JPH0682465U - Pressure ring for internal combustion engine - Google Patents
Pressure ring for internal combustion engineInfo
- Publication number
- JPH0682465U JPH0682465U JP2400793U JP2400793U JPH0682465U JP H0682465 U JPH0682465 U JP H0682465U JP 2400793 U JP2400793 U JP 2400793U JP 2400793 U JP2400793 U JP 2400793U JP H0682465 U JPH0682465 U JP H0682465U
- Authority
- JP
- Japan
- Prior art keywords
- outer peripheral
- pressure ring
- sliding portion
- peripheral sliding
- coating layer
- 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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- Pistons, Piston Rings, And Cylinders (AREA)
Abstract
(57)【要約】
【目的】 バレルフェース形内燃機関用圧力リングの摩
耗に伴うオイル消費量を低減しスカッフィングを抑制す
る。
【構成】この考案によるバレルフェース形内燃機関用圧
力リング１では、合口２を形成する両端部３付近の各外
周摺動部４に形成された被覆層５の耐摩耗性は各端部付
近以外の外周摺動部４の耐摩耗性より高い。外周摺動部
４に摩耗が進行したとき、両端部３付近ではバレルフェ
ースが潰れて外周摺動部４が全面でシリンダ内壁に当接
せず、十分な面圧が残存するので、圧力リングのオイル
の掻き上げ作用及びスカッフィングを抑制することがで
きる。
(57) [Summary] [Purpose] To reduce the oil consumption due to wear of the pressure ring for barrel face type internal combustion engines and to suppress scuffing. In a pressure ring 1 for a barrel face type internal combustion engine according to the present invention, the wear resistance of a coating layer 5 formed on each outer peripheral sliding portion 4 in the vicinity of both ends 3 forming an abutment 2 is different from the vicinity of each end. It is higher than the wear resistance of the outer peripheral sliding part 4. When the outer peripheral sliding portion 4 is abraded, the barrel face is crushed near both ends 3 and the outer peripheral sliding portion 4 does not come into contact with the cylinder inner wall over the entire surface, and sufficient surface pressure remains. The scraping action of oil and the scuffing can be suppressed.
Description
【０００１】[0001]
この考案はピストンリング、特に、長時間稼動後のオイルの掻き上げ及び合口 でのスカッフィングを防止できるバレルフェース形内燃機関用圧力リングに関連 する。 The present invention relates to a piston ring, and more particularly, to a pressure ring for a barrel face type internal combustion engine capable of preventing oil scraping and scuffing at the joint after long-term operation.
【０００２】[0002]
内燃機関用圧力リングとして図５に示す平坦面１３を有する矩形断面リングの 基本的かつ標準的な形状によって形成されるプレーン形の圧力リング１２がある 。近時エンジンの高速化に伴い、プレーン形圧力リング１２は油掻き効果の不足 が指摘され、またピストン１１の熱膨張、首振りなどにより運転時にシリンダ１ ０の内壁に接する圧力リング１２の正しい姿勢が崩れる欠点がある。圧力リング １２の幅方向のピストン１１の頂部側端部がシリンダ１０の内壁に接してピスト ン１１の底部側端部がシリンダ１０の内壁から離間する状態で圧力リング１２が 傾斜する（逆当たり）と、圧力リング１２はオイルを掻き下げるよりも逆に掻き あげるようになり、オイル消費量が増加する。 As a pressure ring for an internal combustion engine, there is a plain pressure ring 12 formed by the basic and standard shape of a rectangular cross-section ring having a flat surface 13 shown in FIG. Recently, it has been pointed out that the plain type pressure ring 12 lacks the oil scraping effect as the engine speed increases, and the correct position of the pressure ring 12 in contact with the inner wall of the cylinder 10 during operation due to thermal expansion of the piston 11 and swinging. Has the drawback that it will collapse. The pressure ring 12 inclines with the top end of the piston 11 in the width direction of the pressure ring 12 in contact with the inner wall of the cylinder 10 and the bottom end of the piston 11 separated from the inner wall of the cylinder 10 (back contact). Then, the pressure ring 12 scrapes up the oil rather than scrapes it down, and the oil consumption increases.
【０００３】 また、圧力リング１２の側面に対してすべり面を完全な直角をなすように仕上 げることはかなり困難であり、逆当たりによりオイル消費量が増加するおそれが ある。Further, it is quite difficult to finish the slip surface so as to form a right angle with respect to the side surface of the pressure ring 12, and there is a possibility that the oil consumption may increase due to the reverse contact.
【０００４】 プレーン形圧力リング１２の欠点を除くために、図６に示すテーパフェース形 圧力リング１２が提案されている。テーパフェース形圧力リング１２は非常に高 い面圧による初期なじみ時間の短縮が可能になり、圧力リング１２の外周面での 逆当たりを防止することにより油掻き作用が強められる。即ち、従来のプレーン 形状では初期なじみに時間が長くかかり自動車工場でのエンジン組立て後のなら し運転の費用がかさむ難点があった。これに対し、外周面にテーパ１４をつけて シリンダとのすべり面の当たり面積を小さくすれば、面圧が高まり運転初期のな じみ性を向上させ、短時間でオイル消費量、ブローバイガス排出量を安定させる ことができる。更に、テーパ１４はピストンの上昇行程間にすべり面に油膜を形 成しやすく、下降行程ではオイルを掻き下げる効果がある。In order to eliminate the drawbacks of the plain pressure ring 12, the tapered face pressure ring 12 shown in FIG. 6 has been proposed. The taper face type pressure ring 12 can shorten the initial running-in time due to a very high surface pressure, and by preventing backlash on the outer peripheral surface of the pressure ring 12, the oil scraping action is enhanced. In other words, the conventional plain shape takes a long time to get used to the initial stage, and there is a problem that the cost of running-in after assembling the engine in the automobile factory is high. On the other hand, if the outer peripheral surface is tapered 14 to reduce the contact area of the sliding surface with the cylinder, the surface pressure increases and the conformability at the initial stage of operation is improved, and the oil consumption and blow-by gas discharge amount are reduced in a short time. Can be stabilized. Further, the taper 14 tends to form an oil film on the slip surface during the upward stroke of the piston, and has the effect of scratching the oil during the downward stroke.
【０００５】 しかしながら、テーパフェース形圧力リング１２では外周テーパ部にもガス圧 が作用するため、その分だけ背圧の効果を打ち消すことになる。従って、テーパ 角度が大き過ぎるとブローバイガス量が増加する欠点がある。また、テーパ角度 が大きいと、オイル消費量が増加する問題がある。However, in the taper face type pressure ring 12, the gas pressure also acts on the outer peripheral taper portion, so that the effect of the back pressure is canceled by that amount. Therefore, if the taper angle is too large, there is a drawback that the amount of blow-by gas increases. Also, if the taper angle is large, there is a problem that the oil consumption increases.
【０００６】 他面、図７に示すバレルフェース形圧力リング１２が提案されている。最近の エンジンではシリンダ径に比して短いピストンが使用されているが、このような ピストンは首振り運動が大きくなりスカッフィングを起こしやすい。また、エン ジンの軽量化に伴って薄肉鋳造が行われるため、シリンダの熱ひずみによる変形 量が増加し、同じくスカッフィングを起こす例も多い。その対策として提案され たバレルフェース形圧力リング１２は、運転初期でのスカッフィング及びブロー バイ防止効果がある。例えばピストンが上昇行程から下降行程に移行するピスト ンの上下死点ではピストンの首振り運動によって圧力リング１２の外周上下の隅 角がシリンダ壁に強く当たり、圧力リング１２のエッジローディングによるひっ かきを起こす例がある。このようなトラブルを防ぐため、外周面形状を丸く太鼓 状のバレル面１５を形成して圧力リング１２上下の隅角とシリンダ１０の内壁と の接触を防止したバレルフェース形圧力リング１２が有効である。しかしながら 、すべり面の湾曲度の値はきわめて微妙でこれが大きい場合はオイル消費量の増 大を招く。On the other hand, a barrel face type pressure ring 12 shown in FIG. 7 has been proposed. In recent engines, pistons that are shorter than the cylinder diameter are used, but such pistons have large swinging movements and are prone to scuffing. In addition, since thin-walled casting is performed as the engine becomes lighter, the amount of deformation due to thermal strain in the cylinder increases, and in many cases scuffing also occurs. The barrel face type pressure ring 12 proposed as a countermeasure against it has an effect of preventing scuffing and blow-by at the initial stage of operation. For example, at the top-bottom dead center of the piston where the piston shifts from the ascending stroke to the descending stroke, the swinging motion of the piston causes the upper and lower outer peripheral corners of the pressure ring 12 to strongly hit the cylinder wall, and scratches due to the edge loading of the pressure ring 12. There is an example. In order to prevent such troubles, the barrel face type pressure ring 12 in which a barrel-shaped barrel surface 15 having a round outer peripheral surface is formed to prevent contact between the upper and lower corners of the pressure ring 12 and the inner wall of the cylinder 10 is effective. is there. However, the value of the curvature of the slip surface is extremely delicate, and if it is large, the oil consumption increases.
【０００７】[0007]
圧力リング１２は合口を拡張してピストン１１の溝１１ａに装着し、ピストン １１をシリンダ１０内に配置して内燃機関を組み立てる。ピストン１１と共にシ リンダ１０内に配置された圧力リング１２はシリンダ１０の内壁に当接して真円 状になる。このため、圧力リング１２の円周に沿う外周摺動部のシリンダ１０の 内壁に対する面圧分布は合口付近において最大となる。従って、エンジンの稼動 中に合口付近での外周摺動部の摩耗量が最も多くなっている。 The pressure ring 12 is expanded at its joint and mounted in the groove 11a of the piston 11, and the piston 11 is arranged in the cylinder 10 to assemble the internal combustion engine. The pressure ring 12 arranged in the cylinder 10 together with the piston 11 comes into contact with the inner wall of the cylinder 10 to form a perfect circle. Therefore, the surface pressure distribution of the outer peripheral sliding portion along the circumference of the pressure ring 12 against the inner wall of the cylinder 10 becomes maximum in the vicinity of the abutment. Therefore, the amount of wear of the outer peripheral sliding portion near the abutment is the largest during engine operation.
【０００８】 合口付近の外周摺動部の摩耗量が最大となる理由は、圧力リング１２の円周に 沿う面圧が最大となること、燃焼工程でのガスの吹き抜けに伴い合口以外の部分 より高温になること、燃焼工程での作用、油膜切れによることが考えられる。こ のように従来のピストンリングでは、合口付近の外周摺動部の摩耗に伴うオイル の掻き上げ作用及びスカッフィングを十分に防止することができなかった。The reason why the amount of wear of the outer peripheral sliding portion in the vicinity of the abutment is maximized is that the surface pressure along the circumference of the pressure ring 12 is maximized, and that the area other than the abutment is caused by gas blowout in the combustion process. It is considered that the temperature becomes high, the action in the combustion process, and the oil film breaks. As described above, the conventional piston ring cannot sufficiently prevent the oil scraping action and the scuffing due to the wear of the outer peripheral sliding portion near the abutment.
【０００９】 そこで、この考案は部分的に異なる被覆層をバレルフェース形内燃機関用圧力 リングの外周摺動部に形成することにより前記の欠点を解消することを目的とす る。Therefore, an object of the present invention is to eliminate the above-mentioned drawbacks by forming partially different coating layers on the outer peripheral sliding portion of the pressure ring for a barrel face type internal combustion engine.
【００１０】[0010]
この考案によるバレルフェース形内燃機関用圧力リングは、合口を形成する両 端部付近の各外周摺動部に形成された被覆層の耐摩耗性は各端部付近以外の外周 摺動部の耐摩耗性より高い。この考案の実施例では、合口を形成する両端部付近 の各外周摺動部に形成された被覆層はイオンプレーティング又は複合分散メッキ で形成され、各端部付近以外の外周摺動部の被覆層は窒化により形成される。こ の考案の他の実施例では、合口を形成する両端部付近の各外周摺動部に形成され た被覆層はクロムメッキで形成され、各端部付近以外の外周摺動部には被覆層が 形成されない。 In the pressure ring for a barrel face type internal combustion engine according to the present invention, the wear resistance of the coating layer formed on each outer peripheral sliding portion near both ends forming the abutment is the same as the wear resistance of the outer peripheral sliding portion other than near each end. Higher than abrasion. In the embodiment of the present invention, the coating layer formed on each outer peripheral sliding portion near both ends forming the abutment is formed by ion plating or composite dispersion plating to coat the outer peripheral sliding portion other than each end portion. The layer is formed by nitriding. In another embodiment of the present invention, the coating layer formed on each outer peripheral sliding portion near both ends forming the abutment is formed by chrome plating, and the coating layer is formed on the outer peripheral sliding portion other than each end portion. Is not formed.
【００１１】[0011]
合口を形成する両端部付近の外周摺動部に形成された被覆層の耐摩耗性は他の 部分の外周摺動部を構成する金属の耐摩耗性より高い。このため、外周摺動部に 摩耗が進行したとき、両端部付近ではバレルフェースが潰れて外周摺動部が全面 でシリンダ内壁に当接せず、十分な面圧が残存するので、圧力リングのオイルの 掻き上げ作用及びスカッフィングを抑制することができる。 The wear resistance of the coating layer formed on the outer peripheral sliding portion near both ends forming the abutment is higher than that of the metal forming the outer peripheral sliding portion of the other portion. For this reason, when wear progresses on the outer peripheral sliding part, the barrel face is crushed near both ends and the outer peripheral sliding part does not contact the inner wall of the cylinder over the entire surface, and sufficient surface pressure remains. The scraping action of oil and scuffing can be suppressed.
【００１２】[0012]
以下、この考案によるバレルフェース形内燃機関用圧力リングの実施例を図１ 〜図４並びに図８及び図９について説明する。 An embodiment of a pressure ring for a barrel face type internal combustion engine according to the present invention will be described below with reference to FIGS. 1 to 4 and FIGS. 8 and 9.
【００１３】 図１〜図３に示すように、この考案によるバレルフェース形内燃機関用圧力リ ング１では、合口２を形成する両端部３付近の各外周摺動部４に形成された被覆 層５の耐摩耗性は各端部３付近以外の外周摺動部４に形成された被覆層６の耐摩 耗性より大きい。即ち、被覆層５は地金の黒鉛鋳鉄で形成されたリング本体にイ オンプレーティング又は複合分散メッキで形成された場合に、被覆層６は窒化処 理によりリング本体に形成される。イオンプレーティング又は複合分散メッキで 形成された被覆層５は窒化処理により形成された被覆層６より耐摩耗性が高い。 また、被覆層５がクロムメッキにより形成された場合に、被覆層６には被覆層が 形成されない。イオンプレーティング、複合分散メッキ、窒化処理及びクロムメ ッキは公知の方法で処理される。被覆層５の耐摩耗性は合口２を形成する各端部 ３から円周方向に沿ってψ＝２０度以下の角度範囲で形成される。As shown in FIGS. 1 to 3, in a barrel face type internal combustion engine pressure ring 1 according to the present invention, a coating layer formed on each outer peripheral sliding portion 4 near both ends 3 forming a joint 2. The wear resistance of No. 5 is higher than the wear resistance of the coating layer 6 formed on the outer peripheral sliding portion 4 other than the vicinity of each end portion 3. That is, when the coating layer 5 is formed by ion plating or complex dispersion plating on the ring body made of graphite cast iron of metal, the coating layer 6 is formed on the ring body by the nitriding treatment. The coating layer 5 formed by ion plating or composite dispersion plating has higher wear resistance than the coating layer 6 formed by nitriding treatment. Further, when the coating layer 5 is formed by chrome plating, the coating layer 6 is not formed with the coating layer. Ion plating, composite dispersion plating, nitriding and chrome plating are processed by known methods. The wear resistance of the coating layer 5 is formed in an angular range of ψ = 20 degrees or less from each end 3 forming the abutment 2 along the circumferential direction.
【００１４】 本実施例では合口２を形成する両端部３付近の外周摺動部４に形成された被覆 層５の耐摩耗性は他の部分の外周摺動部に形成された被覆層６の耐摩耗性より高 い。このため、外周摺動部４に摩耗が進行しても、合口２を形成する両端部３付 近でも被覆層５が残存し、シリンダ内壁に対する十分な面圧が確保される。従っ て、両端部３付近では被覆層５が潰れて外周摺動部４が全面でシリンダ内壁に当 接しないので、圧力リングのエッジ形成によるオイルの掻き上げ作用及びスカッ フィングを抑制することができる。In this embodiment, the wear resistance of the coating layer 5 formed on the outer peripheral sliding portion 4 near the both end portions 3 forming the joint 2 is equal to that of the coating layer 6 formed on the outer peripheral sliding portion of the other portion. Higher than wear resistance. For this reason, even if the outer peripheral sliding portion 4 is worn away, the coating layer 5 remains even near both ends 3 forming the abutment 2, and a sufficient surface pressure against the cylinder inner wall is secured. Therefore, since the coating layer 5 is crushed near the both ends 3 and the outer peripheral sliding portion 4 does not contact the cylinder inner wall over the entire surface, the oil scraping action and scuffing due to the edge formation of the pressure ring can be suppressed. .
【００１５】 図８は本実施例に用いた超高圧摩耗試験機の要部の断面図、図９は図８のＡ− Ａ線に沿う断面図である。FIG. 8 is a sectional view of a main part of the ultra-high pressure abrasion tester used in this embodiment, and FIG. 9 is a sectional view taken along the line AA of FIG.
【００１６】 ステータホルダ２１に取外し可能に取付けられた直径８０mm×厚さ１０mmの研 磨仕上げを施した円板２２の中央には裏側から注油孔２３を通して潤滑油が注油 される。図示しない油圧装置によって図中右方に向かう押圧力Ｐがステータホル ダ２１に作用される。円板２２に相対向して配置されたロータ２４は、図示しな い駆動装置によって所定速度で回転される。ロータ２４の円板２２に対する端面 に取付けられた試験片保持具２５には、試験片３０が４個取外し可能に同心円状 かつ等間隔に取り付けられる。試験片３０は、表面処理層を形成した５mm角の正 方形端面を摺動面として円板２２に対して摺動自在に取付けられる。Lubricating oil is applied to the center of a disk 22 having a diameter of 80 mm and a thickness of 10 mm, which is removably attached to the stator holder 21 and which has been polished, from the back side through an oiling hole 23. A pressing force P directed to the right in the figure is applied to the stator holder 21 by a hydraulic device (not shown). The rotor 24 arranged so as to face the disc 22 is rotated at a predetermined speed by a driving device (not shown). Four test pieces 30 are concentrically and equidistantly attached to the test piece holder 25 attached to the end surface of the rotor 24 with respect to the disc 22. The test piece 30 is slidably attached to the disk 22 with a 5 mm square square end surface having a surface treatment layer as a sliding surface.
【００１７】 ステータホルダ２１に所定の押圧力Ｐをかけることにより所定の面圧で円板２ ２と試験片３０とを接触させた後、注油孔２３から所定給油速度で摺動面に給油 しながらロータ２４を回転させる。一定時間毎にステータホルダ２１に作用する 圧力を段階的に増加し、ロータ２４の回転によって試験片３０と円板２２との間 に摩擦を発生する。この超高圧摩耗試験機に対する試験条件は、摩擦速度：８ｍ ／秒、円板２２の材質：シリンダライナ用鋳鉄ＦＣ２５、接触面圧：２０ｋｇ／ 平方センチメートルより３分毎にスカッフィング発生まで１０ｋｇ／平方センチ メートルづつ増圧、各面圧に３分間保持、潤滑油：モータオイル＃３０、油温： ８０℃、供給量：４００cc／分である。スピンドル２６を介してステータホルダ ２１に生ずるトルクＴをロードセル２７に作用させ、トルクＴの変化を動歪計８ で読み取り記録計９に記録する。トルクＴが急激に上昇したときにスカッフィン グが発生したものとして、この時の接触面圧を基準として耐スカッフ性の良否を 判断する。この結果、スカッフィング発生面圧（ｋｇ／平方センチメートル）は 、イオンプレーティング：１７５、窒化処理：１２０、複合分散メッキ：１３３ 、クロムメッキ：１１０、未処理地金（黒鉛鋳鉄）：７５であった。A predetermined pressing force P is applied to the stator holder 21 to bring the disc 22 and the test piece 30 into contact with each other with a predetermined surface pressure, and then the sliding surface is lubricated from the lubrication hole 23 at a predetermined lubrication speed. While rotating the rotor 24. The pressure acting on the stator holder 21 is increased stepwise at regular intervals, and the rotation of the rotor 24 causes friction between the test piece 30 and the disk 22. The test conditions for this ultra-high pressure abrasion tester are: friction speed: 8 m / sec, material of disc 22: cast iron FC25 for cylinder liner, contact surface pressure: 20 kg / square centimeter to scuffing every 3 minutes until 10 kg / square centimeter. The pressure is gradually increased, each surface pressure is maintained for 3 minutes, lubricating oil: motor oil # 30, oil temperature: 80 ° C., supply rate: 400 cc / min. The torque T generated in the stator holder 21 is applied to the load cell 27 via the spindle 26, and the change in the torque T is read by the dynamic strain gauge 8 and recorded in the recorder 9. It is assumed that scuffing occurs when the torque T sharply rises, and the contact surface pressure at this time is used as a reference to judge whether the scuff resistance is good or bad. As a result, the surface pressure (kg / cm 2) at which scuffing was generated was as follows: ion plating: 175, nitriding treatment: 120, composite dispersion plating: 133, chrome plating: 110, untreated metal (graphite cast iron): 75.
【００１８】 図４は、気筒内径５６ミリメートルの１気筒４サイクル空冷汎用エンジンにこ の考案による圧力リング及び従来の圧力リングを実装したエンジンを稼動した結 果得られたオイル消費率のグラフである。図４に示すように、この考案によるバ レルフェース形内燃機関用圧力リングのオイル消費率Ａは、１５０時間経過後に 従来の圧力リングのオイル消費率Ｂに比べて、約２０％少ないことが判明した。FIG. 4 is a graph of an oil consumption rate obtained by operating a pressure ring according to the present invention and an engine having a conventional pressure ring mounted on a one-cylinder four-cycle air-cooled general-purpose engine having a cylinder inner diameter of 56 mm. . As shown in FIG. 4, the oil consumption rate A of the pressure ring for a barrel face type internal combustion engine according to the present invention was found to be about 20% less than the oil consumption rate B of the conventional pressure ring after 150 hours. .
【００１９】[0019]
この考案では長時間稼動されるバレルフェース形内燃機関のオイル消費量を減 少しかつスカッフィングを抑制できるので、オイルを節約できかつ保守及び点検 を省略できる利点がある。 In this invention, the oil consumption of the barrel face type internal combustion engine which is operated for a long time can be reduced and the scuffing can be suppressed, so that there is an advantage that the oil can be saved and maintenance and inspection can be omitted.
【図面の簡単な説明】[Brief description of drawings]
【図１】 この考案によるバレルフェース形内燃機関用
圧力リングの平面図FIG. 1 is a plan view of a pressure ring for a barrel face type internal combustion engine according to the present invention.
【図２】 図１のＡ−Ａ線に沿う断面図FIG. 2 is a sectional view taken along line AA of FIG.
【図３】 図１のＢ−Ｂ線に沿う断面図FIG. 3 is a sectional view taken along line BB of FIG.
【図４】 オイル消費率を示すグラフFIG. 4 is a graph showing the oil consumption rate.
【図５】 従来のプレーン形ピストンリングの断面図FIG. 5 is a sectional view of a conventional plain piston ring.
【図６】 従来の被覆層形ピストンリングの断面図FIG. 6 is a sectional view of a conventional coating layer type piston ring.
【図７】 従来のバレルフェース形ピストンリングの断
面図FIG. 7 is a sectional view of a conventional barrel face type piston ring.
【図８】 超高圧摩耗試験機の要部の断面図FIG. 8 is a sectional view of a main part of an ultra-high pressure wear tester.
【図９】 図８のＡ−Ａ線に沿う断面図9 is a sectional view taken along the line AA of FIG.
１・・バレルフェース形内燃機関用圧力リング、２・・
合口、３・・端部、４・・外周摺動部、５、６・・被覆
層、1. ・ Pressure ring for barrel face type internal combustion engine, 2 ・ ・
Abutment, 3 ... End, 4 ... Outer peripheral sliding part 5,6 ... Coating layer,
Claims (3)
部に形成された被覆層の耐摩耗性を各端部付近以外の外
周摺動部の耐摩耗性より高くしたことを特徴とするバレ
ルフェース形内燃機関用圧力リング。1. A wear resistance of a coating layer formed on each outer peripheral sliding portion near both ends forming a joint is made higher than that of an outer peripheral sliding portion other than near each end. Barrel face type pressure ring for internal combustion engine.
部に形成された被覆層をイオンプレーティング又は複合
分散メッキで形成し、各端部付近以外の外周摺動部の被
覆層を窒化処理により形成した「請求項１」に記載のバ
レルフェース形内燃機関用圧力リング。2. A coating layer formed on each outer peripheral sliding portion near both ends forming a joint is formed by ion plating or composite dispersion plating, and a coating layer on the outer peripheral sliding portion other than near each end portion is formed. The barrel face type internal combustion engine pressure ring according to claim 1, which is formed by nitriding.
部に形成された被覆層をクロムメッキで形成し、各端部
付近以外の外周摺動部には被覆層を形成しない「請求項
１」に記載のバレルフェース形内燃機関用圧力リング。3. The coating layer formed on each outer peripheral sliding portion near both ends forming the joint is formed by chrome plating, and the coating layer is not formed on the outer peripheral sliding portion except near each end. Item 1. The pressure ring for a barrel face type internal combustion engine according to Item 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2400793U JPH0682465U (en) | 1993-05-10 | 1993-05-10 | Pressure ring for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2400793U JPH0682465U (en) | 1993-05-10 | 1993-05-10 | Pressure ring for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0682465U true JPH0682465U (en) | 1994-11-25 |
Family
ID=12126504
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2400793U Pending JPH0682465U (en) | 1993-05-10 | 1993-05-10 | Pressure ring for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0682465U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013510280A (en) * | 2009-11-10 | 2013-03-21 | フェデラル−モーグル ブルシェイド ゲーエムベーハー | piston ring |
| WO2018147122A1 (en) * | 2017-02-09 | 2018-08-16 | 株式会社神戸製鋼所 | Coating device and method for manufacturing coated article |
| WO2019208551A1 (en) * | 2018-04-27 | 2019-10-31 | 株式会社神戸製鋼所 | Film deposition device and film deposition method |
-
1993
- 1993-05-10 JP JP2400793U patent/JPH0682465U/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013510280A (en) * | 2009-11-10 | 2013-03-21 | フェデラル−モーグル ブルシェイド ゲーエムベーハー | piston ring |
| WO2018147122A1 (en) * | 2017-02-09 | 2018-08-16 | 株式会社神戸製鋼所 | Coating device and method for manufacturing coated article |
| JP2018127679A (en) * | 2017-02-09 | 2018-08-16 | 株式会社神戸製鋼所 | Film deposition apparatus and method for manufacturing film-forming substance |
| WO2019208551A1 (en) * | 2018-04-27 | 2019-10-31 | 株式会社神戸製鋼所 | Film deposition device and film deposition method |
| JP2019194354A (en) * | 2018-04-27 | 2019-11-07 | 株式会社神戸製鋼所 | Film deposition apparatus and film deposition method |
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