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 Trailer S Camshaft
Brake s-camshafts are designed for a range of commercial vehicle applications. Forged using high quality carbon steel to meet sae 1045 standard, these brake s-camshafts feature hardened critical contact points to increase reliability, wear life and corrosion resistance.
Advantages of Trailer S Camshaft
Tighter tolerances for better braking
After our s-camshaft heads are forged, they are precisely cut at both the spline and cam end to achieve 0.050 inches tighter tolerances than the unmachined spindle heads that support stable braking. Spindle heads that are not precision milled can have a variation of up to 0.050 inches between spindle lobes, resulting in uneven braking and ultimately uneven brake wear.
Longer life and maximum brake efficiency
S-camshaft heads, journals and keys are heat treated above 1000˚f (560˚c) until reaching the standard oe hardness of hrc60. Properly hardened s-camshaft heads reduce wear and extend cam life.
Reduced wear
To perfect our s-camshafts, they are stone-ground to a thin ra16 coating to provide tighter tolerances and minimize shaft bushing wear, compatible with every test.
Working of Camshaft
As the piston descends from the top dead centre (TDC) to the bottom dead centre (BDC), it transmits its motion to the crankshaft.
The crankshaft converts this piston-driven motion into rotary motion, initiating its rotation.
The crankshaft is mechanically linked to the camshaft via a gear or belt.
Through this connection, the camshaft transforms the rotary motion it receives into reciprocating motion, pressing and opening the intake valve.
The valve opening permits the entry of fuel into the combustion chamber.
Following the intake and compression phases, the ignited air-fuel mixture expands within the chamber, driving the piston downward.
During the piston's descent, the crankshaft once again acquires motion and moves the camshaft.
The cam responsible for operating the exhaust valve receives this motion, pressing and opening the exhaust valve, allowing the expulsion of exhaust gases from the combustion chamber.
The Structure of the Camshaft
The main body of the camshaft is a cylindrical rod with the same length as the cylinder group. There are several cams on it, which are used to drive the valve. One end of the camshaft is the bearing support point, and the other end is connected with the driving wheel.
The side of the cam is egg-shaped. The purpose of its design is to ensure adequate intake and exhaust of the cylinder, specifically to complete the opening and closing of the valve in the shortest possible time. In addition, considering the durability of the engine and the smoothness of operation, the valve should not have too much impact due to the acceleration and deceleration process in the opening and closing action, otherwise it will cause severe valve wear, increased noise or other serious consequences. Therefore, the cam is directly related to the engine's power, torque output, and smoothness of operation.
Generally speaking, in in-line engines, one cam corresponds to one valve, while v-type engines or horizontally opposed engines share one cam for every two valves. The rotary engine and the valveless gas engine do not need a cam due to their special structure.
Manufacturing Process of Trailer S Camshaft
Forging: Forging involves the application of compressive force to deform the material within the die cavity. This process gives the camshaft its basic shape. There are different forging methods, including open-die forging and closed-die forging, depending on the complexity of the camshaft design.
Casting: The camshaft is manufactured by casting, and a blank is cast to define the central shaft, journal bearings, and cam lobes. The camshaft is annealed while retaining the carbides and then cooled to room temperature, and surfaces, such as cam lobe surfaces, are surface hardened.
Machining: Camshaft core machining begins with a bar clamped in the main spindle that extends out a few inches. The lathe then turns and mills features into the front face of the camshaft.
Manufacturing Cost
● Major regions/Countries for Camshaft manufacturing at the best cost
● Effective cost by Process
● Cost/Kg or By process (Approx)
What Are the Differences Between Camshaft and Crankshaft
|
Basis of Difference |
Camshaft |
Crankshaft |
|
Functionalities |
The camshaft is responsible for controlling the opening and closing of the engine's intake and exhaust valves. It determines the valve timing and lift, which regulates the air-fuel mixture intake and the expulsion of exhaust gases during the engine's four-stroke cycle. |
The crankshaft's primary function is to convert the reciprocating motion of the engine's pistons into rotational motion. It converts the up-and-down motion of the pistons into a rotary motion, which drives the vehicle's wheels or powers other mechanical devices. |
|
Location |
This is typically located within the cylinder head of the engine. |
This is located in the engine block and extends through the engine's crankcase. |
|
Design and Construction |
Camshafts have cam lobes or lobes that are specifically shaped to actuate the valves. The cam profile determines the valve lift and duration, which affects engine performance. |
Crankshafts have crankpins and throws that are designed to convert the reciprocating motion of the pistons into rotary motion. |
|
Rotational Speed |
This typically rotates at half the speed of the crankshaft in a four-stroke engine (i.e., one camshaft revolution for every two crankshaft revolutions). |
The crankshaft rotates at a speed directly proportional to the engine's RPM (revolutions per minute). |
Remove the air filter, the upper cover of the timing gear, and the cover of the cylinder head, and turn the crankshaft to the top dead center of the first cylinder. Loosen the toothed belt, remove the camshaft timing gear and remove the toothed belt. Remove the camshaft half-round key, loosen the fixing bolts of each bearing cover a few turns, use a soft hammer (rubber hammer) to knock the back of the camshaft to make the bearing cover loose, then remove the fixing bolts, shaft cover and camshaft. When disassembling, be careful not to tilt the camshaft, so as not to damage the cam or the thrust surface of the bearing.
When installing the camshaft, the apex of the cam of the first cylinder must be upward. When installing the bearing cap, pay attention to the offset of the car. Before installing the camshaft, install the bearing cap to check whether the installation position is correct. After installing the camshaft, check whether the oil groove of the camshaft bearing cover is unblocked, and place the bearing cover in place according to the mark on the bearing cover, cross the bearing cover bolts diagonally several times from the middle to the two ends, and the tightening torque is 24n ·m.
When installing the camshaft timing pulley, align the keyway on the camshaft timing pulley with the key installed on the front journal of the camshaft and tighten it. The tightening torque is 88n·m. If you install a new camshaft, just tap it in with a mallet, and then screw the bolt into the screw hole at the front of the camshaft to check whether the valve lash adjuster is working properly.
How to Measure Automotive Camshaft Journal Clearance
Camshaft journal clearance measurement in automotive engines
The camshaft is a crucial component of an automotive engine that is responsible for opening and closing the engine's intake and exhaust valves. The camshaft is supported by a series of bearing surfaces known as the camshaft journals, which allow it to rotate smoothly. However, over time, the journals may become worn or damaged, which can lead to increased friction and wear in the engine. To prevent this, it is important to measure the clearance between the camshaft journals and the bearings regularly.
To measure the clearance of the camshaft journal, you will need to follow these steps
Step 1: Preparation
Before measuring the camshaft journal clearance, you must first ensure that the engine is at room temperature. Additionally, you must clean the engine's camshaft and bearings to remove any debris or residue. It is also advisable to check the manufacturer's service manual for specific instructions on how to measure the clearance and what tools are required.
Step 2: Preliminary measurements
To perform the measurement, you must first identify the main journal or the first bearing surface on the camshaft. Using a micrometer, measure the diameter of the journal. Next, you must measure the inner diameter of the bearing using an inside micrometer.
Step 3: Calculate the clearance
To calculate the clearance, subtract the measured diameter of the journal from the measured inner diameter of the bearing and divide the result by two. The result is the clearance between the camshaft journal and the bearing.
Step 4: Repeat the measurement
It is important to measure the clearance of all the bearings in the engine and compare the measurements with the manufacturer's specifications. Repeat the measurements for each journal and bearing surface, taking care not to scratch or damage the camshaft or bearings.
Step 5: Record the measurements
To ensure that the engine's camshaft is operating within the manufacturer's specifications, record the measurements in a log book or record card. This information can also be used for future reference when performing maintenance on the engine.
Improper installation of the diesel generator camshaft will directly affect the gas distribution timing and fuel supply timing of the diesel generator, thereby affecting the normal working quality of the diesel generator, causing overloading of other cylinders, and even damaging the diesel generator in severe cases safety.
1. Press the camshaft bushing into the body hole (the oil hole must be aligned with the oil hole on the body), and install the camshaft into the seat hole.
2. Put the spacer and thrust bearing in place (the oil hole of the bearing must be aligned with the oil hole of the body, and two cylindrical pins should be inserted into the hole of the spacer), and tighten the fixing screws of the thrust bearing.
3. Check whether the thrust surface axial clearance is kept within 0.195-0.545mm.
4. Turn the camshaft by hand, it should be flexible.
5. Install all transmission gears. The mutual assembly marks between them are: There are three marks on the timing idler gear, the "0" is aligned with the "0" on the crankshaft gear, the "1" is aligned with the "1" of the gear on the cam, and the "2" is aligned with the high pressure "2" on the transmission gear of the oil pump, and then tighten the fixing screws of each transmission gear. And check whether the backlash between the gears meets the requirements.
What Are the Reasons for Failure of Camshaft
Lack of lubrication
Adequate lubrication is crucial for the camshaft's proper operation. If the engine's oil supply is compromised due to low oil levels, oil pump failure, oil starvation during aggressive driving or extreme angles, or clogged oil passages, the camshaft can experience excessive friction and wear. Moreover, insufficient lubrication can lead to cam lobe and lifter wear and, in severe cases, camshaft seizure.
Poor maintenance
Neglecting regular engine maintenance, such as infrequent oil changes or using low-quality oil, can accelerate wear and lead to premature failure of the camshaft.
Contaminated oil
Contaminated oil containing particles, debris, or sludge can damage the camshaft surfaces and cause excessive wear over time.
Camshaft material defects
In rare cases, manufacturing defects or material quality issues can lead to weakened or brittle camshaft surfaces, making them more prone to failure.
Overheating
Engine overheating due to cooling system failures or other issues can cause thermal stress and warping of the camshaft, leading to premature failure.
Improper installation
Incorrect installation of the camshaft, such as improper alignment or incorrect torque settings, can put excessive stress on the camshaft and lead to failure.
Precautions for Maintenance of Camshaft in Diesel Engine
(1) The appearance of the early wear of the valve cam surface of the valve cam is basically the same, which is mainly concentrated in the vicinity of the top, especially the highest position. The cam wear will reduce the height of the cam and make the valve opening insufficient.
The main cause of early wear is due to poor lubrication. This is because there are two kinds of lubrication for the cam and tappet bottom of the diesel engine camshaft: One is spatter lubrication, the other is the oil entering the oil channel, and the oil channel on the bearing seat of the convex axle is flowing into the rocker arm through the rocker shaft seat, and the rocker arm shaft, rocker arm, and the push rod ball are lubricated. Head, then from the push rod into the tappet, and then out of the lower oil hole, lubricate the cam and the tappet bottom. If the oil surface is too low or the tappet, the cylinder body bearing hole gap is too small, the oil can not flow in the tappet. That is, the cam and the tappet bottom are not lubricated. The wear is serious.
In addition, the valve tappet can not operate normally, it is also a reason for the early wear of the valve cam surface. When working normally, the tappet should have a rotating movement in order to wear evenly and prevent the occlusion. If the tappet is bonded with the shaft hole, the push rod is bent and the bottom sphere of the tappet is incompatible with the slope of the convex wheel and so on, so that the tappet is at work. Not dead rotation, that is, will cause aggravation of wear.
The inspection of cam wear can be used to measure the distance between the center line of the cam to the base circle (i.E. The cam lift) by the spiral micrometer. For example, the intake cam lift of sofim 8140 diesel engine is 9.5mm, and the exhaust cam lift is 10.5mm. If the cam lift is more than 0.5mm, it is necessary to wear or replace the new parts.
The cam grinding mill should be carried out on the camshaft grinder. If the cam is worn out, the cam working section is sunken, or has more corrosion spots, it can also be worn against the cam template with the file and the oil stone. However, it is necessary to keep the outline shape line and the surface roughness of the cam and meet the standard. Otherwise, the new camshaft should be replaced.
(2) Check and adjust the axial clearance and allow the axial clearance of camshaft to exceed the allowable value, which will make the valve timing dish change greatly, resulting in insufficient intake of diesel engine and poor exhaust.
A common method for detecting the axial clearance of the camshaft is to pry the camshaft forward and check it between the timing gear and the thrust flange with a tape gauge. The clearance is generally required to be different from the other diesel engine for the 0.07~0.25mm.Wd615 diesel engine camshaft, and the camshaft can be pried forward in the first shaft neck slot and convex. The wheelset limit plate is measured with feeler gauge. The standard value should be 0.1~0.4mm.
When changing clearance, it can be adjusted by replacing thrust plates, limiting plates or adjusting rings with different thickness.
(3) The inspection method of bending of the camshaft for the maintenance of the bending deformation is similar to the crankshaft inspection method. First, the camshaft is placed on the two v shaped iron frame parallel to each other, or the camshaft is fixed to the two thimble of the lathe. The dial gauge is used to measure the pulsation of the middle axle neck. The 1/2 of the dial readings, that is, the cam shaft. If the half axle neck beat exceeds 0.025mm, the cold pressing method should be used to correct or replace the new parts.
The roundness and cylindricity of the camshaft journal worn should generally be less than 0.015mm.. When the wear degree of the camshaft is beyond the specified value, the journal should be grinded or replaced.
The grinding axle neck can be carried out on the outer grinding machine, requiring the uniform repair of the camshaft neck. The normal maintenance size of the journal is divided into 6 grades according to the gb/t3808-1983 standard, and the size of the camshaft neck of the diesel engine repair mill is divided into 4 levels, that is, -0.25mm, -0.50mm, -0.75mm and -1.Oomm., and should be based on the grinding before grinding. The bearing is selected for bearing wear and then the grade of maintenance dimensions is determined.
FAQ
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