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WO2018191951A1 - 一种带隔热套的防止高温失效的发动机气门 - Google Patents

一种带隔热套的防止高温失效的发动机气门 Download PDF

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Publication number
WO2018191951A1
WO2018191951A1 PCT/CN2017/081426 CN2017081426W WO2018191951A1 WO 2018191951 A1 WO2018191951 A1 WO 2018191951A1 CN 2017081426 W CN2017081426 W CN 2017081426W WO 2018191951 A1 WO2018191951 A1 WO 2018191951A1
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WIPO (PCT)
Prior art keywords
valve
insulating sleeve
heat insulating
high temperature
engine
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PCT/CN2017/081426
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English (en)
French (fr)
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赵毛兴
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Individual
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Individual
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Priority claimed from CN201710250121.5A external-priority patent/CN107939470A/zh
Priority claimed from CN201720400252.2U external-priority patent/CN207073422U/zh
Application filed by Individual filed Critical Individual
Publication of WO2018191951A1 publication Critical patent/WO2018191951A1/zh
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    • 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
    • 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
    • F01L3/12—Cooling of valves

Definitions

  • the invention relates to the field of engine component manufacturing, in particular to a novel engine valve.
  • the valve (Fig. 7) is a key component of the engine and is functionally divided into intake and exhaust valves.
  • the intake valve opens, fresh air is sent to the combustion chamber, and the intake and exhaust valves are closed.
  • the fuel passes through the carburetor and injects oil, ignites and explodes into the combustion chamber, and pushes the piston to work.
  • the exhaust valve opens and discharges. High temperature exhaust gas after combustion.
  • the temperature of the gasoline engine can reach 1500--1800 °C, and the diesel engine can reach 1800--2200 °C.
  • the exhaust gas temperature after combustion is also as high as 750--800 ° C.
  • the exhaust valve is easily ablated and deformed, and the intake valve is cooled during the process of feeding fresh air.
  • the heating condition is better.
  • the manufacturing technology of the engine valve (hereinafter mainly referred to as the exhaust valve) is designed to ensure the wear resistance and corrosion resistance.
  • the first task is to improve the strength of the valve at high temperature, which must be Steel model selection began, from alloy steel 40cr to 42cr9si2, 40cr10si2mo (martensitic heat-resistant alloy steel), and then to 53cr21mn9N14N (austenitic heat-resistant stainless steel), the price rose from several thousand to tens of thousands of tons, but Faced with the development of engine technology from low speed to high speed, the work compression ratio is increasing, and the temperature of engine work combustion is getting higher and higher. The existing valve steel has insufficient tensile strength and yield strength at high temperature.
  • Figure 8 is an air-core-filled sodium air-core valve.
  • the air-core valve is manufactured by machining the disk and the stem into hollow, and then filling the metal with sodium (the physical properties of the metal sodium are heated to Celsius). When it is more than 90 degrees, it will be gasified. When the exhaust valve is working at high temperature, the metal sodium is vaporized, so that a part of the heat is taken away, which reduces the heating condition of the entire valve. High valve high temperature performance (can reduce valve operating temperature of 100 ° C).
  • metal sodium has certain dangers during storage, transportation and use.
  • the chemical reactivity of sodium is very high, and it will burn in oxygen, chlorine, fluorine and bromine vapor. In case of water or moisture, it will produce a chemical reaction, generate hydrogen gas, generate a large amount of heat, cause burning or explosion, and metal sodium can spontaneously ignite and explode when exposed to the air.
  • the manufacturing process of the air-core valve is quite complicated. It must separate the valve into two separate parts of the disk and the rod, and then drill the hole at the rod end of the disk. The hole diameter is generally 3mm and the depth is 60mm.
  • the joint area after welding has a certain guarantee, which restricts the air core area of the valve stem to not be too large (the general rod diameter is 6mm, the aperture is 3mm, accounting for 33% of the valve stem area), even though In this way, the friction welding part is still a high point of quality hazard, and the failure occurs when the fracture occurs.
  • the hollow core area is small, the sodium filling is also limited.
  • the air core filling sodium valve can only be reduced by 100 °C. , limits the use of air-core valves.
  • the implementation of energy saving and emission reduction further improving the combustion efficiency of the engine and increasing the compression ratio are the only effective ways. However, its direct result is that the combustion temperature is higher, the exhaust gas discharge temperature is also higher, and the air-core-filled sodium valve is incapable of being limited by the temperature drop.
  • the method used to make the valve ensure the normal operation of the exhaust valve at the higher operating temperature of the engine is one of the many problems encountered in the current engine to improve combustion efficiency, increase power output, and save energy and reduce emissions.
  • the object of the present invention is to solve the problem of reliability of normal and continuous operation of a valve in a harsh environment of an engine.
  • an engine valve with a heat insulating sleeve to prevent high temperature failure is characterized in that it comprises an engine valve body and a heat insulating sleeve.
  • the engine valve body is composed of a valve stem and a disk portion.
  • the insulating sleeve is nested on the valve stem. One end of the heat insulating sleeve faces the disk portion.
  • the inside of the heat insulating sleeve is a stepped hole.
  • the stepped hole is composed of a small hole and a large hole.
  • the inner wall of the orifice is in contact with the valve stem. There is a gap between the large hole and the valve stem.
  • the inside of the heat insulating sleeve is a through hole.
  • a section of the heat insulating sleeve adjacent to the disk portion is in contact with the disk neck of the valve, and a gap is left between the heat insulating sleeve away from the disk portion and the valve stem.
  • the heat insulating sleeve is fixed to the valve body by welding.
  • transition portion of the valve stem and the disk portion is a disk neck portion.
  • the disk portion has an annular land.
  • the annular table surrounds the neck of the disk.
  • One end of the heat insulating sleeve facing the disk portion is welded to the annular land.
  • the heat insulating sleeve is integrally formed with the valve stem.
  • a section of the heat insulating sleeve adjacent to the disk portion is integrally connected with the valve stem, and a gap between the heat insulating sleeve away from the disk portion and the valve stem is left.
  • Figures 9 and 10 are valve hazardous areas and temperature profiles. It can be seen from Fig. 9 that when the fuel combustion in the combustion chamber is completed, the exhaust valve is opened, and the high-temperature exhaust gas is directly sprayed along the valve, directly flushing the disk neck region C of the valve, which is a typical automobile exhaust valve danger zone and temperature. Distribution state diagram. See Figure 10, we can see from the figure that the maximum temperature of the exhaust valve C area of the V-8 car reaches 732 ° C, (the highest temperature zone is the weak area of the smaller diameter of the rod) and the lowest part of the exhaust valve disc The temperature difference is 149 ° C compared to 583 ° C.
  • Figure 13 steel model is 53cr21mn9Ni4N (referred to as 21-4N) exhaust valve before use metallographic structure map
  • Figure 14 (with the attached drawing 13 used The same 21-4N material) is the metallographic structure of the high temperature wash. From the comparison of Fig. 13 and Fig. 14, we can see that although a very advanced steel for the exhaust valve 53cr21mn9Ni4N has been selected. However, at high temperatures, the grain boundary of the metal has been severely corroded, and the layered fold has reached level 4, and the performance has been greatly reduced. 2 The heat transfer is unreasonable, and the X zone has a hot accumulation zone, which increases the metal heat loss in the zone.
  • the area protected by the heat insulating sleeve is a range surrounded by the gap.
  • the gap has a length h, h is greater than the valve lift.
  • the area protected by the heat shield is the area where the high temperature exhaust gas of the engine is concentrated to flush the valve.
  • the invention adopts an insulation sleeve on the neck of the exhaust valve disc to directly prevent the high temperature exhaust gas from scouring the neck body of the exhaust valve disc, and in particular, effectively protects the concentrated C area from being cleaned, and protects it.
  • the principle is as follows, the inner diameter dimension of the heat insulating sleeve is designed to be larger than the outer diameter of the exhaust valve disc and the rod portion.
  • the principle of heat transfer is that the heat transfer efficiency is greater than the heat radiation efficiency. Therefore, the exhaust valve with a heat insulating sleeve can greatly reduce the heat receiving amount than the ordinary exhaust valve, thereby improving the thermal performance of the exhaust valve in use. It can be seen from the above analysis that the exhaust valve with insulated sleeve clearly blocks the direct erosion of the high temperature exhaust gas to the disk neck of the exhaust valve, and the heat absorbed by the heat insulating sleeve in the high temperature exhaust gas flow is along the heat insulation. The sleeve flows toward the neck of the exhaust valve disc, and part of the heat received by the disc neck is transferred through the engine block, and the other part flows along the exhaust valve stem until the working position of the exhaust valve stem and the valve guide.
  • the protection points of the exhaust valve with insulated jacket of the present invention are as follows:
  • the high temperature performance of the exhaust valve is improved by the increase of the heat insulation sleeve, the requirement for the heat strength of the raw material is reduced, the valve length is shortened, and the valve stem diameter is reduced (because the strength is increased, the valve design can be reduced)
  • the heat insulating sleeve of the present invention has a related design improvement scheme of the engine and the engine component and a supporting improvement scheme related to the heat insulating sleeve.
  • the direct insulation of the high-temperature exhaust gas flow to the neck of the valve disc is directly eliminated, and its invention design is two ways than the original valve production technology for high temperature (1) High temperature resistance. 2.
  • the air core is filled with sodium to cool the heated body that is washed by high temperature. Instead, the valve is protected directly from the source. It effectively improves the performance of the exhaust valve at high temperatures, so it can work more effectively under the current turbocharged engine operating conditions with the best combustion efficiency and the highest exhaust gas discharge temperature. It is a complete replacement for the air-filled sodium exhaust valve that is currently adapted for turbocharged engines.
  • the current exhaust valve with insulating sleeve is compared with the air-filled sodium exhaust valve, regardless of processing complexity, quality stability, manufacturing cost, safety and scrapping after product failure (since air-filled sodium valve)
  • the sodium in the water will burn with water has an incomparable advantage.
  • the insulated exhaust valve can further meet the new engine that needs to increase the compression ratio and higher combustion temperature, and match the performance of the exhaust valve (special vehicles such as racing cars). except).
  • the heat-insulating valve can significantly reduce the heating state of the exhaust valve under the high-temperature exhaust gas scouring, significantly improve the quality of the valve, and has the reliability of normal continuous operation under the harsh environment of the engine.
  • Existing valves regardless of Increased to a new height in high temperature or service life. The process is simple and feasible, the production cost is low, and the quality and price advantage. This is a new generation of engine development and development, providing a better choice and technical support for the special requirements of the exhaust valve.
  • Figure 1 is a schematic view of the structure of the present invention (stepped insulation sleeve);
  • Figure 2 is a schematic view of the structure of the present invention (with a straight-through heat insulation sleeve, and the valve stem has a thin neck);
  • Figure 3 is a schematic view of the structure of the present invention (excluding the heat insulating sleeve);
  • Figure 4 is a schematic view of the structure of the present invention (excluding the heat insulating sleeve, the valve stem has a thin neck);
  • Figure 5 is a schematic structural view of a stepped heat insulation sleeve
  • Figure 6 is a schematic structural view of a straight-through heat insulating sleeve
  • Figure 7 is a schematic view of a conventional valve
  • Figure 8 is a schematic diagram of the air-filled sodium valve
  • Figure 9 is a map of the danger zone when the valve is working.
  • Figure 10 is the temperature distribution diagram when the valve is working.
  • Figure 11 is a high temperature tensile strength table in GB/T 12773-2008 steel and alloy rods for internal combustion engine valves;
  • Figure 12 is a table of high temperature yield strength in GB/T 12773-2008 steel and alloy rods for internal combustion engine valves;
  • Figure 13 is a metallographic test report (no valve used).
  • Figure 14 shows the metallographic test report (valve has been used).
  • valve stem 1 disk neck 101, heat insulation sleeve 2, step insulation sleeve 2a, straight-through heat insulation sleeve 2b, welded portion 23, small hole 201, large hole 202, disk portion 3, annular table 301
  • the disk top 4 the exhaust impingement portion 5, the valve stem working portion 6, the tail portion 7, and the hardened portion 8 in the conduit.
  • An engine valve with a heat shield to prevent high temperature failure including an engine valve body and a heat insulating sleeve 2.
  • the engine valve body is composed of a valve stem 1 and a disk portion 3.
  • the insulating sleeve 2 is nested on the valve stem 1.
  • One end of the heat insulating sleeve 2 faces the disk portion 3, and the other end faces the small end of the valve stem 1.
  • the inside of the heat insulating sleeve 2 is a stepped hole, that is, the stepped heat insulating sleeve 2a shown in Fig. 5.
  • the stepped hole is composed of a small hole 201 and a large hole 202.
  • the inner wall of the small hole 201 is in contact with the valve stem 1.
  • the main structure of this embodiment is the same as that of Embodiment 1.
  • the inside of the heat insulation cover 2 is a through hole, that is, a straight-through heat insulation cover 2b shown in FIG.
  • the heat insulating sleeve 2 is in close proximity to a portion of the disk portion 3 adjacent to the disk portion 3, and a gap is left between the portion of the heat insulating sleeve 2 remote from the disk portion 3 and the valve stem 1.
  • the main structure of this embodiment is the same as that of Embodiment 3. Referring to Figures 2 and 4, the diameter of the valve stem 1 at the gap is reduced. That is, the valve stem 1 has a thin neck portion, so that the gap between the heat insulating sleeve 2 and the valve stem 1 becomes large.
  • the main structure of the embodiment is the same as that of the embodiment 2.
  • the small hole 201 is in sliding engagement with the valve stem 1 (the matching clearance is subject to sliding).
  • the main structure of this embodiment is the same as that of Embodiment 3.
  • the small hole 201 is slidably engaged with the valve stem 1 (the matching clearance is subject to sliding).
  • the main structure of this embodiment is the same as that of the embodiment 1, 5 or 6, and preferably, the heat insulating sleeve 2 is welded to the valve body welding portion 23 by welding.
  • the main structure of this embodiment is the same as that of Embodiment 7, and preferably, the valve stem 1 and the disk portion 3
  • the transition portion is the disk neck 101.
  • the disk portion 3 has an annular land 301.
  • the annular land 301 surrounds the disk neck 101.
  • One end of the heat insulating cover 2 facing the disk portion 3 is welded to the annular land 301, that is, the welded portion 23 is formed.
  • the heat insulating sleeve 2 can be integrally formed with the valve stem 1. That is, a section of the heat insulating sleeve 2 adjacent to the disk portion 3 is integrally connected with the valve stem 1, and a gap between the section of the heat insulating sleeve 2 remote from the disk portion 3 and the valve stem 1 is left. That is, by turning (or other means), an annular groove is formed between the originally integrated heat insulating sleeve 2 and the valve stem 1, and the annular groove is a gap between the heat insulating sleeve 2 and the valve stem 1.
  • the shape design principle is as follows: the temperature difference between the inside and outside of the material should be reduced.
  • the welding strength of the insulating sleeve and the neck of the exhaust valve should be ensured.
  • the welded part must have sufficient thickness to be welded in the welding process.
  • the thickness of the welded part of the insulating sleeve should be thicker than other.
  • the thin wall of the part has increased. See Figure 3 for the insulation cover design. From the design drawing 3, we can see that the insulation cover is an inner stepped sleeve shape.
  • the main structure of this embodiment is the same as that of the embodiment 2, 3 or 9.
  • the area protected by the heat insulating cover 2 is a range surrounded by the gap.
  • the gap has a length h, h is greater than the valve lift.
  • the area protected by the heat insulating jacket 2 is an area where the high temperature exhaust gas of the engine is concentrated to flush the valve, that is, the c area.
  • Insulation sleeve design Because the valve insulation sleeve is subjected to frequent high-temperature airflow, the high temperature resistance, fast heat dissipation and no deformation are the design priorities.
  • the selected materials should have the following conditions: a. High temperature resistant material. b, the material thermal conductivity should be large. C, the coefficient of thermal expansion is small.
  • insulation sleeves According to the absorption and propagation of heat by objects, it is related to the quality of the surface of the objects.
  • the inner and outer surfaces of the insulation sleeve should be processed to meet the quality requirements.
  • This embodiment is a manufacturing method of the valve disclosed in Embodiment 7:
  • a step is formed in the neck of the valve disc (ie, an annular table as a welding groove).
  • c Unloading a special insulation guide sleeve for the exhaust valve.
  • the guide sleeve is placed in the neck step of the exhaust valve disc, and the heat insulation sleeve and the exhaust valve are welded together by welding (other manners may also be used).
  • the length of the thin sleeve of the insulating sleeve should be designed to be a few millimeters above the C area where the engine's high temperature exhaust gas is concentrated.
  • the insulation sleeve at the C area is designed to be thin-walled because it can effectively reduce the amount of heat absorption in the C area, thereby weakening the heat radiation quality of the insulation sleeve to the neck body of the exhaust valve, while the heat insulation sleeve itself In terms of thin wall area, heat is more easily transferred to the thick area. The faster the heat dissipation, the smaller the amount of heat radiation that the valve body receives.
  • the overall weight of the valve will increase, which increases the inertia of the valve during high-speed movement, and also increases the impact damage of the valve sealing cone surface and the cylinder seat ring, which is contrary to the valve design. Lightweight principle.
  • the heat insulating sleeve is designed to be thin and light in weight.
  • the increased heat insulation sleeve improves the heating condition of the valve body and greatly improves the material strength. Therefore, under the same load conditions, the valve stem diameter can be reduced, and the weight reduction effect is achieved.
  • the original valve design takes into account that the valve neck will expand after being heated, which directly affects the movement of the valve stem up and down in the conduit. Therefore, in the original valve design, in order to ensure the normal operation of the valve in the conduit, the distance from the valve disc portion to the conduit opening is increased to achieve a gradual heat dissipation effect.
  • This embodiment of the invention effectively reduces the heating condition of the disk and the stem, so that the distance from the valve disc portion to the conduit opening can be correspondingly reduced. Both the valve weight reduction effect and the overall design of the engine block can be reduced, the weight is reduced, and the economic benefit is increased.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lift Valve (AREA)

Abstract

一种带隔热套的防止高温失效的发动机气门，包括发动机气门本体和隔热套（2），发动机气门本体由气门杆（1）和盘部（3）组成，隔热套嵌套在气门杆上，隔热套的一端面向盘部。带隔热套气门能显著减轻排气门在高温废气冲刷下的受热状态，明显提高气门的质量，具有在发动机恶劣环境下正常连续工作的可靠性，工艺简单可行，生产成本低。

Description

一种带隔热套的防止高温失效的发动机气门 技术领域
本发明涉及发动机零部件制造领域，具体是一种新型的发动机气门。
背景技术
气门(附图7)是发动机的关键的零部件，从功能上又分为进气门和排气门。进气门打开，往燃烧室送入新鲜空气，进、排气门均关闭，燃油经过化油器又向燃烧室喷油、点火、爆炸燃烧，推动活塞运动作功，排气门打开，排出经燃烧后的高温废气。
发动机燃烧时的温度汽油机可达到1500--1800℃，柴油机更高达1800--2200℃。经燃烧后排出的废气温度也高达750--800℃，在这种恶劣的工况条件下，排气门极易被烧蚀变形，进气门因为在送入新鲜空气过程中被冷却，受热情况较好，针对上述情况，发动机气门(下面主要是指排气门)的制造技术设计要在确保耐磨性、抗腐蚀性外，首要任务是提高气门在高温下的强度，这必须从钢材型号选择着手，从合金钢40cr发展到42cr9si2、40cr10si2mo(马氏体耐热合金钢)，再到53cr21mn9N14N(奥氏体耐热不锈钢)，价格从几千元上升到几万元一吨，但面对发动机技术从低速向高速发展，作功压缩比增大趋势，发动机作功燃烧的温度也越来越高，现有气门用钢在高温下抗拉强度及屈服强度已显不足。
详见附表1(图11)高温抗拉强度，表2(图12)高温屈服强度。从表中我们可知，当发动机排出的废气温度高达800℃时，只有高温镍基合金CH4751、GH4080A才能保持持续强度，镍是稀有金属，全球储备有限，价格更高达几十万一吨，目前只有高级跑车及赛车上才有少量使用。气门用钢在材料的选择及开发应用上已遇到了瓶颈，极大地局限了发动机性能的进一步提高。
针对排气门用钢在高温使用下的强度局限，一种能在发动机工作中降低排气门温度的技术，即空芯充钠气门应运而生。附图8即为一种空芯充钠空芯气门，空芯气门的制造原理是将气门的盘部和杆部加工成空心，然后将金属钠填充其中(金属钠的物理属性被加热到摄氏九十多度时就会气化)当排气门在高温下工作时，金属钠被气化，从而将一部分热量带走，降低了整个气门的受热状况，提 高了气门的耐高温性能(可以降低气门工作温度100℃)。但空芯充钠气门也有许多不足，其一：金属钠在保存、运输、使用过程中都有一定的危险性，钠的化学反应性很高，在氧、氯、氟、溴蒸汽中会燃烧，遇水或潮气会产生化学反应，产生氢气，大量放热，引起燃烧或爆炸，金属钠暴露在空气中能自燃并爆炸。其二：空芯气门的制造工艺相当复杂，它必须将气门分为盘部和杆部两个独立部分单独加工，然后在盘部的杆端处钻孔，孔径一般为3mm,深度为60mm的小深孔，除需要昂贵的专用深孔钻头外，加工效率低，耗材费用高(因为是深孔，排屑困难，钻头易折断)。加工完小深孔还很难清洗，再填充金属钠(前文已介绍有危险性)，然后将盘部与杆部二个独立的部分通过摩擦焊接成一个整体，再车削焊接疤，然后送热处理消除焊接应力，最后将连接的二部分经切削加工(消除不同心)后再流入正常气门加工工序。可见空芯充钠气门加工复杂，成本高，效率低下，废品率高。其三：因为要将盘部和杆部通过摩擦焊接连成整体。为了保证焊接质量，焊接后的连接面积得有一定的保障，这就制约了气门杆部空芯面积不能太大(一般杆径为6mm，孔径为3mm，占气门杆面积的33％)，纵然这样，摩擦焊接部位依然是质量隐患的高发点，断裂失效时有发生，因为空芯面积小，充钠也有限，据实际使用中的数据，空芯充钠气门最大也就只能降低100℃，限制了空芯气门的使用范围。随着节能减排的推行，进一步提高发动机燃烧效率，增加压缩比是唯一而有效的途径。然而它的直接结果就是燃烧温度更高，废气的排放温度也更高，空芯充钠气门由于受降温局限已不能胜任。
用什么方法使气门在发动机更高的工作温度下能确保排气门正常工作，是目前发动机提高燃烧效率、增加功率输出、节能减排攻关中所遇到的众多难题之一。
发明内容
本发明的目的是解决在发动机恶劣环境下，气门正常连续工作的可靠性问题。
为实现本发明目的而采用的技术方案是这样的，一种带隔热套的防止高温失效的发动机气门，其特征在于:包括发动机气门本体和隔热套。
所述发动机气门本体由气门杆和盘部组成。
所述隔热套嵌套在气门杆上。所述隔热套的一端面向盘部。
进一步，所述隔热套内部为台阶孔。所述台阶孔由小孔和大孔组成。所述小孔的内壁与气门杆接触。所述大孔与气门杆之间具有间隙。
进一步，所述隔热套内部为直通孔。所述隔热套靠近盘部的一段与气门的盘颈部接触，所述隔热套远离盘部的一段与气门杆之间留有间隙。
进一步，所述间隙处的气门杆的直径缩小。
进一步，所述小孔与气门杆(101)处滑动配合。
进一步，通过焊接的方式，使得隔热套被固定在气门本体上。
进一步，所述气门杆与盘部的过渡部分为盘颈部。
所述盘部具有一个环形台面。所述环形台面环绕盘颈部。
所述隔热套面向盘部的一端被焊接在环形台面上。
进一步，所述隔热套与气门杆一体成型。所述隔热套靠近盘部的一段与气门杆连成一体，所述隔热套远离盘部的一段与气门杆之间留有间隙。
值得说明的是，附图9和10是气门危险区及温度分布图。从图9可知，当燃烧室内燃油燃烧做功完毕，排气门打开，高温废气直接沿阀门喷出，直接冲刷气门的盘颈部C区域，这是一张典型的汽车排气门危险区及温度分布状态图。见附图10，从图中我们看到，V-8轿车排气门C区域的最高温度达到732℃，(最高温区又是杆径较小部位薄弱区域)与排气门盘部的最低温度583℃相比，温差达149℃。更为严重的是，我们从图10中可以看到在排气门盘颈部有一个逐步缩小的过度区X区。根据热传导原理，高温区会向低温区传送热量，这样图10显示的盘颈部最高受热区C区域会将大量的热量向较低温的杆部传送，这时问题出现了，当排气门大直径C区域储存的热量向小直径传导时，因为直径差异，存在一个热传递差，从而在X区形成了一个热聚集区。以本专利发明人从事气门制造几十年的经验，排气门失效断裂的位置集中在C区。综上所述，排气门失效有两大原因：①高温冲刷(主因)附图13钢材型号为53cr21mn9Ni4N(简称21-4N)排气门使用前金相组织图谱，附图14(与附图13所用的 同一种21-4N材料)为高温冲刷后的金相组织图谱。从附图13、图14比较中我们看到虽然已经选用了很高级的排气门用钢53cr21mn9Ni4N。但在高温下，金属内部晶界已被严重腐蚀，层状折出达到了4级，性能大幅度下降。②散热传递不合理，X区因为存在热聚集区，加大了该区域的金属热烧损。
针对以上情况，作为优选，所述隔热套保护的区域是所述间隙环绕的范围。所述间隙的长度为h，h大于气门升程。进一步，隔热套保护的区域是发动机高温废气集中冲刷气门的区域。本发明采取了在排气门盘颈部增加了一个隔热套，直接杜绝了高温废气对排气门盘颈部本体的冲刷，尤其对集中冲刷的C区域起了有效的隔离保护，其保护原理如下，将隔热套的内径尺寸设计大于排气门盘、杆部的外径尺寸。这样，虽然发动机隔热套被高温废气冲刷加热，隔热套受热后再向排气门盘杆部传热，但本质上已发生了变化，由原普通排气门盘颈部被高温废气直接冲刷受热改变为排气门盘颈部上的隔热套被高温废气冲刷，直接对气门盘颈部本体实施保护。排气门盘颈部的隔热套受热后的热量则转变为热辐射向排气门盘颈部传递到气门盘部和杆部部位。由此可见排气门盘颈部受到的热冲刷由集中变为分散，由直接热传导受热转变为热辐射受热，热传递原理：热传导效率大于热辐射效率。所以，带隔热套的排气门比普通排气门会大大减少热的接受量，从而提高了排气门在使用中的热性能。从上文分析可见，带隔热套的排气门明显地隔断了高温废气对排气门的盘颈部的直接冲刷，隔热套在被高温废气流冲刷中吸收的热量，沿着隔热套向排气门盘颈部流动，盘颈部接受的热量一部分通过发动机缸体转移，另一部分再沿着排气门杆部方向流动，直到排气门杆部与气门导管里面的工作位置，通过气门导管散热。而普通排气门被高温废气流冲刷吸收的热量却只能沿着杆部流动传递散热，但由于热冲刷被击中在高温C区，当C区储存的热量要向杆部下方传递时，因为排气门盘颈部直径大于排气门杆部直径，热量在传递过程中拥挤堵塞，出现热聚集，再加上杆部下方在工作中也会被高温气流冲刷加热，它与排气门盘颈部的温差不大，直接影响热传递速度，于是排气门盘颈部与杆部的过度区域直接出现了我本人称之为闷烧的现象，(前文所述普通排气门失效断裂就集中在这一点上)， 证明了带隔热套排气门能彻底解决这一问题。
本发明带隔热套排气门的保护要点为：
1、在本发明后涉及到任何方式用隔热套，达到防治气门高温失效的目的。
2、在本发明前现有各型排气门基础上增加了隔热套，从而降低排气门的受热状况，提高排气门高温下使用效果。
3、隔热套的形状设计及延伸设计。
4、隔热套与排气门在连接及加工的工艺。
5、因增加隔热套改进了排气门的高温使用性能，降低了对原材料对热强度的要求，气门长度的缩短，气门杆径的缩小(因为强度的增加，可以减少气门的设计)
6、因气门尺寸、长度设计变化后，对发动机缸体的优化(气门长度现减短5-10毫米，从而在缸体上减薄5-10毫米)。
7、本发明隔热套有关联的发动机及发动机部件的设计改进方案及隔热套相关的配套改进方案。
本发明的应用：
带隔热套排气门因为增加隔热套，直接杜绝了高温废气流对气门盘颈部的直接冲刷，它的发明设计比原气门生产技术针对高温所采用的两种方式(①、提高钢材耐高温性能。②、采用空芯充钠对受高温冲刷的受热机体实施降温)不同，而是直接从源头上对气门实施了保护。有效地提高了排气门在高温下的使用性能，所以，在目前燃烧效率最好的、而废气排放温度最高的涡轮增压发动机工况下也能更有效的工作。完全能替代目前为涡轮增压发动机而适配的空芯充钠排气门。同时应该指出目前带隔热套排气门与空芯充钠排气门相比较无论从加工复杂程度、质量稳定性、制造成本、安全性及产品失效后的报废处理(因空芯充钠气门中的钠会遇水燃烧)都有无法比拟的优势。带隔热套排气门除了能满足目前各类型所有发动机使用性能外，还能进一步满足需要增大压缩比，更高燃烧温度的新型发动机，对排气门性能的匹配要求(赛车等特殊车除外)。
本发明的技术效果是毋庸置疑的，带隔热套气门能显著减轻排气门在高温废气冲刷下的受热状态，明显提高气门的质量，具有在发动机恶劣环境下正常连续工作的可靠性，比现有的各种气门无论 在耐高温或者使用寿命上都提高到一个新的高度。工艺简单可行，生产成本低，具有质量和价格优势。这就为新一代发动机的发展与开发，所对排气门的特殊要求提供了一项更好的选择与技术保障。
附图说明
图1为本发明的结构示意图(带台阶式隔热套)；
图2为本发明的结构示意图(带直通式隔热套，且气门杆存在细颈部)；
图3为本发明的结构示意图(不包括隔热套)；
图4为本发明的结构示意图(不包括隔热套，气门杆存在细颈部)；
图5为台阶式隔热套的结构示意图；
图6为直通式隔热套的结构示意图；
图7为普通气门示意图；
图8为空芯充钠气门示意图
图9为气门工作时，危险区分布图
图10为气门工作时，温度分布图
图11为《GB/T 12773-2008内燃机气阀用钢及合金棒材》中，高温抗拉强度表；
图12为《GB/T 12773-2008内燃机气阀用钢及合金棒材》中，高温屈服强度表；
图13为金相检测报告(未使用气门)；
图14为金相检测报告(已使用气门)。
图中：气门杆1、盘颈部101、隔热套2、台阶式隔热套2a、直通式隔热套2b、焊接部23、小孔201、大孔202、盘部3、环形台面301、盘顶部4、排气冲击部5、气门杆在导管内工作部位6、尾部7、硬化部分8。
具体实施方式
下面结合实施例对本发明作进一步说明，但不应该理解为本发明上述主题范围仅限于下述实施例。在不脱离本发明上述技术思想的情况下，根据本领域普通技术知识和惯用手段，做出各种替换和变更，均应包括在本发明的保护范围内。
以下几个实施例进一步公开针对该新型气门的具体设计和制造 方法等内容：
实施例1：
一种带隔热套的防止高温失效的发动机气门，包括发动机气门本体和隔热套2。
参见图3或4，所述发动机气门本体由气门杆1和盘部3组成。
参见图1或2，所述隔热套2嵌套在气门杆1上。所述隔热套2的一端面向盘部3、另外一端面向气门杆1的小端。
实施例2：
本实施例主要结构同实施例1，优选地，参见图1和5，所述隔热套2内部为台阶孔，即图5所示的台阶式隔热套2a。所述台阶孔由小孔201和大孔202组成。所述小孔201的内壁与气门杆1接触。所述大孔202与气门杆1之间具有间隙。
实施例3：
本实施例主要结构同实施例1，优选地，参见图6，所述隔热套2内部为直通孔，即图6所示的直通式隔热套2b。所述隔热套2靠近靠近盘部3的一段与气门的盘颈部接触，所述隔热套2远离盘部3的一段与气门杆1之间留有间隙。
实施例4：
本实施例主要结构同实施例3，参见图2和4，所述间隙处的气门杆1的直径缩小。即气门杆1存在一个细颈部，使得隔热套2与气门杆1的间隙变大。
实施例5：
本实施例主要结构同实施例2，优选地，所述小孔201与气门杆1滑动配合(配合间隙以滑动为准)。
实施例6：
本实施例主要结构同实施例3，优选地，所述小孔201与气门杆1滑动配合(配合间隙以滑动为准)。
实施例7：
本实施例主要结构同实施例1、5或6，优选地，通过焊接的方式，使得隔热套2被焊接在气门本体焊接部23上。
实施例8：
本实施例主要结构同实施例7，优选地，所述气门杆1与盘部3 的过渡部分为盘颈部101。
所述盘部3具有一个环形台面301。所述环形台面301环绕盘颈部101。
所述隔热套2面向盘部3的一端被焊接在环形台面301上，即形成焊接部23。
实施例9：
本实施例主要结构同实施例1、2或3，一般来说，针对直径较大的气门，所述隔热套2可以与气门杆1一体成型。即所述隔热套2靠近盘部3的一段与气门杆1连成一体，所述隔热套2远离盘部3的一段与气门杆1之间留有间隙。即通过车削(或者其他方式)方法，使得本来连成一体的隔热套2与气门杆1之间形成环形槽，该环形槽即为隔热套2与气门杆1之间的间隙。
实施例10：
形状设计原则如下：应减少材料内外的温差值。
a、尽可能减少隔热套的外径与内径差值，即做成薄壁状。
b、但在实际应用中要确保隔热套与排气门盘颈部的焊接强度，焊接部位必须有足够的厚度才不至于在焊接过程中被焊化，隔热套焊接部位厚度应比其他部位的薄壁有所增加。见附隔热套设计图3，从设计图3我们可以看到隔热套为内台阶式套筒形。
实施例11：
本实施例主要结构同实施例2、3或9，优选地，所述隔热套2保护的区域是所述间隙环绕的范围。所述间隙的长度为h，h大于气门升程。
进一步地，隔热套2保护的区域是发动机高温废气集中冲刷气门的区域，即c区域。
隔热套设计：因为气门隔热套承受高温气流频繁冲刷，所以耐高温、散热快、不变形为设计重点，所选取材料应具备以下条件：a、耐高温材料。b、材料导热系数要大。C、热膨胀系数小。
实施例12：
隔热套其他设计要求：根据物体对热量的吸收与传播，与物体表面的质量有关。隔热套的内外表面加工应满足质量要求。
实施例13：
本实施例是实施例7公开的气门的制造方法：
a、按气门正常工艺加工到半成品。
b、在气门盘颈部加工出一个台阶(即作为焊接槽的环形台面)。c、下料加工一个排气门专用隔热导套。
d、将导套套入排气门盘颈部台阶中，通过焊接(也可用其他方式)将隔热套与排气门焊接成一个整体。
e、修饰加工焊接部位并热处理。f、转入气门后续加工流程到成品。
实施例14
本实施例针对隔热套尺寸设计：
隔热套薄璧的部分长度设计应在被发动机高温废气集中冲刷的C区域位置上方几毫米处。将C区域处的隔热套设计成薄壁，因为它能有效的减少C区域的热吸收数量，从而减弱隔热套对排气门盘颈部本体的热辐射质量，同时以隔热套本身而言，薄壁区热量更易向厚璧区转移。散热越快，气门本体所受的热辐射量就越小。
由于气门增加隔热套后将会使气门整体重量有所增加，使气门在高速运动中的惯性增加，同时也增大了气门密封锥面与缸体座圈的冲击损伤，违背了气门设计的轻量化原则。
但本实施例中，隔热套设计为薄壁状，重量轻。同时增加的隔热套起到了改善气门本体的受热状况，大大提高了材料强度。所以，在同等的负荷条件下能缩小气门杆径，达到了减重的效果。这里还要指出，原气门设计时考虑到气门盘颈部受热后会膨胀，直接影响气门杆在导管内上下移动。所以，在原气门设计时，为了确保气门在导管内正常运行，增加了气门盘部到导管口的距离，以达到逐步散热效果。本发明的该实施例有效的降低了盘、杆部的受热状况，所以，就能相应的减短气门盘部到导管口的距离。既有气门减重效果，又能减薄发动机缸体的整体设计，重量减轻，增加经济效益。

Claims (10)

  1. 一种带隔热套的防止高温失效的发动机气门，其特征在于:包括发动机气门本体和隔热套(2)；
    所述发动机气门本体由气门杆(1)和盘部(3)组成；
    所述隔热套(2)嵌套在气门杆(1)上；所述隔热套(2)的一端面向盘部(3)。
  2. 根据权利要求1所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：所述隔热套(2)内部为台阶孔；所述台阶孔由小孔(201)和大孔(202)组成；所述小孔(201)的内壁与气门杆(1)接触；所述大孔(202)与气门杆(1)之间具有间隙。
  3. 根据权利要求1所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：所述隔热套(2)内部为直通孔；所述隔热套(2)靠近靠近盘部(3)的一段与气门的盘颈部接触，所述隔热套(2)远离盘部(3)的一段与气门杆(1)之间留有间隙。
  4. 根据权利要求3所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：所述间隙处的气门杆(1)的直径缩小。
  5. 根据权利要求2或3所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：所述小孔(201)与气门杆(1)滑动配合。
  6. 根据权利要求1、2或3所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：通过焊接的方式，使得隔热套(2)被固定在气门本体上。
  7. 根据权利要求6所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：所述气门杆(1)与盘部(3)的过渡部分为盘颈部(101)；
    所述盘部(3)具有一个环形台面(301)；所述环形台面(301)环绕盘颈部(101)；
    所述隔热套(2)面向盘部(3)的一端被焊接在环形台面(301)上。
  8. 根据权利要求1、2或3所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：所述隔热套(2)与气门杆(1)一体成型；所述隔热套(2)靠近盘部(3)的一段与气门杆(1)连成一体，所述隔热套(2)远离盘部(3)的一段与气门杆(1)之间留 有间隙。
  9. 根据权利要求2、3或8所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：所述隔热套(2)保护的区域是所述间隙环绕的范围；所述间隙的长度为h，h大于气门升程。
  10. 根据权利要求9所述的一种带隔热套的防止高温失效的发动机气门，其特征在于：隔热套(2)保护的区域是发动机高温废气集中冲刷气门的区域。
PCT/CN2017/081426 2017-04-17 2017-04-21 一种带隔热套的防止高温失效的发动机气门 Ceased WO2018191951A1 (zh)

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