JPH0575406U - Internal combustion engine valve mechanism - Google Patents
Internal combustion engine valve mechanismInfo
- Publication number
- JPH0575406U JPH0575406U JP2342092U JP2342092U JPH0575406U JP H0575406 U JPH0575406 U JP H0575406U JP 2342092 U JP2342092 U JP 2342092U JP 2342092 U JP2342092 U JP 2342092U JP H0575406 U JPH0575406 U JP H0575406U
- Authority
- JP
- Japan
- Prior art keywords
- valve
- seating surface
- valve seat
- ceramic
- close contact
- 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.)
- Pending
Links
- 230000007246 mechanism Effects 0.000 title claims abstract description 20
- 238000002485 combustion reaction Methods 0.000 title claims description 9
- 239000000919 ceramic Substances 0.000 claims abstract description 25
- 238000007789 sealing Methods 0.000 claims description 23
- 238000010586 diagram Methods 0.000 description 8
- 239000002184 metal Substances 0.000 description 5
- 229910052751 metal Inorganic materials 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000000704 physical effect Effects 0.000 description 3
- 229910052581 Si3N4 Inorganic materials 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- HQVNEWCFYHHQES-UHFFFAOYSA-N silicon nitride Chemical compound N12[Si]34N5[Si]62N3[Si]51N64 HQVNEWCFYHHQES-UHFFFAOYSA-N 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 229910001018 Cast iron Inorganic materials 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 239000002994 raw material Substances 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
(57)【要約】
【目的】 セラミック製バルブの実用化を可能とするバ
ルブ機構。
【構成】 バルブ２の着座面４における最小径ｄ2 より
バルブシート１の着座面３における最小径ｄ1 を小さく
するかもしくは同一に設定する。
(57) [Summary] [Purpose] A valve mechanism that enables the practical use of ceramic valves. [Configuration] setting than the minimum diameter d 2 at the seating surface 4 of the valve 2 in either or identical to reduce the minimum diameter d 1 of the seating surface 3 of the valve seat 1.
Description
【０００１】[0001]
本考案は、動弁系を備えた内燃機関（以下エンジンという）において、吸気及 び排気用の各シリンダポートを開閉操作するために不可欠なポペット弁（以下バ ルブという）をセラミック化したバルブ機構に関する。尚本考案においてセラミ ックとは、ファインセラミックをいう。 The present invention is a valve mechanism in which a poppet valve (hereinafter, referred to as a valve) which is indispensable for opening and closing each cylinder port for intake and exhaust in an internal combustion engine (hereinafter referred to as an engine) having a valve system is made into a ceramic. Regarding In the present invention, ceramic means fine ceramic.
【０００２】[0002]
近年、エンジン部品をセラミック化して性能の向上を図る試みが盛んに行なわ れており、バルブ機構もその例外ではない。バルブをセラミック化することによ り軽くなる分、バルブスプリングの低減によるフリクションロスが低減されたり 、許容回転数をより高く設定したりすることが可能となる。現在セラミック化さ れているバルブは、金属の物理的性質を充分検討した上で設計された完成度の高 い金属製バルブの形状を単にそのままセラミックで再現したにすぎず、バルブ自 体やそのバルブが当接するバルブシート、それらで構成されるバルブ機構とセラ ミックの物理的性質との関係については何も考慮されていない状況である。因に 従来のバルブ機構では、図１０又は図１１に示す如く、少なくともバルブシート １のバルブが当接する着座面の最小径ｄ1 がバルブ２のバルブシートと当接する 着座面の最小径ｄ2 より大きく設定されている。In recent years, many attempts have been made to improve the performance by making engine parts ceramic and the valve mechanism is no exception. By making the valve ceramic, it is possible to reduce the weight by reducing the valve spring, and it is possible to set the allowable speed higher. Currently, the valves that are made into ceramics are merely the ceramics that reproduce the shape of a highly complete metal valve that was designed after carefully studying the physical properties of the metal. No consideration is given to the relationship between the valve seat that the valve abuts, the valve mechanism composed of them, and the physical properties of the ceramic. Incidentally, in the conventional valve mechanism, as shown in FIG. 10 or 11, at least the minimum diameter d 1 of the seating surface on which the valve of the valve seat 1 abuts is smaller than the minimum diameter d 2 of the seating surface on which the valve seat of the valve 2 abuts. It is set large.
【０００３】[0003]
金属の物理的性質を満足するように設計されたバルブ機構を、セラミック化し たバルブに組み変えただけで、何のトラブルもなく期待通りの性能が発揮される はずはない。セラミックは軽量で耐摩耗性に優れている反面、衝撃を受けると破 損しやすい弱点を有していて、事実、セラミック製のバルブでは、バルブシート のエッジ部と接触する部分に割れを起こす問題があった。 Even if the valve mechanism designed to satisfy the physical properties of metal is replaced with a ceramic valve, the performance cannot be expected as expected without any trouble. Although ceramic is lightweight and has excellent wear resistance, it has a weak point that it is easily damaged when subjected to an impact.In fact, a valve made of ceramic has a problem that cracks occur in the portion that comes into contact with the edge portion of the valve seat. there were.
【０００４】[0004]
【課題を解決するための手段】 バルブ２がバルブシート１に衝突すると、そのバルブシート１のエッジ部５． ５と接触する部分に集中応力が加わり、その応力が図１２に示す如くバルブ２に 対して局部的に引張応力が作用する。しかしセラミック製のバルブでは、その引 張応力の強さに耐えられないものと推察される。本考案は、バルブがバルブシー トに衝突した際、局部的に発生する集中応力の軽減を図るべく開発したエンジン のバルブ機構であって、その構成は、バルブをセラミックで形成する一方、第１ の手段は少なくともバルブの着座面における最小径よりバルブシートの着座面に おける最小径を小さくするかもしくは同一に設定するものであり、第２の手段は バルブの着座面を、頂部に少なくともバルブシートの着座面に密着してシール機 能が発揮される幅の密着シール面が確保された膨出形状とするものであり、第３ の手段はバルブシートの着座面を、頂部に少なくともバルブの着座面に密着して シール機能が発揮される幅を有する平滑な密着シール面が確保され、且つバルブ と接する密着シール面の端部に、前記密着シール面と滑らかに継がった曲面を持 つものである。Means for Solving the Problem When the valve 2 collides with the valve seat 1, the edge portion 5. Concentrated stress is applied to the portion in contact with 5, and the stress locally acts on the valve 2 as shown in FIG. However, it is surmised that a ceramic valve cannot withstand the strength of the tensile stress. The present invention is a valve mechanism for an engine developed to reduce locally concentrated stress when the valve collides with a valve sheet. The structure of the valve mechanism is that while the valve is made of ceramic, The means is such that at least the minimum diameter in the seating surface of the valve seat is set smaller than or equal to the minimum diameter in the seating surface of the valve, and the second means is to set the seating surface of the valve at the top to at least the valve seat The third means is the seating surface of the valve seat, and the seating surface of the valve seat is at the top and at least the seating surface of the valve at the top. A smooth close contact sealing surface with a width that allows the close contact with the valve to perform its sealing function is secured, and at the end of the close contact sealing surface in contact with the valve, smoothly contact with the close contact sealing surface. The Therefore curved those two lifting.
【０００５】[0005]
第１及び第２の技術を採用すると、バルブの着座面にはバルブシートのエッジ 部が接触しないから、バルブがバルブシートに衝突しても局部的に集中応力を受 けないし、第３の技術を採用すると、バルブの着座面にバルブシートのエッジ部 が接触しても、エッジ部が曲面に形成されているからその応力が低いので、バル ブに作用する引張応力はセラミックに許容される耐衝撃値の範囲内に留まり、バ ルブの破損は起こらない。 When the first and second technologies are adopted, the edge of the valve seat does not contact the seating surface of the valve, so even if the valve collides with the valve seat, localized concentrated stress is not received. When the valve seat edge surface is in contact with the valve seating surface, the stress is low because the edge portion is formed into a curved surface, so the tensile stress acting on the valve is tolerable to the ceramic. It stays within the range of impact value and the valve does not break.
【０００６】[0006]
本考案に係るエンジンのバルブ機構を図面に基いて説明する。１はシリンダヘ ッドに吸気又は排気用として形成したシリンダポートの開口部に設けられている バルブシートであり、２はステムの先端に傘状のバルブヘッドを備えたバルブで あって、周知の如くそのバルブ２のバルブヘッドと前記バルブシート１とでシリ ンダポートが開閉操作される。バルブシート１の内周面とバルブ２におけるバル ブヘッド１の外周面とには、夫々互いに対向する着座面３．４が設けられ、その 着座面３．４は開口側に開いた傾斜状になっている。そしてバルブ２は、以下説 明する総ての実施例とも窒化珪素系のセラミックで、又バルブシート１は、吸気 側が鋳鉄、排気側は焼結金属にて形成されている。 本実施例のバルブ強度を、予備に製作した同一品より、２．５×２×２０mmの 角柱状テストピースを切り出し、図１３に示す方法にて測定したところ、常温で Ｐ＝６８〜９２kg、１０００度ＣでＰ＝５３〜９０kgであった。 A valve mechanism of an engine according to the present invention will be described with reference to the drawings. Reference numeral 1 is a valve seat provided at the opening of a cylinder port formed for intake or exhaust in the cylinder head, and 2 is a valve having an umbrella-shaped valve head at the tip of the stem. The cylinder head of the valve 2 and the valve seat 1 open and close the cylinder port. Seating surfaces 3.4 facing each other are provided on the inner peripheral surface of the valve seat 1 and the outer peripheral surface of the valve head 1 in the valve 2, and the seating surfaces 3.4 are inclined toward the opening side. ing. The valve 2 is made of silicon nitride-based ceramic in all the examples described below, and the valve seat 1 is made of cast iron on the intake side and sintered metal on the exhaust side. The bulb strength of this example was measured by cutting out a 2.5 × 2 × 20 mm prismatic test piece from the same preliminarily manufactured product and measuring it by the method shown in FIG. At 1000 ° C., P = 53 to 90 kg.
【０００７】 第１の実施例は、図１に示す如く、バルブシート１とバルブ２の着座面３．４ が共に平滑である。バルブ２の着座面４における最小径ｄ2 はバルブシート１の 着座面３における最小径ｄ1 より大きく設定されている。従ってバルブシート１ における着座面縁のエッジ部５はバルブ２と一切接触しない。In the first embodiment, as shown in FIG. 1, the seating surfaces 3.4 of the valve seat 1 and the valve 2 are both smooth. The minimum diameter d 2 on the seating surface 4 of the valve 2 is set larger than the minimum diameter d 1 on the seating surface 3 of the valve seat 1. Therefore, the edge portion 5 of the seating surface edge of the valve seat 1 does not contact the valve 2 at all.
【０００８】 このように形成されたバルブ機構は、バルブ２のエッジ部６とバルブシート１ の着座面３との衝突によりバルブ２に作用する引張応力が低いため、セラミック 製のバルブでも充分対応できる。（図２参照）。本実施例のバルブは、着座面縁 のエッジ部６が角ばっているが、着座面料側縁のエッジ部が僅かにＲ面取りされ ていても差支えない。 本実施例では、ｄ2 ＞ｄ1 であるが、ｄ2 ＝ｄ1 でも同様な効果がある。又バ ルブ２の着座面における最大径が、バルブシートの着座面における最大径より大 きく設定されているバルブに対しては、これを同一とするか、バルブの着座面の 最大径の方を小さくするべきである。In the valve mechanism thus formed, the tensile stress acting on the valve 2 due to the collision between the edge portion 6 of the valve 2 and the seating surface 3 of the valve seat 1 is low, so that a valve made of ceramic can be sufficiently used. .. (See Figure 2). In the valve of this embodiment, the edge portion 6 of the seating surface edge is angular, but the edge portion of the seating surface side edge may be slightly chamfered. In the present embodiment, d 2 > d 1 , but even if d 2 = d 1 , the same effect can be obtained. Also, for valves in which the maximum diameter on the seating surface of the valve 2 is set larger than the maximum diameter on the seating surface of the valve seat, either make this the same or set the maximum diameter of the seating surface of the valve to the maximum diameter. Should be small.
【０００９】 第２の実施例は、図３に示す如く、バルブ２の着座面が、頂部に少なくともバ ルブシート１の着座面３に密着してシール機能が発揮される幅の密着シール面７ が確保された膨出形状になっている。言い換えると、バルブ２の着座面を、必要 な幅の密着シール面７を残してその両縁をテーパ状に削り落した形状である。こ のようにすれば、着座面が広い幅のバルブシートに適合するバルブを、そのバル ブの着座面の両縁をテーパ状に削り落すことによって、着座面が狭幅のバルブシ ートに適合するよう改造したり、バルブヘッドの厚みを薄くすることなく前記第 １の手段に規定される条件を満足させられる。前記密着シール面両端縁のエッジ 部６．６は、僅かにＲ面取りされていても差支えない。In the second embodiment, as shown in FIG. 3, the seating surface of the valve 2 has a close sealing surface 7 having a width at which the seating surface 3 of the valve seat 1 comes into close contact with the seating surface 3 and a sealing function is exerted. It has a secured bulging shape. In other words, the seating surface of the valve 2 has a shape in which both edges of the seating surface of the valve 2 are shaved off, leaving the close contact sealing surface 7 of a required width. By doing this, a valve that fits a valve seat with a wide seating surface can be adapted to a valve seat with a narrow seating surface by tapering off both edges of the valve seating surface. It is possible to satisfy the conditions defined in the first means without making modifications or reducing the thickness of the valve head. The edge portions 6.6 at the both edges of the close contact sealing surface may be slightly rounded off.
【００１０】 前記第２の実施例においては、着座面を膨出形状としたので、その膨出分バル ブヘッドが燃焼室内へせり出すから、そのせり出しを少なくするため膨出部の高 さＨを可及的低くくするのが望ましい。しかしバルブ２がシリンダ内から燃焼圧 を受けても、そのバルブ２がバルブシート１のエッジ部５に接触しないよう配慮 することが必要である（図４参照）。 一般の乗用車用エンジンの場合、着座面同士が完全に密着する密着シール面の 幅は１．４mm〜２．０mmが適当といわれているが、バルブヘッドの周面幅Ｌが４ mmのバルブであれば、膨出部の高さＨは最低０．２mm以上とすることが望ましい 。又このバルブを加工する場合には、最低必要な１．４mmの密着シール面を確保 し、且つ砥石に必要な逃げ角θを確保しなければならず、前記と同じくバルブヘ ッドの周面幅Ｌが４mmのバルブであれば、膨出部の高さＨを０．６mm以下とする ことが望ましい（図５参照）。但しこれらの値は、バルブのサイズ、必要とする 密着シール面の幅等により異なるので、その都度検討することが好ましい。In the second embodiment, since the seating surface is formed into a bulging shape, the bulging valve head protrudes into the combustion chamber. Therefore, the height H of the bulging portion can be reduced to reduce the protrusion. It is desirable to make it as low as possible. However, even if the valve 2 receives combustion pressure from the inside of the cylinder, it is necessary to consider that the valve 2 does not come into contact with the edge portion 5 of the valve seat 1 (see FIG. 4). In the case of a general passenger car engine, it is said that the appropriate width of the close contact seal surface where the seating surfaces are in close contact with each other is 1.4 mm to 2.0 mm. If so, it is desirable that the height H of the bulging portion be at least 0.2 mm or more. When processing this valve, it is necessary to secure a minimum required tight seal surface of 1.4 mm and a clearance angle θ required for the grindstone. If the valve has L of 4 mm, it is desirable to set the height H of the bulging portion to 0.6 mm or less (see FIG. 5). However, these values differ depending on the size of the valve, the required width of the close contact sealing surface, and the like, so it is preferable to examine them each time.
【００１１】 前記第２の実施例のバルブ側密着シール面は必ずしも平滑である必要はなく、 なだらかな湾曲面形状の膨出形状とすれば、更に引張り応力を低減できる。この とき前記湾曲面形状は、気密性に影響がないよう最低でも曲率半径は10mm以上必 要である。The valve-side close contact seal surface of the second embodiment does not necessarily have to be smooth, and a bulging shape with a gentle curved surface shape can further reduce the tensile stress. At this time, the curved surface shape must have a radius of curvature of at least 10 mm so that airtightness is not affected.
【００１２】 第３実施例は、図６に示す如く、バルブシート１におけるバルブとの着座面は 、密着シール面８の両端縁に密着シール面と滑らかに継がった曲面を持ち、あく まで密着シール面８は平滑である。 即ち、シール性を確保するためバルブシート１に形成される密着シール面８は 、バルブ２の着座面に集中加重が加わらないように曲面は除外され、１．４mm以 上の幅の平滑な面に限定される。尚バルブ２が、バルブシート１の片側のエッジ 部５のみにしか当接しないケースでは、図７に示す如く、その当接するエッジ部 ５のみに、前記密着シール面と滑らかに継がった曲面を形成するだけで充分であ る。 本第３実施例の場合、密着シール面両端縁のエッジ部５．５は、バルブ２の着 座面４に衝突した場合作用する応力のみを考慮すると、曲率半径を大きくするこ とが望ましいが、余り大きくするとシリンダ内の燃焼圧を受けてバルブシートの エッジ部がバルブ着座面に接触してしまう。ある実験データによると、面接触す る部分のエッジ部に作用する最大圧力Ｐは、図８に示す如く曲率半径Ｒを大きく することにより、角ばったエッジ部に比べて減少することが確認されており、バ ルブに加わる集中応力の減少目標を６０％におくと、少なくともエッジ部の曲率 半径を３mm以上確保したい。又バルブシートの着座面の幅が３．０mm、 シール面 の幅Ｗが１．４mmと仮定した場合、バルブ２がシリンダ内から燃焼圧を受けても 、そのバルブ２がバルブシート１のエッジ部に接触しないようにするには、曲面 の曲率半径の上限を７mmとするのが好ましい。このことから一般的な自動車用の エンジンでは、エッジ部の曲率半径を３〜７mmとするのが理想的である（図９参 照）。前記第２実施例及び第３実施例の如く形成されたバルブ機構では、バルブ シートとの衝突によりバルブに作用する集中応力は、従来に比べて大幅に減少し 、引張応力が少なく、セラミック製のバルブでも充分対応できる。又これらは単 に一般の自動車用エンジンにのみ適用されるものでなく、バルブのサイズ、密着 シール面幅等の異なるエンジンにおいても、適切に設計することにより、同様な 効果を得ることができる。In the third embodiment, as shown in FIG. 6, the seating surface of the valve seat 1 with respect to the valve has curved surfaces smoothly joined to the close contact seal surfaces at both end edges of the close contact seal surface 8, and the close contact is achieved until the end. The sealing surface 8 is smooth. That is, in order to ensure the sealing performance, the close contact sealing surface 8 formed on the valve seat 1 has a curved surface excluded so that a concentrated load is not applied to the seating surface of the valve 2, and a smooth surface having a width of 1.4 mm or more. Limited to In the case where the valve 2 contacts only the edge portion 5 on one side of the valve seat 1, as shown in FIG. 7, only the contacting edge portion 5 has a curved surface smoothly joined to the close contact sealing surface. Forming is enough. In the case of the third embodiment, it is desirable to increase the radius of curvature of the edge portions 5.5 at the both edges of the close contact seal surface in consideration of only the stress that acts when the contact surface 4 of the valve 2 collides. If it is too large, the edge of the valve seat will come into contact with the valve seating surface due to the combustion pressure in the cylinder. According to certain experimental data, it was confirmed that the maximum pressure P acting on the edge portion of the surface contacting portion is decreased as compared with the angled edge portion by increasing the radius of curvature R as shown in FIG. Therefore, if the reduction target of the concentrated stress applied to the valve is set to 60%, we want to secure at least a radius of curvature of 3 mm or more at the edge. Assuming that the seating surface width of the valve seat is 3.0 mm and the sealing surface width W is 1.4 mm, even if the valve 2 receives the combustion pressure from the inside of the cylinder, the valve 2 still has the edge part of the valve seat 1. In order to prevent the curved surface from coming into contact with, it is preferable to set the upper limit of the radius of curvature of the curved surface to 7 mm. From this fact, it is ideal to set the radius of curvature of the edge portion to 3 to 7 mm in a general automobile engine (see Fig. 9). In the valve mechanism formed as in the second and third embodiments, the concentrated stress acting on the valve due to the collision with the valve seat is greatly reduced as compared with the conventional one, the tensile stress is small, and A valve can also be used. Further, these are not only applied to general automobile engines, but similar effects can be obtained by appropriately designing engines having different valve sizes, contact seal face widths, etc.
【００１３】 最後に、前記第１〜第３実施例のバルブ機構を、３０００cc６気筒のガソリン エンジンに採用し、同じ型式の従来エンジンでバルブの材質をセラミックに変更 したものとベンチテストにて比較した結果を示す。 両エンジンとも最高回転数は５４００ｒｐｍに設定され、いずれもフルスロッ トルの５４００ｒｐｍにてテストを行なった。Finally, the valve mechanisms of the first to third embodiments were adopted in a 3000cc 6-cylinder gasoline engine, and a comparison was made by a bench test with a conventional engine of the same type in which the valve material was changed to ceramic. The results are shown. The maximum speed of both engines was set to 5400 rpm, and both were tested at full throttle at 5400 rpm.
【００１４】 [0014]
【表１】 [Table 1]
【００１５】 この結果から、従来の金属バルブを用いたバルブ機構のバルブをそのままセラ ミック化した場合、実用化するのは困難であるが、本考案に係るバルブ機構では 、バルブシートにおけるエッジ部の曲率半径が小さいためバルブに対して作用す る集中応力が高かった一つの例を除き、総て１０時間の連続運転でトラブルが発 生しなかったので、前記第３実施例で説明した集中応力の減少目標を６０％とし たことの正しさが証明されると共に、実用可能であることが確信できた。 尚バルブを形成するセラミックは、窒化珪素系以外に、現在知り得るセラミッ ク原料から自由に選択できる。From this result, it is difficult to put the valve of the valve mechanism using the conventional metal valve into a ceramic as it is, but it is difficult to put it into practical use. However, in the valve mechanism according to the present invention, the edge portion of the valve seat is With the exception of one example in which the concentrated stress acting on the valve was high due to the small radius of curvature, no problems occurred during continuous operation for a total of 10 hours. Therefore, the concentrated stress explained in the third embodiment was used. The correctness of setting the reduction target of 60% to 60% was proved, and it was convinced that it was practical. The ceramic forming the valve can be freely selected from ceramic raw materials known at present, in addition to silicon nitride.
【００１６】[0016]
本考案によれば、軽量で耐摩耗性が高いセラミック特性を効率良く利用すると 共に、バルブシートとバルブとの衝突により発生する集中応力を低減して衝撃に 弱い特性をカバーしたので、セラミック化したバルブの実用化が可能となり、高 性能エンジンの開発にとっての実益は大きい。 According to the present invention, the ceramic characteristics, which are lightweight and have high wear resistance, are efficiently used, and the concentrated stress generated by the collision between the valve seat and the valve is reduced to cover the characteristics that are weak against impact. The valve can be put to practical use, and the real benefits for the development of high-performance engines are great.
【図１】本考案に係るバルブ機構の第１実施例を示す説
明図である。FIG. 1 is an explanatory view showing a first embodiment of a valve mechanism according to the present invention.
【図２】第１実施例においてバルブに作用する引張応力
の強さを例示した説明図である。FIG. 2 is an explanatory view illustrating the strength of tensile stress acting on the valve in the first embodiment.
【図３】本考案に係るバルブ機構の第２実施例を示す説
明図である。FIG. 3 is an explanatory view showing a second embodiment of the valve mechanism according to the present invention.
【図４】第２実施例における膨出部の高さＨの下限の根
拠を示す説明図である。FIG. 4 is an explanatory diagram showing the basis of the lower limit of the height H of the bulging portion in the second embodiment.
【図５】第２実施例における膨出部の高さＨの上限の根
拠を示す説明図である。FIG. 5 is an explanatory diagram showing the basis of the upper limit of the height H of the bulging portion in the second embodiment.
【図６】第３実施例の説明図である。FIG. 6 is an explanatory diagram of a third embodiment.
【図７】第３実施例の変更例を示す説明図である。FIG. 7 is an explanatory diagram showing a modification of the third embodiment.
【図８】面接触する部分のエッジ部に作用する最大圧力
Ｐと曲率半径Ｒとの関係を例示したグラフである。FIG. 8 is a graph exemplifying a relationship between a maximum pressure P acting on an edge portion of a surface-contacting portion and a radius of curvature R.
【図９】第３実施例の変更例を示す説明図である。FIG. 9 is an explanatory diagram showing a modification of the third embodiment.
【図１０】従来例の説明図である。FIG. 10 is an explanatory diagram of a conventional example.
【図１１】従来例の説明図である。FIG. 11 is an explanatory diagram of a conventional example.
【図１２】従来例においてバルブに作用する引張応力の
強さを例示した説明図である。FIG. 12 is an explanatory view illustrating the strength of tensile stress acting on a valve in a conventional example.
【図１３】バルブの強度測定方法を示す説明図である。FIG. 13 is an explanatory diagram showing a method for measuring the strength of a valve.
１・・バルブシート、２・・バルブ、３・・（バルブシ
ートの）着座面、４・・（バルブの）着座面、５・・
（バルブシートの）エッジ部、６・・（バルブの）エッ
ジ部、７・・（バルブの）密着シール面、８・・（バル
ブシートの）密着シール面、ｄ1 ・・バルブシートの着
座面における最小径、ｄ2 ・・バルブの着座面における
最小径、θ・・砥石に必要な逃げ角、Ｈ・・膨出部の高
さ、Ｌ・・バルブヘッドの周面幅、Ｗ・・密着シール面
の幅。1 ・ ・ Valve seat, 2 ・ ・ Valve, 3 ・ ・ (Valve seat) seating surface, 4 ・ ・ (Valve) seating surface, 5 ・ ・
(Valve seat) edge portion, 6 ... (valve) edge portion, 7 .. (valve) contact sealing surface, 8 ... (the valve seat) contact sealing surface, seating surface d 1 ... valve seat Minimum diameter, d 2 ··· minimum diameter on valve seating surface, θ · · clearance angle required for grindstone, H · · bulge height, L · · valve head circumference, W · · close contact The width of the sealing surface.
Claims (3)
もバルブの着座面における最小径よりバルブシートの着
座面における最小径を小さくするかもしくは同一に設定
して成る内燃機関のバルブ機構。1. A valve mechanism for an internal combustion engine, wherein the valve is made of ceramic, and at least the minimum diameter of the seating surface of the valve seat is made smaller than or the same as the minimum diameter of the seating surface of the valve.
座面を、頂部に少なくともバルブシートの着座面に密着
してシール機能が発揮される幅を有する密着シール面が
確保された膨出形状とした内燃機関のバルブ機構。2. A bulging shape in which the valve is made of ceramic, and the seating surface of the valve is secured to the top with a tight sealing surface having a width at which the seating surface of the valve seat is brought into close contact and a sealing function is exerted. Valve mechanism of internal combustion engine.
トの着座面を、頂部に少なくともバルブの着座面に密着
してシール機能が発揮される幅を有する平滑な密着シー
ル面が確保され、且つバルブと接する密着シール面の端
部に、前記密着シール面と滑らかに継がった曲面を持つ
内燃機関のバルブ機構。3. A valve is formed of ceramic, and a smooth contact sealing surface having a seating surface of the valve seat and a width at which the seating surface of the valve seat is adhered to at least the seating surface of the valve and a sealing function is exerted is ensured, and A valve mechanism for an internal combustion engine having a curved surface smoothly joined to the close contact sealing surface at an end of the close contact sealing surface in contact with.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2342092U JPH0575406U (en) | 1992-03-19 | 1992-03-19 | Internal combustion engine valve mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2342092U JPH0575406U (en) | 1992-03-19 | 1992-03-19 | Internal combustion engine valve mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0575406U true JPH0575406U (en) | 1993-10-15 |
Family
ID=12110015
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2342092U Pending JPH0575406U (en) | 1992-03-19 | 1992-03-19 | Internal combustion engine valve mechanism |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0575406U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006329184A (en) * | 2005-04-27 | 2006-12-07 | Osaka Gas Co Ltd | Engine valve, its manufacturing method, its shape deciding method, and engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6348910B2 (en) * | 1983-05-10 | 1988-10-03 | Nippon Synthetic Chem Ind | |
| JP3097509B2 (en) * | 1995-09-01 | 2000-10-10 | トヨタ自動車株式会社 | Vehicle battery charge control device and charge control method |
-
1992
- 1992-03-19 JP JP2342092U patent/JPH0575406U/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6348910B2 (en) * | 1983-05-10 | 1988-10-03 | Nippon Synthetic Chem Ind | |
| JP3097509B2 (en) * | 1995-09-01 | 2000-10-10 | トヨタ自動車株式会社 | Vehicle battery charge control device and charge control method |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006329184A (en) * | 2005-04-27 | 2006-12-07 | Osaka Gas Co Ltd | Engine valve, its manufacturing method, its shape deciding method, and engine |
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