Fuhui Auto Parts Co., Ltd.
Fuhui Auto Parts Co., Ltd is located in the famous hometown of oversea Chinese-Quanzhou city of Fujian Province. Founded in 1986, Fuhui is a high-new technology company which is professional in R&D and manufacturing auto parts and engineering machine parts. Our main products are brake camshafts(S-camshafts) and equilizer pin for the axles of heavy trucks, semi-trailer, trailer and passenger car.
Why Choose US
Our Factory
Fuhui Auto Parts Co., Ltd is located in the famous hometown of oversea Chinese-Quanzhou city of Fujian Province. Founded in 1986, Fuhui is a high-new technology company which is professional in R&D and manufacturing auto parts and engineering machine parts.
01
Our Product
Our main products are brake camshafts(S-camshafts) and equilizer pin for the axles of heavy trucks, semi-trailer, trailer and passenger car.
02
Our Certificate
The company through the IATF16949:2016 International Quality Management System Certification. Our self-invented new CNC convex wheel milling machine gained rewords and won the Paris International Silver Trophy on the 7th International Exhibition of Inventions, New Techniques and Products, Kunshan.
03
Our Service
We always stick to the concept of " Quality First, Credit First", and offer high quality products with reasonable price and considerate service for customers. We sincerely welcome new and old customers at home and abroad to contact us and seek cooperation for mutual benefits.
04
Marking: Customized
Parallelism: ≤0.08mm
Hardness: 50-60HRC
Number of Teeth: 10-37teeth
Quenching Degree: 1.5-3.5mm
Delivery time: 7-30 working days
Marking: Customized
Parallelism: ≤0.08mm
Hardness: 50-60HRC
Number of Teeth: 37teeth
Application: Front Axle
Truck Model: Heavy Duty Truck
Material: 45# or 40Cr Carbon Structural Steel
Heat treatment: High-frequency Quenching
Hardening and tempering: Available
Arm Length: 120, 135, 150, 165, 180, 195, 250
Operating mode: manual
Material: 45# or 40Cr Carbon Structural Steel
teeth No.: 10-37 teeth or as client request
Packing: Packing in Carton
Material: 45# or 40Cr Carbon Structural Steel
Warranty: 1 year
MOQ: 400pcs
Delivery time: 7-30 working days
Payment: T/T 100% payment
Brake Camshaft Of HinoHeavy Truck
Hino500 Heavy Duty Truck
45# or 40Cr Carbon Structural Steel
High-frequency Quenching
High-quality steel construction: Our Trailer S Camshaft is made from premium quality steel, ensuring that it is strong, durable and able to withstand the rigors of heavy use and long journeys.
Hardness: 50-60HRC
Number of Teeth: 10-37teeth
Quenching Degree: 1.5-3.5mm
Packaging: Carton
Certification: IATF16949:2016
Application: Front Axle
Truck Model: Heavy Duty Truck
Material: 45# or 40Cr Carbon Structural Steel
Heat treatment: High-frequency Quenching
Hardening and tempering: Available
What is S CAM
The S-cam is generally used in heavy trucking applications or commercial vehicles where an air supply is readily available from the vehicle. It is normally powered by air, but hydraulic power can be used too. The S-cam foundation brake is being used in over 85% of vehicles in the U.S. that run with air brakes. S-cam's are only used with drum brakes because the cam pushes on the brakes which rubs against the rotating drum, and thus slowing the vehicle. Drum brakes are favored on bigger vehicles because they allow more surface area in brake pads to get a heavier load slowed down more efficiently.
Advantages of S CAM
Camshafts come from quite a range of metals with the type of material used determining properties such as durability. Below is a list of materials camshafts you can consider:
Precise valve timing
The camshaft controls the opening and closing of the engine's intake and exhaust valves at specific intervals, known as valve timing. Precise valve timing ensures that the valves open and close at the right moments during the engine's four-stroke cycle, optimising combustion efficiency and power output.
Valve lift control
The shape and size of the cam lobes on the camshaft determine the valve lift. Higher cam lobe profiles result in greater valve lift, allowing more air and fuel to enter the engine, which can lead to increased engine power and performance.
Variable valve timing (vvt)
Some modern engines use camshaft phasing or variable valve timing systems to adjust the camshaft's timing and control the valve events based on engine load and speed. Vvt enhances engine efficiency, power, and emissions by optimising valve timing for different operating conditions.
Improved exhaust gas flow
The camshaft also controls the timing of the exhaust valve, allowing for the timely expulsion of exhaust gases during the exhaust stroke. This efficient exhaust gas flow helps reduce back pressure and enhances engine performance.
Adaptability for different engine designs
Camshafts can be designed to suit various engine configurations, such as overhead cam (ohc), dual overhead cam (dohc), or single overhead cam (sohc) layouts, making them adaptable to different engine types.
Working Principle of S CAM
The driver of the vehicle that is either supplied by hydraulic or air power, presses the brake pedal which sends power to a diaphragm. This diaphragm sends the motion to a push rod that rotates the shaft connected to the S-cam. As the S-cam rotates, the two symmetrical brake pads are forced against the brake drum until the pressure is released and the brake pads return to their resting position.
The principle of the S-cam allows the brakes of big vehicles to be more compact and less moving parts, since it only relies on a rotating shaft. Generally speaking, a tractor trailer requires more brakes than a typical vehicle, so making the brakes as simple and as cost effective as possible is very important.
S-cams are very efficient at keeping brakes maintained because as the brake pad wears, the S-cam rotates more and causes the pads to further. Since the lobes on the S-cam increase in radius as it is turned, the brake pads linear motion is increased. Of course you want to adjust your brakes regularly to ensure there is no slack in your brake system and that your brakes are responsive.
Driving Mechanism of the Camshaft
The driving mechanism of the camshaft depends on the engine design and can vary. The following are the driving mechanisms of the camshaft:
Gear drive
Some engines use gears to drive the camshafts
Several engines use a gear drive mechanism to drive the camshaft. In this setup, the camshaft connects to the crankshaft through gears.
These gears have specific tooth profiles to maintain precise timing between the crankshaft and camshaft rotation. As the crankshaft turns, the gears transfer the rotational motion to the camshaft, controlling the valve operation.
Chain drive
A chain around sprockets connects the camshaft and crankshaft in the engines that use a chain and sprocket arrangement. The chain's movement transfers the rotation from the crankshaft to the camshaft, ensuring proper valve timing.
Belt drive
The timing belt is connected to the camshaft and converts the reciprocating piston into a rotary motion
In many modern engines, a car timing belt or chain drives the camshaft. This belt or chain connects to the camshaft to convert the motion of the reciprocating piston into a rotary motion.
The timing belt/chain is routed around various gears or sprockets, connecting the crankshaft and camshaft. It ensures synchronisation between the two shafts' rotation. As the crankshaft rotates, it drives the camshaft through the timing belt or chain, causing the camshaft lobes to actuate the valves.
During hard or continuous braking, the heat generated during braking causes the drum to 'grow' or expand. Consequently, the ability of a Standard-Stroke chamber to deliver adequate pressure of the lining against the ever-expanding drum is subsequently limited by its stroke and performance characteristics.
Therefore, as Standard-Stroke chambers exceed 50.8mm (2-inches) of travel, a driver will begin to feel a 'brake fade' experience. This situation is due to the reduced force output of the chamber as it moves closer to its maximum travel position of 63.5mm (2.5-inches). When the brake chamber stroke is at or near that point, that brake will cease to provide any braking force.
As a result, if a Standard-Stroke 63.5mm (2.5- inches) and a Long-Stroke 76.2mm (3-inch) brake chamber is installed on the same axle, an imbalance may exist, adversely affecting the stopping capability of the vehicle.
This condition is especially true when the Standard-Stroke chamber exceeds its recommended 50.8mm (2-inches) readjustment limit.
Consequently, this mismatch of brake components possibly will result in the vehicle jerking toward the side where the Long-Stroke chamber is located. The brakes fitted with the Long-Stroke chamber by now are doing the majority of the braking.
Material of S CAM
Cams are usually made from strong, hard materials such as medium to high-carbon steel or cast ductile iron or grey cast iron (case-hardened). Cams for low loads and speeds or marine applications are sometimes made of bronze or stainless steel.
The most common materials used for camshaft manufacturing include:
Gray Iron: This type of cast iron is commonly used for manufacturing camshafts due to its good machinability and wear resistance.
Alloy Steels: High-strength alloy steels, such as 8620 or 4340 steel, are often used for performance or high-stress applications. These steels provide excellent strength and durability.
Ductile Iron: Ductile iron, also known as nodular or spheroidal graphite iron, is used for camshafts that require a combination of strength, toughness, and machinability.
Billet Steel: In high-performance and racing applications, camshafts are sometimes machined from a solid piece of billet steel. This process allows for precise control over the camshaft's design and specifications.
Chilled Iron: In automobile and tractor engines, the camshafts (or cam lobes) are made of chilled cast iron. The wear resistance of chilled cast iron is considerably higher than that of ductile cast iron.
Alloy Cast Iron: Alloyed cast iron, which includes elements like nickel, chromium, and molybdenum, is used to improve the mechanical properties of the camshaft.
Camshaft Transmission
The camshaft is driven by the crankshaft, and its transmission mechanism includes gear type, chain type and toothed belt type. The gear transmission mechanism is used for the transmission of the lower-mounted and middle-mounted camshafts. Gasoline engines generally only use a pair of timing gears, namely the crankshaft timing gear and the camshaft timing gear. The diesel engine needs to drive the diesel fuel injection pump at the same time, so an intermediate gear is added. In order to ensure smooth gear meshing, low noise and low wear, the timing gears are all cylindrical helical gears and are made of different materials. The crankshaft timing gear is made of medium carbon steel, and the camshaft timing gear is made of cast iron or cloth bakelite. In order to ensure the correct timing of gas distribution and fuel injection, timing marks are engraved on the transmission gear, and the marks must be aligned during assembly. The chain drive mechanism is used for the transmission of the middle-mounted and upper-mounted camshafts, especially the high-speed gasoline engine with the upper-mounted camshaft adopts many chain transmission mechanisms. The chain is generally a roller chain, and a certain degree of tension should be maintained during operation to prevent vibration and noise. For this purpose, chain guides are installed in the chain drive and tensioners are installed on the slack edge of the chain.
Camshaft Production Technology
The camshaft is one of the key parts of the engine. The hardness of the camshaft peach and the depth of the white layer are the key technical indicators that determine the service life of the camshaft and the efficiency of the engine. On the premise of ensuring that the cam has a high enough hardness and a fairly deep white layer, it should also be considered that the journal does not have high carbides, so that it has better machining performance.
The main methods of producing camshafts at home and abroad are as follows: after the steel forging blank is cut, the peach tip of the cam is subjected to high frequency quenching to form a martensite layer. In the late 1970s, Germany and France successively developed a new process for argon arc remelting of camshafts; there are also hardenable cast iron camshafts mainly in the United States; chilled cast iron camshafts mainly in Japan and France; and camshafts.
How to Check the Cam Height of the Camshaft
Preparation requirements
1. One camshaft to be inspected;
2. Inspection plate, a pair of v-shaped iron, outside micrometer, feeler gauge, cam model gauge, magnetic base dial indicator, cotton yarn,
White powder, copper rod or hand hammer.
Operating process steps
1. Clean the camshaft, wipe it dry, sprinkle it with white powder, and hit it with a copper rod or a small hammer to check for cracks.
2. Support the camshaft on the v-shaped iron of the test plate (support the main journals at both ends).
3. Use an outside micrometer to measure the roundness and cylindricity errors of each spindle diameter and check the wear of the timing gear neck.
4. Use a magnetic base dial indicator to measure the bending deformation of the camshaft. The operation method is to place the dial indicator in the middle of the plate, adjust the dial indicator rod, and put it against the surface of the middle main shaft diameter of the camshaft, pay attention to the preload of 1mm, then slowly rotate the camshaft for a full circle. The difference between the maximum value and the minimum value pointed by the large needle is the radial circle runout of the camshaft, and 1/2 of the value is the coaxiality of the camshaft.
5. Measure the wear of the cam: Use a cam model gauge to straddle the top of the cam, and use a feeler gauge to measure the gap between the model and the cam surface is the amount of cam wear.
6. Measuring cam lift: First measure the base circle diameter of the cam with an outside micrometer, and then measure the height from the base circle to the top of the cam. The difference between the two is the cam lift.
7. Appearance inspection: The surface of the eccentric wheel of the helical gear driven by the oil pump must not be severely worn, the semicircular keyway must not be severely worn, and the shaft head thread must not be damaged more than 2 teeth.
8. Repair of camshaft
(1) The camshaft bending should be cold corrected.
(2) When the camshaft diameter is worn and the cam is not worn, the appropriate repair size should be selected for grinding.
(3) The keyway wear can be repaired by surfacing welding, re-milling after machining, and the keyway can be replaced if it is severely worn.
Common faults of camshaft include abnormal wear, abnormal noise and fracture. Abnormal wear often occurs before abnormal noise and fracture.
(1)The camshaft is almost at the end of the engine lubrication system, so the lubrication condition is not optimistic. If the oil supply pressure of the oil pump is insufficient due to long service time, or the lubricating oil passage is blocked and the lubricating oil cannot reach the camshaft, or the tightening torque of the bearing cover fastening bolt is too large and the lubricating oil cannot enter the camshaft clearance, the camshaft will be abnormally worn.
(2)The abnormal wear of the camshaft will cause the gap between the camshaft and the bearing seat to increase, and the axial displacement will occur when the camshaft moves, resulting in abnormal noise. Abnormal wear will also cause the gap between the drive cam and the hydraulic tappet to increase, and the cam will collide with the hydraulic tappet when it is combined, resulting in abnormal noise.
(3)The camshaft sometimes has serious faults such as fracture. The common causes are hydraulic tappet fracture or serious wear, serious poor lubrication, poor camshaft quality and camshaft timing gear fracture.
(4)In some cases, the camshaft failure is caused by human factors, especially when the camshaft is not properly disassembled during engine maintenance. For example, when removing the camshaft bearing cover, use a hammer to forcefully knock it or use a screwdriver to pry it, or install the bearing cover in the wrong position, resulting in the mismatch between the bearing cover and the bearing seat, or the tightening torque of the fastening bolts of the bearing cover is too large. When installing the bearing cover, pay attention to the direction arrow and position number on the surface of the bearing cover, and tighten the fastening bolts of the bearing cover with a torque wrench in strict accordance with the specified torque.
FAQ
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