Numerical Problems

Equations
Get to know
Indicated Power (I.P):-
The power developed inside the engine cylinder is called the indicated power. It is
expressed is kW. It is given by the area under engine indicator diagram. It’s the
power generated inside piston.

Indicated power of an engine is given by, I.P = Pim L A N K/60,000

Indicator diagram:-
An indicated diagram is a graph between pressure and volume. The former being
taken on vertical axis and the latter on the horizontal axis. This is obtained by an
instrument known as indicator. The indicator diagrams are of two types;
(a) Theoretical or hypothetical
(b) Actual.
The theoretical or hypothetical indicator diagram is always longer in size as
compared to the actual one. Since in the former losses are neglected.
The area of the indicator diagram represents the magnitude of the net work-
done by the system in one engine cycle.
The area of the diagram = ad
The length of the diagram = ld
Therefore, the mean effective pressure (m.e.p) is defined as
Pm = (Area of Indicator diagram/Length of diagram) x spring constant
= (ad / ld) x k

Work-done in one engine cycle = Pm A L

For 2-stroke engine, work-done in one min. = Pm. A. L. N
For 4-stroke engine, work-done in one min. = Pm. A. L. N/2
Diagram Factor:-
The ratio of the area of the actual indicator diagram to the theoretical one is called diagram
factor.

Brake Power (B.P):-

This is the actual power available at the crank shaft. The indicated power minus various power
losses in the engine like, friction and pumping losses in the engine, gives brake power. It is
measured by using Dynamometer and expressed in kW.

(Db + dr) = Effective diameter of the brake wheel,

Where Db is brake diameter and dr is the brake rope diameter if there.

Brake power of an engine is given by, B.P = T. Ω

N in this equation represents the rpm of the engine flywheel as brake power is related with output
power

Or, B.P = 2 π NT/60,000

Mean Effective Pressure (Pm or Pmef ):-
Mean effective pressure is that hypothetical constant pressure which is assumed to be
acting on the piston during its expansion stroke producing the same work output as that
from the actual cycle.

Pressure moves from P1, P2, P3, P4 and then we calculate the mean pressure Pm

Or,
As piston performs power stroke, cylinder pressure decreases. Thus it is required to
refer an average effective pressure throughout the whole power stroke. It is expressed
in bars.

Mathematically,
Pm = Work Output/ Swept volume = Wnet /(V₁ - V₂)
It can also be shown as
Pm = (Area of Indicator diagram/Length of diagram) x constant
= (ad / ld) x k
The constant depends on the mechanism used to get the indicator diagram and has the
unit, bar/m
Indicated Mean Effective Pressure (Pim)
Indicated power of an engine is given by
I.P = Pim L A N K/60,000

Therefore, Pim = (60,000 x I.P)/L A N K

Break Mean Effective Pressure (Pbm)

Similarly, the brake mean effective pressure is given by
Pbm = (60,000 x B.P)/L A N K

Engine Torque:-
It is the force of rotating action about the crank axis at any
given instant of time.
It is given by, T = F. r
 Where;
Mechanical Efficiency of Engine: ηmech = B.P/I.P I.P = Indicated Power (kW)
B.P = Break Powder (kW)
Pim = Indicated mean effective pressure (N/m²)
Otto cycle Efficiency: ηotto = 1- (1/rk ɤ - 1) Pbm = Break mean effective Pressure (N/m²)
L = Length of the stroke
A = (πD²/4) = Area of the piston (m²)
N = Number of power strokes
Diesel cycle Efficiency: [1 - (1/ɣ). (1/rk ɤ - 1)] x [(rcɤ - 1)/rc - 1)] = rpm for 2-stroke engines = rpm/2 for 4-stroke
K = Number of cylinder.
T = Engine Torque (Nm)
Where, rk = v₁/v₂ = Compression ratio F = Force applied to the crank (N)
re = v₄/v₃ = Expansion ratio r = Effective crank radius (m).
rc = v₃/v₂ = Cut-off ratio ω = Average velocity of crankshaft (rad/sec)

Also, rk = re x rc.
Marine Diesel Engine ID
Q1
A trial carried out in a four stroke single cylinder gas engine gave the
following results. Cylinder dia=300 mm, Engine stroke=500mm,
Clearance volume=6750cc, Explosions per minute=100
Pmax KN/m2 = 765 Net work load on the brake=190kg Brake
dia=1.5m Rope dia=25mm, Speed of the engine=240rpm, Gas
used=30 m3/kghr , Calorific value of gas=22515 KJ/ m3 . Determine
compression ratio, mechanical efficiency, indicated thermal efficiency,
air standard efficiency, relative efficiency, assume r=1.4
Solution
GIVEN DATA:- TO FIND:-

Dia of cylinder (d)=300mm=0.3m Relative efficiency (ηrel) ?

Engine stroke(l)=500mm=0.5m
Compression ratio (r) ?
Clearance volume(vc)=6750/1003=6.75 m3
Mechanical efficiency (ηmech) ?
Explosions per minute(n)=100/minute=i.67/sec
Indicated thermal efficiency (ηit) ?
Pmin=765 KN /m2
Air standard efficiency (ηair) ?
Brake drum dia(D1)=1.5m

Rope dia(d1)= 0.025m

Work load on the brake(w)=190kg=1.86KN

Calorific value of gas=22515 KJ/ m3

• Compression Ratio: Indicated Thermal Efficiency
𝑣𝑠
𝑟= +1 𝐼𝑃
𝑣𝑐 η𝑖𝑡 =
𝑙 ×𝑎 𝐹𝐶 × 𝐶𝑉
𝑟= +1 𝐻𝑒𝑟𝑒 𝑖𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑 𝑝𝑜𝑤𝑒𝑟 𝑖𝑠 𝐼𝑃 = 𝑃𝑚𝑖 × 𝑙 × 𝑎 × 𝑛 × 𝑘
𝑣𝑐
𝜋 𝐼𝑃 = 𝑃𝑚𝑖 × 𝑙 × 𝑎 × 𝑛 × 𝑘
0.5 × 4 × 0.32
𝑟= +1 𝐼𝑃 = 765 × 0.5 × 0.0706 × 1.67 × 1
0.75 × 10−3
𝑟 = 5.23 + 1 𝐼𝑃 = 45.09𝐾𝑊
𝑟 = 6.23 45.09
Therefore, η𝑖𝑡 = 30
• Air Standard Efficiency ×22515
3600
η𝑖𝑡 = 24.032%
1
η𝑎𝑖𝑟 = 1 −
𝑟 𝛾−1
1
=1−
6.231.4−1
= 51.89 %
Brake Power Mechanical Efficiency
𝐵𝑃
η𝑟𝑒𝑙 =
η𝑖𝑡
=
24.03%
= 46.30% • η𝑚 =
η𝑎𝑖𝑟 51.89% η𝑖𝑡
18.99
• Therefore, η𝑚 =
24.03

BP =
240
2∗𝑝𝑖∗ 2 ∗(1860∗
1.5+0.025
2
)
= 17.99
• η𝑚 = 79.02%
60000
 Indicator Diagram (ID)
How ID is produced (next slide)
Braking Method (Brake Drum Method) 2. Torque Method(Brake Drum Method)
• Apply brake to flywheel when engine is By torsional method
running 3. Indicator Diagram [Most imp for orals]
• Friction between Brake and flywheel 4. Graph/Monogram (manuals)
• Power absorbed by brakes 5. Strain Gausges
• Heat transfer by circulating water
• Power calculated for brake power
 Finding Pmean? Drum
Power Card

Stylus
P

V
Area on PV of ID ?
Clamping
Drawing of Indicator
Diagram

Indicator Cock Pulley

Note: This is the movement from TDC to BDC

that is represented using banana curve on PV Linkage
diagram or ID
Next target to find “Pmean” For
that, we need area of ID Diagram Roller

Note: Remember ID CAM will be ID CAM

synchronized with the piston
Calculating Area of ID
Power Card
Drum
Stylus
P

V
Area on PV of ID ?
Clamping
Drawing of Indicator
Diagram

1. This curve area is calculated using Planimeter

2. Simpson’s Rule
3. Sigma Method
• Pmean = A/L * Number of piston cylinders (k)
= Pressure in bars

Indicated power of an engine is given by, I.P = Pim L A N K/60,000

However, IP is not the power at the flywheel. At flywheel power is considered with losses
i.e. there will be some losses due to mechanical and heat so it is given by:

IP – Losses = Brake Power (BP) (At engine outlet or on fly wheel)

Friction power or losses = IP – BP

Brake power is also known as Effective power.

Improvements in BMEP have come from a number
of factors including:

1. Better control of the combustion process largely

due to advances in electronic control.

2. Improved designs of combustion chamber

giving better gas flow, flame travel and lower
heat losses.

3. Higher compression pressures particularly in

diesels due to the use of turbochargers. Also
electronic control enables optimum use of
compression ratio in petrol engines.
 IMEP
• Indicated mean effective pressure is another theoretical
concept. Like BMEP, “pressure” is a quirk of the units. In
fact, it is again work per unit volume. IMEP is the
equivalent pressure in the cylinder as measured in the
cylinder so it doesn’t include engine losses.

• Usually estimated from an indicator diagram.

• BMEP is based on torque at the crank so accounts for

engine losses. (Brake is an old type of dynamometer so any
term with “brake” in it, means based on actual engine
output).

• BMEP is therefore always less than IMEP

A typical indicator diagram for a petrol engine

50 Bar

source: http://www.pdvconsult.com/images/CylPress5.jpg
 BSFC
• Brake specific fuel consumption is another widely
accepted indicator of engine performance.

• Put simply, it is how much fuel you must burn to

get a specified amount of work out of an engine.

• Standard units are grams of fuel input per

kilowatt-hour of output. (g/kWh)
• Don’t be confused by kWh. It is a unit of energy
not power. It means a kilowatt of power lasting for
1 hour. In other words 1000W (1W = 1Joule per
second!) for 3600seconds so
1kWh = 1000*3600 = 3,600,000J = 3,600kJ = 3.6MJ

• Typical BSFC figures are around 350g per kWh for

gasoline engines and 250g/kWh for diesels.
Overall Thermal Efficiency
• The simplest way to define the thermal efficiency of an engine is:
Energy out at crankshaft *100
Energy content of fuel used

The “100” is there to give the answer in % . So long as the same energy units are used for the top
and bottom values in this equation, it will give the right answer regardless of the energy units
chosen.
A2 Tutorial Example on BSFC and Thermal Efficiency.

• A petrol engine was found to consume 300cc of

fuel in 40seconds while producing 200Nm @
3000rpm. Given that the density of the fuel was
0.75kg/litre and it’s energy content 38MJ/litre,
what is the BSFC and the thermal efficiency of the
engine under these conditions?
Q2
The following observations are recorded during a test on a four-stroke
petrol engine, F.C = 30cc of fuel in 12sec, speed of the engine is
2500rpm, B.P = 20KW, Air intake orifice diameter = 35 mm, Pressure
across the orifice = 140mm of water coefficient of discharge of orifice =
0.6 , piston diameter = 150mm, stroke length = 100 mm, Density of the
fuel = 0.85gm/cc , r=6 .5, Cv of fuel = 42000KJ/Kg, Barometric
pressure = 760mm of Hg , Room temperature = 24oc
Determine:

(i) Volumetric efficiency on the air basis alone

(ii) Air-fuel ratio

(iii) The brake mean effective pressure

(iv) The relative efficiency on the brake thermal efficiency

 Solution
Given data: Piston diameter (d) = 150mm = 0.15m
Stroke length (l) = 0.1m
Fuel consumption = 30cc in 12sec Density of fuel (ρ) = 0.85gm/cc
Fuel consumption = 2.5 in 1sec Compression ratio (r) = 6.5
Room temperature (Ta) = 297 K
Fuel consumption = 9000cc in 1hr
Speed (N) = 2500/60 rps Barometric pressure = 760mm of Hg =
101.325KK/m2= 10.34m of water

Brake power = 20KW

Orifice diameter (d ) = 0.035 m

o

Pressure across the orifice (P ) = 140mm of

o

water
Coefficient of discharge (Cd) = 0.6
Solution (Air Quality)
10.34 m of water = 101.325 KN/m^2
𝑝0
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 ℎ𝑒𝑎𝑑 =
𝜌𝑔
N
𝑝0 = 1372 2
M
𝑃 101.325 1.1887𝐾𝑔
𝜌= = =
𝑅𝑇 0.287𝑥297 𝑚3

1372
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 ℎ𝑒𝑎𝑑 = = 117.6557𝑚
𝜋 1.1887𝑥9.81
𝑄𝑎𝑖𝑟 = 𝐶𝑑 𝑎 2𝑔ℎ = 0.6𝑥 0.0352 2𝑥9.81𝑥117.6557 = 0.02774𝑚3 /𝑠
4
Solution
𝑁 2500
• No. of Suction strokes per second = = = 20.833
2 60𝑥2

0.02774
• Air consumption per stroke = = 0.001332𝑚3
20.8333

𝜋
• Stroke Volume (Vs) = 𝑥 0.152 𝑥0.1 = 0.001767𝑚3
4

0.001332
• Volumetric Efficiency η𝑣𝑜𝑙 = 𝑥100% = 75.382%
0.001767

• Volume of air consumed 𝑉𝑎𝑖𝑟 = 𝑄𝑎𝑖𝑟 = 0.02774𝑚3 /s

= 0.02774𝑚3 /s x 3600 𝑚3 /hr

• Mass of air consumed 𝑚𝑎𝑖𝑟 = 𝑉𝑎 𝑥𝜌𝑎 =99.864x1.1887 = 118.71Kg/hr

Solution
• Fuel consumption = 9000cc/hr

𝐾𝑔
• Mass of fuel consumed 𝑚𝑓 = 9000𝑥0.85 = 7.65
ℎ𝑟

𝑚𝑎 118.71
• Air fuel ratio = = = 15.518: 1
𝑚𝑓 7.65

• Brake Power (B.P) = 20KW = 𝑃𝑚𝑏 𝑥𝑙𝑥𝑎𝑥𝑛𝑥𝑘

20 543.294𝐾𝑁
• Therefore, 𝑃𝑚𝑏 = =
0.001767𝑥20.833𝑥1 𝑚2
Solution (Air Standard Efficiency, BT and
Relative Efficiency)
1
Air standard efficiency = η𝑎𝑖𝑟 = 1 − 𝛾−1
𝑟
1
=1−
6.51.4−1
= 52.703 %

𝐵𝑃𝑥3600
• Brake Thermal Efficiency η𝐵𝑇 = = 22.4%
𝐹.𝐶𝑥𝐶.𝑉
η𝐵𝑇 0.22409
• Relative Efficiency on Brake thermal efficiency η𝑟𝑒𝑙 = = =
η𝑎𝑖𝑟 0.52703
42.52%
 Numerical on
When the spark plug fails
Q3 A gasoline engine working on four- stroke develops
a brake power of 20.9 kW. A Morse test was
conducted on this engine and the brake power (kW)
obtained when each cylinder was made inoperative by
short circuiting the spark plug are 14.9, 14.3,14.8 and
14.5 respectively. The test was conducted at constant
speed.

Find the indicated power, mechanical efficiency and

brake mean effective pressure when all the cylinders
are firing. The bore of the engine is 75mm and the
stroke is 90 mm. The engine is running at 3000 rpm.

33
Given:-
brake power when all cylinders are working = Bt = 20.9 kW ;
Brake power when cylinder 1 is inoperative = B1 = 14.9 kW ;
Brake power when cylinder 2 is inoperative = B2 = 14.3 kW ;
Brake power when cylinder 3 is inoperative = B3 = 14.8 kW ;
Brake power when cylinder 4 is inoperative = B4 = 14.5 kW ;
N = 3000 rpm ; d = 0.075 m ; L = 0.09 m ;

To find:- (i) (ip)total ;

(ii) ηmech ;
(iii) bmep ;

34
Solution:
(i) (ip)total = ip1 + ip2 + ip3 + ip4
= (Bt – B1) + (Bt – B2) + (Bt – B3) + (Bt – B4)
= 4Bt – (B1 + B2 + B3 + B4)
= 4 x 20.9 – (14.9 + 14.3 + 14.8 + 14.5)
= 25.1 KW

Bt 20.9
(ii) ηmech = ------------- = --------- = 0.833 = 83.3 %
(ip)total 25.1

35
 60,000 Bt 60,000 x 20.9
(iii) bmep = --------------- = --------------------------------------------------
LAnK 0.09 x (π / 4) x 0.0752 x (3000 / 2) x 4

= 5.25 x 10 5 N / m2
= 5.25 bar.

36
Crankshaft
A crankshaft (i.e. shaft with a crank) is used to convert reciprocating
motion of the piston into rotatory motion or vice versa. The crankshaft
consists of the shaft parts which revolve in the main bearings, the
crankpins to which the big ends of the connecting rod are connected,
the crank arms or webs (also called cheeks) which connect the
crankpins and the shaft parts. The crankshaft, depending upon the
position of crank, may be divided into the following types:

1. Side crankshaft or over hung crankshaft, as shown in next slide.

2. Centre crankshaft
Types of Crankshafts
Dependency on number of cranks
• The crankshaft, depending upon the number of cranks in the shaft,
may also be classified as single throw or multi-throw crankshafts. A
crankshaft with only on side crank and center crank is called a single
throw crankshaft where as the crankshaft with two side cranks, one
on each end or with two or more center cranks is known as multi-
throw crankshaft.

• The side crankshafts are used for medium and large size horizontal
engines.
Lesson Plan
• Todays work
1. Crank shaft and its manufacturing process
2. Numerical analysis on crank shaft
Material and manufacture of crankshafts
• The crankshafts are subjected to shock and fatigue loads. Thus material of
the crank shaft should be tough and fatigue resistant. The crankshafts are
generally made of carbon steel, special steel or special cast iron.
• In industrial engines, the crankshafts are commonly made from carbon
steel such as 40 C 8, 55 C 8, and 60 C 4. In transport engines, manganese
steel such as 20 Mn 2, 27 Mn 2 and 37 Mn 2 are generally used for the
making of crankshaft. In aero engines, nickel chromium steel such as 35 Ni
1 Cr 60 and 40 Ni 2 Cr 1 Mo 28 are extensively used for the crankshafts.
• The crankshafts are made by drop forging or casting process but the former
method is more common. The surface of the crankpin is hardened by case
carburizing, nitriding or induction hardening techniques.
Bearing Pressures and Stresses in Crankshaft
• The bearing pressures are very important in the design of crankshafts.
The maximum permissible bearing pressure depends upon the
maximum gas pressure, journal velocity, amount and method of
lubrication and change of direction of bearing pressure.
• The following two types of stresses are induced in the crankshaft.
1. Bending stress
2. Shear stress due to torsional moment on the shaft
Bearing Pressures and Stresses in Crankshaft
• Most crankshaft failures are caused by a progressive fracture due to
repeated bending or reversed torsional stresses. Thus the crankshaft
is under fatigue loading and therefore, its design should be based
upon the endurance limit. Since the failure of a crankshaft is likely to
cause a serious engine destruction and neither all the forces nor all
the stresses acting on the crankshaft can be determined accurately,
therefore a high factor of safety from 3 to 4, based on the endurance
limit, is used.
• The following table shows the allowable bending and shear stresses
for some commonly used materials for crankshafts as given in next
slide:
Allowable bending and shear stresses
Material Endurance limit in Mpa Allowable stress in MPa
Bending Shear Bending Shear
Chrome nickel 525 290 130 to 175 72.5 to 97
Carbon steel and 225 124 56 to 75 31 to 42
cast steel
Alloy Cast iron 140 140 35 to 47 35 to 47
Design procedure for Crankshafts
The following procedure may be adopted for designing of a crankshaft:
1) First of all, find the magnitude of the various loads on the
crankshaft.
2) Determine the distances between the supports and their position
with respect to the loads.
3) For the sake of simplicity and also for safety, the shaft is considered
to be supported at the centers of the bearing and all the forces and
reactions to be acting at these points. The distances between the
supports depend on the length of the bearings, which in turn
depend on the diameter of the shaft because of the allowable
bearing pressures.
Design procedure for Crankshafts
4) The thickness of the cheeks or webs is assumed to be from 0.4 ds to
0.6 ds where ds is the diameter of the shaft. It may also be taken as
0.22D to 0.32D, where D is the bore of cylinder in mm.
5) Now calculate the distances between the supports.
6) Assuming the allowable bending and shear stresses, determine main
dimensions of the crankshaft.
Design procedure for Crankshafts
Notes:

1. The crankshaft must be designed or checked for at least two crank

positions. Firstly, when the crankshaft is subjected to maximum
bending moment and secondly when the crankshaft is subjected to
maximum twisting moment or torque.
2. The additional moment due to weigh the flywheel, belt tension and
other forces must be considered.
3. It is assumed that the effect of bending moment does not exceed
two bearings between which a forces is considered.
Design of the center crankshaft
• We shall design the center crankshaft by considering the two crank
positions i.e. when the crank is at dead center ( or when the crankshaft is
subjected to maximum bending moment) and when the crank is at angle at
which the twisting moment is maximum. These two cases are discussed in
detail as below:

1. When the crank is at dead center

At this position of the crank, the maximum gas pressure on the piston will
transmit maximum force on the crankpin in the plan of the crank causing
only bending of the shaft. The crankpin as well as wends of the crankshaft
will be only subjected to bending moment. Thus, when the crank is at the
dead center, the bending moment on the shaft is maximum and the twisting
moment is zero.
Center crankshaft at dead center
Consider a single throw three bearing crankshaft as shown in Fig.

Let
D = Piston diameter or cylinder bore in mm,
P = Maximum intensity of pressure on the piston in N/ mm^2,
W = Weight of the flywheel acting downwards in N, and
T1 + T2 = Resultant belt tension or pull acting horizontally in N.
The thrust in the connecting rod will be equal to the gas load on the
piston (Fp). We know that gas load on the piston,
𝜋
𝐹𝑝 = × 𝐷2 × 𝑝
4

Due to this piston gas load (Fp) acting horizontally, there will be two
horizontal reactions H1 and H2 at bearing 1 and 2 respectively, such that

𝐹𝑝 × 𝑏1 𝐹𝑝 × 𝑏2
𝐻1 = ; 𝑎𝑛𝑑 𝐻2 = ;
𝑏 𝑏
Due to this weight of the flywheel (W) acting downwards, there will be
two vertical reactions V2 and V3 at bearing 2 and 3 respectively, such
that
𝑊 × 𝑐1 𝑊 × 𝑐2
𝑉2 = ; 𝑎𝑛𝑑 𝑉3 = ;
𝑐 𝑐
Now due to the resultant belt tension (T1 +T2), acting horizontally, there
will be two horizontal reactions 𝐻2` 𝑎𝑛𝑑𝐻3` at bearings 2 and 3
respectively, such that

(𝑇1 + 𝑇2 ) × 𝑐1 (𝑇1 + 𝑇2 ) × 𝑐2
𝐻2` = ; 𝑎𝑛𝑑 𝐻3` = ;
𝑐 𝑐
The resultant force at bearing 2 is given by

𝑅2 = ((𝐻2 + 𝐻2` )2 × 𝑉2 2
And the resultant force at bearing 3 is given by

𝑅3 = ((𝐻3 )2 + 𝑉3 2

Now the various parts of the centre crankshaft are designed for
bending only, as discussed below:

(𝑇1 + 𝑇2 ) × 𝑐1 (𝑇1 + 𝑇2 ) × 𝑐2
𝐻2` = ; 𝑎𝑛𝑑 𝐻3` = ;
𝑐 𝑐
(a) Design of a crankpin
• Let
𝑑𝑐 = 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑟𝑎𝑛𝑘𝑝𝑖𝑛 𝑖𝑛 𝑚𝑚,
𝑙𝑐 = 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑟𝑎𝑛𝑘𝑝𝑖𝑛 𝑖𝑛 𝑚𝑚,
𝜎𝑐 = 𝐴𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 𝑓𝑜𝑟 𝑡ℎ𝑒 𝑐𝑟𝑎𝑛𝑘𝑝𝑖𝑛 𝑖𝑛 𝑁/𝑚𝑚2 ,
We know that bending moment at the center of the crankpin,
𝑀𝑐 = 𝐻1 . 𝑏2 (1)
We also know that
𝜋
𝑀𝑐 = 𝑑𝑐 3 𝜎𝑏 (2)
321
From the equation (1) and (2), diameter of the crankpin is determined. The length of the crankpin is
given by
𝐹𝑝
𝑙𝑐 =
𝑑𝑐 . 𝑝𝑏
Where 𝑝𝑏 = Permisible bearing pessure in N/𝑚𝑚2
(b) Design of left hand crank web
• The crank web is designed for eccentric loading. There will be two stresses
acting on the crank web, one is the direct compressive stress and the other
is bending stress due to piston gas load (𝐹𝑝 ).
• The thickness (t) of the crank web is given empirically as
𝑡 = 0.4𝑑 𝑡𝑜 0.6𝑑𝑠
= 0.22𝐷 𝑡𝑜 0.32𝐷
= 0.65𝑑𝑐 + 6.35
Where 𝑑𝑠 = 𝑠ℎ𝑎𝑓𝑡 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑖𝑛 𝑚𝑚,
𝐷 = 𝐵𝑜𝑟𝑒 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑖𝑛 𝑚𝑚, 𝑎𝑛𝑑
𝑑𝑐 = 𝐶𝑟𝑎𝑛𝑘𝑝𝑖𝑛 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑖𝑛 𝑚𝑚,
The width of crank web (w) is taken as
𝑤 = 1.125𝑑𝑐 + 12.7𝑚𝑚
(b) Design of left hand crank web
• We know that maximum bending moment on the crank web is
𝑙𝑐 𝑡
𝑀 = 𝐻1 𝑏2 − −
2 2
And section modulus,
1
𝑍 = × 𝑤. 𝑡 2
𝑙 𝑡
6
𝑀 6𝐻1 𝑏2 − 𝑐 −
2 2
Therefore, Bending stress, 𝜎𝑏 = = 2
𝑍 𝑤.𝑡
And direct compressive stress on the crank web,
𝐻1
𝜎𝑐 =
𝑤.𝑡
Therefore total stress on crank web = Bending Stress + Direct Stress = 𝜎𝑏 + 𝜎𝑐
𝑙 𝑡
6𝐻1 𝑏2 − 𝑐 − 𝐻1
2 2
= +
𝑤.𝑡 2 𝑤.𝑡
This total stress should be less than the permissible bending stress.
(c) Design of a right hand crankweb
• Let 𝑑𝑠 = 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑡ℎ𝑒 𝑠ℎ𝑎𝑓𝑡 𝑛 𝑖𝑛 𝑚𝑚,
We know that bending moment due to the weight of the flywheel,
𝑀𝑤 = 𝑉3 . 𝑐1
And bending moment due to belt tension,
𝑀𝑇 = 𝐻3` . 𝑐1
These two bending moments act at right angles to each other. Therefore, the resultant bending moment at the flywheel location,

2
𝑀𝑆 = 𝑀𝑤 2 + 𝑀𝑇 2 . = 𝑉3 . 𝑐1 2 + 𝐻3` . 𝑐1
We also know that the bending moment at the shaft,

𝜋
𝑀𝑆 = 𝑑𝑆 3 𝜎𝑏
32
Where 𝜎𝑏 = 𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 𝑖𝑛 𝑁/𝑚𝑚2 .
Form equation 1 and 2 , we may determine the shaft diameter (𝑑𝑠 ).
Numerical on Design of the center crankshaft
when crank is at the dead center
• Design a plain carbon steel centre crankshaft for a single acting four stroke single cylinder
engine for the following data:
• Bore = 400 mm;
• Stroke = 600 mm;
• Engine speed = 200 rpm;
• MEP = 0.5 N/mm^2
• Maximum combustion pressure =2.5 N/mm^2;
• Weight of flywheel used as a pulley = 50kN;
• Total belt pull = 6.5 kN.
• When the crank has turned through 35degree from the TDC, the pressure on the piston
is 1 N/mm^2 and the torque on the crank is maximum. The ratio of the connecting rod
length to the crank radius is 5. Assume any other data required for the design.
Solution on Design of the center crankshaft
when crank is at the dead center
Given:
• D = 400 mm;
• L = 600 mm; or r = 300 mm;
• gine speed = 200 rpm;
• Pm = 0.5 N/mm^2
• P =2.5 N/mm^2;
• W = 50kN;
• T1 + T2= 6.5 kN
• Θ = 35 degree;
𝑁
• 𝑝′ = 1 𝑚𝑚2 ;
• l/r = 5
• We shall design the crankshaft for the two positions of the crank, i.e., firstly when the crank is at the dead
center; and secondly when the crank is at an angle of maximum twisting moment.
Solution on
Piston Gas Load Calculations and Bore Dia
• Design of the crankshaft when the crank is at the dead center
We know that the piston gas load,
𝜋 𝜋
𝐹𝑝 = × 𝐷2 × 𝑝 = × 4002 2.5 = 314200𝑁 = 314.2𝑘𝑁
4 4

Assume the distance between bearing 1 and 2 is equal to twice the

piston diameter
𝑏 = 2𝐷 = 2 × 400 = 800𝑚𝑚
𝑏 800𝑚𝑚
And 𝑏1 = 𝑏2 = = = 400𝑚𝑚
2 2
Horizontal Reactions due to Piston Gas Load
We know that due to the piston gas load, there will be two horizontal reactions
𝐻1 𝑎𝑛𝑑𝐻2 at bearings 1 and 2 respectively, such that

𝐹𝑝 × 𝑏1 314.2 × 400 𝐹𝑝 × 𝑏2 314.2 × 400

𝐻1 = = = 157.1𝑘𝑁 𝑎𝑛𝑑 𝐻2 = = = 157.1𝑘𝑁
𝑏 800 𝑏 800

Vertical Reactions due to Weight of the Flywheel

𝑐
Assume that the length of the main bearings to be equal, i.e., 𝑐1 = 𝑐2 = know .we
2
that due to the weight of the flywheel acting downwards, there will be two vertical
reactions 𝑉2 𝑎𝑛𝑑 𝑉3 at bearings 2 and 3 respectively, such that

𝑊 × 𝑐1 𝑊 × 𝑐/2 𝑊 50 𝑊 × 𝑐2 𝑊 × 𝑐/2 𝑊 50
𝑉2 = = = = = 25𝑘𝑁; 𝑎𝑛𝑑 𝑉3 = = = = = 25𝑘𝑁;
𝑐 𝑐 2 2 𝑐 𝑐 2 2
Horizontal reactions due to belt tensions
• Due to the resultant belt tension (𝑇1 + 𝑇2 ) acting horizontally, there
will be two horizontal reactions 𝐻2′ 𝑎𝑛𝑑𝐻3′ respectively, such that

(𝑇1 + 𝑇2 ) × 𝑐1 (𝑇1 + 𝑇2 ) × 𝑐/2 (𝑇1 + 𝑇2 ) 6.50

𝐻2` = = = = = 3.25𝑘𝑁;
𝑐 𝑐 2 2
𝑎𝑛𝑑
`
(𝑇1 + 𝑇2 ) × 𝑐2 (𝑇1 + 𝑇2 ) × 𝑐/2 (𝑇1 + 𝑇2 ) 6.50
𝐻3 = = = = = 3.25𝑘𝑁;
𝑐 𝑐 2 2