JPH0340663B2 - - Google Patents
Info
- Publication number
- JPH0340663B2 JPH0340663B2 JP60123925A JP12392585A JPH0340663B2 JP H0340663 B2 JPH0340663 B2 JP H0340663B2 JP 60123925 A JP60123925 A JP 60123925A JP 12392585 A JP12392585 A JP 12392585A JP H0340663 B2 JPH0340663 B2 JP H0340663B2
- Authority
- JP
- Japan
- Prior art keywords
- shaft end
- engine valve
- cooling jig
- overlay
- filler metal
- 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.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K9/00—Arc welding or cutting
- B23K9/04—Welding for other purposes than joining, e.g. built-up welding
- B23K9/044—Built-up welding on three-dimensional surfaces
- B23K9/046—Built-up welding on three-dimensional surfaces on surfaces of revolution
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Plasma & Fusion (AREA)
- Mechanical Engineering (AREA)
- Other Surface Treatments For Metallic Materials (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は、エンジンバルブの軸端部に、ステ
ライト（Co基合金）などの硬質合金を、一定の
肉盛量で、巣などの溶接欠陥や硬さ低下の発生な
く、かつ歩留りよく肉盛溶接する方法に関するも
のである。[Detailed Description of the Invention] [Industrial Application Field] This invention applies a hard alloy such as Stellite (Co-based alloy) to the shaft end of an engine valve with a certain amount of overlay to prevent welding defects such as cavities. The present invention relates to a method of overlay welding with a high yield without causing a decrease in hardness or hardness.
一般に、ガソリンエンジンやデイーゼルエンジ
ンなどの吸排気バルブ（通常エンジンバルブとい
う）の軸端部上面は、バルブの開閉毎にロツカー
アームで叩かれるので、特に高速回転数のエンジ
ンでは、耐摩耗性が要求されることから、これに
例えばステライトNo.１（Co−30％Cr−12％Ｗ−
2.5％Ｃ）やステライトNo.６（Co−28％Cr−４％
Ｗ−１％Ｃ）などの硬質合金が肉盛溶接されてい
る。
Generally, the upper surface of the shaft end of the intake and exhaust valves (usually called engine valves) in gasoline engines, diesel engines, etc. is struck by a Rocker arm each time the valve opens and closes, so wear resistance is required, especially in engines with high rotation speeds. Therefore, for example, Stellite No. 1 (Co-30%Cr-12%W-
2.5%C) and Stellite No. 6 (Co-28%Cr-4%
A hard alloy such as W-1%C) is overlay welded.
現在、エンジンバルブの軸端部肉盛溶接法の１
つとして、特開昭56−144867号公報に示されるよ
うに、エンジンバルブの軸端部の上面に形成した
凹みに球状溶加材を置き、TIG溶接法を用いて肉
盛り溶接を行なう方法が知られている。 Currently, one of the methods of overlay welding on the shaft end of engine valves is
As shown in Japanese Patent Application Laid-Open No. 56-144867, there is a method in which a spherical filler metal is placed in a recess formed on the upper surface of the shaft end of an engine valve, and overlay welding is performed using the TIG welding method. Are known.
しかし、近年、前記エンジンバルブの肉盛り溶
接も自動化され、エンジンバルブの軸端部の上面
凹みに球状溶加材を載置するにもロボツトが使わ
れるが、前記エンジンバルブ軸端部の上面凹みに
球状溶加材をうまく置くことができずに落下する
ことがあり、さらに前記球状溶加材をうまく凹み
に置くことができたとしてもTIG溶接個所への移
動時に落下することがあり、溶加材の歩留りが低
下するなどの問題点があつた。
However, in recent years, overlay welding of engine valves has been automated, and robots are also used to place spherical filler metal into the recess on the top surface of the engine valve shaft end. The spherical filler metal may not be placed properly in the recess and may fall.Furthermore, even if the spherical filler metal is successfully placed in the recess, it may fall when moving to the TIG welding location, causing the melt to deteriorate. There were problems such as a decrease in the yield of filler material.
そこで、本発明者等は、上述のような観点か
ら、エンジンバルブの軸端部に、ステライトなど
の硬質合金を、落下して無駄になることのないよ
うに載置すべく研究を行なつた結果、
上面中央に逆円錐形切欠きを有する冷却用治具
をエンジンバルブの軸端部の外周面に密着した状
態で前記軸端部の上面に形成された凹みに球状溶
加材を置き、TIG溶接法を用いて肉盛溶接を行な
うと、球状溶加材を落下させることなく歩留りよ
く溶接することができ、さらに前記冷却用治具に
よつて、エンジンバルブ本体の肉盛部への過大な
溶け込みが防止されることから、肉盛部の硬さ低
下が防止されるばかりでなく、肉盛部はエンジン
バルブ本体との接合面から漸次表面に向つて凝固
することから、引巣などの鋳造欠陥の発生がなく
なり、また、溶加材として一定量の球状溶加材を
肉盛溶接毎に用いるので、溶加材の歩留りが100
％となると共に、肉盛量が一定となり、しかも溶
加材の形状が球状を呈することによつて、上方か
らのアーク加熱により溶加材は初期溶融状態で前
記凹みになじみ易くなり、この結果凹み底部での
融合不良が回避されるようになり、さらにTIG溶
接の適用によつて肉盛部にピンホールやブローホ
ールなどの欠陥が発生するのが抑制されるように
なるという知見を得たのである。
Therefore, from the above-mentioned viewpoint, the present inventors conducted research in order to place a hard alloy such as stellite on the shaft end of an engine valve so that it would not fall and be wasted. As a result, a cooling jig having an inverted conical notch in the center of the upper surface was placed in close contact with the outer circumferential surface of the shaft end of the engine valve, and a spherical filler material was placed in the recess formed on the upper surface of the shaft end. When overlay welding is performed using the TIG welding method, it is possible to weld with a high yield without dropping the spherical filler metal, and the above-mentioned cooling jig also prevents excessive overlay on the overlay part of the engine valve body. Not only does this prevent the hardness of the built-up part from decreasing, but also the build-up part solidifies gradually from the joint surface with the engine valve body to the surface, which prevents the formation of cavities etc. Casting defects are eliminated, and since a certain amount of spherical filler metal is used for each overlay welding, the yield of filler metal is 100%.
%, the build-up amount becomes constant, and the shape of the filler metal becomes spherical, so that the filler metal in its initial molten state easily fits into the recess due to arc heating from above, and as a result, It is now possible to avoid poor fusion at the bottom of the recess, and we have also obtained the knowledge that by applying TIG welding, defects such as pinholes and blowholes can be suppressed in the build-up area. It is.
この発明は、上記知見にもとづいてなされたも
のであるが、その実施に際しては、溶接時の溶接
電流として周期的高電流付加を可能とするパルス
電流を用いるのが望ましく、これは、パルス電流
の使用によつて溶加材の溶融温度を高くして、そ
の流動性を高めることができると共に、これによ
つて発生したアーク圧力によつて溶融状態の肉盛
部が押し潰され、その高さが低められるので、溶
接後の機械加工による仕上げでの削り代が少なく
てすみ、さらに、エンジンバルブの軸端部直径が
７mmφ以上の大径になると、通常前記軸端部の肉
盛部全面に亘つて溶加材を行き渡らせることは困
難で、湯廻り不良の発生は避けられないが、前記
パルス電流の使用により発生するアーク圧力およ
び高電流付加による溶融温度の上昇によつて肉盛
部の前記軸端部上面への全面的接合が可能となる
という理由にもとづくものである。 This invention was made based on the above-mentioned knowledge, but when carrying out the invention, it is desirable to use a pulsed current that enables periodic high current application as the welding current during welding. By using it, the melting temperature of the filler metal can be raised to increase its fluidity, and the arc pressure generated thereby crushes the molten build-up part, increasing its height. This reduces the amount of cutting required during finishing by machining after welding.Furthermore, when the shaft end of an engine valve has a large diameter of 7 mm or more, the entire surface of the built-up part of the shaft end is usually It is difficult to spread the filler metal over the entire area, and poor metal circulation is unavoidable, but the arc pressure generated by using the pulsed current and the increase in melting temperature due to the application of a high current will cause the build-up to deteriorate. This is based on the reason that it becomes possible to join the entire surface to the upper surface of the shaft end.
また、この発明の方法を実施するに際しては、
冷却用治具は、良好な抜熱効果を確保するために
純銅製あるいは低合金銅製とするのが望ましく、
さらにエンジンバルブの軸端部外周面への密着取
り付け、および取りはずしを容易にするために割
型とするのがよく、かつ、エンジンバルブの軸端
部外周面への密着を可能とするために、前記軸端
部の外径をＲmm、これに密着される前記治具の内
径をRJmmとした場合、
Ｒmm−0.1mm≦RJmm≦Ｒmm、
を満足する内径RJmmをもつことが望ましい。 Furthermore, when carrying out the method of this invention,
It is preferable that the cooling jig be made of pure copper or low alloy copper to ensure a good heat removal effect.
Furthermore, in order to facilitate the close attachment and removal of the engine valve to the outer circumferential surface of the shaft end, it is preferable to use a split mold. If the outer diameter of the shaft end is Rmm, and the inner diameter of the jig that is in close contact with it is Rmm , it is possible to have an inner diameter Rmm that satisfies Rmm-0.1mm≦ RJmm ≦ Rmm . desirable.
つぎに、この発明の方法を実施例により具体的
に説明する。
Next, the method of the present invention will be specifically explained using examples.
実施例 １
第１図に概略説明図で示されるように、長さ：
70mm×軸端部外径：5.5mmの寸法を有し、かつ軸
端部上面１ａに曲率半径：３mm×深さ：1.2mmの
球面凹み１ｂが形成された耐熱鋼（JIS・SUH1）
製エンジンバルブ１の軸端部外周面に、外径：50
mm×内径：5.45mmの寸法を有し、かつ上面部中央
に逆円錐形切欠き２ａを有する縦方向に２つ割と
した無酸素銅製のリング状冷却用治具２を、10
Kg／cm2の横２方向圧力により密着し、この状態
で、前記逆円錐形切欠き２ａ内に硬質合金のステ
ライトNo.１（Co−30％Cr−12％Ｗ−2.5％Ｃ、以
上重量％）からなり、かつ直径：3.2mmφを有す
る球状溶加材４を投げ込むと、前記軸端部上面１
ａに形成された凹み１ｂに入り、この凹み１ｂに
入つた前記球状溶加材４をTIG溶接法を用い、直
流アーク溶接機５に、
初期電流：50A×１秒、
溶接電流：65A×２秒、
クレータフイラ電流：40A×１秒、
の条件で直流電流を流し、エンジンバルブ１の直
上に配置したアーク溶接トーチ３より発生したア
ーク３ａにて、肉盛溶接することにより実施し
た。なお、同一条件で100回実施した。図中、６
は支持台を示す。Example 1 As shown in the schematic illustration in FIG. 1, length:
Heat-resistant steel (JIS/SUH1) with dimensions of 70 mm x outer diameter of shaft end: 5.5 mm, and a spherical recess 1b with radius of curvature: 3 mm x depth: 1.2 mm formed on the upper surface 1a of the shaft end.
On the outer peripheral surface of the shaft end of manufactured engine valve 1, outer diameter: 50
A ring-shaped cooling jig 2 made of oxygen-free copper, which has dimensions of 5.45 mm x inner diameter and is vertically divided into two and has an inverted conical notch 2a at the center of the upper surface, is made of 10
Kg/cm 2 of lateral two-way pressure is applied to make a close contact, and in this state, a hard alloy Stellite No. 1 (Co-30%Cr-12%W-2.5%C, or more by weight) is placed in the inverted conical notch 2a. %) and having a diameter of 3.2 mmφ is thrown in, the upper surface 1 of the shaft end
The spherical filler metal 4 entered into the recess 1b formed in the recess 1b is applied to the DC arc welder 5 using TIG welding, initial current: 50A x 1 second, welding current: 65A x 2. The welding was carried out by passing a direct current under the following conditions: crater filler current: 40A x 1 second, and overlay welding with an arc 3a generated from an arc welding torch 3 placed directly above the engine valve 1. The test was conducted 100 times under the same conditions. In the figure, 6
indicates a support base.
実施例 ２
エンジンバルブの寸法を長さ：100mm×軸端部
外径：８mmとし、かつ軸端部上面に形成された球
面凹みの寸法を曲率半径：５mm×深さ：1.2mmと
し、さらに球状溶加材の直径を5.2mm、冷却用治
具の寸法を外径：55mm×内径：7.95mmとすると共
に上面部中央に逆円錐形切欠き２ａを有するもの
とし、電流条件を、
初期電流：70A×1.5秒、
溶接電流としてのパルス電流のピーク電流値お
よびその時間：290A×0.1秒、
同パルス電流のベース電流値およびその時間：
70A×0.4秒、
同パルス電流の総使用時間：２秒、
クレータフイラ電流：50A×１秒、
とした条件で、実施例１におけると同様な状態で
実施した。これについても100回実施した。Example 2 The dimensions of the engine valve are length: 100 mm x shaft end outer diameter: 8 mm, and the dimensions of the spherical recess formed on the upper surface of the shaft end are radius of curvature: 5 mm x depth: 1.2 mm. The diameter of the filler metal is 5.2 mm, the dimensions of the cooling jig are outer diameter: 55 mm x inner diameter: 7.95 mm, and there is an inverted conical notch 2a in the center of the top surface, and the current conditions are as follows: Initial current: 70A x 1.5 seconds, peak current value of pulsed current as welding current and its duration: 290A x 0.1 seconds, base current value of the same pulsed current and its duration:
The test was carried out under the same conditions as in Example 1, with the following conditions: 70A x 0.4 seconds, total usage time of the same pulse current: 2 seconds, and crater filler current: 50A x 1 second. This was also carried out 100 times.
前記実施例１および２において、球状溶加材４
は逆円錐形切欠き２ａ内に投入するだけで球面凹
み１ｂの上に置かれ、前記軸端部上面１ａの球面
凹み１ｂから落下した球状溶加材は１個もなく、
この結果得られた各100個のエンジンバルブの肉
盛部について、ビツカース硬さを測定したとこ
ろ、いずれもステライトNo.１とほぼ同じHV：650
±10を示し、また目視による湯廻り不良の有無、
並びに縦断面の顕微鏡による溶接欠陥の有無を観
察したところ、湯廻り不良の発生は全くなく、か
つ引巣やピンホール、およびブローホール、さら
に接合不良の全く存在しないものであつた。
In Examples 1 and 2, the spherical filler metal 4
is placed on the spherical recess 1b by simply inserting it into the inverted conical notch 2a, and no spherical filler metal falls from the spherical recess 1b on the upper surface 1a of the shaft end.
When we measured the Bitker's hardness of the built-up parts of each of the 100 engine valves obtained as a result, all of them were almost the same as Stellite No. 1 H V : 650
Indicates ±10, and visually inspects for poor water circulation.
Further, when the presence or absence of welding defects was observed using a vertical cross-section microscope, it was found that there was no occurrence of poor water circulation, and there were no cavities, pinholes, blowholes, or joint defects.
さらに、肉盛部の盛上り高さを測定したとこ
ろ、実施例１ではいずれも0.2mm±0.05mm、実施
例２では0.4mm±0.05mmの範囲内にあり、寸法的
に安定したものであつた。 Furthermore, when the height of the built-up part was measured, it was within the range of 0.2 mm ± 0.05 mm in Example 1 and 0.4 mm ± 0.05 mm in Example 2, indicating that it was dimensionally stable. Ta.
上述のように、この発明の寸法によれば、エン
ジンバルブの軸端部に、ステライトなどの硬質合
金を、一定の肉盛量で、肉盛部に引巣やピンホー
ル、さらにブローホール、接合不良、並びに湯廻
り不良などの溶接欠陥の発生なく、また肉盛部に
硬さ低下の発生もなく、かつ溶加材の歩留りもき
わめてすぐれた状態で肉盛溶接することができ、
しかも肉盛部の盛上り高さのばらつきも僅かなの
で、後工程の機械加工が少なくてすむなど工業上
有用な効果がもたらされるのである。 As mentioned above, according to the dimensions of the present invention, a hard alloy such as Stellite is applied to the shaft end of the engine valve with a certain amount of overlay, and there are no cavities or pinholes in the overlay, as well as blowholes and joints. Overlay welding can be performed without welding defects such as defects or poor hot water circulation, without any decrease in hardness in the overlay part, and with an extremely high yield of filler metal.
Moreover, since the variation in the height of the built-up portion is small, industrially useful effects such as less machining required in the subsequent process are brought about.
第１図はこの発明の実施態様を示す概略説明図
である。
１…エンジンバルブ、１ａ…軸端部上面、１ｂ
…球面凹み、２…冷却用治具、２ａ…切欠き、３
…アーク溶接トーチ、３ａ…アーク、４…球状溶
加材、５…直流アーク溶接機、６…支持台。
FIG. 1 is a schematic explanatory diagram showing an embodiment of the present invention. 1...Engine valve, 1a...Shaft end upper surface, 1b
... Spherical recess, 2... Cooling jig, 2a... Notch, 3
... Arc welding torch, 3a... Arc, 4... Spherical filler metal, 5... DC arc welding machine, 6... Support stand.
Claims (1)
治具をエンジンバルブの軸端部の外周面に密着さ
せた状態で前記軸端部の上面に形成された凹みに
球状溶加材を置き、TIG溶接法を用いて、前記軸
端部の上面に形成された凹み内に置かれた上記球
状溶加材を肉盛溶接することを特徴とするエンジ
ンバルブの軸端部肉盛溶接法。 ２ 上記溶接に際して、パルス電流を用いること
を特徴とする上記特許請求の範囲第１項記載のエ
ンジンバルブの軸端部肉盛溶接法。 ３ 上記冷却用治具が純銅製あるいは低合金銅製
であることを特徴とする上記特許請求の範囲第１
項または第２項記載のエンジンバルブの軸端部肉
盛溶接法。 ４ 上記冷却用治具が割型であることを特徴とす
る上記特許請求の範囲第１項、第２項、または第
３項記載のエンジンバルブの軸端部肉盛溶接法。 ５ 上記冷却用治具は、エンジンバルブの軸端部
の外径をＲmm、これに密着される冷却用治具の内
径をRJmmとした場合、 Ｒmm−0.1mm≦RJmm≦Ｒmm を満足する内径を有することを特徴とする上記特
許請求の範囲第１項、第２項、第３項、または第
４項記載のエンジンバルブの軸端部肉盛溶接法。[Scope of Claims] 1. With a cooling jig having an inverted conical notch in the center of the upper surface in close contact with the outer peripheral surface of the shaft end of the engine valve, the cooling jig is inserted into the recess formed on the upper surface of the shaft end. A shaft end of an engine valve, characterized in that a spherical filler metal is placed, and the spherical filler metal placed in a recess formed on the upper surface of the shaft end is overlay welded using a TIG welding method. Partial overlay welding method. 2. The overlay welding method for the shaft end of an engine valve according to claim 1, wherein a pulsed current is used during the welding. 3. Claim 1, wherein the cooling jig is made of pure copper or low-alloy copper.
The overlay welding method for the shaft end of an engine valve according to item 1 or 2. 4. The overlay welding method for the shaft end of an engine valve according to claim 1, 2, or 3, wherein the cooling jig is a split mold. 5 For the above cooling jig, if the outer diameter of the shaft end of the engine valve is Rmm, and the inner diameter of the cooling jig that is in close contact with this is R J mm, Rmm-0.1mm≦R J mm≦Rmm. A method for overlaying a shaft end of an engine valve according to claim 1, 2, 3, or 4, characterized in that the engine valve has a satisfactory inner diameter.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12392585A JPS61283461A (en) | 1985-06-07 | 1985-06-07 | Build-up welding method for stem end of engine valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12392585A JPS61283461A (en) | 1985-06-07 | 1985-06-07 | Build-up welding method for stem end of engine valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61283461A JPS61283461A (en) | 1986-12-13 |
| JPH0340663B2 true JPH0340663B2 (en) | 1991-06-19 |
Family
ID=14872735
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12392585A Granted JPS61283461A (en) | 1985-06-07 | 1985-06-07 | Build-up welding method for stem end of engine valve |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61283461A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH054941Y2 (en) * | 1988-03-04 | 1993-02-08 |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53115646A (en) * | 1977-03-18 | 1978-10-09 | Tokushu Denkyoku Kk | Padding welding method to every kind of base metals and holding metal for its padding welding |
| JPS56144867A (en) * | 1980-04-11 | 1981-11-11 | Mitsubishi Heavy Ind Ltd | Filling method |
| JPS5770086A (en) * | 1980-10-20 | 1982-04-30 | Topy Ind Ltd | Build up welding method of butted member |
-
1985
- 1985-06-07 JP JP12392585A patent/JPS61283461A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61283461A (en) | 1986-12-13 |
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