JP2001049421A - Engine valve made of titanium alloy, and surface treatment therefor - Google Patents
Engine valve made of titanium alloy, and surface treatment thereforInfo
- Publication number
- JP2001049421A JP2001049421A JP11226652A JP22665299A JP2001049421A JP 2001049421 A JP2001049421 A JP 2001049421A JP 11226652 A JP11226652 A JP 11226652A JP 22665299 A JP22665299 A JP 22665299A JP 2001049421 A JP2001049421 A JP 2001049421A
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- Japan
- Prior art keywords
- titanium alloy
- valve
- layer
- phase
- valve body
- 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.)
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- Solid-Phase Diffusion Into Metallic Material Surfaces (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、耐摩耗性及び強度
を向上させたチタン合金製エンジンバルブ及びその表面
処理方法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a titanium alloy engine valve having improved wear resistance and strength, and a method for treating the surface thereof.
【０００２】[0002]
【従来の技術】エンジンの許容回転数を高める上で最も
障害となるのは、動弁系部品の重量による慣性質量の増
加であり、動弁系の構成部品の総重量が大となると、そ
の慣性のために、高速回転になるほど、弁体のカムに対
する追従性が低下し、エンジンの出力等の性能は低下す
る。2. Description of the Related Art The most hindrance in increasing the allowable rotation speed of an engine is an increase in inertial mass due to the weight of valve train components. Due to inertia, the higher the rotation speed, the lower the followability of the valve body to the cam, and the lower the performance of the engine, such as output.
【０００３】このような観点から、弁体すなわちエンジ
ンバルブ（以下、バルブと略称する）を、従来の耐熱鋼
に代えて、低比重で、かつ耐熱性にも優れるチタン合金
により成形することにより、バルブの軽量化を図る試み
がなされている。[0003] From such a viewpoint, a valve body, that is, an engine valve (hereinafter abbreviated as a valve) is formed of a titanium alloy having a low specific gravity and excellent heat resistance instead of conventional heat-resistant steel. Attempts have been made to reduce the weight of valves.
【０００４】しかし、チタン合金は、活性を有するた
め、他の金属と凝着を起こし易く、また耐摩耗性や疲労
強度等も十分でない。そのため、チタン合金よりなるバ
ルブの表面に、窒化処置（ＴiＮ）やＮiメッキ等による
表面処理を施して、耐摩耗性を向上させているのが一般
的である。[0004] However, since titanium alloys are active, they tend to adhere to other metals and have insufficient wear resistance and fatigue strength. Therefore, the surface of a valve made of a titanium alloy is generally subjected to a surface treatment such as nitriding treatment (TiN) or Ni plating to improve wear resistance.
【０００５】[0005]
【発明が解決しようとする課題】上記の窒化処理を施し
たバルブは、十分な強度（硬度）及び耐摩耗性を有して
いるが、硬質となり過ぎるため、相手攻撃性が大きく、
バルブと接触する他の動弁系部品の材質を変更するなど
の対策が必要となり、コスト高を招く。The valve subjected to the above-mentioned nitriding treatment has sufficient strength (hardness) and abrasion resistance, but because it is too hard, it has a large aggressiveness against the opponent.
It is necessary to take measures such as changing the material of other valve train parts that come into contact with the valve, resulting in high costs.
【０００６】Ｎiメッキ等の表面処理を施したバルブ
は、耐熱性が十分ではなく、排気バルブとして使用する
には不適当である。A valve which has been subjected to a surface treatment such as Ni plating does not have sufficient heat resistance, and is not suitable for use as an exhaust valve.
【０００７】本発明は、上記問題点に鑑みてなされたも
ので、窒化処理やメッキ等によることなく、耐摩耗性や
強度を大幅に向上させうるようにした、チタン合金製エ
ンジンバルブ及びその表面処理方法を提供することを目
的としている。SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has a titanium alloy engine valve and a surface thereof capable of greatly improving wear resistance and strength without using nitriding or plating. It is intended to provide a processing method.
【０００８】[0008]
【課題を解決するための手段】本発明のチタン合金製エ
ンジンバルブによると、上記課題は、次のようにして解
決される。 （１）軸部の一端に傘部が連設されたチタン合金よりな
る弁体における少なくとも耐摩耗性又は疲労強度の要求
される表面に、浸炭層を形成するとともに、その浸炭層
を含む弁体の表面における他の動弁部品と接触する部分
に、酸化層を形成する。According to the titanium alloy engine valve of the present invention, the above-mentioned problem is solved as follows. (1) A valve body made of a titanium alloy having an umbrella portion connected to one end of a shaft portion, a carburized layer formed on at least a surface requiring wear resistance or fatigue strength, and the valve body including the carburized layer An oxide layer is formed on a portion of the surface that contacts the other valve operating parts.
【０００９】（２）上記(１)項において、酸化層の下層
を針状組織とする。(2) In the above item (1), the lower layer of the oxide layer has a needle-like structure.
【００１０】（３）上記(１)又は(２)項において、弁体
を、α相、α＋β相、少量のβ相を含むα＋β相、又は
β相よりなるチタン合金のいずれかにより形成する。ま
た、本発明のチタン合金製エンジンバルブの表面処理方
法によれば、上記課題は、次のようにして解決される。(3) In the above item (1) or (2), the valve body is formed of any one of an α phase, an α + β phase, an α + β phase including a small amount of a β phase, and a titanium alloy composed of a β phase. Further, according to the surface treatment method for a titanium alloy engine valve of the present invention, the above-mentioned problem is solved as follows.
【００１１】（４）チタン合金よりなる弁体の少なくと
も耐摩耗性又は疲労強度の要求される表面を、変態点以
下の温度に加熱して浸炭処理を施して、浸炭層を形成し
たのち、他の動弁部品と接触する部分の表面を、酸素を
含む雰囲気中で加熱して酸化させることにより、酸化層
を形成する。(4) At least the surface of the valve body made of titanium alloy, which is required to have wear resistance or fatigue strength, is heated to a temperature lower than the transformation point and carburized to form a carburized layer. By heating and oxidizing the surface of the portion in contact with the valve gear in an atmosphere containing oxygen, an oxide layer is formed.
【００１２】（５）上記(４)項において、浸炭処理を、
高密度エネルギ加熱手段を用いて行う。(5) In the above item (4), the carburizing treatment is
This is performed using high-density energy heating means.
【００１３】（６）上記(４)または(５)項において、酸
化層を、酸素を含む火炎により形成する。(6) In the above item (4) or (5), the oxide layer is formed by a flame containing oxygen.
【００１４】[0014]
【発明の実施の形態】図１は、本発明のチタン合金製エ
ンジンバルブを示すもので、軸部(１)の下端に傘部(２)
が連設された弁体(３)は、Ｔi−Ａl系の合金、例えばα
相よりなるＴi−５Ａl−２．５Ｓn系合金、α＋β相よ
りなるＴi−６Ａl−４Ｖ系合金、β相を少量（１０％以
下）含有するα＋β相（Ｎearα）よりなるＴi−６Ａl
−２Ｓn−４Ｚr−２Ｍo系合金により成形されている。FIG. 1 shows a titanium alloy engine valve according to the present invention. An umbrella (2) is provided at the lower end of a shaft (1).
Is a Ti-Al alloy, for example, α.
Ti-5Al-2.5Sn alloy composed of α phase, Ti-6Al-4V alloy composed of α + β phase, Ti-6Al composed of α + β phase (Near α) containing a small amount (10% or less) of β phase
-2Sn-4Zr-2Mo alloy.
【００１５】弁体(３)における全表面の表層には、浸炭
処理により、ＴiＣを含む３〜５μｍ程度の厚さの浸炭
層(４)（図では誇張して示してある）が形成されてい
る。On the entire surface of the valve body (3), a carburized layer (4) containing TiC and having a thickness of about 3 to 5 μm (shown exaggerated in the figure) is formed by carburizing. I have.
【００１６】この浸炭層(４)は、プラズマ、レーザ又は
電子ビーム等の高密度エネルギ加熱手段により、弁体
(３)の表面を変態点以下の温度（約８００゜Ｃ以下）ま
で加熱し、例えばガス浸炭法により炭素を拡散浸透させ
ることにより形成される。The carburized layer (4) is formed by a high-density energy heating means such as plasma, laser or electron beam.
It is formed by heating the surface of (3) to a temperature below the transformation point (about 800 ° C. or less) and diffusing and infiltrating carbon by, for example, a gas carburizing method.
【００１７】プラズマ等の高密度エネルギ加熱手段を用
いると、表層のみが短時間で局部的に加熱され、内部ま
で熱が伝達されるのが防止されるので、弁体(３)の素材
内部の組織が変化し、疲労強度が低下するのが防止され
る。また、浸炭時間が短縮される利点もある。When a high-density energy heating means such as plasma is used, only the surface layer is locally heated in a short time, and the heat is prevented from being transmitted to the inside. The structure is prevented from changing and the fatigue strength is reduced. There is also an advantage that the carburizing time is reduced.
【００１８】上記浸炭層(４)を形成したのち、より高い
耐摩耗性又は疲労強度が要求される部位、すなわち、バ
ルブシートと当接する弁フェース部(５)、バルブガイド
と摺接する軸部(１)の中間部(６)、コッタが止着される
環状凹溝(７)、及びロッカアーム又はタペットが接触す
る軸端面(８)の表層には、ＴiＯ2を含む１０〜１５μｍ
程度の厚さの酸化層(９)を形成する。この酸化層(９)の
下部層、すなわち弁体(３)の素材との境界層(9a)は、針
状組織化している。After the formation of the carburized layer (4), a portion requiring higher wear resistance or fatigue strength, that is, a valve face portion (5) that comes into contact with the valve seat, a shaft portion (which comes into sliding contact with the valve guide). The intermediate layer (6) of (1), the annular groove (7) to which the cotter is fixed, and the surface layer of the shaft end face (8) where the rocker arm or the tappet comes into contact, contain TiO 2 in a thickness of 10 to 15 μm.
An oxide layer (9) having a thickness of about 9 mm is formed. The lower layer of the oxide layer (9), that is, the boundary layer (9a) with the material of the valve body (3) has an acicular structure.
【００１９】上記各酸化層(９)は、浸炭層(４)が形成さ
れた弁体(３)の表面を、酸素と燃料ガス（アセチレン、
プロパン、天然ガス等）の火炎により、所定の温度に加
熱し、浸炭層(４)を形成した表層を酸化させることによ
り形成される。アセチレンガス等を用いて酸化処理を行
うと、ガス中の炭素が素材に拡散浸透するため、酸化工
程においても浸炭が促進される。なお、酸化層(９)は、
上記火炎による外、高周波誘導加熱手段を用いて形成す
ることもできる。Each of the oxidized layers (9) covers the surface of the valve body (3) on which the carburized layer (4) is formed with oxygen and fuel gas (acetylene,
It is formed by heating to a predetermined temperature by a flame of propane, natural gas, etc., and oxidizing the surface layer on which the carburized layer (4) is formed. When the oxidation treatment is performed using acetylene gas or the like, carbon in the gas diffuses and penetrates into the material, so that carburization is promoted also in the oxidation step. The oxide layer (9)
In addition to the above-mentioned flame, it can be formed by using a high frequency induction heating means.
【００２０】上記実施形態のように、弁体(３)を、Ｔi
−Ａl系合金、すなわちα相、α＋β相又はβ相を少量
含むα＋β相よりなるチタン合金により形成し、その表
面に浸炭層(４)を形成すると、弁体(３)自体の組織がほ
ぼ等軸状をなしていることと相まって、弁体(３)が強化
され、その引張延性や疲労強度が高まる。疲労強度につ
いては、浸炭層(４)を形成したのみで、約２０％向上す
ることを確認している。As in the above embodiment, the valve element (3) is connected to Ti
-Al-based alloy, i.e., a titanium alloy composed of an α phase, an α + β phase or an α + β phase containing a small amount of a β phase, and a carburized layer (4) formed on the surface thereof, the structure of the valve body (3) itself becomes almost equal. Coupled with the axial shape, the valve element (3) is strengthened, and its tensile ductility and fatigue strength are increased. It has been confirmed that the fatigue strength is improved by about 20% only by forming the carburized layer (4).
【００２１】また、さらに、他の動弁部品と接触する弁
フェース部(５)等の表面に酸化層(９)を形成し、その下
方の境界層(9a)を部分的に針状組織化すると、弁体(３)
全体の疲労強度を低下させることなく、表層の耐摩耗性
及び靱性を大幅に向上することができる。Further, an oxide layer (9) is formed on the surface of the valve face (5) or the like which comes into contact with other valve operating parts, and the boundary layer (9a) thereunder is partially formed into a needle-like structure. Then, the valve body (3)
The wear resistance and toughness of the surface layer can be significantly improved without lowering the overall fatigue strength.
【００２２】なお、酸化層(９)を形成した部分は、従来
の窒化処理のように硬質となり過ぎることはないので、
他の動弁部品に対する相手攻撃性が大きくなることはな
い。The portion where the oxide layer (9) is formed does not become too hard unlike the conventional nitriding treatment.
The other party's aggressiveness to the valve train component does not increase.
【００２３】本願の発明者は、上記の要領で表面処理を
施した試験片を製作し、摩耗試験を行った。まず摩耗試
験機と試験方法について説明する。図２は、クロスバー
摩耗試験機と称されるもので、水平をなすモータ(10)
と、その回転軸(10a)の先端の直上に、軸線同士が直交
するように上下動可能に設けられた、試験片の固定治具
(11)と、この固定治具(11)上に載置される錘(12)とから
なっている。The inventor of the present application produced a test piece subjected to the surface treatment in the manner described above, and performed a wear test. First, a wear tester and a test method will be described. FIG. 2 shows what is called a crossbar wear tester and a horizontal motor (10).
And a test piece fixing jig provided directly above the tip of the rotating shaft (10a) so as to be vertically movable such that the axes are orthogonal to each other.
(11) and a weight (12) placed on the fixing jig (11).
【００２４】試験方法としては、まず回転軸(10a)の先
端部に、相手部材としてのスチール製の円板状のチップ
(13)を、外周面を平滑に研磨するとともに、脱脂処理し
て同心状に取付ける。As a test method, first, a steel disk-shaped chip as a mating member is attached to the tip of the rotating shaft (10a).
(13) is mounted concentrically by smoothing the outer peripheral surface and degreasing.
【００２５】ついで、固定治具(11)の下面に、脱脂処理
された、下端面が平滑な軸状の試験片(14)を下向きに取
付けたのち、その下端面の外周部寄りを、チップ(13)の
上端面に接触させる。Next, a degreased shaft-shaped test piece (14) with a smooth lower end face is attached downward to the lower surface of the fixing jig (11), and the lower end face of the lower end face is shifted toward the outer periphery. Make contact with the upper end surface of (13).
【００２６】ついで、固定治具(11)の上面に１kgの錘(1
2)を載せたのち、モータ(10)を作動させ、チップ(13)を
一定速度で回転させる。錘(12)は、チップ(13)と試験片
(14)との摺接部が５０ｍ摺動する毎（モータの回転数と
チップの外径により検出する）に、５００ｇずつ追加し
ていく。Next, a 1 kg weight (1) is placed on the upper surface of the fixing jig (11).
After placing 2), the motor (10) is operated to rotate the chip (13) at a constant speed. The weight (12) consists of the tip (13) and the test piece.
Each time the sliding contact portion with (14) slides by 50 m (detected by the rotation speed of the motor and the outer diameter of the chip), 500 g is added.
【００２７】試験は、試験片(14)におけるチップ(13)と
の摺接面に焼き付きやかじり等が発生するか、又は３５
０ｍ摺動したところで終了する。上記試験方法により得
られた結果を図３に示す。図３において、試験片(Ａ)
は、表面に硬化処理を施していない通常のＴi−Ａl系の
合金（α合金）、(Ｂ)は、Ｔi−６Ａl−４Ｖよりなる合
金に浸炭層のみを形成したもの、（Ｃ）は、Ｔi−６Ａl
−２Ｓn−４Ｚr−２Ｍoよりなる合金に、同じく浸炭層
のみを形成したもの、(Ｄ)は、上記(Ｂ)にさらに酸化層
を形成したもの、(Ｅ)は、上記(Ｃ)にさらに酸化層を形
成したものを示している。The test is performed to determine whether seizure or galling occurs on the sliding surface of the test piece (14) with the chip (13), or
It ends when it slides by 0 m. FIG. 3 shows the results obtained by the above test method. In FIG. 3, the test piece (A)
Is a normal Ti-Al alloy (α alloy) whose surface is not hardened, (B) is an alloy of Ti-6Al-4V with only a carburized layer formed, and (C) is Ti-6Al
Alloy having only a carburized layer formed on an alloy consisting of -2Sn-4Zr-2Mo, (D) having an oxidized layer further formed on the above (B), and (E) being further oxidized on the above (C). Shows the formation of the layer.
【００２８】図３から明らかなように、浸炭層のみを形
成した試験片(Ｂ)(Ｃ)における焼き付き等発生摺動距離
は、硬化処理を施していない通常の試験片(Ａ)に比し
て、かなり向上しており、また、上記試験片(Ｂ)(Ｃ)に
さらに酸化層を形成した試験片(Ｄ)(Ｅ)の焼き付き等発
生摺動距離は、大幅に延び、特に、試験片(Ｅ)（Ｔi−
６Ａl−２Ｓn−４Ｚr−２Ｍo）については、３５０ｍま
で摺動させても焼き付き等の発生はなく、極めて高い耐
摩耗性を有することが立証された。As is apparent from FIG. 3, the sliding distance in which the seizure occurs in the test pieces (B) and (C) in which only the carburized layer is formed is larger than that of the normal test piece (A) not subjected to the hardening treatment. The test pieces (D) and (E), in which an oxide layer is further formed on the test pieces (B) and (C), have significantly increased the sliding distances such as seizures. Piece (E) (Ti-
6Al-2Sn-4Zr-2Mo) showed no seizure even when slid up to 350 m and proved to have extremely high wear resistance.
【００２９】以上説明したように、本発明においては、
弁体(３)の表面全体に浸炭層(４)を形成して、全体の耐
摩耗性や疲労強度を向上させたのち、さらに他の動弁部
品と接触する部分にのみ酸化層(９)を形成し、部分的に
針状組織化しているため、弁体(３)自身の疲労強度を低
下させることなく、表層の耐摩耗性や靭性をより向上さ
せることができる。As described above, in the present invention,
After forming a carburized layer (4) on the entire surface of the valve body (3) to improve the overall wear resistance and fatigue strength, an oxidized layer (9) is formed only on the parts that come into contact with other valve operating parts. Is formed and the needle-like structure is partially formed, so that the wear resistance and toughness of the surface layer can be further improved without lowering the fatigue strength of the valve body (3) itself.
【００３０】なお、弁体(３)の素材の表面に直接酸化処
理を行うことも考えられるが、このようにすると、表面
の反射率の関係で、上述のような酸化層を短時間で得る
のは難しく、処理時間を延ばす必要がある。その結果、
加熱領域が増大して、針状組織の部分が増加し、弁体の
疲労強度を低下させることとなる。Although it is conceivable to directly oxidize the surface of the material of the valve body (3), the oxide layer can be obtained in a short time due to the reflectance of the surface. Is difficult and requires longer processing times. as a result,
The heating area increases, the portion of the needle-like structure increases, and the fatigue strength of the valve body decreases.
【００３１】上記酸化処理を施す前に、弁体(３)の表面
にレーザビーム加工等に用いられるカーボンスプレーに
よる被膜を形成してもよく、このようにすると、表面の
反射が抑えられるので、浸炭層(４)が薄くても、酸化層
(９)が容易に形成される。Before performing the above-mentioned oxidation treatment, a film may be formed on the surface of the valve body (3) by carbon spray used for laser beam processing or the like. In this case, the reflection on the surface is suppressed. Oxidized layer even if carburized layer (4) is thin
(9) is easily formed.
【００３２】本発明は、上記実施形態に限定されるもの
ではない。上記実施形態では、他の動弁部品との接触部
に酸化層(９)を形成し、その下方の境界層(9a)を針状組
織化しているが、このような針状組織を形成しないで、
酸化層(９)のみを形成することもある。The present invention is not limited to the above embodiment. In the above embodiment, the oxidized layer (9) is formed at the contact portion with the other valve operating parts, and the boundary layer (9a) below the oxidized layer is formed into a needle-like structure. However, such a needle-like structure is not formed. so,
Only the oxide layer (9) may be formed.
【００３３】また、上記実施形態では、弁体(３)の材料
として、α相、α＋β相、又はβ相を少量含むα＋β相
よりなるチタン合金を用いているが、β相よりなるチタ
ン合金を用いることもある。In the above embodiment, the valve body (3) is made of a titanium alloy composed of α phase, α + β phase, or α + β phase containing a small amount of β phase. Sometimes used.
【００３４】[0034]
【発明の効果】請求項１記載の発明のエンジンバルブに
よれば、従来のような窒化処理やメッキ等の表面処理に
よることなく、浸炭層により、弁体の表面の耐摩耗性及
び疲労強度は向上させられ、かつ酸化層により、他の動
弁部品との接触部の耐摩耗性及び疲労強度はさらに向上
させられる。According to the engine valve of the present invention, the wear resistance and fatigue strength of the surface of the valve body are reduced by the carburized layer without using the conventional surface treatment such as nitriding or plating. The wear resistance and fatigue strength of the contact portion with another valve train component are further improved by the improved and oxidized layer.
【００３５】請求項２記載の発明によれば、酸化層の下
層を部分的に針状組織としているため、弁体全体の疲労
強度を低下させずに、耐摩耗性や靭性をより向上させる
ことができる。According to the second aspect of the present invention, since the lower layer of the oxide layer has a partially acicular structure, the wear resistance and toughness can be further improved without lowering the fatigue strength of the entire valve body. Can be.
【００３６】請求項３記載の発明によれば、弁体自身の
引張延性や疲労強度が高いので、強靱で長寿命のバルブ
が得られる。According to the third aspect of the present invention, since the valve body itself has high tensile ductility and fatigue strength, a tough and long-life valve can be obtained.
【００３７】請求項４記載の発明の表面処理方法によれ
ば、弁体内部の組織を変化させることなく容易に浸炭層
や酸化層を形成することができ、耐摩耗性に優れるエン
ジンバルブが得られる。According to the surface treatment method of the present invention, a carburized layer or an oxidized layer can be easily formed without changing the structure inside the valve body, and an engine valve having excellent wear resistance can be obtained. Can be
【００３８】請求項５記載の発明によれば、弁体の表層
のみを、局部的に短時間で加熱して浸炭層を形成しうる
ので、弁体内部に熱が伝わり、弁体自身が有している疲
労強度が低下することはない。According to the fifth aspect of the present invention, since only the surface layer of the valve body can be locally heated in a short time to form a carburized layer, heat is transmitted to the inside of the valve body and the valve body itself has The fatigue strength does not decrease.
【００３９】請求項６記載の発明によれば、火炎に含ま
れる酸素を拡散浸透させて、酸化層の中にＴiＯ2の硬質
の酸化物を容易に析出させることができる。According to the sixth aspect of the present invention, the hard oxide of TiO 2 can be easily deposited in the oxide layer by diffusing and infiltrating the oxygen contained in the flame.
【図１】本発明のエンジンバルブの中央縦断正面図であ
る。FIG. 1 is a front view of a central longitudinal section of an engine valve of the present invention.
【図２】摩耗試験機と、それによる本発明の試験片の摩
耗試験の方法を示す正面図である。FIG. 2 is a front view showing an abrasion tester and a method for abrasion test of a test piece of the present invention using the abrasion tester.
【図３】摩耗試験の結果をグラフ化した図である。FIG. 3 is a graph showing the results of a wear test.
(１)軸部 (２)傘部 (３)弁体 (４)浸炭層 (５)弁フェース部 (６)中間部 (７)環状凹溝 (８)軸端面 (９)酸化層 (9a)境界層 (10)モータ (10a)回転軸 (11)固定治具 (12)錘 (13)チップ (14)試験片 (1) Shaft (2) Head (3) Valve (4) Carburized layer (5) Valve face (6) Intermediate (7) Annular groove (8) Shaft end face (9) Oxidized layer (9a) Boundary layer (10) Motor (10a) Rotary shaft (11) Fixing jig (12) Weight (13) Tip (14) Test piece
───────────────────────────────────────────────────── フロントページの続き (72)発明者 羽田 亮介 神奈川県藤沢市円行一丁目22番地の１ フ ジオーゼックス株式会社内 (72)発明者 廣瀬 正仁 神奈川県藤沢市円行一丁目22番地の１ フ ジオーゼックス株式会社内 Ｆターム(参考） 4K028 AA01 AB02 AB06 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Ryosuke Haneda 1-22-1, Engyo, Fujisawa-shi, Kanagawa Inside FUJIOXEX CORPORATION (72) Inventor Masahito Hirose 1-22-1, Engyo, Fujisawa-shi, Kanagawa FUJI OX CORPORATION F term (reference) 4K028 AA01 AB02 AB06
Claims (6)
金よりなる弁体における少なくとも耐摩耗性又は疲労強
度の要求される表面に、浸炭層を形成するとともに、そ
の浸炭層を含む弁体の表面における他の動弁部品と接触
する部分に、酸化層を形成したことを特徴とするチタン
合金製エンジンバルブ。1. A carburized layer is formed at least on a surface of a valve body made of a titanium alloy having an umbrella portion connected to one end of a shaft portion where wear resistance or fatigue strength is required, and the carburized layer is included. An engine valve made of a titanium alloy, wherein an oxide layer is formed on a portion of a surface of a valve body that comes into contact with another valve operating part.
記載のチタン合金製エンジンバルブ。2. The structure according to claim 1, wherein the lower layer of the oxide layer has a needle-like structure.
The described titanium alloy engine valve.
含むα＋β相、又はβ相よりなるチタン合金のいずれか
により形成した請求項１又は２記載のチタン合金製エン
ジンバルブ。3. The titanium alloy engine valve according to claim 1, wherein the valve body is formed of any one of an α phase, an α + β phase, an α + β phase containing a small amount of a β phase, and a titanium alloy composed of a β phase.
摩耗性又は疲労強度の要求される表面を、変態点以下の
温度に加熱して浸炭処理を施して、浸炭層を形成したの
ち、他の動弁部品と接触する部分の表面を、酸素を含む
雰囲気中で加熱して酸化させることにより、酸化層を形
成することを特徴とするチタン合金製エンジンバルブの
表面処理方法。4. A carburizing treatment is performed by heating at least the surface of the valve body made of a titanium alloy, which is required to have wear resistance or fatigue strength, to a temperature lower than the transformation point to form a carburized layer. A surface treatment method for a titanium alloy engine valve, wherein an oxide layer is formed by heating and oxidizing a surface of a portion in contact with a valve train in an atmosphere containing oxygen.
用いて行うことを特徴とする請求項４記載のチタン合金
製エンジンバルブの表面処理方法。5. The surface treatment method for a titanium alloy engine valve according to claim 4, wherein the carburizing treatment is performed using high-density energy heating means.
ることを特徴とする請求項４または５記載のチタン合金
製エンジンバルブの表面処理方法。6. The surface treatment method for a titanium alloy engine valve according to claim 4, wherein the oxide layer is formed by a flame containing oxygen.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22665299A JP4185633B2 (en) | 1999-08-10 | 1999-08-10 | Titanium alloy engine valve and surface treatment method thereof |
| EP19990402427 EP1076112B1 (en) | 1999-08-10 | 1999-10-04 | Poppet valve made of titanium alloy |
| DE1999636198 DE69936198T2 (en) | 1999-08-10 | 1999-10-04 | Poppet valve made of titanium alloy |
| US09/411,285 US6131603A (en) | 1999-08-10 | 1999-10-04 | Ti alloy poppet valve and surface treatment thereof |
| KR1019990043976A KR20010020087A (en) | 1999-08-10 | 1999-10-12 | Ti alloy poppet valve and surface treatment thereof |
| CN99121816A CN1283759A (en) | 1999-08-10 | 1999-10-15 | Ti alloy lifting valve and its surface treatment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22665299A JP4185633B2 (en) | 1999-08-10 | 1999-08-10 | Titanium alloy engine valve and surface treatment method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001049421A true JP2001049421A (en) | 2001-02-20 |
| JP4185633B2 JP4185633B2 (en) | 2008-11-26 |
Family
ID=16848546
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22665299A Expired - Fee Related JP4185633B2 (en) | 1999-08-10 | 1999-08-10 | Titanium alloy engine valve and surface treatment method thereof |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4185633B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005056866A1 (en) * | 2003-12-09 | 2005-06-23 | Central Research Institute Of Electric Power Industry | Multifunctional material having carbon-doped titanium oxide layer |
| WO2005056865A1 (en) * | 2003-12-09 | 2005-06-23 | Central Research Institute Of Electric Power Industry | Method for producing substrate having carbon-doped titanium oxide layer |
| JP2006239670A (en) * | 2005-02-28 | 2006-09-14 | Central Res Inst Of Electric Power Ind | Antifouling buildings |
| JP2006239671A (en) * | 2005-02-28 | 2006-09-14 | Central Res Inst Of Electric Power Ind | panel |
| JP2006291362A (en) * | 2006-08-04 | 2006-10-26 | Kobe Steel Ltd | Titanium sheet excellent in press moldability and surface gloss |
| JP2007009329A (en) * | 2005-06-28 | 2007-01-18 | General Electric Co <Ge> | Titanium treatment to minimize fretting |
| US10669619B2 (en) | 2014-11-28 | 2020-06-02 | Nippon Steel Corporation | Titanium alloy member and method for manufacturing the same |
-
1999
- 1999-08-10 JP JP22665299A patent/JP4185633B2/en not_active Expired - Fee Related
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2005056866A1 (en) * | 2003-12-09 | 2005-06-23 | Central Research Institute Of Electric Power Industry | Multifunctional material having carbon-doped titanium oxide layer |
| WO2005056865A1 (en) * | 2003-12-09 | 2005-06-23 | Central Research Institute Of Electric Power Industry | Method for producing substrate having carbon-doped titanium oxide layer |
| KR100789662B1 (en) * | 2003-12-09 | 2008-01-02 | 자이단호징 덴료쿠추오켄큐쇼 | Method for preparing a gas having a carbon doped titanium oxide layer |
| US7524791B2 (en) | 2003-12-09 | 2009-04-28 | Central Research Institute Of Electric Power Industry | Method for producing substrate having carbon-doped titanium oxide layer |
| US7838113B2 (en) | 2003-12-09 | 2010-11-23 | Central Research Institute Of Electric Power Industry | Multifunctional material having carbon-doped titanium oxide layer |
| JP2006239670A (en) * | 2005-02-28 | 2006-09-14 | Central Res Inst Of Electric Power Ind | Antifouling buildings |
| JP2006239671A (en) * | 2005-02-28 | 2006-09-14 | Central Res Inst Of Electric Power Ind | panel |
| JP2007009329A (en) * | 2005-06-28 | 2007-01-18 | General Electric Co <Ge> | Titanium treatment to minimize fretting |
| JP2006291362A (en) * | 2006-08-04 | 2006-10-26 | Kobe Steel Ltd | Titanium sheet excellent in press moldability and surface gloss |
| US10669619B2 (en) | 2014-11-28 | 2020-06-02 | Nippon Steel Corporation | Titanium alloy member and method for manufacturing the same |
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