Crankshaft

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For the comic strip about an old, curmudgeonly bus driver, see Crankshaft (comic strip).

Crankshaft (red), pistons (gray) in their cylinders (blue), and flywheel (black)

Continental engine marine crankshafts, 1942

Components of a typical, four stroke cycle, DOHC piston engine. (E) Exhaust camshaft, (I) Intake camshaft, (S) Spark plug, (V) Valves, (P) Piston, (R) Connecting rod, (C) Crankshaft, (W) Water jacket for coolant flow.

The crankshaft, sometimes casually abbreviated to crank, is the part of an engine which translates reciprocating linear piston motion into rotation. It typically connects to a flywheel, to reduce the pulsation characteristic of the four-stroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce the torsion vibrations often caused along the length of the crankshaft by the cylinders farthest from the output end acting on the torsional elasticity of the metal. The crankshaft was invented by the inventor Al-Jazari in the 12th century.

1 Design
2 Construction
3 Stress analysis of crankshaft
4 See also
5 External links

[edit] Design

Large engines are usually multicylinder to reduce pulsations from individual firing strokes, with more than one piston attached to a more complex crankshaft; but many small engines, such as those found in mopeds or garden machinery, are single cylinder and use only a single piston, simplifying crankshaft design. The crankshaft has a linear axis about which it rotates, typically with several bearing journals riding on replaceable bearings held in the engine block, the main bearings. As the crankshaft undergoes a great deal of sideways load from each cylinder in a multicylinder engine, it must be supported by several such bearings, not just one at each end; this was also a factor in the rise of V8 engines with their shorter crankshafts in preference to straight-8 engines, whose long crankshafts suffered from an unacceptable amount of flex when engine designs began using a higher compression ratio and improved-breathing over head valves allowed higher RPM's. High performance engines will often have more main bearings than their lower performance cousins, for this reason. In addition, to convert the reciprocating motion into rotation, the crankshaft has "crank throws" or "crank pins", additional bearing surfaces whose axis is offset from that of the crank, to which the "big ends" of the connecting rods from each cylinder attach. The distance of the axis of the crank throws from the axis of the crankshaft determines the piston stroke measurement, and thus engine displacement; a common way to increase the low-RPM torque of an engine is to increase the stroke. This also increases the reciprocating vibration, however, limiting the high RPM capability of the engine; in compensation, it improves the low speed operation of the engine, as the longer intake stroke through smaller valve(s) results in greater turbulence and mixing of the intake charge. For this reason, even such high speed production engines as current Honda engines are classified as long-stroke, in that the stroke is larger than the diameter of the cylinder bore. In production V or flat engines, neighboring connecting rods attach side by side to the same crank throw, simplifying crank design.

The configuration and number of pistons in relation to each other and the crank leads to straight, V or flat engines. The same basic engine block can be used with different crankshafts, however, to alter the firing order; for instance, the 90 degree V6 engine configuration, usually derived by using six cylinders of a V8 engine with what is basically a shortened version of the V8 crankshaft, produces an engine with an inherent pulsation in the power flow due to the "missing" two cylinders, often reduced by use of balance shafts. The same engine, however, can be made to provide evenly spaced power pulses by using a crankshaft with an individual crank throw for each cylinder, spaced so that the pistons are actually phased 60 degrees apart, as in the GM 3800 engine. Similarly, while production V8 engines use 4 crank throws spaced 90 degrees apart, racing engines often use a "flat" crankshaft with throws spaced 180 degrees apart, accounting for the higher pitched, smoother sound of IRL engines compared to NASCAR engines, for example. In engines other than the flat configuration, it is necessary to provide counterweights for the reciprocating mass of each piston and connecting rod; these are typically cast as part of the crankshaft, but occasionally are bolt-on pieces. This adds considerably to the weight of the crankshaft; crankshafts from Volkswagen, Porsche, and Corvair flat engines, lacking counterweights, are easily carried around by hand, compared to crankshafts for inline or V engines, which need to be handled and transported as heavy chunks of metal.

Many early aircraft engines (and a few in other applications) had the crankshaft fixed to the airframe and instead the cylinders rotated, known as a radial engine design.

In the Wankel engine, also called a rotary engine, the rotors drive the eccentric shaft, which can be considered the equivalent of the crankshaft in a piston engine.

[edit] Construction

Crankshafts can be forged or cast from iron. They can be machined out of a single billet of forged steel. A disadvantage to billet crankshafts is that the grain structure is uni-directional. The only real advantage to billet crankshafts is its capability to produce very low amounts of custom designed crankshafts. Untreated mild steel is only used for engines in models or other such applications, where the engine runs but does not supply high power. Cast crankshafts are usually found in low cost production engines, where as now more and more automotive manufacturers are using forged crankshafts in need of its durability for todays high powered engines (not just high performance cars, but mid-ranged vehicles). The rough casting or forging is machined to size and shape, the holes are drilled, the main and connecting rod bearing journals are precision ground and case hardened, and the appropriate holes are threaded.

Germany's ThyssenKrupp and India's Bharat Forge Ltd are the largest manufacturers of crankshafts. They use forging to make crankshafts, axle beams, steering knuckles and other automobile components.

[edit] Stress analysis of crankshaft

The crankshaft is subjected to various forces but it needs to be checked in two positions. First, failure may occur at the position of maximum bending. In such a condition the failure is due to bending and the pressure in the cylinder is maximal. Second, the crank may fail due to twisting, so the crankpin needs to be checked for shear at the position of maximal twisting. The pressure at this position is not the maximal pressure, but a fraction of maximal pressure.