A composite oil pan for a work vehicle engine and a method of forming the composite engine oil pan include forming a sheet of metal into a first pan and open molding a fiber-reinforced polymer resin onto the first pan forming a second pan. The first pan has a first bottom wall and first peripheral walls extending from edges of the first bottom wall to define a sump, the first peripheral walls terminating in a first peripheral flange. The second pan has a second bottom wall and second peripheral walls abutting the first bottom wall and the first peripheral walls, the second peripheral walls terminating in a second peripheral flange. The first pan defines a thin metal structure with an inner surface extending across the first bottom wall, first peripheral walls and first peripheral flange; the second pan reinforces the first pan without abutting the inner surface.

A method of manufacturing a hot-stamped part includes: inserting a blank into a heating furnace including a plurality of sections with different temperature ranges; step heating the blank in multiple stages; and soaking the blank at a temperature of about Ac3 to about 1,000° C., wherein in the step of heating the blank, a temperature condition in the heating furnace satisfies the following equation: 0 < (Tg - Ti) / Lt < 0.025° C./mm, where Tg denotes a soaking temperature (°C), Ti denotes an initial temperature (°C) of the heating furnace, and Lt denotes a length (mm) of step heating sections.

According to an embodiment, a method of correcting a bend of a joint type-turbine rotor comprises: measuring displacement of a convex portion of the bend at a joined portion of the joint type-turbine rotor or displacement of a surface opposite to the convex portion in a circumferential direction of the joint type-turbine rotor; heating the convex portion; and cooling the joined portion after the step of heating. The steps of heating and cooling are performed during the step of measuring.

According to an embodiment, a method of correcting a bend of a joint type-turbine rotor comprises: measuring displacement of a convex portion of the bend at a joined portion of the joint type-turbine rotor or displacement of a surface opposite to the convex portion in a circumferential direction of the joint type-turbine rotor; heating the convex portion; and cooling the joined portion after the step of heating. The steps of heating and cooling are performed during the step of measuring.

Providing a rocker arm which can ensure the durability while reducing the inertial mass. The rocker arm (10) includes a valve abutment part (15) pressing a valve (80). The valve abutment part (15) includes a receiving wall (14) abutting against an end surface of a stem end (81A) of the valve (80) in a pressing state and a pair of sidewalls (13) protruding from both side ends (14A) of the receiving wall (14) so as to be opposed to each other and disposed along and in proximity to a side peripheral surface of the stem end (81A) of the valve (80). At least protruding distal ends of the sidewalls (13) each have a smaller thickness than adjacent portions and serve as a thinner portion (23).

Providing a rocker arm which can ensure the durability while reducing the inertial mass. The rocker arm (10) includes a valve abutment part (15) pressing a valve (80). The valve abutment part (15) includes a receiving wall (14) abutting against an end surface of a stem end (81A) of the valve (80) in a pressing state and a pair of sidewalls (13) protruding from both side ends (14A) of the receiving wall (14) so as to be opposed to each other and disposed along and in proximity to a side peripheral surface of the stem end (81A) of the valve (80). At least protruding distal ends of the sidewalls (13) each have a smaller thickness than adjacent portions and serve as a thinner portion (23).

A camshaft for an internal combustion engine may include a shaft and at least one component that is joined to said shaft. The component may be connected via a joint surface of the component to a joint surface of the shaft. At least one of the joint surface of the component and the joint surface of the shaft may have a predefined roughness only partially on load-critical regions.

A novel latch seat for a switching rocker arm assembly used in variable valve actuation (VVA) systems for internal combustion engines. The seat is formed interactively in the assembled switching rocker arm using a novel fixture and press. The press interactively creates a curved dimple of the correct curvature, position and depth while measuring several lash dimensions. Since the latch seat is formed on the assembled rocker arm assembly, the latch seat depth is designed to account for the inaccuracies in the rocker arm assembly parts which create lash. Therefore all of the parts may be made with less precision since the latch seat is sized to compensate for the inaccuracies of all of the parts. The rocker arm assembly parts now may be manufactured to less stringent standards, but result in a rocker arm assembly with same accuracy of rocker arm assemblies manufactured to previous standards.

A novel latch seat for a switching rocker arm assembly used in variable valve actuation (VVA) systems for internal combustion engines. The seat is formed interactively in the assembled switching rocker arm using a novel fixture and press. The press interactively creates a curved dimple of the correct curvature, position and depth while measuring several lash dimensions. Since the latch seat is formed on the assembled rocker arm assembly, the latch seat depth is designed to account for the inaccuracies in the rocker arm assembly parts which create lash. Therefore all of the parts may be made with less precision since the latch seat is sized to compensate for the inaccuracies of all of the parts. The rocker arm assembly parts now may be manufactured to less stringent standards, but result in a rocker arm assembly with same accuracy of rocker arm assemblies manufactured to previous standards.

Provided is a metal gasket including, expressed in mass%, C: 0.10% or less, Si: 1.0% or less, Mn: 2.0% or less, P: 0.04% or less (including 0%), S: 0.01% or less (including 0%), Ni: 25.0-60.0%, Cr: 10.0-20.0%, either Mo or W alone, or both Mo + W/2: 0.05-5.0%, Al: more than 0.8% to 3.0% or less, Ti: 1.5-4.0%, Nb: 0.05-2.5%, V: 1.0% or less (including 0%), B: 0.001-0.015%, Mg: 0.0005-0.01%, S/Mg: 1.0 or less, N: 0.01% or less (including 0%), and O: 0.005% or less (including 0%), with the remainder being Fe and unavoidable impurities. The metal gasket has a metal structure in which a precipitate γ′ phase having an average equivalent circle diameter of 25 nm or larger is not present within the austenite base.