JPS61291959A - Production of titanium alloy valve of engine - Google Patents
Production of titanium alloy valve of engineInfo
- Publication number
- JPS61291959A JPS61291959A JP13310385A JP13310385A JPS61291959A JP S61291959 A JPS61291959 A JP S61291959A JP 13310385 A JP13310385 A JP 13310385A JP 13310385 A JP13310385 A JP 13310385A JP S61291959 A JPS61291959 A JP S61291959A
- Authority
- JP
- Japan
- Prior art keywords
- titanium alloy
- carburizing
- valve
- shaft end
- engine
- 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.)
- Pending
Links
Landscapes
- Solid-Phase Diffusion Into Metallic Material Surfaces (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はチタン合金製エンジンバルブの製造法に関し、
特に軸端部全ステライトチップロー付に工らず低コスト
で量産可能なチタン合金製エンジンバルブの製造法に関
する。[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a method for manufacturing a titanium alloy engine valve,
In particular, the present invention relates to a method for manufacturing a titanium alloy engine valve that can be mass-produced at low cost without requiring a full stellite tip row at the shaft end.
（従来の技術）
通常のエンジンバルブは耐熱鋼製であり、材料の比重は
Ｚ８〜８である。チタン合金製エンジンバルブでは、材
料の比重的４．５であり、耐熱鋼に比べ重量が６０％と
なシ、エンジンの回転数アップが可能となるため、レー
シング用エンジン等では一般に用いられているが、コス
トが高くなるため、市販車への使用例はない・従来のチ
タン合金製エンジンバルブのコストアップの最大要因は
、軸端部のステライトチップおよびそのロー付である。(Prior Art) A typical engine valve is made of heat-resistant steel, and the specific gravity of the material is Z8-8. Titanium alloy engine valves have a material specific gravity of 4.5, which is 60% heavier than heat-resistant steel, and are commonly used in racing engines, etc., because they allow for higher engine speeds. However, due to the high cost, there are no examples of its use in commercial vehicles.The biggest factor in the cost increase of conventional titanium alloy engine valves is the stellite tip at the shaft end and its brazing.
従来のチタン合金製エンジンバルブの一例全第２図に示
す。第２図中、１０はチタン合金、２０はクロム、窒化
などの表面処理層の軸部、３０はステライトチップ、４
０はそのロー付部を示す。An example of a conventional titanium alloy engine valve is shown in FIG. In Fig. 2, 10 is a titanium alloy, 20 is a shaft portion of a surface treatment layer such as chromium or nitriding, 30 is a stellite chip, and 4
0 indicates the brazed portion.
（発明が解決しょうとする問題点）
本発明は軸端ステライトチップのロー付に工らず低コス
トで軸端硬化を行ない量産実用化を可能にするチタン合
金製エンジンバルブの製造法全提供しょうとするもので
ある。(Problems to be Solved by the Invention) The present invention provides a complete method for manufacturing a titanium alloy engine valve that enables practical mass production by hardening the shaft end at low cost without requiring additional brazing of the shaft end stellite tip. That is.
（問題点を解決するための手段）
本発明はＴｉ−６Ａｌ−４Ｖ材で一体物として成形し、
その表面を浸炭処理することを特徴とするチタン合金製
エンジンバルブの製造法である。(Means for solving the problems) The present invention is made of Ti-6Al-4V material and molded as a single piece,
This is a method for manufacturing a titanium alloy engine valve, which is characterized by carburizing its surface.
以下、本発明方法によって製造されたチタン合金製エン
ジンバルブ全第１図に示し、これに基づいて本発明方法
を詳述する。Hereinafter, the titanium alloy engine valve manufactured by the method of the present invention is shown in FIG. 1, and the method of the present invention will be described in detail based on this figure.
第１図において１はＴｉ−６Ａｌ−Ｖ材（チタン合金）
、２は軸部、３は軸端面、４はノ（ルブフェース面であ
る。In Fig. 1, 1 is Ti-6Al-V material (titanium alloy)
, 2 is the shaft portion, 3 is the shaft end surface, and 4 is the lub face surface.
Ｔｉ−６Ａｌ−Ｖ材の一例としては下表のものがある。Examples of Ti-6Al-V materials are shown in the table below.
先ず、チタン合金製エンジンノくルブは上表に示された
工５な化学成分を有するＴ１−６Ａ−１−Ｖ材にエフ一
体物として製造される。次にこの一体物は表面処理とし
て全体に浸炭処理を施こして硬化させる。チタン合台製
エンジンノ（ルフ゛では軸端面３、軸部２、バルブフェ
ース面４を硬イヒする必要があるが、軸部５、〕（ルブ
フェース面３は浸炭処理以外の硬化処理を施こす場合も
あるので、そのような場合には軸部２、）くルフ゛フェ
ース面４をマスキングし、軸端面Ｓのみ全浸炭処理して
もよい。First, a titanium alloy engine knob is manufactured as an integral part of T1-6A-1-V material having the chemical composition shown in the table above. Next, this integrated body is subjected to carburizing treatment as a surface treatment and hardened. Engines made of titanium composites (for Lube, it is necessary to harden the shaft end surface 3, shaft section 2, and valve face surface 4, but the shaft section 5) (If the valve face surface 3 is hardened other than carburizing treatment) In such a case, the shaft portion 2 and the hollow face surface 4 may be masked, and only the shaft end surface S may be fully carburized.
なおチタン合金の浸炭処理では表面硬さが非常に硬くな
るため、他の機械部品と当たる部分では、硬化層の剥離
が起こりうる。そのような場合、表面のごく硬い層を取
シ除く必要がある。Note that carburizing titanium alloys makes the surface extremely hard, so peeling of the hardened layer may occur in areas where the titanium alloy comes into contact with other mechanical parts. In such cases, it is necessary to remove the very hard layer on the surface.
表面への拡散処理では、表面が硬く、内部へいくに従っ
て硬さがしだいに低下する硬さ分布となるのが一般であ
るので、所望に応じて研削する表面層の厚さ金定めれば
Ｌい。In surface diffusion treatment, the surface is hard and the hardness distribution is generally such that the hardness gradually decreases toward the inside, so if the thickness of the surface layer to be ground is determined as desired, .
浸炭処理は鉄鋼材の浸炭処理において採用されている方
法と同一でおる。ガス浸炭を例に採れば、浸炭ガス（吸
熱型ガス）は種々おるが、例えば下記のＬうな組成のも
のが使用しうる。。The carburizing process is the same as the method used for carburizing steel materials. Taking gas carburizing as an example, there are various carburizing gases (endothermic gases), and for example, those having the following composition can be used. .
ＣＯ，； α１％
Ｃｏ ： ２５．７％
Ｈｌ： ５２．９１％
ＯＨ，： α４１％
Ｈ８０； α４チ
Ｎ！；残
浸炭処理条件は、浸炭炉において浸炭ガスを使用し、ガ
ス圧力全大気圧ニジや＼高くして（炉中に大気が入らな
い程度）行えばよい。CO,; α1% Co: 25.7% Hl: 52.91% OH,: α41% H80; α4 Chi N! ;Residual carburizing treatment conditions may be as follows: carburizing gas is used in a carburizing furnace, and the gas pressure is set to a total atmospheric pressure of 2 or higher (to the extent that air does not enter the furnace).
浸炭層の厚さにもよるが、上記ガスを使用し９２０℃で
５時間の浸炭処理全３回繰返したところ下記の：つな浸
炭層が得られ次。Although it depends on the thickness of the carburized layer, when the carburizing process was repeated three times at 920°C for 5 hours using the above gas, the following carburized layer was obtained.
処理したま＼の表面硬化の程度は、ビッカース式硬度測
定で表面硬さＨＶ：１０５０〜１１００マイクロビツカ
ース式硬度測足でＨｍＶ ： ５００以上の有効硬化深
さがＱ、１６〜Ｑ、２ｔ１ｍであり、全硬化層深さはα
２６へＧ、５ｍでめった。The degree of surface hardening of the untreated surface is determined by Vickers hardness measurement: surface hardness HV: 1050-1100, microVickers hardness measurement HmV: 500 or more, effective hardening depth Q, 16-Q, 2t1m. Yes, total hardening layer depth is α
G to 26, hit at 5m.
（発明の効果ン
本発明は従来のチタン合金製エンジンバルブの製作のよ
うに、軸端面にステライトチップのロー付を行わｌ〈て
もよいので、チタン合金去エンジンバルブを低コストで
かつ量産できる効果金有する。(Effects of the Invention) The present invention allows stellite chips to be brazed on the shaft end surface as in the production of conventional titanium alloy engine valves, making it possible to mass-produce titanium alloy-free engine valves at low cost. Has effect money.
第１図は本発明の対象とするチタン合金製エンジンバル
ブを説明するための図、第２図は従来のチタン合金製エ
ンジンバルブを説明するための図である。
復代理人 内 １） 明
復代理人 萩 原 亮 −
復代理人 安 西 篤 夫FIG. 1 is a diagram for explaining a titanium alloy engine valve to which the present invention is applied, and FIG. 2 is a diagram for explaining a conventional titanium alloy engine valve. Sub-Agents 1) Meifuku Agent Ryo Hagiwara − Sub-Agent Atsuo Anzai
Claims (1)
を浸炭処理することを特徴とするチタン合金製エンジン
バルブの製造法。A method for manufacturing a titanium alloy engine valve, characterized in that it is molded as a single piece from Ti-6Al-4V material and its surface is carburized.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13310385A JPS61291959A (en) | 1985-06-20 | 1985-06-20 | Production of titanium alloy valve of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13310385A JPS61291959A (en) | 1985-06-20 | 1985-06-20 | Production of titanium alloy valve of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61291959A true JPS61291959A (en) | 1986-12-22 |
Family
ID=15096885
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13310385A Pending JPS61291959A (en) | 1985-06-20 | 1985-06-20 | Production of titanium alloy valve of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61291959A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002080958A (en) * | 2000-09-11 | 2002-03-22 | Kiyotaka Matsuura | Method for forming carbonitride layer on surface of metallic material and titanium based metallic material provided with carbonitride layer on surface |
| JP2007009329A (en) * | 2005-06-28 | 2007-01-18 | General Electric Co <Ge> | Titanium treatment to minimize fretting |
-
1985
- 1985-06-20 JP JP13310385A patent/JPS61291959A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002080958A (en) * | 2000-09-11 | 2002-03-22 | Kiyotaka Matsuura | Method for forming carbonitride layer on surface of metallic material and titanium based metallic material provided with carbonitride layer on surface |
| JP4641091B2 (en) * | 2000-09-11 | 2011-03-02 | 清隆 松浦 | Method of forming carbonitride layer on metal material surface and titanium-based metal material having carbonitride layer on surface |
| JP2007009329A (en) * | 2005-06-28 | 2007-01-18 | General Electric Co <Ge> | Titanium treatment to minimize fretting |
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