Innovation Through Simulation 1

Abstract:

The objective oI this study was to optimize a Iorged
steel crankshaIt Ior its weight. FE analysis approach
was used Ior optimization as well as conIirmatory
analysis oI optimized geometry. Topology oI the
crankshaIt was decided based on topology
optimization. AIter topology optimization shape
optimization was perIormed in order to have
minimum weight under design constraints. Both
these optimizations were carried out under static
load. The geometry and manuIacturing constraints
were also imposed during the optimization study.
The optimized geometry is reanalyzed under inertia
and gas Iorce using a FEA tool. The study results in
optimized crankshaIt that is 11 lighter than
original crankshaIt.

Introduction:

An optimization study was perIormed on a steel
Iorged crankshaIt with a consideration Ior reducing
the weight. Typically, an optimum solution is
minimum or maximum possible value the objective
Iunction could achieve under a deIined set oI
constraints. While reducing mass, manuIacturing
constraints are also imposed. The conIiguration oI
the engine Ior this crankshaIt is tabulated in Table I.

Table I: Engine SpeciIications

Sr. No.
Parameter
1 Engine Type Single Cylinder
2 Power 25 hp at 2250
rpm
3 Bore 84 mm
4 Material Ior
CrankshaIt
Medium
Carbon Steel
En-9
5 Mass oI the
CrankshaIt
11.8 kg







Optimization Statement and Constraints:

The gas load is major load coming on the crankshaIt
hence the objective oI the optimization was to
minimize the mass oI the crankshaIt under the eIIect
oI static load comprising the peak gas pressure load,
such that equivalent stress amplitude are within the
limits oI allowable stress. The optimized crankshaIt
has to be interchangeable with existing one in
current engine. Each oI these requirements or
constraints, are now brieIly discussed.

Applied Loads:

For optimization study using Optistruct only gas
pressure load is considered. The gas pressure load
used was 102.60 kN corresponding to peak cylinder
pressure. The gas pressure load is independent on
geometry oI the crankshaIt and depends on piston
bore and peak cylinder pressure.

Allowable Stress:

Allowable stress is the ratio oI material strength to
Iactor oI saIety. The material Ior optimized
crankshaIt is medium carbon steel corresponding to
EN-9. The properties oI the EN-9 are tabulated in
Table II.

Table II: Material properties oI En-9 Steel
Modulus oI Elasticity 2.1e5 N/mm2
Minimum Yield Strength 430 N/mm2
Ultimate Tensile Strength 687 N/mm2
Minimum Elongation 18
Hardness 201-255 N/mm2

EN-9 has a percent elongation oI 18 and stress
strain curve shows the behavior oI relatively ductile
material. As a result, Iactor oI saIety Ior static
loading was deIined with respect to the yield
strength, rather than the ultimate tensile strength.

Finite Element Analysis Approach for Crankshaft Optimization

Shailesh Ganpule Sachin Mate Uday R. Gokhale.
Sr. Engineer, Corp. R. & E. Sr. Engineer, Corp. R. & E. Sr. Manager, Corp. R. & E.
Kirloskar Oil Engines Ltd. Kirloskar Oil Engines Ltd. Kirloskar Oil Engines Ltd.
L.K.Road Khadki, Ph. No. 91-20-56084216
Pune- 411 003 Email: sachinmkoel.co.in


Innovation Through Simulation 2
Geometry Constraints:

The optimized crankshaIt is assumed to be
interchangeable with the existing one. ThereIore the
diameter and length oI the journals, crankpin, center
to center distance between journals and pin overlap
oI the crankshaIt could not be changed. Hence
eIIective area Ior the optimization is web portion.
Furthermore the webs are not heavily stressed hence
optimization potential is high in this region.

Analysis Methodology:

The topology optimization is perIormed on simple
geometry to study the loading pattern/path as shown
in Figure 1 using Altair Optistruct module.

Figure 1: Boundary Condition Ior Topology
Optimization

The basic shape oI the crankshaIt is decided based
on results oI topology study. Figure 2 shows the
areas oI possible material removal.

Figure 2: CrankshaIt aIter Topology
Optimization


In order to achieve objective oI weight reduction it is
necessary to perIorm shape optimization. A new
model oI the crankshaIt is prepared based on the
results oI topology optimization. This crankshaIt is
meshed with 10-noded tetrahedral elements in Altair
HyperMesh. Figure 3 shows the FE (Finite Element)
model oI the crankshaIt. This second order
tetrahedral mesh will be used Ior shape creation
using morphing techniques in Altair HyperMesh.
AIter creating the shapes they will be used Ior the
shape optimization purpose.



Figure 3: Finite Element Model OI CrankshaIt

Domains and handles are created on this FE model
in order to deIine the diIIerent shapes. Since the web
is the area oI interest Ior this optimization the two
shapes are created in the web region. These shapes
are shown in Figure 4 (a) and (b).

Figure 4 (a). Web Shapes OI CrankshaIt: Shape1



Probable
area oI
material
removal

Innovation Through Simulation 3


Figure 4 (b). Web Shapes OI CrankshaIt: Shape2

Design variables are deIined using these shapes.
Two responses namely mass and stress are deIined.
The design constraint is deIined in the Iorm oI stress
and upper limit oI stress is assigned as 270 N/mm2
in order to have required Iactor oI saIety on yield
strength.
Force is applied on the upper halI oI the crankpin
along the cylinder axis and lower halves oI both the
journals are constrained in transverse direction and 1
node is constrained in cylinder axis direction as
shown in Iigure 5. The objective is deIined as to
minimize mass under given constraints. The problem
is solved using Altair Optistruct module.


Figure 5: Boundary Condition For Gas Force

Results and Discussion:

AIter several iterations, which involved determining
the loads and perIorming FEA Ior the resulting
geometry oI each iteration step, an optimized
geometry was obtained, shown in Iigure 6. The web
thickness aIter optimization was reduced by 10.5
mm. The weight oI the crankshaIt is reduced Irom
11.8 kg to 10.65 kg which is 11 reduction. This
geometry was Iound to satisIy the aIorementioned
design constraints.



Figure 6: Optimized Geometry OI CrankshaIt

Confirmatory Analysis of Optimized Geometry:

In order to validate the adequacy oI the design, a
more detailed FEA was perIormed Ior optimized
geometry. For this FE analysis the balance weight
mounting holes were considered. The edges oI the
web were rounded in order to Iacilitate Iorging. The
shear and inertia loads were also taken into account.
The maximum equivalent stress in the crank pin
Iillet is within allowable limits as shown in Iigure 7.


Figure 7: Analysis Report OI Optimized
CrankshaIt Ior Gas Force
The results oI validation analysis shows close
conIormance with optimization analysis. The design

Innovation Through Simulation 4
constraints are within the limit in validation analysis
as well.

Benefits Summary:

As stated earlier the objective oI weight reduction oI
crankshaIt is achieved in this optimization study.
This in turn will lead to cost saving in terms oI
material cost. The inertia Iorces are also reduced
hence liIe oI bearing will also increase. However
this needs to be validated by physical testing.

Challenges:

The processing time oI optimization is
comparatively high as compared with other
proIessional solvers. The solving methods/options
should be provided which will minimize processing
time. The dynamic analysis capability should be
incorporated in order to simulate real liIe situation
more accurately.

Future Work:

In Iuture dynamic, Iatigue analysis will be carried
out on the modiIied crankshaIt and physical testing
oI crankshaIt will be done to conIirm the analysis
results beIore releasing Ior production.

Conclusions:

The basic optimization study resulted in weight
reduction oI approximately 11; more detailed
analysis will be carried out to conIirm the
optimization. Based on the results oI the
conIirmatory study this optimization technique can
be applied to other components as well.

ACKNOWLEDGEMENTS

The Authors would like to thank Mr. Khushal
Kesrod and Mr. Ashwin Deshpande oI DesignTech
Systems Private Limited Ior the support extended
during this optimization study.


REFERENCES

1. Kirloskar Oil Engines Limited (KOEL) Company
Standard No.20006 Ior material properties oI En-9