CRANKSHAFT MANUFACTURING

PROCESS
TEAM MEMBERS
 Omar Amen Ahmed Mohamed
 Habashy Shabaan Habashy
 Ahmed samy Ali
 Ahmed Ebrahem Bkhit
 Ahmed Mohamed Abdel-Ghany Al-Ashry
 Gheath Mostafa Koujan
 Mohamed Ashraf Kamel
INTRODUCTION

 The crankshaft is located in the engine of a vehicle and converts the force
created by the engine's pistons moving up and down into a force that moves
the wheels in a circular motion so the car can go forward. Located inside the
car's engine, it is connected to all the pistons in the engine and to the flywheel.
To understand this shaft, it is important to understand how the pistons and the
flywheel work.
WORKING PRINCIPLE OF CRANKSHAFT
MAIN PARTS OF CRANKSHAFT
MAIN PARTS OF CRANKSHAFT
MAIN PARTS OF CRANKSHAFT

 Web: The portion of a crank between the crankpin and the shaft or
between adjacent crankpins called also crank arm, crank throw.
 Counter Weight: Crankshaft counter weights are needed to statically
and dynamically balance the crankshaft. Without them, the vibrations
caused will destroy it. If this is not done, the engine will experience
vibrations that will eventually tear up the main bearings and cause
damage.
 Crank journals: In a reciprocating engine, the crankpins, also known as
crank journals are the journals of the big end bearings, at the ends of
the connecting rods opposite to the piston.
 MAIN PARTS OF CRANKSHAFT
CRANK JOURNAL PIN
 The oil passes through the ammonium crank with holes and passes
the oil inside the tube into the column to the spike and the connecting
column. The oil reaches the crankshaft through a pump located inside
the oil filter
MAIN PARTS OF CRANKSHAFT
Fly wheel
Flywheel is bolted and fixed connected to crankshaft.
And we cannot differentiate on macroscopic time scale the power stroke
or suction stroke or in which stroke the flywheel is storing the excessive
energy. Flywheel just stores the excessive energy in form of kinetic
energy and immediately after power stroke crankshaft uses it in other
power deficient strokes.
Flywheel rotates with same speed as crankshaft
TYPES OF CRANKSHAFTS
TYPES OF CRANKSHAFT

 Single Throw Crankshaft

TYPES OF CRANKSHAFT

 Double Throw Crankshaft

TYPES OF CRANKSHAFT

 Four throw Crankshaft

Used in car Engines
TYPES OF CRANKSHAFT

 Six throw Crankshaft

Used in car Engines
DESIGN OF MULTI CYLINDER ENGINE CRANKSHAFT
DESIGN OF MULTI CYLINDER ENGINE CRANKSHAFT
 Number of cylinders=4
 Bore diameter (D) = 85 mm
 Stroke length (l) = 96mm
 Maximum combustion pressure=2.5 N/mm2
 We know that force on the piston i,e: gas load
DESIGN OF MULTI CYLINDER ENGINE CRANKSHAFT

 In order to find the thrust in connecting rod we should find out angle
of inclination of connecting rod with line of stroke.
DESIGN OF MULTI CYLINDER ENGINE CRANKSHAFT
 Assume that the distance (b) between the bearings 1 and 2 is equal
to twice the piston diameter (D).
b = 2D = 2 × 85 =170mm

 Due to this piston gas load (FP) acting horizontally, there will be two
horizontal reactions H1and H2 at bearings 1 and 2 respectively, such
that
b1 = b2= 85mm
DESIGN OF MULTI CYLINDER ENGINE CRANKSHAFT

 Assume that the length of the main bearings to be equal, i.e.,

c1 = c2 = c / 2.
We know 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
FINITE ELEMENT ANALYSIS FOR CRANKSHAFT
STRUCTURAL ANALYSIS OF CRANKSHAFT
EXISTING MODEL
STRUCTURAL ANALYSIS OF CRANKSHAFT EXISTING
MODEL
 Material : Carbon Steel
imported model
STRUCTURAL ANALYSIS OF CRANKSHAFT EXISTING
MODEL
load applied
STRUCTURAL ANALYSIS OF CRANKSHAFT EXISTING
MODEL
total deformation
STRUCTURAL ANALYSIS OF CRANKSHAFT EXISTING
MODEL
shows stress
STRUCTURAL ANALYSIS OF CRANKSHAFT EXISTING
MODEL
shows strain
THERMAL ANALYSIS OF CRANKSHAFT EXISTING
MODEL
THERMAL ANALYSIS OF CRANKSHAFT EXISTING MODEL
Temperature
RESULTS AND GRAPHS
RESULTS AND GRAPHS
stress graph
RESULTS AND GRAPHS
thermal error
MATERIAL SELECTION
MATERIAL SELECTION
 Based on the stress imposed on the component during the operation, and operating
temperature, the material to be selected for this component should has the following
characteristics:
 • The material should be strong in bending
 • It must have excellent fatigue resistance.
 • It must have less coefficient of thermal expansion so that the component can retain its
original dimension at varying temperatures.
 • The material should be easily machinable so that it can take complex shape (as
required for the geometry of crankshaft) easily.
MATERIAL SELECTION

 After carrying out an extensive research of materials, following materials were listed for
crankshaft:
(Aluminum, Copper, and Steel)
MATERIAL SELECTION

Aluminum
 Aluminum is an excellent machinable metal. It can take complex shapes easily. Moreover,
it can absorb vibration very efficiently. However, the metal has lower modulus of elasticity
and higher coefficient of thermal expansion. Therefore, it will be subjected to larger
strains at higher stresses and high temperatures. Moreover, it does not has good
resistance to fatigue and corrosion.
MATERIAL SELECTION

Copper

 It is easily machinable and has high strength. Moreover, it has good surface finish which
reduce friction. However, the biggest disadvantage of copper is that it is no corrosion
resistant. Corrosion rate is higher at higher temperature.
MATERIAL SELECTION

Steel
 Steel is another option to be used as a material for crankshaft. Steel is a better
choice because, it possess excellent mechanical characteristics which make it
better for crankshaft. It has the highest modulus of elasticity. It is tough, strong,
easily available, cheap and it has very less coefficient of thermal expansion
which makes it best suited for high temperature operation.
 An option for crankshaft material is carbon steel. However, these steels require
additional heat treatments to acquire required level of strength.
MATERIAL SELECTION
Steel
 Iron crankshaft is also an option. However, iron cannot take higher loads
therefore, iron crankshafts are suitable for low output engines where stresses
are lower. They have the advantage of being low cost.
 In fact, the most widely used material for crankshaft worldwide is Micro alloyed
steel. It has following advantages:
 Micro alloyed steel can be air cooled after reaching high strength without
further heat treatment.
 Low alloy content also makes the material cheaper than high alloy steels.
MATERIAL SELECTION

Mechanical properties requirement for crankshaft

Tensile(N/mm² Reduction
Item Yield(N/mm²） Enlogation(%) oK(N.m/cm²）
） area(%)

Value 550 275 32 14 24.5

MATERIAL SELECTION
Percentages of Alloying Elements in crankshaft

Key: C = Carbon Mn = Manganese Cr = Chromium Ni = Nickel

Mo = Molybdenum Si = Silicon V = Vanadium
Material C Mn Cr Ni Mo Si V

4340 0.40 0.75 0.82 1.85 0.25

EN-30B 0.30 0.55 1.20 4.15 0.30 0.22

4330-M 0.30 0.85 0.90 1.80 0.45 0.30 0.07

32-CrMoV-13 0.34 0.55 3.00 <0.30 0.90 0.25 0.28

300-M 0.43 0.75 0.82 1.85 0.40 1.70 0.07

MANUFACTURING PROCESS
MANUFACTURING PROCESS

Chart to show steps of crankshaft manufacturing

MANUFACTURING PROCESS

The main manufacturing process of the forged crankshaft is hot forging and machining
and this is shown in a flowchart

 1. The row material samples of the AISI 1045 are inspected for chemical composition.
 2. The material is shaped and cut to the rough dimensions of the crankshaft.
 3. The shaped material is heated in the furnace to the temperature of 900ºC to 1100ºC
 Note: AISI 1045 carbon steel has melting temperature 2660 ºC
MANUFACTURING PROCESS

 4. The forging process starts with the pre-forming dies, where the material is pressed
between two forging dies to get a rough shape of the crankshaft.
 5. The forging process continues with the forging of the pre-formed crankshaft to its first
definite forged shape.
MANUFACTURING PROCESS

 6. Trimming process cuts the flash which is produced and appears as flat unformed metal
around the edge of the component.

 7. Twisting for 2nd and 4th Main journals

MANUFACTURING PROCESS

 8. The exact shape of the forged crankshaft is obtained in the coining process where the
final blows of the hammer force the stock to completely fill every part of the finishing
impression.

 9. Inspection for all dimensions

MANUFACTURING PROCESS

 10.The machining process starts with the facing and Centering process.
The facing process is a machining operation that is a form of turning in
which the work piece rotation to produce flat surface. Centering refers to
the component according to the final dimensions

 11.CAM turning is the process used to produce cylindrical components,

typically on a lathe. A cylindrical piece of stock is rotated and a cutting
tool is traversed along axes of motion to produce precise diameters and
depths.
MANUFACTURING PROCESS

 12. In the drilling operation, all inner diameters are drilled in the crankshaft
geometry.
The drilling mainly consists of oil holes.

 13. The final grinding of diameters sets the cylinder diameters to their final
acceptable
tolerance. This is followed by grinding of other sections such as grooves using
CAM.
MANUFACTURING PROCESS

 14. The final step in grinding is face grinding, where the dimensions of the crankshaft will
be finalized.

 15. The last step in the machining process is balancing the crankshaft. In this process the
crankshaft is mounted on two bearings in a device, and the dynamic balance of the
component is checked. Mass and location of material removal is specified. Drilling holes in
the counter weights will balance the crankshaft dynamically. The balance of the crankshaft
is checked once more on the device
MANUFACTURING PROCESS

 16. Final washing of the component and preparation for final inspection.

 17. The final inspection consists of checking diameter of cylinders, radius of crankshaft and
distance of faces
MANUFACTURING PROCESS

 18. Heat treatment is the next step to obtain the desired mechanical properties for the
material.
FIELD RESEARCH FOR CRANKSHAFT
MANUFACTURING
(NALLICHERI, 1991).
FIELD RESEARCH FOR CRANKSHAFT MANUFACTURING

 Conditions of manufacturing
FIELD RESEARCH FOR CRANKSHAFT MANUFACTURING

 Cost Analysis according to factors

FIELD RESEARCH FOR CRANKSHAFT MANUFACTURING

 Cost Analysis according to process

REFERENCES

 ASM Handbook, Volume 14A - Metalworking Bulk Forming

 ASM HandBook Volume 14 - Forming and Forging, 9th Edition ,1998
 Stress Analysis and Optimization of Crankshafts Subject to Dynamic Loading, Project report,
Farzin H. Montazersadgh and Ali Fatemi , The University of Toledo , August 2007
Thank You….
2nd production engineering department
Facility Of Engineering ,Alexandria University
2017-2018