CN103492738A - 滑动构件 - Google Patents
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Abstract
本发明提供一种能够控制静摩擦力与动摩擦力之间的关系的滑动构件。滑动构件(1)构成圆筒形状的轴承,其内周面成为与轴之间的滑动层(2)。滑动构件(1)在滑动层(2)的表面上具有凹凸面(6)。在本例中,凹凸面(6)通过设置顶点配置为格栅状的线状的凸部(6a)来抑制油膜的形成而使动摩擦力变大,从而将动摩擦力的相对于静摩擦力的变化率抑制得较小。滑动层通过在金属基材的一个面由合金材料形成多孔质层、且对浸渍于该多孔质层的树脂材料进行烧制而构成。
Description
技术领域
本发明涉及一种应用于以轴能够滑动的方式支承轴的轴承的滑动构件。
背景技术
作为滑动构件,较多地使用了在镀铜钢板上粘合Cu-Sn系合金而成的滑动材料。在镀铜钢板上粘合Cu-Sn系合金而成的滑动材料应用于使用油的滑动部。另一方面,使用树脂材料而成的滑动构件应用于不使用油的滑动部。
以往的使用树脂材料的滑动构件为在镀铜钢板上形成Cu-Sn系合金的多孔质层且使聚四氟乙烯(PTFE)浸渍在该多孔质层中而成的构件。这样的浸渍有PTFE的滑动构件有时也可应用于例如汽车等的减震器等使用油的滑动部。
以往的滑动构件的滑动面平滑。一方面,提出有这样一种技术:在滑动面设置用于储存润滑剂的槽部,从而能够向滑动面供给润滑剂(例如参照专利文献1)。另一方面,提出有这样一种技术:在圆柱状或圆筒状的物体的保持面形成滚花加工面,从而抑制物体的位置偏移(例如参照专利文献2)。
专利文献1:日本特开2002-188709号公报
专利文献2:日本特开平5-106745号公报
在安装于汽车等的减震器中,滑动构件应用于引导活塞杆的引导套,随着传递过来的跟随路面的变化等而移位的悬挂机构的运动,该活塞杆进行往复运动。
在减震器中,对于来自外部的输入,利用液体的粘性阻力来衰减振动。另一方面,发现在用于引导活塞杆的往复运动的引导套中产生的摩擦力会对汽车等的乘坐舒适度产生影响。
即,在欲使静止的活塞杆运动时起作用的静摩擦力与活塞杆运动时起作用的动摩擦力之间的关系会对汽车等的乘坐舒适度产生影响。但是,对于以往的滑动构件,基于降低摩擦力的目的来决定滑动面的形状等,而不存在能够控制静摩擦力与动摩擦力之间的关系的滑动构件。
发明内容
本发明的目的在于提供一种能够控制静摩擦力与动摩擦力之间的关系的滑动构件。
本发明人发现:在使用油的环境下,在滑动面形成能够抑制油膜的形成的凸部,从而能够控制静摩擦力与动摩擦力之间的关系。
本发明为在被滑动物体以能够滑动的方式支承被滑动物体的滑动层形成有凹凸面的滑动构件,该凹凸面具有用于抑制油膜的形成的凸部。
优选的是,凹凸面在被滑动物体以能够滑动的方式支承被滑动物体的圆筒形状的内周面形成有凸部,该凸部具有点状或线状的顶点。另外,优选的是,凹凸面的凸部相对于被滑动物体的滑动方向沿倾斜方向延伸,该凸部的线状的顶点配置为格栅状。
另外,优选的是,在金属基材的一个面上由金属材料或树脂材料、或者金属材料与树脂材料的组合形成滑动层,滑动层通过在金属基材的一个面上形成Cu-Sn系合金的多孔质层、且向多孔质层中浸渍树脂材料并烧制而构成。
在本发明中,通过在滑动层的表面形成设有用于抑制油膜的形成的凸部的凹凸面,从而能够增大动摩擦力而将动摩擦力的相对于静摩擦力的变化率抑制得较小。另外,能够利用凹凸面的形状增大静摩擦力。由此,在本发明的滑动构件应用于减震器时能够提高乘做舒适度。
附图说明
图1是表示本实施方式的滑动构件的一例的立体图。
图2是表示本实施方式的滑动构件的一例的截面组织图。
图3是表示本实施方式的滑动构件的滑动面的一例的立体图。
图4是表示本实施方式的滑动构件的使用例的剖视图。
图5是表示静摩擦力与动摩擦力之间的关系的图表。
图6是表示用于测量动摩擦力与静摩擦力的试验机的一例的结构图。
图7A是表示凹凸面中的凸部和凹部的大小与摩擦力之间的关系的说明图。
图7B是表示凹凸面中的凸部和凹部的大小与摩擦力之间的关系的说明图。
图8是表示本实施方式的滑动构件的滑动面的另一例的立体图。
具体实施方式
以下,参照附图说明本发明的滑动构件的实施方式。图1是表示本实施方式的滑动构件的一例的立体图,图2是表示本实施方式的滑动构件的一例的截面组织图,图3是表示本实施方式的滑动构件的滑动面的一例的立体图,图4是表示本实施方式的滑动构件的使用例的剖视图。
如图1所示,本实施方式的滑动构件1构成圆筒形状的轴承,该滑动构件1的内周面成为该滑动构件1与轴之间的滑动层2。如图2所示,对于滑动构件1,在金属基材3的一个面上利用合金材料形成多孔质层4,通过对浸渍于该多孔质层4内的树脂材料5进行烧制,而形成滑动层2。
滑动构件1在滑动层2的表面上具有凹凸面6。如图3所示,为了使滑动层2的表面不成为形成有油膜的那样的表面,本例的凹凸面6设有顶点为连续的线状且配置为格栅状的任意形状的凸部6a来抑制油膜的形成。
如图4所示,在安装于汽车等的减震器中,滑动构件1应用于引导活塞杆7的引导套8的滑动部,通过传递过来的跟随路面的变化等而移位的悬挂机构的运动,该活塞杆7进行往复运动。由于滑动构件1的与活塞杆7之间的滑动面由图3所示的设有凸部6a的凹凸面6构成,因此,在活塞杆7的滑动时在滑动构件1与活塞杆7之间在本例中不是形成油膜这样的面接触,而是线接触。另外,凹凸面6为凸部6a相对于活塞杆7的滑动方向沿倾斜方向延伸的形状。
图5是表示静摩擦力与动摩擦力之间的关系的图表。在图5中,纵轴为摩擦力(N),横轴为行程(mm)。在应用于汽车等的减震器中,悬架机构跟随路面的变化等,从而活塞杆进行往复运动。活塞杆进行往复运动,从而存在活塞杆静止的状态。
因此,对于应用于减震器的引导套8,如图5中虚线所示,在动摩擦力Fm2较小、动摩擦力Fm2的相对于静摩擦力Fs2的变化率较大的情况下,能够感受到汽车等的乘坐舒适度较差。相对于此,在动摩擦力Fm1较大、动摩擦力Fm1的相对于静摩擦力Fs1的变化率较小的情况下,汽车等的乘坐舒适度提高。
因此,在构成引导套8的滑动构件1的、与图4所示的活塞杆7接触且引导活塞杆7的往复运动的滑动面上,形成凹凸面6,该凹凸面6设有用于抑制油膜的形成的凸部6a。
相比于活塞杆7所接触的滑动面为平滑的情况,凹凸面6的静摩擦力Fs1因凸部6a和凹部6b的朝向、数量、大小而变得较大。优选的是,凹凸面6为凸部6a相对于活塞杆7的滑动方向沿倾斜方向延伸的形状。另外,当活塞杆7所接触的滑动面平滑时,由活塞杆7的滑动导致在滑动面与活塞杆7之间形成油膜,而使得动摩擦力降低。相对于此,通过在活塞杆7所接触的滑动面形成凸部6a,能够抑制由活塞杆7的滑动导致的油膜的形成,动摩擦力Fm1变大,从而使得动摩擦力Fm1接近静摩擦力Fs1,而能够将动摩擦力Fm1的相对于静摩擦力Fs1的变化率抑制得较小。另一方面,由于引导套8在油中使用,因此在凹凸面6的凹部6b存在有油,从而确保润滑性。
在本例的滑动构件1中,在滑动面形成有凹凸面6的滑动层2由作为树脂材料5的PTFE构成。相对于PTFE的摩擦系数μ1为0.1左右,减震器中所使用的油的摩擦系数μ2为0.01左右。在活塞杆处于静止的状态下,活塞杆与引导套之间不形成油膜,静摩擦力Fs受到PTFE的摩擦系数μ1的影响。
另一方面,当由活塞杆的滑动导致在活塞杆与引导套之间形成油膜时,动摩擦力Fm变得受到油的摩擦系数μ2的影响,而动摩擦力Fm降低,从而动摩擦力Fm的相对于静摩擦力Fs的变化率变大。
因此,滑动构件1利用在该滑动构件1与活塞杆7之间的滑动面上形成的凹凸面6的凸部6a来抑制在活塞杆7滑动时油膜的形成,从而使动摩擦力Fm1也受到PTFE的摩擦系数μ1的影响,而将动摩擦力Fm1的相对于静摩擦力Fs1的变化率抑制得较小。
图6是表示用于测量动摩擦力和静摩擦力的试验机的一例的结构图。在试验机10中,作为试验对象,将引导套8安装于支承台11和负载部12,在借助引导套8支承杆13的支承台11之间,由负载部12经由引导套8施加横向负荷。然后,利用负荷传感器14测量在施加横向负荷且由未图示的励振器使杆13振动时的摩擦力。在表1中表示测量静摩擦力Fs和动摩擦力Fm后的结果。在表1中的实施例的滑动构件如图2所示那样,其滑动层2由金属材料的多孔质层4和树脂材料5构成,树脂材料5由PTFE构成。另外,在滑动层2的表面即滑动面上,形成有设有凸部6a的凹凸面6。虽未图示,比较例的滑动构件的滑动层由金属材料的多孔质层和树脂材料构成,树脂材料由PTFE构成。另外,滑动面为平滑的。
测量条件
配合材质:S45C+镀硬铬、表面粗糙度Rz为0.3μm
励振器:0.001m/sec(行程5mm)
横向负荷:10kgf、20kgf、30kgf
润滑用:减震器用油
表1
如表1所示,可知:与滑动面平滑的比较例的滑动构件相比,滑动面形成有凹凸面6的实施例的滑动构件的动摩擦力Fm的相对于静摩擦力Fs的变化率抑制得较小。在改变负荷进行试验的情况下,无论何种负荷都是同样的结果。
接着,研究用于构成滑动面的凹凸面的形状与摩擦力之间的关系。图7A和图7B是表示凹凸面中的凸部和凹部的大小与摩擦力之间的关系的说明图。在此,在图7A中示意地表示了凸部6a彼此之间的间隔L1大约为0.1(mm)的例子,在图7B中示意地表示了凸部6a彼此之间的间隔L2大约为0.06(mm)的例子。
如上所述,用于构成引导套8的滑动构件1的滑动层2由树脂材料5构成,在本例子中由PTFE构成。因此,当对活塞杆7施加横向力F时,滑动层2产生变形。在活塞杆7处于静止的状态下,由横向力F导致变形时的接触面积与无负载的情况相比没有变化。因此,静摩擦力Fs1与凹凸面中的凸部和凹部的大小无关,不发生变化。
另一方面,当使活塞杆7往复运动时,如图7A所示,在凸部6a彼此之间的间隔较大的情况下,相邻接的凸部6a彼此之间不干涉,而变形量较大,相对于此,如图7B所示,在凸部6a彼此之间的间隔较小的情况下,相邻接的凸部6a彼此干涉,变形量变得较小。由此,具有这样的趋势:凸部6a彼此之间的间隔大则动摩擦力Fm1会变大。
由上所述内容可知,通过在引导套8的滑动面设置凹凸面6,除引导活塞杆7的功能以外,还能够控制摩擦力。另外,对于凹凸面6的凸部6a彼此之间的间隔的大小关系,间隔大较佳。
形成于滑动层2的表面的凹凸面6不限定于图3所示的形状,例如,也可以是凸部6a与活塞杆7的滑动方向平行地延伸的形状,还可以是将四棱锥状、三棱锥状、圆锥状等任意形状的凹部组合而成的形状。另外,也可以是将四棱锥状、三棱锥状、圆锥状等任意形状的凸部组合而成的形状。图8是表示本实施方式的滑动构件的滑动面的另一例的立体图。例如,如图8所示,还可以通过将具有点状的顶点且能抑制油膜的形成的四棱锥状的凸部6c进行组合而构成凹凸面6。
接着,说明本实施方式的滑动构件1的制造方法的概要。
(a)在金属基材3即镀铜钢板上散布Cu-Sn系合金粉。
(b)利用烧结炉将散布了Cu-Sn系合金粉的镀铜钢板烧结,在镀铜钢板上形成Cu-Sn系合金的多孔质层。
(c)在将作为树脂主剂的PTFE的分散剂和作为树脂添加剂的二硫化钼、石墨、碳纤维等填料混合后,加入有机溶剂并搅拌后形成树脂成型物,利用具有凹凸形状的印痕辊(日文:インデントロ一ラ)对该树脂成型物进行按压且使其浸渍在多孔质层中。
(d)使树脂成型物浸渍在多孔质层中并转印有成为凹凸面的凹凸的中间制件利用烧制炉加热至PTFE的熔点以上从而对PTFE进行烧制。
由此,在金属基材3的一个面上由Cu-Sn系合金形成多孔质层4,并对浸渍于该多孔质层4的树脂材料5即PTFE进行烧制,从而形成在表面上形成有凹凸面6的滑动层2。
产业上的可利用性
本发明适用于在供给有油的环境下使用的滑动构件。
附图标记说明
1、滑动构件;2、滑动层;3、金属基材;4、多孔质层;5、树脂材料;6、凹凸面;6a、凸部。
Claims (4)
1.一种滑动构件,其特征在于,
在以被滑动物体能够滑动的方式支承被滑动物体的滑动层的表面上,该滑动构件形成有凹凸面,该凹凸面具有用于抑制油膜形成的凸部。
2.根据权利要求1所述的滑动构件,其特征在于,
上述凹凸面在以被滑动物体能够滑动的方式支承被滑动物体的圆筒形状的内周面上形成有上述凸部,上述凸部具有点状或线状的顶点。
3.根据权利要求2所述的滑动构件,其特征在于,
上述凹凸面的上述凸部相对于被滑动物体的滑动方向沿倾斜方向延伸,上述凸部的线状的顶点配置为格栅状。
4.根据权利要求1~3中任一项所述的滑动构件,其特征在于,
在金属基材的一个面上由金属材料或树脂材料、或者金属材料与树脂材料的组合形成上述滑动层,
上述滑动层通过在上述金属基材的一个面上形成Cu-Sn系合金的多孔质层、且向上述多孔质层中浸渍树脂材料并烧制而构成。
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