CN111670309A - 具有油孔的连杆部件 - Google Patents
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Abstract
本发明提供一种连杆部件(150),其安装于内燃机E的曲轴(106)且具有从外侧连通到所述曲轴(106)侧的油孔(150E),其中,该连杆部件(150)中,油孔(150E)在曲轴(106)侧的开口部周缘具有倾斜面(150F),油孔(150E)以外的表面的碳浓度为0.5wt%以上,倾斜面(150F)的碳浓度为0.7wt%以上且0.9wt%以下的范围,抑制制造成本,并且,提高容易产生应力集中的油孔部分的耐性,实现破损的防止。
Description
技术领域
本发明涉及安装于内燃机的曲轴的连杆部件,特别是涉及具有从外侧连通到曲轴侧的油孔的连杆部件。
背景技术
作为上述的连杆部件,例如具有用于可变压缩比发动机的复动连杆机构的中间连杆。该中间连杆为了安装于曲轴的曲柄销上,由在曲柄销的插通部分分割的一对连杆部件构成。各连杆部件具有从外侧连通到曲轴侧、即曲柄销侧的油孔。而且,中间连杆通过由螺栓将夹着曲柄销而相互接合的连杆部件彼此连结,被安装于曲柄销。另外,构成复动连杆机构的其它连杆分别与各连杆部件连结。
上述中间连杆在发动机的运转时反复接受弯曲输入,因此,在制造时,需要弯曲疲劳强度高的材料及强化工艺。作为确保高硬度及高韧性的连杆,具有专利文献1记载的部件。在专利文献1中记载有一种适当添加了Si、Al、Cr、Mo、V、W、Ni以及Co的钢材,该钢材是通过600℃以上的高温回火,硬度为HRC50以上的高硬度高韧性钢。渗碳淬火处理是通过使碳浸渍于钢铁部件的表面并急冷,使表面成为致密的马氏体组织,提高部件的耐弯曲疲劳性的技术。
专利文献1:日本特开2003-328078号公报
然而,上述的中间连杆的连杆部件当接受弯曲输入时,特别是由于弯曲应力集中于设有油孔的部位,因此,该部位有可能成为破损的起点。但是,在通常的渗碳淬火处理中,油孔部分和除此以外的部分的热处理品质相同,因此,在油孔部分难以与大的弯曲应力对应。作为其对策,考虑采用专利文献1中记载的方法,但在专利文献1中记载的技术中,不仅回火温度高,而且材料的添加元素多,因此,存在制造成本增加的问题点。
发明内容
本发明是鉴于上述目前的状况而研发的,其目的在于提供一种安装于内燃机的曲轴的带油孔的连杆部件,其中,连杆部件具有油孔,能够抑制制造成本,并且,提高容易产生应力集中的油孔部分的耐性,防止破损。
本发明的具有油孔的连杆部件安装于内燃机的曲轴且具有从外侧连通到所述曲轴侧的油孔。而且,连杆部件的特征在于,所述油孔在所述曲轴侧的开口部周缘具有倾斜面,除所述油孔以外的表面的碳浓度为0.5wt%以上,所述倾斜面的碳浓度为0.7wt%以上且0.9wt%以下的范围。
本发明的具有油孔的连杆部件在油孔的曲轴侧的开口部周缘设置倾斜面,通过使该倾斜面的碳浓度比其它部分高,提高初期龟裂强度,防止容易产生应力集中的油孔部分的破损。
此时,连杆部件通过将除油孔以外的表面的碳浓度设为0.5wt%以上,将倾斜面的碳浓度的下限设为0.7wt%,确保材料耐力。另外,连杆部件通过将倾斜面的碳浓度的上限设为0.9wt%,抑制成为破损的原因的渗碳体的产生,防止在通常的情况下也可以不考虑的渗碳体基点的破损。该连杆部件不需要大量的添加元素及高温的回火。
这样,本发明的具有油孔的连杆部件能够抑制制造成本,并且,提高容易产生应力集中的油孔部分的耐性,防止破损。
附图说明
图1是说明在本发明的连杆部件的第一实施方式中,能够应用连杆部件的可变压缩比发动机的剖视图;
图2是将作为连杆部件的中间连杆设为分解状态进行说明的侧视图;
图3是作为连杆部件的连杆的立体图;
图4是连杆部件的油孔部分的立体图;
图5是连杆部件的油孔部分的剖视图。
标记说明
E:可变压缩比发动机(内燃机)
150:连杆部件(连杆)
150E:油孔
150F:倾斜面
106:曲轴
具体实施方式
〈第一实施方式〉
图1是说明可应用本发明的具有油孔的连杆部件(以下,简称为“连杆部件”)的可变压缩比发动机的剖视图。图示的可变压缩比发动机E中,上连杆104的上端部经由活塞销103与在缸101的内部进行往复移动的活塞102连结。上连杆104的下端部经由第一连杆销P1及第一轴衬B1与中间连杆105的一端部连结。
就中间连杆105而言,在中央插通有曲轴106的曲柄销107,并且,在另一端部经由第二连杆销P2及第二轴衬B2连结下连杆108的上端部。下连杆108在下端部连接有控制杆109,并且,与使该控制杆109平行地往复移动的促动器(未图示)连结。
具备上述构成的可变压缩比发动机E使控制杆109移动,使下连杆108以曲柄销107为中心转动。由此,可变压缩比发动机E使从曲柄销107至活塞销103的长度即连杆长L变化,使活塞102的行程变化,变更压缩比。
在此,中间连杆105为了安装于曲轴106的曲柄销107上,如图2所示,由在曲柄销107的插通部分分割的一对连杆部件150、150构成。2个连杆部件150、150是在图2所示的侧面具有以曲柄销107为中心的旋转对称形状的同一结构的部件。
而且,就中间连杆105而言,一连杆部件150经由第一连杆销P1及第一轴衬B1与上连杆104的下端部可旋转地连结。另外,另一连杆部件150经由第二连杆销P2及第二轴衬B2与下连杆108的上端部连结。
如图3所示,各连杆部件150在与对方侧的接合面Sa侧(图3中下侧)具有相当于曲柄销107的半圈的半圆形的安装部150A。
另外,各连杆部件150在接合面Sa的相反侧(图3中上侧),在其一侧(图3中左侧)具有轴线相对于接合面Sa正交的螺栓通孔150B,在另一侧具有一对肋150C、150C。在各肋150C设置有用于安装第一连杆销P1及轴衬B1(或第二连杆销P2及轴衬B2)的安装孔150D。
而且,各连杆部件150具有从外侧连通到曲轴侧的油孔150E。油孔150E从外侧的螺栓通孔150B和肋150C之间的位置与曲柄销107的安装部150A连通。该油孔150E从连杆部件150的外侧向曲柄销107侧连续供给润滑油。
上述中间连杆105设为夹着曲柄销107的状态,将连杆部件150、150彼此接合,如图2所示,利用通过一连杆部件150拧装于对方侧的连杆部件150的螺栓BT连结。由此,中间连杆105被安装于曲柄销107。
本发明的具有油孔的连杆部件适于构成上述中间连杆150的连杆部件150。作为连杆部件的连杆部件150安装于可变压缩比发动机(内燃机)E的曲轴106,且具有从外侧与曲轴106侧连通的油孔150E。此外,连杆部件150直接安装于曲柄销107,但不用说曲柄销107是曲轴106的一部分。
中间连杆105在可变压缩比发动机E运转时,随着活塞102的往复移动,进行使曲柄销107绕曲轴106的中心轴转动的动作,因此,反复接受弯曲输入。此时,构成中间连杆150的连杆部件150容易在设有油孔150E的部位集中弯曲应力。
因此,如图4所示,就连杆部件150而言,油孔150E在曲轴106侧、且直接在曲柄销107侧的开口部周缘具有倒角状的倾斜面150F。而且,就连杆部件150而言,除油孔150E以外的表面的碳浓度为0.5wt%以上,倾斜面150F的碳浓度为0.7wt%以上且0.9wt%以下的范围。
上述连杆部件150在其制造中,不需要如目前那样大量的添加元素及高温的回火,能够通过倾斜面150F的角度及面积或渗碳处理及淬火控制期望的碳浓度及硬度。
上述连杆部件150在油孔105E的曲轴106侧的开口部周缘设置倾斜面150F,通过使该倾斜面150F的碳浓度比其它部分高,提高初期龟裂强度,防止容易产生应力集中的油孔的部分的破损。
即,就连杆部件150而言,通过将除油孔150E以外的表面的碳浓度设为0.5wt%以上,将倾斜面150F的碳浓度的下限设为0.7wt%,确保材料耐力。另外,就连杆部件150而言,通过将倾斜面150F的碳浓度的上限设为0.9wt%,抑制成为破损的原因的渗碳体的产生,防止在通常的情况下也可以不考虑的渗碳体基点的破损。
即,就连杆部件150而言,当考虑在油孔150E的开口部周缘没有倾斜面,开口部周缘为角的情况时,在进行渗碳处理时,对油孔150E的开口面及内面进行渗碳,因此,角的渗碳浓度显著变高。其结果,在油孔150E的开口部周缘的组织容易产生渗碳体。
因此,上述连杆部件150通过在油孔150E的开口部周缘设置倾斜面150F,抑制开口部周缘的渗碳浓度过大,而且将倾斜面150F的碳浓度的上限设为0.9wt%。由此,连杆部件150抑制油孔150E的开口部周缘的渗碳体的产生,防止渗碳体基点的破损。
这样,连杆部件150能够抑制制造成本,提高容易产生应力集中的油孔150F的部分的耐性,防止破损。此外,倾斜面150F也能够设置于油孔150E的两方的开口部周缘。但是,在连杆部件150中,曲轴侧成为弯曲荷重的输入侧,因此,在曲轴侧设置倾斜面150F,规定碳浓度。
因此,连杆部件150的倾斜面150F在图5所示的剖面中,从油孔150E的内面的延长线LE和部件表面的交点至倾斜面150F的长度R优选为0.05~0.2mm的范围。该长度R也能够解释为倒角量。此外,作为一例,图5表示相对于油孔150E的轴线倾斜角为45度的倾斜面150F。
即,倾斜面150F通过规定上述长度R(倒角量),决定面积,因此,通过将下限值设为0.05mm,确保抑制上述的渗碳体的产生的功能。另外,倾斜面150F通过将上述长度R的上限值设为0.2mm,可靠地得到比其它部分高的碳浓度。
另外,连杆部件150作为更期望的实施方式,能够设为倾斜面150F的算术表面粗糙度Ra为1.7μm以下,并且最大高度Ry为9.8μm以下的部件。
上述连杆部件150通过规定倾斜面150F的表面粗糙度及最大高度的上限,能够防止倾斜面150F的初期龟裂产生。即,如果算术表面粗糙度Ra比1.7μm大,则有可能产生以凹凸的凹部为起点的破损。另外,在有最大高度Ry超过9.8μm的微细的凸部的情况下,与上述的油孔150E的开口部周缘的说明同样,有可能在进行渗碳处理时渗碳浓度集中于凸部,产生渗碳体。
因此,连杆部件150通过规定油孔150E的倾斜面150F上的表面粗糙度及最大高度的上限,使表面平滑,能够防止以凹部为起点的破损,并且,防止微小的碳浓度的集中,预先阻止渗碳体基点的破损。
另外,连杆部件150作为更期望的实施方式,能够设为倾斜面150F的洛氏硬度为58HRC以上的部件。
即,关于倾斜面150F,除了上述的碳浓度的规定外,通过规定表面的硬度,能够规定渗碳淬火处理后的表面的剩余奥氏体量。因此,连杆部件150通过规定倾斜面150F的硬度、剩余奥氏体量以及碳浓度,提高油孔150E周边的回火软化阻力、韧性以及弯曲疲劳强度。
另外,连杆部件150作为更期望的实施方式,能够设为倾斜面150F的表面的粒界氧化层的厚度为5μm以下的部件。在制造这种连杆部件150时,作为具备进行渗碳处理的工序的制造方法,期望该渗碳处理为真空渗碳处理。
通常,当通过渗碳处理产生粒界氧化层时,粒界氧化层有可能成为破损的基点。上述连杆部件150是防止倾斜面150F上的初期龟裂的产生的部件,因此,至少期望在倾斜面150F没有粒界氧化层。
因此,在连杆部件150的制造中,通过作为渗碳处理进行真空渗碳处理,能够抑制至少倾斜面150F上的粒界氧化层的产生,并且,能够限定上述的碳浓度、剩余奥氏体量以及硬度而进行控制。由此,连杆部件150在倾斜面150F和其周边的表面之间,实现倾斜面150F一方变大的碳浓度差。
〈实施例〉
在此,通过以下说明的处理顺序,制造了实施例1~12及比较例1~3的连杆部件。连杆部件的材料使用SCr420H(JIS),除了比较例3外,将倾斜面的倒角量(图5所示的长度R)设为0.1mm。比较例3是没有倾斜面的例子。另外,通过研磨除去在形成油孔时所产生的工具痕(工具痕)。该工具痕有可能成为破损的起点。
实施例1~11中,进行了真空渗碳处理。在该真空渗碳处理中,在将钢铁制的连杆部件投入炉内部后,使炉内成为真空并在1050℃下加热。然后,向炉内导入30秒乙炔气,接着,导入4分钟氮气对连杆部件进行渗碳处理。将其设为1脉冲反复数次。然后,以比渗碳温度低的温度进行淬火前的保持,然后,通过氮气对连杆部件进行淬火(冷却)。在淬火时,将氮气的供给压力设为1.0MPa。
在实施例12中,进行了气体渗碳处理。在该气体渗碳处理中,在将钢铁制的连杆部件投入炉内后,在炉内导入丁烷气,将炉内的碳势(CP)设定为0.6,对连杆部件在930℃下进行2.5小时的渗碳处理。
然后,在实施例1~11及比较例1~3中,使渗碳脉冲长(氮气相对于乙炔气的比)不同。该渗碳脉冲长是决定倾斜面的碳浓度的条件。另外,在实施例1~12及比较例1~3中,使对连杆部件的渗碳处理的脉冲次数不同。随着脉冲次数变多,碳到达内部,渗碳浓度变高。
另外,在实施例1~12及比较例1~3中,调节从淬火时的氮气的最上游至硬度测定部的距离。该距离是决定表面硬度的条件,距离越长,冷却速度越慢且变软。此外,连杆部件的硬度的测定部是倾斜面和除此以外的部分。此时,除此以外的部分期望在每单位的体积大的部分进行评价,因此,将螺栓插通孔的侧面部(例如图2中所示的A部)设为测定部。
另外,在实施例1~12及比较例1及2中,对倾斜面进行研磨,以使算术平均粗糙度Ra、及最大高度Ry成为表1。
关于实施例1~12及比较例1~3,测定倾斜面以外的部分的碳浓度、倾斜面的碳浓度、倾斜面的表面的洛氏硬度HRC、倾斜面的表面的算术平均粗糙度Ra、倾斜面的最大高度Ry、粒界氧化层的有无及厚度。
碳浓度的测定是通过电子探针微分析仪(Electron Probe Micro Analyzer;EPMA)测定倾斜面以外的部分的表面、及倾斜面的表面的碳浓度。
洛氏硬度的测定是用洛氏硬度计以5点平均求出倾斜面的表面的HRC硬度(基于JIS Z2245)。
算术平均粗糙度Ra、及最大高度Ry的测定是用触针式粗糙度仪求出倾斜面的表面的算术平均粗糙度Ra、最大高度Ry(基于JISB0601-1994)。
粒界氧化层的有无及厚度的测定是用电子探针微分析仪分析倾斜面的剖面的构成元素,确认有无粒界氧化层。另外,通过扫描型电子显微镜观察剖面,测定粒界氧化层的厚度。
另外,关于实施例1~12及比较例1~3,进行了单侧的疲劳试验。具体而言,由螺栓连结一对连杆部件,使用在大气环境中常温下电脑控制的Instron8501 hydraulictesting machine(液压式实验机),在48kN的荷重控制下,在单侧进行。反复频率为10Hz,循环数为1000万次,确认了试验后的连杆部件的状态。
将实施例1~12及比较例1~3的各处理条件及测定结果示于表1。
[表1]
从表1表明,在比较例1~3中,以任一油孔为起点在连杆部件产生了破损。特别是,比较例1中,倾斜面以外的部分的碳浓度为0.4wt%,且油孔部分的碳浓度为0.6wt%,在比较例2中,油孔部分的碳浓度为1.1wt%。在比较例3中,倾斜面以外的部分的碳浓度为0.4wt%。
与此相对,实施例1~7中均没有连杆部件的破损,且也没有确认油孔的微细的龟裂。关于实施例8~12,确认在油孔的倾斜面产生微细的龟裂。因此,当对实施例8~12进行仔细研究时,实施例8中,倾斜面的算术平均粗糙度Ra为1.71μm,实施例9中,表面硬度为56HRC,且倾斜面的算术平均粗糙度Ra为1.8μm。此外,在实施例8~12中产生的龟裂是在结构上没有影响,是作为产品可使用的极微细的龟裂。
另外,实施例10中,倾斜面的粗糙度的最大高度Ry为10μm,实施例11中,表面硬度为57。关于粒界氧化层,实施例1~11及比较例1~3没有确认,仅对进行了气体渗碳处理的实施例12进行了确认。
从以上的试验结果发现了以下的条件(1)~(7)对本发明的具有油孔的连杆部件来说是需要或合适的。
(1)油孔在开口部周缘具有倾斜面。
(2)油孔以外的表面的碳浓度为0.5wt%以上。
(3)倾斜面的碳浓度为0.7wt%以上且0.9wt%以下的范围。
(4)倾斜面的算术表面粗糙度Ra为1.7μm以下,并且,最大高度Ry为9.8μm以下。
(5)倾斜面的洛氏硬度为58HRC以上。
(6)油孔周边的表面的粒界氧化层的厚度为5μm以下。
(7)渗碳处理为真空渗碳处理。
本发明的连杆部件具备上述条件(1)~(7)中的至少(1)~(3),从而判明了能够提高容易产生应力集中的油孔部分的耐性,防止破损。另外,从比较例1~3表明,如果缺少条件(1)~(3)中的任一个,则成为在油孔部分产生破损的结果。
而且,关于满足上述条件(1)~(7)的全部的实施例1~7,判明了能够可靠地防止倾斜面的初期龟裂的产生,并将连杆部件的破损防患于未然,还判明了能够对提高可变压缩比发动机的耐久性做出大的贡献。换言之,在防止连杆部件破损的基础上,确认了上述条件(1)~(7)的有用性。
本发明的具有油孔的连杆部件的结构的细节不限于上述实施方式及实施例,在不脱离本发明宗旨的范围内能够进行适当变更。另外,在实施方式中,示例了在可变压缩比发动机中,构成中间连杆的连杆部件,但具有油孔的连杆显然也能够应用于其它内燃机的结构要素。
Claims (5)
1.一种具有油孔的连杆部件,其安装于内燃机的曲轴且具有从外侧连通到所述曲轴侧的油孔,其特征在于,
所述油孔在所述曲轴侧的开口部周缘具有倾斜面,
所述油孔以外的表面的碳浓度为0.5wt%以上,
所述倾斜面的碳浓度为0.7wt%以上且0.9wt%以下的范围。
2.如权利要求1所述的具有油孔的连杆部件,其特征在于,
所述倾斜面的算术表面粗糙度Ra为1.7μm以下,并且,最大高度Ry为9.8μm以下。
3.如权利要求1或2所述的具有油孔的连杆部件,其特征在于,
所述倾斜面的洛氏硬度为58HRC以上。
4.如权利要求1~3中任一项所述的具有油孔的连杆部件,其特征在于,
所述倾斜面的表面的粒界氧化层的厚度为5μm以下。
5.一种连杆部件的制造方法,其特征在于,
在制造权利要求1~4中任一项所述的具有油孔的连杆部件时,
具备对所述连杆部件进行浸碳处理的工序,
所述渗碳处理为真空浸碳处理。
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- 2018-01-31 US US16/965,400 patent/US11391189B2/en active Active
- 2018-01-31 JP JP2019568456A patent/JP6916474B2/ja active Active
- 2018-01-31 WO PCT/JP2018/003092 patent/WO2019150465A1/ja unknown
Patent Citations (7)
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US2815680A (en) * | 1954-11-22 | 1957-12-10 | Entpr Division Of General Meta | Master and link connecting rod system |
JPS6088214A (ja) * | 1983-10-18 | 1985-05-18 | Isuzu Motors Ltd | 内燃機関のクランク軸 |
US6655026B1 (en) * | 1999-01-28 | 2003-12-02 | Honda Giken Kogyo Kabushiki Kaisha | Production process for connecting rod for internal combustion engine |
CN1934282A (zh) * | 2004-01-20 | 2007-03-21 | 日本精工株式会社 | 滚动轴承 |
US20080017450A1 (en) * | 2006-07-20 | 2008-01-24 | Liquid Combustion Technology, Llc. | Lubrication system for a part in an internal combustion system |
CN201531517U (zh) * | 2009-09-28 | 2010-07-21 | 上汽通用五菱汽车股份有限公司 | 一种发动机连杆 |
CN105102832A (zh) * | 2013-03-18 | 2015-11-25 | 易安迪机车公司 | 选择性加强的曲轴 |
Also Published As
Publication number | Publication date |
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MX2020007290A (es) | 2020-09-10 |
WO2019150465A1 (ja) | 2019-08-08 |
EP3748175A1 (en) | 2020-12-09 |
US11391189B2 (en) | 2022-07-19 |
US20210071553A1 (en) | 2021-03-11 |
EP3748175A4 (en) | 2021-03-10 |
JP6916474B2 (ja) | 2021-08-11 |
CN111670309B (zh) | 2023-01-10 |
EP3748175B1 (en) | 2021-12-29 |
JPWO2019150465A1 (ja) | 2021-01-28 |
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