2.4.1. Cranksha

2.4.1.
Crankshaft Throw
This is the distance between from the main-journal centers to the big-end- journal centers. It is the amount
of crank arms offset from the center of rotation of the crankshaft. A small crank throw reduces both the
crankshaft turning-effort and the distance that the piston moves between T.D.C and B.D.C. A large crank
throw increases both the leverage applied to the crankshaft and stroke of the piston.
2.4.2. Crank Webs
These are the arms of the main shaft which provides the throws of the crankshaft and also support the big-
end crankpin. They have adequate thickness and width to withstand both the twisting and the bending
effort, created within the webs. But they make large weight to cause inertial effect which tend to wind and
unwind the shaft during rotation of the shaft. Crank webs are shown in fig 2.3.
2.4.3. Main-bearing Journal
Main-bearing journal is located between the two top portions of the crank webs. It is the parallel portion of
the crankshaft, supported rigidly by the plain bearing mounted in the crank case. The journal diameter must
be proper to provide tensional strength. The diameter and width of the journal should be sufficient
projected area to avoid overloading of the plain bearing. Main-bearing journal is shown in fig 2.3.
2.4.4. Crankpin Journal
These journals have cylindrical smooth surfaces for the connecting-rod big-end bearings to rub against. The
crankpin journal is always parallel to the main-bearing journal of the crankshaft. Connecting rod big end
can attach and rotate smoothly by connecting bearing above the crankpin journal. The maximum gas
pressure force is directly affected on the crankpin journal. Example of crankpin journal is shown in fig
2.3.
2.4.5. Crankshaft Counter-balance Weights
Counter-balance weights are attached at the crankshaft. The main purposes o the counter weights are
counteract the centrifugal force created by each crankpin anc in.
Components and Nomenclature for Four-cylinder Crankshaft
2.2. Construction of Crankshaft
The construction of crankshaft material should be need readily shaped, machined and heat-treated.
Moreover, this material required adequate strength, toughness, hardness and high fatigue strength. The
construction of the crank shaft can be manufactured from steel either by forging or casting. But the main
bearing and connecting rod bearing linear are made of Babbitt, tin and lead alloy. The casting crankshafts
are weaker than forged crankshaft. The major advantage of the casting process is to reduce the machining
cost because the crankshaft may be made close to the required shape and size including counterweight.
2.3. Production Different Types of Steel for Crankshaft
The steel alloys are typically used in high strength crankshafts have been selected for what each designer
perceives as the most desirable combination of properties. The following are the various types of steel for
crankshaft.
(a) Manganese-molybdenum Steel

(b) 1%-Chromium-molybdenum Steel
(c) 2.5%-Nickel-chromium-molybdenum Steel
(d) 3% Chromium-molybdenum or 1.5% Chromium-aluminum-molybdenum steel
(e) Nodular cast irons
(i) Manganese-molybdenum Steel
This material steel is used for moderate-duty petrol-engine and it is a relatively cheap forging steel. This
alloy consists of 0.4% carbon, 1.2% chromium, 0.3% molybdenum, and rest iron. This steel is heat-treated
by quenching in oil from a temperature of 1123K, followed by tempering at 973K, which produces a
surface hardness of about 250 Brinell number. This shaft is suitable for tin-aluminum and lead-copper
plated bearings.
(ii) 1%-Chromium-molybdenum Steel
This type of steel is suitably used for medium to heavy-duty petrol and diesel engine crankshafts. This
composition of this alloy is 0.4%carbon, 1.2%chromium, 0.3% molybdenum, and rest iron. The steel is
heat-treated by quenching in oil from a temperature of 1123K and then tempering at 953K. This produces a
surface hardness of about 280 Brinell number. For the use of harder bearings, the journals can be flame or
induction surface-hardened to 480 Brinell number. For very heavy duty applications, a nitrating process can
produce the surface to 700 diamond pyramid number (DPN). These journal surfaces are suitable for all tin-
aluminum and bronze plated bearings.
(iii) 2.5%-Nickel-chromium-molybdenum Steel
This type of steel consists of 0.31% carbon, 2.5% nickel, 0.65% chromium, 0.55% molybdenum, and rest
iron and this steel is used for heavy duty engine. The steel is heat-treated at first and quenching in oil from
a temperature of 1003K and then tempered at a suitable temperature not exceeding 933K. This produces a
surface hardness in the region of 300 Brinell number. This steel is slightly more expensivethan manganese-
molybdenum and chromium-molybdenum steels, but has improved mechanical properties.
(iv) 3% Chromium-molybdenum or 1.5% Chromium-aluminum-molybdenum steel
This forged steel is used for diesel-engine crankshaft and it is used more
suitable for hard high fatigue strength bearings. This alloy is made up of 0.15%
carbon, 3% chromium, and 0.5% molybdenum or 0.3% carbon, 1.5% chromium, 1.1%
aluminum and 0.2% molybdenum, Initial heat treatment for both steels is oil
quenching and tempering at 1193K and 884 K or 1164K and 963K respectively for
the two steel. These shafts are hardened by nitrating and the nitrogen is absorbed onto
the crankshaft surface layers. The benefits of nitrating is increased the fatigue strength
at least 30% compared to induction and flame surface hardened shafts. The 3%
chromium steel is a relatively tough surface and hardness of 800 to 900 DPN. On the
other hand the 1.5% chromium steel casing tends to be slightly more brittle but has an
increased hardness, of the order of 1050 to 1100 DPN.
(v) Nodular cast irons
Nodular cast irons are also known as speroidal-graphite irons or ductile irons.
These irons are also known as grey cast iron which have 3 to 4% carbon and 1.8 to 2.8% silicon, and
graphite modules are dispersed in a pearlite matrix instead of the formation of fake graphite. The surface
hardness of this nodular cast irons is greater than for steel of similar strength, their hardness being 250 to
300 and 200 to 250 (BHN). Nodular cast irons is low melting point, good fluidity and cast ability, excellent
machine ability, and wear resistance. Now-a-days a large number of crankshafts for both petrol and diesel
engines are made from nodular cast iron but more expensive than other forged steel.
2.4. Forging Process and the Influencing Parameters
Forging is the term of shaping metal by plastic deformation. Forging process consists of cold forging and
hot forging process. Low temperatures are needed for cold forging process and high temperatures are
needed for hot forging process. Cold forgings are various forging process conducted at near ambient
temperatures such as bending, cold drawing, cold heading, coining, and extrusion to produce metal
components to close tolerances and net shape. Hot forging is a modification of the cold forging process
where the work piece is heated to a temperature significantly below the typical hot forging temperature,
ranging between 500° C to 750° C.

2.4.1. Cranksha

Uploaded by

Copyright:

Available Formats

2.4.1. Cranksha

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

2.4.1. Cranksha

Uploaded by

Copyright:

Available Formats

2.4.1.

2.4.2. Crank Webs

2.4.3. Main-bearing Journal

2.4.4. Crankpin Journal

2.4.5. Crankshaft Counter-balance Weights

Components and Nomenclature for Four-cylinder Crankshaft

2.2. Construction of Crankshaft

2.3. Production Different Types of Steel for Crankshaft

(a) Manganese-molybdenum Steel

(c) 2.5%-Nickel-chromium-molybdenum Steel

(d) 3% Chromium-molybdenum or 1.5% Chromium-aluminum-molybdenum steel

(e) Nodular cast irons

(i) Manganese-molybdenum Steel

(ii) 1%-Chromium-molybdenum Steel

(iii) 2.5%-Nickel-chromium-molybdenum Steel

(iv) 3% Chromium-molybdenum or 1.5% Chromium-aluminum-molybdenum steel

(v) Nodular cast irons

2.4. Forging Process and the Influencing Parameters

You might also like