ADDIS ABABA SCIENECE AND

TECHNOLOGY UNIVERSITY
College of Electrical and Mechanical Engineering
Department Of Mechanical Engineering
Title: manufacturing process selection for crankshaft
Manufacturing processes MEng3108
Participants
Dawit Assefa ………ETS0360/13
Bereket Tekle………ETS0215/13
Dagmawi Birke……ETS0336/13
Ananya Tesfaye…..ETS0146/13
Bereket Yohannes..ETS0223/13
Dawit Tesfaye…….. ETS0369/13

Submitted to: Netsanet (instructor)

Submission date:5/31/2023
 CONTENTS

1. INTRODUCTION…………………………………………………………………………………………………………………..2
1.1 AREAS OF APPLICATION…………………………………………………………………………………………………..…2
2.MANUFACTURING PROCESS SELECTION OF CRANK SHAFT……………………………….…………………3
BIBLIOGRAPHY……………………………………………………………………………………………………………………….10
APPENDIX………………………………………………………………………………………………………………………………11

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 1.INTRODCTION
A crankshaft is a shaft driven by a crank mechanism consisting of a series of cranks and
crankpins to which the connecting rods of an engine is attached. It is a mechanical part ready
to perform a conversion between reciprocating motion and rotational motion. In a internal-
combustion engine, it translates reciprocating motion of the piston into rotational motion,
whereas during a reciprocating compressor, it converts the rotational motion into
reciprocating motion. In order to do the conversion between two motions, the crankshaft has
crank throws or crankpins, additional bearing surfaces whose axis is offset from that of the
crank, to which the large ends of the connecting rods from each cylinder attach. It is typically
connected to a flywheel to scale back the pulsation characteristic of the four-stroke cycle,
and sometimes a torsional or vibrational damper at the other end, to scale back the
torsional vibrations often caused along the length of the crankshaft by the cylinders farthest
from the output end working on the torsional elasticity of the metal. A crank is an arm
attached at a right angle to a shaft by which circular motion is imparted to or received from
the shaft. When combined with a connecting rod, it is often wont to convert circular motion
into reciprocating motion, or the other way around. The arm could also be a bent portion of
the shaft, or a separate arm or disk attached to it. Attached to the top of the crank by a pivot
may be a rod, usually called a connecting rod.
1.1 AREAS OF APPLICATION
• The crankshaft is commonly used in an engine for converting the reciprocating motion into
a circular motion, making the use of energy or power much easier. A crankshaft is actually
the heart of the internal combustion engine.
• The crankshaft is liable for the proper operation of the engine. In some circumstances, it
also saves energy to move the piston for compression, suction, and exhaust strokes.
• A balanced crankshaft can keep your engine running smoothly, provide more power, less
waste of energy, and reduce engine vibration. It is mainly employed to convert linear motion
to the rotational speed.

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 2.MANUFACTURING PROCESS SELECTION OF CRANK SHAFT
Main parts of crankshaft

1. Web: the portion of a crank between the crankpin and the shaft orbetween
adjacent crankpins so called crank arm or crank throw.
2. Counter weight: Crankshaft counter weights are needed to statically anddynamically
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.
3. 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.
4. 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 andthe connecting
column. The oil reaches the crankshaft through a pump located inside the oil filter.
5. Flywheel: 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.

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 Figure 1.1 crankshaft parts. (Source:studious guy)

Types of crankshafts

 Single Throw Crankshaft

 Double Throw Crankshaft
 Four Throw Crankshaft
 Six Throw Crankshaft

Material selection for crankshaft manufacturing

Based on the stress imposed on the component during the operation and operating
temperature, the material to be selected for this component shouldhave 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 atvarying temperatures.
-The material should be easily machinable to that it cantake complex shape (as required for
the geometry of crankshaft) easily.

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Research results on the materials of crank shaft are listed below:

1. 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 have good resistance to fatigue and
corrosion.
2. Copper
 Copper is easily machinable and has high strength also it has goodsurface
finish which reduces friction. However, one of the biggest disadvantages of
copper is, it has higher corrosion rate as temperature increases.
3. Steel
 It is another option to be used as material for crankshaft. Steel is better
choice because, it possesses excellent mechanical characteristics which
makes 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 whichmakes it best suited for high temperature
operation.
 Another alloy of steel and option for crank shaft is carbon steel. However,
these alloys require additional heat treatments to acquire the required
level of strength.
4. Iron
 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 coast.
The most widely used material for crank shaft world wide is Micro alloyed steel. It has
the following advantages:

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  Micro alloyed steel can be air cooled after reaching high strengthwithout
further heat treatment.
 Low alloy content also makes the material cheaper than high alloy steels.

Mechanical properties requirement for crankshaft:

Percentages of alloying elements in crankshaft:

Manufacturing process of crankshaft

The main manufacturing process of the forged crankshaft is hot forging andmachining.
The production process includes the following steps:

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 900°C to1100°C.

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Note: AISI 1045 carbon steel has melting temperature 2660 °C

4. The forging process starts with the pre-forming dies, where the material ispressed
between two forging dies to get a rough shape of the crankshaft.

5. The forging process continues with the forging of the pre-formed crankshaftto its first
definite forged shape.

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

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

9. Inspection for all dimensions

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 componentaccording 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.

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.

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

15. The last step in the manufacturing 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 onthe device.

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16. Final washing of the component and preparation for final inspection.
17. The final inspection consists of checking diameter of cylinders, radius ofcrankshaft
and distance of faces.

18. Heat treatment is the next step to obtain the desired mechanical properties
for the material.

Each step of the process is described on the flow chart below:

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Conclusion

 Crankshaft is on of the key components of automobile engine, the performance

weather good or bad will directly affect the service life of the car because crankshaft
is works under heavy load and for continuous period.
 The crankshaft cooperates with the connecting rod and change gas pressure rolled
in the piston into the rotation of the power, to the transmission mechanism of
underpin, drive distribution agencies and other auxiliary devices, so care and
attention should be given during theproduction and manufacturing process.

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 BIBLIOGRAPHY

 ASM Handbook, Volume 14A - Metalworking Bulk Forming

 ASM Handbook, Volume 14A – Forming and Forging, 9th Edition, 1998.
 Stress Analysis and Optimization of Crankshafts Subject to Dynamic Loading,
Project report, Farzin H. Montazersadgh and Ali Fatemi, TheUniversity of Toledo
, August 2007.

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APPENDIX

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