EP3377748A1 - Piston pour moteur à combustion interne - Google Patents

Piston pour moteur à combustion interne

Info

Publication number
EP3377748A1
EP3377748A1 EP16797847.7A EP16797847A EP3377748A1 EP 3377748 A1 EP3377748 A1 EP 3377748A1 EP 16797847 A EP16797847 A EP 16797847A EP 3377748 A1 EP3377748 A1 EP 3377748A1
Authority
EP
European Patent Office
Prior art keywords
piston
joining
temperature
joining surface
area
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.)
Withdrawn
Application number
EP16797847.7A
Other languages
German (de)
English (en)
Inventor
Robert KÜHNEL
Holger Germann
Edward Werninghaus
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.)
KS Kolbenschmidt GmbH
Original Assignee
KS Kolbenschmidt GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by KS Kolbenschmidt GmbH filed Critical KS Kolbenschmidt GmbH
Publication of EP3377748A1 publication Critical patent/EP3377748A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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 
    • F02F3/0015—Multi-part pistons
    • F02F3/003—Multi-part pistons the parts being connected by casting, brazing, welding or clamping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K1/00—Soldering, e.g. brazing, or unsoldering
    • B23K1/0008—Soldering, e.g. brazing, or unsoldering specially adapted for particular articles or work
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K1/00—Soldering, e.g. brazing, or unsoldering
    • B23K1/19—Soldering, e.g. brazing, or unsoldering taking account of the properties of the materials to be soldered
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/18—Hardening; Quenching with or without subsequent tempering
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/18—Hardening; Quenching with or without subsequent tempering
    • C21D1/19—Hardening; Quenching with or without subsequent tempering by interrupted quenching
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/74—Methods of treatment in inert gas, controlled atmosphere, vacuum or pulverulent material
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D9/00—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor
    • C21D9/50—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for welded joints
    • 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 
    • F02F3/16—Pistons  having cooling means
    • F02F3/20—Pistons  having cooling means the means being a fluid flowing through or along piston
    • F02F3/22—Pistons  having cooling means the means being a fluid flowing through or along piston the fluid being liquid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K2101/00—Articles made by soldering, welding or cutting
    • B23K2101/003—Pistons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P15/00—Making specific metal objects by operations not covered by a single other subclass or a group in this subclass
    • B23P15/10—Making specific metal objects by operations not covered by a single other subclass or a group in this subclass pistons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P15/00—Making specific metal objects by operations not covered by a single other subclass or a group in this subclass
    • B23P15/10—Making specific metal objects by operations not covered by a single other subclass or a group in this subclass pistons
    • B23P15/105—Enlarging pistons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P6/00—Restoring or reconditioning objects
    • B23P6/02—Pistons or cylinders
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/18—Hardening; Quenching with or without subsequent tempering
    • C21D1/19—Hardening; Quenching with or without subsequent tempering by interrupted quenching
    • C21D1/20—Isothermal quenching, e.g. bainitic hardening
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/002—Bainite
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/005—Ferrite
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/002—Heat treatment of ferrous alloys containing Cr
    • 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 
    • F02F3/0015—Multi-part pistons
    • F02F3/003—Multi-part pistons the parts being connected by casting, brazing, welding or clamping
    • F02F2003/0038—Multi-part pistons the parts being connected by casting, brazing, welding or clamping by brazing
    • 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 
    • F02F3/0015—Multi-part pistons
    • F02F3/003—Multi-part pistons the parts being connected by casting, brazing, welding or clamping
    • F02F2003/0053—Multi-part pistons the parts being connected by casting, brazing, welding or clamping by soldering

Definitions

  • the invention relates to a piston for internal combustion engines and a plurality of methods for producing a Koibens according to the features of the respective preamble of the independent claims.
  • the piston in question is formed by cohesive joining a lower part with an upper part to a piston blank and subsequent processing of the piston blank to the piston.
  • WO 2011/006469 A1 shows a multi-part piston for an internal combustion engine and a method for producing such a piston.
  • the method for producing a multi-part piston for an internal combustion engine comprises the following method steps: producing a piston upper part and a piston lower part, each with an inner support element with joining surfaces and an outer support element with joining surfaces, applying a high-temperature solder material in the region of at least one joining surface, assembly of piston upper part and Piston bottom to a piston body by making contact between the joining surfaces, placing the Kofben stressess in a vacuum oven and evacuating the vacuum furnace, heating the piston body at a pressure of at most 10 ⁇ 2 mbar to a brazing temperature of at most 1300 ° C, and cooling the brazed piston at a pressure of at most 10 2 mbar until complete solidification of the high-temperature soldering material.
  • WO 2011/006469 A1 further relates to a multi-part piston producible by this method for an internal combustion engine, in which annular inner support elements are provided which delimit an outer circumferential cooling channel and an inner cooling space.
  • DE 10 2008 038 325 A1 proposes a method for fastening a ring element on a piston for an internal combustion engine, in which the ring element is screwed onto the piston base body via a thread mounted on the radial outer surface of a part of the piston head, into the piston crown in the region the thread is formed an upwardly open, circumferential groove, the groove is filled with solder, the piston is heated until the solder liquefies and flows between the threads of the thread, and then the piston is cooled. This results in a screw connection between the piston main body and the ring element. A screw connection requires additional parts and is time-consuming to manufacture.
  • the formation of the cohesive connection between the lower part and upper part of a Koibenrohlings or piston, in particular as a solder joint in one step.
  • the heat treatment is carried out to form the intended ferritic-carbide microstructure, the tempering. This requires a double heat input into the piston structure and is time consuming.
  • the object of the invention is therefore to provide a piston blank and a piston made therefrom, which does not have the disadvantages mentioned above, as well as a plurality of methods for producing a corresponding piston blank or piston.
  • a piston blank for producing a piston for internal combustion engines which consists of a lower part and an upper part, wherein between the parts at least one upper joining plane is formed, which passes through the outer periphery of the piston blank, wherein in the region of the upper joining plane opposite an upper lower part and an upper Oberteilhege compounds are formed and / or formed between the parts at least one lower joining plane, which does not penetrate the outer periphery of the piston blank, wherein in the region of the lower joining plane opposite a lower Unterteilüge measurements and a lower Oberteil circage Chemistry are formed at least in a portion of at least a joining plane between the joining surfaces at least one soldering gap is arranged, wherein a centering for the correct arrangement of lower part and upper part is provided in at least one soldering gap.
  • the latter preferably lies on the outer edge of the ring field or even outside the ring field in the pin bores of the opposite direction.
  • the formed in the joint surface soldering gap is thus easily accessible from the periphery of the piston blank.
  • the at least one joining surface is located in an area which is removed from the piston blank in the creation of the combustion bowl. Also, thus, it is possible that trough neck and trough edge of the combustion trough are formed integrally. In this at least one soldering solder can be introduced to form a cohesive connection between the lower part and the upper part of the piston blank.
  • the term "upper” describes elements or regions that are related to the upper joining plane of the piston blank or the piston
  • the upper lower part, the upper upper part and the upper Lötspalt the top joining level to assign the term "lower” describes accordingly Elements or areas which are related to the lower joining plane of the piston blank or of the piston.
  • the bottom lower part surface, the lower upper part surface and the lower solder gap are assigned to the lower joining level.
  • the Spaitance between the lower part and upper part of the at least one Lötspalts between 0.05 mm and 0.5 mm, preferably between 0.1 mm and 0.4 mm.
  • the amount of solder used can be varied.
  • the Lotmenge can be adjusted. Under stress different loads by the use of the internal combustion engine having a corresponding piston in different vehicles such as trucks, passenger cars, traction vehicles, locomotives or ships understood.
  • the invention provides that the centering has the gap.
  • the gap for the at least one soldering gap is generated by the centering.
  • the centering is preferably located in a region of the at least one joining surface, which is removed in the creation of the combustion bowl of the piston. By centering a positive connection between the corresponding diameters of the lower part and the upper part of the piston blank takes place.
  • the invention provides that a pressure compensation element is provided on the upper part of the piston blank, which opens into at least one soldering gap.
  • the Druckausgieichselement supports the solder flow in the at least one soldering gap. This ensures that there are no air pockets in the region of the integral connection between the lower part and upper part of the piston blank or of the piston resulting therefrom.
  • Superfluous solder is removed together with the pressure compensation element when creating the combustion chamber recess.
  • a secure, high-strength connection between the lower part and the upper part of the piston is created.
  • a pressure compensation element is provided on the lower part of the piston blank, which permanently remains in the lower part and preferably opens into a cooling channel.
  • the pressure compensation element is arranged diagonally with respect to the Koibenhubachse.
  • the lower part is preferably arranged above the upper part.
  • the diagonal arrangement of the pressure compensation element assists the flow of the solder. In addition to capillary effects, the solder flows thus supported by gravity.
  • a piston for internal combustion engines, which consists of a lower part and an upper part, wherein between the parts at least one upper joining plane is formed, which passes through the outer periphery of the piston, wherein in the region of the upper joining plane opposite an upper Unterteii colge compounds and an upper Oberteilhege Structure are formed and / or between the parts at least one lower joining plane is formed, which does not pass the outer periphery of the piston, wherein in the region of the lower joining plane opposite a lower Unterteilhege materials and a lower Oberteil circage Structure are formed wherein at least in a partial region of the at least one joining plane between At least one soldering gap is arranged at the joining surfaces, iron-containing solder being introduced between the lower part and the upper part in the region of the at least one joining plane.
  • Ferrous solder for example Fe solder, allows the soldering process and the tempering process to be carried out in one work step.
  • the invention provides that the lower part and / or the upper part made of tempered steel and / or micro-alloyed steel and / or AFP steel and / or bainitic steel.
  • the steel types mentioned above are accessible to processes for changing the microstructure.
  • a suitable type of steel can be selected and thermally treated in accordance with the intended use of the piston in an internal combustion engine.
  • a suitable grade of steel may be selected.
  • a description of the steel grades and their suitability for use in the manufacture of pistons for internal combustion engines is given in downstream text passages.
  • preferred solder materials are given, which are composed of different alloying elements.
  • brazing materials have particularly advantageous effects in connection with the materials tempering steel and / or micro-alloyed steel and / or AFP steel and / or bainitic steel, as a simple joining process is given by them and the two joined parts remain permanently assembled in operation under high stress ,
  • the invention provides a method for producing a piston for an internal combustion engine using a microalloyed and / or bainitic steel, which consists of a lower part and an upper part, wherein between the parts at least one upper joint plane is formed, which passes through the outer circumference of the piston , wherein in the region of the upper joint plane opposite an upper lower part and a Oberubsterteil Strukturge Structure Oberteilhege Structure are formed between the parts at least one lower joining plane, which does not pass the outer periphery of the piston, wherein in the region of the lower joining plane opposite a lower lower part and a lower upper part joining surface are formed, wherein at least in a partial region of the at least one joining plane between the joining surfaces at least one soldering gap is arranged, with the following method steps: a) producing a lower part ils and a top with at least one
  • the invention provides a method for producing a piston for an internal combustion engine using a microalloyed and / or bainitic steel, which consists of a lower part and an upper part, wherein between the parts at least one upper joint plane is formed, which passes through the outer circumference of the piston , wherein in the region of the upper joint plane opposite an upper Unterteilüfer materials and an upper Oberteilhege Structure are formed and / or formed between the parts at least one lower joining plane, which does not pass the outer periphery of the piston, wherein in the region of the lower joining plane opposite a lower Unterteü colge Structure and at least in a partial region of the at least one joining plane between the joining surfaces at least one soldering gap is arranged, with the following method steps: a) producing a Untertei ls and a top with at least one
  • Bainite or ferrite-perlite region Bainite or ferrite-perlite region
  • the cooling process is completed when Koibenrohiing has a temperature of less than 200 ° C and preferably a ferritic-pearlitic and / or bainitic structure.
  • a method for producing a piston for an internal combustion engine using a microalloyed and / or bainitic steel which consists of a lower part and a top part, wherein between the parts at least one upper joint plane is formed, which passes through the outer circumference of the piston, wherein in the region of the upper joining plane an upper lower part joining surface and an upper upper part joining surface are formed and / or between the parts at least one lower joining plane is formed, which does not pass the outer periphery of the piston, wherein in the region of the lower joining plane opposite a lower lower part and a joining surface at least in a partial region of the at least one joining plane between the joining surfaces at least one soldering gap is arranged, with the following method steps:
  • the cooling process is completed when the piston blank has a temperature of less than 200 ° C and preferably a ferritic-pearlitic and / or bainitic microstructure.
  • a method for manufacturing a piston for an internal combustion engine using a precipitation-hardening ferritic-pearlitic steel (AFP steel) which consists of a lower part and a top part, wherein between the parts at least one upper joint plane is formed which the outer periphery of the piston passes, wherein in the region of the upper joining plane opposite an upper Unterteilhege Structure and upper Oberteilhegefikiee are formed and / or between the parts at least one lower joining plane is formed, which does not pass the outer periphery of the piston, wherein in the region of the lower joining plane opposite one at least in a partial region of the at least one joining plane between the joining surfaces is arranged at least one soldering gap, with the following method steps: a) producing a U nterteils and a shell with at least one
  • AFP steel precipitation-hardening ferritic-pearlitic steel
  • a method for manufacturing a piston for an internal combustion engine using a precipitation hardening ferritic-periitic steel which consists of a lower part and a top part, wherein between the parts at least one upper joint plane is formed, which the outer periphery passes through the piston, wherein in the region of the upper joining plane opposite an upper bottom part and an upper Oberheeilhege Structure are formed and / or between the parts at least one lower joint plane is formed, which does not pass the outer periphery of the piston, wherein in the region of the lower joining plane opposite one at least in a partial region of the at least one joining plane between the joining surfaces is arranged at least one soldering gap, with the following method steps: a) producing a U nterteils and a shell with at least one
  • AFP steel precipitation hardening ferritic-periitic steel
  • Bainite or ferrite-perlite region Bainite or ferrite-perlite region
  • the cooling process is completed when the piston blank has a temperature of less than 200 ° C and preferably a ferritic-pearlitic and / or bainitic microstructure is set.
  • the previously described methods make it possible to carry out the joining step for lower part and upper part of the piston blank or of the piston in one method.
  • the amount of heat applied to the solder joint also serves to form the desired microstructure in the bulb. This saves handling time, energy and process time in relation to the entire manufacturing process. This leads to a significant reduction in manufacturing costs for the respective piston.
  • the isothermal hold takes place between 5 and 30 minutes, preferably between 10 and 20 minutes. This ensures that the desired structure is formed in the piston.
  • the invention provides that at least the process steps e, f and g are carried out in a vacuum oven. This supports the flow of solder within the at least one solder gap. This supports the production of a connection between lower part and upper part of the piston or piston blank without air inclusions. This in turn increases the reliability of the internal combustion engine with such a piston.
  • the invention provides that during the implementation of the method, the lower part is arranged above the upper part. This arrangement supports the positioning of the lower part to the upper part, since the greater mass of the lower part in the direction of gravity acts. Furthermore, the invention provides that draws the solder under the action of capillary effect and / or atmospheric pressure in the at least one soldering gap by a pressure compensation element.
  • the pressure compensation element effectively aids in the flow of the solder within the solder joint and prevents or at least prevents the formation of air voids in the solder joint.
  • the invention provides that the positioning of lower part to upper part is done by a centering. This allows a precise joining of lower part and upper part.
  • the joining method according to the invention provides a more cost-efficient joining technology to the existing friction welding method and method with separate joining step and heat treatment step. There is no need for a separate heat treatment after joining, since the soldering and the heat treatment takes place in one process step.
  • Scope of process control and control of the cooling parameters during forging, for example at the raw parts supplier, is simplified or reduced. There is a reduction in the cycle time and the resulting reduction in component costs.
  • a joining surface is located in a ring field and in a combustion chamber and comprises no or at least one annular groove and no or a proportionate hollow neck of this combustion chamber trough.
  • the setting of a defined soldering batch is carried out by means of a centering located on the upper part. The centering sets an inner and outer solder gap, for example, 0.3 mm.
  • Lower part and upper part are soldered "over head, so that the mass or the dead weight of the lower part (main part) can act on the upper part (ring element).
  • the upper part has after the finish division of the piston on the ring field and is therefore also referred to as a ring element.
  • the upper part regularly has a lower mass than the lower part, therefore the lower part is arranged above the upper part for joining, as seen along the piston stroke axis.
  • the larger mass of the lower part supports the formation of a jointed solder joint between the lower part and the upper part of the piston.
  • an iron-containing dacagnettel in particular a Fe solder is provided.
  • the upper and / or lower part of tempered steel and / or micro-alloyed steel and / or AFP steel and / or bainitic steel consists.
  • the heat treatment after completion of the soldering process, in particular using a microalloyed and / or baint steel, is carried out under the following procedure:
  • Piston material for microalloyed and baint steel
  • Piston material can be made in 2 variations:
  • the piston has a ferritic-pearlitic and / or bainitic microstructure
  • the piston has a compensation structure and a hardness of> 310 HB
  • the 42CrMo4 tempered steel is considered to be a very good compromise in terms of formability, strength properties, scale resistance, machinability, and cost for higher specific power applications in internal combustion engine pistons.
  • Heat-treatable steels are steels which, by means of a tempering treatment (tempering followed by tempering), assume a relatively high strength combined with good toughness. This group starts with simple low carbon steels. For small cross sections, these materials can be brought to a higher hardness by tempering. at For larger cross-sections, however, the hardenability of unalloyed carbon steels is not sufficient for hardening right down to the core. In order to achieve the generally desired martensitic structure formation in the core at larger cross-sections, the steel must be alloyed with hardenability-enhancing elements such as chromium, molybdenum or nickel.
  • microalloyed steels provide advantages for internal combustion engine pistons.
  • microalloyed steels are referred to which 0.01 to 0.1 mass percent of aluminum, niobium, vanadium and / or titanium were alloyed in order to achieve a high strength, for example, by formation of carbides and nitrides and grain refining.
  • Micro-alloyed cold-forming steels are steels with high yield strength or high strength.
  • HSLA steels High Strength Low Alloy
  • the high strength values are achieved by precipitation hardening and refinement while minimizing the proportion of alloying elements.
  • Low-alloyed HSLA steels are particularly suitable for the production of pistons for internal combustion engines. Depending on the yield strength, all grades of these steels have excellent cold-formability and excellent brittle fracture resistance at low temperatures. All HSLA steels are characterized by good fatigue strength and high impact resistance. Due to these good mechanical properties, HSLA steels are suitable for producing pistons for internal combustion engines.
  • Bainite is an intermediate structure, it can arise during the heat treatment of carbon steel.
  • the term "interstitial structure” is used synonymously with bainite in German-speaking countries. Bainite forms at temperatures intermediate to those for perlite or martensite formation.
  • Umkiappvor Cyprus are coupled in the crystal lattice and diffusion processes, thereby various conversion mechanisms are possible. Due to the dependence on cooling rate, carbon content, alloying elements and the resulting formation temperature, the bainite has no characteristic structure.
  • Bainite like perlite, consists of the phases ferrite and cementite (Fe3C) but differs from the periite in shape, size and distribution. Basically, a distinction is made between two main structural forms, the upper bainite (also granular bainite) and the lower bainite. Bainitization or isothermal conversion in the bainite stage is austenitization followed by quenching to temperatures above the arsenite start temperature M s . The cooling rate for the piston is chosen so that no conversion can take place in the Periitcut. When held at the temperature above Ms, the austenite in the flask converts to bainite as completely as possible.
  • the upper bainite is formed in the upper temperature range of bainite formation, it has a needle-shaped structure that is very reminiscent of martensite. Due to the favorable conditions for the diffusion, the carbon in the flask diffuses to the grain boundaries of the ferrite nadein. In the piston arise here irregular and broken cementite crystals. Because of the random distribution, the structure in the piston often has a grainy appearance. In case of insufficient metallographic analysis, the microstructure can easily be confused with perlite or the Widmanmaschinen microstructure.
  • the lower bainite is formed in the flask only with continuous cooling in the lower temperature range of bainite formation. Due to the formation of ferrite, the austenite accumulates in carbon. Upon further cooling, the austenite areas in the piston are transformed into ferrite, cementite, needle-like bainite and martensite. Bainitizing reduces inherent stresses in the piston and increases toughness, making it suitable for crack-sensitive steels and intricately shaped pistons.
  • Isothermal bainite transformation offers a number of advantages. In the lower bainite range, in addition to high strengths, very good toughness properties are achieved in the piston, as shown for steels with a carbon content of 0.1 to 1%. The chromium content was varied from 0 to 1% and the silicon content from 0.1 to 0.6%. At transformation temperatures of 400 to 600 ° C, a yield ratio of 0.6 to 0.8 was determined. For tensile strengths above 850 N / mm 2 , the steels converted to bainite showed superior ductility over normally tempered steels. These very good mechanical properties of the bainite are retained up to the lowest temperatures. In addition, the elongation at break, fracture necking and impact strength are higher than comparable strength after normal tempering. The creep rupture strength, fatigue strength and time fatigue strength are also favorably influenced by this heat treatment process.
  • the conversion in the Batnitrun is not only interesting because of the good mechanical properties for pistons, but also in the aspect of low distortion and virtually free from heat treatment. Due to the relatively high transition temperatures, both quenching and transformation stresses are much lower than in conventional curing. In addition, the transformation in the bainite step is associated with significantly smaller volume changes than the martensitic transformation.
  • the microstructural definition of bainite here is considered to be a non-lamellar product of eutectoid disintegration of ferrite and carbide in iron-based materials bainite. The two product phases form diffusion-controlled time sequentially, with the carbides precipitating either in the first formed ferrite or at its interface.
  • Martensite is a metastable structure of solids, which diffusely and athermically created by a cooperative shearing motion from the initial structure. Cooperative movement means that the martensite lattice arises only from ordered angles and positional changes from the initial lattice. The individual atoms move only by fractions of the atomic distance. The midrib of each resulting martensite plate, called the invariant habitat plane, does not participate in the folding. For steels, martensitic transformation is a commonly used possibility of property control.
  • martensite is formed by a diffusion-free folding process from the face-centered cubic lattice of austenite to a hdP (hexadiagonal closest packing) lattice, during rapid cooling to a temperature below the martensite start temperature. The conversion stops, though the cooling is stopped. Once the arsenite finish temperature has been reached, the volume fraction of martensite does not increase further with further cooling.
  • hdP hexadiagonal closest packing
  • AFP steels also offer advantages for applications with pistons for medium-duty internal combustion engines for economic reasons.
  • Precipitation-hardening ferritic-perlitic steels are essentially carbon steels, which are additionally alloyed with about 0.1-0.4% vanadium. If the flask is hot forged, its structure is austenitic at about 1250 ° C during hot forging and the vanadium is completely dissolved in the austenite lattice. After the forging process of the piston, the austenite is transformed by a controlled cooling in air only partially into the ferritic and further falling temperature then additionally into the pearlitic microstructure. This corresponds to the processes that occur even with simple carbon steels during cooling.
  • the vanadium has a significantly lower solubility, resulting in a considerable precipitation pressure. Since the element can still diffuse sufficiently even at lower temperatures, precipitates are formed: the vanadium combines with carbon and optionally with nitrogen to form vanadium carbides or carbonitrides. These precipitates responsible for increasing the strength are distributed uniformly throughout the structure and have dimensions in the one or two-digit nanometer range. Thus, they can effectively inhibit the movement of dislocations (precipitation strengthening). As a result, yield strength and tensile strength of these steels increase significantly over comparable non-vanadium alloys.
  • Austenite is the metallographic term for the cubic-face-centered modification (phase) of pure iron and its mixed crystals.
  • the austenitic phase (defined by the cubic face-centered lattice structure) occurs between temperatures of 1392 ° C and 911 ° C as ⁇ -iron in pure iron. Upon cooling, it forms from the ⁇ -ferrite through a polymorphic transformation. If carbon is added as an alloying element, the austenite is present as a storage mixed crystal.
  • the cubic face-centered austenitic lattice has octahedron gaps with a radius of 0.41 R. Despite the greater packing density, austenite can therefore dissolve significantly more carbon atoms than the krz ferrite lattice.
  • the carbon solubility of the aüstenits is at a temperature of 723 ° C at 0.8%.
  • the maximum solubility is 1147 ° C with 2.06% carbon.
  • the rate of diffusion in austenite is smaller than in ferrite.
  • the austenitic phase has paramagnetic properties, it is not magnetizable.
  • Ferrite is the metallographic term for the cubic-body-centered modification (phase) of pure iron and its mixed crystals.
  • Cementite is a compound of iron and carbon of composition Fe3C (iron carbide) and occurs as a metastable phase in steel.
  • the perlite is a lameliar arranged, eutektoider structural component of the steel. It is a phase mixture of ferrite and cementite, which occurs by coupled crystallization in iron-carbon alloys at carbon contents between 0.02% and 6.67%.
  • the eutectoid point (100% conversion to perlite) is 723 ° C and 0.83% carbon.
  • Perlite is up to 2.06% carbon as a separate structural component, above 2.06% carbon it is part of the Ledeburit II (elekticians structure). Embodiments of the invention are shown in the figures and described below.
  • FIG. 2 shows a detail according to II in FIG. 1,
  • FIG. 3 shows a section of a piston blank in the joining position
  • FIG. 4 shows a diagram referred to as a time-temperature conversion diagram (ZTU).
  • ZTU time-temperature conversion diagram
  • FIG 1 the detail of a piston blank 1, comprising a lower part 2 and an upper part 3, is shown.
  • an upper joining plane 6 is arranged between lower part 2 and upper part 3.
  • This upper joint plane 6 is arranged in the outer circumference of a cooling channel 14 or outside of the cooling channel 14.
  • an upper lower part-joining surface 16 on the lower part 2 and an upper upper-part joining surface 17 on the upper part 3 are formed opposite one another.
  • an upper soldering gap 4 is formed between the upper lower part surface 16 and the upper upper part surface.
  • a lower joining plane 15 is arranged between the lower part 2 and Oberteii 3. This joining plane is arranged in the inner circumference of the cooling channel 14 or outside of the cooling channel 14.
  • a lower soldering gap 5 is formed between the lower lower part surface 18 and the lower upper part surface 19.
  • the lower soldering gap 5 has a gap dimension x, which is shown in FIG.
  • the gap x is, for example, 0.1 mm.
  • FIG. 2 shows the detail marked II in FIG. 1 in the region of the soldering gap 5.
  • a stop 7 is formed in the region of the lower joining plane 15 between lower part 2 and upper part 3.
  • a pressure compensation element 9 is arranged in the form of a bore. In the joining position of the piston blank, shown in Figure 3, this pressure compensation element 9 with respect to the Koibenhubachse diagonally down, so that the force of gravity can act on the solder.
  • the force F is shown in FIG.
  • FIGS. 1, 2 and 3 a finished contour 10 is shown as a dashed line.
  • This finished contour 10 describes the course of the boundary line of Mozusden from the piston blank 1, shown here only by its contour piston 50 for an internal combustion engine.
  • the area with the stop 7, the centering 8 and the pressure compensation element is provided only for joining the lower part 2 and upper part 3 and is removed in a later step to form a combustion bowl.
  • FIG. 1 shows a later tray neck 11 and a later tray edge 12 of this combustion chamber trough. Also not worked out from the Koibenrohling 1 ring field 13 is located.
  • a time-temperature conversion (ZTU) diagram is therefore chosen as a diagram (FIG. 4).
  • ZTU diagram the microstructure development can be tracked at different temperature gradients and cooling routes during the heat treatment of a piston for internal combustion engines.
  • isothermal the continuous ZTU diagram.
  • a continuous ZTU diagram is shown in FIG. After austenitizing, the flask is cooled to room temperature with various cooling rates. The conversion points are recorded. In addition, the achievable hardness is usually noted at the end of the cooling curve.
  • the cooling rate to be aimed at quenching an austenitized steel can be evaluated by continuous time-temperature conversion graphs.
  • Figure 4 shows one, the structural states occurring along certain cooling curves are noted within the piston as a function of temperature and time.
  • an austenite region 110, a ferrite region 111, a pearlite region 112, a bainite or interstage region 113 and martensite region 114 occur.
  • a high cooling rate 121, an increased cooling rate 122, and a slow cooling rate 123 are shown in FIG.
  • Cooling routes 101, 102 are shown in FIG.
  • the cooling route 101 represents a continuous cooling.
  • the target area in the time-temperature conversion (ZTU) diagram is controlled in order to set the intended structure.
  • the cooling process takes place in a vacuum oven.
  • the bainite target for bainitic steels is targeted at a cooling rate of 0.25 to 5 K / s (Kelvin per second).
  • the resulting mixed structure has portions of lower and upper bainite.
  • the target area ferrite perlite for precipitation-hardening ferritic-perlitic steels (AFP steels) is controlled at cooling rates of 5 to 45 K / min.
  • the Abkühlroute 102 is a cooling to the isothermal transition temperature between 350 and 650 ° C and subsequent holding is.
  • the cooling to isothermal transition temperature is carried out at cooling rates of 250 - 10 K / s with an isothermal Haitezeit of at least 15 minutes.
  • the mixed structure of lower and upper bainite can be adjusted specifically. The cooling process takes place in a vacuum oven.
  • cooling route 101 is traced to the intersection point 150 of the Abkühirouten 101 and 102 and from the crossing point 150, the Abkühlroute 102 followed up.
  • the temperature is kept isothermal for at least 15 minutes. If the limit 140 is exceeded, the microstructure transformation is completed. LIST OF REFERENCE NUMBERS

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Materials Engineering (AREA)
  • Organic Chemistry (AREA)
  • Metallurgy (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid Mechanics (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)
  • Heat Treatment Of Articles (AREA)

Abstract

L'invention concerne un piston (50) pour des moteurs à combustion interne, composé d'une partie inférieure (2) et d'une partie supérieure (3). Entre les parties (2, 3) est formé au moins un plan d'assemblage supérieur (6) qui traverse la circonférence extérieure du piston (50), une surface supérieure d'assemblage de partie inférieure (16) et une surface supérieure d'assemblage de partie supérieure (17) étant formées à l'opposé dans la zone du plan d'assemblage supérieur (6), et/ou entre les parties (2, 3) est formé au moins un plan d'assemblage inférieur (15) qui ne traverse pas la circonférence extérieure du piston (50), une surface inférieure d'assemblage de partie inférieure (18) et une surface inférieure d'assemblage de partie supérieure (19) étant formées à l'opposé dans la zone du plan d'assemblage inférieur (15). Au moins une fente de brasage (4, 5) est ménagée au moins dans une partie du ou des plans d'assemblage (6, 15) entre les surfaces d'assemblage (16, 17 ; 18, 19), et un métal d'apport de brasage contenant du fer est introduit dans la zone du ou des plans d'assemblage (6, 15) entre la partie inférieure (2) et la partie supérieure (3). L'invention concerne également plusieurs procédés de fabrication dudit piston.
EP16797847.7A 2015-11-17 2016-11-15 Piston pour moteur à combustion interne Withdrawn EP3377748A1 (fr)

Applications Claiming Priority (2)

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DE102015222688 2015-11-17
PCT/EP2016/077740 WO2017085061A1 (fr) 2015-11-17 2016-11-15 Piston pour moteur à combustion interne

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US (1) US10539094B2 (fr)
EP (1) EP3377748A1 (fr)
CN (1) CN108350829B (fr)
DE (1) DE102016121921A1 (fr)
MX (1) MX2018004720A (fr)
WO (1) WO2017085061A1 (fr)

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KR101874560B1 (ko) * 2016-12-08 2018-07-04 동양피스톤 주식회사 차량 엔진용 피스톤 및 차량 엔진용 피스톤의 제조 방법
DE102017202247A1 (de) 2017-02-13 2018-08-16 Mahle International Gmbh Kolben für eine Brennkraftmaschine

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DE10307908B4 (de) * 2003-02-19 2005-03-03 Andreas Mozzi Mehrteiliger Kolben
US20060207424A1 (en) * 2005-03-18 2006-09-21 Federal--Mogul World Wide, Inc. Piston and method of manufacture
DE102007035849A1 (de) 2007-07-31 2009-02-05 Gesenkschmiede Schneider Gmbh Verfahren zum Lötverbinden eines ersten Metallteils mit einem zweiten Metallteil und so hergestelltes gelötetes Metallbauteil
DE102007044106A1 (de) * 2007-09-15 2009-03-19 Mahle International Gmbh Zweiteiliger Kolben für einen Verbrennungsmotor
DE102008038325A1 (de) * 2007-12-20 2009-06-25 Mahle International Gmbh Verfahren zum Befestigen eines Ringelementes auf einem Kolben für einen Verbrennungsmotor
DE102009032941A1 (de) 2009-07-14 2011-01-20 Mahle International Gmbh Mehrteiliger Kolben für einen Verbrennungsmotor und Verfahren zu seiner Herstellung
DE102011013143A1 (de) * 2011-03-04 2012-09-06 Mahle International Gmbh Kolben für einen Verbrennungsmotor sowie Verfahren zu seiner Herstellung
DE102012008947A1 (de) * 2012-05-05 2013-11-07 Mahle International Gmbh Verfahren zur Herstellung eines Kolbens für einen Verbrennungsmotor
WO2014029878A1 (fr) 2012-08-23 2014-02-27 Ks Kolbenschmidt Gmbh Assemblage d'un piston en acier en deux parties et procédé d'assemblage

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US20190285024A1 (en) 2019-09-19
CN108350829B (zh) 2020-08-18
US10539094B2 (en) 2020-01-21
MX2018004720A (es) 2018-07-06
DE102016121921A1 (de) 2017-05-18
WO2017085061A1 (fr) 2017-05-26
CN108350829A (zh) 2018-07-31

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