Patent Grant
9816458
This application is a National Stage of International Application No. PCT/JP2010/056957, filed on Apr. 14, 2010, which claims priority from Japanese Patent Application No. 2009-099132, filed on Apr. 15, 2009, the contents of all of which are incorporated herein by reference in their entirety.
The present invention relates to a structure for a combustion chamber of an engine, such as a reciprocating engine and a manufacturing method thereof.
An engine is powered by burning of fuel such as gasoline and utilizing the produced power. In a normal 4-cycle engine, four strokes of intake, compression, expansion (combustion) and exhaust are one cycle and repeated.
An increase in the thermal efficiency of the engine is effective in improving the fuel efficiency or exhaust gas temperature and thereby enhances the catalytic activity. Accordingly, efforts to increase thermal efficiency of an engine are still continuing at present.
In order to increase the thermal efficiency of an engine, retaining of heat during combustion may be first considered. To realize this, the temperature in the combustion chamber is preferably high in the expansion (combustion) stroke. In this case, the property required of the wall surface of the combustion chamber is low thermal conductivity, i.e., high thermal insulation property. As for the thermal insulation technique that has been heretofore studied, an engine in which a ceramic coating is applied or the combustion chamber itself is composed of ceramic, while forming an air layer on the back of the chamber, and thermal insulation is thereby achieved is known. This technique is characterized in that the heat loss from the combustion chamber to cooling water is reduced by causing the wall surface to act as a thermal barrier and the energy is recovered by piston work or a turbo charger so as to enhance the thermal efficiency.
However, if the thermal insulation property is excessively enhanced, the wall temperature of the combustion chamber increases the operating gas heat and this causes impairment of the intake efficiency and an increase of NOx emissions. Furthermore, a high temperature heat-shielding layer disadvantageously results in a problem of lubricity.
To overcome this problem, a heat-shielding technique causing no rise in the wall temperature of the combustion chamber is required in the intake stroke. Specifically, this is a technique where, as the material characteristics, a heat-shielding film having low thermal conductivity and low heat capacity is formed on the wall surface of the combustion chamber and the wall surface temperature is varied according to the gas temperature (a low temperature during intake and a high temperature during combustion), whereby the temperature difference between the combustion gas and the wall surface is reduced and prevention of intake air heating and reduction of heat loss are simultaneously attained.
Non-Patent Document 1 (Victor W. Wong, et al., Assessment of Thin Thermal Barrier Coatings for I.C. Engines, Society of Automobile Engineers, Document Number: 950980, Sate Published: February 1995) describes a technique where a thin-film material having low thermal conductivity and low heat capacity is formed on the wall surface of the combustion chamber so as to simultaneously attain the reduction of heat loss and the prevention of intake gas overheating based on the above. A sprayed film of ZrO2 is described as a specific thin-film material. However, the sprayed film of ZrO2 readily causes separation or drop-off, and durability/reliability being insufficient remains.
Meanwhile, with the recent increase in engine power, the temperature in the combustion chamber becomes high and the local heat load tends to rise in the combustion chamber, which may lead to generation of thermal strain or cracking in the member constituting the combustion chamber.
For reducing such thermal strain, Patent Document 1 (Kokai (Japanese Unexamined Patent Publication) No. 2003-113737, description) describes a technique of forming a porous ceramic layer by anodic oxidation on a cylinder head constituting a part of the combustion chamber and thereby reducing thermal conduction from the combustion chamber to the cylinder head.
Also, for reducing the cracking, Patent Document 2 (Kokai No. 1-43145, description) describes a technique of forming an alumite layer by anodic oxidation on a piston top constituting a part of the combustion chamber, and further forming a ceramic layer by spraying, thereby reducing thermal conduction from the combustion chamber to the piston top.
As described above, Patent Documents 1 and 2 are intended to achieve reduction of thermal conduction. However, when only thermal conduction is reduced, the wall temperature of the combustion chamber rises causing intake gas overheating and there remains a problem that an impairment of the intake efficiency and an increase of the NOx emissions are incurred.
An object of the present invention is to enhance the thermal efficiency of an engine, provide a film having low thermal conductivity and low heat capacity and being free from separation, drop-off and the like and excellent in durability and reliability.
According to the present invention, the following are provided.
(1) An engine combustion chamber structure, wherein an anodic oxide film having a thickness of from more than 20 μm to 500 μm and a porosity of 20% or more is formed on the inner surface of the engine combustion chamber.
(2) The engine combustion chamber structure as described in (1), wherein the thickness of the film is from 50 to 300 μm.
(3) The engine combustion chamber structure as described in (1) or (2), wherein the porosity of the film is from 20 to 70%.
(4) The engine combustion chamber structure as described in any one of (1) to (3), wherein the anodic oxide film has a thermal conductivity of 7.8 W/mK or less and a volumetric heat capacity of 800 kJ/m3K or less.
(5) A method for manufacturing the engine combustion chamber structure described in any one of (1) to (4), comprising:
preparing an aqueous solution containing at least one of phosphoric acid, oxalic acid, sulfuric acid and chromic acid, as an electrolytic solution used for anodic oxidation, in which the concentration of the electrolytic solution is from 0.2 to 1.0 mol/l and the temperature of the electrolytic solution is from 20 to 30° C., and
performing an anodic oxidation treatment by using the electrolytic solution.
(6) The method as described in (5), comprising:
performing the anodic oxidation treatment by using, as an anode, a desired portion of a member constituting the engine combustion chamber such that when the engine combustion chamber is fabricated, an anodic oxide film is formed on the inner surface of the combustion chamber.
The present invention is characterized in that an anodic oxide film having a thickness of from more than 20 μm to 500 μm and a porosity of 20% or more is formed on the inner surface of the engine combustion chamber.
The engine combustion chamber indicates a space surrounded by a bore inner surface of a cylinder block, a top surface of a piston disposed in the bore, and a bottom surface of a cylinder head disposed to face the top surface of the cylinder block.
The material of the member (e.g., cylinder block, piston, cylinder block) constituting the engine combustion chamber is selected from materials capable of anodic oxidation. For example, the material may be an aluminum alloy, a magnesium alloy or a titanium alloy.
Anodic oxidation is an oxidation reaction occurring at the anode during electrolysis. In the anode, an electron moves from the electrolytic solution side into the anode and therefore, an oxidizable substance (this may be an electrode material) in the electrolytic solution is oxidized. The oxide film produced in the anode by this anodic oxidization is an anodic oxide film. The anodic oxide film is formed to continue from the anode material surface and therefore, the obtained surface treatment layer has high adherence and uniformity, is less likely to cause separation, cracking, drop-off or the like, for example, in long-term operation, and offers high reliability.
The electrolytic solution for use in the anodic oxidation may be appropriately selected according to the anode material. As the electrolytic solution, an aqueous solution of phosphoric acid, oxalic acid, sulfuric acid, chromic acid or the like can be used. Incidentally, the concentration of the electrolytic solution is generally from 0.2 to 1.0 mol/l, and the temperature of the electrolytic solution is generally from 20 to 30° C.
Before forming the anodic oxide film, the surface of the anode material may be pretreated for the purpose of cleaning or the like. The pretreatment may be performed by a mechanical, chemical or electrochemical method and in the present invention, the method is not particularly limited.
A desired portion of a member constituting the engine combustion chamber is used as the anode such that when the engine combustion chamber is fabricated, an anodic oxide film is formed on the inner surface of the combustion chamber. The portion to be protected from anodic oxidation, if any, may be subjected to appropriate masking or the like.
In the anodic oxide film of the present invention, the thickness is from more than 20 μm to 500 μm. The thickness is preferably from 50 to 300 μm, because the thermal property (thermal conductivity and volumetric heat capacity) is balanced and in turn, the improvement ratio of fuel efficiency can be more increased.
The film thickness is a factor affecting the thermal property of the film and eventually an important factor affecting the fuel consumption of the engine. When the film thickness is large, the heat conductivity of the film decreases but if the film thickness is too large, the heat capacity of the film increases. Conversely, when the film thickness is small, the heat capacity of the film decreases but if the film thickness is too small, the heat conductivity of the film increases. Furthermore, the film thickness is also a factor affecting the durability and reliability. A too large or too small film thickness results in an increase in separation, drop-off or the like. With a film thickness in the specified range above, these disadvantages can be avoided and the optimal effects of the present invention can be obtained.
Generally, as the anodic oxidation treatment time is longer, the thickness of the film is larger. In the case where an aluminum alloy and an oxalic acid solution are used as the anode and the electrolytic solution, respectively, and the anode voltage is set to 40 V, the thickness of the anodic oxide film can be increased in the range of 20 to 500 μm by prolonging the anodic oxidation time in the range of 30 minutes to 15 hours.
In the anodic oxide film of the present invention, the porosity is 20% or more. The porosity is preferably 30% or more, because the thermal property (thermal conductivity and volumetric heat capacity) is further reduced and in turn, the improvement ratio of fuel efficiency can be more increased. In the anodic oxide film of the present invention, the porosity is 70% or less. The porosity is preferably 60% or less, because if the porosity is too high, the fear of separation, drop-off or the like increases.
In the present invention, the porosity of the anodic oxide film is determined as follows. The conventional method for measuring the porosity is a method of determining the porosity by the adsorbed amount of nitrogen gas or the like when the pore size is in the micrometer order, but the pore size obtained by anodic oxidation of the present invention is in the nanometer order, and the conventional porosity measuring method cannot be used. Therefore, the ratio of the area occupied by pores in the SEM observation surface (pore area/observation surface area) after polishing the outermost surface of the anodic oxide film is taken as the porosity (see,
The porosity is a factor affecting the thermal property of the film and in turn, an important factor affecting the fuel consumption of the engine. As the porosity is larger, the heat conductivity and heat capacity of the film are decreased and eventually, the fuel efficiency is improved, but if the porosity is too large, the fear of separation, drop-off or the like is increased and the durability and reliability of the film are impaired. The porosity may be decreased for enhancing the durability and reliability, but if the porosity is too small, the heat conductivity and heat capacity of the film are increased and this leads to decrease of fuel efficiency. With a porosity in the specified range above, these disadvantages can be avoided and optimal effects of the present invention can be obtained.
The porosity can be generally controlled by varying the applied voltage and the kind of the electrolytic solution at the anodic oxidation treatment. In general, as the applied voltage is higher, the porosity becomes large. The maximum applied voltage can be changed by changing the kind of the electrolytic solution. In general, an electrolytic solution using sulfuric acid allows for a maximum applied voltage of 25 V, an electrolytic solution using oxalic acid allows for a maximum applied voltage of 40 V, and an electrolytic solution using phosphoric acid allows for a maximum applied voltage of 195 V. In the case where an aluminum alloy and a sulfuric acid, an oxalic acid, a chromic acid or a phosphoric acid are used as the anode and the electrolytic solution, respectively, and the anodic oxidation time is set to 3 to 4 hours, when the maximum applied voltage is increased in the range of 25 to 190 V, the porosity of the anodic oxide film can be increased in the range of 20 to 70%. Incidentally, the anodic oxidation time is varied here in the range of 3 to 4 hours so that the film thickness can be kept constant (100 μm).
The anodic oxide film of the present invention is described below by referring to Examples.
(Formation Method of Sample No. 1)
An aluminum foil (thickness: 100 μm) with aluminum purity IN30 (JIS) was degreased using an alkali solution and then subjected to an anodic oxidation treatment in an aqueous 0.8 M sulfuric acid solution (ordinary temperature: 25° C.). At the anodic oxidation, an initial voltage of 10 V was applied and after 3.5 hours, the voltage applied was changed to 25 V and continuously applied for 30 minutes. As a result, an anodic oxide film of 100 μm was obtained.
(Formation Method of Sample Nos. 2 to 6)
Sample Nos. 2 to 6 were formed by changing the maximum applied voltage and the kind of the electrolytic solution in the anodic oxidation treatment. The anodic oxidation time was adjusted in the range of 3 to 4 hours so that an anodic oxide film of 100 μm could be obtained. The initial voltage was set to 10 V, and the maximum applied voltage was applied for 30 minutes in the final step of the anodic oxidation treatment. Other sample formation conditions were the same as those of Sample No. 1.
(Thermal Property of Anodic Oxidation Film)
With respect to the anodic oxide films obtained by the treatment above, a slice was observed through a transmission electron microscope (see,
Furthermore, for measuring the thermal conductivity and volumetric heat capacity of the anodic oxide film, anodic oxide film test pieces of 25 mm in diameter were prepared under the same anodic oxide film formation conditions as those of Nos. 1 to 6 except that the anodic oxidation time was prolonged. These anodic oxide films were measured for the thermal conductivity and the volumetric heat capacity in accordance with a laser flash method (JIS R1611). As the measurement apparatus, LF/TCM-FA8510B manufactured by Rigaku Corporation and LFA-501 manufactured by Kyoto Electronics Manufacturing Co., Ltd. were used. The obtained results are shown in Table 1.
As seen from the results in Table 1, the porosity or pore size can be adjusted by changing the applied voltage and the kind of the electrolytic solution.
Also, based on the results in Table 1, the relationship between porosity and thermal conductivity in the anodic oxide film is clarified in
Furthermore, based on the results in Table 1, the relationship between porosity and volumetric heat capacity in the anodic oxide film is clarified in
(Relationship Between Thermal Property and Fuel Consumption of Anodic Oxide Film)
On the piston head top surface and the cylinder head bottom surface (i.e., the portion coming into contact with a combustion gas) each forming a part of the inner surface of the combustion chamber of a gasoline reciprocating engine with displacement of 1,800 CC, an anodic oxide film (porosity: 30% and 50%) having a thickness of 100 μm was formed using the above-described anodic oxidation conditions. Thereafter, measurement of 10-15 mode fuel consumption in the gasoline reciprocating engine above was performed. As a result, the thermal conductivity and volumetric heat capacity of the anodic oxide film working out to the inner surface of the combustion chamber were strongly correlated with the fuel consumption, where the improvement ratio of fuel efficiency was 1% at a porosity of 30% and the improvement ratio of fuel efficiency was 5% at a porosity of 50%. The improvement ratio of fuel efficiency was based on the fuel consumption when the anodic oxidation treatment was not performed. The relationship between thermal property (thermal conductivity, volumetric heat capacity) and improvement of fuel efficiency of the anodic oxide film is clarified in
(Durability·Reliability of Anodic Oxide Film)
Furthermore, a durability test against up-down movement of the piston (durability test time: 300 hours, from 800 to 5,000 r.p.m.) was performed using the anodic oxidation-treated engine above. Separation and drop-off of the anodic oxide film were not observed before and after the durability test, revealing high long-term reliability.
(Relationship Between Thickness of Anodic Oxide Film and Fuel Efficiency)
On the piston head top surface and the cylinder head bottom surface (i.e., the portion coming into contact with a combustion gas) each forming a part of the inner surface of the combustion chamber of a gasoline reciprocating engine with displacement of 1,800 CC, an anodic oxide film with a thickness of 20 to 500 μm was formed using anodic oxidation conditions giving a porosity of 50% by varying the anodic oxidation treatment time in the range of 30 minutes to 15 hours. Thereafter, measurement of 10-15 mode fuel consumption in the gasoline reciprocating engine above was performed. The anodic oxidation conditions, the obtained film thickness and porosity, and the improvement ratio of fuel efficiency are clarified in Table 2. The improvement ratio of fuel efficiency was based on the fuel consumption when the anodic oxidation treatment was not performed.
Based on the results in Table 2, the relationship between the thickness of the anodic oxide film (porosity: 50 vol %) and the improvement of fuel efficiency is clarified in
| Number | Date | Country | Kind |
|---|---|---|---|
| 2009-099132 | Apr 2009 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2010/056957 | 4/4/2010 | WO | 00 | 11/8/2011 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2010/119977 | 10/21/2010 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 3953625 | Quaintance et al. | Apr 1976 | A |
| 4205649 | Ostermann et al. | Jun 1980 | A |
| 4727832 | Miyamura et al. | Mar 1988 | A |
| 4798770 | Donomoto et al. | Jan 1989 | A |
| 6322689 | Omasa | Nov 2001 | B1 |
| 20050022780 | Imai et al. | Feb 2005 | A1 |
| 20070218303 | Ogawa et al. | Sep 2007 | A1 |
| 20110284385 | Turner et al. | Nov 2011 | A1 |
| Number | Date | Country |
|---|---|---|
| 52-153017 | Dec 1977 | JP |
| 54084419 | Jun 1979 | JP |
| 59-84240 | Jun 1984 | JP |
| 61268850 | Nov 1986 | JP |
| 63170546 | Jul 1988 | JP |
| 1-43145 | Sep 1989 | JP |
| 08151953 | Jun 1996 | JP |
| 8-177622 | Jul 1996 | JP |
| 2000-26997 | Jan 2000 | JP |
| 2000109996 | Apr 2000 | JP |
| 2001263158 | Sep 2001 | JP |
| 2002-364369 | Dec 2002 | JP |
| 2002365791 | Dec 2002 | JP |
| 2003003296 | Jan 2003 | JP |
| 20030013801 | Jan 2003 | JP |
| 2003-113737 | Apr 2003 | JP |
| 2003-211002 | Jul 2003 | JP |
| 200418928 | Jan 2004 | JP |
| 2005349692 | Dec 2005 | JP |
| 3751498 | Mar 2006 | JP |
| 2007-308757 | Nov 2007 | JP |
| 2007284784 | Nov 2007 | JP |
| 2008249251 | Oct 2008 | JP |
| 2010116862 | May 2010 | JP |
| 2009020206 | Feb 2009 | WO |
| Entry |
|---|
| “Aluminum alloy anodic oxidation and surface treatment technology,” Syu Soho, p. 107, Chemical Industrial Publisher, Industrial Equipment and Information Steps Publishing Center, Jul. 31, 2004. |
| “Aluminum alloy anodic oxidation and surface treatment technology”, Jul. 31, 2004, p. 103. |
| Victor W. Wong et al.: “Assessment of Thin Thermal Barrier Coatings for I.C. Engines”, SAE950980, pp. 1-11, published Feb. 1995. |
| Chigrinova, N. M. et al., “Analysis of Heat Stresses of the Parts of the Cylinder-Piston Group with Heat-Protective Coatings in an Internal-Combustion Engine”, Journal of Engineering Physics and Thermophysics, 2004, vol. 77, No. 3, pp. 578-589. |
| Verein Deutscher Ingenieure, “Anriβverzögernde Wirkung hartanodischer Schichten auf thermisch hochbelasteten Nutzfahrzeug-Dieselkolben”, Düsseldorf: VDI-Verlag GmbH, 1983, Ed. Reihe 1 Nr. 105, ISBN: 3-18-140501-B, 67 pages total. |
| Number | Date | Country | |
|---|---|---|---|
| 20120042859 A1 | Feb 2012 | US |
