X. CRANKS AND CRANKED SHAFTS.
The most important application of the crank is in the steam-engine, where the reciprocating rectilineal motion of the piston is converted into the rotary motion of the crank-shaft by means of the crank and connecting rod.
At one time steam-engine cranks were largely made of cast iron, now they are always made of wrought iron or steel. The crank is either forged in one piece with the shaft, or it is made separately and then keyed to it.
Overhung Crank.—Fig. 37 shows a wrought-iron overhung crank. A is the crank-shaft, B the crank arm, provided at one end with a boss C, which is bored out to fit the shaft; at the other end of the crank arm is a boss D, which is bored out to receive the crank-pin E, which works in one end of the connecting rod. The crank is secured to the shaft by the sunk key F. It is also good practice to shrink the crank on to the shaft. The process of shrinking consists of boring out the crank a little smaller than the shaft, and then heating it, which causes it to expand sufficiently to go on to the shaft. As the crank cools, it shrinks and grips the shaft firmly. The crank may also be shrunk on to the crank-pin, the latter being then riveted over as shown in fig. 37.
Fig. 37.
A good plan to adopt in preference to the shrinking process is to force the parts together by hydraulic pressure. This method is adopted for placing locomotive wheels on their axles, and for putting in crank-pins. As to the amount of pressure to be used, the practice is to allow a force of 10 tons for every inch of diameter of the pin, axle, or shaft.
Instead of being riveted in, the crank pin may be prolonged and screwed, and fitted with a nut. Another plan is to put a cotter through the crank and the crank-pin.
The distance from the centre of the crank-shaft to the centre of the crank-pin is called the radius of the crank. The throw of the crank is twice the radius. In a direct-acting engine the throw of the crank is equal to the stroke of the piston.