JPH02115354A - Engine parts made of aluminum alloy and its production - Google Patents
Engine parts made of aluminum alloy and its productionInfo
- Publication number
- JPH02115354A JPH02115354A JP26597688A JP26597688A JPH02115354A JP H02115354 A JPH02115354 A JP H02115354A JP 26597688 A JP26597688 A JP 26597688A JP 26597688 A JP26597688 A JP 26597688A JP H02115354 A JPH02115354 A JP H02115354A
- Authority
- JP
- Japan
- Prior art keywords
- thermal fatigue
- heat treatment
- aluminum alloy
- aluminum
- cycle thermal
- 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.)
- Granted
Links
- 229910000838 Al alloy Inorganic materials 0.000 title claims abstract description 24
- 238000004519 manufacturing process Methods 0.000 title claims description 6
- 238000010438 heat treatment Methods 0.000 claims abstract description 25
- 238000005266 casting Methods 0.000 claims abstract description 3
- 238000000034 method Methods 0.000 claims description 5
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 36
- 229910052782 aluminium Inorganic materials 0.000 description 36
- 239000000463 material Substances 0.000 description 15
- 238000005496 tempering Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 4
- 238000010894 electron beam technology Methods 0.000 description 2
- 208000025599 Heat Stress disease Diseases 0.000 description 1
- YRKCREAYFQTBPV-UHFFFAOYSA-N acetylacetone Chemical compound CC(=O)CC(C)=O YRKCREAYFQTBPV-UHFFFAOYSA-N 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000012925 reference material Substances 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000002747 voluntary effect Effects 0.000 description 1
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
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0085—Materials for constructing engines or their parts
-
- 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
- F02F1/00—Cylinders; Cylinder heads
- F02F2001/008—Stress problems, especially related to thermal stress
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明は、アルミニウム合金製エンジン部品及びその製
造方法に係わり、特にアルミ・シリンダヘッド及びアル
ミ・ピストンの熱疲労強度を改善したアルミニウム合金
製エンジン部品及びその製造方法に関するものである。Detailed Description of the Invention [Industrial Application Field] The present invention relates to an aluminum alloy engine part and a method for manufacturing the same, and particularly to an aluminum alloy engine with improved thermal fatigue strength of an aluminum cylinder head and an aluminum piston. It relates to parts and their manufacturing methods.
［従来の技術］
−ｆｉに、アルミ・シリンダヘッド及びアルミ・ピスト
ン等のアルミニウム合金製エンジン部品は軽量で熱伝導
性が良いことから、乗用車のエンジンに多用されている
。上記シリンダヘッド及びアルミ・ピストンを製造する
場合、高い強度や良好な鋳造性が要求されるため、アル
ミ材の中でも主にＪＩＳ ＡＣ２Ａ、ＡＣ２Ｂ、へ〇４
Ｂ、八ＣＪＣ材等が用いられている。これらアルミ材は
シリンダヘッド及びピストン形状の鋳型内に鋳造後、機
械的性質を向上させるためＴ６熱処理を行うことが多い
。このＴ６熱処理により、アルミ・シリンダヘッド及び
アルミ・ピストンは、例えば引張強度が１５ ｋｇ ／
ｒＨｄから２５ｋｇ、／ＦＭ−に、ブリネル硬度がＨ
ＢＯ２からＨＢｌｏｏになり２その機械的性質は大中に
向上し、ていた。[Prior Art] Second, aluminum alloy engine parts, such as aluminum cylinder heads and aluminum pistons, are lightweight and have good thermal conductivity, so they are often used in passenger car engines. When manufacturing the above cylinder heads and aluminum pistons, high strength and good castability are required, so JIS AC2A, AC2B, and 〇4 are mainly used among aluminum materials.
B, 8CJC materials, etc. are used. These aluminum materials are often subjected to T6 heat treatment to improve their mechanical properties after being cast into cylinder head and piston shaped molds. Through this T6 heat treatment, the aluminum cylinder head and aluminum piston have a tensile strength of, for example, 15 kg/
From rHd to 25kg, /FM-, Brinell hardness is H
BO2 was changed to HBloo2, and its mechanical properties were improved during the course of the process.
［発明が解決しようとする課題］
しかし、この種のアルミニウム合金製エンジン部品にあ
っては、次の如き課題があった。[Problems to be Solved by the Invention] However, this type of aluminum alloy engine parts had the following problems.
近年、エンジンの出力向上に伴い、第６図に示すシリン
ダヘッド１の触火面２のホットプラグ３周りや、吸気ボ
ート４及び排気ボート５のシートインサート間６等に、
第７図に示すような熱疲労亀裂７が発生したり、
また、第８図に示すごとくピストン８の頭部９の熱負荷
が増大し１、キャビティ１０の縁部に熱疲労亀裂７が発
生するという問題があった。In recent years, with the increase in engine output, there has been a rise in the area around the hot plug 3 on the contact surface 2 of the cylinder head 1 shown in FIG.
Thermal fatigue cracks 7 as shown in FIG. 7 may occur, and the thermal load on the head 9 of the piston 8 increases as shown in FIG. 8, causing thermal fatigue cracks 7 at the edge of the cavity 10. There was a problem.
この熱疲労亀裂７はローサイクルの熱歪が繰返し掛かり
破壊するものである。そのため、ローサイクル熱疲労に
は熱負荷ＶＡ返し時に発生する内部応力が少なく、かつ
沖び特性に優れた材料の方が優位である。従って、上記
ローサイクルの熱疲労亀裂７を防止するためには、Ｔ６
熱処理を行わない方が良い。しかし、このＴ６熱処理を
廃止すると引張強度や硬度が低下するので、例えばシリ
ンダへ・−ド８の上側壁や内面壁、あるいはピストンピ
ン孔部１１等のハイサイクル熱疲労強度が低下したり、
ピストンリング溝が摩耗するという問題があった。This thermal fatigue crack 7 is caused by repeated low-cycle thermal strain. Therefore, for low-cycle thermal fatigue, a material that has less internal stress generated during heat load VA return and has excellent rolling characteristics is more advantageous. Therefore, in order to prevent the above-mentioned low cycle thermal fatigue cracks 7, T6
It is better not to perform heat treatment. However, if this T6 heat treatment is abolished, the tensile strength and hardness will decrease, so for example, the high cycle thermal fatigue strength of the upper side wall and inner wall of the cylinder door 8, or the piston pin hole 11, etc., will decrease.
There was a problem that the piston ring groove wore out.
上述の如き課題に鑑みて本発明は、ハイサイクル及びロ
ーサイクル熱疲労に対し、て共に強度を有するアルミ・
シリンダヘッド及びアルミ・ピストン等のアルミニウム
合金製エンジン部品を提供するにとを目的とするもので
ある。In view of the above-mentioned problems, the present invention has developed an aluminum material that has strength against both high-cycle and low-cycle thermal fatigue.
The purpose is to provide aluminum alloy engine parts such as cylinder heads and aluminum pistons.
［課題を解決するための手段］
上記目的を達成すべく本発明は、アルミニウム合金製エ
ンジン部品の全体がＴ６熱処理された硬化部、にて形成
され、該硬化部の内ローサイクル熱疲労の生じ易い部分
のみが焼戻された軟化部にて形成されたものである。[Means for Solving the Problems] In order to achieve the above object, the present invention provides an aluminum alloy engine component that is entirely formed of a hardened part that has been subjected to T6 heat treatment, and that low cycle thermal fatigue occurs in the hardened part. Only the easy part is formed by the softened part that has been tempered.
また、アルミニウム合金をエンジン部品形状の鋳型内で
鋳造成形し、該成形品の全体をＴ６熱処理した後、ロー
サイクル熱疲労の生じ易い部分のみをエンジンの最高運
転温度より少なくとも１０℃高い温度で焼き戻すように
したものである。In addition, aluminum alloy is cast in a mold in the shape of an engine part, and after the entire molded product is subjected to T6 heat treatment, only the parts that are prone to low-cycle thermal fatigue are baked at a temperature at least 10°C higher than the maximum operating temperature of the engine. I decided to return it.
［作用］
上記構成によれば、鋳造成形したアルミニウム合金製エ
ンジン部品の全体をＴ６熱処理して硬化部を形成すると
共に、この硬化部の内ローサイクル熱疲労に対し、て強
度の必要な部分のみをエンジンの運転最高温度より少な
くとも１０℃高い温度で焼戻してＴ６熱処理無し、の状
態の軟化部に形成し、なので、Ｔ６熱処理状態の硬化部
はハイサイクル熱疲労に対して強度を有し、焼戻してＴ
６熱処理無しの状態にした軟化部はローサイクル熱疲労
に対して強度を有することになる。上記焼戻し温度をエ
ンジンの最高運転温度より少なくとも１０℃高い温度と
したのは、焼戻しで熱的変化を防止するためであり、溶
体化処理温度を超えるとＴ６熱処理の効果が冷却後発生
するのを防止するためである。[Function] According to the above configuration, the entire cast aluminum alloy engine part is subjected to T6 heat treatment to form a hardened part, and only the parts of this hardened part that require strength against low cycle thermal fatigue are treated. is tempered at a temperature at least 10°C higher than the maximum operating temperature of the engine to form the softened part without T6 heat treatment, so that the hardened part in the T6 heat treated state has strength against high cycle thermal fatigue and is tempered. T
6. The softened portion without heat treatment has strength against low cycle thermal fatigue. The reason why the above tempering temperature is at least 10°C higher than the maximum operating temperature of the engine is to prevent thermal changes during tempering. This is to prevent this.
［実施例］
以下に本発明のアルミニウム合金製エンジン部品の一実
施例を添付図面に基づいて詳述する。[Example] An example of the aluminum alloy engine component of the present invention will be described in detail below with reference to the accompanying drawings.
本発明のアルミニウム合金製エンジン部品は、特にアル
ミ・シリンダヘッド及びアルミ・ピストンに材質的改良
を加えたものである。これらアルミ・シリンダヘッド及
びアルミ・ピストンは第６図及び第８図に示した従来の
シリンダヘッド及びピストン形状と同一形状に鋳造成形
きれている。The aluminum alloy engine parts of the present invention include material improvements, particularly in the aluminum cylinder head and aluminum piston. These aluminum cylinder heads and aluminum pistons are cast to have the same shape as the conventional cylinder head and piston shown in FIGS. 6 and 8.
当該アルミ・シリンダヘッド及びアルミ・ピストンは、
ＪＩＳ ＡＣ２＾、ＡＣ２Ｂ、へ〇４Ｂ、ＡＣＡＣ材等
のアルミニウム合金をシリンダヘッドの鋳型及びピスト
ンの鋳型内に夫々鋳込んで形成されたものである。そし
て、アルミ・シリンダヘッド及びアルミ・ピストンは、
夫々の全体にＴ６熱処理が施されて、第１図及び第２図
に示す如く、硬化部２０とし、て形成されている。また
、これらアルミ・シリンダヘッド２１及びアルミ・ピス
トン２２のローサイクル熱疲労の生じ易い部分のみが焼
戻されて軟化部２３として形成されている。このローサ
イクル熱疲労の生じ易い部分とは、アルミ・シリンダヘ
ッド２１にあっては第１図に斜線で示すシリンダヘラド
の触火面２のホットプラグ３周りや、吸気ボート４及び
排気ボート５のシートインサート間６等であり、アルミ
・ピストン２２にあっては第２図に斜線で示すピストン
頭部９のキャビティ１０の周縁部である。The aluminum cylinder head and aluminum piston are
It is formed by casting aluminum alloys such as JIS AC2^, AC2B, 〇4B, and ACAC materials into the cylinder head mold and the piston mold, respectively. And the aluminum cylinder head and aluminum piston are
The entirety of each is subjected to T6 heat treatment to form a hardened portion 20, as shown in FIGS. 1 and 2. Furthermore, only those portions of the aluminum cylinder head 21 and the aluminum piston 22 that are susceptible to low-cycle thermal fatigue are tempered to form softened portions 23. In the case of the aluminum cylinder head 21, the areas where low-cycle thermal fatigue is likely to occur include the area around the hot plug 3 on the contact surface 2 of the cylinder head shown with diagonal lines in FIG. 1, and the seats of the intake boat 4 and exhaust boat 5. In the case of the aluminum piston 22, it is the periphery of the cavity 10 of the piston head 9 shown by diagonal lines in FIG.
次に本発明のアルミニウム合金製エンジン部品の製造方
法の一実施例及びこれら実施例における作用を述べる。Next, one embodiment of the method for manufacturing an aluminum alloy engine part of the present invention and the effects of these embodiments will be described.
まず、ＪＩＳ ＡＣ２＾、＾Ｃ２Ｂ、八Ｃ４Ｂ、 ＡＣ
ＪＣ材等のアルミニウム合金をシリンダヘッドの鋳型及
びピストンの鋳型内に夫々鋳込む。その後、型抜きした
夫々の成形品の全体にＴ６熱処理を施して、引張強度及
び硬度を向上させる。これによりアルミ・シリンダヘッ
ド２１及びアルミ・ピストン２２の夫々の全体は、上記
硬化部２０として形成される。そして、Ｔ６熱処理を施
したアルミ・シリンダヘッド２１及びアルミ・ピストン
２２のローサイクル熱疲労の生じ易い部分のみを焼戻し
て軟化させる。First, JIS AC2^, ^C2B, 8C4B, AC
Aluminum alloy such as JC material is cast into the cylinder head mold and the piston mold, respectively. Thereafter, each die-cut molded product is subjected to T6 heat treatment to improve its tensile strength and hardness. As a result, each of the aluminum cylinder head 21 and the aluminum piston 22 is entirely formed as the hardened portion 20. Then, only the portions of the aluminum cylinder head 21 and aluminum piston 22 that are subjected to the T6 heat treatment and are susceptible to low-cycle thermal fatigue are tempered and softened.
具体的には、上記第１図及び第２図に斜線で示したアル
ミ・シリンダヘッド２１の触火面のホットプラグ３周り
や、吸気ボート４及び排気ボート５のシートインサート
間６、アルミ・ピストン２２のピストン頭部９のキャビ
ティ１０の周縁部を高密度エネルギー源で焼戻してＴ６
熱処理無しの状態の軟化部２３を形成する。この高密度
エネルギー源には、例えばティグアーク（ＴＩＧ）、電
子ビーム（ＥＢ）あるいはレーザービーム（ＬＢ）等を
使用する。その焼戻し温度条件は、エンジン部品が運転
中に負荷される最高温度より少なくとも１０℃高い温度
とし１、例えば約２００〜２６０℃で３ｈ「焼き戻す、
焼戻し温度をエンジン部品が運転中に負荷される最高温
度より少なくとも１０℃高い温度としたのは、焼戻し、
で熱的変化を防止するためであり、溶体化処理温度を超
えるとＴ６熱処理の効果が冷却後発生するのを防止する
ためである。Specifically, the area around the hot plug 3 on the contact surface of the aluminum cylinder head 21 shown with diagonal lines in FIGS. 1 and 2 above, between the seat inserts 6 of the intake boat 4 and exhaust boat 5, and the aluminum piston The peripheral edge of the cavity 10 of the piston head 9 of No. 22 is tempered with a high-density energy source to obtain T6
A softened portion 23 is formed without heat treatment. For example, a TIG arc (TIG), an electron beam (EB), or a laser beam (LB) is used as this high-density energy source. The tempering temperature conditions shall be at least 10°C higher than the maximum temperature to which the engine parts are subjected during operation.
The reason why the tempering temperature is at least 10°C higher than the maximum temperature at which engine parts are loaded during operation is that
This is to prevent thermal changes in the temperature, and to prevent the effect of T6 heat treatment from occurring after cooling if the temperature exceeds the solution treatment temperature.
一般に焼戻しによりアルミ材のＴ６熱処理効果は、温度
と時間とのパラメータで示され、温度の上昇１時間の増
加とともに軟化していく。例えばＡＣ２Ｂ材にＴ６熱処
理を施し１．２６０℃で焼戻し、た時の硬度を第３図に
示す。この２６０℃では、約３ｈｒで処理するとＦ材と
同等の硬さまで軟化し、さらに１００ｈｒではより大巾
に軟化する。また、このＴ６熱処理を施し、２６０℃で
、３ｈｒと１００ｈｒとで焼戻しなＡＣ２Ｂ材のローサ
イクルの熱疲労強度を第４図に示す０図示するように、
へＣＺＢ材をＴ６熱処理したままのものに比べて、３ｈ
ｒ焼戻しなものでは５＠、１００ｈｒ焼戻しなものでは
８倍もの驚異的な熱疲労強度を示す。図中−点Ｓ線で示
すＡは、金型内で冷却した参考材である。In general, the T6 heat treatment effect of aluminum material due to tempering is expressed by the parameters of temperature and time, and softens as the temperature increases by one hour. For example, FIG. 3 shows the hardness of AC2B material when it is subjected to T6 heat treatment and tempered at 1.260°C. At this temperature of 260° C., when processed for about 3 hours, it softens to the same hardness as material F, and further softens to a greater extent after 100 hours. In addition, the low cycle thermal fatigue strength of the AC2B material that was subjected to this T6 heat treatment and tempered at 260°C for 3 hours and 100 hours is as shown in Figure 4.
3 hours compared to CZB material with T6 heat treatment.
The thermal fatigue strength of the r-tempered material is 5 times higher, and the 100-hour tempered material is 8 times greater. A shown by the dot S line in the figure is a reference material cooled in the mold.
このように鋳造成形し、たアルミ・シリンダヘッド２１
及びアルミ・ピストン２２等ののアルミニウム合金製エ
ンジン部品の全体をＴ６熱処理して硬化部２０を形成す
ると共に、この硬化部２０の内ローサイクル熱疲労に対
して強度の必要な部分のみを焼戻してＴ６熱処理無しの
状態の軟化部２３に形成したしたので、Ｔ６熱処理状態
の硬化部２０は従来通りハイサイクル熱疲労に対して強
度を有°し、焼戻してＴ６熱処理無しの状態にした軟化
部２３はローサイクル熱疲労に対して強度を有する。二
とになる。The aluminum cylinder head 21 was cast and formed in this way.
The entire aluminum alloy engine parts, such as the aluminum piston 22, are subjected to T6 heat treatment to form a hardened part 20, and only the parts of this hardened part 20 that require strength against low cycle thermal fatigue are tempered. Since the hardened part 20 in the T6 heat-treated state has strength against high cycle thermal fatigue as before, the softened part 23 in the T6 heat-treated state has the same strength as before. has strength against low cycle thermal fatigue. It becomes two.
尚、′第５図はエンジンの運転状態に伴ってエンジン部
品の温度・応力の変化を示すものである。図中りはロー
サイクル域を示し、Ｈはハイサイクル（エンジン振動に
よる機械的応力）を示すものである。Incidentally, FIG. 5 shows changes in temperature and stress of engine parts depending on the operating state of the engine. The middle part of the figure shows the low cycle region, and H shows the high cycle (mechanical stress due to engine vibration).
［発明の効果］
以上要するに本発明の請求項１及び請求項２によれば、
全体がハイサイクルの熱疲労に対し。[Effect of the invention] In summary, according to claims 1 and 2 of the present invention,
Overall protection against high cycle heat fatigue.
て強度を有すると共に、ローサイクル熱疲労の生じ易い
部分が当該ローサイクルの熱疲労に対して強度を有する
アルミニウム合金製エンジン部品を提供することができ
る。It is possible to provide an aluminum alloy engine component that has strength against low-cycle thermal fatigue, and has a portion that is susceptible to low-cycle thermal fatigue and has strength against low-cycle thermal fatigue.
第１図は本発明のアルミ・シリンダヘッドを示す要部平
面図、第２図は本発明のアルミ・ピストンを示す斜視図
、第３図は本発明の焼戻しの保持時間と硬さの関係を示
すグラフ、第４図は歪振幅と熱疲労寿命の関係を示すグ
ラフ、第５図はエンジンの運転状態に伴うエンジン部品
の温度及び応力変化を示すグラフ、第６図はシリンダヘ
ッドの触火面を示す斜視図、第７図は従来のシリンダヘ
ッドに生じた熱疲労亀裂を示す要部平面図、第８図は従
来のピストンに生じた熱疲労亀裂を示す斜視図である。
図中、２０は硬化部、２１はアルミ・シリンダヘッド、
２２はアルミ・ピストン、２３は軟化部である。
特許出願人 いす）′自動車株式会社代理人弁理士
絹 谷 信 雄碌将Ｂ５ｒ問
（Ｈｒ）
第４図
第２図
第５図
第６図
第７図
第８図
手
続
補
正
書
（自発）
平成１年９月７日Fig. 1 is a plan view of essential parts showing the aluminum cylinder head of the invention, Fig. 2 is a perspective view showing the aluminum piston of the invention, and Fig. 3 shows the relationship between tempering retention time and hardness of the invention. Figure 4 is a graph showing the relationship between strain amplitude and thermal fatigue life. Figure 5 is a graph showing temperature and stress changes in engine parts due to engine operating conditions. Figure 6 is a graph showing the contact surface of the cylinder head. FIG. 7 is a plan view of a main part showing thermal fatigue cracks occurring in a conventional cylinder head, and FIG. 8 is a perspective view showing thermal fatigue cracks occurring in a conventional piston. In the figure, 20 is a hardened part, 21 is an aluminum cylinder head,
22 is an aluminum piston, and 23 is a softening part. Patent applicant Isu)' Patent attorney representing Jidosha Co., Ltd.
Shin Kinutani Yuryokusho B5r question (Hr) Figure 4 Figure 2 Figure 5 Figure 6 Figure 7 Figure 8 Procedure amendment (voluntary) September 7, 1999
Claims (1)
理された硬化部にて形成され、該硬化部の内ローサイク
ル熱疲労の生じ易い部分のみが焼戻された軟化部にて形
成されたことを特徴とするアルミニウム合金製エンジン
部品。 ２、アルミニウム合金をエンジン部品形状の鋳型内で鋳
造成形し、該成形品の全体をＴ６熱処理した後、ローサ
イクル熱疲労の生じ易い部分のみをエンジンの最高運転
温度より少なくとも１０℃高い温度で焼き戻すようにし
たことを特徴とするアルミニウム合金製エンジン部品の
製造方法。[Claims] 1. The entire aluminum alloy engine part is formed of a hardened part that has been subjected to T6 heat treatment, and only the part of the hardened part that is susceptible to low cycle thermal fatigue is made of a softened part that has been tempered. Aluminum alloy engine parts characterized by: 2. After casting an aluminum alloy in a mold shaped like an engine part and subjecting the entire molded product to T6 heat treatment, only the parts that are susceptible to low-cycle thermal fatigue are baked at a temperature at least 10°C higher than the engine's maximum operating temperature. A method for manufacturing an aluminum alloy engine part, characterized in that the aluminum alloy engine part is made by returning the aluminum alloy.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63265976A JP2705953B2 (en) | 1988-10-24 | 1988-10-24 | Aluminum alloy engine component and method of manufacturing the same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63265976A JP2705953B2 (en) | 1988-10-24 | 1988-10-24 | Aluminum alloy engine component and method of manufacturing the same |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02115354A true JPH02115354A (en) | 1990-04-27 |
| JP2705953B2 JP2705953B2 (en) | 1998-01-28 |
Family
ID=17424643
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63265976A Expired - Fee Related JP2705953B2 (en) | 1988-10-24 | 1988-10-24 | Aluminum alloy engine component and method of manufacturing the same |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2705953B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004101981A1 (en) * | 2003-05-17 | 2004-11-25 | Daimlerchrysler Ag | Method for hardening and tempering cylinder heads, and cylinder heads for internal combustion engines |
| JP2013151914A (en) * | 2012-01-25 | 2013-08-08 | Toyota Motor Corp | Method for manufacturing internal combustion engine, and internal combustion engine |
| WO2019059109A1 (en) * | 2017-09-22 | 2019-03-28 | 日立オートモティブシステムズ株式会社 | Piston for internal combustion engine and method for manufacturing piston |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61246349A (en) * | 1985-04-22 | 1986-11-01 | Mazda Motor Corp | Manufacture of aluminum alloy member |
-
1988
- 1988-10-24 JP JP63265976A patent/JP2705953B2/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61246349A (en) * | 1985-04-22 | 1986-11-01 | Mazda Motor Corp | Manufacture of aluminum alloy member |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004101981A1 (en) * | 2003-05-17 | 2004-11-25 | Daimlerchrysler Ag | Method for hardening and tempering cylinder heads, and cylinder heads for internal combustion engines |
| JP2013151914A (en) * | 2012-01-25 | 2013-08-08 | Toyota Motor Corp | Method for manufacturing internal combustion engine, and internal combustion engine |
| WO2019059109A1 (en) * | 2017-09-22 | 2019-03-28 | 日立オートモティブシステムズ株式会社 | Piston for internal combustion engine and method for manufacturing piston |
| JP2019056340A (en) * | 2017-09-22 | 2019-04-11 | 日立オートモティブシステムズ株式会社 | Piston of internal combustion engine and manufacturing method of piston |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2705953B2 (en) | 1998-01-28 |
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