EP0432810B1 - Pressure cast light metal piston for internal combustion engines - Google Patents

Pressure cast light metal piston for internal combustion engines Download PDF

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Publication number
EP0432810B1
EP0432810B1 EP90202262A EP90202262A EP0432810B1 EP 0432810 B1 EP0432810 B1 EP 0432810B1 EP 90202262 A EP90202262 A EP 90202262A EP 90202262 A EP90202262 A EP 90202262A EP 0432810 B1 EP0432810 B1 EP 0432810B1
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EP
European Patent Office
Prior art keywords
piston
light alloy
internal combustion
sliding surface
combustion engines
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP90202262A
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German (de)
French (fr)
Other versions
EP0432810A1 (en
Inventor
Siegfried Dr. Mielke
Wolfgang Dr. Henning
Franz Dr. Weiss
Karl Gölder
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kolbenschmidt AG
Nissan Motor Co Ltd
Hitachi Astemo Ltd
Original Assignee
Kolbenschmidt AG
Atsugi Motor Parts Co Ltd
Nissan Motor Co Ltd
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Application filed by Kolbenschmidt AG, Atsugi Motor Parts Co Ltd, Nissan Motor Co Ltd filed Critical Kolbenschmidt AG
Publication of EP0432810A1 publication Critical patent/EP0432810A1/en
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    • C—CHEMISTRY; METALLURGY
    • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
    • C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
    • C23C30/00—Coating with metallic material characterised only by the composition of the metallic material, i.e. not characterised by the coating process
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C23/00—Alloys based on magnesium
    • C22C23/06—Alloys based on magnesium with a rare earth metal as the next major constituent
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C49/00—Alloys containing metallic or non-metallic fibres or filaments
    • C22C49/02—Alloys containing metallic or non-metallic fibres or filaments characterised by the matrix material
    • C22C49/04—Light metals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/10—Pistons  having surface coverings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F2200/00—Manufacturing
    • F02F2200/04—Forging of engine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2201/00—Metals
    • F05C2201/02—Light metals
    • F05C2201/021—Aluminium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2201/00—Metals
    • F05C2201/02—Light metals
    • F05C2201/028—Magnesium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2201/00—Metals
    • F05C2201/04—Heavy metals
    • F05C2201/043—Rare earth metals, e.g. Sc, Y
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2251/00—Material properties
    • F05C2251/04—Thermal properties
    • F05C2251/042—Expansivity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2253/00—Other material characteristics; Treatment of material
    • F05C2253/16—Fibres

Definitions

  • the invention relates to a press-cast light metal piston for internal combustion engines with fiber molded bodies made of short ceramic fibers, in particular made of aluminum oxide, silicon carbide or silicon nitride, which are partially cast into the piston crown, ring field, pin boss and / or piston skirt, and which are oriented parallel to a plane, but are oriented statistically randomly within this plane.
  • a piston is known from the company publication: 75 Years KOLBENSCHMIDT, September 1985, pages 43 to 51.
  • magnesium materials have very considerable disadvantages compared to the aluminum-silicon alloys usually used for the production of light metal pistons for internal combustion engines.
  • the lifespan of pistons made of magnesium materials is relatively short and their strength is relatively low compared to the dynamic stress caused by the gas forces.
  • DE 20 46 862 A provides the running surface of the piston, which is made of magnesium material, with a wear-resistant metallic running layer, for example chrome, which is intended to adhere firmly to the piston body via an intermediate layer made of aluminum. It is also known to provide the tread with a wear-resistant coating made of aluminum alloy, iron, graphite, manganese, nickel, tin, lead, cadmium and zinc or to alloy magnesium with wear-resistant elements such as aluminum or silicon. To improve the strength, magnesium is alloyed with cerium and thorium and the piston is made by forging with appropriate guidance of the fiber course (company script: Mahle KG and Elektron-Co. MbH, Stuttgart-Bad Cannstatt, 1946).
  • a piston for internal combustion engines is known from JP 63-042 338 A, which consists of a magnesium alloy reinforced with 3 to 30% by volume of aluminum oxide-silicon oxide fibers.
  • JP 63-042 338 A which consists of a magnesium alloy reinforced with 3 to 30% by volume of aluminum oxide-silicon oxide fibers.
  • the piston is made of a heat-resistant magnesium alloy
  • the piston skirt has at least in the area of its friction surfaces a 10 to 30 ⁇ m thick, hardness of 740 to 850 HV 0.01 possessing metallic, chemically or galvanically deposited running layer and the inside of the piston is covered with a thin layer of plastic lacquer.
  • the selectively fiber-reinforced light metal piston made of a magnesium alloy By producing the selectively fiber-reinforced light metal piston made of a magnesium alloy by the injection molding process, a fine structure and thus a good resistance to temperature changes of the magnesium alloy can be achieved.
  • the use of preformed fiber bodies leads to an increase in the strength values, a reduction in the thermal expansion and an increase in the modulus of elasticity.
  • nickel, cobalt, chromium, iron, nickel with cobalt deposits or nickel with chromium deposits are considered as materials for the running layer, which show high wear resistance and adhere firmly to the magnesium material of the piston body. Only in the event of extreme stress from the gas forces can it be appropriate to connect the metallic running layer to the magnesium material of the piston body via an intermediate layer made of copper.
  • particles of non-metallic hard materials such as silicon carbide or the like, or oxide-ceramic materials, such as chromium oxide or the like, can be embedded in the metallic running layer, whereby the wear resistance is additionally increased.
  • the inside of the piston is entirely or partially covered with a magnesium oxide layer generated by anodic oxidation instead of the plastic lacquer layer.
  • a magnesium alloy containing 2 to 6% by weight, preferably 3.5 to 5.5% by weight of neodymium is particularly suitable for the purpose according to the invention.
  • the magnesium alloy can also contain 0.5 to 7.5% by weight of yttrium in order to achieve a higher hardening.
  • the invention is illustrated in more detail and by way of example on the basis of a longitudinal section along the plane enclosing the piston axis and the axis perpendicular to the pin axis direction through a piston (1) produced from a magnesium alloy of the material group Mg5Nd by means of die casting, the shaft of which is reinforced with 20 vol 10 to 24 ⁇ m thick chemically deposited nickel layer (3) and the inside of which is coated with a 15 ⁇ m thick plastic lacquer layer (2).
  • the relatively smooth nickel layer has neither pores nor cracks in the layer itself or in the connection zone with the magnesium alloy of the piston body.
  • the average hardness of the nickel layer is 740 to 770 HV 0.010 . To test the adhesive strength of the nickel layer, it was blasted with glass beads for 20 s. Detachment of the nickel layer could not be observed.

Description

Die Erfindung betrifft einen preßgegossenen Leichtmetallkolben für Verbrennungskraftmaschinen mit partiell im Kolbenboden, Ringfeld, Bolzennaben und/oder Kolbenschaft eingegossenen Faserformkörpern aus keramischen Kurzfasern, insbesondere aus Aluminiumoxid, Siliziumcarbid oder Siliziumnitrit, die parallel zu einer Ebene ausgerichtet, innerhalb dieser Ebene jedoch statistisch regellos orientiert sind. Ein solcher Kolben ist aus der Firmenschrift: 75 Jahre KOLBENSCHMIDT, September 1985, Seiten 43 bis 51, bekannt.The invention relates to a press-cast light metal piston for internal combustion engines with fiber molded bodies made of short ceramic fibers, in particular made of aluminum oxide, silicon carbide or silicon nitride, which are partially cast into the piston crown, ring field, pin boss and / or piston skirt, and which are oriented parallel to a plane, but are oriented statistically randomly within this plane. Such a piston is known from the company publication: 75 Years KOLBENSCHMIDT, September 1985, pages 43 to 51.

Das Streben nach verbrauchsgünstigen, geräusch- und vibrationsarmen Verbrennungskraftmaschinen führt zu hohen Anforderungen u.a. auch an den Leichtmetallkolben. Von den sich für diesen Zweck anbietenden Möglichkeiten ist u.a. die Verkleinerung der Kolbenmasse von Bedeutung, da sie eine weitere, sekundäre Gewichtsreduzierung bei den Verbrennungskraftmaschinen bietet und damit über ein niedrigeres Fahrzeuggewicht zu weiteren Verbrauchseinsparungen führt. Eine reduzierte Kolbenmasse regt die Verbrennungskraftmaschine zu weniger Schwingungen an und bewirkt ein günstigeres akkustisches schwingungstechnisches Verhalten und erhöht damit den Komfort.The pursuit of low-consumption, low-noise and low-vibration internal combustion engines leads to high demands, among other things. also on the light alloy pistons. Among the options available for this purpose is the reduction in the piston mass is important because it offers a further, secondary weight reduction in internal combustion engines and thus leads to further fuel savings through a lower vehicle weight. A reduced piston mass stimulates the internal combustion engine to vibrate less and results in a more favorable acoustic vibration behavior and thus increases comfort.

Neben der eine deutliche Verkleinerung der Kolbenmasse in den Bereichen Bolzennaben, Ringfeld und Kolbenboden hervorrufenden Reduzierung der Kompressionshöhe des Kolbens und einer Verkürzung des Kolbenschafts hat die vergleichsweise geringe Dichte von Magnesium bzw. dessen Legierungen immer einen Anreiz zum probeweisen Einsatz von daraus hergestellten Kolben in Verbrennungskraftmaschinen gegeben, um durch den relativ leichteren Kolben die schwingenden Massen der Verbrennungskraftmaschine zu verringern und die Lagerdrücke zu erniedrigen. Magnesiumwerkstoffe weisen aber gegenüber den üblicherweise für die Herstellung von Leichtmetallkolben für Verbrennungskraftmaschinen verwendeten Aluminium-Siliziumlegierungen ganz beträchtliche Nachteile auf. Infolge der unzureichenden Verschleißfestigkeit gegenüber den beim An- und Einlaufen sowie Notlaufen im Motorbetrieb auftretenden Mischreibungszuständen ist die Lebensdauer von aus Magnesiumwerkstoffen gefertigten Kolben verhältnismäßig kurz und ihre Festigkeit gegenüber der dynamischen Beanspruchung durch die Gaskräfte relativ gering.In addition to a significant reduction in the piston mass in the areas of the pin boss, ring field and piston crown, and a reduction in the piston compression height and a shortening of the piston skirt, the comparatively low density of magnesium or its alloys has always given an incentive to test use pistons made from them in internal combustion engines to the oscillating masses of the internal combustion engine due to the relatively lighter piston decrease and lower the bearing pressures. However, magnesium materials have very considerable disadvantages compared to the aluminum-silicon alloys usually used for the production of light metal pistons for internal combustion engines. As a result of the inadequate wear resistance compared to the mixed friction conditions occurring during starting and running in as well as emergency running in engine operation, the lifespan of pistons made of magnesium materials is relatively short and their strength is relatively low compared to the dynamic stress caused by the gas forces.

Zur Verbesserung der Verschleißfestigkeit wird in der DE 20 46 862 A die Lauffläche des aus Magnesiumwerkstoff bestehenden Kolbens mit einer verschleißfesten metallischen Laufschicht, z.B. Chrom, versehen, die über eine Zwischenschicht aus Aluminium auf dem Kolbenkörper fest haften soll. Bekannt ist auch, die Lauffläche mit einem verschleißfesten Überzug aus Aluminiumlegierung, Eisen, Graphit, Mangan, Nickel, Zinn, Blei, Kadmium und Zink zu versehen oder Magnesium mit verschleißfesten Elementen wie Aluminium oder Silizium zu legieren. Zur Verbesserung der Festigkeit wird Magnesium mit Cer und Thorium legiert und der Kolben durch Schmieden mit entsprechender Lenkung des Faserverlaufs gefertigt (Firmenschrift: Mahle KG und Elektron-Co. mbH, Stuttgart-Bad Cannstatt, 1946). Alle diese Maßnahmen haben aber bisher nicht ausgereicht, um aus Magnesiumwerkstoffen funktionstüchtige Kolben für Verbrennungskraftmaschinen zu erreichen. Aus der JP 63-042 338 A ist zwar ein Kolben für Verbrennungskraftmaschinen bekannt, der aus einer mit 3 bis 30 Vol.-% Aluminiumoxid-Siliziumoxid-Fasern verstärkten Magnesiumlegierung besteht. Derartige Leichtmetallkolben haben jedoch bisher keinen Einzug in die Praxis halten können, da sie einen relativ hohen abrasiven Verschleiß der Zylinderlaufbahn hervorrufen.To improve wear resistance, DE 20 46 862 A provides the running surface of the piston, which is made of magnesium material, with a wear-resistant metallic running layer, for example chrome, which is intended to adhere firmly to the piston body via an intermediate layer made of aluminum. It is also known to provide the tread with a wear-resistant coating made of aluminum alloy, iron, graphite, manganese, nickel, tin, lead, cadmium and zinc or to alloy magnesium with wear-resistant elements such as aluminum or silicon. To improve the strength, magnesium is alloyed with cerium and thorium and the piston is made by forging with appropriate guidance of the fiber course (company script: Mahle KG and Elektron-Co. MbH, Stuttgart-Bad Cannstatt, 1946). So far, however, all these measures have not been sufficient to achieve functional pistons for internal combustion engines from magnesium materials. A piston for internal combustion engines is known from JP 63-042 338 A, which consists of a magnesium alloy reinforced with 3 to 30% by volume of aluminum oxide-silicon oxide fibers. However, such light-alloy pistons have so far not been able to find their way into practice, since they cause relatively high abrasive wear on the cylinder barrel.

Es ist die Aufgabe der vorliegenden Erfindung, einen durch Preßgießen hergestellten Leichtmetallkolben für Verbrennungskraftmaschinen der eingangs beschriebenen Bauart bereitzustellen, der eine ausreichende Verschleißfestigkeit bei geringer Reibung besitzt, der den hohen Anforderungen an Festigkeit gegenüber der dynamischen Beanspruchung durch die Gaskräfte, insbesondere beim Einsatz in Verbrennungskraftmaschinen mit sehr hoher spezifischer Leistung, genügt und der auf der Innenseite gegen Korrosion geschützt ist.It is the object of the present invention to provide a light metal piston for internal combustion engines of the type described at the outset, which has a sufficient wear resistance with low friction and which meets the high requirements for strength against the dynamic stress caused by the gas forces, particularly when used in internal combustion engines very high specific performance, which is protected against corrosion on the inside.

Die Lösung dieser Aufgabe besteht darin, daß der Kolben aus einer warmfesten Magnesiumlegierung hergestellt ist, der Kolbenschaft wenigstens im Bereich seiner Reibflächen eine 10 bis 30 µm dicke, eine Härte von 740 bis 850 HV0,01 besitzende metallische, chemisch oder galvanisch abgeschiedene Laufschicht aufweist und die Innenseite des Kolbens mit einer dünnen Kunststofflackschicht überzogen ist.The solution to this problem is that the piston is made of a heat-resistant magnesium alloy, the piston skirt has at least in the area of its friction surfaces a 10 to 30 µm thick, hardness of 740 to 850 HV 0.01 possessing metallic, chemically or galvanically deposited running layer and the inside of the piston is covered with a thin layer of plastic lacquer.

Durch die Herstellung des aus einer Magnesiumlegierung bestehenden selektiv faserverstärkten Leichtmetallkolbens nach dem Preßgießverfahren läßt sich ein feines Gefüge und damit eine gute Temperaturwechselbeständigkeit der Magnesiumlegierung erreichen. Der Einsatz von vorgeformten Faserkörpern führt zu einer Erhöhung der Festigkeitswerte, einer Verringerung der Wärmeausdehnung und einem Anstieg des E-Moduls. Als Werkstoffe für die Laufschicht kommen im Rahmen der weiteren Ausgestaltung der Erfindung insbesondere Nickel, Kobalt, Chrom, Eisen, Nickel mit Kobalteinlagerungen oder Nickel mit Chromeinlagerungen in Betracht, die eine hohe Verschleißfestigkeit zeigen und fest auf dem Magnesiumwerkstoff des Kolbenkörpers haften. Nur im Fall extremer Beanspruchung durch die Gaskräfte kann es angebracht sein, die metallische Laufschicht über eine Zwischenschicht aus Kupfer mit dem Magnesiumwerkstoff des Kolbenkörpers zu verbinden.By producing the selectively fiber-reinforced light metal piston made of a magnesium alloy by the injection molding process, a fine structure and thus a good resistance to temperature changes of the magnesium alloy can be achieved. The use of preformed fiber bodies leads to an increase in the strength values, a reduction in the thermal expansion and an increase in the modulus of elasticity. In the context of the further embodiment of the invention, nickel, cobalt, chromium, iron, nickel with cobalt deposits or nickel with chromium deposits are considered as materials for the running layer, which show high wear resistance and adhere firmly to the magnesium material of the piston body. Only in the event of extreme stress from the gas forces can it be appropriate to connect the metallic running layer to the magnesium material of the piston body via an intermediate layer made of copper.

Nach einem weiteren Erfindungsmerkmal können in der metallischen Laufschicht Partikel nicht-metallischer Hartstoffe, wie Siliziumcarbid oder dergleichen, oder oxidkeramischer Werkstoffe, wie Chromoxid oder dergleichen, eingelagert sein, wodurch die Verschleißfestigkeit zusätzlich erhöht wird.According to a further feature of the invention, particles of non-metallic hard materials, such as silicon carbide or the like, or oxide-ceramic materials, such as chromium oxide or the like, can be embedded in the metallic running layer, whereby the wear resistance is additionally increased.

Im Rahmen der Ausgestaltung der Erfindung ist die Innenseite des Kolbens anstelle der Kunststofflackschicht ganz oder teilweise mit einer mittels anodischer Oxidation erzeugten Magnesiumoxidschicht überzogen.In the context of the embodiment of the invention, the inside of the piston is entirely or partially covered with a magnesium oxide layer generated by anodic oxidation instead of the plastic lacquer layer.

Für den erfindungsgemäßen Zweck ist insbesondere eine Magnesiumlegierung, die 2 bis 6 Gew.-%, vorzugsweise 3,5 bis 5,5 Gew.-% Neodym enthält, geeignet.A magnesium alloy containing 2 to 6% by weight, preferably 3.5 to 5.5% by weight of neodymium is particularly suitable for the purpose according to the invention.

Gegebenenfalls kann die Magnesiumlegierung noch 0,5 bis 7,5 Gew.-% Yttrium enthalten, um eine höhere Aushärtung zu erzielen.If necessary, the magnesium alloy can also contain 0.5 to 7.5% by weight of yttrium in order to achieve a higher hardening.

Die Erfindung ist näher und beispielhaft anhand eines Längsschnitts entlang der die Kolbenachse und die Achse senkrecht zur Bolzenachsrichtung einschließenden Ebene durch einen aus einer Magnesiumlegierung der Werkstoffgruppe Mg5Nd durch Preßgießen hergestellten Kolben (1) dargestellt, dessen mit 20 Vol.-% Aluminiumoxidfasern verstärkter Schaft mit einer 1o bis 24 µm dicken chemisch abgeschiedenen Nickelschicht (3) und dessen Innenseite mit einer 15 µm dicken Kunststofflackschicht (2) überzogen sind. Die relativ glatte Nickelschicht weist weder Poren noch Risse in der Schicht selbst oder in der Verbindungszone mit der Magnesiumlegierung des Kolbenkörpers auf. Die durchschnittliche Härte der Nickelschicht beträgt 740 bis 770 HV0,010. Zur Prüfung der Haftfestigkeit der Nickelschicht wurde diese 20 s lang mit Glasperlen gestrahlt. Ein Ablösen der Nickelschicht konnte dabei nicht beobachtet werden.The invention is illustrated in more detail and by way of example on the basis of a longitudinal section along the plane enclosing the piston axis and the axis perpendicular to the pin axis direction through a piston (1) produced from a magnesium alloy of the material group Mg5Nd by means of die casting, the shaft of which is reinforced with 20 vol 10 to 24 µm thick chemically deposited nickel layer (3) and the inside of which is coated with a 15 µm thick plastic lacquer layer (2). The relatively smooth nickel layer has neither pores nor cracks in the layer itself or in the connection zone with the magnesium alloy of the piston body. The average hardness of the nickel layer is 740 to 770 HV 0.010 . To test the adhesive strength of the nickel layer, it was blasted with glass beads for 20 s. Detachment of the nickel layer could not be observed.

Claims (7)

  1. A pressure-cast light alloy piston for internal combustion engines comprising shaped fibrous bodies which are partially embedded preferably at the piston head, ring zone, piston pin bosses and/or piston skirt and consist of short ceramic fibres, preferably of fibres of alumina, silicon carbide or silicon nitrite, which are aligned to be parallel to a plane but have a random orientation within said plane, characterized in that the piston (1) consists of a high-temperature magnesium alloy and the piston skirt at least adjacent to its friction surfaces comprises a metallic sliding surface layer (3), which has been chemically deposited or electrodeposited and has a thickness of 10 to 30 micrometers and a HV0.01 hardness number of 740 to 850 and the inside surface of the piston is coated with a thin layer (2) of a synthetic resin paint.
  2. A light alloy piston according to claim 1, characterized in that the sliding surface layer (3) consists of nickel, cobalt, chromium, iron, nickel with included cobalt particles or nickel with included chromium aprticles.
  3. A light alloy piston according to claims 1 and 2, characterized in that particles of non-metallic hard materials, such as silicon carbide or the like, are included in the sliding surface layer (3).
  4. A light alloy piston according to claims 1 and 2, characterized in that particles of ceramic oxide materials, such as chromium oxide or the like, are included in the sliding surface layer (3).
  5. A pressure-cast light alloy piston for internal combustion engines comprising shaped fibrous bodies which are partially embedded preferably at the piston head, ring zone, piston pin bosses and/or piston skirt and consist of short ceramic fibres, preferably of fibres of alumina, silicon carbide or silicon nitrite, which are aligend to be parallel to a plane but have a random orientation within said plane, characterized in that the piston (1) consists of a high-temperature magnesium alloy and the piston skirt at least adjacent to its friction surfaces comprises a metallic sliding surface layer (3), which has been chemically deposited or electrodeposited and has a thickness of 10 to 30 micrometers and a HV0.01 hardness number of 740 to 850 and that the inside surface of the piston is coated entirely or in part with a magnesia layer produced by anodizing.
  6. A light alloy piston according to claims 1 to 5, characterized in that the magnesium alloy contains 2 to 6%, preferably 3.5 to 5.5%, neodymium.
  7. A light alloy piston according to claim 6, characterized in that the magnesium alloy contains 0.5 to 7.5% yttrium.
EP90202262A 1989-11-11 1990-08-22 Pressure cast light metal piston for internal combustion engines Revoked EP0432810B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3937616A DE3937616A1 (en) 1989-11-11 1989-11-11 PRESS-MOLDED LIGHT METAL PISTON FOR INTERNAL COMBUSTION ENGINES
DE3937616 1989-11-11

Publications (2)

Publication Number Publication Date
EP0432810A1 EP0432810A1 (en) 1991-06-19
EP0432810B1 true EP0432810B1 (en) 1994-01-19

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EP90202262A Revoked EP0432810B1 (en) 1989-11-11 1990-08-22 Pressure cast light metal piston for internal combustion engines

Country Status (4)

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US (1) US5063894A (en)
EP (1) EP0432810B1 (en)
JP (1) JPH03194157A (en)
DE (2) DE3937616A1 (en)

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DE4104680C2 (en) * 1991-02-15 2000-05-18 Kolbenschmidt Ag Light alloy pistons for internal combustion engines
DE4208504A1 (en) * 1992-03-17 1993-09-23 Metallgesellschaft Ag MACHINE COMPONENT
US6167856B1 (en) 1992-11-12 2001-01-02 Ford Global Technologies, Inc. Low friction cam shaft
US5934236A (en) * 1992-11-12 1999-08-10 Ford Global Technologies, Inc. Low friction valve train
US5239951A (en) * 1992-11-12 1993-08-31 Ford Motor Company Valve lifter
US5239955A (en) * 1993-01-07 1993-08-31 Ford Motor Company Low friction reciprocating piston assembly
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JPH03194157A (en) 1991-08-23
DE59004332D1 (en) 1994-03-03
EP0432810A1 (en) 1991-06-19
US5063894A (en) 1991-11-12

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