5 X October 2017

[Link]
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor:6.887
Volume 5 Issue X, October 2017- Available at [Link]

Dynamic Analysis of Four Cylinder Diesel Engine

Crankshaft by Using Holzer Method and Finite
Element Method
Shantanu Jayant Chaudhari1, Krunal Chandrashekhar Chaudhari2,
1,2
Department of Automobile Engineering, North Maharashtra University, Jalgaon

Abstract: In this paper, by using the Holzer method and the finite element method the natural frequencies of torsional vibration
of a multi cylinder, four –stroke diesel engine are determined. The natural frequency of a system is important as it is main cause
of various types of failures. Also legislative and market pressures on internal combustion engine design call for increased engine
power, reduced engine size and improved fuel economy, simultaneously. Also, efforts to reduce engine vibration and radiated
noise while improving durability and reliability have become increasingly important to the automotive industry due to more
stringent requirements for higher performance, lighter weight, low cost, and fast to market engine designs. Optimized engine
components are therefore required if competitive designs must be realized. Sophisticated analytical tools can greatly enhance the
understanding of the operation of vital engine components. This is particularly true for crankshafts, one of the most analyzed
engine components. Many sophisticated analysis methods have been reported in the past. This has been mostly facilitated by the
use of the finite element method on high speed computers and the availability of elaborate finite element preprocessors which
can construct complex finite element mesh models.
Keywords: Crankshaft, Holzer Method, Diesel Engine, Natural Frequency,

I. INTRODUCTION
In recent years, noise, vibration and harshness (NVH) of automotive engines is becoming an integral part of the design process
along with the traditional issues of durability and performance. NVH is strongly related to how customers perceive the quality of
the engine, affecting, therefore its competitiveness in the market place. Extensive static and dynamic analysis has been
performed on vital engine components as crankshafts and engine blocks in order to improve their durability and NVH
performance. The engine is a fine tuned system of individual components. An optimum engine design requires a system
approach since the performance of each component can be strongly dependant on the performance of the other components. This
is particularly true for the crankshaft assembly.
A crankshaft is subjected to many periodical dynamic loads, generating vibrations and consequently stresses that shall be
quantified to ensure the structural integrity of the component.
A crankshaft assembly consists of the crankshaft, main bearings, flywheel and pulley.

II. LITERATURE REVIEW

Dr ChRatnam, K N S PrakasaRao[1] determined the natural frequencies of torsional vibration of a multi-cylinder, four 4-stroke
diesel engine crankshaft by the transfer matrix method (TMM). The natural frequency of a system is important as it is the main
cause of various types of failures. Therefore by knowing the natural frequencies and frequency modes of the engine the
limitations in use of the engine working speed can be fixed. The natural frequencies and mode shapes of multicylinder, four
stroke diesel engine crankshaft obtained through FEM also.
Dubensky R.G. [2] presented Crankshaft concept design flowchart for product optimization in which one of the aspect is viewed
for torsional vibration. According to this flowchart, preliminary dimensions are specified based on engine design data and
previously designed comparable components. This preliminary design should verify for rigidity, deformations, static strength,
and fatigue strength under different load-case scenarios (i.e. bending, torsion, and combined bending and torsion loading
conditions) considering appropriate factor of safety.
IlyaPiraner, Christine Pflieger, [3] described a two-stage process adopted by Cummins for crankshaft analysis. The first stage is a
simplified analysis, which combines a “quasi-static” crankshaft model and a rigid hydrodynamic bearing model to address
crankshaft fillet bending stress. Stresses at various locations in the crank are calculated by using sets of unit load cases applied to

©IJRASET (UGC Approved Journal): All Rights are Reserved 599

 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor:6.887
Volume 5 Issue X, October 2017- Available at [Link]

a FE model. The appropriate unit load cases are scaled to the load, and combined to calculate the stresses in the crank. The
process is repeated in an efficient manner to simulate multiple engine conditions for rapid crankshaft and bearing preliminary
design.
Meirelles P. S., Zampieri D.E. [4] studied the crankshaft torsional vibration phenomenon in internal combustion engines. The
formulation, based on state of equation solution with system steady state response calculation performed by transition state
matrix and the convolution integral. From the torsional vibration analysis, it is possible to obtain the dynamic loading on each
crankshaft section and these loads can be applied as boundary conditions in a finite element model to predict the safety factor of
the component and compare the system behavior.
Jonathan C. Reynolds [5] presented the highlights and requirements that were undertaken to create a design package or tool that
will reduce the initial design time to produce a preliminary CAD model of a specific crankshaft. The user can input and select
key information pertaining to the specification of a crankshaft and the preliminary process of calculating various influential
factors on geometry and dimensions of the crankshaft are automated with the end output result being a 3D CAD model for any
crankshaft. Here the Natural Frequency of the crankshaft determined by using Model FE analysis and Holzer Method.

III. THEORETICAL MODELING

The crankshafts are subjected to torsional, axial and flexural vibrations, due to the periodic nature of the excitation loading. The
crankshaft is mainly loaded by the engine operating load which comes from the cylinder combustion. The load is transmitted
through the piston and connecting rod to the crankpin of the crankshaft. The piston and the connecting rod are treated as rigid
bodies and their inertia loads are calculated and combined with the combustion load. Optimization of the crankshaft requires a
determination of an accurate assessment of the loading which consists of bending and torsion.

A. Influence of crankshaft vibrations:

The crankshaft vibrations badly affect the working of engine. The major areas are as follows.
1) The torsional vibrations cause the angular velocities of all the cranks to vary but not in the same proportions. The crank away
from the node has maximum effects compared to crank near the node. This affects the balancing.
2) Due to same reason discussed above, stresses of varying intensity are generated in whole length of the crankshaft. These are
also fluctuating in nature and hence cause fatigue of crankshaft, reducing its life. The stresses induced are dangerous at fillet or
oil-hole locations.
3) Vibratory energy is transmitted to all parts of the structure where it causes structural damage.
4) It induces noisy operation of engine, which is undesirable in passenger cars. It also causes wear of all running parts.
To avoid some of the above results a good diagnosis of crankshaft vibrations is required. The analysis should be
carriedoutto find the various natural frequencies so that the critical speeds can be avoided. The dynamic response and stresses
induced at all critical locations should be found out. A stress cycle should be identified so that the fatigue cycle can be estimated
and depending upon that the life prediction can be done. Apart from this the need for the torsional vibration damper can be
identified so that tuned damper or absorber can be fitted on engine.

B. Torsional Natural Frequency

The determination of torsional natural frequency is can be performed in two ways like Holzer calculation and model finite element
analysis
1) Holzer Method: It is essentially a trial and error scheme to find the natural frequencies of undamped, damped, semidefinite,
fixed vibrating systems involving linear and angular displacement. A trial frequency of the system is first assumed, and a
solution is found when the assumed frequency satisfies the constraints of the system. Also it involves the crankshaft system as a
series of inertia discs joined with massless springs with torsional stiffness value. The individual inertia discs represent portions
of the crankshaft that would be considered to be able to twist in relation to a portion next to it. The spring joining the two
representing a portion of material between the two portions of crankshaft that would resist the twisting motion. How the
crankshaft is split up will have an effect on the accuracy of the results. Figure 1 shows an example of an inline 4-cylinder
crankshaft with flywheel and pulley either ends split upto chosen inertia discs to be evaluated. Figure 2 shows the representation
of split crankshaft as simple discs ‘ln’ and the spring stiffness value that join them together, ‘kn’.
The general representation of a shaft having many rotors is as shown in Figure [Link] rotating shafts can be modeled as
a lumped parameters having discs of inertia J and shafts, which are inertia less, and having stiffness K.

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor:6.887
Volume 5 Issue X, October 2017- Available at [Link]

The equations of motion can be written as,

For each rotor;
(K1 – J12 )1 - K1 2 =0……(1)
-K11 + (K1 + K2 -J22 )2 -K2 3 = 0..(2)
-K2 2 + (K1 + K3 -J32 )3 -K3 4 = 0….(3) .

-Kn-1 n-1 + (Kn-1 + Kn-Jn2 )n = 0….(4)

fig 1 Inline 4- cylinder crankshaft

Fig 2 Representation of split crankshaft

C. Mathematical Deriation

Fig 3 A general shaft rotor systems

This can be written in matrix form as

{ [K] - i2 [J] } {} = 0…..(5)
Where [K]is the stiffness matrix, [J]will be inertia matrix. The equations can be well arranged so as to get branded matrices which
can be solved for i , using iterative techniques, transfer matrix methods, finite element methods, etc.
If discs are arranged as shown in Fig.3, the inertia torques can be written as
T1 = J12 1……….(6)
T2 = J12 1 + J22 2…....(7)
:
Tn= i=1n Ji2 i………..(8)
Substituting eqn. 6 to 8 into eqn. 1 to 4 it can be written as,
2 = 1 - T1 / K1.......(9)
3 = 2 - T2 / K2........(10)
n= n-1 - Tn-1 / Kn-1.........(11)
Eqn,8 is first solved by trial and error, with 1 = 1 for such that Tn= 0; this will be natural frequency. Then using eqn. 9 to 11, the
deflections at various rotors can be obtained to plot the mode shapes.
Fig. 4 shows a general variation of residual torque Tn versus trial frequency . The plot cuts frequency axis at natural frequencies.

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor:6.887
Volume 5 Issue X, October 2017- Available at [Link]

Fig 4 General Variation of Residual Torque Vs Trial Frequency

D. Finite Element Analysis

It is not always possible to obtain the exact analytical solution at any location in the body, especially for those elementshaving
complex shapes or geometries. Always what matters are the boundary conditions and material properties. In such cases, the
analytical solution that satisfies the governing equation or gives extreme values for the governing functional is difficult to obtain.
Hence for most of the practical problems, the engineers resort to numerical methods like the finite element method to obtain
approximate but most probable solutions.
Finite element procedures are at present very widely used in engineering analysis. The procedures are employed extensively in
the analysis of solids and structures and of heat transfer and fluids, and indeed, finite element methods are useful in virtually
every field of engineering analysis.
The Finite model analysis simply searches for all modes of vibration. The mode of torsional vibration of whole crankshaft about
the centerline is required. Once found, the software provides the frequency at which this mode vibrates naturally, i.e. the natural
frequency.

E. Results for Crankshaft of one of the specific Automobile Company

The analysis is done using the program and following data,
TABLE I
Data for a specific Engine Crankshaft
Sr. no. Component Mass (kg) M.I (kg-m2)

1. Piston 0.8 —

2. Piston rings (all 3) 0.0485 —

3. Piston pin 0.295 —

4. Connecting rod 0.6708 —

5. Crankshaft 12 —

6. Crankshaft pulley 0.90 0.012

7. Flywheel 5.50 0.2174

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor:6.887
Volume 5 Issue X, October 2017- Available at [Link]

F. Results
The natural frequencies for above system in Hz are,
Mode. No. 7 8 9 10 11

Natural Frequency by
Holzer method 433.2 902.42 993.44 1049.34 1132.12

Natural Frequency by
ANSYS 408.87 571.47 937.11 1047.43 1054.34

From above table we found the ANSYS results are agree with Holzer method results.

IV. CONCLUSIONS
A formulation to calculate the torsional vibration of internal combustion engine crankshaft was presented. It includes Holzer
method, which is essentially a trial and error scheme to find the natural frequencies of vibrating system involving linear and
angular displacement. For trail frequency of the system is first assume, and the solution is found when assumed frequency
satisfies the constraint of the system. This generally requires several trials. Depending on trial frequency used the fundamental as
well as the higher frequencies of the system can be determined. The method also gives the mode shapes. The holzer method can
also be applied to a system with fixed ends. The torsional natural frequency of a 4- cylinder 4-stroke diesel engine crankshaft is
determined by using Holzer method and Finite element method and they are found in good agreement.

REFERENCES
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Element Method.”, Journal of Institute of Engineers (India),vol.86, 6 Apr 2005.
[2] Dubensky R.G., “Crankshaft Concept Design Flowchart for Product Optimization”,SAE Technical Paper No.2002-01-0770, Society of Automotive
Engineers, 2002.
[3] IlyaPiraner, Christine Pflieger, Oliver Bouthier, “Cummins Crankshaft and Bearing Analysis Process”, Cummins, Inc.2002 North American MDI user
conference. Pp1-13
[4] Meirells P.S., Zampieri D.E., “Mathematical Model for Torsional Vibration Analysis in Internal Combustion Engine”,World Congress, France, 2007.
[5] Jonathan C. Reynolds., “Crankshaft Design and Analysis package”,Swansea Institute of Higher Education, Wales. UK.
[6] Henry J., Topolsky J., “Crankshaft Durability Prediction – A New 3-D Approach”, SAE Technical Paper No.920087, Society of Automotive Engineers,
1992.
[7] Zissimos P. Mourelatos.,”A crankshaft system model for structural dynamic analysis of internal combustion engine”, General Motors Research and
Development and Planning, USA .6th June 2001.
[8] Yu V., Chien W.Y., Choi K.S, “Testing and Modeling of Frequency Drops in Resonant Bending Tests of Notched Crankshaft Sections”,SAE Technical
Paper No.2004-01-1501, Society of Automotive Engineers, 2004.
[9] Guagliano M. and Terranova A., “Theoretical and Experimental study of the stress Concentration Factor in Diesel Engine Crankshaft”, Journal of
Mechanical Design, vol.115, pp.47-52.
[10] Prakash V., Aprameyan K., “An FEM Based sapproach to Crankshaft Dynamics and Life Estimation ”,. SAE Technical Paper No.980565, Society of
Automotive Engineers, 1998.
[11] [Link]., “Textbook of Finite Element Analysis”, Prentice-Hall of India Pvt. Ltd New Delhi, , 2005,Chapter 7,pp 295-303
[12] Singiresu S Rao, “Mechanical Vibrations”, Pearson Education, Delhi. ( 4th Edition).

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