A MINI PROJECT REPORT

On

DESIGN AND MODAL ANALYSIS OF CRANKSHAFT

A Dissertation submitted to the Jawaharlal Nehru Technological University, Hyderabad in
partial fulfillment of the requirement for the award of degree of

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
(2015-2016)
BY

ABIJIT GUDA

12C91A0301

ARUP MANDAL

12C91A0308

G SHRAVAN RAJ

12C91A0326

Under the esteemed guidance of

Mr. G. BANU PRAKASH
Associate Professor

DEPT OF MECHANICAL ENGINEERING

HOLY MARY INSTITUTE OF TECHNOLOGY AND SCIENCE
(Approved by AICTE , New Delhi, Affiliated to JNTU, HYDERABAD)
Bogaram(V), Keesara(M), R.R.Dist. 501301.

Holy Trinity Educational Society

HOLY MARY INSTITUTE OF TECHNOLOGY AND SCIENCE

(Approved by AICTE , New Delhi, Affiliated to JNTU, HYDERABAD)

Bogaram(V), Keesara(M), R.R.Dist. 501301

Department of Mechanical Engineering

CERTIFICATE
This is to certify that the project DESIGN AND MODAL ANALYSIS OF
CRANKSHAFT is being submitted by the following students in partial fulfillment
of the requirements for the award of degree of BACHELOR OF TECHNOLOGY in
Mechanical Engineering from Jawaharlal Nehru Technological University,
Hyderabad is a bonafide work carried out during the academic year 2014-1015. The
result embodied in this project report has not been submitted to any other university or
institute for the award of any other degree.

ABIJIT GUDA

12C91A0301

ARUP MANDAL

12C91A0308

G SHRAVAN RAJ

12C91A0326

PROJECT GUIDE

H.O.D

Mr . G. Banu Prakash

Prof. J. Jaya Krishna

External Examiner

ACKNOWLEDGEMENT

We take this opportunity to express our sincere gratitude to G. Banu Prakash,

Asst. Professor, Department of Mechanical Engineering for his valuable
suggestions and guidance given during the execution of this project work. We are
greatly in debt to him for his support, monitoring and the feedback from time to time
during the course of work.
We would like to express our sincere thanks to the entire Department for
providing the necessary facilities when needed. We are also thankful to Raghu sir
from the Mechanical department for his extended help and co- operation regarding the
project and for helping us with their tremendous knowledge. We are also very thankful
to Mr Rohan, project co-ordinator, for the co-operation through out the duration of
our project work.
We would also like to thank all the people who have directly or indirectly
helped us in completing this project.
It is a great experience doing the project in our own college with our own
resources and for providing this we are very thankful to our Principal Dr.N. Subhash
Chandra. We are also very thankful to our Management of Holy Mary Institution
of Technology and science for their support.

-Abijit Guda
-Arup Mandal
- G. Shravan

ABSTRACT

Crankshaft is large volume production component with a complex geometry in the

Internal Combustion (I.C) Engine. This converts the reciprocating displacement of the piston
in to a rotary motion of the crank Crankshaft is one of the critical components for the
effective and precise working of the internal combustion engine.
The modelling of the crankshaft is created using CATIA-V5 Software. Finite element
analysis (FEA) is performed to obtain the variation of stress at critical locations of the crank
shaft using the ANSYS software and applying the boundary conditions. Further it can be
extended for the different materials and static analysis, optimization of crank shaft.
Finite element analysis (FEA) is performed to obtain the variation of stress
magnitude at critical locations of crankshaft. Simulation inputs are taken from the engine
specification chart. The dynamic analysis is done using FEA Software ANSYS which
resulted in the load spectrum applied to crank pin bearing. This load is applied to the FE
model in ANSYS, and boundary conditions are applied according to the engine mounting
conditions. The analysis is done for finding critical location in crankshaft. The relationship
between the frequency and the vibration modal is explained by the modal and harmonic
analysis of crankshaft using FEA software ANSYS.
An attempt is made in this paper to study the Modal analysis on a crankshaft from a four
cylinder 4-stroke I.C Engine. In this paper a dynamic simulation is conducted on a crankshaft
from a four cylinder 4- stroke diesel engine. A three-dimension model of diesel engine
crankshaft is created using CATIA V5 software and analysis is done in ANSYS.

(i)

CONTENTS

Chapter1:Introductionofcrankshaft
Introduction
1 Combustionandinertiaforcesactingoncrankshaft
1.1.1Torsionalload
1.1.2Bendingload
2 Bendingmoment
3 Twistingmoment
4 Theoreticalanalysis
5 Application

Chapter2:Literaturereview
1 Recentdevelopments
2 Theoreticalanalysis
3 Designcalculationforcrankshaft

Chapter3:Methodology
3.1Procedureofmodalanalysis
3.1.1Systemrequirements
3.2CATIA

3.3HistoryofCATIA
3.3.1Releasehistory
3.4ANSYS
3.5ANSYSdata

3.6Materialproperties
Chapter4:Designandmodalanalysis
4.1DesignofcrankshaftinCATIAV5
4.2ModalanalysisofcrankshaftinANSYS

Chapter5:Resultanddiscussions.
Chapter6:ConclusionandFuturescope

References:

1. INTRODUCTION
Crank shaft is a large component with a complex geometry in the I.C engine, which
converts the reciprocating displacement of the piston to a rotary motion with a four bar link
mechanism. Crankshaft consisting of shaft parts, two journal bearings and one crankpin
bearing. The Shaft parts which revolve in the main bearings, the crank pins to which the big
end of the connecting rod are connected, the crank arms or webs which connect the crank
pins and shaft parts. In addition, the linear displacement of an engine is not smooth; as the
displacement is caused by the combustion chamber therefore the displacement has sudden
shocks.
The concept of using crankshaft is to change these sudden displacements to as smooth
rotary output, which is the input to many devices such as generators, pumps and compressors.
It should also be stated that the use of a flywheel helps in smoothing the shocks. 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 crank shaft, the force will be
transmitted to the crankshaft. The magnitude of the forces depends on many factors which
consist of crank radius, connecting rod dimensions, and weight of the connecting rod, piston,
piston rings, and pin.

1.1 Combustion and inertia forces acting on the crankshaft.

1.1.1 Torsional load
In the field of solid mechanics, torsion is the twisting of an object due to an applied torque.
It is expressed in newton metres (Nm) or foot-pound force (ftlbf). In sections perpendicular to
i

the torque axis, the resultant shear stress in this section is perpendicular to the radius. Note that

the highest shear stress occurs on the surface of the shaft, where the radius is maximum. High
stresses at the surface may be compounded by stress concentration such as rough spots. Thus,
shafts for use in high torsion are polished to a fine surface finish to reduce the maximum stress in
the shaft and increase their service life.

1.1.2 Bending load.

Crankshaft must be strong enough to take the downward force of the power stroke
without excessive bending so the reliability and life of the internal combustion engine depend
on the strength of the crankshaft largely. The crank pin is like a built in beam with a
distributed load along its length that varies with crank positions.
Each web is like a cantilever beam subjected to bending and twisting.
1.2 Bending moment
A bending moment is the reaction induced in a structural element when an
external force or moment is applied to the element causing the element to bend. The most
common or simplest structural element subjected to bending moments is the beam. The
example shows a beam which is simply supported at both ends. Simply supported means that
each end of the beam can rotate, therefore each end support has no bending moment. The
ends can only react to the shear load. Other beams can have both ends fixed, therefore each
end support has both bending moment and shear reaction loads. Beams can also have one end
fixed and one end simply supported. The simplest type of beam is the cantilever, which is
fixed at one end and is free at the other end (either simple or fixed). In reality, beam supports
are usually neither absolutely fixed nor absolutely rotating freely.
1.3 Twisting moment.
There are many sources of failure in the engine one of the most common crankshaft
failure is fatigue at the fillet areas due to the bending load causes by the combustion. The
moment of combustion the load from the piston is transmitted to the crankpin, causing a large
bending moment on the entire geometry of the crankshaft. At the root of the fillet areas stress
concentrations exist and these high stress range locations are the points where cyclic loads
could cause fatigue crank initiation leading to fracture.causes shear stress.
1.4 Theoretical analysis
Crankshaft is one of the most important moving parts in internal combustion engine it
is a large component with a complex geometry in the engine, which converts the
reciprocating displacement of the piston into a rotary motion. This study was conducted on a

four cylinder 4- stroke diesel engine. It must be strong enough to take the downward force
during power stroke without excessive bending. So the reliability and life of internal
combustion engine depend on the strength of the crankshaft largely. And as the engine runs,
the power impulses hit the crankshaft in one place and then another.
The torsional vibration appears when a power impulse hits a crankpin toward the front of
the engine and the power stroke ends. If not controlled, it can break the crankshaft. Jian Meng
et al. analysed crankshaft model and crank throw were created by CATIA software and then
imported to ANSYS software.
The crankshaft deformation was mainly bending deformation under the lower frequency.
And the maximum deformation was located at the link between main bearing journal,
crankpin and crank cheeks. Gu Yingkui et al. Researched a three-dimensional model of a
diesel engine crankshaft was established by using PRO/E software. Using ANSYS analysis
tool, it shows that the high stress region mainly concentrates in the knuckles of the crank arm
& the main journal and the crank arm & connecting rod journal ,which is the area most easily
broken. Xiaorong Zhou et al. described the stress concentration in static analysis of the
crankshaft model.
1.5 Application
The stress concentration is mainly occurred in the fillet of spindle neck and the stress of
the crankpin fillet is also relatively large. Based on the stress analysis, calculating the fatigue
strength of the crankshaft will be able to achieve the design requirements. From the natural
frequencies values, it is known that the chance of crankshaft resonant is unlike. This paper
deals with the dynamic analysis of the whole crankshaft. Farzin H. Montazersadgh et al. [8]
investigated first dynamic load analysis of the crankshaft.

2. LITERATURE REVIEW
Rinkle garg and Sunil Baghl. have been analyzed crankshaft model and crank throw were

created by CatiaV5 Software and then imported to ANSYS software. The result shows that
the improvement in the strength of the crankshaft as the maximum limits of stress, total
deformation, and the strain is reduced. The weight of the crankshaft is reduced .There by,
reduces the inertia force. As the weight of the crankshaft is decreased this will decrease the
cost of the crankshaft and increase the I.C engine performance. Abhishekchoubey, and Jamin
Brahmbhatt have been analyzed crankshaft model and 3-dimentional model of the crankshaft
were created by CATIA Software and imported to ANSYS software. The crankshaft
maximum deformation appears at the centre of crankpin neck surface. The maximum stress
appears at the fillets between the crankshaft journals and crank cheeks and near the central
point journal. The edge of main journal is high stress area. R. J. Deshbhratar, and Y.R Suple.
have been analyzed 4- cylinder crankshaft and model of the crankshaft were created by
CATIA Software and then imported to ANSYS software
The maximum deformation appears at the centre of crankshaft surface. The maximum
stress appears at the fillets between the crankshaft journal and crank cheeks, and near the
central point. The edge of main journal is high stress area. The crankshaft deformation was
mainly bending deformation under the lower frequency. And the maximum deformation was
located at the link between main bearing journal and crankpin and crank cheeks. So this area
prones to appear the bending fatigue crack
C.M. Balamurugan et al has been studied the Computer aided Modelling and Optimization
of crankshaft and compare the fatigue performance of two competing manufacturing
technologies for automotive crankshafts, namely forged steel and ductile cast iron.
The Three dimensional model of crankshaft were created by solid edge software and then
imported to Ansys software. The optimisation process included geometry changes compatible
with the current engine, fillet rolling and results in increased fatigue strength and reduced
cost of the crankshaft, without changing connecting rod and engine block. Gu Yingkui, Zhou
Zhibo. have been discussed a three-Dimensional model of a diesel engine crankshaft were
established by using PRO/E software and analytical ANSYS Software tool, it shows that the
high stress region mainly concentrates in the knuckles of the crank arm & the main journal
and the crank arm & connecting rod journal ,which is the area most easily broken.

3. METHODOLOGY
3.1 Procedure of modal Analysis

1) First, I have Prepared Part design in catia V5 for crankshaft and Save as this part as .STP
for Exporting into Ansys Workbench Environment. Import .STP Model in ANSYS
Workbench Simulation Module.
2) Apply Material for Crank Shaft (structured steel).
Material Details
Material Type: - Structured Steel
Youngs Modulus 2E+11
Elongation (%):-13
Poisson ratio:-0.3
Bulk Modulus 1.6667E+11
Shear Modulus 7.6923+10

3.1.1 system requirements

Hardaware

Requirement

Processor

Pentium (min)

RAM

2GB (min)

Hard Disk

60 GB (min)

Operating System

Windows based

3.2 CATIA
CATIA (Computer Aided Three-dimensional Interactive Application) is a multiplatform CAD/CAM/CAE commercial software suite developed by the French company
Assault Systems. Written in the C++ programming language, CATIA is the cornerstone of the
Assault Systems product lifecycle management software suite.
CATIA competes in the CAD/CAM/CAE market with Siemens NX, Pro/E, Autodesk
Inventor, and Solid Edge as well as many others.
Developer(s)
Stable release
Operating
system
Type
License
Website

Dassault Systems
V6R2011x / November 23,
2010
Unix / Windows
CAD software
Proprietary
WWW.3ds.com

Details of CATIA

3.3 HISTORY OF CATIA

CATIA started as an in-house development in 1977 by French aircraft manufacturer
Avions Marcel Dassault, at that time customer of the CADAM CAD software to develop
Dassault's Mirage fighter jet, then was adopted in the aerospace, automotive, shipbuilding,
and other industries.
Initially named CATI (Conception Assisted Tridimensionnelle Interactive - French for
Interactive Aided Three-dimensional Design) - it was renamed CATIA in 1981, when
Dassault created a subsidiary to develop and sell the software, and signed a non-exclusive
distribution agreement with IBM.
In 1984, the Boeing Company chose CATIA as its main 3D CAD tool, becoming its
largest customer.
In 1988, CATIA version 3 was ported from mainframe computers to UNIX.
In 1990, General Dynamics Electric Boat Corp chose CATIA as its main 3D CAD
tool, to design the U.S. Navy's Virginia class submarine.
In 1992, CADAM was purchased from IBM and the next year CATIA CADAM V4
was published. In 1996, it was ported from one to four UNIX operating systems, including
IBM AIX, Silicon Graphics IRIX, Sun Microsystems SunOS and Hewlett-Packard HP-UX.
In 1998, an entirely rewritten version of CATIA, CATIA V5 was released, with
support for UNIX, Windows NT and Windows XP since 2001.
In 2008, Dassault announced and released CATIA V6. While the server can run on
Microsoft Windows, Linux or AIX, client support for any operating system other than
Microsoft Windows is dropped.
3.3.1 Release History
Name/Version
CATIA v4
CATIA v5
CATIA v6

Latest Build Number

R25
R20
R2012

Original Release Date

1993
1998
29/05/2008

versions of CATIA

3.4 ANSYS

Latest Release Date

January 2007
February 2010
May 2011

ANSYS Workbench combines the strength of our core simulation tools with the tools
necessary to manage your projects. You will work with your ANSYS Workbench project on
the main project workspace, called the Project tab. The project is driven by a schematic
workflow, represented visually on a flowchart-like diagram called the Project Schematic. To
build an analysis, you add building blocks called systems to the Project Schematic; each
system is a block of one or more components called cells, which represent the sequential
steps necessary for the specific type of analysis. Once you have added your systems, you can
link them together to share and/or transfer data between systems.

3.5 ANSYS DATA

The main steps involved on Ansys are
Preference
Pre Processor
Solution
Post processor
Each can be explained in detail as below
Preferences
In the first step of the ANSYS the nature of the analysis is to be decided. The various
disciplines occur in the ANSYS graphic user interface are Structural, Thermal, ANSYS Fluid
and Flotran CFD.
Pre processor
The next step in the analysis is Pre-processor which mainly includes the Definition of
the type of Finite element, Definition of the Material properties, modelling of the problem
meshing of the Model.
Solution
The solution stage of the ANSYS mainly includes Type of Analysis, Application of the
boundary conditions and loads. The solution method in the ANSYS varies from one typeof
analysis to another type of analysis.
Post processor
The ANSYS post processor provides a powerful tool for viewing results. The post
processor of the ANSYS is mainly two types

General Post Processor

Time History post Processor

The General Post Processor is mainly used to view the following Criterion.

Read Results
Plot Results
List Results
Query Results
Write Results
For Elemental Table

The Time History Post Processor consists of the following Menu Items

Variable Viewer
List Variables
List Extremes
Graph Variables
Math Operations
Table Operations

The structural analysis of the model mainly classified in to Static and Dynamic Analyses.
Each can be explained in detail below.
Static Analysis
The Analysis used the behaviour of structures under static loading can be analyzed by
employing different types of elements within ANSYS. The nature of the structure dictates the
type of elements utilized in the analysis. Discrete or framed Structures are suitable for
modelling with rod- and beam-type elements. However, the modelling of continuous
structures usually requires a three dimensional model with solid elements.
Dynamic Analysis
The analysis used for the behaviour of the structures under dynamic loading can be
analysed using Dynamic Analysis. It includes the determination of the Mode shapes, natural
frequencies and amplitudes of vibrations of the structural members. There are three
commonly used dynamic analysis types in ANSYS:

Modal Analysis.
Harmonic Analysis.
Transient Analysis.

Modal Analysis
If the structural vibration is of concern in the absence of time-dependent external loads,
a modal analysis is performed. It is is used to determine the natural frequencies and mode
shapes .The main steps involved in Modal Analysis are ,6

Build the model.

Apply loads and obtain the solution

Extract and Expand the modes.

Solve and Review the results.

Harmonic Analysis
When a structure is subjected to cyclic loading, the resulting response is analyzed by
using Harmonic Analysis. It is used to determine the amplitude of vibrations of the structure.
The restrictions on a harmonic analysis are:

All loads must be sinusoidal functions of time.

All loads must have the same frequency.
The structure must exhibit linearly elastic behavior (no geometric and material
nonlinearities).

The main steps involved in Harmonic Analysis are

Build the model.

Apply loads and obtain the solution.
Enter the load step Options
Solve and Review the results.

Transient Analysis
When a structure is subjected to non-cyclic transient loading , the resulting response can
be analyzed by using Transient Analysis. It is used to determine the Amplitudes of the
displacement at a particular node as a function of frequency under harmonic loading.
The main steps involved in Transient Analysis are

Build the model.

Specify initial conditions.
Specify Solution Controls
Apply loads and write Load Step File
Obtain solution from Load Step Files.
Review the Results.

3.6 Material properties

The properties that need to be considered by designers when specifying
steel construction products are:
Strength
Toughness
Ductility
Weldability

Durability.

1. Strength
Yield strength
Yield strength is the most common property that the designer will
need as it is the basis used for most of the rules given in design codes . In
European Standards for structural carbon steels, the primary designation
relates to the yield strength, e.g. S355 steel is a structural steel with a
specified minimum yield strength of 355 N/mm.
2. Toughness
It is in the nature of all materials to contain some imperfections. In
steel these imperfections take the form of very small cracks. If the steel is
insufficiently tough, the 'crack' can propagate rapidly, without plastic
deformation and result in a 'brittle fracture'. The risk of brittle fracture
increases with thickness, tensile stress, stress raisers and at colder
temperatures. The toughness of steel and its ability to resist brittle
fracture are dependent on a number of factors that should be considered
at the specification stage. A convenient measure of toughness is the
Charpy V-notch impact test
3.Ductility
Ductility is a measure of the degree to which a material can strain or elongate between the
onset of yield and eventual fracture under tensile loading
The designer relies on ductility for a number of aspects of design, including redistribution of
stress at the ultimate limit state, bolt group design, reduced risk of fatigue crack propagation
and in thefabrication processes of welding, bending and straightening.

4.Weldability
All structural steels are essentially weldable. However, welding involves locally melting
the steel, which subsequently cools. The cooling can be quite fast because the surrounding

material, e.g. the beam, offers a large 'heat sink' and the weld
is usually relatively small. This can lead to hardening of the 'heat affected zone' (HAZ) and to
reduced toughness. The greater the thickness of material, the greater the reduction
of toughness.
5.Durability
A further important property is that of corrosion prevention. Although special corrosion
resistant steels are available these are not normally used in building construction. The
exception to this is weathering steel .
The most common means of providing corrosion protection to construction steel is
by painting or galvanizing. The type and degree of coating protection required depends on the
degree of exposure, location, design life, etc.

4. DESIGN AND MODAL ANALYSIS

4.1 DESIGNING OF CRANKSHAFT IN CATIA
STEP1:

start--->mechanical design---->part design

STEP2:
select an axis plane then go to 2D plane by using sketch tool

STEP3 :
Draw two circles with required radius and draw lines from the smaller circle, then drop
them on the required horizontal line on the bigger circle.

STEP 4 :
By using corner tool we aquire the below shown image and to exit to 3d plane, we click
on exit to workbench tool.

STEP5 :
Add material to the image by using pad tool ,up to required thickness.

STEP6 :
Draw the circle on the required surface and add material to it by using pad tool.

STEP7:
draw a circle on the top of the surface with required dimensions, exactly opposite to the
previously drawn surface and add material using pad tool.

STEP8 :
By using reference plane tool, we draw a new plane and then by using the project 3d
tool we project the sketch 1 and add material by using pad.

STEP9 :
Draw a new plane then copy the sketch 2 and paste it on the new plane.

STEP 10 :
Now by using pad tool we add the material to the sketch.

STEP 11 :
Copy the sketch 1 and paste it on the new plane and now rotate the acquired image at
an angle of 180 degrees and add material to it by using pad tool.

STEP12 :
Now, copy the sketch 3 and paste it on the new plane and adjust it according to our
requirements and then add material using the pad tool.

STEP13 :
By using the project 3d tool project the sketch 4 on to the new plane and now rotate the
sketch by using the rotation tool at exactly 180 degrees.

STEP 14 :
Now draw a new plane and copy the sketch2 and paste it on to the plane with required
dimensions.

STEP 15 :
Now select all the pads mentioned on the specification tree.

STEP 16 :
Now by using the mirror tool and taking the new plane as the reference , the total image
on the left hand side will project on to the right hand side.

STEP 17 :
Select the sketch 2 and draw a small circle on it of required radius. Now exit to work
bench and the material in the circular shape is removed by using the pocket tool.

STEP 18 :
Now by using the circular pattern the required number of patterns can be drawn on
both the ends.

STEP 19 :
We apply the required material to the crankshaft by using the apply material tool.

STEP 20 :Below given picture/image shows all the views of the crankshaft.

4.2 MODAL ANALYSIS OF CRANKSHAFT IN ANSYS

STEP 1 :click on the modal workbench on the ansys window and drag it onto the right side.

STEP 2 :To import the crankshaft design into ansys.

STEP 3 :After importing the required boundary conditions are applied.

STEP 4 :Now we click on solve and get the solution.

STEP 5 :We now obtaim the maximum stress and the min stress on the crankshaft.

5 .RESULTS AND DISCUSSIONS

In this paper, the crankshaft model was created by CATIA V5

software.

then, the model created by CATIA was imported to ANSYS

software and modal analysis was done.

Result Table:-

Sl no
1.
2.
3.
4.
5.

No of modes
total
deformation 1`
total
deformation 2
total
deformation 3
total
deformation 4
total
deformation 5

deformation
0.57786

Frequency
328.32

0.70438

550.03

0.44967

606.83

0.75806

873.61

0.54035

918.25

Above Results Shows the highest deformation and the point where there is
high frequency. The maximum deformation appears at the center of crankpin
neck surface. The maximum stress appears at the fillets between the
crankshaft journal and crank cheeks and near the central point Journal. The

edge of main journal is high stress area.

After Performing Modal Analysis I Performed static analysis of the crankshaft
which results shows less realistic whereas static analysis provides an
overestimate results. Accurate stresses and deformation are critical input to

fatigue analysis and optimization of the crankshaft.

During the analysis we found that, as the load increases the frequency also

increases and the defiormation randomly increases or decreases.

Analysis Results. So we can Say that MODAL FEA is a good tool to reduce
Costly experimental work.

The frequency graph for the deformations

6.CONCLUSION AND FUTURE SCOPE

1. The critical components are modeled and analyzed in FEA software to
evaluate the natural frequencies of the crankshaft and estimate the
vibration characteristics of the same. But to design the critical
components the designer should bear in mind that considerable heat is
generated during the working of the critical components like the
crankshaft and the connecting rod.
2. The dynamic analysis should also be carried out to compute the
maximum stresses and the points and conditions for failure of the
3.

same.
Moreover

the

critical

components

are

designed

taking

into

consideration the properties of one particular material structured steel.

The design of the critical components can also be accomplished by
considering

materials

apart

from

the

one

considered

in

this

dissertation.
4. By increasing the design size of crankshaft which is of four cylinder to
multi cylinder engine and by using the latest material used in design
we can understand more reliable.
5. The values that are generated by subjecting different loads are kept as
a reference and compare them with the different material, which may
give the researchers to achieve the optimum design in the future.

7. REFERENCES:1.C.M.Balamurugan.,R.Krishnaraj.,Dr.M.Sakthive.l,K.Kanthave.l ,DeepanMarudachalamM
.G.,R.Palani.,2011

Computer

Aided

Modeling

and

Optimization

of

Crankshaft,

International Journal of Scientific & Engineering Research Volume 2, Issue 8 ISSN 22295518
2. Yu Ding and Xiaobo Li.,2011, Crankshaft Strength Analysis of a Diesel Engine Using
Finite Element Method, Asia-Pacific Power and Energy Engineering Conference
3. Jian Meng., Yongqi Liu., Ruixiang Liu.,2011,Finite Element Analysis of 4-Cylinder
Diesel Crankshaft, I.J. Image, Graphics and Signal Processing, 5, 22-29
4. MENG Jian., LIU Yong-qi., LIU Rui-xiang., and ZHENG Bin.,2011,Intension Analysis
of 3-D Finite Element Analysis on 380 diesel crankshaft, International Conference on
Computational and Information Sciences
5. Yu Gongzh.i, Yu Hongliang., Duan Shulin., 2011, Crankshaft Dynamic Strength Analysis
for Marine Diesel Engine, Third International Conference on Measuring Technology and
Mechatronics Automation.
6.

Gu Yingkui, Zhou Zhibo.,2011,Strength Analysis of Diesel Engine Crankshaft Based on

PRO/E and ANSYS, Diesel Engine Crankshaft Based on PRO/E and ANSYS, and
Mechatronics Automation
7.

Xiaorong Zhou., Ganwei Cai., Zhuan Zhang. Zhongqing Cheng., 2009, Analysis on

Dynamic Characteristics of Internal Combustion Engine Crankshaft System, International

Conference on Measuring Technology and Mechatronics Automation.
8.

Farzin H. Montazersadgh and Ali Fatemi., 2007,Dynamic Load and Stress Analysis of

a Crankshaft, SAE Technical Paper No. 010258, Society of Automotive Engineers