JP2007229792A - Joining method of turbine wheel with rotor shaft - Google Patents
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- JP2007229792A JP2007229792A JP2006057288A JP2006057288A JP2007229792A JP 2007229792 A JP2007229792 A JP 2007229792A JP 2006057288 A JP2006057288 A JP 2006057288A JP 2006057288 A JP2006057288 A JP 2006057288A JP 2007229792 A JP2007229792 A JP 2007229792A
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本発明は、車両用内燃機関のターボチャージャに用いられるタービンロータにおいて、タービンホイールとロータシャフトをろう付けによって接合する方法に関する。 The present invention relates to a method of joining a turbine wheel and a rotor shaft by brazing in a turbine rotor used in a turbocharger of an internal combustion engine for a vehicle.
近年、タービンホイールの耐熱性を改善し、軽量化によるエンジン応答性を向上させるために、タービンホイールの材料としてＴｉＡｌ系合金が用いられている。
このタービンホイールは、図３中、符号(2)で示され、複数の渦巻き状羽根(21)とボス(22)を有し、該ボス(22)に対して、ロータシャフト(3)の端面が摩擦接合やろう付け(4)によって接合されることにより、タービンロータ(1)が製造される。
In recent years, TiAl-based alloys have been used as a material for turbine wheels in order to improve the heat resistance of turbine wheels and improve engine responsiveness due to weight reduction.
This turbine wheel is denoted by reference numeral (2) in FIG. 3 and has a plurality of spiral blades (21) and a boss (22), and the end surface of the rotor shaft (3) with respect to the boss (22). Are joined by friction welding or brazing (4), whereby the turbine rotor (1) is manufactured.
ロータシャフトは、一般的に、構造用鋼から作られており、所定の機械的性質(強度、靱性等)を得るために、ろう付け前に、シャフト全体の硬度がビッカース硬度約Ｈｖ３００〜Ｈｖ４５０となるように調質熱処理が施された後、機械加工によって所定寸法に加工される。接合後は、シャフトの耐摩耗性を確保するために、所望により、高周波焼入れによってシャフト表面だけを硬化させ、さらに研磨工程を経て最終製品とされる。
タービンホイールとロータシャフトの接合をろう付けで行なう場合、接合部の高温強度を確保するために、ろう材には、ニッケルろうが好適に用いられる。
The rotor shaft is generally made of structural steel, and in order to obtain a predetermined mechanical property (strength, toughness, etc.), before brazing, the hardness of the entire shaft is Vickers hardness of about Hv300 to Hv450. After being subjected to a tempering heat treatment, it is processed into a predetermined dimension by machining. After the joining, in order to ensure the wear resistance of the shaft, if desired, only the shaft surface is cured by induction hardening, and a final product is obtained through a polishing process.
When the turbine wheel and the rotor shaft are joined by brazing, nickel brazing is preferably used as the brazing material in order to ensure the high temperature strength of the joint.
このろう付け接合法として、タービンホイールとロータシャフトの接合部近傍を高周波誘導加熱によって加熱し、接合部に配置したろう材を溶融させる方法が知られている（特許文献１）。 As this brazing joining method, a method is known in which the vicinity of the joint between the turbine wheel and the rotor shaft is heated by high-frequency induction heating to melt the brazing material disposed in the joint (Patent Document 1).
特許文献１によるタービンホイールとロータシャフトのろう付け接合方法について、図４を参照して説明する。
この方法は、タービンホイール(2)とロータシャフト(3)の接合部の近傍を、高周波コイル(5)によって誘導加熱し、接合部に装填されたろう材(41)を溶融させるものである。
しかし、タービンホイール(2)のボス(22)の高さは数ｍｍ程度しかなく、また、タービンホイール(2)の羽根(21)の部分はボス(22)よりもはるかに大径であるから、高周波コイル(5)は、接合部よりロータシャフト側に配置せざるを得ない。
従って、特許文献１の高周波加熱法の場合、接合部の近傍だけを局部的に集中して加熱することは困難であり、実際は、ロータシャフト(3)を加熱して、ロータシャフト(3)からの熱伝導によってろう材(41)を溶融させている。
この特許文献１の方法は、次の不都合がある。
A method of brazing and joining a turbine wheel and a rotor shaft according to
In this method, the vicinity of the joint between the turbine wheel (2) and the rotor shaft (3) is induction-heated by the high-frequency coil (5) to melt the brazing material (41) loaded in the joint.
However, the height of the boss (22) of the turbine wheel (2) is only a few millimeters, and the blade (21) portion of the turbine wheel (2) is much larger in diameter than the boss (22). The high frequency coil (5) must be disposed on the rotor shaft side from the joint.
Therefore, in the case of the high-frequency heating method of
The method of
まず第１に、ロータシャフトの質量はタービンホイールに比べてはるかに小さいので、ロータシャフトからタービンホイールへの熱伝達に時間がかかり、加熱効率が悪いことである。 First, since the mass of the rotor shaft is much smaller than that of the turbine wheel, it takes time to transfer heat from the rotor shaft to the turbine wheel, and the heating efficiency is poor.
第２に、ろう材として、ニッケルろうを用いる場合、その液相線温度は約１０００℃の近傍又はそれより高温であるから、ろう付けは、約１０００℃以上の温度で行われる。このため、シャフトは、少なくともこの接合温度以上に加熱される必要があり、ロータシャフト材のオーステナイト化温度よりも高い温度に比較的長い時間曝される結果、シャフトの軟化が起こり、シャフトの強度が低下する。シャフトの強度を回復させるには、シャフト全体を再度熱処理せねばならない。 Second, when nickel brazing is used as the brazing material, the liquidus temperature is around 1000 ° C. or higher, so brazing is performed at a temperature of about 1000 ° C. or higher. For this reason, the shaft needs to be heated to at least the joining temperature or higher, and as a result of being exposed to a temperature higher than the austenitizing temperature of the rotor shaft material for a relatively long time, the shaft is softened and the strength of the shaft is increased. descend. To restore the strength of the shaft, the entire shaft must be heat treated again.
それゆえ、特許文献１の方法では、ろう付け時に低下するシャフトの強度を回復させるために、ろう付け後直ちに、シャフトの全体(表面だけでなく内部を含む)に高周波焼入れを実施している(特許文献１、段落００１０)。この工程は、接合に関しては本質的に無関係な余分の工程であり、コストアップに繋がるため、好ましくない。
また、高周波焼入れの場合は、表面だけを硬化させるときの熱処理変形はさほど大きくないが、シャフト全体に焼入れを実施すると、焼入れ後の変形が非常に大きくなる。このため、後の研削及び研磨工程での加工時間が長くなり、製造コストがさらに高くなる。
Therefore, in the method of
In addition, in the case of induction hardening, the heat treatment deformation when hardening only the surface is not so large, but if the entire shaft is quenched, the deformation after quenching becomes very large. For this reason, the processing time in the subsequent grinding and polishing steps becomes longer, and the manufacturing cost further increases.
なお、高周波加熱の場合、高周波の集中形態が形状に依存するため、高周波は、先端部分や肉薄部に集中する傾向がある。しかし、タービンホイールを加熱して接合部を約１０００℃以上の温度まで昇温しようとすると、渦巻き状羽根の部分が局部的に著しく過熱され、タービンホイールの品質低下、ひいては溶融を招く。それゆえ、高周波によってタービンホイール側を加熱することは事実上不可能である。 In the case of high-frequency heating, since the concentration form of high-frequency depends on the shape, high-frequency tends to concentrate on the tip portion and the thin portion. However, if the turbine wheel is heated to increase the temperature of the joint to about 1000 ° C. or higher, the spiral blade portion is locally overheated, causing a deterioration in the quality of the turbine wheel and eventually melting. Therefore, it is virtually impossible to heat the turbine wheel side with high frequency.
本発明の目的は、ＴｉＡｌ系合金からなるタービンホイールと、構造用鋼からなるロータシャフトとを、ニッケルろう材を用いてろう付け接合する方法において、ロータシャフトの軟化を可及的に抑制することにより、ろう付け後に強度回復のための熱処理を必要としない方法を提供することである。 An object of the present invention is to suppress the softening of a rotor shaft as much as possible in a method of brazing a turbine wheel made of a TiAl alloy and a rotor shaft made of structural steel using a nickel brazing material. Thus, it is to provide a method that does not require heat treatment for strength recovery after brazing.
本発明は、ＴｉＡｌ系合金からなるタービンホイールと、構造用鋼からなるロータシャフトとの間に、ニッケルろうからなるろう材を配置し、ろう材を液相線以上の温度に加熱して溶融させることにより、タービンホイールとロータシャフトとを接合する方法において、タービンホイールに赤外線を照射し、タービンホイールをろう材の液相線以上の温度に赤外線加熱することにより、タービンホイールからの熱伝導によって、接合部に配置したろう材を溶融させて、タービンホイールとロータシャフトを接合することを特徴としている。 In the present invention, a brazing material made of nickel brazing is arranged between a turbine wheel made of a TiAl-based alloy and a rotor shaft made of structural steel, and the brazing material is heated to a temperature equal to or higher than the liquidus and melted. Thus, in the method of joining the turbine wheel and the rotor shaft, the turbine wheel is irradiated with infrared rays, and the turbine wheel is heated by infrared rays to a temperature equal to or higher than the liquidus line of the brazing filler metal. It is characterized by melting the brazing material arranged at the joint and joining the turbine wheel and the rotor shaft.
本発明は、質量の大きなタービンホイールの側から、質量の小さなロータシャフトへの熱伝導によってろう材を溶融させることから、接合部への伝熱効率が高く、ろう材が所定温度に達するまでの時間は短くてすむ。また、ロータシャフトの温度は接合部の温度よりも必ず低いことから、ロータシャフトの過昇温が防止され、ロータシャフト内部の軟化を可及的に抑制することができる。それゆえ、ろう付け後のロータシャフトは、耐摩耗性を確保するために表面部だけを焼入れして硬化すれば足り、強度回復のために、内部を含むシャフトの全体について熱処理を行なう必要はない。
また、本発明は、赤外線加熱であるから、高周波加熱のように先端部や薄肉部が局部的に加熱されることはなく、タービンホイールのように複雑な形状であっても、全体が均等に加熱される。
In the present invention, the brazing material is melted by heat conduction from the side of the turbine wheel having a large mass to the rotor shaft having a small mass, so that the heat transfer efficiency to the joint is high and the time until the brazing material reaches a predetermined temperature. Is short. Further, since the temperature of the rotor shaft is always lower than the temperature of the joint portion, excessive temperature rise of the rotor shaft is prevented, and softening inside the rotor shaft can be suppressed as much as possible. Therefore, it is sufficient that the rotor shaft after brazing is hardened by hardening only the surface portion in order to ensure wear resistance, and it is not necessary to heat-treat the entire shaft including the inside in order to recover the strength. .
In addition, since the present invention uses infrared heating, the tip and thin portions are not locally heated unlike high-frequency heating, and even if the shape is complicated like a turbine wheel, the whole is even. Heated.
本発明は、ＴｉＡｌ系合金からなるタービンホイールと、構造用鋼からなるロータシャフトとを、ニッケルろう材によるろう付けによって接合するものである。 The present invention joins a turbine wheel made of a TiAl alloy and a rotor shaft made of structural steel by brazing with a nickel brazing material.
図３に示す如く、タービンホイール(2)は、渦巻き状の羽根(21)が周方向に間隔をあけて配設されたもので、軸芯には、ロータシャフトと接合するためのボス(22)が突設されている。ボス(22)は、短い円柱状で、ロータシャフトと略同じ外径を有している。
タービンホイール(2)は、ＴｉＡｌ系合金からなり、例えば精密鋳造によって作製される。
ＴｉＡｌ系合金は、Ｔｉを主たる構成元素とする合金であり、例えば、重量％にて、Ａｌ：２８〜３３％を含有し、残部Ｔｉ及び不可避の不純物からなる合金を例示することができる。このＴｉＡｌ系合金は、所望により、Ｎｂ、Ｃ、Ｃｒ、Ｓｉ、Ｍｎ、Ｖ、Ｍｏ、Ｎｉ、Ｗ又はＴａの少なくとも一種を添加元素として含有することができる。
As shown in FIG. 3, the turbine wheel (2) has spiral blades (21) arranged at intervals in the circumferential direction, and a boss (22 for joining to the rotor shaft) is arranged on the shaft core. ) Is projected. The boss (22) has a short cylindrical shape and has substantially the same outer diameter as the rotor shaft.
The turbine wheel (2) is made of a TiAl-based alloy, and is produced, for example, by precision casting.
The TiAl-based alloy is an alloy containing Ti as a main constituent element. For example, an alloy containing Al: 28 to 33% by weight%, and the balance Ti and inevitable impurities can be exemplified. The TiAl-based alloy can contain at least one of Nb, C, Cr, Si, Mn, V, Mo, Ni, W, or Ta as an additive element as desired.
ロータシャフト(3)は丸棒状であり、シャフト用材料として一般的に用いられる構造用鋼から作製される。
構造用鋼は、ＪＩＳに規定された構造用炭素鋼又は構造用合金鋼に含まれる鋼材であって、通常の調質熱処理を施すことにより、ビッカース硬度Ｈｖ約３００以上、より好ましくはＨｖ約３５０以上の硬度を得られるものが好適に用いられる。
この種の材料として、ＳＣ、ＳＮＣ、ＳＣｒ、ＳＣＭ、ＳＮＣＭ等を例示することができる。
The rotor shaft (3) has a round bar shape and is made of structural steel generally used as a shaft material.
The structural steel is a steel material included in the structural carbon steel or structural alloy steel specified in JIS, and is subjected to a normal tempering heat treatment, whereby a Vickers hardness of about 300 or higher, more preferably about 350, Hv. What can obtain the above hardness is used suitably.
Examples of this type of material include SC, SNC, SCr, SCM, SNCM and the like.
ろう材は、ＪＩＳに規定されたＢＮｉシリーズの各種ニッケルろう材が用いられる。これらのろう材は、高い高温強度を具えており、液相線温度が約１０００℃前後又はそれよりも高温である。 As the brazing material, various nickel brazing materials of the BNi series defined in JIS are used. These brazing materials have high high-temperature strength and a liquidus temperature of about 1000 ° C. or higher.
図２は、タービンホイール(2)とロータシャフト(3)のろう付け部の構造、及び、ろう材(41)を示している。
タービンホイール(2)とロータシャフト(3)の接合界面が平面であると、両者を正確に位置決めすることが困難であり、偏心したままで接合され易い。このため、図示の如く、タービンホイール(2)のボス(22)側にその輪郭と同心円状の凸部(23)を設け、ロータシャフト(3)側にその輪郭と同心円状の凹部(31)を形成し、凸部(23)と凹部(31)が嵌合するようになし、その間に、リング状のろう材(41)を配する構成とすることが好ましい。ろう材(41)は、凸部(23)の外径よりも僅かに大きい内径を有することが好ましい。なお、凸部をロータシャフト側に設け、凹部をタービンホイール側に形成することもできる。
FIG. 2 shows the structure of the brazed portion of the turbine wheel (2) and the rotor shaft (3), and the brazing material (41).
If the joining interface between the turbine wheel (2) and the rotor shaft (3) is a plane, it is difficult to accurately position both of them, and it is easy to join them while being eccentric. For this reason, as shown in the figure, a convex portion (23) concentric with the contour is provided on the boss (22) side of the turbine wheel (2), and a concave portion (31) concentric with the contour is provided on the rotor shaft (3) side. It is preferable that the convex portion (23) and the concave portion (31) are fitted to each other, and a ring-shaped brazing material (41) is disposed therebetween. The brazing material (41) preferably has an inner diameter slightly larger than the outer diameter of the convex portion (23). In addition, a convex part can be provided in the rotor shaft side and a recessed part can also be formed in the turbine wheel side.
次に、図１を参照して、本発明のろう付け方法を説明する。
図１中、(6)は、タービンホイール(2)の赤外線加熱に用いられるゴールドイメージ炉である。タービンホイール(2)とロータシャフト(3)の間にはろう材(41)が配備されており、ロータシャフト(3)の端部が支持台(7)に載置され、タービンホイール(2)がゴールドイメージ炉(6)の加熱チャンバーへ装入される。
使用したゴールドイメージ炉(6)の加熱チャンバーには、金メッキされた放物反射面(61)が複数配備され、該反射面の夫々の焦点位置に、直管型赤外線ランプ(62)が加熱源として配置されており、赤外線ランプ(62)から放射された赤外線光は、放物反射面(61)で反射し、前記放物反射面の他方の焦点に集光する。この他方の焦点位置にタービンホイール(2)が配置されているので、タービンホイール(2)だけが効率良く加熱される。
ろう付け加熱温度は、ろう材の液相線温度以上であり、使用するニッケルろう材の種類に応じて、約１０００℃前後又は約１０００℃以上の適宜温度が選定される。
Next, the brazing method of the present invention will be described with reference to FIG.
In FIG. 1, (6) is a gold image furnace used for infrared heating of the turbine wheel (2). A brazing material (41) is provided between the turbine wheel (2) and the rotor shaft (3), and the end of the rotor shaft (3) is placed on the support base (7), and the turbine wheel (2) Is charged into the heating chamber of the gold image furnace (6).
In the heating chamber of the used gold image furnace (6), a plurality of gold-plated parabolic reflection surfaces (61) are arranged, and straight tube type infrared lamps (62) are provided as heating sources at the respective focal positions of the reflection surfaces. The infrared light radiated from the infrared lamp (62) is reflected by the parabolic reflection surface (61) and collected at the other focal point of the parabolic reflection surface. Since the turbine wheel (2) is disposed at the other focal position, only the turbine wheel (2) is efficiently heated.
The brazing heating temperature is equal to or higher than the liquidus temperature of the brazing material, and an appropriate temperature of about 1000 ° C. or about 1000 ° C. is selected according to the type of nickel brazing material used.
なお、ろう付け工程では、ろう材と被接合材との間で未接合部が生じないように、タービンホイール(2)の上方から、約２〜８ＭＰａ程度の荷重Ｐを付加して、ろう材と被接合材との密着性を向上させることが好ましい。
また、酸化防止のために、タービンホイール(2)とロータシャフト(3)を、Ａｒ等の不活性ガスで置換した透明な石英管の中に入れ、タービンホイール(2)に対して、石英管の外部から赤外線を照射することが好ましい。なお、赤外線は石英管を透過するので、石英管を設置しても、加熱の妨げにはならない。
In the brazing process, a load P of about 2 to 8 MPa is applied from above the turbine wheel (2) so that an unjoined portion does not occur between the brazing material and the material to be joined. It is preferable to improve the adhesion between the material and the material to be joined.
In order to prevent oxidation, the turbine wheel (2) and the rotor shaft (3) are placed in a transparent quartz tube substituted with an inert gas such as Ar, and the quartz tube is placed against the turbine wheel (2). It is preferable to irradiate infrared rays from the outside. Infrared light passes through the quartz tube, so even if the quartz tube is installed, it does not hinder heating.
図２に示すように、タービンホイール(2)とロータシャフト(3)の間にろう材(41)を配置し、図１に示す如く、ゴールドイメージ炉の中でタービンホイール(2)を赤外線加熱した発明例と、図４に示す如く、ロータシャフト(3)を高周波加熱した特許文献１の比較例について、ろう付け接合後のロータシャフトの硬度を夫々測定した。
As shown in FIG. 2, a brazing material (41) is disposed between the turbine wheel (2) and the rotor shaft (3), and as shown in FIG. 1, the turbine wheel (2) is heated by infrared rays in a gold image furnace. As shown in FIG. 4, the hardness of the rotor shaft after brazing and joining was measured for the inventive example and the comparative example of
タービンホイール(2)は、重量％にて、Ｃ：０.０７％、Ｎｂ：１４％、Ａｌ：３０％、残部Ｔｉ及び不可避の不純物からなるＴｉＡｌ系合金を精密鋳造することにより得た。羽根(21)の部分は外径５２ｍｍ、ボス(22)は高さ２ｍｍ、外径１５ｍｍ、凸部(23)は高さ３ｍｍ、外径３ｍｍである。
ロータシャフト(3)は、重量％にて、Ｃ：０.３５％、Ｓｉ：０.２％、Ｍｎ：０.７％、Ｃｒ：１％、Ｍｏ：０.２％、残部Ｆｅ及び不可避の不純物からなる構造用鋼(ＳＣＭ４３５相当材)であり、外径１５ｍｍ、長さ１００ｍｍ、凹部(31)は、内径３.１ｍｍ、深さ３.５ｍｍである。
ろう材(41)は、外径１５.５ｍｍ、内径３.５ｍｍ、厚さ０.０４ｍｍのリング状で、ＢＮｉ２(ＪＩＳ規格)に規定されるニッケルろうを使用した。このろう材の液相線温度は、１０２４℃である。
The turbine wheel (2) was obtained by precision casting a TiAl alloy composed of C: 0.07%, Nb: 14%, Al: 30%, the balance Ti and unavoidable impurities in weight%. The blade (21) has an outer diameter of 52 mm, the boss (22) has a height of 2 mm, an outer diameter of 15 mm, and the projection (23) has a height of 3 mm and an outer diameter of 3 mm.
The rotor shaft (3) is, by weight%, C: 0.35%, Si: 0.2%, Mn: 0.7%, Cr: 1%, Mo: 0.2%, the remaining Fe and inevitable It is structural steel made of impurities (equivalent to SCM435), and has an outer diameter of 15 mm, a length of 100 mm, and a recess (31) having an inner diameter of 3.1 mm and a depth of 3.5 mm.
As the brazing material (41), a nickel brazing material defined in BNi2 (JIS standard) was used in a ring shape having an outer diameter of 15.5 mm, an inner diameter of 3.5 mm, and a thickness of 0.04 mm. The liquidus temperature of this brazing material is 1024 ° C.
発明例について、ゴールドイメージ炉での赤外線加熱によるろう付けは次の要領にて行なった。
タービンホイールとロータシャフトは、酸化防止のために、Ａｒガスで置換した石英管の中に入れ、石英管外部からタービンホイールのみを局部的に加熱した。
加熱は出力４.８ＫＷで行なった。約２分で１０５０℃に到達し、その状態で３０秒間保持した後、電源を切り、冷却を行なった。ろう付けによる接合状態は良好であった。
About the invention example, the brazing by the infrared heating in a gold image furnace was performed in the following way.
In order to prevent oxidation, the turbine wheel and the rotor shaft were placed in a quartz tube substituted with Ar gas, and only the turbine wheel was locally heated from the outside of the quartz tube.
Heating was performed at an output of 4.8 KW. The temperature reached 1050 ° C. in about 2 minutes, and was kept in that state for 30 seconds, and then the power was turned off and cooling was performed. The joining state by brazing was good.
特許文献１の比較例について、高周波加熱によるろう付けは次の要領にて行なった。
発明例の場合と同様、酸化防止のために、タービンホイールとロータシャフトの周囲を石英管で覆い、石英管の内部をＡｒガスで置換した。石英管の外側に高周波コイルを配備し、該高周波コイルを出力２０ＫＷで加熱し、約２分３０秒で１０５０℃に到達した。その状態で３０秒間保持した後、電源を切り、冷却を行なった。ろう付けによる接合状態は良好であった。
About the comparative example of
As in the case of the inventive example, in order to prevent oxidation, the periphery of the turbine wheel and the rotor shaft was covered with a quartz tube, and the inside of the quartz tube was replaced with Ar gas. A high frequency coil was disposed outside the quartz tube, and the high frequency coil was heated at an output of 20 KW and reached 1050 ° C. in about 2 minutes and 30 seconds. After holding in that state for 30 seconds, the power was turned off and cooling was performed. The joining state by brazing was good.
ろう付け後のロータシャフトについて、表１に示す各部位を切断し、半径方向の位置において、表面部(表面から軸心方向に向けて約０.２ｍｍの位置)と、中間部(表面と軸心の中間位置)と、軸心部とを、ビッカース硬度計にて夫々３箇所ずつ測定した。表１には、３箇所の測定結果の平均値を記載している。
なお、ロータシャフトのろう付け前の硬度測定結果は、表面部がＨｖ３７６.３、中間部がＨｖ３７４.６、軸心部がＨｖ３７６.８であった。
About the rotor shaft after brazing, each part shown in Table 1 is cut, and at a radial position, a surface part (position of about 0.2 mm from the surface toward the axial center direction) and an intermediate part (surface and shaft). The center position of the core) and the axial center were measured with a Vickers hardness meter at three locations. Table 1 lists the average values of the measurement results at three locations.
As a result of hardness measurement before brazing of the rotor shaft, the surface portion was Hv376.3, the intermediate portion was Hv374.6, and the shaft center portion was Hv376.8.
表１に記載した軸心部の硬度測定結果をプロットしたものを図５に示す。発明例は、軸心部の硬度が約Ｈｖ３００以上あり、ロータシャフトとして必要の強度を確保できるのに対し、比較例では、接合部から約４０ｍｍまでの部分(図５より推定)の硬度が約Ｈｖ３００よりも小さく、所定の強度を回復させるために、シャフト全体の熱処理が必要となる。 FIG. 5 shows a plot of the hardness measurement results of the shaft center described in Table 1. In the example of the invention, the shaft center has a hardness of about Hv300 or more, and the required strength as a rotor shaft can be secured. In order to recover a predetermined strength that is smaller than Hv300, heat treatment of the entire shaft is required.
本発明の方法は、車両用内燃機関のターボチャージャに用いられるタービンロータの製造工程において、タービンホイールとロータシャフトのろう付け接合に使用することができる。 The method of the present invention can be used for brazing a turbine wheel and a rotor shaft in a manufacturing process of a turbine rotor used for a turbocharger of an internal combustion engine for a vehicle.
(2) タービンホイール
(3) ロータシャフト
(6) ゴールドイメージ炉
(41) ろう材
(2) Turbine wheel
(3) Rotor shaft
(6) Gold Image Furnace
(41) Brazing material
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| JP2008202544A (en) * | 2007-02-21 | 2008-09-04 | Mitsubishi Heavy Ind Ltd | Manufacturing method of rotor, and exhaust turbocharger having the rotor |
| JP2009297788A (en) * | 2008-05-15 | 2009-12-24 | Rolls-Royce Deutschland Ltd & Co Kg | Method for manufacturing blisk |
| CN102046960A (en) * | 2008-06-19 | 2011-05-04 | 博格华纳公司 | Rotor shaft of a turbomachine and method for the production of a rotor of a turbomachine |
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| FR2958571A1 (en) * | 2010-04-09 | 2011-10-14 | Peugeot Citroen Automobiles Sa | Assembling two sheet parts e.g. body shell of an automobile vehicle by braze welding, comprises disposing metal wire at seam of parts to be assembled and melting wire using infrared radiation heat source to form solder fillet between parts |
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| JP2008202544A (en) * | 2007-02-21 | 2008-09-04 | Mitsubishi Heavy Ind Ltd | Manufacturing method of rotor, and exhaust turbocharger having the rotor |
| JP2009297788A (en) * | 2008-05-15 | 2009-12-24 | Rolls-Royce Deutschland Ltd & Co Kg | Method for manufacturing blisk |
| CN102046960A (en) * | 2008-06-19 | 2011-05-04 | 博格华纳公司 | Rotor shaft of a turbomachine and method for the production of a rotor of a turbomachine |
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| FR2958571A1 (en) * | 2010-04-09 | 2011-10-14 | Peugeot Citroen Automobiles Sa | Assembling two sheet parts e.g. body shell of an automobile vehicle by braze welding, comprises disposing metal wire at seam of parts to be assembled and melting wire using infrared radiation heat source to form solder fillet between parts |
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