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RANKSHAFTS dies

Description

PUBLICATION NO

CALCULATION OF CRANKSHAFTS FOR DIESEL ENGINES

Publications P (Additional Rule Requirements) issued by Polski Rejestr Statków complete or extend the Rules and are mandatory where applicable

GDAŃSK

PUBLICATION NO

CALCULATION OF CRANKSHAFTS FOR DIESEL ENGINES

GDAŃSK

Publication No

is an extension of the requirements contained in Part VI – Machinery Installations and Refrigerating Plants and Part VII – Machinery,

Boilers and Pressure Vessels,

of the Rules for Classification and Construction of Sea-going Ships

This Publication was approved by PRS Executive Board on 29 December 2011 and enters into force on 1 January 2012

This Publication replaces Publication No

© Copyright by Polski Rejestr Statków S

PRS/AW,

12/2011

ISBN 978-83-7664-068-6

SPIS TREŚCI str

5 5 5 6

1 General

1 General

20 20 20

1 General

Appendix I

Appendix II

Appendix III

GENERAL PROVISIONS Application

where the engines are capable of continuous operation at their rated power when running at rated speed

Crankshafts which do not comply with the requirements specified in the present Publication are subject to PRS’ consideration in each particular case

It is required that detailed,

calculations/analysis or measurements,

In the case where: – a crankshaft design involves the use of surface treated fillets,

– fatigue parameter influences are tested,

– working (actual) stresses are measured,

PRS may,

after analysis of the above particulars,

approve the crankshaft concerned

with one crank throw between the main bearings

Principles of Calculations

The design of crankshaft is based on an evaluation of safety against fatigue in the highly stressed areas

The calculation is also based on the assumption that the areas exposed to highest stresses are: – fillet transitions between the crankpin and web,

as well as between the journal and web,

– outlets of crankpin oil bores

When journal diameter is equal or larger than the crankpin one,

the outlets of main journal oil bores shall be formed in a similar way to the crankpin oil bores,

otherwise separate documentation of fatigue safety may be required

The outlets of oil bores into crankpins and journals shall be so formed that the fatigue strength safety factor in way of the bores will be not less than that accepted in the above-mentioned fillets

When requested by PRS,

the engine manufacturer shall submit the oil bore design supporting documentation

In the case of solid crankshafts,

the calculations shall be made for: – the crankpin fillet,

In the case of semi-built crankshafts,

the calculations shall be made for the crankpin fillet only,

concerning the shrink-fit of semi-built crankshafts are complied with

Calculation of concentrated stresses and their superposition in accordance with the given formulae allow to calculate the equivalent alternating stresses

The equivalent alternating stress shall be compared with the fatigue bending strength of the selected crankshaft material

This comparison will show whether or not the crankshaft concerned is dimensioned adequately

The calculations shall be made for the loads occurring during the engine operation at the engine rated power and at rated speed

Drawings and Particulars to be Submitted

For the calculation of crankshafts,

the engine manufacturer shall submit the following particulars and drawings: – rated power,

– type designation and kind of engine (in-line engine,

V-type engine with forked connecting rods,

articulated-type connecting rods),

– operating and combustion method (2-stroke or 4-stroke cycle/direct injection,

which must contain all data in respect of the geometrical configurations of the crankshaft,

– direction of rotation (see Fig

– firing order with the respective ignition intervals and,

V-angle αv (see Fig

αv driving shaft flange counter clockwise

driving shaft flange counter clockwise clockwise

– particulars for determining alternating torsional stresses,

– for the engine rated power and rated speed – radial components of the gas and inertia forces,

acting on the crankpin at equidistant intervals of the crank angle

(The intervals shall not be greater than 5o

In the case of V-type engines,

the V-angle shall be integrally divisible by the intervals 6

– – – – – – – – –

and the simultaneous radial components shall be added algebraically and expressed as a combined force

Where the combined radial forces acting on particular crankpins vary due to firing order,

the total radial force for which Pmax – Pmin in the engine working cycle is the greatest,

total alternating torsional stresses from the crankshaft and engine occurring in the cylindrical parts of the crankpin and journal,

(before inlet valve or scavenge port,

[ – ] connecting rod length,

all individual reciprocating masses acting on one crank,

for engines with articulated-type connecting rod (see Fig

for the cylinder with articulated-type connecting-rod: – maximum cylinder pressure,

(before inlet valve or scavenge port,

mechanical properties of material (minimum values obtained from longitudinal test specimens),

required by PRS: – material designation (according to PN or EN,

– reduction in area at break,

– material casting process (open-hearth furnace,

– type of forging (free form forged,

with forging process description),

– surface treatment of fillets,

journals and pins (induction hardened,

with full details of hardening process),

[HV]: – hardness as a function of depth,

– extension of surface hardening,

– particulars for determining alternating torsional stresses,

CALCULATION OF STRESSES

Calculation of Alternating Stresses Due to Bending Moments and Radial Forces Assumptions

The calculation is based on a statically determined system,

composed of a single crank throw,

supported in the centre of adjacent main journals

The crank throw is subject to the alternating gas and inertia forces

The bending length is taken as distance L3,

Bending moments,

MB and MBT,

are calculated in the relevant section based on triangular bending moment diagrams due to the radial component FR and tangential component FT of the connecting-rod force,

For crank throws with two connecting-rods acting upon one crankpin,

the relevant bending moments are obtained by superposition of the two triangular bending moment diagrams according to phase

Connecting rod forces (FR or FT)

Diagrams of radial forces (QR)

Diagrams of bending moments (MDR or MBT)

Crank throw for in-line engine and for V-type engine with 2 adjacent connecting rods

L1 – distance between main journal centre line and crankweb centre (see also Fig 2

Bending Moments and Radial Forces Acting in Web

The bending moment MBRF and the radial force QRF are taken as acting in the centre of the solid web (distance L1) and are derived from the radial component of the connecting-rod force

The alternating bending and compressive stresses due to bending moments and radial forces shall be related to the cross-section of the crank web

This reference section results from the web thickness W and the web width B (see Fig

Mean bending stresses are neglected

Bending Moments Acting in Outlet of Crankpin Oil Bore

The two relevant bending moments are taken in the crankpin cross-section through the oil bore (Fig

MBTO – the bending moment of the tangential component of the connecting-rod force,

The alternating stresses due to these bending moments shall be related to the cross-sectional area of the axially bored crankpin

Mean bending stresses are neglected

Calculation of Nominal Alternating Bending and Compressive Stresses in Web

Generally,

the radial and tangential forces due to gas and inertia loads acting upon the crankpin at each connecting-rod position will be calculated over one working cycle

Upon PRS’ agreement,

a simplified procedure for calculating these components may be used

Using the forces calculated over one working cycle and taking account of the distance from the main bearing midpoint,

the time curve of the bending moments MBRF,

MBTO and radial forces QRF will then be calculated in accordance with paragraphs 2

1 and 2

In the case of V-type engines,

the bending moments – progressively calculated from the gas and inertia forces – of the two cylinders acting on one crank throw shall be superposed according to phase

Different designs (forked connecting-rod,

articulatedtype connecting-rod or adjacent connecting-rods) shall be taken into account

Where there are cranks of different geometrical configurations in one crankshaft,

the calculation shall cover all crank variants

The decisive alternating values will then be calculated in accordance with the formula: [X N ] = ± 1 [X max − X min ] 2 where: XN – is considered as alternating force,

Xmax – maximum value within one working cycle,

Xmin – minimum value within one working cycle

Nominal Alternating Bending and Compressive Stresses in Web Cross-Section

Nominal alternating bending and compressive stresses shall be calculated in accordance with the formulae:

σ BFN = ±

M BRFN ⋅103 ⋅ K e ,

σ QFN = ±

QRFN ⋅103 ⋅ K e ,

[MPa] [MPa]

1-1) (2

where: σBFN – nominal alternating bending stress related to the web,

MBRFN – alternating bending moment related to the centre of the web (see Fig

[Nm] 2 – section modulus related to cross-section of the web,

B ⋅W 2 ,

– empirical factor considering to some extent the influence of adjacent crank and bearing restraint with: Ke = 0

σQFN – nominal alternating compressive stress due to radial force related to the web,

QRFN – alternating radial force related to the web (see Fig

QRFN = ±

F – area related to the web cross-section,

Nominal Alternating Bending Stress in Outlet of Crankpin Oil Bore

Nominal alternating bending stress shall be determined from the formula:

σ BON = ±

M BON ⋅103 ,

where: σBON – nominal alternating bending stress related to the crank pin diameter,

MBON – alternating bending moment calculated at the outlet of the crankpin oil bore,

[Nm] 1 M BON = ± M BOmax − M BOmin ,

[Nm] (2

MBO = (MBT · cosψ + MBRO · sinψ)

where: ψ – angular position of oil bore (see Fig

[º] We – section modulus related to cross-section of axially bored crankpin,

⎢ 32 ⎣

Calculation of Alternating Bending Stresses in Fillets

Calculation of stresses shall be performed for the crankpin fillet,

as well as for the journal fillet

For the crankpin fillet,

alternating bending stresses shall be determined in accordance with the formula:

σBH = ± (αB ⋅ σBN),

[MPa] B

αB – stress concentration factor for bending in the crankpin fillet (see formula 3

For the journal fillet,

alternating bending stresses shall be determined from the below formula (not applicable to semi-built crankshafts):

σBG = ± (βB ·σBN + βQ ·σQN),

βB – stress concentration factor for bending in journal fillet (see formula 3

βQ – stress concentration factor for compression due to radial force in journal B

Calculation of Alternating Bending Stresses in Outlet of Crankpin Oil Bore

Alternating bending stresses in outlet of crankpin oil bore shall be determined from the formula:

σBO = ± (γB ·σBON),

4-1) 13

where: γB – stress concentration factor for bending in crankpin oil bore (see formula 3

Calculation of Alternating Torsional Stresses General

The calculation of nominal alternating torsional stresses shall be carried out by the engine manufacturer in accordance with paragraph 2

The manufacturer shall specify the maximum nominal alternating torsional stress

Calculation of Nominal Alternating Torsional Stresses

The maximum and minimum torques shall be determined for every mass point of the complete dynamic system and for the entire speed range by means of a harmonic synthesis of the forced vibrations from the 1st order up to and including the 15th order for 2-stroke cycle engines and from the 0

While doing so,

allowance shall be made for the damping that exists in the system and for unfavourable conditions (misfiring in one of the cylinders)

The speed step calculation shall be so selected that any resonance found in the operational speed range of the engine shall be detected

Points creating the diagram shall be clearly marked

Where barred speed ranges are necessary,

they shall be so arranged that satisfactory operation is possible despite their existence

There shall be no barred speed ranges above a speed ratio of λ ≥ 0

The nominal alternating torsional stress in every mass point,

which is essential to the assessment,

results from the below formula: M τ N = ± TN ⋅ 103 ,

[MPa] (2

π ⎛⎜ D'4 − DBH 4 ⎞⎟

16 ⎜⎝

π ⎛⎜ DG 4 − DBG 4 ⎞⎟

16 ⎜⎝

where: MT – nominal alternating torgue in the crankpin or journal,

Wp – polar section modulus related to cross-section of axially bored crankpin or bored journal,

MTmax ,

MTmin – maximum and minimum values of the torque,

For the purpose of the crankshaft assessment,

the nominal alternating torsional stress considered in further calculations is the highest value,

calculated according to the above method,

occurring at the most torsionally loaded mass point of the crankshaft system

Where barred speed ranges exist,

the torsional stresses within these ranges shall not be considered for assessment calculations

The approval of crankshaft will be based on the installation having the largest nominal alternating torsional stress (but not exceeding the maximum figure specified by engine manufacturer)

For each installation,

it shall be ensured by suitable calculation that the approved nominal alternating torsional stress is not exceeded

This calculation shall be submitted to PRS for assessment

Calculation of Alternating Torsional Stresses in Filletsand Outlet of Crankpin Oil Bore

The calculation of alternating torsional stresses for the crankpin fillet shall be performed in accordance with the formula:

τH = ± (αT ⋅ τN),

[MPa] (2

The calculation of alternating torsional stresses for the journal fillet shall be performed in accordance with the formula:

τG = ± (βT ⋅ τN),

[MPa] (2

The calculation of alternating torsional stresses for the crankpin oil bore shall be performed in accordance with the formula:

σ TO = ±(γ T ⋅ τ N ) ,

where: γ T – stress concentration factor for torsion in outlet of crankpin oil bore (see formula 3

EVALUATION OF STRESS CONCENTRATION FACTORS General

The stress concentration factors shall be evaluated in accordance with the formulae given in paragraphs 3

3 and 3

The stress concentration factor formulae concerning the oil bore are only applicable to a radially drilled oil hole

Where the geometry of the crankshaft is outside the boundaries of the analytical stress concentration factors (SCF),

the calculation method detailed in Appendix III may be used

The stress concentration factor for bending (αB,

βB) is defined as the ratio of the maximum equivalent stress (Von Mises) – occurring in the fillets under bending load – to the nominal bending stress related to the web cross-section (see Appendix I)

The stress concentration factor for torsion (αT,

βT) is defined as the ratio of the maximum equivalent shear stress – occurring in the fillets under torsional load – to the nominal torsional stress related to the axially bored crankpin or journal crosssection (see Appendix I)

The stress concentration factor for compression (βQ) in the journal fillet is defined as the ratio of the maximum equivalent stress (Von Mises) – occurring in the fillet due to the radial force – to the nominal compressive stress related to the web cross-section

The stress concentration factors for bending (γB) and torsion (γT) are defined as the ratio of the maximum principal stress – occurring at the outlet of the crankpin oil-hole under bending and torsional loads – to the corresponding nominal stress related to the axially bored crankpin cross-section (see Appendix II)

When reliable measurements which can allow direct assessment of stress concentration factors are not available,

these values may be determined from formulae given in paragraphs 3

3 and 3

All crank dimensions necessary for the calculation of stress concentration factors are shown in Fig

D DBH Do RH TH DG DBG RG 16

– – – – – – – –

diameter of axial bore in crankpin,

diameter of oil bore in crankpin,

diameter of axial bore in journal,

D + DG −E 2

W(*) – web thickness,

B(*) – web width,

(*) In the case of 2-stroke semi-built crankshafts: – when TH > RH,

the web thickness shall be considered as equal to: Wred = W – (TH – RH),

– web width B shall be taken in accordance with Fig

For the calculation of stress concentration factors,

Table 3

Journal fillet

r = RG/D s'w w b do dG dH tH tG

= S/D = W/D crankshafts with overlap = Wred/D crankshafts without overlap = B/D =Do/D =DBH/D =DBG/D =TH/D =TG/D

The stress concentration factors are valid for the ranges of related dimensions for which the investigations have been carried out

The ranges are as follows: s'≤ 0

Low range of s'may be extended down to large negative values if : – the calculated f (recess) < 1,

then factor f (recess) shall not be taken into account (f (recess) = 1),

s) shall be evaluated replacing the actual value of s'by – 0

Crankpin Fillet

The stress concentration factor for bending,

shall be determined from the formula: B

αB = 2

1883 + 29

8399 + 25

9993 + 0

9978 + 0

shall be determined from the formula:

αT = 0

322 + 0

Journal Fillet (not applicable to semi-built crankshafts)

The stress concentration factor for bending,

shall be determined from the formula: βB = 2

7625 + 2

1169 – 5

1567 + 2

5616 + 0

5568) B

fB (dG) = 1

0012 – 0

fB (dH) = 1

0022 – 0

2 ⋅ s) B

The stress concentration factor for compression due to the radial force,

shall be determined from the formula:

βQ = 3

4368 + 2

0637 + 0

9937 – 1

shall be determined from the formula: βT = αT (3

f (b) and f (w) shall be determined in accordance with paragraph 3

the radius of the journal fillet shall be related to the journal diameter: R (3

Outlet of Crankpin Oil Bore

The stress concentration factor for bending,

shall be determined from the formula: γB = 3 – 5

The stress concentration factor for torsion,

shall be determined from the formula: γT = 4 – 6 · do+30 · do2 (3

ADDITIONAL BENDING STRESSES

In addition to the alternating bending stresses in fillets (see 2

further bending stresses due to misalignment and bedplate deformation,

as well as due to axial and bending vibrations shall be increased by applying σadd specified in Table 4

Table 4 Type of engine Crosshead engines Trunk piston engines (*)

σadd [MPa] ±30 (*) ±10

The additional stress of ±30 [MPa] involves two components: 1) an additional stress of ±20 [MPa] resulting from axial vibrations,

It is recommended that a value of ± 20 [MPa] be used for the axial vibration component for assessment purposes where axial vibration calculation results of the complete dynamic system (engine/shafting/ gearing/propeller) are not available

Where axial vibration calculation results of the complete dynamic system are available,

the calculated figures may be used instead

CALCULATION OF EQUIVALENT ALTERNATING STRESS General

The equivalent alternating stress shall be calculated for the crankpin fillet,

as well as for the journal fillet by using the Von Mises criterion

In the fillets,

bending and torsion lead to two different biaxial stress fields which can be represented by a Von Mises equivalent stress with the additional assumptions that bending and torsion stresses are time phased and the corresponding peak values occur at the same location (see Appendix I)

At the oil hole outlet,

bending and torsion lead to two different stress fields which can be represented by an equivalent principal stress equal to the maximum of principal stress resulting from combination of these two stress fields with the assumption that bending and torsion are time phased (see Appendix II)

The above two different ways of equivalent stress evaluation both lead to stresses which may be compared to the same fatigue strength value of crankshaft assessed according to the Von Mises criterion

Equivalent Alternating Stress

The equivalent alternating stress is calculated in accordance with the following formulae: 20

σv = ± (σ BH + σ add ) 2 + 3 ⋅ τ H 2 ,

σv = ± (σ BG + σ add ) 2 + 3 ⋅ τ G 2 ,

– for the outlet of crankpin oil bore: 2⎤ ⎡ 1 9 ⎛ σ TO ⎞ ⎥ ⎢ ⎟ ,

[MPa] σ v = ± ⋅ σ BO ⋅ 1 + 2 ⋅ 1 + ⋅ ⎜⎜ ⎢ 3 4 ⎝ σ BO ⎟⎠ ⎥ ⎦ ⎣

CALCULATION OF FATIGUE STRENGTH

The fatigue strength is understood as that value of equivalent alternating stress (Von Mises) which a crankshaft can permanently withstand at the most highly stressed points

Where the results of the crankshaft fatigue strength tests are not available,

the fatigue strength may be evaluated by means of the following formulae: – related to the crankpin diameter: ⎡

σ DW = ± K ⋅ (0

264 + 1

2 + ⎣⎢

σ DW = ± K ⋅ (0

3) ⎢0

264 + 1

2 + ⎣⎢

σDW – allowable fatigue strength of crankshaft for bending,

[MPa] K – factor for different types of crankshafts without surface treatment,

Values greater than 1 are only applicable to fatigue strength in fillet area

K – factor for cast steel crankshafts with cold rolling treatment in fillet area: = 0

σB – minimum tensile strength of crankshaft material,

For other parameters – see paragraph 3

Where a surface treatment process is applied,

The above formulae are subject to the following conditions: – surfaces of the fillet,

the outlet of the oil bore and inside the oil bore (down to a minimum depth equal to 1

RG or RX shall be taken not less than 2 mm

As an alternative,

the fatigue strength of the crankshaft can be determined by experiment based either on full size crank throw (or crankshaft) or on specimens taken from a full size crank throw

In any case the experimental procedure for fatigue evaluation of specimens and fatigue strength of crankshaft assessment have to be submitted to PRS for approval (method,

number of specimens (or crank throws),

CALCULATION OF SHRINK-FITS IN SEMI-BUILT CRANKSHAFTS General

All crank dimensions necessary for the calculation of the shrink-fit are shown in Fig

Crank throw of semi-built crankshaft

DS – shrink diameter,

LS – length of shrink-fit,

DA – outside diameter of web or twice the minimum distance “x”,

between the centre line of journals and the outer contour of web,

– distance between the adjacent generating lines of journal and pin y ≥ 0

05 ⋅ Ds,

Where y is less than 0

special consideration shall be given to the effect of the stress due to the shrink-fit on the fatigue strength at the crankpin fillet

For other parameters – see paragraph 3

1 and Fig

The radius of the transition from the journal to the shrink diameter shall comply with the following condition: RG ≥ 0

where the greater value shall be considered

The actual oversize Z of the shrink-fit shall be within the limits Zmin and Zmax calculated in accordance with paragraphs 7

3 and 7

Maximum Permissible Hole in the Journal Pin

The maximum permissible hole diameter in the journal pin is calculated in accordance with the following formula:

DBG = DS ⋅ 1 −

[mm] μ ⋅ π ⋅ DS2 ⋅ LS ⋅ σ SP

where: SR – safety factor against slipping,

a value not less than 2 shall be taken unless documented by experiments,

Mmax – absolute maximum value of the torque MTmax in accordance with paragraph 2

μ – coefficient for static friction,

σSP – minimum yield strength of material for journal pin,

This condition serves to avoid plasticity in the hole of journal pin

Necessary Minimum Oversize of Shrink-fit

The necessary minimum oversize is determined by the greater value calculated according to: Zmin ≥

σ SW ⋅ DS Em

[mm] μ ⋅ π Em ⋅ DS ⋅ LS (1 − Q A 2 ) ⋅ (1 − QS 2 ) QA = DS / DA

QS = DBG / DS

where: Zmin – minimum oversize,

Em – Young’s modulus for crank web material,

σSW – minimum yield strength of material for crank web,

Mmax– maximum torque in crankshaft,

QA – web ratio,

Qs – shaft ratio,

Maximum Permissible Oversize of Shrink-fit

The maximum permissible oversize for a shrink-fit loaded with the maximum torque Zmax in the crankshaft shall be calculated from the formula:

⎛σ 0,8 ⎞ ⎟⎟ ,

[mm] Z max ≤ DS ⋅ ⎜⎜ SW + ⎝ Em 1000 ⎠

This condition serves to restrict the shrinkage induced mean stress in the fillet

ACCEPTABILITY CRITERIA

Adequate dimensioning of crankshaft is evaluated on the basis of acceptability factor for the crankpin fillet and journal fillet,

determined from the formula: Q=

σ DW σv

σDW – fatigue strength of the crankshaft material for the crankpin fillet and journal fillet,

determined in accordance with paragraph 6,

σv – equivalent alternating stress for the crankpin fillet and journal fillet,

determined in accordance with paragraph 5,

Adequate dimensioning of the crankshaft,

is ensured if the smallest of all acceptability factors satisfies the criterion: Q ≥ 1

APPENDIX I Definition of Stress Concentration Factors in Crankshaft fillets

Torsional loading

Max ||σ3||

Max σ1

Location of maximal stresses

σ1 > ||σ3||

σ1 ≈ ||σ3||

Typical principal stress system Mohr‘s circle diagram with σ2 = 0

τequiv = 0

Equivalent stress and SCF

Bending loading

Location of maximal stresses

Typical principal stress system Mohr‘s circle diagram with σ3 = 0 Equivalent stress and SCF

σ2 ≠ 0

σequiv = σ12 + σ22

APPENDIX II Stress Concentration Factors and Stress Distribution at the Edge of Oil Drillings

Tension + shear

Tension

Stress Nominal type stress tensor

Uniaxial stress distribution around the edge

Mohr‘s circle diagram

σn 0 0 0

σα = σn ·γB /3 [1+2cos(2α)]

γB = σmax / σn for α= k·π

σα = τn ·γB sin(2α)

γT = σmax / τn for α=π/4 + k·(π/2)

σn τn τn 0

APPENDIX III Alternative Method for Calculation of Stress Concentration Factors in the Web Fillet Radii of Crankshafts by Utilizing Finite Element Method CONTENTS 1 General

2 Material

1 Torsion

1 Method 1

2 Method 2

General

The objective of the analysis is to develop Finite Element Method (FEM) calculated figures as an alternative to the analytically calculated Stress Concentration Factors (SCF) at the crankshaft fillets

The analytical method is based on empirical formulae developed from strain gauge measurements of various crank geometries and accordingly the application of these formulae is limited to those geometries

The SCFs calculated according to the rules of this document are defined as the ratio of stresses calculated by FEM to nominal stresses in both journal and pin fillets

When used in connection with the method presented in Publication No

von Mises stresses shall be calculated for bending and principal stresses for torsion

The procedure,

as well as evaluation guidelines are valid for both solid cranks and semi-built cranks (except journal fillets)

The analysis shall be conducted as linear elastic FE analysis,

and unit loads of appropriate magnitude shall be applied for all load cases

The calculation of SCF at the oil bores is not covered by the present Publication

It is advised to check the element accuracy of the FE solver in use,

by modelling a simple geometry and comparing the stresses obtained by FEM with the analytical solution for pure bending and torsion

Boundary Element Method (BEM) may be used instead of FEM

Model Requirements

The basic recommendations and perceptions for building the FE-model are presented in 2

It is obligatory for the final FE-model to fulfil the requirements specified in 2

from the main bearing centerline to the opposite side main bearing centerline – Element types used in the vicinity of the fillets: – 10 node tetrahedral elements – 8 node hexahedral elements – 20 node hexahedral elements – Mesh properties in fillet radii

The following applies to ±90 degrees in circumferential direction from the crank plane: – Maximum element size a=r/4 through the entire fillet,

as well as in the circumferential direction

When using 20 node hexahedral elements,

the element size in the circumferential direction may be extended up to 5a

In the case of multiradii,

fillet r is the local fillet radius

(If 8 node hexahedral elements are used,

even smaller element size is required to meet the quality criteria

) – Recommended manner for element size in fillet depth direction – First layer thickness equal to element size of a – Second layer thickness equal to element to size of 2a – Third layer thickness equal to element to size of 3a – Minimum 6 elements across web thickness

the rest of the crank should be suitable for numeric stability of the solver

– Counterweights have to be modelled only when influencing the global stiffness of the crank significantly

– Modelling of oil drillings is not necessary as long as the influence on global stiffness is negligible and the proximity to the fillet is more than 2r,

– Drillings and holes for weight reduction have to be modelled

– Sub-modelling may be used as far as the software requirements are fulfilled

Oil bore proximity to fillet

Material

Publication No

In FE analysis,

those material parameters are required as strain is primarily calculated and stress is derived from strain using the Young’s Modulus and Poisson’s ratio

Reliable values for material parameters have to be used,

either as quoted in literature or as measured on representative material samples

For steel,

the following is advised: E = 2

Element Mesh Quality Criteria

If the actual element mesh does not fulfil any of the following criteria at the examined area for SCF evaluation,

then a second calculation with a refined mesh shall be performed

Ideally,

With principal stresses σ1 ,

σ2 and σ3 ,

the following criterion is required:

|σ2 |,

|σ3 |) < 0

|σ2 |,

|σ3 |) 2

should differ less than by 5 % from the 100 % averaged nodal stress results at this node at the examined location

Load Cases

To substitute the analytically determined SCF in accordance with Publication No

the following load cases have to be calculated

Torsion

The examined structure is loaded in pure torsion

In the model,

surface warp at the end faces is suppressed

Torque is applied to the central node located at the crankshaft axis

This node acts as the master node with 6 degrees of freedom and is connected rigidly to all nodes of the end face

Boundary and load conditions are valid for both in-line and V-type engines

For all nodes in both the journal and crank pin fillet,

principal stresses are extracted and the equivalent torsional stress is calculated:

τequiv = max

- σ2|,

|σ2 – σ3|,

|σ1 – σ3| 2 2 2

The maximum value taken for the subsequent calculation of the SCF:

αT = τequiv,α / τN βT = τequiv,β / τN where: τN is nominal torsional stress referred to the crankpin and journal,

τN = T / WP 31

Pure Bending (4-Point Bending)

The examined structure is loaded in pure bending

In the model,

surface warp at the end faces is suppressed

The bending moment is applied to the central node located at the crankshaft axis

This node acts as the master node with 6 degrees of freedom and is connected rigidly to all nodes of the end face

Boundary and load conditions are valid for both in-line- and V- type engines

For all nodes in both the journal and pin fillet,

von Mises equivalent stresses σequiv are extracted

The maximum value is used to calculate the SCF according to:

αB = σ equiv,α / σ N βB = σ equiv,β / σ N Nominal stress σ N is calculated as specified in paragraph 2

σ N = M / Meqw

Bending with Shear Force (3-Point Bending)

This load case is calculated to determine the SCF for pure transverse force (radial force,

βQ ) for the journal fillet

The structure is loaded in 3-point bending

In the model,

surface warp at the both end faces is suppressed

All nodes are connected rigidly to the centre node

boundary conditions are applied to the centre nodes

These nodes act as master nodes with 6 degrees of freedom

The force is applied to the central node located at the pin centre-line of the connecting rod

This node is connected to all nodes of the pin cross-sectional area

Warping of the sectional area is not suppressed

Boundary and load conditions are valid for both in-line and V-type engines

Vtype engines can be modelled with one connecting rod force only

Using two connecting rod forces will make no significant change in the SCF

Boundary and load conditions for the 3-point bending load case of an in-line engine

The maximum equivalent von Mises stress σ3P in the journal fillet is evaluated

The SCF in the journal fillet can be determined in two ways as shown below

Method 1

The results from 3-point and 4-point bending are combined as follows:

σ3P = σN3P·βB + σQ3P·βB B

σ3P as found by the FE calculation σN3P

βB as determined in paragraph 3

σQ3P = Q3P / (B·W) where Q3P is the radial (shear) force in the web due to the force F3P [N] applied to the centre-line of the actual connecting rod,

Method 2

In a statically determined system with one crank throw supported by two bearings,

the bending moment and radial (shear) force are proportional

Therefore,

the journal fillet SCF can be found directly by the 3-point bending FE calculation

The SCF is then calculated according to:

β BQ = For symbols,

σ 3P σ N 3P

When using this method,

the radial force and stress determination in accordance with Publication No

The alternating bending stress in the journal fillet,

σBG = ± βBQ · σBFN Note that the use of this method does not apply to the crankpin fillet and that this SCF must not be used in connection with calculation methods other than those assuming a statically determined system specified in Publication No