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Sinter Diffusion Bonded Idler Sprocket of Automotive Engine

Akira Fujiki, Yuji Kishi, and Masayoshi Ogura Nissan Motor Co., Ltd. Kazuo Asaka and Tsutom Uemura Hitachi Powdered Metals Co., Ltd.

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The Engineering Society Advancing Mobility n Sea Air and S ~ a c e d

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International Congress and Exposition Detroit, Michigan Februarv 27 March 2,1995

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ISSN 0148-7191 Copyright 1995 Society of Automotive Engineers, Inc.

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Sinter Diffusion Bonded Idler Sprocket of Automotive Engine

Akira Fujiki, Yuji Kishi, and Masayoshi Ogura
Nissan Motor Co., Ltd.

Kazuo Asaka and Tsutom Uemura

Hitachi Powdered Metals Co., Ltd.

ABSTRACT The key-points in the diffusion bonding technique of green compacts during sintering, are the material compositions, which should be chosen according to their dimensional change during sintering, and the fitting clearance, which should be maintained in the range of press fit. Applying this technique, we have developed sinter-diffusion bonded idler sprockets for automotive engines by comfirming the bonding strength and torsional fatigue strength. And we also have developed a nondestructive analysis method for assuring the joint strength of idler sprockets in the mass production.
1. INTRODUCTION

ods and the newly developed idler sprocket. 2. IDLER SPROCKET GEOMETRY The idler sprocket has been redesigned with the aim of optimizing the valve included angle and shortening the overall width of the cylinder head by reducing the size of the intake and exhaust carnsprockets. Fig. 1 shows the location of the idler sprocket in relation to other parts. Fig2 shows an outline of the idler sprocket geometry produced by the machining a sintered blank consisting of Fe-Cu-C material. The shaded portion in Fig.2 was machined. In that case, more than 45% of the blank weight was machined.
portion

The PM process is one of the manufacturing processes using mold tools to produce highly complicated mechanical components cheaply, highly-accurately, and in large quantities. There are however certain limitations on part shapes which are governed by the compacting machinery. To clear these limitations, many kinds of bonding techniques of green or sintered compacts have been developedl)')and have made remarkable progress. Among the bonding techniques, the diffusion bonding method of green compacts during sintering which has bcen developed at Hitachi Powdered Metals Co.'k8) is very costeffective technique. Green compacts of two or more are fit together prior to the sintering process. During sintering, they are united into one body as a consequence of solid state diffusion occurring at the boundary of the mating surface. This technique has been applied to office equipment and motorcycles. And we have developed the idler sprocket for automotive enginesg) which was newly designed to achieve more compact DOHC engines.. This paper explains the solid state diffusion bonding meth-

F i g . 1 Location of i d l e r sprocket

Fig.2 I d l e r sprocket geometry

.-

F i g . 3 Basic geometory of s i n t e r d i f f u s i o n bonded s p r o c k e t .

Fig.3 illustrates the basic geometry of the sprocket produced by the diffusion bonding technique of green compacts d u ~ sintering. Three factors are taken into account in deg termining that the large sprocket is used as the inner part and the small sprocket is used as the outer part. The first is to assure the largest possible joint area. To make the joint area large, both sprockets are designed as single boss type and assembled with the outside surface of the inner sprocket boss with the inside surface of the outer sprocket boss. The second is to reduce the weight as max as possible. In order to make the sprocket light, 7 holes of which dia. are 21mm are designed in the large sprocket. These holes were not able to be constructed, except by machining, in the previous production method.

down to room temperatureunder the same rate as the increasing rate. To examine the bonding strength and microstructures of the bonded area, two sizes of ring specimens were prepared for inner and outer parts, maintaining their density at 6.7Mg/ m3. Fig.5 illustrates the shapes of both specimens. These specimens were assembled together and sintered at 1403K for 30min. in endothermic gas.

Inner Outer Fig.5 Shapes of specimens for basic examinations. The bonding strength was measured by the method shown in Fig.6, and was analyzed as the function of the fix clearance which is defined in the following formula.
Fig. 4 Basic joint geometory

Fit clearance = Inside dia. of a outer part - Outside dia. of a inner part

The third is to assure the positional accuracy of the two sprockets. Because of the rigorous angular tolerance between two teeth of the idler sprocket, the joint geometry is designed as shown in Fig.4, with the aim of improving assembly accuracy and joint strength in the direction of rotation. 3 .EXPERIMENTAL PROCEDURES 3.1. BASIC EXAMINATIONS FOR THE PRODUCTION CRITERIA OF IDLER SPROCKET To investigate the production criteria of the idler sprocket, basic examinations were taken on the selection of material combinations and the fit clearance between the inner and outer parts. Reduced iron powder, atomized iron powder, electrolytic m) copper po~der(-74~ and graphite powder were weighed at specific comwsitions and mixed with Imass% of zincstearate for 30min by a V-mixer. Dilatometric curves of each material were measured by a dilatometer. The specimen size was 15mmx5mmx5mm,and the density was 6.7Mg/m3 . These specimens were heated from room temperature to 1403K under an incleasing rate of 10K/min, isothermal heated at 1403K for 20min, and cooled

Fig.6 Measuring method of bonding strength in basic examinations.

3.2. DEVELOPME'NTSOF PRODUCTION METHOD OF IDLER SPROCKET Considering the re4uire.d strength and hardness of the idler sprocket, and the results of basic experiments, material combinations of Fe-3.0Cu-1.OC for the inner and Fe-1.5Cu-0.8C for the outer were chosen. Test pieces were made by com-

pacting the inner and outer sprockets, assembling both sprockets together by press-fitting,and sintering. In this case, sintering was taken place at 1403K for 30min in endothermic gas, which are the same conditions as those of Fe-Cu-C based green compacts. Fig.7 illustrates the measuring method of bonding strength of the idler sprocket. Teeth portions of inner sprockets were cut at the cutting line illustrated in Fig.7 before measuring.
Ejection IoadCioiat strength)

Outer member

TI

I I
F i g . 9 T o r s i o n a l f a t i g u e t e s t method o f t h e i d l e r sprocket.

l a w s ejection punch

-4
bonding

Fig.7 Measuring method o f s t r e n g t h of t h e idler s p r o c k e t .

The inner boss was located on the lower ejection punch, and the upper ejection punch was located on the outer sprocket. The maximum ejection load on the top of the upper ejection punch was measured as the bonding strength. After measuring the strength, the joined surfaces were observed by microscope and image analyzer to account bonded surface areas. A static torsional test and a torsional fatigue test were per-

research, but had certain drawbacks that were not suitable for mass production. One problem was that a strength evaluation could not be made quickly. Another problem was that all sprockets could not be evaluated nor was it possible to conduct random sampling on a large scale. In an effort to resolve these problems, an investigation was made of an ultrasonic testing method as a nondestructive analysis for assuring the joint strength of the idler sprockets. Fig.10 shows the working principle of the ultrasonic testing method which is based on the property of ultrasonic waves that they will propagate through a continuous medium. That is, when an ultrasonic beam is directed at a sprocket, the areas joined as a result of solid phase diffusion transmit the ultrasonic waves where as they are reflected by areas that are not joined. The proportion of reflected waves is measured to determine the degree of joining, i.e., rate of metal penetration, that has been accomplished.
r

Outer member

Sprocket tor Toraue lmpul

Sprocket for Test

lirea Sorocket

F i g . 8 S t a t i c t o r s i o n a l t e s t method of the i d l e r sprocket.

ultrasonic waves
Reflected waves (non-joined surface)

formed on prototype idler sprockets. Fig.8 shows the static torsional test method. The small sprocket of the test piece was fastened the sprocket for torque input with a chain, and the large sprocket was fastened the fixed sprocket with a chain. In this state, the test load was applied on the sprocket for torque input. Fig.9 shows the torsional fatigue test method. Special test pieces of idler sprockets which had no hole for weight reduction were used in lhis test. The test pieces were fastened on the tool with bolts through holes drilled on the both webs of large and small sprockets. The above mentioned test methods were suitable for basic

Inner member

F i g . 1 0 Working p r i n c i p l e o f u l t r a s o n i c t e s t i n g method.

4. EXPERIMENTAL RESULTS AND DISCUSSIONS 4.1. BASIC EXAMINATIONS

Fig.11 shows the dilatomerriccurves of Fe-Cu-C materials during sintering. There is light difference in thermal expansion between Fe-1.SCu-0.7C and Fe-3.OCu-0.7C or between

Fe-1.SCu-1.OC and Fe-3.0Cu-1.OC in the region that sintering temperature rises up to 1356K which is the melting point of Cu. However, the materials containing lmass% C show higher expansion than the materials containing 0.7mass% C. These indicate that the difference of copper content has no influence on the thermal expansions and that the higher the carbon content is, the bigger the thermal expansion is under the melting point of copper.

A-

--

. A

-60 -40 -20

20

40

60

F i t clearance ( ~ m )
Fig. 12 The r e l a t i o n between f i t clearance and bonding s t r e n g t h . The curve A shows t h e i n n e r and Fecombination of Fe-1.5Cu-1.OC 1.5Cu-0.7C o u t e r , and t h e curve B shows t h e o p p o s i t e combination t o A. Specimens were sint e r e d a t 1403K f o r 30min i n endothermic gas.

200

GOD

1000

1100

1000

600

200

Temperature (K)
Fig.11 The dilatcmtric curves of FeCu-C mterials k i n g Sintering. T e s t pieces a heated in N gas. ,

Exceeding 1356K, every material shows steep dimensional growth which is called "the copper growth phenomenon". However, the amount of "Copper Growth" is different according to boeh content of copper and carbon. Copper increases the growth and carbon decreases the growth. Then at the maximum sintering temperature 1403K, Fe-3.OCu-0.7C shows the biggest dimensional expansion and Fe-1.5Cu1.OC shows the smallest dimensional expansion among these four materials. As the dimensional expansion at the phase transition from y -phase to a -phase at cooling stage of sintering is different with the difference of carbon content, the difference of dimensional change between Fe- 1.5Cu-0.7C and Fe- 1.5Cu1.OC reverses at room temperature after sintering. As the result, Fe-1.5Cu-1.OC shows the largest shrinkage. Fig.12 shows relations between fit clearance and bonding strength of the combinations of Fe- 1.5Cu-1.OC and Fe1.5Cu-0.7C. Combination A which consists of Fe-1.5Cu1.OC inner and Fe-1.5Cu-0.7C outer shows higher bonding strength than the combination B, which is opposite to A. This phenomenon can be explained by the difference of their dilatometric curves. In the case of combination A, the inner part expand larger than the outer at a higher temperature than

lOOOK, so that the joining surfaces can contact and the elements such as C and Cu can diffuse to each other during sintering. In this case, rhe bonding strength shows the maximum value in the region of fit clearance from -20 to Or m. The same tendency is observed in other material combinations which show diffusion bonding during sintering. Contrary to combination A, combination B can not be diffusion bonded during sinteringbecause of the difference of thermal expansions. However, in the cooling stage of sintering, the outer of combination B shows larger shrinkage than the inner, so that B shows a certain bonding strength due to the same theory as shrunk-in inserts. Fig.13 shows the microstructure of the diffusion bonded area of specimen consisting of Fe- 1.5Cu- 1.OC inner and Fe1.5Cu-0.7C outer. Ir can be seen that a high degree of diffusion of carbon occurs across the mating boundary. Table 1 shows bonding strengths of every combinations of these four materials at -20 m of fit clearance. The maximum value is obtained by the combination of Fe-3.0Cu-1.OC as the inner and Fe-1.5Cu-0.7C as the outer. The inner coming into contact with the outer due to the difference of thermal expansions between both materials, the larger the difference of the concentration of elements such as C or Cu in both components, the larger the amount of elements which diffuse through the contact surfaces.

Inner

Outer

:?

Fig.13

Non-etched Nital-etched Microstructures of the joining area of diffusion bonded specimen sintered at 1403K for 30min in endothermic gas. The inner consists of Fe-1.5Cu-1.OC and the outer consists of Fe-1.5Cu-0.7C.

Table 1 The bonding strength of the combination of Fe-Cu-C each other. (kN)

I
Outer Fe-1.5Cu-0.7C Fe-1.5Cu-1. OC Fe-3.OCu-0.7C Fe-3.OCu-1. OC Fe-1.5Cu -0.7C 17.2 7.5 10.3 7.5

Inner Fe-1.5Cu Fe-3.0Cu Fe-3. OCu -0.7C -1.OC -1.OC 31.9 27.4 35.9 26.2 23.2 22.2 32.9 30.6 24.9 26.4 22.2 25.1

4.2. DEVELOPMENTS OF PRODUCTION METHOD OF IDLER SPROCKET Fig.14 shows the relation between the bonding strength and fit clearance of large and small sprockets which consists of Fe-3.0Cu-1.OC as the inner (large sprocket) and Fe-1.5Cu0.8C as the outer (small sprocket).In this case, atomized iron powder is used. According to the basic research, the reduced iron powder shows higher bonding strength than the atomized iron powders. However, considering the cost of iron powder and the bondung strength which is higher than the specific value, the atomized iron powder is chosen in the mass production. In the range of fit clearance from -100 to 0 p m, all specimens show high bonding strength more than 190k.N. And the maximum value is more than 220kN, which is obtained at -50p m of fit clearance. Fig.15 shows the relation between bonding strength and joined surface area. The joined area of test pieces is observed to be over almost over 60% of the entire surfaces. The test pieces of which joined surface area are less than 1000mm2 are made specially by grinding the surfaces of inner green compacts. As is seen in this figure, it is found that the bonding strength is nearly proportional to the joined surface area
Fit Clearance
(
11 m

Fig.14 The r e l a t i o n between t h e bonding s t r e n g t h snd f i t c l e a r a n c e of l a r g e and small sprockets. The l a r g e sprocket c o n s i s t i n g of Fe-3.0Cu-1.OC i s assembled a s t h e i n n e r , with t h e small sprocket c o n s i s t i n g of Fe-1.5Cu0.8C a s t h e o u t e r . Specimens a r e s i n t e r e d a t 1403K f o r 30min i n endothermic gas.

0 1

500

1000

Joint Area (mrnz)

11 I 1500 1633 (max

Fig.15 The r e l a t i o n between t h e bonding s t r e n g t h and t h e j o i n t a r e a of i d l e r sprocke t s . I n t h i s case, t h e j o i n t area i s measured by a v i s u a l scope.

and that it is more than 100kN, if a joint area exceeds 700mm2,which is equivalent to 43% of the entire surfaces. Based on this relation between the bonding strength and the joined surface areas, the reflected patterns of ullrasonic waves by areas that are not joined were measured to establish a nondestructive test method for bonding strength. Fig.16 shows the relaiion between the rate of metal penetration found with this method and the bonding strength measured.

Fig.18 shows the results of a torsional fatigue test of the idler sprocket. The results show that the fatigue limit is more than 290 N-m. In addition to this, the static torsional test results in break of the chain at 460N-m without no evidence of damage to the idler sprocket. It is thus confirmed that the idler sprocket possesses sufficient strength in relation to the fatigue limit of the chain. Based on these results, the idler sprocket was testecl in an actual engine, according to Nissan's standard test procedure to confirm its strength. The results verifies that the prototype idler sprocket shows no evidence of damage of cracking.

7)

01 20

30 40 50 60 Metal penetration rate at joint surface(%)

70

Fig.16 R e l a t i o n between metal p e n e t r a t i o n r a t e a t j o i n t s u r f a c e and bonding s t r e n g t h . The j o i n t s u r f a c e i s measured by t h e r e f l e c t e d p a t t e r n s of u l t r a s o n i c waves.

The two sets of data show good correlation among a cerlain range. Considering the lower strength limit, sufficient bonding strength can be obtained at more than 40% of metal penetration rate at joint surfacs.

Fig.18 Results of t o r s i o n a l f a t i g u e t e s t of t h e s i n t e r d i f f u s i o n bonded i d l e r sprockets.

FCg.19 shows a photo of a sinter diffusion bonded idler sprocket compared with a blank of old type sprocket. As holes can be formed on the web of large sprocket during molding, it can be possible to reduce the weight of materials by about 50% and the weight of an idler sprocket by about 20%.

C-

---- --

/
-* --

area

-@A&

" +

Joint

Fig.17 Correspondence between j o i n t s u r f a c e and u l t r a s o n i c t e s t r e s u l t s . The upper shows a j o i n t surface obserbed by a visual-scope, and t h e lower shows a r e f l e c t e d p a t t e r n of u l t r a s o n i c waves, i n which white p o r t i o n s show t h e j o i n t surface.

Fig.19 Comparison of p h o r t s of t h e s i n t e r d i f f u s i o n bonded i d l e r sprocket and t h e blank of o l d type of i d l e r sprocket.

Fig.17 shows one of the examples of reflected pattcrn of ultrasonic waves compared wilh the joint surface observed by a visual-scope. Both patterns show good correspondence. Based on these results, it is concluded that the method has ample potential for practical use as a nondestructive testing technique.

5. CONCLUSION
A key issue in the development of the idler sprocket was to assure sufficient bonding strength. This has been accomplished through the material selection based on the diffusion bonding theory of green compacts during sintering and a new

design in the joint shape to insure surface areas as large as possible. The results of the experiments indicate that the sinter diffusion bonding technique can be used in manufacturing the new idler sprocket. It has also been confirmed that an ultrasonic testing method, which allows nondestructive analysis, can be employed to assure the joint strength. The use of the diffusion bonding method during sintering reduces the manufacturing cost of the idler sprocket by approximately 20% and also the weight by around 20%. The sinter diffusion bonded idler sprockets are now produced in Nissan in-house P/M plant and Hitachi Powdered Metals Co. They are applyed for mass-produced engines. Studies are now proceeding on the possible applications of this technology to other parts having similar geometries. REFERENCES
1)M.OnodaB.Kameda,T.Koiso:SAE Paper 830395 (1983) 2) The Metalworking Weekly STEEL, Oct.3 (1966) 33 3) C.Tumiki,K.Ueda,H.Nakamura,K.Kondo,T.Suganuma: SAE Paper 830254 (1983) 4) M.Oyane,K.Okimoto,S .Shims: Powder Metall. Int., 13(1984) P136 5) K.Asaka,T.Hayasaka: Transaction of Spring Meetings of JSPM, 1983970 6) K.Asaka,T.Hayasaka: Transactions of Fall Meetings of JSPM, 1983344 .7) K.Asaka,T.Hayasaka. Metal Powder Report,39(1984), P347 - 350 8) J.Sakai, K.Asaka: Proceedings of the 1986 International Powder Metallurgy Conference and Exhibition, W 17 - 720 9) H.Imazato, Y .Kishi, A.Fujiki, Y .Hirano, T.Uemura: Proceeding of 1993 Powder Metal. World Congress Kyoto, P467-470