EP0568598A1 - Soupape rechargee avec une matiere dure. - Google Patents

Soupape rechargee avec une matiere dure.

Info

Publication number
EP0568598A1
EP0568598A1 EP92904041A EP92904041A EP0568598A1 EP 0568598 A1 EP0568598 A1 EP 0568598A1 EP 92904041 A EP92904041 A EP 92904041A EP 92904041 A EP92904041 A EP 92904041A EP 0568598 A1 EP0568598 A1 EP 0568598A1
Authority
EP
European Patent Office
Prior art keywords
alloy
valve
hardness
content
nickel
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.)
Granted
Application number
EP92904041A
Other languages
German (de)
English (en)
Other versions
EP0568598B1 (fr
Inventor
Harro Hoeg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN B&W Diesel AS
Original Assignee
MAN B&W Diesel GmbH
MAN B&W Diesel AS
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by MAN B&W Diesel GmbH, MAN B&W Diesel AS filed Critical MAN B&W Diesel GmbH
Publication of EP0568598A1 publication Critical patent/EP0568598A1/fr
Application granted granted Critical
Publication of EP0568598B1 publication Critical patent/EP0568598B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C19/00—Alloys based on nickel or cobalt
    • C22C19/03—Alloys based on nickel or cobalt based on nickel
    • C22C19/05—Alloys based on nickel or cobalt based on nickel with chromium
    • C22C19/051—Alloys based on nickel or cobalt based on nickel with chromium and Mo or W
    • C22C19/055—Alloys based on nickel or cobalt based on nickel with chromium and Mo or W with the maximum Cr content being at least 20% but less than 30%
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a valve, in particular an exhaust valve for an internal combustion engine, comprising a movable valve member with a valve seat area of a nickel-base metallic alloy.
  • valve seat area in exhaust valves for combustion engines has for many years been playing a great role as regards the reliability of operation of the engine concerned and as regards the lifetime of the exhaust valves and thus the extent of the necessary maintenance work.
  • valve seat material has a sufficient hardness to diminish or impede the formation of dent marks.
  • attempts have been made during recent years to produce the valve seat area from the nickel- base hard-facing material Alloy 50 which as the most important alloying components contain approximately 12% Cr, 3.9% Si, 2.9% Fe, 2.25% B and 0.5% C.
  • Alloy 50 presents a high-temperature corrosion resistance to the strongly corroding environment which an exhaust valve in a heavy fuel oil diesel engine is exposed to.
  • engines with large cylinder bore e.g.
  • Stellite 6 has a hardness of about 370 HB at room temperature and about 298 HB at a temperature of 500oC, and at corresponding temperatures the hardness of Alloy 50 decreases from about 530 HB to 420 HB.
  • Ni-base hard-facing materials with high hardness generally have a poor or no ductility and thus poor fatigue strength properties.
  • Ni-base alloys the desired hardness is preferably obtained by adding the constituents of B, Si and C.
  • the metal borides in the structure of said alloys have due to their size and configuration resulted in a very poor ductility of the hard-facing with the risk of crack formation already during welding or after shorter or longer working cycles.
  • JP-A-59-9146 deals with a valve of a nickel alloy in which the Al-content is less than 4.5% in order to allow welding of the alloy.
  • the alloy content of Ti, W and Mo in combination with a C-content of more than 0.55% makes it possible to enhance the hardness of the alloy by the precipita- tion of carbides.
  • the disclosed B-content of up to 2% may further considerably contribute to enhance the hardness.
  • there will be a variation in the micro hardness of the alloy because the very hard carbides and borides precipitate in a comparatively soft matrix phase and as mentioned above the carbide network may as well reduce the ductility.
  • US-A-3 , 795 , 510 relates to a nickel alloy containing 20% Cr, 5.5% Al, 2.5% Ti, 7.5% Fe and 0.15% C.
  • the valve proper is produced by friction welding a ready-made blank of nickel alloy on the remaining valve part consisting of carbon steel.
  • the alloy is not weldable in a common manner and the hardness is inferior to the hardness aimed at by the present invention.
  • the object of the invention is to provide a valve with a hard-facing material that may be used for any size of engine and which combines a good high-temperature corrosion resistance to the combustion products with a high hardness at temperatures up to 500oC concurrently with preserving sufficient ductility to allow the application in mechanically highly loaded, cyclically operated valves.
  • the initially mentioned valve is, according to the invention, characterized in that the nickel-base alloy, stated in % by weight and apart from generally occurring impurities, includes 20 to 24% Cr, 0 to 8% W, 4 to 7% Al, 0.2 to 0.55% C, 0 to 1.8% Hf, 0 to 1.5% Nb, 0 to 8.0% Mo, 0 to 1.2% Si and 0 to 15% Fe, wherein the W-content and the Mo- content add up to no more than 10%.
  • the nickel-base alloy stated in % by weight and apart from generally occurring impurities, includes 20 to 24% Cr, 0 to 8% W, 4 to 7% Al, 0.2 to 0.55% C, 0 to 1.8% Hf, 0 to 1.5% Nb, 0 to 8.0% Mo, 0 to 1.2% Si and 0 to 15% Fe, wherein the W-content and the Mo- content add up to no more than 10%.
  • the weldability of the Ni-Cr-Al-C alloy according to the invention with the mentioned Al-content allows the utilization of the precipitation-hardening mechanism in this type of alloy, whereby the intermetallic phase Ni 3 Al ( ⁇ ') is precipitated as a coherent hardness increasing phase in the ductile nickel-matrix (y).
  • the ⁇ '-phase may be precipitated in an structural amount of as much as 45% and preferably at least 20% in the basic ⁇ -structure so as to obtain a material with the desired high strength and hardness, the strength and hardness being by and large constant in the temperature interval of 20 to 600oC covering the temperature interval that a normally working exhaust valve is exposed to.
  • the Cr-content of the alloy contributes to a considerable degree to fulfilling the requirement that the alloy must be highly corrosion-resistant in the actual environment in which sulphur compounds play a substantial role.
  • the Al-content leads to the formation of a combined Al 2 O 3 and Cr 2 O 3 surface layer on the valve seat which offers an enhanced corrosion resistance which is particularly improved at temperatures of 750oC and more. Said improved corrosion resistance prevents in particular a rapid deterioration of the valve seat in case a leakage should occur over the seat as a consequence of the occurrence of dent marks, which leakage may locally result in surface temperatures that are substantially higher than the general working temperature of the valve.
  • the Cr-content further has a solution-strengthening effect contributing to increase the strength of the alloy.
  • the solution-strengthening effect may further be promoted by adding Mo and W which are interchangeable.
  • the total content of W and Mo must not exceed 10%, since the carbide configuration of the alloy would otherwise be negatively affected.
  • the final determination of the hardness of the alloy is effected by regulating the C-content, thereby
  • the carbide configuration may be positively affected by the addition of Hf in amounts from 1 to 2%.
  • Hf the carbide configuration changes from flakelike and needle-shaped carbides into more rounded forms which do not to the same degree attenuate the ductility of the alloy.
  • the carbon content exceeds 5%, the carbide precipitation is affected only to a limited extent by the addition of Hf, and in this case the C-content may therefore conveniently be adjusted to 0.35 to 0.50%.
  • the structure of the alloy in particular as regards slowly solidifying melts, presents an enhanced hardness, provided Nb be added in an amount not exceeding 1.5%, which is probably due to the fact that Nb increases the amount of carbide precipitations and/or alters the carbide composition. It has concurrently been ascertained that by the addition of Nb to the alloy an altered carbide configuration occurs in the form of finely dispersed metal carbides that are supposed to exert a positive influence on the ductility of the alloy.
  • Si may be added to the alloy to improve the welding properties due to the deoxidating effect of silicium.
  • the Si-content may appropriately be fixed to 0.8 to 1.2%. However, it has surprisingly turned out that said Si-content causes the formation of an Al, Si, Cr and probably C rich eutecticum, when the Al-content exceeds 5 to 5.5%. Since it has unexpectedly turned out that said eutecticum is substantially less corrosion-resistant than the remaining structural elements of the alloy, it is desirable to confine the phase-amount of said eutecticum to no more than about 5%.
  • the valve member proper carrying the valve seat area is generally made from an austenitic stainless steel alloy.
  • the valve seat area is applied by welding, there will occur a slight mixing of the steel alloy into the nickel-base filler material, thereby adding by mixture, particularly in the first applied weld layer, an amount not exceeding 15% of Fe.
  • Fe in amounts of no more than 20% may have a strengthening effect in the ⁇ -phase, but at the same time the corrosion resistance is reduced.
  • Fe-content of 5% there is a risk of deteriorated corrosion properties, and it should therefore be aimed at obtaining that the Fe-content in the finally welded layer or in the vicinity of the surface of the valve seat area does not exceed 10%, and preferably is less than 5%.
  • the alloy should advantageously comprise at least 55% Ni, because lower Ni-content may lead to attenuating the precipitation-hardening and thus to reducing the hardness of the alloy.
  • the hardness of the alloy is obtained by a combination of the precipitation-hardening in which the high Al-content of the alloy entails an increase of hardness of the Ni-base material itself (Ni-matrix), which hardness is kept at high-temperatures, and a precipitation of carbides in the base material proper.
  • the alloy should, in addition to the stated Cr-content, comprise a certain minimal content of carbide formers. It is therefore advantageous that the content of Hf, Nb, W and Mo amounts to at least 5%.
  • FIG. 1 to 4 illustrate photographs, enlarged 320 times, of ground and polished samples of four different alloys according to the invention.
  • the weld seam was built by three layers and had a depth of 8 mm and a width of 25 mm with seam side angles of 60°.
  • the blanks were subsequently placed in an oven and heated to 250°C, following which they were squenched in a water bath at a temperature of about 40oC
  • the blanks were visually checked and by capillar testing and no cracks were found in the seat materials.
  • the temperature chock test was repeated of the three perfect pieces which were heated to 450oC After squenching in water at about 70oC, a crack pattern in the form of a coarsely meshed crackle was found in the BW 1-50 alloy, whereas the two remaining pieces were undamaged in the valve seat area proper.
  • the nickel-base alloy according to the invention thus presents a surprisingly good weldability and a ductility and crack resistance completely on a level with Stellite 6 and substantially better than the nickel alloys Alloy 50 and BW 1-50.
  • the hardness of the nickel-base alloys is sensitive to mixing of the material of the valve spindle in the seat material, and that the hardness of the outer half of the seat material varies within the limits to be expected due to fact that the melt bath solidifies rapidly, thereby impeding a complete equalization of the composition of the alloy.
  • Fig. 1 nodular dark precipitations will be seen in the alloy 1-2, probably consisting of the Al-, Si-, Cr- and C-containing eutecticum Perovskite, together with elongated light precipitations of aluminium-free metal carbides.
  • An alloy with a higher ductility may be provided by reducing the carbide precipitations.
  • the alloy 1-3 in Fig. 2 shows a clear dendrite structure having cells in which the material has a uniform crystal lattice orientation. There are a few precipitations of Perovskite and precipitations of metal carbides between the dendrite arms. This alloy has probably a good ductility together with high high-temperature hardness. Alloy 1-4 in Fig. 3 has a dendrite structure that is somewhat less uniform and presents only quite few precipitations of Perovskite, and in alloy 1-5 in
  • a hardness test corresponding to the one described in Example 2 was made on a nickel-base alloy with an analysis corresponding to I-1 in Tables 1 and 3, but prior to measuring the hardness the blanks were subjected to a heat treatment consisting of a solution treatment for two hours at a temperature of 1150oC followed by a precipitation hardening for at least two hours at a temperature of 750oC.
  • the measured hardness (HB 10/3000/15) are referenced in Table 6 and (HV20) in
  • the high-temperature hardness shows a slight fall (7%) the resulting hardness of approximately 460 HB at 500°C is very considerably higher than the hardnesses obtainable by the prior art hard-facing alloys.
  • the Cr-content of the alloy gets less than 20% the corrosion resistance becomes too insignificant at a high temperature and if the Cr-content exceeds 24%, the strength properties of the alloy appear to be affected in a disadvantageous direction and additionally the weldability is deteriorated.
  • the high temperature hardness appears to be too low, and with an Al-content of more than 7% the Perovskite precipitations are inconvenient to the corrosion reistance and the ductility of the alloy.
  • the alloy may either be used for welding a valve seat area onto a valve member and in this case the alloy should include Si and the content of the easily oxidizing Y should be kept as low as possible, or may be used in the manufacture of valve members by means of the HIP-method.
  • nickel alloys comprising 20 to 23% Cr, 4 to 5.5% Al, 0 to 5% Fe, 0.3 to 0,5% C and from 5 to 7.5% W and/or Mo have a high hardness as well as a good ductility, and if the valve seat area is applied by welding, this may appropriately be effected by adding a nickel-base filler material comprising 20 to 23% Cr, 4 to 5.5% Al, 0.3 to 0.5% C, 0.8 to 1.2% Si and 5 to 7.5% W and/or Mo.
  • Alloys comprising 22.5 to 23.5% Cr, 4.0 to 5.0% Al, 0.40 to 0.45% C, 1.0 to 1,5% Hf and 5.5 to 6% W and/or Mo seem to be applicable in case very heavy demands are made on the crack resistance ability.
  • the alloys are produced by the HIP method it is possible to include Y in the analysis, thereby effecting a positive influence on the high temperature resistance.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Lift Valve (AREA)
  • Powder Metallurgy (AREA)
  • Sliding Valves (AREA)
  • Forging (AREA)

Abstract

Alliage à base de nickel à utiliser comme matière pour le siège de soupape d'une soupape d'échappement d'un moteur à combustion interne, comprenant, en pour cent en poids, de 20 à 24 % de Cr, de 0 à 8 % de W, de 4 à 7 % d'Al, de 0,2 à 0,55 % de C, de 0 à 2 % de Hf, de 0,1 à 1,5 % de Nb, de 0 à 8 % de Mo, de 0 à 1,2 % de Si et de 0 à 15 % de Fe, les teneurs en W et Mo ne s'élevant pas à plus de 10 % en tout. Un tel alliage présente une bonne résistance à la corrosion ainsi qu'une malléabilité correspondant à celle de l'alliage 50, et cela même à une température de travail de 500°C et dans un environnement contenant du souffre à effet fortement corrosif.
EP92904041A 1991-01-23 1992-01-22 Soupape rechargee avec une matiere dure Expired - Lifetime EP0568598B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DK110/91 1991-01-23
DK011091A DK166219C (da) 1991-01-23 1991-01-23 Ventil med haardpaalaegning
PCT/DK1992/000021 WO1992013179A1 (fr) 1991-01-23 1992-01-22 Soupape rechargee avec une matiere dure

Publications (2)

Publication Number Publication Date
EP0568598A1 true EP0568598A1 (fr) 1993-11-10
EP0568598B1 EP0568598B1 (fr) 1995-06-14

Family

ID=8089853

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92904041A Expired - Lifetime EP0568598B1 (fr) 1991-01-23 1992-01-22 Soupape rechargee avec une matiere dure

Country Status (7)

Country Link
EP (1) EP0568598B1 (fr)
JP (1) JPH06504830A (fr)
KR (1) KR100251396B1 (fr)
DE (1) DE69202969T2 (fr)
DK (1) DK166219C (fr)
NO (1) NO179922C (fr)
WO (1) WO1992013179A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1080769C (zh) * 1994-12-13 2002-03-13 曼B与W狄赛尔公司 缸体构件及镍基表面加硬用硬合金
DK172987B1 (da) * 1994-12-13 1999-11-01 Man B & W Diesel As Cylinderelement, nikkelbaseret pålægningslegering og anvendelse af legeringen
DE19508069C1 (de) * 1995-02-27 1996-05-23 Nu Tech Gmbh Auslaßventil für eine Diesel-Hubkolben-Brennkraftmaschine
DK173348B1 (da) 1996-06-07 2000-08-07 Man B & W Diesel As Udstødsventil til en forbrændingsmotor
US20130025561A1 (en) * 2011-07-28 2013-01-31 Dieter Gabriel Bowl rim and root protection for aluminum pistons
KR101542447B1 (ko) * 2012-10-30 2015-08-06 니탄 밸브 가부시키가이샤 엔진 밸브
CN103882265B (zh) * 2014-02-26 2016-05-25 蚌埠市英路光电有限公司 一种排气阀用镍基高温合金材料及其制备方法

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US727740A (en) * 1902-09-15 1903-05-12 Oliver C Bowman Apparatus for feeding baling-presses.
DE970509C (de) * 1942-05-12 1958-09-25 Boehler & Co Ag Geb Ventilkegel
FR1592212A (fr) * 1967-11-10 1970-05-11
FR2341039A1 (fr) * 1976-02-11 1977-09-09 Dervaux Ets Procede de fabrication d'organes mecaniques tels que des soupapes pour moteurs thermiques
CA1196805A (fr) * 1981-09-02 1985-11-19 Trikur A. Ramanarayanan Alliages austenitique a base de nickel pour la conversion en alumine
DE3248963T1 (de) * 1981-09-04 1984-02-09 Mitsubishi Kinzoku K.K., Tokyo Bei erhöhten Temperaturen hitzebeständige verschleißfeste und zähe Legierung auf Nickelbasis
JPS599146A (ja) * 1982-07-06 1984-01-18 Mitsubishi Metal Corp エンジンバルブおよび同バルブシ−ト用Ｎｉ基合金
CH674019A5 (fr) * 1988-01-18 1990-04-30 Asea Brown Boveri

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9213179A1 *

Also Published As

Publication number Publication date
DK166219B (da) 1993-03-22
EP0568598B1 (fr) 1995-06-14
DK11091A (da) 1992-07-24
DE69202969D1 (de) 1995-07-20
KR100251396B1 (ko) 2000-04-15
DK166219C (da) 1993-08-16
NO932645D0 (no) 1993-07-22
KR930703526A (ko) 1993-11-30
NO179922B (no) 1996-09-30
DE69202969T2 (de) 1995-11-30
NO179922C (no) 1997-01-08
JPH06504830A (ja) 1994-06-02
DK11091D0 (da) 1991-01-23
NO932645L (no) 1993-07-22
WO1992013179A1 (fr) 1992-08-06

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