They undergo extensive training over ᴍᴀɴy years, and their degree of expertise at the end is truly amazing. Because there is no room for error when machining a crankshaft on site, it should be done this way. Our team of professionals, led by a very capable supervisor, enjoys working on both land-based and seagoing vessel projects to rebuild the crankshaft, crankpin, and main journal bearings.
We also have offshore trained engineers capable of traveling to offshore platforms anywhere in the world. The crankshafts are a crucial part of the power transmission system. In this case, a connecting rod is used to transform the piston’s reciprocating motion into rotational motion. The primary journals, balancing weight, crank pins, crank webs, crank arms, and cheek make up the crankshaft. The connecting rods’ big end is fastened to the crankshaft’s crankpin. Half of the piston displacements are covered by the center-to-center distance between the crankshaft and crankpin during a stroke. Thus, a two-stroke piston is produced by a full crankshaft rotation.
The ᴍᴀɴufacture of the crankshaft is not a straightforward matter; ᴍᴀɴy pitfalls await for the daring novice attempting to build their own crankshaft, and there are reasons why there are so few reputable race crankshaft ᴍᴀɴufacturers. The general tendency to try to reduce engine friction means that modern design practice is often towards reducing bearing diameter. This means that more cares need to be taken in construction, especially heat treatment if serious deformation is to be avoided. ᴍᴀɴufacturing stress, with surfaces typically under stress by the sheer action of machining, means that heat treatment has the potential for deformation where these are excessive.
Let’s see the production of Crankshafts in Factory Complete Process – Machining 3 Cylinder Engine Crankshaft in the ᴀᴡᴇsome video below.
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Video resource: The Mechanic