsional fatigue crack to initiate at the pin surface, radius, or at the surface of an oil hole [5-8]. Due to the crankshaft geometry and engine mechanism, the crankshaft fillet experiences a large stress range during its service life. Gauges with those obtained from strain gauges of a crankshaft in a bench test are also presented. Finally conclusions are drawn based on the analysis is preformed and result presented. In this chapter we have study mostly about load analysis and finite element modelling [9-12]. Variation of stresses over an entire cycle and a discussion of the effects of engine speed as well as torsion load on stresses. A comparison of FEA stresses with those obtained from editor@iaeme.com

3 Stress Analysis of Crank Shaft by Using Finite Element Modelling strain. On durability performance evaluation and comparisons of forged steel and cast iron crankshaft was focused. In this study operating conditions of crank shaft and various failure sources were reviewed, and effect of parameters such as residual stress and manufacturing procedure on the fatigue performance of crankshaft were discussed [13-16]. In addition, durability performance of common crankshaft material and manufacturing process technologies were compare and durability assessment procedure, bench testing and experimental techniques used for crankshaft were discussed. Their review also included cost analysis and potential geometry optimizations of crankshaft [17-20]. In this Literature view we have study about the comparisons of forged steel and cast iron crankshafts analysis. A brief summary of the dynamic loading and stress analysis of the forged steel crankshaft was first considered with details. Then the optimization objectives, constraints and procedure that have been used are described. This is followed by a discussion of material alternatives and the application of compressive residual stress in the fillet area of the crankpin, finally a brief discussion of cost reduction of the optimized crankshaft is provided. In this paper we have brief study about stress analysis and obtained some load condition [21-24]. The gas load is major load coming on the crankshaft hence the objective of this study was to optimize a forged steel crankshaft for its weight, FE analysis approach under the effect of static load comprising the peak gas pressure load, such that equivalent stress amplitude are within the limits of allowable stress. The optimized crankshaft has to be interchangeable with existing on in current engine. Each of these requirement or constraints, are briefly discussed. The gas pressure load used was 102.6KN corresponding to peak cylinder pressure. The gas pressure load is independent on geometry of the crankshaft and depends on piston bore and peak cylinder pressure. Form this study we have studied about the load coming on the crankshaft [25-29]. In this study a failed crankshaft reported by automotive service technicians we examined in order to determine causes of the failure. The crankshaft made of nodular graphite cast iron is used in an automobile with four cylinder 75Hp gasoline engine. General appearance of the crankshaft is seen. A main crack and micro-cracks were determined on the surface of crankpin journal. The crack propagated along surface of the journal in axial direction [30-34]. The tensile properties of crankshaft materials were evaluated by tensile test with shim adz test machine. In this study tensile properties and roughness were studied and compared with the specified properties of the crankshaft materials. In this study with have studied about tensile or axial load and material properties. 3. EXPERIMENT Solid Edge Modelling: Solid Edge Version 20, UGS powerful 3D CAD software application and the design tool of choice for organizations around the world. You will be pleased to know that the extensive Solid Edge user community, comprised of designer s at thousands of companies and universities just like you, now utilize over 200,000 seats of Solid Edge. These organizations Design with Insight - relying on Solid Edge to ease the design of increasingly complex products Solid Edge Environment To make the commands you need more accessible, Solid Edge has separate environments for creating parts, constructing assemblies, and producing drawings. Each environment is selfcontained. For example, all the commands you need to create a drawing are in the Draft environment. The environments are tightly integrated, making it easy to move among them to complete your designs. Types of environment are assembly, sheet metal and draft editor@iaeme.com

4 S. Ayyappan, M. Gnanasekaran, P. Booneshwaran, V. Thirunavukkarasu and C. Arumugam Figure 1Generated Geometry of the Steel Crankshaft 3.2. Stress Analysis and FEM Package Here we discusses geometry generation used for finite element analysis, describes the accuracy of the model and explains the simplifications that were made to obtain an efficient FE model. Mesh generation and its convergence are discussed. Using proper boundary conditions and type of loading are important since they strongly affect the results of the finite element analysis. Identifying appropriate boundary conditions and loading situation are also discussed. Finite element models of two components were analyzed; the cast iron crankshaft and the forged steel crankshaft. Since these two crankshafts are from similar engines, the same boundary conditions and loading were used for both. This facilitates proper comparison of this component made from two different manufacturing processes. The results of finite element analysis from these two crankshafts are discussed Finite Element Modelling Finite element modelling of any solid component consists of geometry generation, applying material properties, meshing the component, defining the boundary constraints, and applying the proper load type. These steps will lead to the stresses and displacements in the component. In this study, similar analysis procedures were performed for both forged steel and cast iron crankshafts

5 Stress Analysis of Crank Shaft by Using Finite Element Modelling Figure 2 Bending Stress Analysis in Cast Iron Crankshaft Figure 3 Model Static Structural Force Image Figure 4 Equivalent Bending Stress Image editor@iaeme.com

6 S. Ayyappan, M. Gnanasekaran, P. Booneshwaran, V. Thirunavukkarasu and C. Arumugam Figure 5 Torsion Stress Analysis in Cast Iron Crankshaft Figure 6 Model Static Structural Force Image Figure 7 Equivalent Torsion Stress Image editor@iaeme.com

7 Stress Analysis of Crank Shaft by Using Finite Element Modelling Table 1 Material Data of Cast-Iron Structural Young s Modulus 1.78e+005 MPa Poisson s Ratio 0.3 Density 7178 kg/mm 3 Thermal Expansion 0.1/ o C Thermal Thermal Conductivity 0 W/mm. o C Specific heat 0 J/kg. o C Electromagnetics Relative Permeability 0 Resistivity 0 Ohm.mm 4. CONCLUSION The objective of investigating the stress analysis for forged steel and cast iron crankshaft was carried out using numerical as well as simulation analysis. FEM and stress analysis in forged steel crankshaft was carried out using finite element formulation. The comparison of forged steel and cast iron stress analysis results was done. From the observed results the following conclusions were made. There are two different load sources in an engine such as inertia and combustion which causes for both bending and torsional load on the crankshaft. The maximum load occurs at the crank angle of 35 degrees for this specific engine. At this angle only bending load was applied to the crankshaft. The maximum torsional load occurs at the crank web. Maximum bending stress in cast-iron is 1277N/mm and minimum bending stress is 8N/mm. Maximum torsional stress in cast-iron is N/mm and minimum torsional stress is 8N/mm. REFERENCES [1] K. Sandya, M. Keerthi and K. Sriniva. Modeling and stress analysis of crankshaft using FEM package Ansys. International Research Journal of Engineering and Technology, 3(1), 2016, pp [2] Rincle Garg and Sunil Baghla. Finite element analysis and optimization of crankshaft, International Journal of Engineering and Management Research, 2(6), 2012, pp [3] S. Nallusamy, A review on the effects of casting quality, microstructure and mechanical properties of cast Al-Si-0.3Mg alloy. International Journal of Performability Engineering, 12(2), 2016, pp [4] C.M. Balamurugan, R. Krishnaraj, M. Sakhivel, K. Kanthavel, Deepan Marudachalam M.G. and R. Palani. Computer aided modeling and optimization of crankshaft. International Journal of Scientific and Engineering Research, 2(8), 2011, pp [5] Abhishek Choubey and Jamin Brahmbhatt. Design and analysis of crankshaft for single cylinder 4-stroke engine. International Journal of Advanced Engineering Research and Studies, 1(4), 2012, pp [6] R.J. Deshbhratar and Y.R. Suple. Analysis and optimization of crankshaft using FEM. International Journal of Modern Engineering Research, 2(5), 2012, pp [7] Karthikeyan and S. Nallusamy. Experimental analysis on sliding wear behaviour of aluminium-6063 with SiC particulate composites. International Journal of Engineering Research in Africa, 31, 2017, pp editor@iaeme.com

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