Zhejiang Sealand Technology Co., Ltd. is a trustworthy manufacturer of LPG Mass Flow Meter, LPG Mass Flowmeter, LPG Flow Meter, LPG Flowmeter, LPG meter, ATEX, IECEx & CE approved.
Sealand have DN03 to DN150 size meters and are developing bigger models. Each meter can be connected with your computer through a USB-to-RS485 converter. The detail steps are as follows. Connect the meter and computer with a USB-to-RS485 converter( converter A+ end to transmitter A+ end, B- to B-, and GND to GDN); turn to device manager of the computer to check COM port connected with meter. Start the software, select the right COM port and click Connect; do not change any other parameters (if you do not know the right one, click Automatic options on the left, click Connect, plug & unplug the transmitter, and then check if it is connected). You can click Connect on the tool bar to disconnect or connect again. It will shown Connected/Not Connected at the bottom of this interface.
LPG Mass Flow Meter, LPG Mass Flowmeter, LPG Flow Meter, LPG Flowmeter, LPG meter Zhejiang Sealand Technology Co., Ltd. , https://www.sealandflowmeter.com
Leading crankshaft machining tool technology to help the automotive industry develop
In an internal combustion engine, the crankshaft plays a crucial role by converting the linear motion of the piston into rotational motion. This process involves significant acceleration and deceleration, leading to high bending deformation, torque, and vibration, which result in extreme and fluctuating stresses on the component.
Such intense conditions demand meticulous design, precise calculations, appropriate material selection, and efficient batch processing. These stresses are particularly concentrated at the bearing journals and the fillet radius between the counterweight and the oil hole, making these areas critical during machining.
Modern automotive demands push manufacturers to develop smaller engines while maintaining or increasing power and speed, further intensifying the load and stress on the crankshaft. As a result, there is a growing need for stronger materials, often involving high-alloy steels.
Ductile iron is commonly used for lower-load engines, such as those in gasoline vehicles, while high-performance engines, including most diesel models, typically use more expensive alloy steel forgings. These materials are usually subjected to heat treatments like quenching and tempering. In some high-end applications, such as racing cars, crankshafts may be machined directly from solid steel bars.
Due to the complexity and high demands of crankshaft machining, it has become one of the most challenging metal-cutting processes in the automotive industry. Crankshaft production lines are also among the largest consumers of hard alloys in the manufacturing process.
A common approach to machining both ends of the crankshaft and its journals is using a conventional lathe or turning center. This method allows for flexibility and cost efficiency, but requires sufficient space between the crankshaft’s shank and the machined surface. However, it may not always deliver the highest precision or efficiency.
Specialized machines with turning and pulling capabilities allow for machining the journal at the center of the crankshaft. These machines can handle roughing and finishing operations simultaneously, achieving complex shapes in a single pass. Benefits include consistent positioning accuracy, better surface finish, tighter tolerances, longer tool life, and reduced machining time. However, they come with higher costs for both the machine and tools, and require multiple cutting blades.
Another advanced technique is multi-toothed cutting, which helps reduce costs and improve chip control while eliminating the need for broaching. Regardless of the method, the primary goals remain: effective chip management, extended tool life, shorter cycle times, and improved product quality.
Crankshafts are typically produced in large volumes through specialized production lines. However, one-piece machining is sometimes used in custom projects, such as for racing engines or marine diesel engines.
External and internal milling is another widely used method, especially for machining the connecting rod journals. When there is a large amount of material to remove from the counterweight, a disc milling cutter with bladed inserts can be a suitable option. Sandvik Coromant has over 40 years of experience in this area. Oil hole drilling and milling are among the most costly processes in crankshaft production due to the high wear on cutting tools.
The oil holes in crankshafts are usually deep—often 20 times their diameter—which makes them difficult to machine. Gun drills and oil-mist-lubricated carbide drills are commonly used for this task. High-quality finishing is essential to avoid stress concentration around the hole.
According to Stefan Knecht, Global Solutions Manager at the Crankshaft Competence Center in Düsseldorf, Germany, “Although there are many cutting tool manufacturers globally, only a few can provide tools specifically designed for crankshaft machining. Even fewer truly drive innovation in this field. Sandvik Coromant is one of the few that do.â€
The competence center collaborates with original equipment manufacturers and machine tool builders worldwide, supporting projects across 20 countries. Emerging markets, particularly in China, are seeing rapid growth, and the center has recently expanded with new branches.
In summary, crankshaft machining remains one of the most demanding areas in automotive manufacturing. All methods must meet key requirements: effective chip control, longer tool life, reduced cycle times, and enhanced product quality.