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ISSN 2277-2685

IJESR/May 2014/ Vol-4/Issue-5/225-240

Kiran G. Nath et al./ International Journal of Engineering & Science Research

*Corresponding Author www.ijesr.org 225

THERMAL ANALYSIS COMPARISON OF EN8 AND AUTOMOTIVE ALUMINA

CRANKSHAFT

Kiran G. Nath*1, V.Murugan

2

1PG scholar (Thermal Engineering), Dept. of Mechanical Engg., R.V.S. College of Engineering and

Technology, Coimbatore, India.

2Asst. Prof, Dept. of Mechanical Engg., R.V.S. College of Engineering and Technology, Coimbatore, India.

ABSTRACT

The Computer aided modeling and analysis of crankshaft is to study was to evaluate and compare the fatigue

performance of two competing manufacturing technologies for automotive crankshafts, namely forged steel and

ductile cast iron. In this study a static simulation was conducted on two crankshafts, EN8 and automotive

alumina, from similar single cylinder four stroke en-gines.Finite element analyses was performed to obtain the

variation of stress magnitude at critical locations. The dynamic analysis was done analytically and was verified

by simulations in ANSYS. Results achived from aforementioned analysis were used in optimization of the

crankshaft. Geometry, material and manufacturing processes were optimized considering different constraints,

manufacturing feasibility and cost. The optimization Process includes geometry changes compatible with the

current engine, fillet rolling and result in in-creased fatigue strength and reduced cost of the crankshaft, without

changing connecting rod and engine block

Keywords: Crankshaft, Forged steel, Cast iron.

1. INTRODUCTION

The objective of this study is to compare the durability of crankshafts from two competing materials, as well as

to perform static load and stress analysis. The crankshaft materials used in this study are EN8 and

AUTOMOTIVE ALUMINA from a four stroke petrol engine. Material composition tests showed that the EN8

material that we used in the crankshaft. Static load analysis was performed to determine the service loading of

the crankshafts and FEA was conducted to find stresses at critical locations. Finally, material, and testing

processes were optimized for the AUTOMOTIVE ALUMINA crankshaft. The stresses on the crankshaft depend

on the heat treatment temperatures employed, the depth of hardening and the type of quenchant. Process

conditions that give rise to compressive residual stresses on the surface of heat treated components are

favorable.

The finite element analysis is performed by using computer aided engineering software ANSYS. The theory of

flexible multi-body systems dynamics is combined with FEA method to study the crankshaft; the dynamic

boundary loads on the joints in a working cycle are determined by the simulation on the crankshaft system in the

study done by Dr.S.V.Deshmukh et al. [1]. The main objectives of this project are to investigate and analyze the

deformation, stress, strain distribution. The dissertation describes the mesh optimization with using finite

element analysis technique to predict the higher stress and Critical region on the component. Several aspects of

the crankshaft were not up to the technical standards, such as distance between the quenched layer and the web,

chemical composition, hardness and microstructure of the quenched layer, yield strength, and impact toughness.

The dynamic analysis performed in the paper by Farzin H et al. [2] resulted in the development of the load

spectrum applied to the crankpin bearing. This load was then applied to the FE model and boundary conditions

were applied according to the engine mounting conditions

Crankshaft specifications, operating conditions, and various failure sources are first reviewed. Then design

aspects and manufacturing procedures for crankshafts are discussed. This includes a review of the effects of

influential parameters such as stresses on fatigue behavior. The common crankshaft material and manufacturing

process technologies currently in use are then compared with regards to their durability performance. A

comparative study and failure investigation has been conducted and the mechanical properties of the crankshaft


Copyright © 2013 Published by IJESR. All rights reserved 226

including tensile properties, marohardness (HB) and surface hardness (HV1) were discussed by Zhiwei Yuet al.

[3].This is followed by a discussion of durability assessment procedures used for crankshafts, as well as bench

testing and experimental techniques.

The main objective of this study is to investigate weight and cost reduction opportunities for crankshaft. The

need of load history in the FEM analysis necessitates performing a detailed dynamic load analysis. Therefore,

this study consists of three major sections: static load analysis, FEM and stress analysis. In this study a static

simulation was conducted on two crankshafts, EN8 and AUTOMOTIVE ALUMINA, from similar single

cylinder four stroke engines. Finite element analysis was performed to obtain the variation of stress magnitude

at critical locations.

2. METHODLOGY

Jonathan Williams et al. [4] have done a comparative study on the fatigue behavior of forged steel and ductile

iron crankshafts from a one-cylinder engine as well as to determine if the fatigue life of a crankshaft can be

accurately estimated using fatigue life predictions.

3. ANALYSIS

3.1 Finite Element Method

The Finite Element Method (FEM) is a reliable numerical technique for analyzing engineering designs. FEM

replaces a complex problem with many simple problems. It divides the model into many small pieces of simple

shapes called elements. Elements share common points called nodes. The behavior of these elements is well-

known under all possible support and load scenarios. The motion of each node is fully described by translations

in the X, Y, and Z directions. These are called degrees of freedom (DOFs). Analysis using FEM is called Finite

Element Analysis (FEA).

R. J. Deshbhratar et al. [5] has discussed the method to find the maximum stress point and dangerous areas are

found by the deformation analysis of crankshaft [5]. Ansys formulates the equations governing the behavior of

each element taking into consideration its connectivity to other elements. These equations relate the

displacements to known material properties, restraints, and loads. Next, the program organizes the equations



into a large set of simultaneous algebraic equations. The solver finds the displacements in the X, Y, and Z

directions at each node. Using the displacements, the program calculates the strains in various directions.

Finally, the program uses mathematical expressions to calculate stresses. Finite element proceeds at present very

widely used in the engineering analysis. In the study by Ram.R.Wayzode et al. [6] the analysis was done for

different engine speeds and as a result critical engine speed and critical region on the crankshaft were obtained.

In this project a constant engine speed of 1500 rpm is considered throughout the analysis.

The finite element method is a numerical analysis technique for obtaining approximately solution to varieties of

engineering in the finite element analysis actual continuum or body of the matter like solid, liquid or gas is

represented as an assemblage of sub division called finite element. These finite elements of field variable inside

the finite element can approximately by the single function. The approximately functions are defined in terms of

the values of the field variable of the nodes by solving the solid variables the total values of the field variable of

the nodes by solving the solid variables the total values of the nodes by soling the solid variables the total values

of the field variable can be found out.

3.1.1 Steps In FEA

� Definitions of the problem and its domain.

� Discretization of the domain the continuum.

� Identification of state variable.

� Formulation of the problem.

� Establishing coordinate system.

� Constructing approximate functions for the elements.

� Obtaining element matrix and equation.

� Coordinate transformation.

� Assembly of element equations.

� Introduction of the final set of simultaneous equation.

� Interpretations of the results.

3.1.2 Advantages of FEA

Applicable to any field problem such as heal transfer stress analysis, magnetic field etc.

• There is no matrix restriction.

• Approximately it is easily improved by grading the mesh so that more elements appear where field gradients

are high and more resolution is required.

• Compounds that have different behavior and different mathematical description can be solved.

3.2 MATERIALS USED

3.2.1 EN8

The crankshafts are most usually made of Forged steel [2] or En8 for production engines. These materials have

different properties and suitable for different engines. But in this project Automotive Alumina is used as

Crankshaft material. This should achieve better mechanical properties towards the core.

Table 1: EN8 Composition

080M40 (EN8) Specification

Chemical composition

Carbon 0.36-0.44%

Silicon 0.10-0.40%

Manganese 0.60-1.00%

Sulphur 0.050 Max

Phosphorus 0.050 Max



Table 2: Mechanical properties

080M40 (EN8) - mechanical properties in "R" condition

Max Stress 700-850 n/mm2

Yield Stress 465 n/mm2 Min (up to 19mm LRS)

0.2% Proof Stress 450 n/mm2 Min (up to 19mm LRS)

Elongation 16% Min (12% if cold drawn)

Impact KCV 28 Joules Min (up to 19mm LRS

Hardness 201-255 Brinell

Table 3: EN8 Equivalents

EN8 Equivalents

BS970: 1955 EN8

BS970/PD970: 1970 onwards 080M40

European C40, C45, Ck40,Ck45, Cm40, Cm45

Werkstoff No. 1.0511, 1.1186, 1.1189

US SAE (AISI) 1039, 1040, 1042, 1043, 1045

3.2.2 Automotive Aluminium

Aluminium alloys are alloys in which aluminium (Al) is the predominant metal. The typical alloying elements

are copper, magnesium, manganese, silicon and zinc. There are two principal classifications,

namely casting alloys and wrought alloys, both of which are further subdivided into the categories heat-

treatable and non-heat-treatable. Aluminium alloys are widely used in engineering structures and components

where light weight or corrosion resistance is required. Aluminium matrix composites (AMCs) refer to the class

of light weight high performance aluminium centric material systems. The paper by M K Surappa et al. [7]

presents an overview of AMC material systems on aspects relating to processing, microstructure, properties and

applications.

Fig 1: Automotive alumina composition

Mallikarjuna G B et al. [8] investigated about Metal Matrix Composites (MMC’s) which have been developed

to meet the demand for lighter materials with high specific strength, stiffness and wear resistance.

4. DESIGN OF CRANKSHAFT

4.1 Force Imposed On A Crankshaft



Our selected engine is combustion ignition Petrol Engine. The obvious source of force applied to a crankshaft is

the product of combustion chamber pressure acting on the top of the piston. High-performance, contemporary

high-performance compression -ignition (CI) engines can see combustion pressures in excess of 25 bar. This

kind of force exerted on a crankshaft rod journal which produces substantial bending and torsion moments and

the resulting tensile, compressive and shear stresses.

4.2 Design Procedure

The crankshaft must be designed or checked for at least two crank positions. First, when the crankshaft is

subjected to maximum bending moment and secondly when the crankshaft is subjected to maximum twisting

moment or torque. The additional moment due to weight of flywheel, bell tension and other forces must be

considered. It is assumed that the effect of bending moment does not exceed two bearing between which a force

is considered.

Diameter of piston (Dp) = 50 mm

Maximum fuel gas pressure (p) = 2.5N/mm2

Length of connecting rod (Lc) = 125 m

Stroke of piston = 2× Crank Radius

= 2× 46 = 92 mm

Crank radius (r) = 92 / 2 = 46 mm

Weight of flywheel (w) = 0.24 KN= 24.23 N

Distance between flywheel

and journal (y) = 75 mm

Speed of engine (N) = 1000 rpm

Permissible stress in bending (σb)=70 /mm2

Permissible stress in shear (τ) = 40 N/mm2

Permissible stress in bearing (σc) = 8 N/mm2

Now maximum force acting on the piston is given by,

F= p × Dp2

= 2.5 × (50)2

F = 4908.8 N, this force is transmitted to the crankshaft through connecting rod. The inclination of

connecting rod ( ) with line of stroke for crank angle (θ) at 30o is found out using

= (or)

= Sin-1

= Sin-1

= 10.7o



The fuel force F is resolved into radial and tangential components as,

Radial force (Force acting along the crank)

Fr = F Cos (θ + )

= 4908.8 × Cos (30 + 10.7)

Fr = 3721.6 N

Tangential force (force acting perpendicular to crank)

Ft = F Sin (θ + )

= 4908.8× Sin (40.7)

Ft = 3201 N

Design of crank pin:

For the design of crank pin, the fuel force F may be considered. Design is based on bearing stress.

Let, L = Length of crank pin

d = Diameter of crank pin

Bearing stress (σc) =

Let, Assume (L) = 1.1 d

(d) =

d = 1/2

= 1/2

d = 23.7 mm

Then,

L = 1.2 × d = 1.2 × 23.7

L = 26 mm

Design of main journal:

Let, D = Diameter of journal

L = Length of journal

The design of main journal is based on equivalent bending moment due to torque developed by the force and the

bending moment developed by the crank.

Since the force applied by the connecting rod is shared by the two journals equally. The force on each journal is

half of force value. Hence at maximum torque position the twisting moment produced on the journals.

T = Tangential force × crank radius.

T = =



T = 73.63 ×103 N- mm

Bending moment due to weight of flywheel,

M = w × y

= 24.2 × 75

M = 1817.3 => 1.8 ×103 N- mm

Equivalent bending moment,

Mc =

=

Mc = 37.72×103 N mm

Bending stress,

σb =

D =

=

= 17.64 mm

Hence take D = 18 mm

Then L = 1.25 × D = 1.25 × 18

L = 22.5 mm

Design of web:

Thickness of web,t = 0.7 d

= 0.7 ×23.7

= 16.5 mm

Width of web, w = 1.14 × d

= 1.1 × 23.7

= 27 mm

Now the centre distance between the journals,

x = + t + l +t +

= + 16.5 + 22.5 +16.5 +

x = 78 mm

The induced stresses in the crank pin, web, journals are checked as follows,

Induced stresses in crank pin.



The maximum bending moment at the centre of crank pin,

M = =

= 95.72 × 103 N mm

Induced bending stress,

σb =

=

= 53.56 N/mm2< (σb)

Induced direct shear stress,

τ =

=

=

= 11.12 N/mm2< (τ)

Induced stresses in the journal:

The induced bearing stress in the journal

σb =

This bearing load is the resultant load produced by the flywheel weights acting vertically and the reaction due to

crank pin force acting horizontally, assuming inclination of connecting rod.

Weight of flywheel, w= 24.23 N

Reaction acting on one journal,

F1 = = = 2454.4 N

Resultant force,

R =

=

= 2454.4 N

Bearing pressure,

Pb =



=

= 2.071 N/mm2< (σc)

Direct stress in the web,

σo =

=

= 8.35 N/mm2

Bending stress due to radial force,

σbr =

=

= 52.40 N/mm2

Total induced stress, σ = σo + σbr +σbt

σbt =

=

= 73.44 N/mm2

σ = 8.35 + 52.40 + 73.44

σ = 134.19 N/mm2

Since this is more than allowable value (70 N/mm2) let us increase the width of crank w = 80 mm

Now we get,

σo = 8.10 N/mm2

σbr = 81.72 N/mm2

σbt = 289.3 N/mm2

σ = 379.12 N/mm2

Since all the induced stresses are less than their allowable values, our design is safe.

5. MODEL GENERATION

5.1 Modeling

In Part modeling you can create a part from a conceptual sketch through solid feature-based modeling, as well

as build and modify parts through direct and intuitive graphical manipulation. The Part Modeling Help

introduces you to the terminology, basic design concepts, and procedures that you must know before you start

building a part. Part Modeling shows you how to draft a 2D conceptual layout, create precise geometry using



basic geometric entities, and dimension and constrain your geometry. You can learn how to build a 3D

parametric part from a 2D sketch by combining basic and advanced features, such as extrusions, sweeps, cuts,

holes, slots, and rounds. Finally, Part Modeling Help provides procedures for modifying part features and

resolving failures

Design Concepts for Creating Crank Shaft

We can design many different types of models in Solid works. However, before we begin our design project, we

need to understand a few basic design concepts:

• Design Intent - Before we design our model, we need to identify the design intent. Design intent defines the

purpose and function of the finished product based on product specifications or requirements. Capturing design

intent builds value and longevity into your products. This key concept is at the core of the Solid works feature-

based modeling process.

• Feature-Based Modeling - Solid works part modeling begins with creating individual geometric features one

after another. These features become interrelated to other features as you reference them during the design

process.

• Parametric Design - The interrelationships between features allow the model to become parametric. So, if

we alter one feature and that change directly affects other related features, then Solid works dynamically

changes those related features. This parametric ability maintains the integrity of the part and preserves your

design intent.

• Associability—Solid works maintains design intent outside Part mode through associatively. As we continue

to design the model, we can add parts, assemblies, drawings, and other associated objects, such as piping, sheet

metal, or electrical wiring. All of these functions are fully associative within Solid works. So, if we change our

design at any level, our project will dynamically reflect the changes at all levels, preserving design intent.

Solid works Part enables to design models as solids in a progressive three-dimensional solid modeling

environment. Solid models are geometric models that offer mass properties such as volume, surface area, and

inertia. If you manipulate any model, the 3-D model remains solid. Solid works provides a progressive

environment in which we can create and change your models through direct graphical manipulation. You drive

the design process for your project by selecting an object (geometry) and then choose a tool to invoke an action

on that object. This object-action workflow provides greater control over the design of your models while

allowing you to express your creativity. The user interface provides further support for this design process. As

you work with your model, the context sensitive user interface guides you through the design process. After you

choose an object and an action, Solid works interprets the current modeling context and presents requirements

and optional items to complete the task. This information is displayed in a non obtrusive user interface called

the dashboard that enhances your ability to directly work with your models by assessing your actions and

guiding you through the design process. The Solid works progressive modeling environment streamlines the

design process enabling you to concentrate on product development and drive your designs to new levels of

creativity.

Fig 2: Final model of the crankshaft

5.2 Importing Model Into Ansys



In this prompt, the dimensions of the real part model has been modeled using Solid Works, the solid works is

best suitable only for modeling the crank shaft and the part model is imported as *.prt file. In solid works the 3

Dimensional parts has been converted into*. Para-solid file. Now we can be able to set the actual dimensions

appearance for the converted model file. After setting the require data in solid works. After completing the

designing processes of crankshaft, the file is imported to the Ansys software. Ansys specialized in the area of

analyzing the materials and different kinds of parts .This part model may be imported to Ansys as *.IGES file.

Thus the IGES file has been imported in Ansys work bench, and in Ansys, static structural analysis has been

made on the IGES file. After the process it has been stored. That it can be viewed in Ansys bench as a link to

Ansys products launcher. Thus the result can be generated in the general post processor using the Ansys product

launcher.

The ANSYS commitment is to provide unequalled technical depth in any simulation domain. Whether it’s

structural analysis, fluids, thermal, electromagnetics, meshing, or process & data management we have the level

of functionality appropriate for your requirements. Through both significant R&D investment and key

acquisitions, the richness of our technical offering has flourished. A strong foundation for multiphysics sets

ANSYS apart from other engineering simulation companies. Our technical depth and breadth, in conjunction

with the scalability of our product portfolio, allows us to truly couple multiple physics in a single simulation.

Technical depth in all fields is essential to understand the complex interactions of different physics. The

portfolio breadth eliminates the need for clunky interfaces between disparate applications. The ANSYS

capability in multiphysics is unique in the industry; flexible, robust and architected in ANSYS Workbench to

enable to solve the most complex coupled physics analyses in a unified environment.

Fig 3: Imported IGS file in ANSYS

5. 3 Meshing In Ansys

In preparing the model for analysis, Ansys subdivides the model into many small tetrahedral pieces called

elements that share common points called nodes.

Type of mesh = global

Element size = 0.5

Mode of mesh = volume

Key points = all



Fig 4: Meshing of Crankshaft

� Elements can have straight or curved edges.

� Each node has three unknowns, namely, the translations in the three global directions.

� The process of subdividing the part into small pieces (elements) is called meshing. In general, smaller

elements give more accurate results but require more computer resources and time.

� Ansys suggests a global element size and tolerance for meshing. The size is only an average value, actual

element sizes may vary from one location to another depending on geometry.

� It is recommended to use the default settings of meshing for the initial run. For a more accurate solution, use

a smaller element size.

After meshing the model the boundary conditions are applied properly then the final results are obtained. The

following figure shows the final results of structural analysis for different materials like austenitic alloy,

titanium alloy, plastic reinforced carbon and stainless steel.

6. ANAYLSIS OF EN8 AND AUTOMOTIVE ALUMINA

6.1 En8 Analysis In Ansys

6.1.1total Deformation Occured

In engineering, deflection is the degree to which a structural element is displaced under a load. It may refer to an

angle or a distance.The deflection distance of a member under a load is directly related to the slope of the

deflected shape of the member under that load and can be calculated by integrating the function that

mathematically describes the slope of the member under that load.

Fig 5: Total deforamtion EN8

6.1.2 Equivalent elastic strain

Elastic strain, εe, is any strain that takes place before exceeding the yield stress. However, it is important to note

that, for hardening materials, elastic strain is increasing during post yield also. Hence,strain that is removed

during unloading is a better definition of elastic strain. Plastic strain,εp, is permanent strain that remains after

unloading. Total strain is the sum of elastic strain and plastic strain, ε = εe + εp.When hardening occurs the

value of the yield stress changes.



Fig 6: Elastic strain in EN8

6.1.3 Equivalent Von-Mises Stress

Von-Mises Stress suggests that the yielding of materials begins when the second deviatoric stress invariant

reaches a critical value. It is part of a plasticity theory that applies best to ductile materials, such as metals. Prior

to yield, material response is assumed to be elastic. Scalar stress value that can be computed from the stress

tensor. In this case, a material is said to start yielding when its von Mises stress reaches a critical value known as

the yield strength. The von Mises stress is used to predict yielding of materials under any loading condition from

results of simple uniaxial tensile tests. The von Mises stress satisfies the property that two stress states with

equal distortion energy have equal von Mises stress.

Fig 7: Equivalent von mises stress in EN8

6.2.Automotive Alumina Analysis In Ansys

6.2.1Total static structural Deformation Occured

Min Deformation:0 m

Max Deformation: 1.3231E^-8 m



Fig 8: Total deformation in automotive Alumina crankshaft

6.2.2 Equivalent elastic strain

Min equivalent strain: 1.676E^ -18

Max equivalent strain: 3.2766E^-6

Fig 9: Equivalent elastic strain in Automotive Alumina

6.2.3 Equivalent Von-Mises Stress

Min equivalent stress:2.3352E-7 pa

Max equivalent stress: 6.5531E5 pa

Fig 10: Equivalent von-mises stress in automotive alumina



7. RESULTS AND DISCUSSION

From the following tabulation we get the differences in deformation, equivalent strain and Von-misses Stress

between EN8 and AUTOMOTIVE ALUMINA material.

7.1 Total Structural Deformation

Material Max (mm) Min( mm)

EN8 1.2308E-08 0

AUTOMOTIVE ALUMINA 1.3230 E-08 0

7.2 Equivalent Strain Result

7.3 Von Misses Stress Result

Accurate stresses

are critical input to fatigue analysis and optimization of the crankshaft. The total structural deformation of

alumina is less compared to EN8.The results from the analysis show longer lives for alumina than the EN8.

Critical locations on the crankshaft geometry are all located on the fillet areas because of high stress gradients in

these locations which result in high stress concentration factors. So this area prone to appear the bending fatigue

crack. Since the alumina crankshaft is able to withstand the static load, it is concluded that there is no objection

from strength point of view also, in the process of replacing the EN8 crankshaft by alumina crankshaft. The

reduction in weight also increases the efficiency of engine.

8. CONCLUSION

Finite Element Analysis of the single cylinder EN8 and Automotive Alumina crankshaft has been done using

FEA tool ANSYS Workbench. From the results obtained by finite element analysis, many discussions have been

made and concluded that automotive alumina is having better structural and thermal behaviors. Since the

Automotive Alumina crankshaft is able to withstand the static load and have better tensile strength than EN8

and it is concluded that there is no objection from strength point of view also, in the process of replacing the

EN8 crankshaft by Automotive Alumina crankshaft. We can also reduce Automotive Alumina crankshaft cost

by the mass production. This project will make an impressing mark in the field of automobile industries.

9. SCOPE FOR FUTURE

This project has been chosen out of interest in analyzing the crank shaft by change the web position changes and

the dimensions of shaft by the same way we have found that the above said two materials satisfied to the fullest.

The estimated scope for future work is to analyze various 4-stroke engines and to re-engineer the current

crankshaft. Various tests would be performed to get efficient crankshaft. Finite element analysis will be

performed on both EN8 and Automotive alumina crankshaft. It would also encompass optimization of

crankshaft geometry. The future research would also strive to improve the efficiency of the engine by altering

the composition of crankshaft material.

REFERENCES

[1] Deshmukh SV, Wayzode RR, Alvi NG. Dynamics Simulation on Crankshaft System. Golden research

thoughts 2012; 1(xi): 1-4.

Material Max strain(m/m) Min strain(m/m)

EN8 3.0636e-6 8.9916e-19

AUTOMOTIVE ALUMINA 3.2766e-6 1.1676-18

Material Max stress(N/m²) Min stress(N/m²)

EN8 6.55e5 1.9242e-7

AUTOMOTIVE ALUMINA 6.65e5 1.3352e-7



[2] Montazersadgh FH, Fatemi A. Dynamic Load and Stress Analysis of a Crankshaft. SAE International

2007.

[3] Yu Z, Xu X. Failure analysis of a diesel engine crankshaft –Elsevier. Engineering failure analysis 2005; 12:

487-495.

[4] Williams J, Fatemi A. Fatigue Performance of Forged Steel and Ductile Cast Iron Crankshafts. SAE

International 2007.

[5] Deshbhratar RJ, Suple YR. Analysis & Optimization of Crankshaft Using Fem. International Journal of

Modern Engineering Research 2012; 2(5): 3086-3088.

[6] Wayzode RR, Mehar PG, Mujbaile VN. A Generalized Methodology for the Analysis and Simulation of

Four Stroke Diesel Engine Crankshaft. Golden research thoughts 2012;1(x): 1-4.

[7] Surappa MK. Aluminium matrix composites: Challenges and opportunities. Sadhana 2013; 28(1&2): 319-

334.

[8] Mallikarjuna GB, Sreenivas Rao KV, Jayaprakash RH. Preparation and property evaluation of Aluminium-

silica composites by casting Route. International Journal of Mechanical Engineering and Robotic Research

2012; 1(3).

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