WO2011071117A1 - エンジン部品用コーティング組成物及びそれを用いたエンジン部品 - Google Patents

エンジン部品用コーティング組成物及びそれを用いたエンジン部品 Download PDF

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WO2011071117A1
WO2011071117A1 PCT/JP2010/072147 JP2010072147W WO2011071117A1 WO 2011071117 A1 WO2011071117 A1 WO 2011071117A1 JP 2010072147 W JP2010072147 W JP 2010072147W WO 2011071117 A1 WO2011071117 A1 WO 2011071117A1
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group
oil
engine
formula
compound represented
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PCT/JP2010/072147
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English (en)
French (fr)
Japanese (ja)
Inventor
云智 高
純一 高橋
彩子 藤江
涼 平林
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株式会社リケン
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Priority to DE112010004766.9T priority Critical patent/DE112010004766B4/de
Priority to IN5029DEN2012 priority patent/IN2012DN05029A/en
Priority to CN201080055715.7A priority patent/CN102652162B/zh
Priority to US13/514,793 priority patent/US8835549B2/en
Publication of WO2011071117A1 publication Critical patent/WO2011071117A1/ja

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    • C—CHEMISTRY; METALLURGY
    • C09—DYES; PAINTS; POLISHES; NATURAL RESINS; ADHESIVES; COMPOSITIONS NOT OTHERWISE PROVIDED FOR; APPLICATIONS OF MATERIALS NOT OTHERWISE PROVIDED FOR
    • C09D—COATING COMPOSITIONS, e.g. PAINTS, VARNISHES OR LACQUERS; FILLING PASTES; CHEMICAL PAINT OR INK REMOVERS; INKS; CORRECTING FLUIDS; WOODSTAINS; PASTES OR SOLIDS FOR COLOURING OR PRINTING; USE OF MATERIALS THEREFOR
    • C09D4/00—Coating compositions, e.g. paints, varnishes or lacquers, based on organic non-macromolecular compounds having at least one polymerisable carbon-to-carbon unsaturated bond ; Coating compositions, based on monomers of macromolecular compounds of groups C09D183/00 - C09D183/16
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/10—Pistons  having surface coverings

Definitions

  • the present invention relates to a coating composition for engine parts and an engine part using the same, and more specifically, a coating composition for engine parts effective for preventing adhesion and accumulation of oil sludge having deteriorated and deteriorated engine oil on the engine parts. And an engine part such as an oil control ring using the same.
  • engine oil including oil additives
  • Oxidized oil can easily take in moisture from the outside air, and oil decomposed by heat is further thermally polymerized by engine heat to increase the molecular weight.
  • Oil deterioration factors such as moisture mixing, fuel dilution, and unburned fuel nitration have been clarified, but the oil eventually turns into muddy sediment (oil sludge) and adheres to engine parts. It deposits as a solid state deposit. If this happens, the parts will be worn out, the oil passages will be blocked with deposits, and in the worst case, the parts will stick together, hindering their function.
  • FIG. 3 shows an oil control ring 100 with a coil expander mounted in the ring groove 91 of the piston 9.
  • the oil ring main body 200 has an annular shape, has a joint, and includes a pair of rail portions 110 and 110 that are formed vertically in the axial direction, and a web 120 that connects between the rail portions 110 and the flange 110.
  • the oil control ring 100 with a coil expander comprises the oil ring main body 200 and the coil expander 300 that presses the oil ring main body 200 radially outward, and provides an appropriate amount of oil (minimum required) to the cylinder wall. It has a so-called oil control function.
  • oil sludge adheres to and accumulates on the surface of the coil expander 300, the inner circumferential groove 130 of the oil ring main body 200, and also in the oil hole 140 and the outer circumferential groove 150. There is a risk of blocking. When the oil hole 140 is blocked, the oil control function is not exhibited and the oil consumption increases. Further, when oil sludge adheres and accumulates in the coil pitch gap of the coil expander 300, there is a possibility that the tension is lost due to fixing in the coil pitch gap.
  • the coil expander 300 is fixed by the oil sludge adhering to and accumulated in the coil pitch gap, and the force that presses the oil ring body 200 is increased. As a result, the oil control ring 100 is less able to follow the cylinder wall.
  • FIG. 4 shows a steel combined oil control ring 500 installed in the ring groove 91 of the piston 9.
  • the steel combination oil control ring 500 is composed of a pair of annular side rails 600, 600 having joints, and a spacer expander 700 that supports the side rails 600, 600, and an ear 160 having an angle of the spacer expander 700.
  • the side rail 600 is pressed with a component force in the radial direction and the axial direction, and exhibits a sealing function on the cylinder wall surface and the upper and lower surfaces of the ring groove in addition to the oil control function.
  • the axial width i.e.
  • h 1 dimension smaller with thin width combined oil control ring 500 may followability to the cylinder wall surface, since it is also above the side seal function, even in the low tension increase oil consumption Friction loss can be reduced.
  • oil sludge tends to adhere and accumulate particularly in the space 180 between the ear portion 160 of the spacer expander 700, the outer peripheral flat portion 170, and the side rail 600.
  • the width is reduced, oil sludge accumulates and the side rail 600 adheres to the spacer expander 700, thereby lowering the ability of the side rail 600 to follow the cylinder inner surface and increasing oil consumption. .
  • oil repellent treatment has been studied as a method for preventing oil sludge from adhering to and accumulating on the oil control ring and piston and other engine parts. This is intended to prevent oil sludge from adhering to the engine oil by forming an oil-repellent coating on the surface of the engine component.
  • materials used for the oil-repellent treatment there are many fluorine-based materials such as polytetrafluoroethylene and fluorinated alkylsilane.
  • JP-A-7-246365 proposes a method of forming an oil-repellent film by a sol-gel method from a metal alkoxide and a fluoroalkyl group-substituted metal alkoxide in which a part of the alkoxyl group is substituted with a fluoroalkyl group.
  • Substances containing fluoroalkyl groups are known to have water and oil repellency, and the presence of these fluoroalkyl groups on the surface of the coating imparts oil repellency to engine parts and prevents oil sludge from adhering and accumulating. I am trying.
  • JP-A-10-157013 describes that the film of JP-A-7-246365 formed by a sol-gel method using a fluoroalkyl group-substituted metal alkoxide is very thin and is not suitable for practical use. For this reason, JP-A-10-157013 and JP-A-2000-27995 propose a method of increasing the film thickness by accelerating the polymerization of the fluoroalkyl group-substituted alkoxide before applying the coating solution to the substrate. ing.
  • the present invention provides a coating composition for an engine component capable of preventing adhesion and accumulation of oil sludge to the engine component, particularly, oil sticking to the engine component, and an engine component using the same.
  • the issue is to provide.
  • oil sludge adheres to the surface of engine parts by using a compound having a polyfluoroalkyl group and / or a polyfluoropolyether group and an organopolysiloxane group.
  • a composition can be obtained that suppresses the deposition and provides surface properties that facilitate the removal (peeling) of the solid-state deposit (the resulting oil sludge).
  • the adhesion between the coating film and the substrate is improved by simultaneously containing an alkoxysilyl group, and the performance is maintained over a long period of time. It was possible to make it.
  • the coating composition for engine parts of the present invention is characterized by containing at least one of a polyfluoroalkyl group and a polyfluoropolyether group, an organopolysiloxane group, and an alkoxysilyl group.
  • a polymer unit derived from a compound represented by the following formula (a) a polymer unit derived from a compound represented by the following formula (b), and a polymer unit derived from a compound represented by the following formula (c) It is preferable to contain at least one of these.
  • R 1 hydrogen atom or methyl group
  • Q 1 single bond or divalent linking group
  • R f polyfluoroalkyl group or polyfluoropolyether group
  • Y an organopolysiloxane group having a number average molecular weight (Mn)
  • the number average molecular weight (Mn) of the organopolysiloxane group is preferably 5,000 to 30,000, more preferably 10,000 to 15,000.
  • the compounding ratio of each compound is 50-90% by mass of a compound having at least one of a polyfluoroalkyl group and a polyfluoropolyether group, 9-40% by mass of a compound having an organopolysiloxane group, and an alkoxysilyl group.
  • the compound is preferably 1-10% by mass.
  • the engine component of the present invention is an engine component in which at least a part of the coating composition for an engine component is coated on a component in the combustion chamber of the engine in which oil sludge is present.
  • a piston, a piston ring Parts around the combustion chamber such as a cylinder liner and a cylinder head are suitable.
  • the engine component of the present invention may have a contact angle of 60 ° or more and a sliding angle of 5 ° or more and 20 ° or less in a part coated with a coating composition for engine components in a 200 ° C. paraffinic lubricating oil.
  • the rolling angle is more preferably 5 ° or more and 15 ° or less, and further preferably 5 ° or more and 10 ° or less.
  • the coating composition for engine parts of the present invention contains at least one of a polyfluoroalkyl group and a polyfluoropolyether group, an organopolysiloxane group, and an alkoxysilyl group. Since this coating has excellent adhesion to the substrate, and has the performance of preventing the adhesion and accumulation of oil sludge and the removal (peeling) of deposits in the solid state, the engine component of the present invention coated with this coating has an oil Even if sludge is present, it prevents oil sludge from adhering and accumulating for a long period of time, and even if it accumulates as a solid deposit, it can be easily removed (peeled) to maintain the desired performance. it can.
  • the coating composition for engine parts according to the present invention comprises at least one of a polyfluoroalkyl group and a polyfluoropolyether group, an organopolysiloxane group, and an alkoxysilyl group.
  • the functional group is contained as an essential component.
  • the compound containing these functional groups is not particularly limited as long as these functional groups are included, but it is preferable that the compound contains at least one polymer unit derived from the following compound containing each functional group.
  • the polymerizable compound having an oil-repellent polyfluoroalkyl group or polyfluoropolyether group is represented by the following formula (a).
  • CH 2 C (R 1 ) ⁇ C (O) O ⁇ Q 1 ⁇ R f ;
  • R 1 is a hydrogen atom or a methyl group
  • Q 1 is a single bond or a divalent linking group
  • R f is a polyfluoroalkyl group or a polyfluoropolyether group.
  • R 1 is a hydrogen atom or a methyl group, and is preferably a methyl group because it is excellent in oil sludge adhesion and deposition preventing function.
  • Q 1 can be appropriately selected as long as it is a single bond or a divalent linking group, but a single bond, an alkylene group having 1 to 6 carbon atoms, an amino group, a sulfonyl group, or a divalent linking group obtained by combining these It is preferably a group.
  • an alkylene group having 1 to 6 carbon atoms is preferable.
  • the R f group is a polyfluoroalkyl group or a polyfluoropolyether group.
  • the polyfluoroalkyl group is a partial fluoro substitution or a perfluoro substitution in which two to all of the hydrogen atoms of the alkyl group are substituted with fluorine atoms.
  • An alkyl group is meant.
  • the polyfluoroalkyl group represented by the R f group may have a linear structure or a branched structure.
  • Examples thereof include a partially fluoro-substituted or perfluoro-substituted alkyl group corresponding to an alkyl group having a linear structure such as methyl, ethyl, propyl, butyl, pentyl, hexyl, or a branched structure.
  • Examples of the polyfluoroalkyl group having a branched structure include perfluoro-substituted alkyl groups such as isopropyl group and 3-methylbutyl group.
  • the polyfluoropolyether group means a group in which an etheric oxygen atom is inserted between one or more carbon-carbon atoms in the polyfluoroalkyl group.
  • the R f group has no problem in performance even if it has 8 or more carbon atoms, but it is more preferable that it has 6 or less carbon atoms in consideration of the influence on the living body and the environment.
  • the R f group may have either a linear structure or a branched structure, but a linear structure is preferable from the viewpoint of increasing the orientation of the R f group. For the same reason, in the case of a branched structure, it is preferable that the branched portion is a structure present at the terminal portion of the R f group.
  • the R f group is preferably a polyfluoroalkyl group.
  • the R f group is preferably a perfluoroalkyl group (R F group) which is substantially all fluorine-substituted, and more preferably a linear R F group.
  • the polymerizable compound having an organopolysiloxane group is represented by the following formula (b).
  • CH 2 C (R 1 ) ⁇ C (O) O ⁇ Q 1 ⁇ Y ......
  • R 1 is a hydrogen atom or a methyl group
  • Q 1 is a single bond or a divalent linking group
  • Y is an organopolysiloxane group having a number average molecular weight (Mn) of 1,000 to 60,000.
  • Y is an organopolysiloxane group having a number average molecular weight (Mn) of 1,000 to 60,000.
  • the organopolysiloxane group include a silicon atom of a repeating unit represented by — (SiO) x—, a hydrogen atom, an alkyl group. And a group substituted with a group or a phenyl group. Of these, a polydimethylsiloxane group represented by — (Si (CH 3 ) 2 O) — is preferable.
  • the terminal of the organopolysiloxane group does not have a polymerizable group.
  • an alkyl group, an alkoxy group, and a polyether group are preferable, and an alkyl group is more preferable.
  • the alkyl group, the alkoxy group, and the polyether group may have a substituent.
  • a compound represented by the following formula (b1) a compound having a structure in which the number average molecular weight of the polydimethylsiloxane group is 5,000 to 30,000 is preferable, and 10,000 to 15,000 is more preferable.
  • CH 2 C (R 1 ) -C (O) O- (CH 2 ) n- (Si (CH 3 ) 2 O) m -Si (CH 3 ) 2 -R 5 ; (b1)
  • R 1 is a hydrogen atom or a methyl group
  • R 5 is an alkyl group
  • m is an integer of 10-800
  • n is an integer of 1-6.
  • R 5 in the formula (b1) is an alkyl group, which may have a substituent, but does not contain a polymerizable functional group.
  • substituent for R 5 include a hydroxyl group, a halogen atom, a cyano group, an alkoxy group, an aryloxy group, an alkylthio group, an acyl group, a carboxyl group, a sulfonyl group, an acyloxy group, a sulfonyloxy group, a phosphonyl group, an amino group, an amide group, Examples thereof include an alkyl group, an aryl group, a heterocyclic group, and an alkoxyacyloxy group.
  • Examples of the polymerizable functional group excluded from the substituent of R 5 include polymerizable unsaturated groups such as vinyl group, acryloyl group, and methacryloyl group, epoxy group, and isocyanate group.
  • R 5 is preferably an alkyl group having 1 to 5 carbon atoms.
  • the polymerizable compound having an alkoxysilyl group is represented by the following formula (c).
  • R 1 is a hydrogen atom or a methyl group
  • Q 1 is a single bond or a divalent linking group
  • R 2 , R 3 and R 4 are alkoxy groups.
  • R 1 and Q 1 similar to those in formula (a) are used.
  • R 2 , R 3 and R 4 are preferably an alkoxy group having 1 to 3 carbon atoms.
  • R 2 , R 3 and R 4 may be the same alkoxy group or different alkoxy groups.
  • the active component of the coating composition for engine parts of the present invention includes a compound having at least one of a polyfluoroalkyl group and a polyfluoropolyether group, a compound having an organopolysiloxane group, and an alkoxysilyl group. It is also possible to use a mixture in which three kinds of compounds are mixed as essential components, a compound represented by formula (a), a compound represented by formula (b) and a compound represented by formula (c).
  • a mixture of a polymer obtained by polymerizing or copolymerizing one or two kinds and a polymer obtained by polymerizing or copolymerizing the remaining one or two kinds may be used, or a compound represented by the formula (a), A polymer (1) obtained by copolymerizing all of the compound represented by the formula (b) and the compound represented by the formula (c) can also be used.
  • the compound represented by the formula (a), the compound represented by the formula (b), and the formula (c) are excellent in the performance of exhibiting the oil sludge adhesion and accumulation preventing effect over a long period of time. It is preferable to use a polymer (1) obtained by copolymerizing all the compounds.
  • the amount of the compound having a polyfluoroalkyl group or a polyfluoropolyether group is 50 to 90% by mass. Preferably, 70 to 80% by mass is more preferable.
  • the amount of the compound having an organopolysiloxane group is preferably 9-40% by mass.
  • the amount of the compound having an alkoxysilyl group is preferably 1-10% by mass.
  • any compound can also use a some compound, In that case, what is necessary is just to adjust so that those total amounts may become the said range.
  • the polymerization unit derived from the compound represented by the formula (a) is preferably 50 to 90% by mass, and more preferably 70 to 80% by mass.
  • the polymerized unit derived from the compound represented by the formula (b) is preferably 9 to 40% by mass.
  • the polymerization unit derived from the compound represented by the formula (c) is preferably 1 to 10% by mass.
  • the polymer (1) when the number average molecular weight of the organopolysiloxane group of the compound represented by the formula (b) is about 10,000, a polymer unit derived from the compound represented by the formula (a) Is 50-70% by mass, polymerized units derived from the compound represented by the formula (b) are 29-40% by mass, polymerized units derived from the compound represented by the formula (c) are 1-10% by mass It is preferable. Similarly, when the number average molecular weight of the organopolysiloxane group of the compound represented by the formula (b) is about 12,000, the polymer unit derived from the compound represented by the formula (a) is 70-80% by mass.
  • the polymer units derived from the compound represented by the formula (b) are preferably 19-29% by mass, and the polymer units derived from the compound represented by the formula (c) are preferably 1-10% by mass.
  • the mass ratio of each polymer unit in the polymer is a value that is considered that all raw materials used in the polymerization constitute a polymer unit. Therefore, for example, in the polymer (1), the mass ratio of polymerized units derived from the compound represented by the formula (a) (percentage of the mass of the polymerized units contained therein relative to the total polymerized unit mass) is substantially equal to Further, it is determined as a ratio of the mass of the compound (a) used for the polymerization to the total mass of the polymerization raw material compound. The mass ratio of other polymer units in the polymer can be obtained in the same manner.
  • the coating composition for engine parts of the present invention comprises at least one of a polyfluoroalkyl group and a polyfluoropolyether group, an organopolysiloxane group, and an alkoxysilyl group as essential components, but contains other compounds (polymerized units).
  • the other compound that may be contained is not particularly limited as long as it is a polymer unit derived from a compound that can be blended with the essential component or a compound that can be copolymerized with a compound that forms a polymer unit of the essential component. Examples thereof include structures derived from system compounds, acrylic acid, methacrylic acid and ester compounds thereof, and epoxy compounds.
  • the lipophilic group referred to here is a lipophilic group other than the organopolysiloxane group, and examples thereof include an aliphatic hydrocarbon group having 1 to 30 carbon atoms or a cyclic hydrocarbon group.
  • the number average molecular weight of the copolymer is preferably 2,000-2,000,000, more preferably 10,000-500,000, and further preferably 20,000-200,000.
  • the polymerization form of the copolymer is not particularly limited and may be any of random copolymerization, block copolymerization, graft copolymerization, and the like, but random copolymerization is preferable.
  • the method of carrying out addition polymerization based on the unsaturated group in each compound is used.
  • the polymerization can be carried out by appropriately selecting addition polymerization conditions for known unsaturated compounds.
  • the polymerization initiator is not particularly limited, and usual polymerization initiators such as organic peroxides, azo compounds, and persulfates can be used.
  • the coating composition for engine parts of the present invention is preferably prepared as a liquid composition by copolymerizing the polymerizable compound in a hydrocarbon solvent, an ester solvent, or a fluorine solvent.
  • the solvent used when preparing as a liquid composition may be different.
  • the polymerizable compound is a gas raw material such as vinyl chloride, it may be continuously supplied under pressure using a pressure vessel.
  • the solvent of the coating composition for engine parts of the present invention is not particularly limited as long as it can dissolve or disperse the coating (effective) component, but as the hydrocarbon solvent, hexane, heptane, isooctane, octane, ester type
  • the solvent include ethyl acetate, methyl acetate, butyl acetate
  • the fluorine-based solvent include hydrofluorocarbon (HFC) or hydrofluoroether (HFE). Of these, a fluorine solvent having excellent drying properties is preferred. Specific examples of usable fluorinated solvents are shown below, but are not limited thereto.
  • a hydrofluoroether mixture of CF 3 (CF 2 ) 3 OC 2 H 5 and (CF 3 ) 2 CFCF 2 OC 2 H 5 is available under the trade name Novec HFE7200 (manufactured by 3M).
  • Engine parts that cover the coating composition for engine parts of the present invention include parts around the combustion chamber such as pistons, piston rings, cylinder liners, and cylinder heads.
  • the oil sludge can be prevented from adhering to these parts by coating the inner wall surface of the cylinder head and the wall surface of the piston head with the coating composition of the present invention.
  • the oil control ring with the coil expander shown in FIG. 1 or the oil control ring such as the steel combination oil control ring shown in FIG. Adhesion and accumulation can be prevented, and it is effective for preventing the oil control ring from sticking.
  • the method for coating the engine component coating composition of the present invention on the engine component is not particularly limited, but a liquid phase method such as dip coating or spray coating, which is simple and inexpensive, is preferable.
  • the active ingredient concentration in the solution is adjusted so as to obtain an appropriate solution viscosity.
  • the total amount of active ingredients is preferably 0.1 to 10% by mass, more preferably 1 to 5% by mass, based on the entire solution.
  • the engine component of the present invention has at least a part of its surface coated with the coating composition for engine components of the present invention, and the contact angle of paraffinic engine oil at 200 ° C. of the coated surface based on the following method is 60 °.
  • the falling angle is preferably 5 ° or more and 20 ° or less.
  • the sliding angle is more preferably 5 ° or more and 15 ° or less, and further preferably 5 ° or more and 10 ° or less.
  • Engine parts that have a coating surface with a contact angle and falling angle in the above range show oil sludge adhesion and deposition prevention performance and excellent removal (peeling) performance of solid deposits, and oil sludge adhesion over a long period of time. Therefore, even if the oil sludge is deposited as a solid deposit, it can be easily removed and the desired performance can be maintained.
  • the measurement sample was fixed to an aluminum hot stage provided with a heater, and the temperature of the measurement sample surface was measured with a thermocouple, and adjusted to 200 ⁇ 2 ° C.
  • 30 microliters of paraffinic engine oil lubricating oil for paraffinic raw material “Super Oil N100” manufactured by Shin Nippon Oil Co., Ltd.
  • the measurement sample was tilted by 1 °, and the tilt angle when the receding side of the oil droplet started to move was defined as the falling angle.
  • the sample was further tilted after it was allowed to stand for 1 minute every 1 ° tilt and after confirming that the oil droplet receding side did not move.
  • Each measurement sample was measured at five locations, and the average value was taken as the falling angle of the sample.
  • the measurement sample was fixed to an aluminum hot stage provided with a heater, and the temperature of the measurement sample surface was measured with a thermocouple, and adjusted to 200 ⁇ 2 ° C.
  • Ten microliters of paraffinic engine oil lubricant for paraffinic raw material “Super Oil N100” manufactured by Nippon Oil Corporation
  • the angle between the tangent line drawn on the droplet at the contact point of the three phases of the measurement sample, the droplet and air and the surface of the measurement sample and the surface containing the droplet was defined as the contact angle.
  • Each measurement sample was measured at 10 locations, and the average value was taken as the contact angle of the sample.
  • a stainless steel (SUS304) flat plate (arithmetic average roughness Ra: 10 mm or less) having an oxide film formed on the surface by heat treatment at 500 ° C. in the atmosphere was used.
  • Each substrate is immersed in each composition of Composition 1-5 and Comparative Composition 1-2 for 30 seconds, then placed in an electric furnace and heat treated at 120 ° C. for 1 hour in the atmosphere.
  • a film was formed on the sample to prepare a measurement sample (Example 1-5 and Comparative Example 1-2). The thickness of the coating was about 0.8 mm.
  • a stainless steel (SUS304) flat plate which was only heat-treated at 500 ° C. in the atmosphere and on which no coating film was formed by the coating composition was used as Comparative Example 3.
  • Table 2 shows the results of measuring the drop angle and contact angle at 200 ° C. for each measurement sample by the method described above.
  • Kyowa Interface Science Co., Ltd. automatic contact angle meter DM500 was used for the measurement of the falling angle and the contact angle.
  • Comparative Example 3 paraffinic engine oil was dropped on the base material, but the liquid spread on the base material, and no droplets were formed. Therefore, neither the falling angle nor the contact angle could be measured.
  • Oil sludge adhesion test The deteriorated oil mixed with oil sludge was used in advance for engine operation and heated to adjust the oil temperature to 80 ° C. The measurement sample was taken out by being immersed in the deteriorated oil for 1 minute, and then placed in an electric furnace set at a furnace temperature of 200 ° C. and heat-treated for 4 minutes. After immersion in deteriorated oil and heat treatment at 200 ° C. 370 times, the surface of the measurement sample was observed to evaluate the adhesion state of oil sludge.
  • the oil sludge peeling (removal) state was evaluated based on the following judgment criteria by determining the area ratio of the oil sludge adhering portion after ultrasonic irradiation with the area of the oil sludge adhering portion before ultrasonic irradiation being 100.
  • ⁇ Adhesion state ⁇ : Almost no adhesion, ⁇ : 0% to less than 20%, ⁇ : 20% to 90%, X: Over 90% (approached almost on the entire surface).
  • ⁇ Peeling condition ⁇ : 0% (100% peeling), ⁇ : 0% to less than 5%, ⁇ : 5% to 90%, ⁇ : Over 90% (almost no peeling).
  • Comparative Example 3 where no coating treatment was performed, and in Comparative Example 2 where a composition containing a polyorganosiloxane group and an alkoxysilyl group but not containing a perfluoroalkyl group was coated, oil sludge adhered to almost the entire surface of the measurement sample. The oil sludge was deposited in a solid state. Deposits could hardly be removed even after ultrasonic irradiation of these samples in a hydrocarbon-based cleaning agent.
  • Comparative Example 1 which does not contain a polyorganosiloxane group and contains a perfluoroalkyl group and an alkoxysilyl group has improved the removal state of the deposit, it cannot be said that the adhesion preventing effect is sufficient.
  • Example 1-5 the adhesion of oil sludge was very small, and an excellent adhesion preventing effect was shown.
  • the immersion in the deteriorated oil and the heat treatment at 200 ° C. were repeated until the oil sludge adhesion area was about 20% of the total area of the measurement sample.
  • these samples were immersed in a hydrocarbon-based cleaning agent, irradiated with ultrasonic waves, and then the surface deposit peeling (removal) state was observed.
  • Example 5 showed an extremely excellent deposit peeling (removal) state. Deposit removal performance tended to improve as the sliding angle decreased.
  • Example 1-5 The coating composition of Example 1-5 and the coating compositions of Comparative Examples 1 and 2 were applied to the following oil with a coil expander as well as the falling angle, contact angle, and coating on the measurement sample used in the oil sludge adhesion test.
  • a control ring was coated to obtain Example 6-10 (composition of Example 1-5) and Comparative Examples 4 and 5 (composition of Comparative Examples 1 and 2), respectively.
  • the thickness of the coating was about 0.8 ⁇ m.
  • Comparative Example 6 was not applied.
  • Oil ring body material SUS440B, surface treatment per land part: nitriding, Nominal diameter: 95 mm, ring width: 3 mm, ring thickness: 2 mm, Window width: 0.6 mm, window length: 3 mm, column length: 5 mm
  • Coil expander Material SUS304, wire diameter (wire diameter x coil diameter): 0.6 mm x 1.2 mm, Outer diameter: 92.3 mm, coil pitch: 2.0 mm
  • the engine test was conducted using a 4-cylinder diesel engine with a displacement of 2.8 liters.
  • the oil control rings with coil expanders of Examples 6-8 and Comparative Example 6 were incorporated into each piston of each cylinder.
  • a common top ring with a barrel face on the outer periphery and a second ring with a tapered face on the outer periphery were installed.
  • the engine oil was deteriorated oil, and a cyclic evaluation test was repeated in which operation conditions from the stopped state to the maximum output speed and oil / water temperature conditions from low temperature to high temperature were repeated continuously. After completion of the evaluation test for a predetermined time, the engine was disassembled and the oil holes were observed with the oil ring attached.
  • the amount of deposits was expressed as a relative value with the value of Comparative Example 6 being 100.
  • the oil control rings with coil expanders of Examples 9 and 10 and Comparative Examples 4 and 5 were also mounted on each cylinder of the above-described 4-cylinder diesel engine, and the same evaluation test and observation as the diesel engine test were performed. The results are also shown in Table 3.
  • Example 4 As shown in Table 3, in Examples 6-10 and Comparative Example 4, a small amount of adhesion was observed in the coil pitch gap facing the oil hole of the coil expander, but there was no blockage. Moreover, a very small amount of deposit was observed in the inner circumferential groove of the oil ring. The amount of deposits in Comparative Example 4 was about 3-15 times higher than that in Example 6-10. In Comparative Example 5, sludge adhered and deposited at the portion facing the oil hole of the coil expander, and the gap between the coil pitches was closed. A relatively large amount of deposit was also observed in the inner circumferential groove of the oil ring body. In Comparative Example 6, there were many black deposits.
  • Example 1-5 Similar to the diesel engine test, the coating composition of Example 1-5 and the coating composition of Comparative Examples 1 and 2 were respectively replaced with Example 11-15 (composition of Example 1-5), Comparative Example 7, The steel combined oil control ring was coated as 8 (composition of Comparative Examples 1 and 2). In addition, Comparative Example 9 was used without coating.
  • the thickness of the coating was 0.8 ⁇ m.
  • the nominal diameter of the steel combined oil control ring is 75 mm
  • the combined nominal width is 2.0 mm
  • the combined thickness 2.5 mm
  • the side rail width is 0.4 mm
  • the side rail material is SUS440
  • spacer extract The material of the panda was SUS304.
  • the spacer expander was subjected to salt bath nitriding treatment, and the side rail was subjected to radical nitriding treatment.
  • the gasoline engine test was conducted in the same way as the diesel engine test except that a 4-cylinder gasoline engine with a displacement of 1.5 liters was used. After completion of the evaluation test for a predetermined time, the engine was disassembled and the appearance of the ring was observed with the oil ring attached. Also, the oil ring was removed, and the presence or absence of sticking between the spacer expander and the side rail was investigated. Subsequently, the spacer expander and the side rail were washed away with acetone and sufficiently dried. After the dried spacer expander and side rail were vibrated, almost all adhered and deposited materials were scraped off. The collected deposits and deposits were dried at 120 ° C. for 60 minutes, allowed to cool in a desiccator, and then weighed. The results are shown in Table 4 IV. The amount of deposits was expressed as a relative value with the value of Comparative Example 9 being 100.
  • the oil ring of Example 11-15 clearly had less adhesion and deposit than the oil ring of Comparative Example 7-9, and no sticking was observed.
  • the spacer expander of Example 15 partial uneven distribution of deposits was not recognized.
  • the oil ring of Comparative Example 7 did not adhere, but had deposits attached.
  • the oil rings of Comparative Examples 8 and 9 a large amount of black deposit was adhered, and the side rails were fixed to the spacer expander.

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  • Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Wood Science & Technology (AREA)
  • Organic Chemistry (AREA)
  • Paints Or Removers (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lubricants (AREA)
PCT/JP2010/072147 2009-12-10 2010-12-09 エンジン部品用コーティング組成物及びそれを用いたエンジン部品 WO2011071117A1 (ja)

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DE112010004766.9T DE112010004766B4 (de) 2009-12-10 2010-12-09 Beschichtungszusammensetzung für Motorteile und diese umfassendes Motorteil
IN5029DEN2012 IN2012DN05029A (zh) 2009-12-10 2010-12-09
CN201080055715.7A CN102652162B (zh) 2009-12-10 2010-12-09 发动机零件用涂覆组合物及使用其的发动机零件
US13/514,793 US8835549B2 (en) 2009-12-10 2010-12-09 Coating composition for engine parts and engine part comprising it

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JP2009280910A JP5562018B2 (ja) 2009-12-10 2009-12-10 エンジン部品用コーティング組成物及びそれを用いたエンジン部品

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JP6543331B2 (ja) * 2015-03-31 2019-07-10 日本ピストンリング株式会社 組合せオイルリング
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US10626991B2 (en) * 2017-09-29 2020-04-21 Tpr Co., Ltd. Segment, combination oil ring, and manufacturing method for a segment
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CN102652162B (zh) 2016-06-29
JP5562018B2 (ja) 2014-07-30
IN2012DN05029A (zh) 2015-10-02
DE112010004766T5 (de) 2012-10-18
JP2011122060A (ja) 2011-06-23
US20120245274A1 (en) 2012-09-27
DE112010004766B4 (de) 2015-07-16
US8835549B2 (en) 2014-09-16

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