JPS6088214A - Crankshaft of internal-combusion engine - Google Patents
Crankshaft of internal-combusion engineInfo
- Publication number
- JPS6088214A JPS6088214A JP58193479A JP19347983A JPS6088214A JP S6088214 A JPS6088214 A JP S6088214A JP 58193479 A JP58193479 A JP 58193479A JP 19347983 A JP19347983 A JP 19347983A JP S6088214 A JPS6088214 A JP S6088214A
- Authority
- JP
- Japan
- Prior art keywords
- holes
- crankshaft
- hole
- bearing
- crank
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
- F16C3/14—Features relating to lubrication
-
- C—CHEMISTRY; METALLURGY
- C21—METALLURGY OF IRON
- C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
- C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
- C21D9/30—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for crankshafts; for camshafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
- F16C3/08—Crankshafts made in one piece
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Crystallography & Structural Chemistry (AREA)
- Materials Engineering (AREA)
- Metallurgy (AREA)
- Organic Chemistry (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Heat Treatment Of Articles (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の技術分野］
本発明は、内燃機関のクランク軸に係り、特にクランク
軸の耐摩耗性、耐疲労強度を向上させた内燃機関のクラ
ンク軸に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a crankshaft for an internal combustion engine, and more particularly to a crankshaft for an internal combustion engine in which the wear resistance and fatigue resistance of the crankshaft are improved.
［発明の技術的背景とその問題点］
自動車の内燃機関に用いられるクランク軸を第１図、第
２図により説明づる。第１図に示したクランク軸１は四
気筒エンジンのもので、その構造は、メインベアリング
で支えられて回転軸となるクランクジャーナル２と、コ
ンロッドのビッグエンドに組み付けられるクランクビン
３と、クランクジャーナル２とクランクビン３とをつな
ぐクランクアーム４と、回転のバランスをとるバランス
ウェイト５とからなっている。またクランクジャーナル
２及びクランクビン３等の軸受部に潤滑油を供給する油
膜６が設けられ、その外周に組み込まれるベアリングメ
タル（図示上ず）とで、ジャーナル部やクランクビン部
などに油膜を作って焼き付きを防止づるとともに摩擦に
よる馬力損失をできるだけ少＜Ｌ’Ｕいる。[Technical background of the invention and its problems] A crankshaft used in an internal combustion engine of an automobile will be explained with reference to FIGS. 1 and 2. The crankshaft 1 shown in Figure 1 is for a four-cylinder engine, and its structure consists of a crank journal 2 that is supported by a main bearing and serves as a rotating shaft, a crank bin 3 that is assembled to the big end of a connecting rod, and a crank journal. It consists of a crank arm 4 that connects the crankshaft 2 and the crankbin 3, and a balance weight 5 that balances rotation. In addition, an oil film 6 is provided to supply lubricating oil to the bearing parts of the crank journal 2, crank bottle 3, etc., and with the bearing metal (not shown) built into the outer periphery, an oil film is created on the journal part, crank bottle part, etc. This prevents seizure and reduces horsepower loss due to friction as much as possible.
最近のクランク軸１は極限段重がなされており、軽量化
のため第２図に示すように軽量化穴７を設けたり、各部
の断面形状を極限近くまで小さくしている。Recent crankshafts 1 have been designed to be as heavy as possible, and in order to reduce weight, a lightening hole 7 is provided as shown in FIG. 2, and the cross-sectional shape of each part is made as small as possible.
従来のクランク軸においては疲労により軸が破断する危
険断面は、クランクジャーナル２やクランクビン３等の
軸受部９の両側のフィレットアール部８のみであり、そ
こから疲労して第２図中［で示した線のように亀裂が入
って破断し易く、そのためフィレットアール部８を含め
たクランクジャーナル２ヤクランクビン３め軸受部９を
高周波焼入れして耐疲労強度を高めてきた。しかしなが
ら、クランク軸１が極限設計された場合、危険断面はフ
ィレットアール部８だけでなく、袖穴６や軽量化穴７の
個所も危険断面となり、そこから亀裂が入って破断して
しまう。従ってこの袖穴６と軽量化穴７の内面も耐疲労
強度を高めなければならないが、高周波焼入れでは袖穴
６や軽ｌｉ化穴７の内部まで焼入れすることはできず、
例えば第３図に示すように軸受部９の表面にのみ、焼入
層１０が形成されるだけで袖穴６の内部まで焼入れでき
ず焼入層１０の焼境部１１から亀裂が入り易くなる。In conventional crankshafts, the dangerous cross section where the shaft breaks due to fatigue is only the fillet rounded portion 8 on both sides of the bearing portion 9 of the crank journal 2, crank bin 3, etc., and fatigue occurs from there. As shown by the line shown, it is easy to crack and break, so the crank journal 2 and crankshaft 3rd bearing part 9, including the fillet radius part 8, have been induction hardened to increase fatigue strength. However, when the crankshaft 1 is designed to the extreme, the dangerous cross section is not only the fillet rounded portion 8, but also the armhole 6 and the lightweight hole 7, where cracks occur and breakage occurs. Therefore, it is necessary to increase the fatigue strength of the inner surfaces of the sleeve holes 6 and the lightweight holes 7, but induction hardening cannot harden the insides of the sleeve holes 6 and the lightweight holes 7.
For example, as shown in FIG. 3, if the hardened layer 10 is formed only on the surface of the bearing part 9, the inside of the armhole 6 cannot be hardened, and cracks are likely to form from the hardened boundary 11 of the hardened layer 10. .
そこで高周波焼入れの代りにクランク軸の全体を窒素化
合物の塩浴などに浸漬する軟窒１［コ処理（又はタフト
ライド処理）を行って軸受部９の表面や袖穴６及び軽量
化穴７の内周面に窒素の化合物を形成して耐疲労強度を
向上させることがなされている。Therefore, instead of induction hardening, the entire crankshaft is immersed in a nitrogen compound salt bath or the like to undergo nitrocarburizing treatment (or tuftride treatment) to seal the surface of the bearing portion 9, the armhole 6, and the inside of the weight-reducing hole 7. It has been attempted to improve the fatigue strength by forming a nitrogen compound on the peripheral surface.
しかしながら、発展途上国向けの自動車のクランク軸に
軟窒化処理（タフトライド処理）を行うと、補修のため
のクランク軸の再研磨仕１−げが技術的に困難であり、
輸出できない。However, when the crankshafts of automobiles destined for developing countries are subjected to nitrocarburizing treatment (tuftride treatment), it is technically difficult to regrind the crankshafts for repair.
Cannot be exported.
すなわち、クランク軸１のクランクジャーナル２及びク
ランクビン３などの軸受部９は摩耗し易く、そのため、
その表面を再ｒｉＩ！磨し、上述したベアリングメタル
を研磨した分、厚めのものに替える補修が必要であるが
、軟窒化層の厚さは１０ミクロン程度であり、これを研
磨した場合、軟窒化層がなくなり、耐疲労強度が落ちる
ため、新たに軟窒化処理を行わなければならないが、こ
の軟窒化処理は設備の整っていない国や地域では技術的
に困難であるため、そのクランク軸の補修は不可能とな
る。途上国におい−Ｃは、道路状況、潤滑油の管理など
が充分でないため、クランク軸は摩耗が著しく、途上国
はどその補修は必要である。従来の高周波焼入れしたク
ランク軸の補修は、焼入れ厚さが数ｍａｎあり、再研磨
しても焼入れ層が残る！〔め、設備が整っていなくとも
補修が技術的に可能であるが、上述のように極限設計さ
れたクランク軸は袖穴や軽量化穴の強化が必要であり、
高周波焼入れだ番ブでは不充分である。That is, the bearings 9 such as the crank journal 2 of the crankshaft 1 and the crank bin 3 are easily worn out, and therefore,
Re-riI the surface! However, the soft nitrided layer is approximately 10 microns thick, and if it is polished, the soft nitrided layer will disappear and the durability will be reduced. Because the fatigue strength decreases, a new nitrocarburizing treatment must be performed, but this nitrocarburizing treatment is technically difficult in countries and regions where the equipment is not well-equipped, making it impossible to repair the crankshaft. . In developing countries, the crankshafts are subject to significant wear due to poor road conditions and poor management of lubricating oil, so repairs are necessary in developing countries. In conventional induction hardened crankshaft repair, the hardening thickness is several mans, and the hardened layer remains even after re-polishing! [However, it is technically possible to repair even if the equipment is not in place, but the crankshaft has been designed to the extreme as described above, so it is necessary to strengthen the side holes and lightweight holes.
Induction hardening is not sufficient.
「発明の目的」
本発明の目的は、極限設到されたクランク軸の補修が容
易になしうる内燃機関のクランク軸を提供するものであ
る。OBJECT OF THE INVENTION An object of the present invention is to provide a crankshaft for an internal combustion engine that can be easily repaired to the utmost extent.
［発明の概要］
本発明は、クランク軸の袖穴、軽量化穴をボールバニッ
シュ処理すると共に軸受部を高周波焼入れすることを特
徴とするもので、軸受部が高周波焼入れされるため、途
上国でもその再研磨仕上げが行なえ、しかも袖穴、軽閤
化穴はポールバニッシュ処理がなされているため穴の内
周面１〕耐疲労強度が高くされているため極限設計のク
ノンク軸で充分な耐疲労強度を有づるものとするにとが
できる。[Summary of the Invention] The present invention is characterized by ball burnishing the armholes and lightweight holes of the crankshaft, and induction hardening the bearing portion.Since the bearing portion is induction hardened, it is suitable even in developing countries. The re-sharpened finish can be performed, and the armhole and light-strengthening holes are treated with pole burnishing, so the inner circumferential surface of the hole (1) has a high fatigue resistance, so the Knonku shaft with an extreme design has sufficient fatigue resistance. It can be made to have strength.
［発明の実施例１
以下本発明に係る内燃機関のクランク軸の好適一実施例
を添付図面に基づいて説明する。１先ずクランク軸１の
構造は、第１図 Ｊ：（１２図で説明したとおりのもの
である。[Embodiment 1 of the Invention] A preferred embodiment of the crankshaft for an internal combustion engine according to the present invention will be described below with reference to the accompanying drawings. 1 First, the structure of the crankshaft 1 is as explained in FIG. 1J (FIG. 12).
始めにクランク軸１の袖穴６及び軽量ＩＬ穴“ｌをポー
ルバニッシュ処理するが、このポールバニッシュ処理は
袖穴６及び軽量化穴７の内周面を粗くしておき、その各
穴径より大きな径のボールを袖穴６及び軽量化穴７に挿
入し、そのボールにより穴の内周面を圧延して硬化させ
るもので、これにより内周面を圧縮塑性変形させ、圧縮
残留圧力により疲れ強さを上昇させ、第４図に示り゛よ
うに袖穴６の内周面にポールバニッシュ処理による強化
層１２を形成する。このポールバニッシュ処理は穴の表
面に残留圧縮圧を存在させる他に面の粗さを改善させる
もので、第５図の面粗度と疲労強度のグラフが示すよう
に面粗度を密にして疲労強度を高める。袖穴６及び軽量
化穴７１＼ボールバニッシュ処理づる場合、穴６，７の
全長に亘って行う必要はなくクランク軸１の形状ヤ油膜
６及び軽量化穴７の径や位置により適宜その処理する深
さを決める。First, the armhole 6 and lightweight IL hole "l" of the crankshaft 1 are subjected to pole burnishing.This pole burnishing process involves roughening the inner peripheral surfaces of the armhole 6 and lightweighting hole 7, and A ball with a large diameter is inserted into the sleeve hole 6 and the lightweight hole 7, and the ball rolls and hardens the inner circumferential surface of the hole.This causes the inner circumferential surface to be compressively plastically deformed and fatigued due to compressive residual pressure. In order to increase the strength, a reinforcing layer 12 is formed on the inner peripheral surface of the armhole 6 by a pole burnishing process, as shown in FIG. As shown in the graph of surface roughness and fatigue strength in Figure 5, the surface roughness is made denser to increase fatigue strength. Armpit hole 6 and lightweight hole 71\Ball vanish When processing, it is not necessary to cover the entire length of the holes 6 and 7, and the depth to be processed is determined as appropriate depending on the shape of the crankshaft 1, the diameter and position of the oil film 6 and the weight reduction hole 7.
袖穴６及び軽量化穴７をポールバニッシュ処理したのち
、クランクジャーナル２．クランクビン３、フィレット
アール部８などの軸受部９に高周波焼入れを行う。高周
波焼入れにより軸受部９には、第４図に示ブように２〜
３１１Ｉｆｆ１程度の焼入れ層１０が形成される。After performing pole burnishing on the sleeve holes 6 and the lightweight holes 7, the crank journal 2. Bearing parts 9 such as the crank bin 3 and the fillet radius part 8 are subjected to induction hardening. By induction hardening, the bearing part 9 has two to
A hardened layer 10 of approximately 311Iff1 is formed.
第６図はフィレットアール部、油入、軽量化穴の疲労限
界を示タグラフで、図中ａは無処理の場合の、ｂは本発
明による強化処理、すな１）ちノイレットアール部は高
周波焼入れ、袖穴および軽量化穴はポールバニッシュ処
理した場合の、Ｃは軟窒化処理（タフトライド処理）し
た場合の疲労限界を示している。ａの無処理の場合、目
標レベルまで達しないが、ｂの本発明の場合、目標レベ
ル以上の疲労限界を有するものとすることができる。Figure 6 is a graph showing the fatigue limits of the fillet rounded part, oil filled hole, and lightweight hole. C indicates the fatigue limit when induction hardening, arm holes and lightweight holes are subjected to pole burnishing treatment, and C indicates fatigue limits when soft nitriding treatment (tuftride treatment) is applied. In the case of no treatment (a), the target level is not reached, but in the case of the present invention (b), the fatigue limit can be higher than the target level.
また油入、軽量化穴のポールバニッシュ処理はＣの軟窒
化処理（或いはタフトライド処理）の疲労限界よりやや
落るが実用上は全く問題がない。Furthermore, although the oil-filled, lightweight hole pole burnishing process is slightly lower than the fatigue limit of C's soft nitriding process (or tuftride process), there is no practical problem at all.
以上において、袖穴及び軽量化穴がボールバニ ４ツシ
ユ処理がなされ、軸受部が高周波焼入れがなされるため
軸受部の再研磨が可能となり設備が整っていないところ
でもクランク軸の補修ができる。In the above, the sleeve holes and the lightweight holes are treated with ball vanishing, and the bearings are induction hardened, so the bearings can be reground, and the crankshaft can be repaired even in places where equipment is not available.
尚、上述の実施例においてはポールパーツシュ処理した
のち高周波焼入れを行う例を示したが、高周波焼入れし
たのちポールバニッシュ処理してもよい。In the above-mentioned embodiment, an example was shown in which induction hardening is performed after pole part polishing treatment, but pole burnishing treatment may be performed after induction hardening.
し発明の効果１
以上詳述してきたことから明らかなように本発明によれ
ば次の如き優れた効果を発揮づる。Effects of the Invention 1 As is clear from the above detailed description, the present invention provides the following excellent effects.
（１〕 クランク軸の袖穴、軽聞化穴をポールバニッシ
ュ処理し、軸受部を高周波焼入れ覆ることにより、軸受
部の再ω１磨が可能ぐあり、しかも袖穴、軽量化穴はポ
ールバニッシュ処理がなされているためクランク軸を極
限設ｈ１シてもその耐疲労強度を向上できる。(1) By applying pole burnish treatment to the armhole and lightening hole of the crankshaft and covering the bearing part with induction hardening, it is possible to re-polish the bearing part by ω1. Moreover, the armhole hole and lightening hole are treated with pole burnishing. Because of this, even if the crankshaft is set to the maximum height, its fatigue strength can be improved.
（２） 軸受部が再研磨できることにより補修設備が整
っていないところでもクランク軸の補修が技術的に可能
となる。(2) Since the bearing part can be re-polished, it becomes technically possible to repair the crankshaft even in places where repair equipment is not available.
第１図は内燃機関のクランク軸の全体図、第２図はクラ
ンク軸の軸受部の詳細を示１拡大図、第３図はクランク
軸の軸受部の袖穴の周囲を高周波焼入れした状態を示す
図、第４図は本発明に係る内燃機関のクランク軸の軸受
部の拡大図、第５図はポールバニッシュ処理において、
面粗瓜と疲労強度の関係を示すグラフ、第〔５図はフィ
レットアール部、袖穴、軽量化穴の疲労限界を示１グラ
フひある。
図中、１はクランク軸、２はクランクジｐ −ナル、３
はクランクビン、６は袖穴、７は軽量化穴、８はフィレ
ットアール部、９は４１１１受部。
１０は焼入層、１２は強化層である。
特許出願人 いすず自動中株式会社
代理人弁理士 絹 谷 信 雄Fig. 1 is an overall view of the crankshaft of an internal combustion engine, Fig. 2 is an enlarged view showing details of the crankshaft bearing, and Fig. 3 shows the state where the circumference of the sleeve hole of the crankshaft bearing has been induction hardened. 4 is an enlarged view of the bearing portion of the crankshaft of the internal combustion engine according to the present invention, and FIG.
There is a graph showing the relationship between surface roughness and fatigue strength. In the figure, 1 is the crankshaft, 2 is the crank terminal, and 3 is the crankshaft.
is a crank bin, 6 is a sleeve hole, 7 is a lightweight hole, 8 is a fillet round part, and 9 is a 4111 receiving part. 10 is a hardened layer, and 12 is a reinforced layer. Patent applicant Nobuo Kinuya, patent attorney for Isuzu Automatic Chuo Co., Ltd.
Claims (1)
ると共に軸受部を高周波焼入づる口とを特徴とする内燃
機関のクランク軸。A crankshaft for an internal combustion engine, characterized by ball burnishing of the armholes and weight-reducing holes of the crankshaft, and induction hardening of the bearing part.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58193479A JPS6088214A (en) | 1983-10-18 | 1983-10-18 | Crankshaft of internal-combusion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58193479A JPS6088214A (en) | 1983-10-18 | 1983-10-18 | Crankshaft of internal-combusion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6088214A true JPS6088214A (en) | 1985-05-18 |
| JPH042807B2 JPH042807B2 (en) | 1992-01-21 |
Family
ID=16308704
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58193479A Granted JPS6088214A (en) | 1983-10-18 | 1983-10-18 | Crankshaft of internal-combusion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6088214A (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01266490A (en) * | 1987-10-29 | 1989-10-24 | Vicarb Sa | Gas/liquid heat exchanger |
| JPH02120506A (en) * | 1988-10-31 | 1990-05-08 | Mazda Motor Corp | Crank shaft for engine and its reinforcing treatment |
| JPH0428212U (en) * | 1990-07-03 | 1992-03-06 | ||
| FR2810050A1 (en) * | 2000-06-07 | 2001-12-14 | Honda Motor Co Ltd | Workpiece quenching method involves loading inductive member into hole of workpiece, and making workpiece undergo high frequency induction hardening while magnetic field is generated from inductive member |
| US20100107808A1 (en) * | 2008-08-01 | 2010-05-06 | Cummins Inc. | Method for increasing torsional fatigue strength in crankshafts |
| JP2010236511A (en) * | 2009-03-31 | 2010-10-21 | Kubota Corp | Engine mechanical governor |
| DE102011014310A1 (en) | 2011-03-18 | 2012-09-20 | Volkswagen Aktiengesellschaft | Crankshaft for reciprocating piston engine, comprises two main bearings, which are arranged symmetrical to rotational axis of crankshaft, connecting rod bearing, and crank arms for connecting main bearing and connecting rod bearing |
| US20140260787A1 (en) * | 2013-03-18 | 2014-09-18 | Electro-Motive Diesel, Inc. | Selectively strengthened crankshaft |
| JP2015512790A (en) * | 2012-02-16 | 2015-04-30 | ヘゲンシャイト−エムエフデー ゲゼルシャフト ミット ベシュレンクテル ハフツング ウント コンパニー コマンディト ゲゼルシャフト | Method and tool for increasing the strength of a shaft, in particular a crankshaft |
| WO2018228841A1 (en) * | 2017-06-14 | 2018-12-20 | Maschinenfabrik Alfing Kessler Gmbh | Method and device for work-hardening a crankshaft |
| CN110741170A (en) * | 2017-06-07 | 2020-01-31 | 斯堪尼亚商用车有限公司 | Crankshaft and method of manufacturing crankshaft |
| CN111670309A (en) * | 2018-01-31 | 2020-09-15 | 日产自动车株式会社 | Connecting rod component with oil hole |
| DE112013003216B4 (en) | 2012-06-27 | 2024-10-31 | Sintokogio, Ltd. | Shot peening method, shot peening evaluation method, and shot peening evaluation structure |
-
1983
- 1983-10-18 JP JP58193479A patent/JPS6088214A/en active Granted
Cited By (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01266490A (en) * | 1987-10-29 | 1989-10-24 | Vicarb Sa | Gas/liquid heat exchanger |
| JPH02120506A (en) * | 1988-10-31 | 1990-05-08 | Mazda Motor Corp | Crank shaft for engine and its reinforcing treatment |
| JPH0428212U (en) * | 1990-07-03 | 1992-03-06 | ||
| FR2810050A1 (en) * | 2000-06-07 | 2001-12-14 | Honda Motor Co Ltd | Workpiece quenching method involves loading inductive member into hole of workpiece, and making workpiece undergo high frequency induction hardening while magnetic field is generated from inductive member |
| GB2366572B (en) * | 2000-06-07 | 2003-01-08 | Honda Motor Co Ltd | Method of hardening workpiece with hole, and assistive tool for use therein |
| US6648995B2 (en) | 2000-06-07 | 2003-11-18 | Honda Giken Kogyo Kabushiki Kaisha | Method of quenching workpiece with hole, assistive tool for use in quenching, and crankshaft |
| US20100107808A1 (en) * | 2008-08-01 | 2010-05-06 | Cummins Inc. | Method for increasing torsional fatigue strength in crankshafts |
| JP2010236511A (en) * | 2009-03-31 | 2010-10-21 | Kubota Corp | Engine mechanical governor |
| DE102011014310A1 (en) | 2011-03-18 | 2012-09-20 | Volkswagen Aktiengesellschaft | Crankshaft for reciprocating piston engine, comprises two main bearings, which are arranged symmetrical to rotational axis of crankshaft, connecting rod bearing, and crank arms for connecting main bearing and connecting rod bearing |
| JP2015512790A (en) * | 2012-02-16 | 2015-04-30 | ヘゲンシャイト−エムエフデー ゲゼルシャフト ミット ベシュレンクテル ハフツング ウント コンパニー コマンディト ゲゼルシャフト | Method and tool for increasing the strength of a shaft, in particular a crankshaft |
| DE112013003216B4 (en) | 2012-06-27 | 2024-10-31 | Sintokogio, Ltd. | Shot peening method, shot peening evaluation method, and shot peening evaluation structure |
| US20140260787A1 (en) * | 2013-03-18 | 2014-09-18 | Electro-Motive Diesel, Inc. | Selectively strengthened crankshaft |
| CN110741170A (en) * | 2017-06-07 | 2020-01-31 | 斯堪尼亚商用车有限公司 | Crankshaft and method of manufacturing crankshaft |
| EP3635266A4 (en) * | 2017-06-07 | 2020-12-23 | Scania CV AB | Crankshaft and method of manufacturing a crankshaft |
| US10927884B2 (en) | 2017-06-07 | 2021-02-23 | Scania Cv Ab | Crankshaft and method of manufacturing a crankshaft |
| WO2018228841A1 (en) * | 2017-06-14 | 2018-12-20 | Maschinenfabrik Alfing Kessler Gmbh | Method and device for work-hardening a crankshaft |
| RU2743084C1 (en) * | 2017-06-14 | 2021-02-15 | Масчиненфабрик Алфинг Кесслер Гмбх | Method and device for crankshaft autofrettage |
| US11344980B2 (en) | 2017-06-14 | 2022-05-31 | Maschinenfabrik Alfing Kessler Gmbh | Method and device for work-hardening a crankshaft |
| CN111670309A (en) * | 2018-01-31 | 2020-09-15 | 日产自动车株式会社 | Connecting rod component with oil hole |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH042807B2 (en) | 1992-01-21 |
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