CN101835919A - 活塞环 - Google Patents

活塞环 Download PDF

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CN101835919A
CN101835919A CN200880100420A CN200880100420A CN101835919A CN 101835919 A CN101835919 A CN 101835919A CN 200880100420 A CN200880100420 A CN 200880100420A CN 200880100420 A CN200880100420 A CN 200880100420A CN 101835919 A CN101835919 A CN 101835919A
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piston ring
wearing layer
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S·霍佩
M·费希尔
C·鲍尔
R·拉莫斯
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Federal Mogul Burscheid GmbH
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    • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
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    • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
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    • C—CHEMISTRY; METALLURGY
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Abstract

为了避免活塞环上的灼烧痕迹，本发明的目的在于提供一种带有耐磨层的活塞环，所述耐磨层是由热导率为至少180W/(m·K)的材料组成。所述耐磨层的至少5体积％由氮化铝组成。

Description

活塞环
技术领域
本发明涉及一种根据权利要求1前序部分的活塞环。
背景技术
活塞环在滑动面和/或环侧面上配备有耐磨层以能够满足所需的寿命。较高的气缸压力、燃料直接喷射、废气回收、以及发动机新发展的其他构造特征如可替换的汽缸材料，以及石油消耗的最小化加重了活塞环的负担。
利用热喷射法、电镀法或薄膜技术来涂覆耐磨层，并且如果需要，通过热处理和扩散法来处理耐磨层。通常，层基本上是均匀的，并且因此无定形地被涂覆。耐磨性通过材料相应的硬度来调节。
在活塞环表面处具有热超负荷的所有现象通常都以术语“灼烧痕迹(burn traces)”来概括。
术语“灼烧痕迹”最初被定义为活塞环滑动面上的现象。镀铬表面上的褪色和所谓的“砾石形成(cobblestone formation)”是热超负荷的证据。如果术语“灼烧痕迹”还扩展到其它材料，那么所有的指活塞环表面上的热超负荷的现象都被概括在其中。灼烧痕迹与磨痕之间的区别不明确。活塞环表面上的显著凹痕和/或物质转移称为磨痕。灼烧痕迹和磨痕是由配合部件间的金属接触而造成的，所述接触是由于缺乏润滑油或由于活塞环上的高表面压而产生的。与汽缸壁不相邻的未密封活塞环和不圆的汽缸使得不期望的热燃料气体通道(旁流损失，flow-by loss)成为可能，从而使润滑油被燃烧掉并且出现配合部件间的金属接触(见www.motorlexikon.de)。
从DE 19931829A1已知了一种具有裂纹的电镀硬铬层，其中含有尺寸为0.25至0.5μm的金刚石颗粒。此外，还可以在裂纹中含有由碳化钨、碳化铬、氧化铝、碳化硅、氮化硅、碳化硼或氮化硼制成的其它硬材料颗粒。
当遇到高温时，金刚石颗粒转换成石墨，然后将所述石墨用于润滑并且从而防止灼烧痕迹的形成。因此，这些层还具有很好的防磨擦性能，特别是由于金刚石在大约700℃或更高的温度下转换成石墨。
为了进一步改进活塞环的烧灼痕迹行为，到目前为止通常使用由具有很高熔点的材料制成的层，并且所述材料因其热超负荷而需要耐高温。这样的一般例子为利用PVD法涂覆的具有大约2000K分解温度的氮化铬。
为了改进耐烧性和耐磨性，DE 102004028486A1公开了一种由多个单个层制成的涂层，其供选择地由铬和氮化铬组成。氮化铬层可以由CrN、Cr2N或其混合物组成。为了避免突然的转变，如此控制涂覆方法使得氮化铬单个层的每一面均具有Cr2N制成的接缝和CrN制成的核。每个单个层至少为0.01μm厚。最大的厚度为10μm。涂层的总厚度为5至100μm。
US5,549,086公开了由TiN和CrN制成的活塞环涂层。
DE 102004032403B3描述了活塞环，所述活塞环具有从内向外增加氮含量的CrN梯度层的铬粘附层。
从JP 2005-060810A已知了一种用于内燃发动机的活塞环，其配备有多层体系，所述多层体系的单个层自身具有金属组分并且仅仅是氮含量的不同。单个层的层厚度＜1μm。利用PVD法，特别是电弧法来涂覆层。
然而，已知的层的耐烧性仍不令人满意。
发明内容
因此，本发明的目的在于提供一种带有耐磨层的活塞环，所述耐磨层具有显著的耐磨性还有良好的耐烧性。
已经表明，如果将热量尽可能快地移开，那么可以避免灼烧。当使用具有至少180W/(m·K)热导率的材料时，不产生灼烧痕迹或仅产生小的灼烧痕迹。
优选地，所述耐磨层由占其至少5体积％比例的氮化铝组成。进一步优选地，所述比例为至少10体积％、至少20体积％、至少30体积％、特别是至少40体积％，以及更优选地为至少50体积％。体积百分数比例是指整个耐磨层，不论其是由均一的单层组成还是由多层体系组成。
优选地，所述耐磨层由三元体系的单层组成。
优选由三元体系AlMeN制成的耐磨层，其中Me为选自Ti、Zr、Hf、V、Nb、Ta、Cr、Mo、W、Si和C的元素，并且Al表示铝，而N表示氮。
特别优选的三元体系由CrAlN组成。
所述耐磨层还可以由周期性构造的多层体系组成，其中每个周期由至少两个彼此组分不同的单个层组成。优选地，所述多层体系具有由AlN制成的单个层和由选自Ti、Zr、Hf、V、Nb、Ta、Cr、Mo、W、Si和C的氮化物制成的单个层。优选地，每个周期具有至少一个由AlN制成的单个层。优选地，一个周期由两个单个层制成，其中一个单个层由AlN组成。
优选地，至少一个单个层由至少上述两种金属的氮化物制成。
在这样的多层体系的范围内，具有由CrN和AlN制成的单个层的多层体系是优选的。由具有氮化铬和氮化铝的单个层制成的多层体系具有大约225W/(m·K)的热导率。
优选地，所述这样的多层体系的单个层厚度为＞15nm至1μm。
优选地，所述多层体系的单个层的厚度为≥2nm至15nm。在如此小厚度的情况下，产生了所谓的超晶格结构。通过在相邻单个层的晶格附近的扰乱的晶格顺序来产生超晶格结构。所述单个层在边界处相互影响，使得那里的晶格参数变化。由于相对大的单个层厚度，例如由7-35个原子层形成的单个层，在每单个层中产生核区域，在核区域中形成晶格，其相当于一个单个层。核区域通过超晶格结构来为层边界界定。
所述耐磨层的总厚度不管是在多层体系的情况下还是在单层体系的情况下均优选为≥5μm。耐磨层优选的总厚度为5μm至60μm、5μm至15μm、和25μm至35μm。
优选地，在所述支撑材料和所述耐磨层之间设置有粘附层，所述粘附层由金属或选自上述Ti、Zr、Hf、V、Nb、Ta、Cr、Mo、W、Si和C的氮化物制成。优选地，所述粘附层由铬组成。
优选地，所述耐磨层利用PVD法、反应电弧法或CVD法来涂覆。
特别地，提供了所述活塞环在快燃发动机和柴油发动机中的应用。
具体实施方式
实施例
PVD层热导率的确定
利用光声法的原理来测量热导率。从而将PVD层暴露于利用光的周期性辐射中，并且测量热导率。
鉴于密度和比热来计算样品的热导率，薄层的比热容与致密材料的比热容相符合，然而密度并不一定相符合。对于评价而言，因而利用致密材料的密度。
Figure GPA00001009096200041
ECD：电镀沉积层
：根据DE 19931829A1的含有金刚石的铬层
一般CrN-PVD层的热导率为170W/(m·K)。PVD层的热导率不同于致密材料的热导率，因为这些层自身没有必要处于热平衡状态并且通常存在巨大的内应力。
根据本发明的具有由CrN和AlN制成的单个层的多层体系的热导率为225.3W/(m·K)。这些多层体系不具有灼烧痕迹。

Claims (27)

1.一种由支撑材料，特别是由钢或铸造材料制成的且带有耐磨层的活塞环，其特征在于，所述耐磨层是由热导率至少为180W/(m·K)的材料组成的。
2.根据权利要求1所述的活塞环，其特征在于，以耐磨层总体积计，至少5体积％的耐磨层是由氮化铝组成的。
3.根据权利要求1或2所述的活塞环，其特征在于，以耐磨层总体积计，至少10体积％的耐磨层是由氮化铝组成的。
4.根据权利要求1至3中任一项所述的活塞环，其特征在于，以耐磨层总体积计，至少20体积％的耐磨层是由氮化铝组成的。
5.根据权利要求1至4中任一项所述的活塞环，其特征在于，以耐磨层总体积计，至少30体积％的耐磨层是由氮化铝组成的。
6.根据权利要求1至5中任一项所述的活塞环，其特征在于，以耐磨层总体积计，至少40体积％的耐磨层是由氮化铝组成的。
7.根据权利要求1至6中任一项所述的活塞环，其特征在于，以耐磨层总体积计，至少50体积％的耐磨层是由氮化铝组成的。
8.根据权利要求1至7中任一项所述的活塞环，其特征在于，所述耐磨层由三元体系构成的单层组成。
9.根据权利要求8所述的活塞环，其特征在于，所述耐磨层由三元Al-Me-N体系组成，其中Me为选自Ti、Zr、Hf、V、Nb、Ta、Cr、Mo、W、Si和C的元素，其中Al表示铝，而N表示氮。
10.根据权利要求9所述的活塞环，其特征在于，所述三元体系由Cr-Al-N组成。
11.根据权利要求1至10中任一项所述的活塞环，其特征在于，所述耐磨层由周期性构造的多层体系组成，其中每个周期由至少两个彼此组分不同的单个层组成。
12.根据权利要求11所述的活塞环，其特征在于，所述多层体系具有由AlN制成的单个层和由选自Ti、Zr、Hf、V、Nb、Ta、Cr、Mo、W、Si和C的氮化物制成的单个层。
13.根据权利要求12所述的活塞环，其特征在于，至少一个单个层由选自Ti、Zr、Hf、V、Nb、Ta、Cr、Mo、W、Si和C的至少两种金属的氮化物组成。
14.根据权利要求12所述的活塞环，其特征在于，所述多层体系具有由CrN制成的单个层和由AlN制成的单个层。
15.根据权利要求11至14中任一项所述的活塞环，其特征在于，所述多层体系的单个层的厚度为＞15nm至1μm。
16.根据权利要求11至14中任一项所述的活塞环，其特征在于，所述多层体系的单个层的厚度为≥2nm至15nm。
17.根据权利要求1至16中任一项所述的活塞环，其特征在于，所述耐磨层的厚度为≥5μm。
18.根据权利要求17所述的活塞环，其特征在于，所述耐磨层的总厚度为5μm至60μm。
19.根据权利要求17或18所述的活塞环，其特征在于，所述耐磨层的总厚度为5至15μm。
20.根据权利要求17或18所述的活塞环，其特征在于，所述耐磨层的总厚度为25至35μm。
21.根据权利要求1至20中任一项所述的活塞环，其特征在于，在所述支撑材料和所述耐磨层之间设置粘附层，所述粘附层由金属或选自Ti、Zr、Hf、V、Nb、Ta、Cr、Mo、W、Si和C的氮化物制成。
22.根据权利要求21所述的活塞环，其特征在于，所述粘附层由Cr组成。
23.根据权利要求1至22中任一项所述的活塞环，其特征在于，所述耐磨层是利用PVD法来涂覆的。
24.根据权利要求1至23中任一项所述的活塞环，其特征在于，所述耐磨层是利用反应电弧法来涂覆的。
25.根据权利要求1至24中任一项所述的活塞环，其特征在于，所述耐磨层是利用CVD法来涂覆的。
26.根据权利要求1至25中任一项所述的带有耐磨层的活塞环在快燃发动机中的应用。
27.根据权利要求1至25中任一项所述的带有耐磨层的活塞环在柴油发动机中的应用。
CN200880100420A 2007-07-28 2008-07-18 活塞环 Pending CN101835919A (zh)

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CN106050466B (zh) * 2015-04-17 2020-11-06 马勒金属立夫有限公司 用于内燃机的活塞环

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JP2010534801A (ja) 2010-11-11
WO2009016051A1 (de) 2009-02-05
EP2183404A1 (de) 2010-05-12
US9447490B2 (en) 2016-09-20
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JP5628030B2 (ja) 2014-11-19

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