German ATLANTA shaft ATLANTA model ATLANTA price

ATLANTA shaft is the most important component in an engine. It withstands the force transmitted from the connecting rod and converts it into torque, which is output through the crankshaft to drive other accessories on the engine. The crankshaft is subjected to the combined effects of centrifugal force from rotating masses, periodically changing gas inertia forces, and reciprocating inertia forces, causing the crankshaft to bear bending and torsional loads. Therefore, the crankshaft is required to have sufficient strength and stiffness; the journal surface must be wear-resistant, operate smoothly, and have good balance.

ATLANTA shaft introduction

The most important component in an engine. It withstands the force transmitted from the connecting rod and converts it into torque, which is output through the crankshaft to drive other accessories on the engine. The crankshaft is subjected to the combined effects of centrifugal force from rotating masses, periodically changing gas inertia forces, and reciprocating inertia forces, causing the crankshaft to bear bending and torsional loads. Therefore, the crankshaft is required to have sufficient strength and stiffness; the journal surface must be wear-resistant, operate smoothly, and have good balance. To reduce the mass of the crankshaft and the centrifugal force generated during motion, crankshaft journals are often made hollow. Oil holes are drilled on each journal surface to introduce or discharge engine oil for lubricating the journal surface. To reduce stress concentration, transition arcs are used at the connections between main journals, crankpins, and crank arms. The function of crankshaft counterweights (also known as balancing weights) is to balance rotational centrifugal forces and their moments, and sometimes also to balance reciprocating inertia forces and their moments. When these forces and moments are balanced themselves, the counterweights can also be used to reduce the load on the main bearings. The number, size, and placement position of counterweights must be considered based on factors such as the number of engine cylinders, cylinder arrangement, and crankshaft shape. Counterweights are generally cast or forged integrally with the crankshaft; for high-power diesel engines, counterweights are manufactured separately from the crankshaft and then connected together with bolts.

ATLANTA shaft process characteristics

Smelting: Obtaining high-temperature, low-sulfur, pure molten iron is key to producing high-quality ductile iron. In China, production equipment is mainly cupola furnaces, where the molten iron is not pre-desulfurized; furthermore, high-purity pig iron is scarce and coke quality is poor. Cupola furnaces are used to melt the iron, followed by external desulfurization, and then heating and composition adjustment in an induction furnace. In China, vacuum direct-reading spectrometers are commonly used to detect molten iron composition. Molding: The air-impact molding process is significantly superior to clay sand molding processes, enabling the production of high-precision crankshaft castings. Sand molds produced by this process have characteristics such as no rebound deformation, which is particularly important for multi-throw crankshafts. Some domestic crankshaft manufacturers have introduced air-impact molding processes from Germany, Italy, Spain, and other countries, but only a very few manufacturers have introduced entire production lines. Electroslag casting: Electroslag remelting technology applied to crankshaft production allows cast crankshaft performance to rival that of forged crankshafts. It features short R&D cycles, high metal utilization, simple equipment, and superior product performance. Forging technology: Automated lines using hot-die forging presses and electro-hydraulic hammers as the main machines represent the development direction for forged crankshaft production. These production lines will widely adopt advanced processes such as precision shear blanking, roll forging (wedge cross rolling) for billet making, medium-frequency induction heating, and fine finishing with hydraulic presses. They are also equipped with auxiliary machines such as manipulators, conveyor belts, and die-changing devices with rotary tables, forming a flexible manufacturing system (FMS). Through FMS, workpieces and molds can be automatically changed, parameters can be automatically adjusted, and measurements are continuously taken during operation. Data such as forging thickness and maximum pressure are displayed and recorded, compared with set values, and optimal deformation amounts are selected to obtain high-quality products. The entire system is monitored by a central control room, achieving unmanned operation. Crankshafts forged by this method have full fibrous internal metal flow lines, which can increase fatigue strength by more than 20%. Machining technology: Rough machining of crankshafts will widely use advanced equipment such as CNC lathes, CNC internal milling machines, and CNC turn-broaching machines to perform CNC turning, internal milling, and turn-broaching on main journals and connecting rod journals, effectively reducing deformation during crankshaft machining. Finish machining of crankshafts will widely use CNC-controlled crankshaft grinding machines for precision grinding of journals. Such grinding machines will be equipped with functions such as automatic wheel balancing devices, automatic center rest tracking devices, automatic measurement, automatic compensation devices, automatic wheel dressing, and constant linear speed to ensure stable grinding quality. The current reliance on imported high-precision equipment is estimated not to change in the short term.

ATLANTA shaft usage precautions

Shaft wear is the most common equipment problem during shaft usage. There are many reasons for shaft wear, but the primary cause is determined by the metal properties used to manufacture the shaft. Although metal has high hardness, it has poor compliance (cannot recover after deformation), poor impact resistance, and poor fatigue resistance, making it prone to adhesive wear, abrasive wear, fatigue wear, and fretting wear. Most shaft wear is not easily detected; it only attracts attention when conditions such as high machine temperature, large vibration amplitude, or abnormal noises occur. However, by the time it is noticed, most shafts are already worn, causing machine shutdowns. Repairing wear on the heads of large equipment shafts is a noteworthy issue. When the shaft material is 45 steel (quenched and tempered), if only surfacing welding is used, welding internal stresses will be generated, which may lead to cracks or even fracture at the shaft shoulder under heavy loads or high-speed operation. If stress-relief annealing is used, it is difficult to operate, has a long processing cycle, and incurs high maintenance costs. When the shaft material is HT200, cast iron welding is also not ideal. In China, common methods for addressing shaft wear include build-up welding, installing shaft sleeves, and knurling. If downtime is short and spare parts are available, replacing with a new shaft is common, as well as using techniques such as brush plating, laser welding, micro-arc welding, or even cold welding.

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