2009 International Forum on Computer Science-Technology and Applications

Study on Torsional Stiffness of Engine Crankshaft

1 2

Zhao Guangming1, Jiang Zhengfeng2

School of Mechanical and Electronic Engineering, Wuhan University ofTechnology (WHUT), Wuhan 430070,China School of Mechanical and Electronic Engineering, Wuhan University ofTechnology (WHUT), Wuhan 430070,China zgmbright@163.com the intrinsic torsional vibration frequency of crankthrow, a modal Finite Element Method is presented. Althought there will be some errors exist by the use of frequency to figure out torsional stiffness of crank, however, this method meets the accuracy requirement of the torsional vibration calculation and is relatively simple. II. ANALYSIS OF CALCULATION FORMULAE OF TORSIONAL STIFFNESS OF ENGINE CRANKTHROW A crankthrow is composed by three parts: main journal, crank arm, crank pin. It is assumed that the thickness of crank arm on both sides Lw1, Lw2 are equivalent Lw1=Lw2=Lw , according to Mechanics of Materials, the calculation formula of torsional stiffness of crankthrow can be derived:

ABSTRACT: Many empirical formulae are used to calculate torsional stiffness of Engine Crank, but discrepancy exists between these calculation results. In this paper,in order to obtain a more precise result, the modified Ker Wilson formula and Carter formula were employed to calculate torsional stiffness of engine crankthrow in the case of different thickness and width of both sides of crankthrows. Furthermore,the finite element models of crank and free part of crankshaft linked to torsional dynamic models are developed, and then the intrinsic torsional vibration frequency of crank and free part of crankshaft are carried out by finite element method. According to the relationship between torsional vibration frequency and torsional stiffness, torsional stiffness of crank and free part of Crankshaft is figured out. KEYWORDS: torsional stiffness1; finite element method2; torsional vibration3; crankshaft4;

I.

INTRODUCTION

K=

G
32

1 Lj D4 d 4 j j + Lc 24G R + ] Dc4 d c4 32 E Lw B 3
1

The crankshaft, sometimes casually abbreviated to crank, is a key component of an engine which translates reciprocating linear piston motion into rotation. Cyclical changes in gas pressure inside the cylinder will encourage the crankshaft torsional vibration generated, together with the powertrain, and significant torsional vibration and dynamic shear stresses often occur in the crankshaft of an enginepropeller drive system. The crankshaft torsional vibration is the leading cause for its failure[8].Therefore the calculation of torsional vibration is inevitable, what is more, because of the complexity of the shape of the crankshaft, how to accurately calculate the torsional stiffness of crankshaft is especially crucial. Although a number of empirical formulae were used to calculate torsional stiffness of engine crank, most of them come from previous experience and have a certain scope of application, therefore some difference exists between these calculation results. If calculating torsional stiffness of engine crank by experimentally measuring, not only a experimental specimen is needed, but also need some experimental device, which obviously is complex and uneconomical. Previous, the calculation of torsional stiffness of crankthrow by Finite Element Method always took a half crankthrow as a finite element model, with fixing the main journal and loading torque on the crankpin, then figured out torsional stiffness of crank according to torsional angle[5][7]. But the precision and accuracy of this method has a close correlation with loading node numbers of finite element model. In this paper, combining with the torsional vibration theory, calculating the torsional stiffness of crankthrow by
978-0-7695-3930-0/09 $26.00 2009 IEEE DOI 10.1109/IFCSTA.2009.345 431 427 424

Where K is stiffness of crankthrow G shear elastic modulus, E elastic modulus, Lj the length of main journal Dj, dj the outside, inside diameter of pivot journalDc, dc the outside, inside diameter of crank pinLc the length of crank pin R the radius of crank Lw the thickness of crankthrowB the width of crankthrow. For the large-scale low-speed diesel:
B=3
B=3
3 3 ( Bmax + Bmin )
3 3 2 Bmax Bmin

; For the medium high-speed diesel: .

3 3 ( Bmax + Bmin )

Figure 1.

Unit Crankthrow

The effective length between main journal of principal axis and crankthrow will be increased after the torsional deformation, the torsional stiffness of units crankthrow will be reduced, taking those into account, all empirical formula are modified (1). G 1
K= 32 [ L j + 0.4 D j D d
4 j 4 j

K is torsional stiffness. According to mechanical dynamics, establish kinetic equations, then we can deduce the relation between K and inherent torsional frequency f(Hz): K = ( 2f ) 2 J 4

Lc + 0.4 Dc R 0.2( D j + Dc ) + ] Dc4 d c4 Lw B 3

Ker Wilson 1 K= ` L j + 0.8 Lw 0.75 Lc 1.5 R 32 ] + 4 + [ 4 Dj d 4 Dc d c4 Lw B 3 j Carter From Ker Wilson formula and Carter formula[1],[2] we can know that the stiffness of units crankthrow is a series of the stiffness of main journal, engine crank and crank pin. If the thickness Lw(Lw1, Lw2) and width BB1B2on both sides of the crankthrow are different, the formula for calculating the stiffness of units crankthrow can be derived based on this principle:

Figure 2.

Model of torsional vibration with single mass

K=

1 32 Lj +0.4Dj Lc +0.4D R0.2(Dj +Dc ) R0.2(Dj +D ) c ] + [ 4 4 + 4 4c + 3 3 Dj dj D dc 2Lw1B1 2Lw2B2 c

2
Figure 3. Structure of free part of Crankshaft

K=

3 Equation (2), (3) can be seen as the deformation of Ker Wilson formula and Carter formula ,which can be uesd to calculate the torsional stiffness of units crankthrow in the case of the thickness and width on both sides of the crankthrow are different. III. FINITE ELEMENT ANALYSIS OF TORSIONAL STIFFNESS OF CRANKSHAFT

1 1.5R 1.5R 32 Lj + 0.4(Lw1 + Lw2 ) 0.75Lc [ + 4 4+ + ] 4 4 3 3 Dj d j Dc dc 2Lw1B1 2Lw2B2

Finite element modal analysis method separates a structure with continuous mass into finite unit grids to form a model with practical structure. Each grid has a brief conformation (such as square or triangle) and is linked together by nodes to disperse this structure to a model with finite number of grids, which may alter structural parameter and material properties, thereby can acquire some dynamic characteristics of the structure such as the borne stress, the occurred distortion and inherent frequency and so on, under the function of external load[3]. A. Principle of finite element analysis of torsional stiffness of Crankshaft Crankshaft consists of crank arm, free end of cankshaft and flywheel part of crankshaft. The calculation of torsional stiffness of cankshaft also consists of the calculations of torsional stiffness of these three parts. Fig.2.shows a model of torsional vibration with single mass; in this model, J is moment of inertia of torsional mass;

First, the crankthrow model is simplified. When crank is in torsional vibration, the crank vibrates around the main journal. Since the moment of inertia of crank arm is relatively high, while the moment of inertia of half main journal is relatively low, we can simplify the half crankthrow as a centralized mass, as a result a torsional vibration with single mass is formed. Next constraining all free degree of circular cross-section of one end of the half main journal using finite element modal analysis method, the primary inherent torsional frequency of crank entity model can be worked out; then according to (4), we can calculate the torsional stiffness of unit crankthrow. The shape of the free end of crankshaft is similar to the flywheel part of crankshaft; they both consist of half crankthrow and a length of main journal. Fig.3. shows the free end of crankshaft, in which Part2 is half crank and Part1 is a shaft connected with engine accessories. Because the moment of inertia of the shaft is relatively low, so it also can centralize mass to the crank arm to form the model of torsional vibration with single mass. We can figure out the torsional stiffness using the same method, and the calculated method of the torsional vibration of the flywheel part of cankshaft is similar to it. B. The feasibility of finite element modal analysis method To prove the modal analysis method, taking the entity model of round bar connecting to round plate as an example. The error of the torsional stiffness figured out by inherent torsional frequency from the torsional stiffness figured out

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by Mechanics of Materials[4] is about 0.8%, which approves the feasibility of the method. C. The establish of finite element analysis model 1) Finite element analysis model of crankthrow Crankthrow consist of two crank armincluding balance blockand two lengths of half main journal, shown in Fig.1. When one end of the main journal is fixed, the moment of inertia of the other end of the main journal is comparatively lower, if it is centralized to another mass, which becomes a model of dual mass torsional system, shown in Fig.4. J1 and K1 respectively are the moment of inertia and the torsional stiffness of the half main journal; K2 is the torsional stiffness of the crank arm and the fixed end of the half main journal; J2 is the sum of the moment of inertias of the two crank arms (including balance block) and the fixed end of the half main journal; 1 is the primary mass intersection angle; 2 is the secondary mass intersection angle. The kinetic equations of the freedom torsional vibration of the dual mass model are as follows:

and L1=Lj+0.4(Lw1+Lw2) have subtle difference. In this way, the torsional stiffness which figured out by frequency exactly is the torsional stiffness of the unit crankthrow.

Figure 5.

Finite element analysis model of crankthrow

Figure 4.

Dual mass torsional vibration model

J 1 1 + K 1 ( 1 2 ) = 0

5 6

J 2 2 + K 1 ( 2 1 ) + K 2 2 = 0
The relation between 1 and 2 is: 2 = 1 + J1 K1 1

7 Because the half main journal is a relatively short shaft, so its moment of inertia is very low, and the stiffness is
0 K1 1 , which , 2 comparatively high, thereby in (7), ( J 2 + J 1 ) 2 + K 2 2 = 0 , we can make is brought into (6): J1

2) Finite element analysis model of free part of crankshaft The free part of crankshaft consists of half crank and annex connection shaft. Fixing the end face of the annex connection shaft , because the moment inertia of the half crank pin is relatively low, so the stiffness is relatively high, in like manner, the mass of the half crank pin is centralized to the mass of the crank arm, which becomes a single mass torsional system. It is supposed that the torsional stiffness from crank arm to the fixed end is K1, the torsional stiffness of the half crank pin is K2, and the torsional stiffness of the free part of the Crankshaft can be considered as seriesconnected stiffness of K2 and K1. The torsional stiffness acquired by (4) does not include the torsional stiffness of the half crank pin, which is higher than practical value. Because the diameter of the crank pin is not equal to the diameter of the annex connection shaft, so combining the half crank pin with one end of the annex connected shaft, which will become a multi-diameter shaft, will lead to error. In order to gain the more exact stiffness of the free part, the other crankthrow arm is attached to the other end of the half crankshaft, shown in Fig .6. L2=Lc/2. (This method will be validated as follows). And the finite element model of the flywheel part of crankshaft is similar.

out that, when the moment of inertia of the half main journal is relatively low and the stiffness of it is relatively high, it is equal to attach the mass of the half main journal onto the mass of the crank arm, therefore a single mass torsional system forms. Considering the torsional stiffness of the crank as series-connected stiffness of K2 and K1, in this way, the torsional stiffness was figured out by (4) only includes K2 and does not include the torsional stiffness of the half main journal, so it is higher than the practical torsional stiffness of the crankthrow. In order to acquire the exact stiffness of the crank, we need to modify the entity model of the crank and combine the two half main journal to one end, shown in Fig .5. When in torsion, the valid length of the intermediate part of the crank arm and the main journal lengthens; L1 should be longer than the length of main journal Lj. We can see that, from Ker Wilson formula and Carter formula, L1 =Lj+0.4Dj

Figure 6.

Finite element analysis model of free part of crankshaft

IV. CALCULATION OF TORSIONAL STIFFNESS OF CRANKSHAFT OF VMR425DOHC DIESEL ENGINE The intrinsic torsional vibration frequency of crank and free part of crankshaft can be solved by Finite Element Modal Analysis Module of ANSYS software. Steps are as follows:

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Import model: Firstly save the three-dimensional CAD model as intermediate format file such as PARA, IGSthen import the intermediate format file to ANSYS software, and set up the material density, elastic modulus and Poisson's ratio of the parts. Generate mesh: Select Structural Solid Brick 8node 45 units,and generate mesh in free mesh. Load constraints: Because of solving the inherent torsional vibration frequency, the model does not need to load. The crank needs to bound all the degrees of freedom of the end plane of the main journal, and the free part needs to bound all the degrees of freedom of the end faces of the accessories coupling shaft. A. Calculation of torsional stiffness of crankthrow The dimensions of unit crack are shown in TABLE I. The material of the crankshaft is alloy steel; the density is 7850Kg/m3; the shear elastic modulus is 79.4Gpa; the Poisson's ratio is 0.3; the moment of inertia is 0.0072549Kgm2.
TABLE I.
Dj dj Lj

B. Calculation of torsional stiffness of free part of crankshaft The stiffness of free part of crankshaft is set to be K3; the stiffness of half crank pin is K2; the stiffness of the part between the crank and the front face of the accessories coupling shaft is K1. According to mechanics of materials: K31/(1/K2+1/K1). Model 1 and model 2 are respectively used to calculate K1, K3. The results of the torsional stiffness of the two models are shown in TABLE III.
TABLE III. THE RESULTS OF THE TORSIONAL STIFFNESS OF THE FREE PART OF THE CRANKSHAFT Model Model1 Model2 Moment of inertia (Kgm2) Frequency(Hz) Torsional stiffness (Nm/rad)

0.0036096 0.0071838

1421.2 975.4

287778 (K1) 269530 (K3)

THE DIMENSIONS TABLE OF CRANK (MM)

Dc dc Lc Lw1 Lw2 B1 B2 R

63

38

54

32

15

21

82

75

47

Figure 8.

Model 1 of FEM(meshing and shift-diagram)

Figure 7.

The crank model of FEM(meshing and shift-diagram)

The first-order torsional vibration frequency is 1382.2 Hz. The torsional stiffness is calculated to be 547183 Nm/rad according to (4). Following are results of various methods of calculation:
TABLE II. COMPARISON BETWEEN RESULTS OF TORSIONAL STIFFNESS Torsional stiffness of the crankNm/rad Error

Figure 9.

Model 2 of FEM(meshing and shift-diagram)

Calculation method Formulae (2) Formulae of Ker Wilson Formulae (3) Formulae of Carter FEM method Actual value

596217 623083 541707 606236 547183 572725

4.1% 8.1% -5.4% 5.9% -4.4% 0

The feasibility of the frequency method is proved by solving the torsional stiffness of the crank, so the torsional stiffness of the free part of the crankshaft can also be calculated by this method. Half crank pin is a section of shaft, and its torsional stiffness can be solved according to Mechanics of Materials[4]: K2 = 4.14262106 Nm/rad. We can approximately calculate that K3269085 Nm/rad. The error between the torsional stiffness calculated by model 2 and the value above is =(269530269085)/269085=0.165 %, which confirms the validity of the finite element models of the free part of crankshaft.

It is shown that the results of (2) and finite element method are closest to the actual value. And the finite method is more accurate than the others, as a result the torsional stiffness of crank can be calculated by this method.

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V.

4.CONCLUSION

1) According to Mechanics of Materials and the empirical formula, a theoretical calculation formula of crank torsional stiffness is proposed in the condition of the thickness and width on both sides of crankthrow are different, and comparative analysis shows the accuracy of this modified formula. 2) According to the relationship between frequency and torsional stiffness in a single mass torsional vibration system, a finite element analysis principles about the torsional stiffness is proposed including crankthrow, the free end of crankshaft and the end of crankshaft flywheel, their finite element models also are established. 3) By calculation and comparative analysis of an real crankshaft example to verify the finite element analysis method and finite element model is feasible. REFERENCES
[1] Xu Yun-Soo, Lee Jong-Kun, etc.. Marine diesel engine shafting torsional vibration[M]. Beijing: People's Communications Press, 1982. Wang Changmin, Yang Jixian, etc.. Vehicle Engine Dynamics[M]. Beijing: National Defense Industry Press,1981. Xing Jing-Zhong, Wang Gang ect.. ANSYS analysis of examples and engineering applications [M]. Beijing: Mechanical Industry Press, 2004. Luo Gang, Gao Ling-xia, etc.. Material Mechanics [M]. Beijing: Science Press, 2004. Fan-Min Wang , De-Jun Song. Calculation of Torsional Stiffness of Engine Crankthrow by Finite Element Method [J]. Transactions of CSICE, 1991, 9 Li Huizhen, Zhang Deping, FangHua. Crankshaft Torsiorial Vibration Caleulation by Finite Element Method[J]. Transactions of CSICE, 1991, 2. Zhao Qian, Zhi-Yong Hao. The Study of Finite Element Model of Tosional Vibration of Diesel Crankshaft system [J]. Vehicles and Power Technology, 2000. F. Jimnez Espadafor , J. Becerra Villanueva, M. Torres Garca. Analysis of a diesel generator crankshaft failure. Engineering Failure Analysis, 2009.

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