WO2024127969A1 - クランクシャフト及びクランクシャフトの製造方法 - Google Patents

クランクシャフト及びクランクシャフトの製造方法 Download PDF

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Publication number
WO2024127969A1
WO2024127969A1 PCT/JP2023/042472 JP2023042472W WO2024127969A1 WO 2024127969 A1 WO2024127969 A1 WO 2024127969A1 JP 2023042472 W JP2023042472 W JP 2023042472W WO 2024127969 A1 WO2024127969 A1 WO 2024127969A1
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Prior art keywords
crankshaft
hardened layer
ferrite
content
volume fraction
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English (en)
French (fr)
Japanese (ja)
Inventor
なつみ 菊地
達彦 安部
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Nippon Steel Corp
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Nippon Steel Corp
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Priority to CN202380081808.4A priority Critical patent/CN120344686A/zh
Priority to JP2024564255A priority patent/JPWO2024127969A1/ja
Publication of WO2024127969A1 publication Critical patent/WO2024127969A1/ja
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    • 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
    • C21D8/00—Modifying the physical properties of ferrous metals or ferrous alloys by deformation combined with, or followed by, heat treatment
    • C21D8/06—Modifying the physical properties of ferrous metals or ferrous alloys by deformation combined with, or followed by, heat treatment during manufacturing of rods or wires
    • 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
    • C21D9/30—Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articles; Furnaces therefor for crankshafts; for camshafts
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/60—Ferrous alloys, e.g. steel alloys containing lead, selenium, tellurium, or antimony, or more than 0.04% by weight of sulfur

Definitions

  • the present invention relates to a crankshaft and a method for manufacturing a crankshaft.
  • crankshafts are manufactured by hot forging steel into a base material, then machining it such as cutting and grinding, and then induction hardening to improve fatigue strength, followed by finishing. At this stage, the material can crack if it is left for a long time between induction hardening and finishing, or it can crack during the finishing process, making the material prone to cracking an issue.
  • JP 2018-112222 A discloses a crankshaft whose surface has been induction hardened.
  • this induction hardened crankshaft when the distance from the connection position of the fillet R portion and thrust portion of the pin or journal to the top of the apex is H (mm), the distance from the connection position to the quench hardened layer on the shoulder surface of the pin or journal is L (mm), and the diameter of the pin or journal is D (mm), the distance L on the apex side of the shoulder of the pin or journal is (-0.032D+6.6521) ⁇ H 1/3 (mm) or more.
  • JP 2008-127620 A discloses a crankshaft that has a hardened layer at least on the surface of the crankpin. This crankshaft has a surface compressive residual stress of 600 MPa or more in the bottom R portion of the crankpin.
  • WO 2018/008703 discloses a rolled wire rod in which cracking during cold forging is effectively suppressed even when spheroidizing annealing before cold forging is omitted or shortened.
  • This rolled wire rod has a mixed structure of ferrite and pearlite, and the average area of sulfides present in the range from the outermost layer to the D/8 position (D is the diameter of the rolled wire rod) is 6 ⁇ m 2 or less, and the average aspect ratio of the sulfides is 5 or less.
  • the objective of the present invention is to provide a crankshaft with excellent crack resistance and fatigue strength.
  • a crankshaft according to one embodiment of the present invention has a chemical composition, in mass %, of C: 0.35-0.65%, Si: 0.01-0.60%, Mn: 1.00-2.00%, Cr: 0.01-0.50%, Al: 0.001-0.050%, S: 0.010-0.100%, N: 0.010-0.030%, Ti: 0-0.020%, and the balance: Fe and impurities, wherein the chemical composition satisfies the following formula (1); the crankshaft has a hardened layer on at least a portion of its surface, the hardened layer having a structure containing 9.0 volume % or more of ferrite and the balance being at least one of martensite and bainite, and the hardened layer has a Vickers hardness of 520 or more. ([C]-0.05)/[N]-300 x [Ti] ⁇ 30.0 (1) The C content and N content in mass% are substituted into [C] and [N] in formula (1), respectively.
  • a crankshaft according to one embodiment of the present invention may have a chemical composition, in mass %, of C: 0.35-0.65%, Si: 0.01-0.60%, Mn: 1.00-2.00%, Cr: 0.01-0.50%, Al: 0.001-0.050%, S: 0.010-0.100%, N: 0.010-0.030%, and the balance: Fe and impurities, wherein the chemical composition satisfies the following formula (1); the crankshaft has a hardened layer on at least a part of its surface, the hardened layer having a structure containing 9.0 volume % or more of ferrite and the balance being at least one of martensite and bainite, and the hardened layer has a Vickers hardness of 520 or more. ([C]-0.05)/[N] ⁇ 30.0 (1) The C content and N content in mass% are substituted into [C] and [N] in formula (1), respectively.
  • a crankshaft according to one embodiment of the present invention may have a chemical composition, in mass %, of C: 0.35-0.65%, Si: 0.01-0.60%, Mn: 1.00-2.00%, Cr: 0.01-0.50%, Al: 0.001-0.050%, S: 0.010-0.100%, N: 0.010-0.030%, and further containing Ti: 0.020% or less, with the balance being Fe and impurities, wherein the chemical composition satisfies the following formula (1), the crankshaft has a hardened layer on at least a part of its surface, the hardened layer having a structure containing 9.0 volume % or more of ferrite and the balance being at least one of martensite and bainite, and the hardened layer has a Vickers hardness of 520 or more. ([C]-0.05)/[N]-300 x [Ti] ⁇ 30.0 (1) The C content and N content in mass% are substituted into [C] and [N] in formula (1), respectively.
  • the method for manufacturing a crankshaft is a method for manufacturing the above-mentioned crankshaft, and includes the steps of preparing an intermediate crankshaft, heating a target region of the intermediate where a hardened layer is to be formed to a heating temperature of 920 to 980°C, cooling the target region from the heating temperature to an isothermal holding temperature of 710 to 760°C at a cooling rate of 80°C/sec or more and holding the target region at the isothermal holding temperature for 80 seconds or more, and cooling the target region from the isothermal holding temperature to a temperature below the Ms point at a cooling rate of 80°C/sec or more.
  • the present invention provides a crankshaft with excellent crack resistance and fatigue strength.
  • FIG. 1 shows the heat pattern of the heat treatment carried out in the examples.
  • FIG. 2 is a binarized image of the structure of the steel material No. 2 in Table 2.
  • FIG. 3 is a binarized image of the structure of the steel material No. 4 in Table 2.
  • FIG. 4 is a scatter diagram showing the relationship between hardness and the volume fraction of ferrite.
  • FIG. 5 is a scatter diagram showing the relationship between bending fatigue strength and ferrite volume fraction.
  • crack resistance in this specification does not refer to cracks caused by fatigue, but rather to cracks (delayed cracks) that occur when grinding or the like is performed after the hardened layer is formed.
  • crankshaft and a manufacturing method thereof according to one embodiment of the present invention are described in detail.
  • crankshaft according to this embodiment has the chemical composition described below.
  • % for the content of an element means mass %.
  • C 0.35 to 0.65% Carbon (C) improves the hardness of steel and contributes to improving fatigue strength. On the other hand, if the C content is too high, crack resistance and machinability decrease. Therefore, the C content is 0.35 to 0.65%.
  • the lower limit of the C content is preferably 0.37%, and more preferably 0.40%.
  • the upper limit of the C content is preferably 0.60%, and more preferably 0.55%.
  • Si 0.01 to 0.60%
  • Silicon (Si) has a deoxidizing effect and an effect of strengthening ferrite.
  • the Si content is 0.01 to 0.60%.
  • the lower limit of the Si content is preferably 0.02%, more preferably 0.05%, and even more preferably 0.10%.
  • the upper limit of the Si content is preferably 0.58%, and even more preferably 0.55%.
  • Mn 1.00 to 2.00%
  • Manganese (Mn) improves the hardenability of steel and contributes to improving the hardness of steel.
  • Mn content is 1.00 to 2.00%.
  • the lower limit of the Mn content is preferably 1.10%, and more preferably 1.20%.
  • the upper limit of the Mn content is preferably 1.80%, and more preferably 1.60%.
  • Chromium (Cr) improves the hardenability of steel and contributes to improving the hardness of steel.
  • Cr content is 0.01 to 0.50%.
  • the lower limit of the Cr content is preferably 0.05%, and more preferably 0.08%.
  • the upper limit of the Cr content is preferably 0.30%, and more preferably 0.20%.
  • Al 0.001 to 0.050%
  • Aluminum (Al) has a deoxidizing effect.
  • the Al content is 0.001 to 0.050%.
  • the lower limit of the Al content is preferably 0.002%, and more preferably 0.005%.
  • the upper limit of the Al content is preferably 0.040%, and more preferably 0.030%.
  • S 0.010 to 0.100% Sulfur (S) forms MnS and improves the machinability of steel. On the other hand, if the S content is too high, the hot workability of steel decreases. Therefore, the S content is 0.010 to 0.100%.
  • the lower limit of the S content is preferably 0.015%, and more preferably 0.020%.
  • the upper limit of the S content is preferably 0.090%, and more preferably 0.080%.
  • N 0.010 to 0.030%
  • Nitrogen (N) forms nitrides and carbonitrides, which contribute to the refinement of crystal grains and improve crack resistance.
  • the nitrides and carbonitrides themselves are finely dispersed, which increases the strength of the steel and improves crack resistance.
  • the N content is 0.010 to 0.030%.
  • the lower limit of the N content is preferably 0.011%, and more preferably 0.012%.
  • the upper limit of the N content is preferably 0.020%, and more preferably 0.018%.
  • the remainder of the chemical composition of the crankshaft according to this embodiment is Fe and impurities.
  • the impurities referred to here are elements that are mixed in from the ores and scraps used as raw materials for steel, or from the environment during the manufacturing process.
  • the chemical composition of the crankshaft according to this embodiment may contain Ti: 0.020% or less in place of a portion of Fe.
  • Ti is an optional element. In other words, the crankshaft according to this embodiment does not need to contain Ti.
  • Ti 0 to 0.020% Titanium (Ti) forms nitrides and carbonitrides, and contributes to the refinement of crystal grains. This effect can be obtained even if even a small amount of Ti is contained. On the other hand, if the Ti content is excessively high, the effect saturates. Therefore, the Ti content is 0 to 0.020%.
  • the lower limit of the Ti content is preferably 0.005%, and more preferably 0.010%.
  • the upper limit of the Ti content is preferably 0.018%.
  • the upper limit of the left side of formula (1) is preferably 28.0, and more preferably 26.0.
  • the lower limit of the left side of formula (1) is not particularly limited, but is, for example, 20.0.
  • the crankshaft according to this embodiment has a hardened layer (quench-hardened layer) on at least a portion of the surface.
  • the hardened layer is formed, for example, by induction hardening.
  • the hardened layer is formed, for example, on the pin portion or journal portion of the crankshaft.
  • the hardened layer may be formed on only one of the pin portion or journal portion, or on both.
  • the hardened layer may be formed in a location other than the pin portion or journal portion, or may be formed on the entire surface.
  • the hardened layer may also be formed not only on the surface of the crankshaft, but also in the core portion.
  • This hardened layer has a structure containing 9.0 volume percent or more of ferrite, with the remainder being at least one of martensite and bainite.
  • the structure When the structure is made up of only high-hardness structures such as martensite and bainite, or when ferrite is precipitated but in small amounts, stress is concentrated in the high-hardness structure.
  • High-hardness structures are sensitive to cracks and are prone to cracking when stress load increases.
  • Precipitating an appropriate amount of ferrite makes the ferrite in the structure uniform, preventing stress concentration in the high-hardness structure and improving crack resistance.
  • the lower limit of the volume fraction of ferrite in the hardened layer structure is preferably 10.0%, and more preferably 10.5%. On the other hand, if the volume fraction of ferrite is too high, fatigue strength may decrease.
  • the upper limit of the volume fraction of ferrite in the hardened layer structure is preferably 16.0%, and more preferably 14.0%.
  • the remainder of the hardened layer structure is at least one of martensite and bainite.
  • the remainder of the hardened layer is either martensite, bainite, or a mixed structure of martensite and bainite.
  • the prior austenite grain size of martensite and bainite is preferably 30 ⁇ m or less. If the prior austenite grain size of martensite and bainite is 30 ⁇ m or less, better fatigue strength and crack resistance can be obtained.
  • the upper limit of the prior austenite grain size is more preferably 28 ⁇ m, and even more preferably 26 ⁇ m.
  • the lower limit of the prior austenite grain size is not particularly limited, but is, for example, 15 ⁇ m.
  • the hardened layer has a Vickers hardness of 520 Hv or more. By making the Vickers hardness 520 Hv or more, the fatigue strength is further improved.
  • the lower limit of the Vickers hardness of the hardened layer is preferably 530 Hv, more preferably 540 Hv, and even more preferably 550 Hv. On the other hand, if the Vickers hardness of the hardened layer is too high, cracks are more likely to occur.
  • the upper limit of the Vickers hardness of the hardened layer is preferably 750 Hv, more preferably 700 Hv, and even more preferably 650 Hv.
  • the structure of the portion other than the hardened layer is optional.
  • the structure of the portion other than the hardened layer is usually a structure mainly composed of ferrite and pearlite.
  • the structure of the portion other than the hardened layer of the crankshaft according to this embodiment is preferably 90% by volume or more of ferrite and pearlite, and more preferably 95% by volume or more.
  • crankshaft intermediate product can be manufactured as follows:
  • Steel having the above-mentioned chemical composition is melted and made into a steel billet by continuous casting or blooming.
  • the steel billet is hot forged into the rough shape of the crankshaft.
  • the conditions for hot forging are not limited to the above, but the heating temperature is, for example, 1000 to 1300°C and the holding time is, for example, 1 second to 20 minutes.
  • Hot forging may be performed in multiple steps. Also, heat treatment such as annealing may be performed before or after hot forging. After hot forging, machining is performed as necessary. This produces an intermediate crankshaft.
  • the intermediate crankshaft is subjected to heat treatment, as described in detail below, to form a hardened layer (quench hardened layer).
  • the hardened layer may be formed only in specific locations on the intermediate crankshaft, or it may be formed over the entire intermediate crankshaft. In the following explanation, the area where the hardened layer is formed is referred to as the "target area.”
  • the target area is heated to a heating temperature of 920 to 980°C.
  • This heating causes the structure of the target area to become austenitic. If the heating temperature is too low, the austenite structure will not be uniform, and a uniform structure will not be obtained after cooling. On the other hand, if the heating temperature is too high, the austenite grains will coarsen, and the prior austenite grain size of the structure after cooling will become large.
  • the lower limit of the heating temperature is preferably 930°C, and more preferably 940°C.
  • the upper limit of the heating temperature is preferably 970°C, and more preferably 960°C.
  • the holding time at the heating temperature is not particularly limited, but is, for example, 10 seconds to 30 minutes.
  • the target area After the target area is heated to the heating temperature, it is cooled from the heating temperature to an isothermal holding temperature of 710-760°C at a cooling rate of 80°C/sec or more, and held at the isothermal holding temperature for 80 seconds or more. It is then cooled from the isothermal holding temperature to a temperature below the Ms point (martensitic transformation start temperature) at a rate of 80°C/sec or more.
  • the lower limit of the holding time at the isothermal holding temperature is preferably 90 seconds, and more preferably 100 seconds.
  • the lower limit of the cooling rate from the heating temperature to the isothermal holding temperature is preferably 100°C/sec, and more preferably 120°C/sec.
  • the upper limit of the cooling rate from the heating temperature to the isothermal holding temperature is preferably 250°C, and more preferably 200°C.
  • the cooling rate from the isothermal holding temperature to the Ms point is too slow, structures other than ferrite (e.g., pearlite) may be formed.
  • the lower limit of the cooling rate from the isothermal holding temperature to the Ms point is preferably 100°C/sec, and more preferably 120°C/sec.
  • the upper limit of the cooling rate from the isothermal holding temperature to the Ms point is not particularly limited, but is, for example, 400°C/sec.
  • crankshaft and its manufacturing method according to one embodiment of the present invention. This embodiment produces a crankshaft with excellent crack resistance and fatigue strength.
  • This material was subjected to the heat treatment shown in Figure 1. Specifically, the material was heated to a heating temperature T1, then cooled to an isothermal holding temperature T2 at a cooling rate CR1, held at the isothermal holding temperature T2 for a holding time t1, and then cooled to room temperature at a cooling rate CR2.
  • Vickers hardness of the steel material after heat treatment was measured. Vickers hardness was measured at five points with a load of 1 kg, and the average was calculated.
  • Test pieces for microstructure observation were taken from the heat-treated steel.
  • the surfaces of the test pieces for microstructure observation were mirror-finished, then etched with nital and observed with an SEM.
  • the volume fraction of the structure was calculated by painting the uneven images (three fields of view for each test piece) obtained by SEM observation with a paint software, binarizing the images using the image analysis software ImageJ, and detecting particles using the particle analysis function of the same software to calculate the area ratio, which was regarded as the volume ratio.
  • Figure 2 is an image (magnification 1000 times) of the binarized structure of steel No. 2 in Table 2 below
  • Figure 3 is an image (magnification 1000 times) of the binarized structure of No. 4.
  • the white parts are ferrite, and the black parts are martensite and/or bainite.
  • the prior austenite grain size was measured as follows. The surface of a test piece taken from the heat-treated steel was mirror-finished, and then etched with a saturated aqueous solution of picric acid to reveal the prior austenite grain boundaries, and the prior austenite grain size was calculated by the intercept method. Specifically, a straight line of total length L was drawn, and the number nL of crystal grains that crossed this line was found, and the intercept length (L/ nL ) was calculated. The intercept lengths (L/ nL ) of five or more straight lines were found, and the arithmetic average was taken as the prior austenite grain size.
  • Table 2 shows the heat treatment conditions, as well as the hardness, prior austenite grain size (prior gamma grain size), and structure of the steel after heat treatment.
  • M+B fraction is the sum of the volume fractions of martensite and bainite
  • P fraction is the volume fraction of pearlite
  • F fraction is the volume fraction of ferrite. Note that in Nos. 3, 4, and 11, isothermal holding was not performed, and the steel was cooled from the heating temperature T1 to room temperature at a cooling rate of CR1.
  • test pieces measuring 10 mm ⁇ 75 mm ⁇ 2 mm were taken from the heat-treated steel material, and a hydrochloric acid immersion four-point bending stress corrosion test was carried out to evaluate the crack resistance.
  • the test conditions were as follows. Test method: Four-point bending, stress applied by the 100% gauge method Solution: 4.1% by weight hydrochloric acid solution Temperature: Room temperature Test time: 24 hours
  • the test was performed twice under each stress load condition, and if it cracked twice out of the two times, it was deemed to have failed, and if it did not crack even once, it was deemed to have passed.
  • the test was performed with different applied stresses, and the maximum stress that resulted in a pass was designated the "critical stress for the cracking test.” A critical stress for the cracking test of 750 MPa or more was deemed to have passed.
  • the bending fatigue strength was measured using a rotating bending fatigue test piece.
  • the test piece was prepared by cutting out a steel piece (thickness 30 mm, width 90 mm, length 2000 mm) before hot rolling, processing it into a test piece shape, subjecting it to the same heat treatment as in Table 2, and then performing finish processing.
  • the test conditions were as follows. A fatigue strength (fatigue limit) of 700 MPa or more was considered to be acceptable.
  • Test method Ono type fatigue test Test piece size: ⁇ 12 mm, test piece with cutout ⁇ 8 mm Number of interruptions: 1 ⁇ 10 7 times Temperature: Room temperature Rotation speed: 3600 rpm
  • Figure 4 shows the relationship between hardness and the volume fraction of ferrite
  • Figure 5 shows the relationship between bending fatigue strength and the volume fraction of ferrite.
  • open marks indicate that the critical stress for the cracking test is 750 MPa or more
  • solid marks indicate that the critical stress for the cracking test is less than 750 MPa.
  • steel materials No. 1, 2, and 7 to 10 had a cracking test critical stress of 750 MPa or more and a bending fatigue strength of 700 MPa or more.
  • Steel materials No. 3, No. 4, and No. 11 had high bending fatigue strength, but low critical stress for cracking test. This is believed to be due to the low volume fraction of ferrite. The low volume fraction of ferrite is believed to be due to the lack of isothermal holding. Steel material No. 3 also had a large prior austenite grain size, which is believed to be due to the heating temperature T1 being too high.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Crystallography & Structural Chemistry (AREA)
  • Manufacturing & Machinery (AREA)
  • Heat Treatment Of Articles (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
PCT/JP2023/042472 2022-12-14 2023-11-28 クランクシャフト及びクランクシャフトの製造方法 Ceased WO2024127969A1 (ja)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007238965A (ja) * 2006-03-03 2007-09-20 Sumitomo Metal Ind Ltd クランクシャフト
JP2019151885A (ja) * 2018-03-02 2019-09-12 日本製鉄株式会社 摺動部品用鋼材及び摺動部品用鋼材の製造方法
WO2020153361A1 (ja) * 2019-01-21 2020-07-30 日本製鉄株式会社 鋼材及び部品
JP2021091957A (ja) * 2019-11-28 2021-06-17 日本製鉄株式会社 摺動部品用鋼材及び摺動部品用鋼材の製造方法

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020004060A1 (ja) * 2018-06-28 2020-01-02 日本製鉄株式会社 高周波焼入れクランクシャフト及び高周波焼入れクランクシャフト用素形材の製造方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007238965A (ja) * 2006-03-03 2007-09-20 Sumitomo Metal Ind Ltd クランクシャフト
JP2019151885A (ja) * 2018-03-02 2019-09-12 日本製鉄株式会社 摺動部品用鋼材及び摺動部品用鋼材の製造方法
WO2020153361A1 (ja) * 2019-01-21 2020-07-30 日本製鉄株式会社 鋼材及び部品
JP2021091957A (ja) * 2019-11-28 2021-06-17 日本製鉄株式会社 摺動部品用鋼材及び摺動部品用鋼材の製造方法

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