JP5512256B2 - Engine valve - Google Patents

Engine valve Download PDF

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Publication number
JP5512256B2
JP5512256B2 JP2009292502A JP2009292502A JP5512256B2 JP 5512256 B2 JP5512256 B2 JP 5512256B2 JP 2009292502 A JP2009292502 A JP 2009292502A JP 2009292502 A JP2009292502 A JP 2009292502A JP 5512256 B2 JP5512256 B2 JP 5512256B2
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umbrella
engine valve
outer peripheral
peripheral surface
forging
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JP2011132874A (en
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忠良 冨永
峰男 藤野
茂樹 山田
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Aisan Industry Co Ltd
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Aisan Industry Co Ltd
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Priority to JP2009292502A priority Critical patent/JP5512256B2/en
Priority to CN201010505030XA priority patent/CN102108887A/en
Priority to US12/977,805 priority patent/US20110155088A1/en
Publication of JP2011132874A publication Critical patent/JP2011132874A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/02—Selecting particular materials for valve-members or valve-seats; Valve-members or valve-seats composed of two or more materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/02—Selecting particular materials for valve-members or valve-seats; Valve-members or valve-seats composed of two or more materials
    • F01L3/04—Coated valve members or valve-seats
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials
    • F01L2301/02—Using ceramic materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49229—Prime mover or fluid pump making
    • Y10T29/49298—Poppet or I.C. engine valve or valve seat making

Description

本発明は、耐熱合金を素材とし、軸部の一端に熱間鍛造により成形された傘部を連続して有するエンジンバルブに関する。   The present invention relates to an engine valve made of a heat-resistant alloy and continuously having an umbrella part formed by hot forging at one end of a shaft part.

従来、この種のポペット型のエンジンバルブは、図３（ａ）に示すように、棒部材の一端部を冷間鍛造等することで、軸部１０２の一端に塊状の傘部原体１０５を連続して有するバルブ中間体１０６を成形したうえで、当該バブル中間体１０６を鍛造型１１０へ装填し、図３（ｂ）に示すように、パンチ１１１によって傘部原体１０５を押圧するように熱間鍛造することで、傘部原体１０５が鍛造型１１０の形状に沿った傘部１０３として成形される。この場合、従来では、傘部原体１０５が的確に鍛造型１１０の形状に沿ったネットシェイプな形状となるように、傘部１０３の外周縁にバリ１０７が生じるように鍛造していた。具体的には、傘部原体１０５の体積を、鍛造型１１０の傘部型面１１０ａとパンチ１１１の下面とによって区画される傘部容積よりも僅かに多くしていた。したがって、従来では、熱間鍛造後の傘部１０３の外周縁にはバリ１０７が生じており、当該バリ１０７を研削や切削等の機械加工により除去する工程を経て、エンジンバルブを製造していた。このようなエンジンバルブとして、例えば下記特許文献１や特許文献２がある。   Conventionally, as shown in FIG. 3 (a), this type of poppet type engine valve is formed by cold forging one end portion of a rod member to form a bulky umbrella base body 105 at one end of a shaft portion 102. After forming the continuous valve intermediate body 106, the bubble intermediate body 106 is loaded into the forging die 110, and the umbrella base body 105 is pressed by the punch 111 as shown in FIG. By hot forging, the umbrella part base body 105 is formed as the umbrella part 103 along the shape of the forging die 110. In this case, conventionally, forging is performed so that the burr 107 is formed on the outer peripheral edge of the umbrella portion 103 so that the umbrella portion base body 105 has a net-shaped shape that exactly matches the shape of the forging die 110. Specifically, the volume of the umbrella part base body 105 is slightly larger than the volume of the umbrella part defined by the umbrella part mold surface 110 a of the forging die 110 and the lower surface of the punch 111. Therefore, conventionally, burrs 107 are formed on the outer peripheral edge of the umbrella 103 after hot forging, and an engine valve is manufactured through a process of removing the burrs 107 by machining such as grinding or cutting. . As such an engine valve, for example, there are Patent Document 1 and Patent Document 2 below.

特開平３−８６４５７号公報JP-A-3-86457 特開平４−８４０２号公報JP-A-4-8402

ところで、耐熱合金を熱間鍛造すると、その際の熱によりバルブ中間体の表層部には基材が酸化した酸化層が形成される。当該酸化層は、良好な断熱性を有する。したがって、高温環境に晒され熱負荷の高いエンジンバルブにおいては、このような酸化層を残しておくことが好ましい。当該表層部に生じた酸化層の断熱効果により入熱量が低減され、エンジンバルブの昇温が抑制されるからである。特に、エンジンの燃焼室に直接臨んでいることで高温となり易い傘部における断熱効果が重要である。   By the way, when the heat-resistant alloy is hot forged, an oxidized layer in which the base material is oxidized is formed on the surface layer portion of the valve intermediate body by the heat at that time. The oxide layer has good heat insulating properties. Therefore, it is preferable to leave such an oxide layer in an engine valve exposed to a high temperature environment and having a high heat load. This is because the heat input effect is reduced by the heat insulating effect of the oxide layer generated in the surface layer portion, and the temperature rise of the engine valve is suppressed. In particular, the thermal insulation effect in the umbrella part, which tends to become high temperature by facing directly to the combustion chamber of the engine, is important.

しかしながら、特許文献１や特許文献２では、傘部の外周縁に生じたバリを機械加工によって除去している。これでは、図４に示すように、熱間鍛造によって基材１０１ａの表層部に酸化層１０１ｂが生じていても、傘部１０３の外周面１０３ｄでは機械加工により酸化層１０１ｂが除去されてしまう。これでは、傘部１０３の外周面１０３ｄが高温になり易く、プレイグニッションが発生する可能性が高くなる問題がある。プレイグニッションとは、点火プラグによる点火制御の前に、高温となったエンジンバルブ等により混合気が燃焼室内で着火し、燃焼時期が早まる現象を言う。   However, in patent document 1 and patent document 2, the burr | flash which arose on the outer periphery of the umbrella part is removed by machining. In this case, as shown in FIG. 4, even if the oxide layer 101b is generated on the surface layer portion of the base material 101a by hot forging, the oxide layer 101b is removed by machining on the outer peripheral surface 103d of the umbrella portion 103. In this case, there is a problem that the outer peripheral surface 103d of the umbrella part 103 is likely to become high temperature, and the possibility of pre-ignition is increased. Preignition is a phenomenon in which an air-fuel mixture is ignited in a combustion chamber by an engine valve or the like having a high temperature before ignition control by an ignition plug, and combustion timing is advanced.

これを避けるために、特許文献１や特許文献２のエンジンバルブにおいて、バリ除去後の傘部外周面（機械加工面）に再度酸化層を形成することも考えられるが、工程が煩雑とりコストも嵩む。   In order to avoid this, in the engine valves of Patent Document 1 and Patent Document 2, it may be possible to form an oxide layer again on the outer peripheral surface (machined surface) of the umbrella part after removing the burrs. Bulky.

そこで、本発明はこのような問題を解決するためになされたものであり、傘部の外周面にも断熱効果の良好な酸化層が存在していることで昇温し難いエンジンバルブを提供することを目的とする。   Accordingly, the present invention has been made to solve such a problem, and provides an engine valve that is difficult to increase in temperature due to the presence of an oxide layer having a good heat insulating effect on the outer peripheral surface of the umbrella. For the purpose.

本発明は、耐熱合金を素材とし、軸部の一端に熱間鍛造により成形された傘部を連続して有するエンジンバルブであって、前記傘部は、該傘部の外周縁にバリが生じないように鍛造され、前記傘部外周面（マージン部）を機械加工することなく成形されることで、前記傘部の外周面の表層部に基材（耐熱合金）が酸化した酸化層を有することを特徴とする。なお、本発明では、バルブシートと当接する傘部のフェース面を研削等することを否定するものではない。傘部の外周面とは、燃焼室に臨む平坦な傘表面と、バルブシートと当接するフェース面との間に存在する面を意味する。   The present invention relates to an engine valve that is made of a heat-resistant alloy and continuously has an umbrella portion formed by hot forging at one end of a shaft portion, and the umbrella portion has a burr on the outer periphery of the umbrella portion. Forged so that the outer peripheral surface (margin portion) of the umbrella portion is formed without machining, so that the surface layer portion of the outer peripheral surface of the umbrella portion has an oxidized layer in which the base material (heat-resistant alloy) is oxidized It is characterized by that. In the present invention, it is not denied that the face surface of the umbrella part that comes into contact with the valve seat is ground. The outer peripheral surface of the umbrella portion means a surface existing between a flat umbrella surface facing the combustion chamber and a face surface in contact with the valve seat.

傘部を鍛造する際にバリが生じていなければ、従来のようにバリを除去するための切削や研削などの機械加工が不要である。したがって、鍛造後の傘部外周面は鍛造肌のままである。すなわち、熱間鍛造時に基材の表層部が酸化することで生じた酸化層が、機械加工によって除去されることはない。これにより、傘部の外周面にも酸化層を残存させることができる。傘部の外周面にも断熱効果の良好な酸化層が存在していることで、燃焼熱によって高温となり易い傘部の昇温を抑制することができる。したがって、特許文献１や特許文献２のような従来技術よりも、エンジン駆動中のエンジンバルブ（特に傘部）温度を下げることができる。これにより、プレイグニッションの発生限界域を向上させることができる。プレイグニッションの発生限界域が向上すれば燃焼が安定するので、圧縮比を向上してエンジン出力や燃費を向上させることもできる。また、熱間鍛造時に生じた酸化層をそのまま残存させているだけなので、機械加工後に再度酸化層や別途断熱層を設ける必要はなく、効率的且つ低コストに製造できる。   If burrs are not generated when the umbrella portion is forged, machining such as cutting and grinding for removing the burrs is not required as in the prior art. Therefore, the outer peripheral surface of the umbrella part after forging remains as forged skin. That is, the oxide layer generated by oxidizing the surface layer portion of the substrate during hot forging is not removed by machining. Thereby, an oxide layer can remain on the outer peripheral surface of the umbrella portion. Since the oxide layer having a good heat insulating effect is also present on the outer peripheral surface of the umbrella part, it is possible to suppress the temperature rise of the umbrella part that is likely to become high temperature due to combustion heat. Therefore, the temperature of the engine valve (particularly the umbrella) during driving of the engine can be lowered as compared with the conventional techniques such as Patent Document 1 and Patent Document 2. Thereby, the pre-ignition generation limit region can be improved. If the pre-ignition occurrence limit region is improved, the combustion becomes stable, so that the compression ratio can be improved to improve the engine output and fuel consumption. Further, since the oxide layer generated during the hot forging is left as it is, it is not necessary to provide an oxide layer or a separate heat insulation layer again after machining, and it can be manufactured efficiently and at low cost.

なお、前記傘部の外周面は湾曲形状となっていることが好ましい。良好な断熱性が確保されているので、外周面が尖った形状となっていても構わないが、湾曲形状となっていれば、尖った形状よりも混合気が着火する可能性をより低減することができる。前記耐熱合金としては、例えば耐熱鋼を使用することができる。   In addition, it is preferable that the outer peripheral surface of the umbrella part has a curved shape. Since good heat insulation is ensured, the outer peripheral surface may have a sharp shape, but if it has a curved shape, the possibility that the air-fuel mixture will ignite more than the sharp shape is further reduced. be able to. As the heat-resistant alloy, for example, heat-resistant steel can be used.

本発明のエンジンバルブによれば、傘部の外周面にも断熱効果の良好な酸化層が存在していることで昇温し難く、プレイグニッションの発生限界域を向上できる。   According to the engine valve of the present invention, it is difficult to raise the temperature due to the presence of an oxide layer having a good heat insulating effect on the outer peripheral surface of the umbrella portion, and the pre-ignition occurrence limit region can be improved.

エンジンバルブの断面図である。It is sectional drawing of an engine valve. エンジンバルブの製造工程図である。It is a manufacturing process figure of an engine valve. 従来のエンジンバルブの製造工程図である。It is a manufacturing process figure of the conventional engine valve. 従来のエンジンバルブの断面図である。It is sectional drawing of the conventional engine valve.

以下に、図面を参照しながら本発明のエンジンバルブの実施の形態について説明するが、これに限られず、本発明の要旨を逸脱しない範囲で、種々の変更が可能である。   Hereinafter, embodiments of the engine valve of the present invention will be described with reference to the drawings. However, the present invention is not limited thereto, and various modifications can be made without departing from the gist of the present invention.

図１に示すように、エンジンバルブ１は、棒状の軸部２と、当該軸部２の一端に連続して形成された末広がりの傘部３とを備える、ポペット型のエンジンバルブである。エンジンバルブ１は、内燃機関（エンジン）の燃焼室へ吸排気するためのバルブであって、燃焼室へ混合気を吸気するための吸気バルブや、燃焼室で燃焼した排気ガスを排気するための排気バルブとして使用される。図示していないが、エンジンに組み付けられたエンジンバルブ１は、軸部２の他端がカム、ピポット、ロッカーアーム等により押圧されることにより、バルブシートから離間して燃焼室の吸気ポートや排気ポートが開くようになっている。   As shown in FIG. 1, the engine valve 1 is a poppet type engine valve that includes a rod-shaped shaft portion 2 and a divergent umbrella portion 3 formed continuously at one end of the shaft portion 2. The engine valve 1 is a valve for intake and exhaust to a combustion chamber of an internal combustion engine (engine), and is an intake valve for intake of air-fuel mixture into the combustion chamber and exhaust gas exhausted in the combustion chamber. Used as an exhaust valve. Although not shown, the engine valve 1 assembled in the engine is separated from the valve seat when the other end of the shaft portion 2 is pressed by a cam, a pivot, a rocker arm, etc. The port is open.

エンジンバルブ１は、耐熱合金製である。耐熱合金としては、代表的にはＳＵＨ３、ＳＵＨ１１、ＳＵＨ３５等の耐熱鋼が挙げられ、他にチタン合金等とすることもできる。傘部３は、燃焼室に望む平坦な傘表面３ａと、バルブシートと当接して燃焼室の吸気ポートや排気ポートを開閉するフェース面３ｂと、フェース面３ｂから軸部２へ縮径しながら連続する首部３ｃとを有する。傘表面３ａとフェース面３ｂとは、傘部３の外周面３ｄを介してつながっている。詳細は後述するが、当該傘部３の外周面３ｄは、機械加工されていないことから湾曲形状となっている。そのうえで、エンジンバルブ１の表層部には、傘部３の外周面３ｄを含めて基材１ａが酸化した酸化層１ｂを有する。   The engine valve 1 is made of a heat resistant alloy. Typical examples of the heat-resistant alloy include heat-resistant steels such as SUH3, SUH11, and SUH35. In addition, a titanium alloy or the like can be used. The umbrella part 3 has a flat umbrella surface 3a desired for the combustion chamber, a face surface 3b that contacts the valve seat and opens and closes an intake port and an exhaust port of the combustion chamber, and a diameter reduced from the face surface 3b to the shaft part 2 And a continuous neck portion 3c. The umbrella surface 3 a and the face surface 3 b are connected via the outer peripheral surface 3 d of the umbrella part 3. Although details will be described later, the outer peripheral surface 3d of the umbrella portion 3 has a curved shape because it is not machined. In addition, the surface layer portion of the engine valve 1 includes an oxide layer 1 b in which the base material 1 a is oxidized including the outer peripheral surface 3 d of the umbrella portion 3.

このようなエンジンバルブ１の製造方法を、図２を参照しながら説明する。まず、棒状の材料を例えば四面高速鍛造機等による鍛伸によって冷間鍛造したり、電気鍛縮装置（電気アプセッタ）による据込み鍛造したりすることにより、図２（ａ）に示すように軸部２の一端に塊状の傘部原体５を連続して有するバルブ中間体６を成形し、当該バブル中間体６を鍛造型１０へ装填する。このとき、傘部原体５の体積を、鍛造型１０における傘部型面１０ａと最下降させたパンチ１１の下面とによって区画される傘部容積（体積）より僅かに少なくしておく。そのうえで、図２（ｂ）に示すように、パンチ１１を予め定めたストロークだけ下降させながら、傘部原体５を上方から複数回打ち付けるように熱間鍛造することで、傘部原体５を塑性変形させる。これにより、傘部原体５が鍛造型１０の形状に沿った傘部３を成形することができる。このとき、傘部原体５の体積が鍛造型１０の傘部容積より僅かに少ないため、傘部３の外周面３ｄにはバリが生じておらず、塑性変形した際のそのままの湾曲形状となっている。なお、パンチ１１が最下降位置にあるとき、パンチ１１は鍛造型１０に接触せず、パンチ１１と鍛造型１０との間には僅かなクリアランスがある。   A method of manufacturing such an engine valve 1 will be described with reference to FIG. First, as shown in FIG. 2 (a), a rod-shaped material is cold-forged by forging using, for example, a four-sided high-speed forging machine or by upsetting forging with an electric forging / reducing device (electric upsetter). A valve intermediate body 6 continuously having a massive umbrella part base 5 at one end of the part 2 is formed, and the bubble intermediate body 6 is loaded into a forging die 10. At this time, the volume of the umbrella base material 5 is made slightly smaller than the volume (volume) of the umbrella part defined by the umbrella part mold surface 10a of the forging die 10 and the lower surface of the punch 11 that has been lowered. Then, as shown in FIG. 2 (b), by forging the umbrella base body 5 multiple times from above while lowering the punch 11 by a predetermined stroke, Plastically deform. Thereby, the umbrella part base body 5 can shape the umbrella part 3 along the shape of the forging die 10. At this time, since the volume of the umbrella part base 5 is slightly smaller than the volume of the umbrella part of the forging die 10, there is no burr on the outer peripheral surface 3d of the umbrella part 3, and the curved shape when plastically deformed is maintained. It has become. When the punch 11 is at the lowest position, the punch 11 does not contact the forging die 10 and there is a slight clearance between the punch 11 and the forging die 10.

熱間鍛造温度は、８００℃以上とすればよい。また、加熱は塑性変形させる傘部原体５のみでも構わない。当該熱間鍛造により、エンジンバルブ１の表層部には、基材（例えば耐熱鋼）１ａが酸化した酸化層１ｂが形成されている。そして、本発明では熱間鍛造後に傘部３の外周面３ｄにバリが生じていないので、当該傘部３の外周面３ｄを研削や切削等の機械加工をする必要は無い。これにより、傘部３の外周面３ｄにも熱間鍛造時に生じた酸化層１ｂを有するエンジンバルブ１を得ることができる。このように、傘部３の外周面３ｄにも断熱効果が高い酸化層１ｂが形成されていることで、エンジン駆動時に傘部３の外周面３ｄからの入熱も有効に遮断され、傘部３の昇温を従来よりも抑制することができる。これにより、プレイグニッションの発生限界域を向上させることができる。   The hot forging temperature may be 800 ° C. or higher. Further, heating may be performed only on the umbrella body 5 that is plastically deformed. By the hot forging, an oxide layer 1b formed by oxidizing a base material (for example, heat-resistant steel) 1a is formed on the surface layer portion of the engine valve 1. And in this invention, since the burr | flash does not arise in the outer peripheral surface 3d of the umbrella part 3 after hot forging, it is not necessary to machine the outer peripheral surface 3d of the said umbrella part 3 such as grinding or cutting. Thereby, the engine valve 1 which has the oxide layer 1b produced at the time of hot forging also on the outer peripheral surface 3d of the umbrella part 3 can be obtained. As described above, since the oxide layer 1b having a high heat insulating effect is also formed on the outer peripheral surface 3d of the umbrella portion 3, heat input from the outer peripheral surface 3d of the umbrella portion 3 is also effectively blocked when the engine is driven. The temperature rise of 3 can be suppressed as compared with the conventional case. Thereby, the pre-ignition generation limit region can be improved.

なお、必要に応じて、フェース面３ｂは研削等してもよい。また、酸化層１ｂに加えて、エンジンバルブ１の表面に、さらに別の断熱層（断熱被膜）を形成したり、塩浴軟窒化やガス軟窒化等の窒化処理を施すことも好ましい。断熱層としては、アルミナ、コージェライト、ジルコニア、ジルコン、酸化チタン、マグネシアなどのセラミックス系酸化物、炭化ケイ素などのセラミックス系炭化物、及び窒化ケイ素などのセラミックス系窒化物のほか、ケイ酸アルミニウム、酸化クロム、ＷＣ＋Ｃｏ合金、ＷＣ＋Ｎｉ＋Ｗ＋Ｃｒ3Ｃ2合金、Ｃｒ3Ｃ2＋Ｎｉ−Ｃｒ合金などの、耐熱性及び断熱性の良好なセラミックス系材料を挙げることができる。これら断熱層や窒化物層は単層でもよいし、複数積層してもよい。断熱層は、ガス炎、アーク溶射法、プラズマ溶射法、爆発溶射法、スパッタリング、イオンプレーティングなどの手段を用いて形成することができる。さらに、鍛造時に発生した残留応力を除去するため、例えば４００℃程度で低温焼鈍することも好ましい。 If necessary, the face surface 3b may be ground. In addition to the oxide layer 1b, it is also preferable to form another heat insulating layer (heat insulating film) on the surface of the engine valve 1 or to perform nitriding treatment such as salt bath soft nitriding or gas soft nitriding. As the heat insulation layer, ceramic oxides such as alumina, cordierite, zirconia, zircon, titanium oxide and magnesia, ceramic carbides such as silicon carbide, and ceramic nitrides such as silicon nitride, aluminum silicate, oxidation Examples thereof include ceramic materials having good heat resistance and heat insulation, such as chromium, WC + Co alloy, WC + Ni + W + Cr 3 C 2 alloy, and Cr 3 C 2 + Ni—Cr alloy. These heat insulation layers and nitride layers may be a single layer or a plurality of layers. The heat insulation layer can be formed using means such as gas flame, arc spraying, plasma spraying, explosion spraying, sputtering, ion plating and the like. Furthermore, in order to remove the residual stress generated at the time of forging, it is also preferable to perform low temperature annealing at about 400 ° C., for example.

１ エンジンバルブ
１ａ 基材
１ｂ 酸化層
２ 軸部
３ 傘部
３ａ 傘表面
３ｂ フェース面
３ｄ 外周面
５ 傘部原体
６ バルブ中間体
１０ 鍛造型

DESCRIPTION OF SYMBOLS 1 Engine valve 1a Base material 1b Oxidation layer 2 Shaft part 3 Umbrella part 3a Umbrella surface 3b Face surface 3d Outer peripheral surface 5 Umbrella part original body 6 Valve intermediate body 10 Forging type

Claims (2)

耐熱鋼を素材とし、軸部の一端に熱間鍛造（閉塞鍛造を除く）により成形された傘部を連続して有するエンジンバルブであって、
前記傘部は、該傘部の外周縁にバリが生じないように鍛造され、
前記傘部の外周面を機械加工することなく成形されることで、前記傘部の外周面の表層部に、断熱効果を高めるべく基材が酸化した酸化層を有することを特徴とする、エンジンバルブ。 An engine valve made of heat-resistant steel and having an umbrella part formed by hot forging (excluding closed forging) at one end of the shaft part,
The umbrella part is forged so as not to generate burrs on the outer periphery of the umbrella part,
By being molded without machining the outer peripheral surface of the umbrella portion, the surface portion of the outer peripheral surface of the umbrella portion, and having an oxide layer substrate is oxidized to increase the heat insulating effect, the engine valve. 前記傘部の外周面が湾曲形状となっていることを特徴とする、請求項１に記載のエンジンバルブ。
The engine valve according to claim 1, wherein an outer peripheral surface of the umbrella portion has a curved shape.
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