JPS60537B2 - Manufacturing method of rotor for rotary piston engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for manufacturing a rotor for a rotary piston engine.

As shown in FIGS. 1 and 2, the rotary piston engine is formed of a rotor housing 1 having a trochoidal inner peripheral surface and side housings 2 integrally fixed closely to both sides of the rotor housing 1. Inside the space 3, a triangular rotor 4 makes a planetary rotation movement with its top side slidingly in contact with the inner circumferential surface of the rotor housing 1, and sequentially performs the suction, compression, explosion, expansion, and discharge strokes. It was designed to allow

In addition, 5 is a side seal attached to the side surface 4a of the rotor 4, 6 is an abex seal attached to each top side of the rotor 4, 7 is a spark plug, 8 is an intake boat that opens into the side housing 2, Reference numeral 9 indicates an exhaust boat provided on the rotor housing 1, and reference numeral 10 indicates an eccentric pulp whose both ends are supported by the side housing 2 and rotated by being fitted into internal teeth formed on the rotor 4. In the rotary piston engine having the above structure, a gap is formed between the side surface 4a of the rotor 4 and the side housing 2, and this gap is caused by the deflection of the eccentric shaft 10, the clearance in the bearing, etc.
In particular, to prevent the outer part of the side seal 5, which has a high circumferential speed, from coming into metal contact with the inner surface of the side housing 2, and to maintain sufficient rotational clearance for the rotor 4 even under unbalanced thermal expansion of various parts of the engine. It is indispensable.

The gap 11 formed by the rotor side surface 4a, the side housing 2 surface, and the side seal 5, one of which is communicated to the working chamber, is usually called the △H part, and the gap in the △day part is about 400V. be. However, in this △ portion, the gas flow is small and the side housing 2 and rotor 4
Because it is cooled from both side walls and the temperature is relatively low, it is difficult for the flame to propagate in the △H section facing the combustion chamber, and unburned gas tends to be generated. In addition to increasing the oil content, gas leakage from the side seal 5 increases, resulting in a decrease in engine output and durability of the oil seal.Therefore, the applicant first removed the defects in the △H section. We proposed a rotary piston engine rotor in which a layer of epoxy resin containing flaky aluminum and molybdenum disulfide is baked onto the outer side of the side seal 5 on the rotor side surface 4a to a thickness of 30 mm or more. 54-331
(See specification No. 3 (Japanese Patent Publication No. 59-7011)). The invention of this earlier application is to reduce unburned hydrocarbons in the exhaust gas by providing an epoxy resin layer 4b with a thickness of 30A or more on the outer side of the side seal 5 on the rotor side surface 4a to reduce the gap in the ΔH portion. By dispersing the flaky aluminum and molybdenum disulfide, the epoxy resin layer has wear resistance and does not cause seizure. It has excellent effects. However, in the above structure, in order to reduce the gap in the △ part, the resin layer must be thickened, but in the prior invention described above, it is difficult to apply the coating layer with a uniform thickness. Therefore, it is necessary to modify the thickness of the resin layer formed on the side surface of the rotor by grinding it.

Furthermore, since the coating layer is thick, it takes a long time to dry. Furthermore, since the epoxy resin liquid applied to the side surfaces of the rotor is fluid, the resin liquid can only be applied to one side of the rotor at a time, which takes time and effort to form the resin layer. Furthermore, when applying the resin liquid, the fluid resin liquid may flow into the side seal groove and harden, which may impede the installation work and function of the side seal. Furthermore, since the resin liquid hardens if left for a long time, it has the disadvantage that it is difficult to manage the resin liquid and the resin liquid supply device. This invention solves the drawbacks of the above-mentioned invention, and makes it possible to easily provide the coating layer on the outer side of the side seal on the side surface of the rotor, thereby improving the processing productivity of the rotor. A method for manufacturing a rotor for a rotary piston engine is provided.

That is, this invention forms thermosetting resin layers on both sides of a nonwoven fabric, and disperses 20 to 4% by weight of flaky aluminum and 10 to 35% by weight of molybdenum disulfide in at least one of the thermosetting resin layers. , using a coating layer sheet in which only the thermosetting resin layer on one side is given room-temperature acid adhesion properties, and bonding at room temperature so that the thermosetting resin layer in which the flaky aluminum and molybdenum disulfide are dispersed is on the outer surface. A thermosetting resin that has been given properties is adhered to the outer side of the side seal on the rotor side of the rotary piston engine, and then the thermosetting resin layer is heated and hardened, and the coating layer formed on the rotor side is bonded to the rotor side. This is a method for manufacturing a rotor for a rotary piston engine, characterized in that the gap between the rotor and the side housing is reduced.

An example of the manufacturing order of the rotor of this invention will be explained with reference to FIGS. 3 and 4. {1} Scale-like aluminum 13a and molybdenum disulfide 13b are coated on one side 12a of a nonwoven fabric 12 made of rayon or carbon fiber, etc. and having a thickness of approximately 50 mm.
A two-component epoxy resin solution in which is dispersed is applied using a knife coater or the like, and then dried at 60 qo to form a two-component epoxy resin layer 13 (wear-resistant resin layer) whose surface is not sticky.

'21 Next, a one-component epoxy resin liquid is applied to the other surface 12b of the nonwoven fabric 12 to form a one-component epoxy resin layer 14 (adhesive resin layer) having a thickness of about 50 mm and having room temperature adhesive properties. At this time, the machine pattern paper 15 is pressed onto the outer surface 14a of the one-component epoxy resin layer 14. Thus, the two-component epoxy resin layer 13, the nonwoven fabric 12, and the one-component epoxy resin layer 14
A laminated sheet 16 is obtained by sequentially laminating release papers 15. The one-component epoxy resin layer has a heat resistance of about 260 qo, and the above-mentioned nonwoven fabric has a heat resistance of 260 to 300 qo.
It has heat resistance of [3} From the laminated sheet 16, punch out an arcuate piece 17 corresponding to the shape of the outer side seal of the rotor side surface 4a as shown in FIG. '4'
After peeling off the release paper 15 from this arcuate piece 17, the surface 14a of the one-component epoxy resin layer 14 is superimposed on both side surfaces 4a, 4a of the rotor and adhered with a pressure of about 5k9'. A coating layer 18 having the mold epoxy resin layer 13 as a surface is formed.

'5} Next, this coating layer 18 is heated at 180 oo for 30 minutes to harden the epoxy resin of the wear-resistant resin layer and the adhesive resin layer, completing the adhesion of the coating layer 18 and obtaining the desired rotor.

The above two-component eboxy resin has properties such as not damaging the side housing due to abrasion when it collides with the side housing, being elastic and having a cushioning effect, and having good coating and adhesive properties. ing.

Dispersing aluminum flakes in this epoxy resin improves the heat transfer properties of the coating layer and promotes heat release through the rotor. Further, the heat resistance of the coating layer is improved due to the heat resistance of the flaky aluminum itself in the coating layer. In other words, even under high loads, the coating layer of the rotor is normally cooled by the rotor and side housing and is not directly exposed to the combustion flame, which is the cause of unburned gas generation. Even if the surface part momentarily becomes high temperature due to some abnormality, the flaky aluminum protects the epoxy resin or nonwoven fabric on the back side of the flaky aluminum, which does not have very high heat resistance, and improves the heat resistance of the coating layer. Furthermore, the dispersion of the scale-like aluminum improves the cutting strength when colliding with the side housing. Furthermore, by dispersing molybdenum disulfide in the two-component epoxy resin, the effect of preventing frosting when colliding with the side housing and the abrasion resistance of the resin layer itself are improved. The content of flaky aluminum in the two-component epoxy resin layer is 20 to 4% by weight, the content of molybdenum disulfide is 10 to 35% by weight, and the content of flaky aluminum and molybdenum disulfide is 20 to 4% by weight. If the content is less than the lower limit, the desired effects mentioned above cannot be obtained, and even if the content exceeds the upper limit, the effects will not be further improved, and on the contrary, the adhesion, elasticity, etc. of the epoxy resin layer will be reduced. descend.

It is preferable that the nonwoven fabric has a thickness of 50 to 150 mm.

If the thickness is 50 mm, it will be difficult to produce a nonwoven fabric, and the shape support of the laminated sheet will be lost;
If it exceeds 0, the thickness of the coating layer becomes too thick and the ΔH portion becomes too small, which is not preferable. In the above explanation, an epoxy resin was used as the thermosetting resin, but a phenol resin or the like may be used instead of the epoxy resin.

Also, in the above description, a coating layer having an abrasion-resistant resin layer on the surface of the nonwoven fabric and an adhesive resin layer on the back side is formed, but the abrasion-resistant resin layer is formed on both sides of the nonwoven fabric, An adhesive resin layer may be formed on only one side of this wear-resistant resin layer.

The total thickness of the above-mentioned coating layer is preferably about 130 mm since the gap between the △ and day parts is about 400 mm.

In this invention, since the coating layer has the thickness of the nonwoven fabric and the adhesive resin layer, the thickness of the wear-resistant resin layer containing scale-like aluminum and molybdenum disulfide can be reduced accordingly. Note that the heat resistance of the working side end surface of the coating layer will be explained. This part is cooled by the rotor and side housing and does not come into direct contact with the flame.The wear-resistant resin layer and adhesive resin layer have sufficient heat resistance, and if the non-woven fabric is rayon, it will not work. Even if the surface portion of the chamber-side end surface changes color, it will not decompose, and since the interior following the surface portion is cooled by heat release through the rotor, it has sufficient heat resistance. This is clear from the heat resistance test in the experimental example described below. Next, the main effects of the method of this invention will be listed.

The nonwoven fabric imparts elasticity to the covering layer, and when the outer layer is subjected to high stress, it contracts and produces a stress-relaxing effect, reducing wear due to sliding of the outer layer.

{〇} Since the nonwoven fabric is impregnated with the resin liquid, its applicability and adhesion are improved.

Since the thickness of the wear-resistant resin layer may be small, the accuracy of the layer thickness (10 r or less) is improved, and there is no need to modify the layer thickness after curing.

9. Since the coating layer of the rotor is formed by adhering the coating layer sheet to the side surface of the rotor, the coating layer can be formed on both sides of the rotor at the same time, and the production efficiency of the rotor is improved.

■ Since the thickness of the wear-resistant resin layer is not large, the drying time is shorter than that of the conventional coating layer applied to the rotor surface, and pinholes do not occur.

N Since the coating layer is adhered to the rotor surface, the resin liquid will not enter the side seal groove of the rotor.

(The laminated sheet can be manufactured all at once in a separate location, so resin management is easy.) Next, an experimental example of a rotor obtained by the method of the present invention will be explained.

Experimental example In the manufacturing process explained above, molybdenum disulfide was blended with a commercially available product (trade name: Santomo DHXM-1, manufactured by Mitsui Bussan Kakoki Sales Co., Ltd.), which is a mixture of silicone-based epoxy resin and flaky aluminum. An epoxy resin solution in which molybdenum disulfide (molybdenum disulfide) is dispersed in an amount of 2% by weight and 25% by weight is coated on one side of a rayon nonwoven fabric with a thickness of 50 mm, dried to form a wear-resistant resin layer with a thickness of 30 mm, and then the above-mentioned A room-temperature adhesive resin layer of about 50 μm was formed on the back side of the nonwoven fabric, and a release paper was pressed onto the surface of the room-temperature adhesive resin layer to obtain a laminated sheet.

An arc-shaped piece corresponding to the outer side of the side seal on the side of the rotor was cut out from this laminated sheet, the release paper was peeled off, and a room-temperature adhesive resin was pressed onto the outer side of the side seal of the rotor at 180°C for 30 minutes. By heating and baking, a coating layer with a thickness of 130 cm was formed on the outer side of the side seal. The two rotors obtained as above are
It was installed on a two-rotor type rotary piston engine with a single-chamber volume of 573 cc, and after 10 hours of full-load operation at an engine speed of 700 pm, the amount of unburned hydrocarbons in the exhaust gas was measured as shown below, and an overhaul was performed. I did this.

The amount of unburned hydrocarbons in exhaust gas is determined by the amount of unburned hydrocarbons in the exhaust gas at an engine speed of 20
When measured under the conditions of 0 mpm, mean effective pressure of 4 kg/m, and air-fuel ratio of 16, the rotor of the present invention had an air flow rate of 2.3 m/m.
In contrast, the amount of burned hydrocarbons in the exhaust gas is 3.0 mjn in the conventional type without a coating layer, and the amount of burned hydrocarbons in the exhaust gas is 20~20 mjn compared to the conventional type. 2
It was down 5%.

Furthermore, when the engine was disassembled and the thickness of the coating layer was measured, the thickness of the coating layer, which was originally 130 mm, became approximately 110 mm after the engine was run-in, and the thickness of the wear-resistant resin layer was approximately 100 mm thick compared to the original thickness. It was worn out for 20r.

Next, the heat resistance of the coating layer (thickness: 130 mm) of the experimental example was tested. The heat resistance test was conducted using the rotary piston engine described above, increasing the engine speed from no-load operation at 350 pm to full-load operation at 700 pm, and running this full-load operation for 4 seconds. After continuing, 350pm
The test was conducted for 6000 cycles (10 current hours), with one cycle of no-load operation and one cycle of decreasing the load in between. As a result of the test, there was almost no thermal deterioration in the nonwoven fabric of the coating layer, the abrasion-resistant resin layer, and the adhesive resin layer, and no peeling occurred. As another test method, the length of the snout is 3 mm,
A number of samples were prepared in which the above-mentioned coating layer was formed on a cast iron plate with a width of 15 mm to a thickness of 130 mm, and the samples were heated in a heater for about 3 minutes to 250 mm, and then immersed in water at about 20 degrees Celsius. The process of soaking and cooling was regarded as one cycle, and 1000 cycles were repeated. Furthermore, a test was conducted in the same manner as above except that the heating temperature in the heater was set to 300 pm and 300 cycles were repeated. The abrasion-resistant resin layer of the coating layer of the sample heated to 250 qo and water-cooled had almost no discoloration and the coating layer did not peel off, but the abrasion-resistant resin layer of the coating layer of the sample heated to 300 qo and water-cooled was Although the layer showed some discoloration, the resin layer did not peel off during the aircraft.

[Brief explanation of drawings]

Fig. 1 is a front view of the rotary piston engine, Fig. 2 is a vertical cut side view of the side seal portion of the rotor, Fig. 3 is an exploded sectional view of the laminated sheet, Fig. 4 is a plan view of the laminated sheet, FIG. 5 is an enlarged cutaway side view of the coating layer. 4: Rotor, 5: Side seal, 12: Nonwoven fabric, 13:
Wear-resistant epoxy resin layer, 13a: flaky aluminum, 13b: molybdenum disulfide, 14: adhesive epoxy resin layer. Figure 1 Figure 2 Figure 3 Figure 4 Figure 5

Claims (1)

[Claims] 1 Thermosetting resin is formed on both sides of the nonwoven fabric, and at least one of the thermosetting resin layers is coated with scaly aluminum 20~
Using a coating layer sheet in which 40% by weight and 10 to 35% by weight of molybdenum disulfide are dispersed and room-temperature adhesiveness is imparted only to the thermosetting resin layer on one side, the above scale-like aluminum and molybdenum disulfide are dispersed. A thermosetting resin layer imparted with room-temperature adhesion is adhered to the outer side seal on the side surface of the rotor of a rotary piston engine so that the dispersed thermosetting resin layer forms the surface of the rotor, and then the thermosetting resin is A method for manufacturing a rotor for a rotary piston engine, characterized in that the gap between the rotor and the side housing is reduced by the coating layer formed on the side surface of the rotor by heating and curing the layer.