Crankshafts TRIZ Cases

Spherical coupling and segmented grooves enable smooth attachment without forceful insertion, resolving assembly precision issues.

Crank arms with pin-facing recesses and side ribs increase flexural rigidity while reducing weight.

A fill-plug design integrates fluid sealing with structural mounting to secure drivetrain housings.

A crankshaft gear positioned on the outer periphery of a crank web reduces engine weight while securing high reliability.

Elevating the inlet above the fluid level prevents spilling when transitioning from prone filling to upright carrying.

Multiple wicks and oil flinger grooves distribute lubricant to reduce unit loading on the journal.

Analyzing test portions of engine oil determines exact replacement quantities, eliminating unnecessary full changes and reducing lubricant waste.

Segmented guide elements enable eccentric retraction of a boring bar, preventing surface damage while maintaining concentricity.

Normalizing treatment at 780 to 850 C creates a ferrite plus pearlite microstructure in nitrocarburized crankshaft steel.

A hose cap coupler with a secure clip mounts to engine housings for tool-less fluid drainage.

Segmented bushing walls with a hollow core isolate thermal energy from motor components, preventing abnormal operation caused by heat conduction.

An arched band-shaped key portion engages a crankshaft groove to secure the pulser plate with high precision.

Segmented crankshaft assembly uses interference-fit inserts to transmit torque while routing oil through linear passages.

Preforming and pin decentering align flash geometry before finish forging, reducing seam formation risks in forged crankshafts.

Induction heating softens hardened crank pin zones, enabling targeted hardness reduction without full crankshaft replacement.

A cast crankshaft core structure creates hollow main bearing journals to reduce component mass.

Recessed portions in the crank web prevent extension shaft inclination after press-fitting, eliminating correction efforts.

Segmented edge grooves with open bottoms direct oil mist flow via centrifugal force, preventing stagnation and improving lubrication efficiency.

A polished oil deflector channels hot lubricant down the sump wall for convective cooling, eliminating contamination risks from water-based systems.

A valve body cover uses rotational pressing members to secure an oil level plug cap without separate nuts.

Segmented axle housing pathways route lubricant toward and away from the bearing, ensuring consistent coverage during startup.

Contoured lubrication grooves minimize wipe-off by replacing sharp edges, while v-shaped seals flex outward to maintain sealing contact during wear.

Turn-milling and rolling eliminate grinding sludge while improving bearing seat fatigue strength.

Retaining device constrains rough journals to prevent twisting when dies bend excess portions from forged crankshaft blanks.

Passive inertia-activated slosh pump delivers oil to locomotive traction motor bearings, ensuring consistent lubrication despite low reservoir levels.

An elastic member presses a lubricating member against the outer ring, reducing manufacturing costs by minimizing lubricant usage and simplifying assembly.

An integrated washer consolidates retaining rings and seals into one component, using molded grooves to manage oil flow and prevent leakage into the motor body.

Laser hardening green ground crankshafts prevents necking and stress loss during final grinding operations.

A coil spring creates a gap between the thrust washer and crank arm, preventing thermal deformation from causing bearing wear.

Notched elements generate dynamic pressure for continuous lubricant recycling, preventing exhaustion under severe conditions.

Internal crankshaft oil feed passageways reduce engine block complexity and oil pump energy consumption by distributing lubrication through segmented pathways.

Segmenting magnetic field units around the crankshaft axis enables independent electromagnetic induction for higher power output.

Asymmetric crank arms vary thickness to maximize area moment of inertia under combustion pressure, increasing flexural rigidity while reducing weight.

Quasi-symmetric crank star configurations reduce axial vibrations and torsional loads in V-type 16-cylinder engines.

Preforming reduces arm thickness and increases eccentricity to minimize flash generation while maintaining dimensional accuracy.

Adjusting crankpin positions balances indicated mean effective pressure across main and dedicated cylinders to resolve combustion stability trade-offs.

Offset circumferential recesses in the bearing hub reduce viscous friction losses while maintaining crankshaft support.

A self-draining oil filter adaptor uses a spring-loaded piston to open a drain valve during removal.

Segmented cooling paths with connection holes reduce bearing temperature without increasing structural complexity.

Bending pre-formed excess material into crank arm recesses reduces weight without requiring high-force equipment or complex process steps.

A bearing device uses separated circumferential oil grooves to deliver lubricating oil directly to the crankpin part.

A crankshaft casting uses controlled cooling rates to form a gradient microstructure that optimizes material thickness and mechanical properties.

Segmented plastic sections joined by a joint plate reduce shipping costs and assembly time compared to unitary concrete pits.

Intermediate component with angularly oriented ribs provides fulcrum means for tilting pad thrust bearing, reducing machining complexity.

A friction bearing uses a wider second gap to channel lubricating oil into the primary sliding interface.

A snap-in polymer bearing insert uses a locking lug to engage housing depressions for secure radial and axial positioning.

Segmented crankshaft adjusts compression ratio dynamically to resolve pre-ignition and knocking trade-offs.

Relocating the crankshaft pulley to a non-load bearing segment reduces overall height and simplifies assembly.