JPH11230346A - Large-sized diesel engine liner - Google Patents
Large-sized diesel engine linerInfo
- Publication number
- JPH11230346A JPH11230346A JP3867398A JP3867398A JPH11230346A JP H11230346 A JPH11230346 A JP H11230346A JP 3867398 A JP3867398 A JP 3867398A JP 3867398 A JP3867398 A JP 3867398A JP H11230346 A JPH11230346 A JP H11230346A
- Authority
- JP
- Japan
- Prior art keywords
- outer layer
- inner layer
- layer
- less
- liner
- 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.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/004—Cylinder liners
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Pistons, Piston Rings, And Cylinders (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、船舶用又は発電用
の大型ディーゼルエンジンに使用される複合シリンダー
ライナーに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a composite cylinder liner used for a large marine or power generation diesel engine.
【０００２】[0002]
【従来の技術】船舶等の大型ディーゼルエンジンに使用
されるシリンダーライナーは、その内周面をピストンが
摺動するため、耐摩耗性と耐焼付性等の摺動特性が必要
とされる。従来、このライナー用材料として、耐摩耗性
に有効な炭化物と、耐焼付性に有効なＡ型黒鉛とを夫
々、組織中に晶出させた特殊鋳鉄材が使用されていた。
しかし、近年コンテナ船等の大型化、高出力化に伴なっ
て、シリンダーライナーに加わる内圧が大きくなるにつ
れ、シリンダーライナーの強度的な不足が問題となって
きた。そこで、出願人は、以前に、強靭性にすぐれる鋳
鋼の外層と、耐摩耗性及び耐焼付性にすぐれる鋳鉄材の
内層を溶着一体化した複合シリンダーライナーを提案し
た(特開昭６０−１６９６５４)。2. Description of the Related Art A cylinder liner used in a large diesel engine such as a ship is required to have sliding characteristics such as wear resistance and seizure resistance because a piston slides on an inner peripheral surface thereof. Conventionally, as this liner material, a special cast iron material in which a carbide effective for abrasion resistance and an A-type graphite effective for seizure resistance are crystallized in the structure has been used.
However, in recent years, as container vessels and the like have been increased in size and output, the internal pressure applied to the cylinder liner has increased, and the lack of strength of the cylinder liner has become a problem. Therefore, the applicant has previously proposed a composite cylinder liner in which an outer layer of cast steel having excellent toughness and an inner layer of cast iron material having excellent wear resistance and seizure resistance are welded and integrated (Japanese Patent Laid-Open No. 60-1985). 169654).
【０００３】[0003]
【発明が解決しようとする課題】この複合シリンダーラ
イナーは、遠心力鋳造により製造され、まず外層材溶湯
を投入し、外層の凝固が完了した段階を見計らって、内
層材溶湯を投入し、外層の内面部を再溶融させた後、内
層を凝固させることにより、両層が溶着一体化される。
しかし、前記複合シリンダーライナーの場合、外層に使
用される鋳鋼は鋳鉄に比べてＣの含有量が少ないため、
高融点で凝固温度が高い。一方、内層に使用される鋳鉄
はＣの含有量が多いため、低融点で凝固温度が低く、そ
の溶湯温度も低い。このため、外層の凝固後、内層材溶
湯投入のタイミングが遅れると、温度の低い内層材溶湯
では外層内面部を均一に再溶融することができなくな
り、再溶融層にバラツキが生じ、得られたライナーの外
層と内層の肉厚バランスが崩れる結果となる。また、外
層内面の再溶融が不十分な部分は、スラグなどを含む不
健全な最終凝固部が残存したままで複合層が形成される
ため、外層と内層の境界部で強度不足の問題が生ずる。
一方、内層材溶湯の投入タイミングが早すぎると、未凝
固状態の外層材が高Ｃの内層材溶湯に混入する結果、内
層材の凝固完了後の組織は狙いと大きく異なって低Ｃ材
となり、黒鉛晶出量が低下して硬化し、ピストンリング
の損傷を招く虞れがある。このように、２層構造のシリ
ンダーライナーを製造する場合、内層材溶湯を適当なタ
イミングで投入するのが難しく、外層と内層を溶着一体
化させるのに非常に高度な技術を必要とした。This composite cylinder liner is manufactured by centrifugal force casting. First, the molten metal of the outer layer is charged, and when the solidification of the outer layer is completed, the molten metal of the inner layer is charged. After re-melting the inner surface, the inner layer is solidified, so that both layers are welded and integrated.
However, in the case of the composite cylinder liner, the cast steel used for the outer layer has a lower C content than cast iron.
High melting point and high solidification temperature. On the other hand, since the cast iron used for the inner layer has a high C content, it has a low melting point, a low solidification temperature, and a low melt temperature. For this reason, if the timing of charging the inner layer material melt is delayed after the outer layer is solidified, it becomes impossible to uniformly re-melt the inner surface portion of the outer layer with the inner layer material melt having a low temperature, resulting in a variation in the re-melted layer, which was obtained. As a result, the thickness balance between the outer layer and the inner layer of the liner is lost. In addition, in the portion where the remelting of the inner surface of the outer layer is insufficient, the composite layer is formed with the unhealthy final solidified portion including slag remaining, so that there is a problem of insufficient strength at the boundary between the outer layer and the inner layer. .
On the other hand, if the injection timing of the inner layer material melt is too early, the unsolidified outer layer material is mixed with the high C inner layer material melt. As a result, the structure after the solidification of the inner layer material is significantly different from the target and becomes a low C material, There is a possibility that the amount of graphite crystallization decreases and the graphite hardens, causing damage to the piston ring. As described above, when manufacturing a cylinder liner having a two-layer structure, it is difficult to add the inner layer material molten metal at an appropriate timing, and a very advanced technique is required to weld and integrate the outer layer and the inner layer.
【０００４】外層と内層の間に、中間層として、外層材
と内層材の中間成分の材料を鋳込むようにすれば、外層
の内面部が未凝固状態のときに中間層溶湯を投入し中間
層成分が外層に混入しても、溶湯成分が近似しているた
め外層の強靭性低下は最少限に抑えられる。このため、
溶湯投入タイミングの条件が緩和され、上記の不都合は
解消されるが、追加の溶湯を準備する必要が生ずる等、
コスト高を招く。If a material of an intermediate component between the outer layer material and the inner layer material is cast as an intermediate layer between the outer layer and the inner layer, when the inner surface portion of the outer layer is in an unsolidified state, the molten metal in the intermediate layer is injected. Even if the layer components are mixed in the outer layer, a decrease in the toughness of the outer layer can be minimized because the molten metal components are close. For this reason,
The conditions of the molten metal injection timing are relaxed, and the above-mentioned disadvantages are solved. However, it is necessary to prepare an additional molten metal.
High costs are incurred.
【０００５】本発明の目的は、外層に、高強度で低融点
の鋳鋼材を用いることにあり、内層の鋳鉄材溶湯を投入
したとき、外層内面の再溶融を容易ならしめ、外層内面
の不健全な最終凝固部をほぼ均一に再溶融することによ
り、外層と内層の溶着層の均一化と、溶着部分の健全化
を確実に達成できるようにしたものである。An object of the present invention is to use a high-strength, low-melting cast steel material for the outer layer. When a cast iron material for the inner layer is poured, the inner surface of the outer layer can be easily re-melted, and the inner surface of the outer layer can be easily melted. By re-melting the sound final solidified portion almost uniformly, the uniformity of the welded layer of the outer layer and the inner layer and the soundness of the welded portion can be reliably achieved.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するため
に、本発明の大型ディーゼルエンジンライナーは、外層
に使用する鋳鋼材のＳｉの含有量を増やして低融点化と
高強度化を図ると共に、Ｃｕを含有させて更なる強度の
向上を図るものである。より具体的には、本発明のライ
ナーは、外層材として、重量％にて、Ｃ：０.３〜０.７
％、Ｓｉ：１.６〜３.０％、Ｍｎ：０.２〜１.０％、Ｎ
ｉ：１.０％以下、Ｃｒ：１.０％以下、Ｍｏ：１.０％
以下、Ｃｕ：０.３〜２.０％、残部実質的にＦｅからな
る鋳鋼を使用したもので、耐摩耗性及び耐焼付性にすぐ
れる鋳鉄の内層とを溶着一体化させたものである。In order to achieve the above object, a large-size diesel engine liner according to the present invention increases the content of Si in a cast steel material used for an outer layer to achieve a low melting point and high strength. , Cu is included to further improve the strength. More specifically, the liner of the present invention has a C: 0.3 to 0.7 by weight% as an outer layer material.
%, Si: 1.6 to 3.0%, Mn: 0.2 to 1.0%, N
i: 1.0% or less, Cr: 1.0% or less, Mo: 1.0%
In the following, a cast steel consisting of 0.3 to 2.0% Cu and the balance substantially consisting of Fe is used, and is welded and integrated with an inner layer of cast iron having excellent wear resistance and seizure resistance. .
【０００７】[0007]
【作用】外層に高Ｓｉ材を用いたことにより、従来の外
層材に比べて、同一Ｃ含有量であっても、凝固温度がＣ
当量変化で０.４〜０.６に相当する低融点化が達成され
る。遠心力鋳造では、外層材を鋳込んだとき、外面から
内面に凝固が進むにつれて、スラグ等の軽量不純物は内
面側に移動する。このため、外層材の凝固が完了した段
階では、外層の内面側にスラグ等を含む不健全部が形成
される。しかし、外層材を低融点化したことにより、引
き続いて内層材用の鋳鉄溶湯を投入すると、一旦凝固し
た外層内面の再溶融が容易に行なわれ、外層内面の不健
全部は内層材溶湯と混ざり合って、内層の凝固の進行と
共に内層の内面側に移動し、内層の内面で凝固する。こ
の結果、外層と内層との境界部では、健全な成分のみが
凝固する。なお、内層内面側の不健全部分は、鋳造工程
終了後、機械切削加工によって簡単に取り除くことがで
きる。なお、Ｓｉの含有量を増やしたことによって焼入
れ性が向上するので、適正な焼入れ熱処理により高強度
を確保することができる。また、Ｃｕを含有させたこと
により、その析出硬化により、強度がさらに高められ
る。By using a high Si material for the outer layer, the solidification temperature is lower than that of the conventional outer layer material even if the C content is the same.
A low melting point corresponding to 0.4 to 0.6 is achieved by a change in equivalent weight. In centrifugal casting, when an outer layer material is cast, light impurities such as slag move toward the inner surface as solidification progresses from the outer surface to the inner surface. Therefore, when solidification of the outer layer material is completed, an unhealthy portion including slag and the like is formed on the inner surface side of the outer layer. However, since the outer layer material has been lowered in melting point, when the molten cast iron for the inner layer material is subsequently introduced, the inner surface of the outer layer once solidified is easily remelted, and the unhealthy portion of the outer layer inner surface is mixed with the molten inner layer material. At the same time, it moves toward the inner surface of the inner layer as the inner layer solidifies, and solidifies on the inner surface of the inner layer. As a result, only healthy components solidify at the boundary between the outer layer and the inner layer. The unhealthy portion on the inner surface of the inner layer can be easily removed by mechanical cutting after the completion of the casting process. Since the quenching property is improved by increasing the content of Si, high strength can be secured by appropriate quenching heat treatment. Further, by containing Cu, the strength is further enhanced by its precipitation hardening.
【０００８】[0008]
【成分限定理由の説明】本発明の大型ディーゼルエンジ
ンライナーの外層を構成する特殊鋳鋼の材質の成分限定
理由について説明する。 Ｃ：０.３〜０.７％ Ｃは、鉄系材料の強度を決定する最も重要な元素である
が、含有量が少ないと、フェライトが多くなり、耐力の
低下、疲労強度の低下を招く。また、溶解温度、鋳造温
度の上昇を招き、高融点外層と低融点内層との溶着部に
欠陥を生じ易くなる。このため、０.３％以上含有させ
る。一方、含有量が多くなると、セメンタイトが晶出
し、耐力は向上するが、伸びが低下して材質を脆くす
る。このため、上限は０.７％に規定する。[Description of Reasons for Restricting Components] Reasons for limiting the components of the material of the special cast steel constituting the outer layer of the large diesel engine liner of the present invention will be described. C: 0.3 to 0.7% C is the most important element that determines the strength of the iron-based material. However, if the content is small, ferrite increases, leading to a decrease in proof stress and a decrease in fatigue strength. . Further, the melting temperature and the casting temperature are increased, and defects are easily generated in the welded portion between the high melting point outer layer and the low melting point inner layer. For this reason, 0.3% or more is contained. On the other hand, when the content increases, cementite is crystallized and the proof stress improves, but the elongation decreases and the material becomes brittle. For this reason, the upper limit is specified at 0.7%.
【０００９】Ｓｉ：１.６〜３.０％ Ｓｉは、湯流れ性を改善すると共に溶湯の凝固点を下げ
る働きを有しており、複合シリンダーライナーの外層材
の低融点化に寄与する。また、Ｓｉの含有量が多くなる
と、熱処理時の焼入れ性向上が顕著となり、遅い焼入れ
速度でも鋳鋼の強度向上を達成することができる。この
ため、少なくとも１.６％以上含有させるものとし、熱
処理時の焼入れ性をより高めたい場合は、２.１％以上
含有させることが好ましい。一方、含有量が多くなりす
ぎると、材質の脆化を招来する。このため、上限は、
３.０％に規定する。Si: 1.6 to 3.0% Si has the function of improving the flowability of the molten metal and lowering the freezing point of the molten metal, and contributes to lowering the melting point of the outer layer material of the composite cylinder liner. Further, when the content of Si is increased, the hardenability during heat treatment is significantly improved, and the strength of cast steel can be improved even at a low quenching speed. For this reason, the content should be at least 1.6% or more, and if it is desired to further enhance the hardenability during the heat treatment, it is preferable that the content be 2.1% or more. On the other hand, if the content is too large, the material becomes brittle. Therefore, the upper limit is
It is regulated to 3.0%.
【００１０】Ｍｎ：０.２〜１.０％ Ｍｎは、通常Ｓと結合してＳの悪影響を除去すると共
に、基地のパーライトを安定化し、強度を増す。０.２
％未満では、この効果は期待できず、一方、１.０％を
超えると、焼入れ効果が強くなり過ぎ、また、低温脆性
の問題を発生し易くなり、脆くなる。このため、含有量
は０.２〜１.０％に規定する。Mn: 0.2 to 1.0% Mn usually combines with S to remove the adverse effects of S, stabilize the pearlite of the matrix, and increase the strength. 0.2
%, The effect cannot be expected. On the other hand, if it exceeds 1.0%, the quenching effect becomes too strong, and the problem of low-temperature brittleness is liable to occur, resulting in brittleness. For this reason, the content is regulated to 0.2 to 1.0%.
【００１１】Ｎｉ：１.０％以下 Ｎｉは、焼入れ性を向上させ、基地の強化に有効に作用
する。一方、含有量が増えてＮｉがシリンダーライナー
の内層に混入すると内層が硬化し、ピストンリングを摩
耗させる虞れがある。本発明の場合、焼入れ性の向上は
高Ｓｉ含有により期待できるので、Ｎｉの上限は１.０
％に規定する。Ni: 1.0% or less Ni improves the hardenability and effectively acts to strengthen the matrix. On the other hand, if the content increases and Ni is mixed into the inner layer of the cylinder liner, the inner layer is hardened, and the piston ring may be worn. In the case of the present invention, the improvement of hardenability can be expected due to the high Si content, so the upper limit of Ni is 1.0.
%.
【００１２】Ｃｒ：１.０％以下 Ｃｒは、Ｎｉと同様、焼入れ性を向上させ、基地を強化
する効果がある。しかし、Ｃｒがシリンダーライナーの
内層に混入すると内層が硬化し、ピストンリングを摩耗
させる虞れがある。このため、上限は１.０％に規定す
る。Cr: 1.0% or less Cr, like Ni, has the effect of improving hardenability and strengthening the matrix. However, if Cr is mixed into the inner layer of the cylinder liner, the inner layer is hardened, and the piston ring may be worn. For this reason, the upper limit is defined as 1.0%.
【００１３】Ｍｏ：１.０％以下 Ｍｏは、Ｎｉ、Ｃｒと同様、基地の強化に有効である。
しかし、１.０％を超えて含有しても含有量の増加に対
応する効果が得られず、また、材質を脆くする作用も現
われる。また、シリンダーライナーの内層へＭｏが混入
すると、内層が硬化しピストンリングを摩耗させる虞れ
がある。このため、含有量の上限は１.０％とする。Mo: 1.0% or less Mo, like Ni and Cr, is effective in strengthening the matrix.
However, if the content exceeds 1.0%, the effect corresponding to the increase in the content is not obtained, and the effect of making the material brittle also appears. Further, if Mo is mixed into the inner layer of the cylinder liner, the inner layer may be hardened and the piston ring may be worn. Therefore, the upper limit of the content is set to 1.0%.
【００１４】Ｃｕ：０.３〜２.０％ Ｃｕは、Ｓｉと同様、湯流れ性を向上させると共に、Ｆ
ｅ中への固溶限が大きいことから、熱処理において、Ｃ
ｕの析出硬化による強度の上昇に寄与する。また、Ｃｕ
の含有により、鋳鋼の降伏比は、Ｃｕを添加しない鋳鋼
に比べて大きくなり、高強度化により薄肉化された場
合、シリンダーライナーの変形に対する抵抗が高められ
る。また、Ｃｕは内層の鋳鉄に対してもフェライト生成
を抑制し、パーライト生成を促進する効果があり、フェ
ライトによるピストンリング焼付の抑制と、パーライト
による強度向上が導かれる。これらの効果を発揮させる
ために、Ｃｕは０.３〜２.０％の範囲で含有させる。Cu: 0.3 to 2.0% Cu, like Si, improves the flowability of molten metal and
e has a large solid solubility limit.
It contributes to an increase in strength due to precipitation hardening of u. Also, Cu
, The yield ratio of the cast steel becomes larger than that of the cast steel to which Cu is not added, and when the thickness is reduced by increasing the strength, resistance to deformation of the cylinder liner is increased. Further, Cu also has an effect of suppressing ferrite formation on the inner layer cast iron and promoting pearlite formation, leading to suppression of piston ring seizure due to ferrite and improvement in strength due to pearlite. In order to exhibit these effects, Cu is contained in the range of 0.3 to 2.0%.
【００１５】本発明のディーゼルエンジンライナーの外
層材は、上記成分の他、残部はＦｅ及び不可避的に含ま
れる不純物からなる。例えば、この外層材では、Ｐ、Ｓ
は不純物であり、材質を脆くするので少ない程好まし
い。それゆえ、Ｐ：０.１％未満、Ｓ：０.１％未満にす
るのが望ましい。[0015] The outer layer material of the diesel engine liner of the present invention, in addition to the above components, comprises the balance of Fe and unavoidable impurities. For example, in this outer layer material, P, S
Is an impurity, and the smaller the amount, the better. Therefore, it is desirable that P: less than 0.1% and S: less than 0.1%.
【００１６】[0016]
【発明の実施の形態】本発明の大型ディーゼルエンジン
ライナー(1)は円筒体で、その横断面を図１に示してお
り、高強度を有し、かつ低融点の鋳鋼からなる外層(12)
に、耐摩耗性、耐焼付性にすぐれる鋳鉄の内層(13)を溶
着一体化して形成される。なお、船舶用ディーゼルエン
ジンに使用されるシリンダーライナーは、上部の上死点
部は燃焼爆発の影響を大きく受けるため、前述の如く高
強度を要求されるが、下部の下死点部では燃焼爆発の影
響が小さく、強度的にあまり問題にならないことから、
図２に示すように、上部側を複層スリーブ(2)、下部側
を単層スリーブ(3)とし、両スリーブ(2)(3)を一体に構
成したものがある。この場合には、本発明のライナー
(1)は上部側の複層スリーブ(2)に適用され、単層スリー
ブ(3)は、耐摩耗性、耐焼付性にすぐれる材質のみから
形成される。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A large diesel engine liner (1) of the present invention is a cylindrical body, the cross section of which is shown in FIG. 1, and an outer layer (12) made of cast steel having high strength and low melting point.
Further, an inner layer (13) of cast iron having excellent wear resistance and seizure resistance is welded and integrated. Cylinder liners used in marine diesel engines are required to have high strength as described above because the upper dead center of the cylinder line is greatly affected by combustion and explosion. Because the effect is small and the strength does not matter much,
As shown in FIG. 2, there is a type in which the upper side is a multi-layer sleeve (2), the lower side is a single-layer sleeve (3), and both sleeves (2) and (3) are integrated. In this case, the liner of the invention
(1) is applied to the upper multi-layer sleeve (2), and the single-layer sleeve (3) is formed only of a material having excellent wear resistance and seizure resistance.
【００１７】外層(12)を構成する鋳鋼は、前述の如く、
重量％にて、Ｃ：０.３〜０.７％、Ｓｉ：１.６〜３.０
％、Ｍｎ：０.２〜１.０％、Ｎｉ：１.０％以下、Ｃ
ｒ：１.０％以下、Ｍｏ：１.０％以下、Ｃｕ：０.３〜
２.０％、残部実質的にＦｅからなる。The cast steel constituting the outer layer (12) is, as described above,
By weight%, C: 0.3-0.7%, Si: 1.6-3.0.
%, Mn: 0.2 to 1.0%, Ni: 1.0% or less, C
r: 1.0% or less, Mo: 1.0% or less, Cu: 0.3 to
2.0%, balance substantially consisting of Fe.
【００１８】内層(13)を構成する鋳鉄は、耐焼付性と耐
摩耗性にすぐれる材料として、Ｐを少なくとも０.１％
以上含有する材料、例えば、片状黒鉛鋳鉄、Ｐ−Ｂ鋳
鉄、高Ｐ鋳鉄などが使用される。Ｐは、一般に材質の機
械的性質を劣化させる元素として知られているが、シリ
ンダーライナーの内層材質においては、Ｐを含有させる
ことによって、Ｐ共晶物を生成し、このＰ共晶物が耐焼
付性、耐摩耗性の向上に大きな効果を発揮するため、有
効元素として添加される。それゆえ、本発明のシリンダ
ーライナーの内層には、耐焼付性、耐摩耗性向上のため
に、少なくともＰを０.１％以上含有する材料を使用す
る。なお、Ｐの含有量があまり多くなると、機械的性質
の劣化が著しくなるため、１.５％を越えないようにす
ることが望ましい。なお、内層の強度は、ＦＣ２００材
に相当する約２０kg/mm2以上の引張強度を具備すること
が好ましい。The cast iron constituting the inner layer (13) has a P content of at least 0.1% as a material having excellent seizure resistance and wear resistance.
Materials containing the above, for example, flake graphite cast iron, P-B cast iron, high P cast iron, and the like are used. P is generally known as an element that degrades the mechanical properties of the material. However, in the inner layer material of the cylinder liner, a P eutectic is generated by containing P, and the P eutectic is resistant to P eutectic. It is added as an effective element because it has a great effect on improving seizure and wear resistance. Therefore, for the inner layer of the cylinder liner of the present invention, a material containing at least 0.1% or more of P is used to improve seizure resistance and wear resistance. If the content of P is too large, the mechanical properties are significantly deteriorated. Therefore, it is desirable that the content does not exceed 1.5%. The inner layer preferably has a tensile strength of about 20 kg / mm 2 or more corresponding to FC200 material.
【００１９】片状黒鉛鋳鉄の好適な組成例として、重量
％にて、Ｃ：２.５〜４.０％、Ｓｉ：０.８〜２.５％、
Ｍｎ：０.３〜１.５％、Ｐ：０.１〜１.５％、Ｓ：０.
３％以下を含有すると共に、さらに、Ｎｉ：２.５％以
下、Ｃｒ：１.５％以下、Ｍｏ：０.８％以下、Ｓｎ：
０.５％以下、Ｃｕ：４.０％以下、Ｂ、Ｔｉ、Ｖ、Ｎ
ｂ、Ｚｒの少なくとも一種を合計で１.０％以下、Ａ
ｌ、Ｃａ、Ｂａ、Ｓｒ、希土類元素の少なくとも一種を
合計で０.２％以下、のうち一種又は二種以上を含み、
残部実質的にＦｅからなるものを示すことができる。Ｐ
−Ｂ鋳鉄の好適な組成例として、重量％にて、Ｃ：３.
０〜３.４％、Ｓｉ：０.９〜１.５％、Ｍｎ：０.５〜
０.８％、Ｐ：０.２〜０.４％、Ｓ：０.１５％以下、
Ｂ：０.０２〜０.０４％、残部実質的にＦｅからなるも
のを示すことができる。高Ｐ鋳鉄の好適な組成例とし
て、重量％にて、Ｃ：３.１〜３.６％、Ｓｉ：１.０〜
１.９％、Ｍｎ：０.５〜０.９％、Ｐ：０.３〜０.６
％、Ｓ：０.１％以下、残部実質的にＦｅからなるもの
を示すことができる。Preferred examples of the composition of the flaky graphite cast iron are as follows: C: 2.5-4.0%, Si: 0.8-2.5%,
Mn: 0.3 to 1.5%, P: 0.1 to 1.5%, S: 0.5%
3% or less, Ni: 2.5% or less, Cr: 1.5% or less, Mo: 0.8% or less, Sn:
0.5% or less, Cu: 4.0% or less, B, Ti, V, N
b, at least one of Zr is 1.0% or less in total;
l, Ca, Ba, Sr, at least one of rare earth elements in total of 0.2% or less, including one or more of them,
The balance can be substantially composed of Fe. P
As a preferred composition example of -B cast iron, C: 3.
0 to 3.4%, Si: 0.9 to 1.5%, Mn: 0.5 to 0.5%
0.8%, P: 0.2 to 0.4%, S: 0.15% or less,
B: 0.02 to 0.04%, with the balance substantially consisting of Fe. As a preferable composition example of the high P cast iron, C: 3.1 to 3.6% and Si: 1.0 to 1.0% by weight.
1.9%, Mn: 0.5 to 0.9%, P: 0.3 to 0.6
%, S: 0.1% or less, with the balance substantially consisting of Fe.
【００２０】本発明の大型ディーゼルエンジンライナー
は、金型遠心力鋳造法により製作され、外層の溶湯を投
入し、外層の内面が凝固した直後に内層の溶湯を投入
し、外層の最内面部を再溶融させて外層と内層を溶着一
体化する。遠心力鋳造装置は、横型、傾斜型、立型のい
づれも適用可能である。The large-size diesel engine liner of the present invention is manufactured by centrifugal casting of a mold. The molten metal of the outer layer is charged, and immediately after the inner surface of the outer layer is solidified, the molten metal of the inner layer is charged. The outer layer and the inner layer are welded and integrated by remelting. The centrifugal casting apparatus can be applied to any of a horizontal type, an inclined type, and a vertical type.
【００２１】[0021]
【実施例】横型遠心力鋳造金型に、外層材溶湯を鋳込
み、外層が完全に凝固した後直ちに、内層材溶湯を鋳込
み、外層と内層を溶着一体化させて、外径１１３０mm、
内径７６０mm、長さ２８００mmの供試用複層ライナーを
作製した。外層と内層の成分を表１に示す。表１中、N
o.１は本発明の複層ライナー、No.２はＳｉ含有量が少
なく、Ｃｕを含まない外層材を用いた従来の複層ライナ
ーである。供試ライナーは、鋳造後、１０００℃で５時
間保持した後、３００℃／Ｈの冷却速度で常温まで空冷
し、さらに５３０℃で１０時間保持後炉冷する熱処理を
行なった。EXAMPLE An outer layer material melt was cast into a horizontal centrifugal casting mold. Immediately after the outer layer was completely solidified, an inner layer material melt was cast, and the outer layer and the inner layer were welded and integrated to form an outer diameter of 1130 mm.
A multilayer liner for test having an inner diameter of 760 mm and a length of 2800 mm was prepared. Table 1 shows the components of the outer layer and the inner layer. In Table 1, N
No. 1 is a multilayer liner of the present invention, and No. 2 is a conventional multilayer liner using an outer layer material having a low Si content and not containing Cu. After being cast, the test liner was held at 1000 ° C. for 5 hours, air-cooled to a room temperature at a cooling rate of 300 ° C./H, and further heat-treated at 530 ° C. for 10 hours, followed by furnace cooling.
【００２２】[0022]
【表１】 [Table 1]
【００２３】外層材を遠心力鋳造する際、外層材溶湯の
液相線と固相線の温度を測定した。その結果を表１に併
せて示す。なお、液相線は凝固開始温度、固相線は強固
終了温度を意味する。表１の結果からわかるとおり、高
ＳｉであるNo.１の材料は、低ＳｉであるNo.２の材料に
比べて液相線で２５℃、固相線で３４℃低くなってお
り、Ｓｉの増量により融点が低下することを示してい
る。When the outer layer material was subjected to centrifugal casting, the temperatures of the liquidus line and the solidus line of the molten outer layer material were measured. The results are shown in Table 1. The liquidus line indicates the solidification start temperature, and the solidus line indicates the solidification end temperature. As can be seen from the results in Table 1, the material of No. 1 having high Si has a lower liquidus temperature of 25 ° C. and a lower solidus temperature of 34 ° C. than the material of No. 2 having low Si. Shows that the melting point decreases with an increase in the amount of.
【００２４】供試ライナーの外径と内径を機械切削加工
により、外径１１００mm、内径８００mmに仕上げた後、
超音波探傷機を用いて、供試ライナーの外周面から、溶
着状況の検査と肉厚を測定した。本発明の実施例である
No.１は、超音波探傷機により各層の肉厚を調べたとこ
ろ、外層の平均厚さが１３４mm、内層の平均厚さが１６
mm、内層の肉厚変動は約５mm以下であり、良好であっ
た。さらに、供試ライナーを軸方向に切断し、溶着状況
を目視観察したところ、不健全部分は全く認められず、
極めて良好であった。これに対し、比較例であるNo.２
は、外層の平均厚さが１３０mm、内層の平均厚さが２０
mmであった。なお、内層の厚さは冷却速度の速い両端側
で薄く、内層の肉厚変動は約１０mmもあり、本発明の実
施例の約２倍以上と大きかった。After finishing the outer diameter and inner diameter of the test liner by machine cutting to an outer diameter of 1100 mm and an inner diameter of 800 mm,
Using an ultrasonic flaw detector, the welding condition was inspected and the wall thickness was measured from the outer peripheral surface of the test liner. It is an embodiment of the present invention.
No. 1 showed that the average thickness of the outer layer was 134 mm and the average thickness of the inner layer was 16
mm, the thickness variation of the inner layer was about 5 mm or less, which was good. Furthermore, the test liner was cut in the axial direction, and the welding condition was visually observed.
Very good. In contrast, the comparative example No. 2
Means that the average thickness of the outer layer is 130 mm and the average thickness of the inner layer is 20
mm. The thickness of the inner layer was small at both ends where the cooling rate was high, and the thickness fluctuation of the inner layer was about 10 mm, which was about twice or more as large as that of the embodiment of the present invention.
【００２５】供試ライナーから所定の試験片を切り出
し、アムスラー試験機により、外層の引張強度と伸びを
測定した。その測定結果を表１に併せて示す。表１よ
り、No.１は、No.２よりも引張強度が大きく、高い強度
を具えていることがわかる。これは、Ｓｉの増量による
焼入れ性向上効果と、Ｃｕの析出硬化による強度向上効
果の寄与によるところが大と考えられる。なお、伸びに
関しては、No.１はNo.２よりも小さい結果となってい
る。これは、引張強度が大きくなった分だけ、伸びが小
さくなったものと考えられ、材料としては、すぐれた強
靭性を具備していると考えてよい。A predetermined test piece was cut out from the test liner, and the tensile strength and elongation of the outer layer were measured using an Amsler tester. Table 1 also shows the measurement results. Table 1 shows that No. 1 has higher tensile strength than No. 2 and has higher strength. This is considered to be largely attributable to the effect of improving the hardenability by increasing the amount of Si and the effect of improving the strength by precipitation hardening of Cu. As for the elongation, the result of No. 1 is smaller than that of No. 2. This is thought to be due to the fact that the elongation was reduced by an increase in the tensile strength, and it may be considered that the material had excellent toughness.
【００２６】[0026]
【発明の効果】本発明は、外層に使用する鋳鋼材につい
て、強度を損なうことなく低融点化を図ったため、内層
の鋳鉄材溶湯を投入したときに再溶融し易く、外層内面
の不健全な最終凝固部はほぼ均一に再溶融され、外層と
内層の肉厚の均一化と溶着部分の健全化が達成される。
また、本発明の複層ライナーは、強靱性にすぐれてお
り、ライナーの薄肉化が可能となり、ひいてはエンジン
のコンパクト化を達成できる。本発明に係る複合シリン
ダーライナーは、遠心力鋳造法を利用することにより、
船舶用又は電力用の大型ディーゼルエンジン用シリンダ
ーライナーとして要求される特性を具えたものを容易に
製造することができる。According to the present invention, the cast steel material used for the outer layer is reduced in melting point without deteriorating the strength, so that when the molten cast iron material of the inner layer is poured, it is easy to re-melt and the inner surface of the outer layer becomes unhealthy. The final solidified portion is re-melted almost uniformly, and the thickness of the outer layer and the inner layer is made uniform and the welded portion is soundened.
Further, the multilayer liner of the present invention has excellent toughness, enables the liner to be made thinner, and can achieve a more compact engine. The composite cylinder liner according to the present invention utilizes centrifugal casting,
It is possible to easily manufacture a cylinder liner for a large diesel engine for ships or electric power, which has characteristics required for the cylinder liner.
【図１】大型ディーゼルエンジンライナーの横断面図で
ある。FIG. 1 is a cross-sectional view of a large diesel engine liner.
【図２】船舶用ディーゼルエンジンライナーの縦断面図
である。FIG. 2 is a vertical sectional view of a marine diesel engine liner.
(1) エンジンライナー (12) 外層 (13) 内層 (1) Engine liner (12) Outer layer (13) Inner layer
Claims (1)
ｉ：１.６〜３.０％、Ｍｎ：０.２〜１.０％、Ｎｉ：
１.０％以下、Ｃｒ：１.０％以下、Ｍｏ：１.０％以
下、Ｃｕ：０.３〜２.０％、残部実質的にＦｅからなる
鋳鋼の外層と、耐摩耗性及び耐焼付性にすぐれる鋳鉄の
内層とが溶着一体化されていることを特徴とする大型デ
ィーゼルエンジンライナー。(1) C: 0.3 to 0.7% by weight, S
i: 1.6 to 3.0%, Mn: 0.2 to 1.0%, Ni:
1.0% or less, Cr: 1.0% or less, Mo: 1.0% or less, Cu: 0.3 to 2.0%, balance Fe Fe outer layer, wear resistance and wear resistance A large diesel engine liner characterized by being integrally welded to the inner layer of cast iron with excellent seizure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3867398A JPH11230346A (en) | 1998-02-20 | 1998-02-20 | Large-sized diesel engine liner |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3867398A JPH11230346A (en) | 1998-02-20 | 1998-02-20 | Large-sized diesel engine liner |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH11230346A true JPH11230346A (en) | 1999-08-27 |
Family
ID=12531803
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3867398A Withdrawn JPH11230346A (en) | 1998-02-20 | 1998-02-20 | Large-sized diesel engine liner |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH11230346A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003306741A (en) * | 2002-04-16 | 2003-10-31 | Japan Science & Technology Corp | High-tensile cast steel and production method thereof |
| JP2009228558A (en) * | 2008-03-24 | 2009-10-08 | Panasonic Corp | Refrigerant compressor |
| JP2009250189A (en) * | 2008-04-10 | 2009-10-29 | Panasonic Corp | Refrigerant compressor |
-
1998
- 1998-02-20 JP JP3867398A patent/JPH11230346A/en not_active Withdrawn
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003306741A (en) * | 2002-04-16 | 2003-10-31 | Japan Science & Technology Corp | High-tensile cast steel and production method thereof |
| JP2009228558A (en) * | 2008-03-24 | 2009-10-08 | Panasonic Corp | Refrigerant compressor |
| JP2009250189A (en) * | 2008-04-10 | 2009-10-29 | Panasonic Corp | Refrigerant compressor |
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