Patent Application
20130049305
The present invention relates to a two-piece internal combustion engine oil ring which is composed of an oil ring main body and a coil expander.
There has been a need for piston rings used in an internal combustion engine which have achieved lower friction against a cylinder inner wall surface in order to implement smooth reciprocation of a piston in a cylinder in response to market demand for improvement in fuel efficiency. Likewise, for internal combustion engine oil rings responsible for scraping excess engine oil from a cylinder inner wall surface and letting the excess oil flow down to an underside of a piston, width-reducing technology for reduction in the axial width of an oil ring main body is being pursued to achieve improvement in fuel efficiency by reducing frictional force against a cylinder inner wall surface and reduction in the amount of oil consumption.
Note that although reduction in the width of an oil ring can improve the ability to track the inner wall surface of a cylinder and reduce the amount of oil consumption, it also reduces tension of the oil ring too much to cause deterioration in oil-scraping performance. Examples of an internal combustion engine oil ring supporting such width-reducing technology include one which is composed of two pieces, i.e., an oil ring main body and a coil expander (hereinafter referred to as a two-piece oil ring). The coil expander is intended to improve the oil-scraping performance of the oil ring by pressing and biasing the oil ring main body radially outward. The oil ring main body is composed of an upper rail and a lower rail constituting an upper portion and a lower portion of the oil ring main body and a web connecting the rails. Respective outer peripheral sliding surfaces of the upper rail and lower rail slide over a cylinder inner wall surface through an oil film when a piston reciprocates.
In the two-piece oil ring, however, the coil expander is arranged in intimate contact with the inner periphery of the oil ring main body and close most of oil return holes formed in the oil ring main body. This may inhibit oil scraped by the upper rail and lower rail from escaping quickly toward a backside of the oil ring. Note that oversized oil return holes formed in an oil ring main body of a two-piece oil ring may cause reduction in the strength of the oil ring main body. For this reason, there has been a need for a two-piece oil ring which has achieved reduction in oil ring axial width but stably retains, for a long period, the function of scraping excess oil from a cylinder inner wall surface and letting the excess oil flow down to an underside of a piston and can achieve reduction in the amount of oil consumption.
For example, Patent Literature 1 (Japanese Patent Laid-Open No. 61-45172) discloses an oil ring with a coil expander (a so-called two-piece oil ring) for scraping excess oil from a cylinder inner wall surface. More specifically, Patent Literature 1 discloses “an oil ring with a coil expander including an oil-scraping oil ring made of steel and having a generally I-shaped cross-section, the oil-scraping oil ring being composed of upper and lower side rails which are a mass of rigidity and a thin web connecting the upper and lower side rails and having a large number of oil vent holes, the oil-scraping oil ring having a peripheral groove for receiving scraped oil along an outer periphery and a peripheral groove for receiving an annular coil expander along an inner periphery, the coil expander being in contact with the upper and lower side rails substantially at only two points as seen in cross-section, the coil expander being spaced from the web to provide a predetermined slight gap therebetween at a part other than the contact points.”
Patent Literature 2 (Japanese Patent Laid-Open No. 2006-194272) discloses a wire material for an oil ring used in an oil ring which has improved oil circulation. More specifically, Patent Literature 2 discloses “a wire material for an oil ring having an oil through-hole for letting oil flow at least from one side to another formed therein and used as an oil ring of a piston for an internal combustion engine or the like provided with the oil through-hole, wherein the oil through-hole includes a tapered portion with at least one of opposing side walls of the oil through-hole substantially inclined with respect to a direction in which the oil flows.” Note that the wire material for an oil ring according to Patent Literature 2 preferably includes a pair of flange portions and a web portion connecting the flange portions, the web portion having an oil through-hole formed therein, when the wire material for an oil ring is used as a two-piece oil ring.
Although a technique for providing a gap formed between the oil ring main body and the coil expander is disclosed in relation to the oil ring described in Patent Literature 1, the size of a gap required is not definite, and those skilled in the art have considerable difficulties in practicing the technique. Note that if a gap formed between the oil ring main body and the coil expander is excessively large to reduce an oil ring radial width of the web constituting the oil ring main body, the oil ring main body is likely to be deformed during machining. If the oil ring main body is deformed, pressing force against the cylinder inner wall surface is locally reduced, and a part of oil is left unscraped. This is likely to cause increase in the amount of oil consumption. The local reduction in pressing force against the cylinder inner wall surface in the oil ring also causes an upward flow of oil, and oil enters a cylinder combustion chamber of an engine. The oil may burn together to emit black smoke. Note that if tension of the oil ring is increased in order to solve the problem, friction between the cylinder inner wall surface and the oil ring becomes too large to inhibit smooth reciprocation of a piston.
In the oil ring in Patent Literature 1, since the outer peripheral shape in cross-section in an oil ring axial direction on the inner periphery side of the oil ring main body is a generally tapered shape, the coil expander and the upper and lower side rails are in contact substantially at only two points. As described above, in the oil ring in Patent Literature 1, the oil ring main body and the coil expander are in contact substantially at only two points as seen in cross-section in the oil ring axial direction. Accordingly, wear is likely to be promoted at the contacts, and there is variation in pressing force of the oil ring against the cylinder inner wall surface in a circumferential direction of the oil ring. Note that if there is large 1variation in pressing force against the cylinder inner wall surface in the circumferential direction of the oil ring, a portion at high surface pressure appears in a contact surface between an oil ring outer peripheral surface and the cylinder inner wall surface to cut a lubricating oil film and causes wear in both the members, which is undesirable.
Although the wire material for an oil ring described in Patent Literature 2 is shaped so as to receive a coil spring in a generally semicircular recess on the inner periphery side of an oil ring main body constituted by the pair of flange portions and the web portion connecting the flange portions, no gap is formed between the generally semicircular recess and the coil spring. Accordingly, if the wire material for an oil ring in Patent Literature 2 is used as an oil ring, a coil spring comes into intimate contact with an oil ring main body to close most of oil return holes formed in the oil ring main body. As a result, the oil ring using the wire material for an oil ring in Patent Literature 2 cannot let oil scraped by an outer periphery of the oil ring escape quickly toward a backside of the oil ring, and the oil-scraping function of the oil ring is deteriorated, which leads to increase in the amount of oil consumption. Additionally, although an angle of the tapered portion is disclosed in relation to the oil through-hole formed in the wire material for an oil ring, specific dimensions (an opening width and an opening height) of the oil through-hole are not set. More specifically, if an opening of the oil through-hole has a small area when the wire material for an oil ring in Patent Literature 2 is used as an oil ring, sludge is more likely to plug the hole, and the wire material for an oil ring in Patent Literature 2 cannot always be said to achieve sufficient reduction in the amount of oil consumption.
From the foregoing, the present invention has as its object to provide an internal combustion engine oil ring which stably retains, for a long period, the function of scraping excess oil from a cylinder inner wall surface and letting the excess oil flow down to an underside of a piston and ensures reduction in the amount of oil consumption when an internal combustion engine is driven.
After intensive investigations, the present inventors have solved the above-described problems by forming an oil ring main body so as to have a shape satisfying predetermined conditions. The present invention will be described below.
An internal combustion engine oil ring according to the present invention includes an oil ring main body having a generally I shape in cross-section in an oil ring axial direction and a coil expander arranged on the inner periphery side of the oil ring main body. The oil ring main body is composed of a first rail sliding on a cylinder inner wall surface, a second rail, and a web having a plurality of oil return holes for letting oil scraped from the cylinder inner wall surface by the first rail and second rail flow down to an underside of a piston, the oil ring main body includes, along an inner peripheral surface, a coil expander receiving recess having a generally semicircular shape in cross-section in the oil ring axial direction, the inner peripheral surface of the coil expander receiving recess has an oil return groove formed along an inner peripheral direction for smoothly returning scraped oil to the underside of the piston, and an outer peripheral shape of the oil return groove being composed of a straight line and a curved line continuous with the straight line in cross-section in the oil ring axial direction.
In the internal combustion engine oil ring according to the present invention, r2/r1 is preferably 0.8 to less than 1.0, where r1 is a radius of curvature in cross-section in the oil ring axial direction of the coil expander receiving recess in the oil ring main body and r2 is a radius of curvature in cross-section in the oil ring axial direction of the coil expander.
In the internal combustion engine oil ring according to the present invention, A/B is preferably 0.05 to 0.50, where A is an oil ring radial depth of the oil return groove and B is an oil ring radial width of the web before formation of the oil return groove in the oil ring main body.
In the internal combustion engine oil ring according to the present invention, the oil ring radial width B of the web constituting the oil ring main body before formation of the oil return groove is preferably not less than 0.3 mm.
In the internal combustion engine oil ring according to the present invention, the oil return holes formed in the web constituting the oil ring main body preferably have an opening width of 0.5 mm to 5.0 mm in a circumferential direction of the oil ring main body and an opening height of 0.2 mm to 0.8 mm along the oil ring axial direction.
In the internal combustion engine oil ring according to the present invention, an oil ring axial width h1 of the oil ring main body is preferably 1.0 mm to 2.5 mm.
In the internal combustion engine oil ring according to the present invention, the ratio of tension to a cylinder bore of the oil ring is preferably 0.05 N/mm to 0.5 N/mm.
In the internal combustion engine oil ring according to the present invention, of a curved line in cross-section in the oil ring axial direction of the oil return groove formed in the oil ring main body, a curved line extending from the coil expander receiving recess so as to be continuous with the coil expander receiving recess preferably has a radius of curvature of 0.01 to 0.30 mm.
In the internal combustion engine oil ring according to the present invention, C/(E−C) is preferably 0.1 to 1.2, where E is the pitch of the oil return holes in the web constituting the oil ring main body in a circumferential direction of the web and C is a length in the circumferential direction of the web of the oil return holes.
In an oil ring according to the present invention, an oil ring main body is formed so as to have a shape satisfying conditions specified in the present invention. This configuration allows smooth oil return to an underside of a piston and long-term stable inhibition of variation in pressing force of the oil ring against a cylinder inner wall surface. That is, use of the oil ring according to the present invention ensures reduction in the amount of oil consumption and achieves improvement in fuel efficiency in a gasoline engine for an internal combustion engine or a Diesel engine mainly used in an automobile.
The present invention will be described below in detail in the context of a preferred embodiment of an internal combustion engine oil ring according to the present invention with reference to the drawings.
The first rail 5 and second rail 6 constituting the oil ring main body 2 according to the present invention are each formed in a generally circular shape in a circumferential direction of the two-piece oil ring 1. Respective outer peripheral sliding surfaces of the first rail 5 and second rail 6 come into contact with an inner wall surface of a cylinder through an oil film and slide in a piston axial direction. As shown in
As shown in
A flow of the oil-scraping function of the internal combustion engine oil ring 1 will be described step by step with reference to
When the scraped oil is fed to the coil expander receiving recess 2b through the oil return holes 7 in the above-described flow of the oil-scraping function of the internal combustion engine oil ring 1, the oil is not blocked from flowing in the internal combustion engine oil ring 1 according to the present invention. This is because the internal combustion engine oil ring 1 according to the present invention has an oil return groove 2d formed between the oil ring main body 2 and the coil expander 3 and because the oil return groove 2d prevents the oil return holes 7 formed in the oil ring main body 2 from being closed. That is, even if the shape of a part on the coil expander side of the oil ring main body 2 is generally semicircular in the internal combustion engine oil ring 1 according to the present invention, the presence of the oil return groove 2d allows oil scraped by the internal combustion engine oil ring 1 to escape quickly to the oil drain hole 12 provided on the oil ring back side. This allows reduction in the amount of oil consumption.
Additionally, in the internal combustion engine oil ring 1 according to the present invention, the outer peripheral shape of the oil return groove 2d formed in the oil ring main body 2 is composed of a straight line and a curved line continuous with the straight line in cross-section in the oil ring axial direction. The configuration can inhibit oil scraped by the oil ring 1 from remaining in the oil return groove 2d. Accordingly, in the internal combustion engine oil ring 1 according to the present invention, the outer peripheral shape of the oil return groove 2d formed in the oil ring main body 2 that is composed of a straight line and a curved line continuous with the straight line in cross-section in the oil ring axial direction allows oil scraped by the oil ring 1 to escape quickly to the oil drain hole 12 provided on the oil ring back side. Note that the internal combustion engine oil ring 1 according to the present invention effectively prevents oil sludge from remaining and effectively inhibits oxidation because an opening edge of the coil expander receiving recess 2b and an opening edge of the oil return hole 7 are formed so as to have a curved surface in the oil return groove 2d, as illustrated in
In the internal combustion engine oil ring 1 according to the present invention, r2/r1 is preferably 0.8 to less than 1.0, where r1 is the radius of curvature in cross-section in the oil ring axial direction of a curved surface except the oil return groove 2d of the coil expander receiving recess 2b in the oil ring main body 2 and r2 is the radius of curvature in cross-section in the oil ring axial direction of the outer diameter of the coil expander 3.
In other words, the oil ring main body 2 according to the present invention satisfies a condition of the present invention regarding the relation of the radius r1 of curvature in cross-section in the oil ring axial direction of the curved surface except the oil return groove 2d of the coil expander receiving recess 2b with the radius r2 of curvature in cross-section in the oil ring axial direction of the outer diameter of the coil expander 3. This makes the received state of the coil expander in the circumferential direction of the oil ring unlikely to become unstable and allows effective inhibition of wear at an inner peripheral surface of the oil ring. Accordingly, in the internal combustion engine oil ring 1 according to the present invention, tension of the oil ring can be minimized to the extent that does not cause increase in the amount of oil consumption, which expands the possibility of oil ring design.
In the internal combustion engine oil ring 1 according to the present invention, A/B is preferably 0.05 to 0.50, where A is the oil ring radial depth of the oil return groove 2d and B is the oil ring radial depth of the web 4 before formation of the oil return groove 2d.
Assume that A/B is less than 0.05, where A is the oil ring radial depth of the oil return groove 2d formed in the oil ring main body 2 and B is the oil ring radial width of the web 4 before formation of the oil return groove 2d in the internal combustion engine oil ring 1 according to the present invention. In this case, the oil ring radial depth A of the oil return groove 2d is too small with respect to the oil ring radial width B, and the function of returning oil to the underside of the piston cannot be sufficiently fulfilled. More specifically, in the case, the proportion of the oil return groove 2d in the oil ring main body 2 is too low. Each oil return hole 7 formed in the web 4 of the oil ring main body 2 is mostly closed by the coil expander 3, and oil passing through the oil return hole 7 may not be smoothly discharged to the inner periphery side of the oil ring main body 2. If A/B exceeds 0.50, the oil ring radial depth A of the oil return groove 2d is too large with respect to the oil ring radial width B, and the width of the web 4 is small. The oil ring main body 2 is likely to be deformed during machining, which leads to deterioration in the durability and oil-scraping function of the oil ring 1.
Note that the oil return groove 2d formed in the oil ring main body 2 according to the present invention can produce the effect of reducing the amount of oil consumption even if the oil return groove 2d is a groove having a depth so small that A/B is about 0.05, where A is the oil ring radial depth and B is the oil ring radial width of the web 4 before formation of the oil return groove 2d. In view of the balance between oil ring rigidity and oil consumption performance, A/B is preferably set to fall within the range of 0.05 to 0.50.
Note that, as illustrated in
In the internal combustion engine oil ring 1 according to the present invention, the oil ring radial width B of the web 4 constituting the oil ring main body 2 before formation of the oil return groove 2d is preferably not less than 0.3 mm.
In
In the internal combustion engine oil ring 1 according to the present invention, the oil return holes 7 formed in the web 4 constituting the oil ring main body 2 preferably have an opening width (a width indicated by C in
In the internal combustion engine oil ring 1 according to the present invention, an oil ring axial width (a width indicated by h1 in
If the oil ring axial width h1 of the oil ring main body 2 is smaller than 1.0 mm, as shown in
In the internal combustion engine oil ring 1 according to the present invention, the ratio of tension of the oil ring 1 to a cylinder bore is preferably 0.05 N/mm to 0.5 N/mm.
In the internal combustion engine oil ring 1 according to the present invention, the ratio of the tension to the cylinder bore (not shown) (a value calculated by [oil ring tension (N)]/[cylinder bore (mm)]) is set to 0.05 N/mm to 0.5 N/mm. If the ratio of the tension to the cylinder bore is lower than 0.05 N/mm, pressing force of the outer peripheral sliding surfaces 8 and 9 of the oil ring main body 2 against the inner wall surface 21 of the cylinder 20 is insufficient. Accordingly, the outer peripheral sliding surfaces 8 and 9 cannot sufficiently scrape excess oil to cause increase in the amount of oil consumption. If the ratio of the tension to the cylinder bore is higher than 0.5 N/mm, the pressing force of the outer peripheral sliding surfaces 8 and 9 against the inner wall surface 21 of the cylinder 20 is too large, and frictional force is large, which causes reduction in fuel efficiency. Generally, frictional force between a cylinder and an oil ring tends to be proportional to the magnitude of tension of an oil ring.
In the internal combustion engine oil ring 1 according to the present invention, of a curved line in cross-section in the oil ring axial direction of the oil return groove 2d formed in the oil ring main body 2, a curved line extending from the coil expander receiving recess 2b so as to be continuous therewith preferably has a radius of curvature of 0.01 to 0.30 mm.
a) illustrates a portion surrounded by a line a in
In the internal combustion engine oil ring 1 according to the present invention, the pitch (a pitch indicated by E in
In
In the internal combustion engine oil ring 1 according to the present invention, C/(E−C) is preferably 0.1 to 1.2, where E is the pitch of the oil return holes 7 in the web 4 constituting the oil ring main body 2 in the circumferential direction of the web 4 and C is the length of the oil return hole in the circumferential direction of the web 4.
In
In the internal combustion engine oil ring 1 according to the present invention, the thickness of a nitride layer is preferably set to 150 μm or less when an outer surface of the oil ring main body 2 is subjected to nitriding. Hardening of the outer surface by nitriding allows improvement in the durability of the oil ring main body 2. The outer surface is hardened because the oil ring main body 2 is required to have higher wear resistance due to recent increase in the speed of and the load on an internal combustion engine for an automobile. A steel material is mainly used as the material for the oil ring main body 2. As a result of nitriding, the oil ring main body 2 includes an extremely hard nitride layer made of a nitride that is the product of reaction with chromium or iron. That is, formation of a nitride layer on the surface of the oil ring main body 2 makes the oil ring main body 2 excellent in wear resistance and resistance to scuffing by the cylinder and allows provision of an internal combustion engine oil ring which can withstand application under harsher conditions. However, if the entire base material of the oil ring main body 2 is nitrided by nitriding, the oil ring main body 2 becomes too hard and brittle and has reduced breakage resistance. For this reason, the thickness of a nitride layer is preferably set to 150 μm or less when the oil ring main body 2 according to the present invention is subjected to nitriding.
Since the durability of an oil ring affects the magnitude of frictional force between oil ring outer peripheral sliding surfaces and a cylinder inner wall surface, the magnitude of tension of the oil ring is taken into consideration, as described above. The durability is also affected by a combination of metals to slide against each other. For example, if chromium materials or aluminum materials are used as the metal materials to slide against each other, scuffing is likely to occur. Accordingly, coating excellent in wear resistance is generally applied in view of metal materials concerned. An outer surface of an oil ring main body is subjected to nitriding for the same reason. It is also preferable in terms of wear resistance to apply a coating made of a chromium nitride (Cr2N or CrN) or an ion-plating coating made of a mixture of a chromium nitride (Cr2N or CrN) and chromium (Cr) to the oil ring outer peripheral sliding surfaces, as needed. Improvement in the durability of the oil ring can also be achieved by applying a chromium-boron nitride (Cr—B—N) coating, a DLC (Diamond Like Carbon) coating, or the like to the oil ring outer peripheral sliding surfaces.
The present invention will be described below specifically with reference to examples and comparative examples. Note that the present invention is not limited to the examples below.
In Example 1, an actual machine test was performed using a four cylinder gasoline engine with a displacement of 2,000 cc and a cylinder bore of 86 mm to check if there was a difference in the amount of oil consumption between an oil ring having an oil return groove at an inner peripheral surface in a coil expander receiving recess and an oil ring without an oil return groove. Note that the engine was operated at full load (WOT) and at 5,000 rpm for 10 hours. A 1st ring, a 2nd ring, and an oil ring were used in combination as piston rings. As the 1st ring, a ring made of 10Cr steel and having an axial width (h1) of 1.2 mm and a radial width (a1) of 2.9 mm which had been subjected to gas nitriding was used. As the 2nd ring, a ring made of an FC material and having an axial width (h1) of 1.2 mm and a radial width (a1) of 3.4 mm was used.
10Cr steel, of which the 1st ring was made, and the FC material, of which the 2nd ring was made, will be described for confirmation. 10Cr steel here has a composition of 0.50% by mass of carbon, 0.21% by mass of silicon, 0.30% by mass of manganese, 10.1% by mass of chromium, 0.02% by mass of phosphorus, 0.01% by mass of sulfur, and the balance iron and unavoidable impurities and has been subjected to gas nitriding. The FC material here is a material having a composition of 3.41% by mass of carbon, 2.05% by mass of silicon, 0.65% by mass of manganese, 0.30% by mass of phosphorus, 0.08% by mass of sulfur, 0.10% by mass of chromium, 0.10% by mass of copper, and the balance iron and unavoidable impurities and corresponding to FC250.
As the oil ring, a two-piece internal combustion engine oil ring as described in the embodiment was used. In the oil ring used in Example 1, an axial width (h1) of an oil ring main body was set to 2.00 mm, an oil ring radial width (a1) was set to 2.00 mm, and an oil ring radial width (a12) of the oil ring after arrangement of a coil expander was set to 2.74 mm. In the oil ring used in Example 1, of the shape of an oil return groove formed so as to be continuous with a coil expander receiving recess, the outer peripheral shape in cross-section in an oil ring axial direction is composed of a straight line and a curved line continuous with the straight line, and the oil return groove includes a curved surface (having a radius of curvature of 0.10 mm) extending from the coil expander receiving recess so as to be continuous therewith. In the oil ring of Example 1, A/B is 0.08, where A is the oil ring radial depth of the oil return groove and B is the oil ring radial width of a web before formation of the oil return groove. The value of A/B is within the range of 0.05 to 0.50, which is a condition of the present invention. In other words, the oil ring used in Example 1 has the specifications below. Note that more detailed settings of the oil ring used in Example 1 are shown in Table 1 below. Note that an oil ring axial width (X) of an oil return groove in the specifications and Table 1 below is a width indicated by X in
Oil ring radial depth (A) of oil return groove: 0.04 mm
Oil ring radial width (B) of web before formation of oil return groove: 0.49 mm
Oil ring axial width (X) of oil return groove: 0.70 mm
Opening width (C) of oil return hole: 2.00 mm
Opening height (D) of oil return hole: 0.50 mm
Ratio of tension to cylinder bore: 0.24 N/mm
As the material for the oil ring main body here constituting the oil ring, so-called 8Cr steel having a composition of 0.70% by mass of carbon, 0.25% by mass of silicon, 0.30% by mass of manganese, 8.0% by mass of chromium, 0.02% by mass of phosphorus, 0.01% by mass of sulfur, and the balance iron and unavoidable impurities was used. When the oil ring was subjected to gas nitriding, a nitride layer (the layer indicated by F in
In Example 1, so-called 8Cr steel was used as the material for the oil ring main body. Different materials are generally used according to car model and the like. For example, 10Cr steel and 13Cr steel higher in chromium content and 17Cr steel (corresponding to SUS440) still higher in chromium content are mainly used in Diesel cars whose engines are exposed to higher loads. Note that although SWRH and the like are suitably used as the material for the oil ring, in addition to 8Cr steel used in the example and 10Cr steel, 13Cr steel, and 17Cr steel described above, the material, however, is not limited to these materials.
How an oil ring according to the present invention is affected when the oil ring is subjected to nitriding will be briefly described. For example, when chromium steel is subjected to nitriding, nitrogen atoms enter into the steel through the surface, diffuse, and form a nitride layer. Nitrides in the nitride layer are mainly a compound of nitrogen with chromium, a compound of nitrogen with vanadium, and a compound of nitrogen with molybdenum or solid solutions obtained by dissolving iron in the compounds. Some of chromium atoms in the steel are dissolved in the base material to form a solid solution while others are present in chromium carbides. Since chromium has a stronger affinity for nitrogen than for carbon, nitrogen diffusing from the surface due to the nitriding reacts with a chromium carbide to produce a chromium nitride. For example, 13Cr steel and 17Cr steel are relatively high in chromium content. In the case of 13Cr steel or 17Cr steel, many hard chromium nitrides disperse for the above-described reason to obtain a nitride layer having a relatively high hardness, and excellent wear resistance and scuffing resistance are achieved. Additionally, nitriding requires a low processing cost and has lower environmental impact than chrome plating. Examples of the nitriding include liquid nitriding (salt bath nitriding) and gas nitriding. Note that inexpensive gas nitriding is preferably used as nitriding in the present invention. When a nitride layer is to be formed only at a part of an oil ring main body, a nitride layer can be formed at a part by the process of forming a nitride layer across the surface of the oil ring main body and then removing an unnecessary portion of the nitride layer by after-treatment, the process of, e.g., applying a nitriding inhibitor (e.g., water glass or nickel-phosphorus plating) to a portion where a nitride layer is not to be formed in advance as masking and then subjecting the oil ring main body to nitriding, or the like. Alternatively, a nitride layer can be formed by ion nitriding that can form a nitride layer at a part.
Note that the oil ring with the ratio of tension to the cylinder bore of 0.24 N/mm was used in Example 1 to check the amount of oil consumption. In Table 1, an oil consumption amount ratio in Example 1 is shown as the ratio to an oil consumption amount taken as “1” which was obtained from an actual machine test using an oil ring (Comparative Example 2 illustrated below) not satisfying the condition of the present invention. The oil consumption amount ratio in Example 1 obtained as a result was 0.78.
In Example 2, an actual machine test was performed using a four cylinder gasoline engine with a displacement of 1,500 cc and a cylinder bore of 73 mm to check if there was a difference in the amount of oil consumption between an oil ring having an oil return groove at an inner peripheral surface in a coil expander receiving recess and an oil ring without an oil return groove. In Example 2, the engine was driven under the same drive conditions as those in Example 1 to check how a difference in shape or the like between oil ring main bodies to be used affects characteristics of oil rings (their oil consumption performance). Like Example 1, a 1st ring, a 2nd ring, and an oil ring were used as piston rings. As the 1st ring, a ring made of 10Cr steel and having an axial width (h1) of 1.2 mm and a radial width (a1) of 2.9 mm which had been subjected to gas nitriding was used, as in Example 1. As the 2nd ring, a ring made of an FC material and having an axial width (h1) of 1.2 mm and a radial width (a1) of 3.4 mm was used, as in Example 1. As the oil ring of Example 2, a two-piece internal combustion engine oil ring was used, as in Example 1. Like Example 1, an oil ring whose oil ring main body was made of 8Cr steel and which had been subjected to gas nitriding (the thickness of a nitride layer that is indicated by F in
In the oil ring used in Example 2, an axial width (h1) of the oil ring main body was set to 1.50 mm, an oil ring radial width (a1) was set to 1.70 mm, and an oil ring radial width (a12) of the oil ring after arrangement of the coil expander was set to 2.14 mm. In the oil ring used in Example 2, of the shape of an oil return groove formed so as to be continuous with a coil expander receiving recess, the outer peripheral shape in cross-section in an oil ring axial direction is composed of a straight line and a curved line continuous with the straight line, and the oil return groove includes a curved surface (having a radius of curvature of 0.09 mm) extending from the coil expander receiving recess so as to be continuous therewith. In the oil ring of Example 2, A/B is 0.18, where A is the oil ring radial depth of the oil return groove and B is the oil ring radial width of a web before formation of the oil return groove. The value of A/B is within the range of 0.05 to 0.50, which is the condition of the present invention. In other words, the oil ring used in Example 2 has the specifications below. Note that more detailed settings of the oil ring used in Example 2 are shown in Table 2 below.
Oil ring radial depth (A) of oil return groove: 0.09 mm
Oil ring radial width (B) of web before formation of oil return groove: 0.49 mm
Oil ring axial width (X) of oil return groove: 0.65 mm
Opening width (C) of oil return hole: 1.50 mm
Opening height (D) of oil return hole: 0.40 mm
Ratio of tension to cylinder bore: 0.07 N/mm
Note that the oil ring with the ratio of tension to the cylinder bore of 0.07 N/mm was used in Example 2 to check the amount of oil consumption. In Table 1, an oil consumption amount ratio in Example 2 is shown as the ratio to an oil consumption amount taken as “1” which was obtained from an actual machine test using an oil ring (Comparative Example 4 illustrated below) not satisfying the condition of the present invention. The oil consumption amount ratio in Example 2 obtained as a result was 0.85.
In Example 3, the same engine as that in Example 2 was used. The engine was driven under the same drive conditions as those in Example 2 to check how a difference in shape or the like between oil ring main bodies to be used affects characteristics of oil rings (their oil consumption performance). Like Examples 1 and 2, a 1st ring, a 2nd ring, and an oil ring were used as piston rings. As the 1st ring, a ring made of 10Cr steel and having an axial width (h1) of 1.2 mm and a radial width (a1) of 2.9 mm which had been subjected to gas nitriding was used, as in Examples 1 and 2. As the 2nd ring, a ring made of an FC material and having an axial width (h1) of 1.2 mm and a radial width (a1) of 3.4 mm was used, as in Examples 1 and 2. As the oil ring of Example 3, a two-piece internal combustion engine oil ring was used, as in Examples 1 and 2. Like Examples 1 and 2, an oil ring whose oil ring main body was made of 8Cr steel and which had been subjected to gas nitriding (the thickness of a nitride layer that is indicated by F in
In the oil ring used in Example 3, an axial width (h1) of the oil ring main body was set to 1.50 mm, an oil ring radial width (a1) was set to 1.70 mm, and an oil ring radial width (a12) of the oil ring after arrangement of the coil expander was set to 2.32 mm. In the oil ring used in Example 3, of the shape of an oil return groove formed so as to be continuous with a coil expander receiving recess, the outer peripheral shape in cross-section in an oil ring axial direction is composed of a straight line and a curved line continuous with the straight line, and the oil return groove includes a curved surface (having a radius of curvature of 0.09 mm) extending from the coil expander receiving recess so as to be continuous therewith. In the oil ring of Example 3, A/B is 0.30, where A is the oil ring radial depth of the oil return groove and B is the oil ring radial width of a web before formation of the oil return groove. The value of A/B is within the range of 0.05 to 0.50, which is the condition of the present invention. In other words, the oil ring used in Example 3 has the specifications below. Note that more detailed settings of the oil ring used in Example 3 are shown in Table 2 below.
Oil ring radial depth (A) of oil return groove: 0.17 mm
Oil ring radial width (B) of web before formation of oil return groove: 0.57 mm
Oil ring axial width (X) of oil return groove: 0.65 mm
Opening width (C) of oil return hole: 1.50 mm
Opening height (D) of oil return hole: 0.40 mm
Ratio of tension to cylinder bore: 0.07 N/mm
Note that the oil ring with the ratio of tension to the cylinder bore of 0.07 N/mm was used in Example 3 to check the amount of oil consumption. In Table 1, an oil consumption amount ratio in Example 3 is shown as the ratio to an oil consumption amount taken as “1” which was obtained from an actual machine test using an oil ring (Comparative Example 4 illustrated below) not satisfying the condition of the present invention. The oil consumption amount ratio in Example 3 obtained as a result was 0.85.
Comparative Example 1 is used for comparison with Example 1. In Comparative Example 1, the same engine as that in Example 1 was used. The engine was driven under the same drive conditions as those in Example 1 to check the amount of oil consumption. Like Example 1, a 1st ring, a 2nd ring, and an oil ring were used in combination as piston rings in Comparative Example 1. The 1st ring and 2nd ring are the same as those used in Example 1. As the oil ring of Comparative Example 1, an oil ring with the same settings as those in Example 1 except for the shape of an oil return groove in an oil ring main body was used. In the oil ring of Comparative Example 1, although an oil return groove is formed in an oil ring main body, the oil return groove does not include a curved surface extending from a coil expander receiving recess so as to be continuous therewith. The oil ring used in Comparative Example 1 has the specifications below. Note that more detailed settings of the oil ring used in Comparative Example 1 are shown in Table 1 below together with Example 1.
Oil ring radial depth (A) of oil return groove: 0.04 mm
Oil ring radial width (B) of web before formation of oil return groove: 0.49 mm
Oil ring axial width (X) of oil return groove: 0.70 mm
Opening width (C) of oil return hole: 2.00 mm
Opening height (D) of oil return hole: 0.50 mm
Ratio of tension to cylinder bore: 0.24 N/mm
In the oil ring of Comparative Example 1, A/B is about 0.08, where A is the oil ring radial depth of the oil return groove and B is the oil ring radial width of a web before formation of the oil return groove. The value of A/B is within the range of 0.05 to 0.50, which is the condition of the present invention. Like Example 1, the oil ring with the ratio of tension to the cylinder bore of 0.24 N/mm was used in Comparative Example 1 to check the amount of oil consumption. In Table 1, an oil consumption amount ratio in Comparative Example 1 is shown as the ratio to an oil consumption amount taken as “1” which was obtained from an actual machine test using an oil ring (Comparative Example 2 illustrated below) not satisfying the condition of the present invention. The oil consumption amount ratio in Comparative Example 1 obtained as a result was 0.80.
Comparative Example 2 is used for comparison with Example 1. In Comparative Example 2, the same engine as that in Example 1 was used. The engine was driven under the same drive conditions as those in Example 1 to check the amount of oil consumption. Like Example 1, a 1st ring, a 2nd ring, and an oil ring were used in combination as piston rings in Comparative Example 2. The 1st ring and 2nd ring are the same as those used in Example 1. As the oil ring of Comparative Example 2, an oil ring with the same settings as those in Example 1 except that no oil return groove was formed in an oil ring main body was used. The oil ring used in Comparative Example 2 has the specifications below. Note that more detailed settings of the oil ring used in Comparative Example 2 are shown in Table 1 below together with Example 1.
Oil ring radial depth (A) of oil return groove: 0 mm
Oil ring radial width (B) of web before formation of oil return groove: 0.45 mm
Oil ring axial width (X) of oil return groove: 0 mm
Opening width (C) of oil return hole: 2.00 mm
Opening height (D) of oil return hole: 0.50 mm
Ratio of tension to cylinder bore: 0.20 N/mm
An oil ring in which, of the shape of an oil return groove, the outer peripheral shape in cross-section in an oil ring axial direction was composed only of a straight line was used as the oil ring of Comparative Example 2. In the oil ring of Comparative Example 2, A/B is 0, where A is the oil ring radial depth of the oil return groove and B is the oil ring radial width of a web before formation of the oil return groove. The value of A/B is outside the range of 0.05 to 0.50, which is the condition of the present invention. The oil ring with the ratio of tension to the cylinder bore of 0.20 N/mm was used in Comparative Example 2 to check the amount of oil consumption. Note that, as described above, an oil consumption amount ratio taken as “1” which was obtained from an actual machine test using the combination of piston rings in Comparative Example 2 is shown in Table 1.
Comparative Example 3 is used for comparison with Examples 2 and 3. In Comparative Example 3, the same engine as those in Examples 2 and 3 was used. The engine was driven under the same drive conditions as those in Examples 2 and 3 to check the amount of oil consumption. Like Examples 2 and 3, a 1st ring, a 2nd ring, and an oil ring were used in combination as piston rings in Comparative Example 3. The 1st ring and 2nd ring are the same as those used in Examples 2 and 3. As the oil ring of Comparative Example 3, an oil ring with the same settings as those in Example 2 except for the shape of an oil return groove in an oil ring main body was used. In the oil ring of Comparative Example 3, although an oil return groove is formed in an oil ring main body, the oil return groove does not include a curved surface extending from a coil expander receiving recess so as to be continuous therewith. The oil ring used in Comparative Example 3 has the specifications below. Note that more detailed settings of the oil ring used in Comparative Example 3 are shown in Table 2 below together with Examples 2 and 3.
Oil ring radial depth (A) of oil return groove: 0.09 mm
Oil ring radial width (B) of web before formation of oil return groove: 0.49 mm
Oil ring axial width (X) of oil return groove: 0.65 mm
Opening width (C) of oil return hole: 1.50 mm
Opening height (D) of oil return hole: 0.40 mm
Ratio of tension to cylinder bore: 0.07 N/mm
In the oil ring of Comparative Example 3, A/B is 0, where A is the oil ring radial depth of the oil return groove and B is the oil ring radial width of a web before formation of the oil return groove. The value of A/B is outside the range of 0.05 to 0.50, which is the condition of the present invention. Like Examples 2 and 3, the oil ring with the ratio of tension to the cylinder bore of 0.07 N/mm was used in Comparative Example 3 to check the amount of oil consumption. In Table 2, an oil consumption amount ratio in Comparative Example 3 is shown as the ratio to an oil consumption amount taken as “1” which was obtained from an actual machine test using an oil ring (Comparative Example 4 illustrated below) not satisfying the condition of the present invention. The oil consumption amount ratio in Comparative Example 3 obtained as a result was 0.87.
Comparative Example 4 is used for comparison with Examples 2 and 3. In Comparative Example 4, the same engine as those in Examples 2 and 3 was used. The engine was driven under the same drive conditions as those in Examples 2 and 3 to check the amount of oil consumption. Like Examples 2 and 3, a 1st ring, a 2nd ring, and an oil ring were used in combination as piston rings in Comparative Example 4. The 1st ring and 2nd ring are the same as those used in Examples 2 and 3. As the oil ring of Comparative Example 4, an oil ring with the same settings as those in Example 2 except that no oil return groove was formed in an oil ring main body was used. The oil ring used in Comparative Example 4 has the specifications below. Note that more detailed settings of the oil ring used in Comparative Example 4 are shown in Table 2 below together with Examples 2 and 3.
Oil ring radial depth (A) of oil return groove: 0 mm
Oil ring radial width (B) of web before formation of oil return groove: 0.49 mm
Oil ring axial width (X) of oil return groove: 0 mm
Opening width (C) of oil return hole: 1.50 mm
Opening height (D) of oil return hole: 0.40 mm
Ratio of tension to cylinder bore: 0.07 N/mm
In the oil ring of Comparative Example 4, A/B is 0, where A is the oil ring radial depth of the oil return groove and B is the oil ring radial width of a web before formation of the oil return groove. The value of A/B is outside the range of 0.05 to 0.50, which is the condition of the present invention. Like Examples 2 and 3, the oil ring with the ratio of tension to the cylinder bore of 0.07 N/mm was used in Comparative Example 4 to check the amount of oil consumption. Note that, as described above, an oil consumption amount ratio taken as “1” which was obtained from an actual machine test using the combination of piston rings in Comparative Example 4 is shown in Table 2.
Comparison of Example 1 with Comparative Examples 1 and 2:
The above results show that when an oil ring having an axial width of 2.00 mm is used, the oil consumption amount of the oil ring can be significantly reduced by forming an oil return groove in an oil ring main body. The results also show that if the relation of an oil ring radial depth A of the formed oil return groove with an oil ring radial width B of a web before the formation of the oil return groove satisfies the condition (A/B=0.05 to 0.50) specified in the present invention, the effect of reducing the amount of oil consumption can be further improved. A result of comparison of Example 1 with Comparative Example 1 shows that it is more preferable in terms of reducing the amount of oil consumption that an oil return groove formed in an oil ring main body includes a curved surface extending from a coil expander receiving recess so as to be continuous therewith such that the extending curved surface has a radius of curvature (of 0.01 to 0.30 mm) that is a condition specified in the present invention.
Comparison of Examples 2 and 3 with Comparative Examples 3 and 4:
The above results show that even when an oil ring having an axial width of 1.50 mm is used, the oil consumption amount of the oil ring can be significantly reduced by forming an oil return groove in an oil ring main body, as in a case where a test is performed using the oil rings having an axial width of 2.00 mm. The results also show that if the relation of an oil ring radial depth A of the formed oil return groove with an oil ring radial width B of a web before the formation of the oil return groove satisfies the condition (A/B=0.05 to 0.50) specified in the present invention, the effect of reducing the amount of oil consumption can be further improved. The oil consumption amount ratios of Example 2 where A/B is 0.18 and Example 3 where A/B is 0.30 are both 0.85. It is believed that there is no difference in impact on the amount of oil consumption as long as the condition (A/B=0.05 to 0.50) specified in the present invention is satisfied. A result of comparison of Examples 2 and 3 with Comparative Example 1 shows that it is more preferable in terms of reducing the amount of oil consumption that an oil return groove formed in an oil ring main body includes a curved surface extending from a coil expander receiving recess so as to be continuous therewith such that the extending curved surface has a radius of curvature (of 0.01 to 0.30 mm) that is the condition specified in the present invention.
The above description has shown that the oil rings of the examples satisfying the conditions specified in the present invention produce the effect of reducing the amount of oil consumption, compared to the oil rings of the comparative examples not satisfying the conditions. Evidence that the dimensions of an oil ring main body are preferably set to fall within conditional ranges specified in the present invention will be provided by further performing the verification test below.
In order to check the relation between the oil ring radial width of a web constituting an oil ring main body and produced stress, a load imposed on the oil ring when an engine was operated under the same operation conditions as those in the examples was estimated, and a stress a produced when the load was imposed on an oil ring was measured. More specifically, the relation between an oil ring radial width B of the web constituting the oil ring main body before formation of an oil return groove and produced stress was calculated when the oil ring with a coil expander was mounted to a cylinder.
In view of durability required for an internal combustion engine oil ring, produced stress is preferably not more than 500 MPa.
From the foregoing, in an internal combustion engine oil ring according to the present invention, the outer peripheral shape of an oil return groove formed so as to be continuous with an inner periphery of an oil ring main body is composed of a straight line and a curved line continuous with the straight line, as seen in cross-section in an oil ring axial direction. This ensures reduction in the amount of oil consumption when an internal combustion engine is driven. In the internal combustion engine oil ring according to the present invention, the oil return groove has a shape satisfying the conditions specified in the present invention. The configuration allows long-term stable retainment of the function of scraping excess oil from a cylinder inner wall surface and letting the excess oil flow down to an underside of a piston.
An internal combustion engine oil ring according to the present invention can be applied to every internal combustion engine. Use of the oil ring allows reduction in oil consumption when an internal combustion engine is driven and improvement in oil ring wear resistance. Simultaneously, the use allows stabilization of pressing force against a cylinder inner wall surface and increase in the possibility of oil ring design required to improve the functions. Thus, use of an internal combustion engine oil ring according to the present invention in an internal combustion engine for an automobile allows reduction in the frequency of oil supply, effective utilization of resources, and reduction in environmental load, which is desirable.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2010-096385 | Apr 2010 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2011/059642 | 4/19/2011 | WO | 00 | 10/17/2012 |
