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Kobe Steel said that the increase in design margin is the result of patented refining technology and die forging process, which minimizes impurities in the steel and has a higher throw than the commonly used bending technology.
Kobe Steel pointed out that shipowners' growing demand for mainframe space requires the installation of pollution removal technology and larger engines, which requires a more compact engine to improve fuel efficiency and ensure more cargo space. The crankshaft design of Kobe Steel will withstand higher loads, increase output power, and contribute to a more compact and efficient engine design.
According to Kobe Steel, a crankshaft designed to withstand higher loads will increase the power output to the point that an additional cylinder will be added, contributing to the design of a more compact and efficient engine.
Kobe Steel is planning to explore the possibility of reducing crankshaft weight and saving space with machine and shipyards. The certification of the Japan Classification Society applies to the combined mode crankshaft instead of the solid crankshaft. This type of crankshaft is often used in larger engines.
Kobe Steel Crankshaft Parts Manufacturing Technology is certified by Japan Classification Society
Kobe Steel will be able to manufacture smaller and more robust crankshafts after obtaining more design margins from the Japan Classification Society in the manufacture of crankshaft parts. Kobe Steel uses k-factor to calculate the fatigue strength of steel parts. K-factor is a coefficient in the design fatigue strength calculation formula. Its usual value is generally 1.00, and if high-strength materials of Kobe Steel are used, the strength can be calculated according to the coefficient of 1.05, creating a margin for the design. Prior to this, Kobe Steel received a 1.05 approval for the k-factor. The latest Japanese classification society certification has been raised to 1.15, which means that the design margin is 15%.