CN103952701A - 保护涂层及其形成方法 - Google Patents
保护涂层及其形成方法 Download PDFInfo
- Publication number
- CN103952701A CN103952701A CN201410100594.3A CN201410100594A CN103952701A CN 103952701 A CN103952701 A CN 103952701A CN 201410100594 A CN201410100594 A CN 201410100594A CN 103952701 A CN103952701 A CN 103952701A
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- Prior art keywords
- resistance layer
- substrate
- coating
- bonding coat
- alloy
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Classifications
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Abstract
本申请涉及保护涂层及其形成方法。基底上的涂层和施加方法产生能承受不同类型或类别的散货和操作的涂层。这种新型方法包括使用具有某些厚度并用某些技术施加的涂料层的组合。在某些实施方案中,该涂层体系包括施加到预处理基底,例如远洋船舶的喷砂钢货舱板上的涂层。所述涂层包括粘合层和耐受层,例如设计成耐受基底的腐蚀、侵蚀、冲击和磨损中的至少一种的防蚀层。
Description
相关申请
本申请是申请日为2008年4月15日、申请号为200880012421.9、名称为“保护涂层及其形成方法”的发明专利申请的分案申请。本申请要求2007年4月17日提交的美国临时专利申请No.60/907,795的权益,其出于各种目的经此引用并入本文,就像在本文中完整阐述一样。
技术领域
本发明大体上涉及保护涂层及其形成方法,更特别涉及包括至少一个带有保护涂层的基底的装置及其形成方法。该基底可以包括远洋船舶的钢货舱板(steel cargo hold plate)。
背景技术
各种装置在恶劣环境,例如腐蚀性环境和机械剧烈环境中使用,并承受造成该装置磨损和劣化的许多劣化因素。这些装置包括远洋船舶的货舱、货物集装箱和其它装置。例如,船只的货舱可衬以各种基底,例如具有各种厚度的钢板。货舱中所用的板材的厚度通常为大约13毫米至大约25毫米或更大。
货舱和集装箱用于运载各种散装材料(bulk material)。散装材料可以包括高硫煤(褐煤)、谷物、铝土矿、焦炭、石灰、矿物盐和其它散装材料。许多散装材料使钢板经受对钢板的腐蚀性侵蚀。例如,褐煤含有硫,硫与盐水海洋环境结合可能产生硫酸,由此产生腐蚀作用。随时间经过,板材腐蚀,需要更换,这在材料和劳力方面均花费巨大,且需要该货舱在干船坞中的停工期(即船只的停用)。这种腐蚀尤其发生在货舱区域的下部。当腐蚀和侵蚀造成大约20%损失时,因结构原因必须更换该板材。
另外,散装材料的装卸作业使货舱钢板经受侵蚀和冲击破坏。侵蚀是散装材料,例如煤,被装载、卸载和在运输过程中移动和暴露在包括海水、温度变化、湿气等在内的各种环境条件下的结果。重型设备,如大型起重机铲斗(通常8吨重)和/或前端装载机常用于装卸货物。这些装卸作业使钢板受损。例如,起重机铲斗和/或前端装载机的叶片由于在装卸作业过程中造成刮痕和凿孔而使钢板受损。在高冲击点容易产生较深的刮痕或凿孔,如在抓斗以一定角度,例如在刮削叶片的角或尖梢上接触钢板时。但是,在装卸作业中,抓斗不是必须以造成深压痕的角度冲击钢板。例如,在装载作业中,抓斗可能几乎平行于钢板降落,从而对钢板造成冲击破坏并在钢板中留下深压痕。
装卸作业过程中的刮擦产生新生表面,在此可发生腐蚀或增强现有腐蚀。尽管甚至在尚未擦伤或刮伤的表面上也常观察到腐蚀坑,但刮擦通过为腐蚀侵袭提供新生表面来加速该过程。
延长货舱钢板寿命的相关现有技术包括使用沥青涂层或其它相关现有的衬垫,施加聚合物基涂层和甚至使用外加钢板。前述方法增加了船运作业的重量和额外成本。这些相关现有技术也是劳动密集型的并且需要定期重新施用,因为它们不具有长寿命。此外,这些相关现有技术不会使散货或货舱的装卸作业造成的破坏最小化,由此使货舱中的钢板受到磨损和冲击破坏。
某些运输用途要求船运过程不影响货物集装箱的内容物。例如,如焦炭和谷物之类的散货的运输要求焦炭和谷物的颜色不受船运过程影响。对这些和其它货物类型而言,货舱在装载散货之前必须清除腐蚀性残留物(如锈迹)并上漆。这些附加技术增加船运作业的停工期和成本。
发明内容
因此,本发明涉及保护涂层和形成保护涂层的方法,它们基本避免由现有技术的限制和缺点引起的一个或多个问题。
本发明的一个优点是提供耐腐蚀(corrosion)、侵蚀(erosion)和磨损(如由散货或货舱中的装卸作业造成的破坏)的涂层。
本发明的另一优点是为装置(例如货舱)的基底原位提供涂层,由此尽量减少停工期。
本发明的再一优点是提供易清洁的保护涂层,由此防止对散货(bulk cargo)的破坏。
为了实现这些和其它优点并根据其目的,本发明涉及耐受冲击力和腐蚀的多层式保护涂层(a multi-layer protective coating),其包括粘合层(bonding layer),该粘合层在基底的第一面上形成并具有基底面(substrate face)和非基底面(non-substrate face)。该保护涂层还包括耐受层(resistance layer),该耐受层在粘合层的非基底面上形成并具有粘合面(bond face)和非粘合面(non-bond face)。在该耐受层的非粘合面上形成密封层(sealant layer),并以预定方式准备该基底的第一面以便使该粘合层粘着。该耐受层由耐受冲击力和由腐蚀性环境造成的腐蚀的预定材料制成。
本发明的另一方面涉及货舱基底,其包括耐受冲击力和腐蚀的多层式保护涂层。该多层式保护涂层包括粘合到基底上的粘合层。该粘合层在优选已通过从其上除去污染而准备好的基底的第一面上形成。耐受层直接在粘合层上形成并耐受冲击力和腐蚀。密封层直接在耐受层上形成并密封耐受层的孔隙。
本发明的又一方面涉及在基底上形成多层式保护涂层的方法。该方法包括准备第一基底表面以除去被腐蚀的表面材料并粗糙化该第一基底表面的步骤。该方法还包括在该第一基底表面上形成粘合层和在该粘合层上形成耐受层。该耐受层包括铁基合金和镍基合金中的至少一种。该方法最后包括在该耐受层上形成密封层;该密封层渗透耐受层的孔隙。
要理解的是,上文的概述和下列详述是示例性和解释性的,且旨在提供要求保护的本发明的进一步解释。
在下列描述中阐述本发明的其它特征和优点,它们部分从该描述中显而易见,或可通过本发明的实践获悉。通过该书面描述及其权利要求以及附图中特别指出的结构实现和达到本发明的优点。
附图说明
为提供对发明的进一步理解而包含的且编入并构成说明书一部分的附图阐述了本发明的实施方案,并与本描述一起用于解释本发明的原理。
在图中:
图1显示本发明的一个实施方案的截面示意图;
图2显示根据本发明的另一实施方案形成涂层的工艺流程;
图3显示图2中所示的实施方案的预处理步骤的工艺流程;
图4显示图2中所示的实施方案的粘合涂层施加的工艺流程;
图5显示图2中所示的实施方案的耐受层的工艺流程;
图6A显示进一步经受应力测试的实施例1中所述的装置的自顶向下视图;
图6B显示图6A的装置的沿线A至A’截取的截面侧视显微照片;
图6C显示图6A的装置的沿线B至B’截取的截面视图显微照片;且
图6D显示图6A的装置的沿线C至C’截取的截面侧视显微照片。
具体实施方式
本发明涉及保护涂层及其形成方法。本发明还涉及在恶劣环境,例如腐蚀性环境中使用的包括带有保护涂层的基底的装置。各种实施方案涉及涂层和在多种不同基底上形成所述涂层的方法。该基底可用在多种用途中。在具体实施方案中,将涂层施加到基底,如远洋船舶的货舱的钢板、货物集装箱的内部和其它工业用途中使用的基底上。
这些保护涂层可以包括具有各种厚度并用各种形成技术施加的层和材料的组合。本发明的实施方案能够应对多种用途中使用的各种基底的环境因素、散货因素和使用因素,例如装卸作业,由此能够针对经受本文所述的恶劣环境的特定用途定制该涂层。
在本发明的一个实施方案中,耐受冲击力和腐蚀的多层式保护涂层包括在预处理基底上形成的粘合层、在该粘合层上形成的耐受层和在该耐受层上形成的密封层。该多层式保护涂层也称为耐损涂层。该基底可以是运载器的货舱的一部分,该运载器可以是任何运输器,如船、飞机、航天器、铁路运输车辆或陆上车辆。本领域技术人员会理解的是,与某些运载器相关的货物储存区一般被称作货舱,对其它此类运载器而言,该运载器的与货物(尤其是散装材料)的储存和运输相关的区域常用其它术语表示,如货位、底舱、槽、罐等等。本文所用的术语货舱包括所有此类变体术语。
如本领域普通技术人员已知的那样,该基底可以经构造成为许多不同的几何构造以构成该装置的至少一部分。该基底还可以包括各种金属和合金材料。例如,该基底可以包括铝、钛、镍、铜、钽、铌、铁、铪、钒、钨、锆及其合金中的至少一种。在一个实施方案中,该基底是包括铁的合金,但也可以使用各种其它合金化元素,如锰、铬、钒和钨。该基底优选包括与高质量钢相比相对廉价的低碳钢,例如316不锈钢。对货舱而言,该基底优选是低碳钢如A36钢。
对该基底施以预处理以除去该基底表面上的污染和/或腐蚀和/或用于粗糙化该基底的表面。最优选地,应除去所有可见污染和/或腐蚀,预处理预计包括除去所有或相当一部分的可见污染和/或腐蚀。此类预处理促进追加涂层的粘合。
该粘合层经构造以促进基底与后继层之间的粘合。优选地,选择该粘合层材料以提供与基底的高粘合强度和防止该粘合层的氧化。该粘合层可以包括金属和合金材料。例如,该粘合层可以包括铁、镍、锰、钼及其合金中的至少一种。另外,可以与非金属如碳、磷、硫和类似物形成复合材料。该粘合层优选包括镍基合金。
该耐受层是降低基底劣化的阻隔层。基底的劣化可能由腐蚀、侵蚀和磨损造成。腐蚀可能归因于与基底接触的散装材料和造成化学作用的基底天然作业环境,例如破坏该基底的高碱性或酸性环境。侵蚀归因于散装材料与基底之间的物理作用,如材料相对于基底的移动。例如,与基底接触的散装材料(例如煤、谷物、盐和类似物)的颗粒性质会由于该材料相对于基底的移动而对基底造成研磨性磨损。
也会由于使基底暴露在各种外力下的外部作业环境而在该基底上发生磨损。在一些情况下,在货物装卸作业过程中可能发生磨损,由此使基底经受物理磨损和冲击破坏。例如,重型设备,如具有大约8吨容积的大型起重机铲斗和/或用于装卸货物的前端装载机能够对基底造成磨损和冲击破坏。从大约5英尺落下时,该8吨铲斗实现大约0.5米/秒的速度,对基底表面造成超过60,0001bs或大约200,000psi的冲击力。
该耐受层可以包括金属和合金材料。例如,该耐受层可以包括铁、镍、锰、钼及其合金中的至少一种。此外,可以在添加非金属,如碳、磷、硫、硼和类似物的情况下形成复合材料。该耐受层可具有与粘合层相同的组成。该耐受层优选包括镍基合金或铁基合金中的至少一种。
通常定制该耐受层的化学组成以提供改进的对腐蚀、磨损和侵蚀的耐受性。在需要更高耐腐蚀性的一些实施方案中,使用镍基合金作为耐受层。在需要更高耐侵蚀和磨损性的另一些实施方案中,使用铁基合金作为耐受层。下面更详细论述镍基合金和铁基合金材料。
任选地,该基底还包括在该耐受层上形成的密封层。该密封层使基底和整个装置更容易清洁。此外,该密封层减轻在该装置的使用中可能出现的各种残留物(例如货物残留物)的累积。该密封层可包括能渗透涂层孔隙的材料。该密封层还减轻电流反应的发生。在该密封层干燥和固化后,密封剂优选形成耐受气体和液体的保护涂层。如下论述,各种不同的组合物可用于该密封层。
本发明的各种实施方案还涉及在基底上形成保护涂层的方法。根据本发明的方面的方法和工艺是便携的,由此能在各种位置,包括例如飞机吊架、火车站、预发射台、发射台、干船坞、湿船坞、船坞、装载区和其它预定位置处理该装置的基底。
这种便携性也允许在从一地到另一地的运输过程中或在停港过程中进行加工。对远洋船舶而言,便携性尤其合意,从而尽量减少停工期和利用在一些航程中并非用到所有货舱的事实。可以在航行本身的过程中使用本文所述的方法加工这些货舱,由此消除该船舶的停工期。
在一个实施方案中,在基底上形成多层式保护涂层的方法包括基底的表面准备。在该预处理基底上形成粘合层。在该粘合层上形成耐受层。任选在该耐受层上形成密封层。
该基底的表面准备包括除去基底表面上的现有污染和/或腐蚀。该表面准备也促进追加层的粘合。该表面准备可以包括用于除去和/或促进粘合的处理技术,包括机械法、化学法或机械和化学法的组合。
在优选实施方案中,该表面准备包括用相对粗糙的、尖锐的、干净的磨料处理该装置的基底。所得基底表面轮廓随所选用于清洁技术的磨粒的尺寸而变。可以如本领域普通技术人员已知的那样采用喷砂技术。在这一处理步骤中可以与喷砂装置一起使用一个或多个喷砂枪。随着喷砂枪数量增加,处理时间量减少。这种处理也可以经机器进行或由至少一个人手工实施。可以在该基底上使用各种施加模式(pattern),例如喷砂模式(blasting pattern)。优选在该基底上施加具有例如1毫米或更大的交迭区的码垛模式(palletized pattern)。
喷砂介质可包括大约2grit至大约60grit或更大的粒度。该粒度优选为大约14grit至大约54grit。该粒度更优选为大约20至大约40grit。此外,当处理货舱的钢板时,喷砂介质的组成优选包括氧化铝组成。但是,也可以使用其它喷砂介质组成,如钢砂介质和其它。
在一些实施方案中,喷砂介质可包括具有14grit的粒度和氧化铝喷砂磨料组成的具有20grit的粒度和氧化铝喷砂磨料组成的具有24grit的粒度和氧化铝喷砂磨料组成的具有36grit的粒度和氧化铝喷砂磨料组成的具有54grit的粒度和氧化铝喷砂磨料组成的具有16grit的粒度和钢喷砂磨料组成的Sulzer Steel Grit G-16、和具有25grit的粒度和钢砂喷砂磨料组成的Sulzer Steel Grit G-25中的至少一种。
表面准备也可以在便携结构中进行。该便携结构可包括自立罩或其它合适的结构以使清理工作最小化。典型的罩在尺寸上可以有一定范围以适应所需用途。在优选实施方案中,该罩可以为大约3平方米或更大。
可以如本领域普通技术人员已知的那样用热喷涂法,如大气等离子体喷涂法、燃烧线法、燃烧粉末法、电弧线喷涂法和类似方法形成粘合层。优选使用电弧线喷涂法作为热喷涂法,据发现其形成与钢基底的优异粘合。
典型地,电弧线喷涂法使用通常具有相同组成的两条金属线作为涂布原料。这两条线以相反极性带电并以匹配的受控速度进给到电弧枪中。在这些线在接触点汇集时,线上的相反电荷产生足以连续熔化线尖梢的热。使用推进气体雾化已熔融的材料并使其加速到基底表面上以形成涂层。压缩气体可以是本领域普通技术人员已知的压缩气体。例如,可以使用压缩空气或氮气作为线电弧法用的推进气体。氮气是优选推进气体,因为其据发现使形成的层中的氧化物含量最小化。
可根据基底材料和装置性能标准选择所用的特定线类型。在优选实施方案中,在采用钢基底并需要高粘合强度时,在粘合层的形成中使用镍铝基合金,如Sulzer Metco8400合金线(直径1.6毫米,化学为Ni5A1)。
可以将该粘合层形成至大约百分之一毫米(闪覆层,flashcoat)至高达大约0.2毫米或最多大约1毫米的厚度。优选厚度为大约0.1毫米。但是,已经发现,形成太薄或太厚的粘合层可能不利地影响该粘合层的性能。例如,如果该粘合层极薄,当后继层受到侵蚀和磨损力的严重破坏时,该粘合层会使后继涂层的效用最小化。如果该粘合层太厚,其可能减弱该基底上的后继涂层,由此使该基底更易受到腐蚀、侵蚀和磨损破坏。
可以如本领域普通技术人员已知的那样用热喷涂法,如大气等离子体喷涂法、燃烧线法、燃烧粉末法、电弧线喷涂法和类似方法形成耐受层。优选使用电弧线喷涂法作为热喷涂法以形成耐受层。
该耐受层经定制以耐受侵蚀、腐蚀和磨损。已经发现,镍基合金例如更有效抗腐蚀。相反,例如,铁基合金更抗磨损和侵蚀。
在一些实施方案中,该镍基合金可包括镍铬。可以使用Sulzer电弧线喷涂/镍基线,如化学为Ni18Cr6Al2Mn的Sulzer Metco8443、化学为Ni21Cr9Mo4(Ta+Nb)的Sulzer Metco8625、化学为C276Ni合金——Ni16Cr15.5Mo3.8W5.5Fe的Sulzer Metco8276和化学为Ni19Cr19Fe5(Ta+Nb)3Mo1Ti的Sulzer Metco8718用热喷涂法形成镍基合金。
在另一些实施方案中,可以使用Sulzer电弧线喷涂/铁基线,如化学为Fe0.7Mn0.80C0.04P0.04S的化学为Fe13Cr0.5Si0.5Ni0.5Mn0.35C的化学为Fe18Cr08.5Mn5Ni1Si0.15C的化学为Fe17Cr12Ni2.5Mo2Mn1Si0.08C的化学为Fe28Cr5C1Mn的SulzerMetco8222和化学为Fe21Mo2C1B的Sulzer Metco8223用热喷涂法形成铁基合金。
可以针对与该基底接触的散货和该基底的自然环境,例如海洋环境定制该耐受层的组成。在将该耐受层经定制以使腐蚀最小化的优选实施方案中,使用电弧线喷涂法,用耐腐蚀合金,如化学为Ni16Mo15.5Cr5Fe3.7W的镍合金C-276形成镍基合金。
在将该耐受层经定制以使侵蚀和磨损最小化的另一优选实施方案中,使用电弧线喷涂法,用化学为Fe13Cr0.5Si0.5Ni0.5Mn0.35C的1.6毫米铁基合金线形成铁基合金。
在一些实施方案中,可以在了解具体化学侵袭机制的基础上选择该耐受层。磨损和侵蚀条件在这些实施方案中是已知的,因此这些条件可以被视为不变。例如,在高磨损和侵蚀条件中,应使用硬合金,如铁基合金。该铁基合金可包括316不锈钢,其也良好地耐受由硫酸侵袭引起的腐蚀并耐受石灰。该316不锈钢可能不象另一合金一样耐腐蚀,但提供优异的耐磨损和侵蚀性,因此适用于重磨损和侵蚀用途。
对于基于磨损、侵蚀、磨损和散货的各组具体条件,能够专门定制该耐受层的组成。该耐受层的具体组成的选择是在本领域普通技术人员的能力范围内实施的过程。例如,在使用货船将煤从第一城市运往第二城市并在回程中运输石灰的情况下,选择该耐受层以耐受由煤和石灰两者的副产物的侵袭造成的腐蚀,并优选包括316不锈钢组成。当磨损和侵蚀被视为主要侵袭机制时,选择该组成。但是,该耐受层的其它组成可以包括,但不限于,具有更高和更低的铬、更高和更低的碳、锰和镍的那些。
该耐受层可形成至大约0.1毫米至大约2毫米的厚度,优选至大约0.5毫米至大约2毫米的厚度,更优选至大约0.7毫米至大约1.1毫米的厚度。
任选,在该耐受层上形成密封层。该密封层可以包括具有能够渗透其中形成的涂层的孔隙的材料的各种组合物。该密封层优选包括聚氨酯基密封剂和/或环氧树脂基密封剂。例如,该环氧树脂可以是双组分环氧树脂。密封剂的一些实例包括来自Sulzer的密封剂,如 密封剂。当然,也可以使用本领域中已知的其它密封剂。
也可以针对具体用途定制密封剂材料,例如,其可以随可能与该装置的基底接触的散货而变。已经发现,为了用在煤和石灰的运输工具中,聚氨酯密封层是足够的。对产生更剧烈的腐蚀可能性的其它散货,如碱而言,应该考虑双组分环氧树脂。
可以通过施加该组合物作为最终层,例如将其施加到耐受层上来形成密封层。可以用本领域已知的方法施加该密封层。例如,可以用刷子、滚筒、喷涂器或类似物施加该密封层。优选用滚筒施加该密封层,因为其比用刷子施加密封剂更快并且比在货舱内喷涂更清洁。此外,用滚筒施加密封剂实现密封剂的一致和均匀的施加。该密封层可以如本领域技术人员已知的那样根据所用密封剂和条件形成至预定的所需厚度。
在本发明的一些实施方案中,为了使加工时间和装置(例如运载器)停工时间量最小化,也可以优化在基底上形成涂层的方法。例如,货船通常含有4至7个货舱。各货舱具有相当大的表面积,通常超过大约1,300平方米。由于大部分腐蚀、侵蚀和磨损破坏在该装置的地板和壁下部上,该涂层可以任选仅限于基底的这些区域。即使使用这种限制步骤,也可能要加工大约600平方米至大约900平方米的极大面积。给定要加工的面积的大小,可以渐增进行该加工。也就是说,该加工可能必须在较小区域上进行,然后转而加工下一区域,等等,由此在整个区域上渐增完成该过程。
在一个具体实施方案中,可以使用一个或多个船运集装箱容纳和运输要用在本文所述的方法中的必要设备和材料。为了加速该加工,可以将物品以使用顺序置于集装箱中。例如,进行该作业所需的设备,如发电机和/或压缩机是最后需要的物品并位于该集装箱背部或任选作为集装箱本身的一部分安装。船运集装箱的使用有助于搬运到船甲板上以及运输到港口或在此要施加涂层的地点。以需要的顺序排列装入集装箱中的设备和物品使安装时间最小化。借助用于该涂层施加法的最佳装载的船运集装箱,可以在该集装箱到达港口的几小时内开始加工。该施加系统的相对紧凑型性质也允许使用搬动标准船运集装箱用的相同设备将其装载到货船上并且能够在不要求船只保持停靠的情况下实施该方法。
此外,使用机械辅助设备,如BUG-O自动工具操作该工艺设备,例如枪,如喷砂枪和喷涂枪优于手动喷砂和喷涂。机械辅助设备可用于可喷涂或喷砂足够大的区域的各枪以使反复移动和安装最小化。在优选实施方案中,由于该设备的尺寸和(在喷砂的情况下)清理要求,该区域应尽可能大以在确保移动本身不过度耗时的同时限制该加工设备的移动数。更优选地,用在典型货舱空间中的喷涂区域尺寸可以是尺寸为大约9平方米的矩形。
为了最优化,优选的总涂层体系施加法是在第一货舱上完全进行各个层工艺,然后移向下一货舱。例如,喷砂在第一货舱中开始和结束,然后移向第二货舱。完全在将各货舱喷砂后形成粘合层,然后形成耐受层,最后形成密封层。在给定货舱上同时进行多于一个工艺可能牵涉更多努力在各工艺的安排中以防止干扰另一工艺或引入层的污染。对喷砂工艺步骤而言,情况尤其如此。
为了进一步限制运载器在该多层式保护涂层的施加过程中的停工期,多个完全涂布系统装置的使用会显著减少施加时间。采用多个轮作进一步限制停工期并且可以在大约3至大约4周内喷涂整个运载器(最多大约4,000平方米)。相反,更换钢甲板花费明显更长的时间(数月)以及明显更多的成本。
现在详细提到本发明的实施方案,其实例显示在附图中。
图1是根据本发明的一个实施方案的涂层体系的截面示意图。
参照图1,装置笼统标作附图标记100。装置100包括在耐受如本文论述的不同类型或类别的散货、环境和应用因素方面针对具体需求定制和甚至改造的多个涂层102。该装置包括经过表面准备的基底104,所述表面准备除去基底104的表面上的现有污染和/或腐蚀。此外,该表面准备通过提供粗糙化表面来促进粘合层的粘合。
在该基底104上形成粘合层106。在此实施方案中,粘合层106包括Ni5Al——已知在用电弧线喷涂法施加时良好粘合的组成。粘合层106也可以为基底104提供额外的腐蚀防护。例如,如果且当外部涂层(涂层102的其它层)因冲击力而严重受损时,提供所述额外的腐蚀防护。在此实施方案中,粘合层106具有大约0.1毫米的厚度。
仍参照图1,在粘合层106上形成耐受层108。耐受层108经定制以提供耐腐蚀性。该层也耐受侵蚀、磨损和腐蚀。在此实施方案中,耐受层108包括316不锈钢。该耐受层具有大约0.7毫米至大约1.1毫米的厚度。
在该耐受层108上形成密封层110。在此实施方案中,密封层110是最终涂层并施加到耐受层108的表面上。密封层110由聚氨酯基密封剂或双组分环氧组合物构成,施加其以至少润湿该表面并使其浸入耐受层108的孔隙,由此尽量减少腐蚀性元素渗入基底104。密封层110也用于为涂层102提供更光滑的饰面,由此相对容易清洁和/或减少残留物累积。
图2是根据本发明的另一实施方案形成涂层的工艺流程。
参照图2,在装置上形成涂层的工艺流程笼统标作附图标记200。步骤202涉及包括至少一个基底的装置的表面准备。该基底是钢货舱板。该基底的表面准备202包括除去基底表面上的现有污染和/或腐蚀。此外,该表面准备通过使基底表面粗糙化来促进追加涂层的粘合。
在此实施方案中,该表面准备包括该装置的基底的喷砂加工。图3显示了表面准备步骤202的工艺流程。现在参照图3,以附图标记300描绘优选实施方案,其中设置自立式便携罩,其容易以瞬时建立型构造(instant up configuration)设置。相应地,在步骤302中,将该罩置于所选工作区,例如基底上方以用于表面准备法。
此外,在此实施方案中,包括使用罩的该准备法使清理最少化,且该罩能够容易地从一区域移向另一区域。该罩具有大约3平方米的面积。在设置该罩后,进行步骤304。在步骤304中,在该准备法中与压力或抽吸喷砂装置(未显示)一起使用一个或多个喷砂枪(未显示)。一人可监测喷砂操作,同时优选两人将该加工设备从一处理区移向另一处理区。在货舱的整个地板和壁下部上以码垛模式(具有小交迭)将基底区域喷砂。
现在再提到图2的工艺流程200,现在进行步骤204。步骤204涉及形成粘合层-在此实施方案中,该粘合层具有镍基合金组成。在图4中作为工艺流程400提供步骤204的额外细节。在此实施方案中不需要保护结构,因为使用相对薄层和高沉积效率。但是,在工艺流程400的情况中可以使用保护结构。
步骤402涉及清洁步骤304的喷砂碎屑。在此实施方案中,可以在步骤304中将该装置,例如货舱,喷砂并在步骤402中清除碎屑后进行粘合层的形成。在步骤404中,通过在预处理过的基底,例如粗糙化的钢基底表面上喷涂粘合层,形成该粘合层。在此实施方案中,喷涂设备是具有能够实现超过大约50千克/小时的沉积速率的宽喷涂模式的高电流双线电弧喷涂装置。优选使用单枪,因为双枪的使用通常不改进多货舱涂施的工艺时间,因为喷砂限制了该涂布系统工艺的总速度。也可以使用小于大约75毫米的区域间最小交迭。
回到图2,图2的工艺流程200的步骤206涉及形成耐受层。在图5中在工艺流程500中提供步骤206的额外细节。该耐受层耐受磨损、侵蚀和腐蚀并通过在粘合层上喷涂该层来形成。在喷涂该耐受层时,优选使用保护罩以防止过度喷涂污染相邻区域并使过度喷涂材料的清理工作最小化。因此,在步骤502中,在要处理的基底的至少一部分上放置自立式便携罩。当然,在另一些实施方案中,可以在不使用保护罩的情况下进行喷涂。在步骤504中,用高电流双线电弧装置形成耐受层。用于喷涂该顶涂层的电弧单元设备可以与用于喷涂粘合层的相同。当然,可以根据所需要的涂层厚度使用两个或更多个枪。如同粘合层,仅仅要求小于大约75毫米的最小交迭。此外,在涂布区域可能在平坦表面上终止的区域中,可以削薄涂层边缘以消除整个涂层出现硬边缘可能性。
现在提到图2中的工艺流程200的步骤208,涉及密封层的施加。用典型的漆滚筒装置手工施加密封层,该滚筒连接到伸长杆上以利于一次施加到该货舱的大区域上同时使施加过程中重新部署人员和设备的量最小化。典型伸长杆会为大约1.5至2米长,尽管可以使用更长或更短的杆。
实施例
步骤1(表面准备):在此实施例中,使用A36钢板作为基底。这种A36钢板是可以从大片材中获得的低成本、低碳钢。从该片材中切下尺寸为大约76.2厘米×76.2厘米的该钢板。选择这类钢,因为其具有与远洋船舶的货舱中所用的钢板类似的性质。使用具有20grit粒度和氧化铝组成的Sulzer清洁喷砂介质喷砂枪将该喷砂介质喷在基底上以除去污染和促进后继层的粘合。
步骤2(粘合层):用Sulzer Metco SmartArcTM高级电线电弧热喷涂系统形成粘合层。该热喷涂系统还包括也来自Sulzer Metco的SmartArcTM PPC Console和350RU电源。该枪配有细喷涂气帽并如本领域普通技术人员已知的那样用在该方法中。
操作参数包括使用初始压力为大约35psi的空气并将电源设定至大约200Amp和大约27Volt。使用带有镍基料的Sulzer Metco8400电弧线喷涂。该Sulzer Metco电弧线/镍基料具有Ni5Al的化学、大约1.6毫米(14gauge(标准规格))的线尺寸和合金线形态。
以大约12.7厘米的间距手工喷涂该基底,通过3次。以大约38.1微米/次的沉积速率沉积大约0.1毫米厚度。
步骤3(耐受层):使用步骤2中描述的相同设备形成耐受层。但是,在此步骤中,使用带有铁基线的电弧线喷涂。更具体地,使用电弧线喷涂/铁基料。该电弧线喷涂/铁基料具有Fe13Cr0.5Si0.5Ni0.5Mn0.35C的化学、大约1.6毫米(14gauge)的线尺寸和合金线形态。
以大约12.7厘米的间距手工喷涂带有已形成的粘合层的基底,通过30次。以大约38.1微米/次的沉积速率沉积大约1.3毫米厚度。
图6A显示了用附图标记600标示的如实施例1中所述的装置的自顶向下视图并如本文所述进一步应力测试。测试形成了保护涂层的实施例1的装置。使8吨铲斗从大约5英尺高度落到基底的冲击区602上。在8吨铲斗落下后,通过使铲斗接近基底上的刮擦区604,进行随后的刮擦。进行这两个程序以模拟包括通常在装卸作业过程中破坏货舱的两类操作力的实际操作。
图6B显示了图6A的装置的沿线A至A’截取的截面侧视显微照片。使8吨铲斗落到冲击区602上产生大约200,000psi的冲击力,由此在冲击区602中产生深凿孔。可以看出,尽管在基底606上施加极大力且基底已弯曲,但是没有发生粘合层608与基底606的分离或层离或耐受层6l0与粘合层608的分离或层离。相应地,这些涂层耐受8吨铲斗的冲击,尽管基底606屈服于大约200,000psi的力,但是没有损害涂层系统完整性。
图6C显示了图6A的装置的沿线B至B’截取的截面视图显微照片。线B至B’位于其中基底606不经受冲击的区域与其中铲斗落在基底上的冲击区602之间的过渡区。在此,耐受层610包括数个区域612,在所述区域612中其遭受一些小破坏,例如裂纹和材料拉出。但是,没有发生粘合层608与基底606的分离或层离或耐受层610与粘合层608的分离或层离。
图6D显示了图6A的装置沿线C至C’截取的截面侧视显微照片,其显示了刮擦区604的横截面,在所述刮擦区604中8吨铲斗刮擦并靠近该装置的表面。粘合层608和耐受层610都未受损。没有发生粘合层608与基底606的分离或层离或耐受层610与粘合层608的分离或层离。较浅色区域614是从软钢制成的8吨铲斗叶片上刮除并涂抹到耐受层610的表面上的材料。这些刮除区在图6A中也显示为闪光的条带图案。
如图6A-6D中所示且概括而言,在冲击区602中,没有发生粘合层608与基底606的分离或层离或耐受层610与粘合层608的分离或层离。在冲击区602中,存在着耐受层610的一些去除。在刮擦区604中,没有发生粘合层608与基底606的分离或层离或耐受层610与粘合层608的分离或层离。
本领域技术人员显而易见的是,可以在不背离本发明的精神或范围的情况下在本发明中作出各种修改和变动。因此,本发明旨在涵盖本发明的所述修改和变动,只要它们落在所附权利要求及其对等物的范围内。
Claims (21)
1.多层式保护涂层,其包含:
在基底的以使粘合层粘着的预定方式准备的第一面上形成的所述粘合层,所述粘合层具有基底面和非基底面;
由耐受冲击力和由运载器货舱中的腐蚀性环境造成的腐蚀的预定材料制成的耐受层,所述耐受层在所述粘合层的所述非基底面上形成,所述耐受层具有粘合面和非粘合面;和
在所述耐受层的所述非粘合面上形成的密封层。
2.根据权利要求1的涂层,其中所述运载器是船、飞机、航天器、铁路运输车辆和陆上车辆中的至少一种。
3.根据权利要求1的涂层,其中所述粘合层包含金属和金属合金中的至少一种,所述耐受层包含金属和金属合金中的至少一种,且所述密封层包含聚氨酯基密封剂和环氧树脂中的至少一种。
4.根据权利要求1的涂层,其中所述密封层包含聚氨酯基密封剂和环氧树脂中的至少一种。
5.根据权利要求1的涂层,其中所述密封层密封所述耐受层的孔隙。
6.根据权利要求1的涂层,其中所述耐受层包含镍基合金和铁基合金中的至少一种。
7.根据权利要求6的涂层,其中所述铁基合金包含Fe13Cr0.5Si0.5Ni0.5Mn0.35C组成。
8.根据权利要求1的涂层,其中所述耐受层具有选自大约0.1毫米至大约2毫米的范围、大约0.5毫米至大约2毫米的范围和大约0.7毫米至大约1.1毫米的范围的厚度范围。
9.根据权利要求1的涂层,其中所述粘合层包含镍基合金。
10.根据权利要求9的涂层,其中所述镍基合金具有选自Ni5Al组成、Ni20Al组成、Ni20Al20Fe4Cr组成及其组合的组成。
11.根据权利要求1的涂层,其中所述粘合层具有大约0.02毫米至大约0.3毫米的厚度。
12.根据权利要求1的涂层,其中所述基底是远洋船舶的货舱板。
13.根据权利要求1的涂层,其中所述耐受层包含Ni16Mo15.5Cr5Fe3.7W组成。
14.具有耐受冲击力和腐蚀的多层式保护涂层的基底,其包含:
粘合到所述基底上的粘合层,其中在基底的已除去污染的第一面上形成所述粘合层;
直接在所述粘合层上形成的耐受层,其中所述耐受层耐受冲击力和由运载器货舱中的腐蚀性环境造成的腐蚀;和
直接在所述耐受层上形成的用于密封所述耐受层的孔隙的密封层。
15.根据权利要求14的基底,其中所述耐受层包含镍基合金和铁基合金中的至少一种。
16.根据权利要求14的基底,其中所述耐受层包含Ni16Mo15.5Cr5Fe3.7W组成。
17.在基底上形成多层式保护涂层的方法,包括下列步骤:
通过从第一基底表面上除去腐蚀的表面材料并粗糙化所述第一基底表面来准备所述第一基底表面;
在所述第一基底表面上形成粘合层;
在所述粘合层上形成耐受层,所述耐受层耐受冲击力和由运载器货舱中的腐蚀性环境造成的腐蚀并包含铁基合金和镍基合金中的至少一种;和
在所述耐受层上形成密封层,其中所述密封层渗透所述耐受层的孔隙。
18.根据权利要求17的方法,其中所述基底是运载器的货舱的钢板。
19.根据权利要求18的涂层,其中所述运载器是船、飞机、航天器、铁路运输车辆和陆上车辆中的至少一种。
20.根据权利要求17的方法,其中形成所述耐受层的步骤包括用热喷涂涂层形成所述耐受层。
21.根据权利要求20的方法,其中用电线电弧喷涂系统形成所述热喷涂涂层,且所述耐受层包含镍基合金和铁基合金中的至少一种。
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- 2008-04-15 EP EP08745885A patent/EP2140037A2/en not_active Withdrawn
- 2008-04-15 JP JP2010504196A patent/JP5562833B2/ja not_active Expired - Fee Related
- 2008-04-15 RU RU2009142199/02A patent/RU2471888C2/ru not_active IP Right Cessation
- 2008-04-15 KR KR1020097021896A patent/KR20100015732A/ko active IP Right Grant
- 2008-04-15 CN CN201410100594.3A patent/CN103952701A/zh active Pending
- 2008-04-15 US US12/596,197 patent/US8746164B2/en not_active Expired - Fee Related
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2014
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CN108138882A (zh) * | 2015-10-16 | 2018-06-08 | 蒂森克虏伯弹簧与稳定器有限责任公司 | 带涂层的弹簧 |
CN108138882B (zh) * | 2015-10-16 | 2020-09-08 | 蒂森克虏伯弹簧与稳定器有限责任公司 | 带涂层的弹簧 |
US11390757B2 (en) | 2015-10-16 | 2022-07-19 | ThyssenKrupp Federn und Stabilisatoren GmbH | Coated spring |
CN106183223A (zh) * | 2016-08-11 | 2016-12-07 | 安徽宏昌机电装备制造有限公司 | 一种自适应性耐磨板材 |
CN106756736A (zh) * | 2016-11-21 | 2017-05-31 | 中国科学院大气物理研究所 | 有抗腐蚀涂层的微小型潜艇 |
Also Published As
Publication number | Publication date |
---|---|
US20140234651A1 (en) | 2014-08-21 |
CN101688310A (zh) | 2010-03-31 |
RU2009142199A (ru) | 2011-05-27 |
EP2140037A2 (en) | 2010-01-06 |
JP5562833B2 (ja) | 2014-07-30 |
KR20100015732A (ko) | 2010-02-12 |
US20100285329A1 (en) | 2010-11-11 |
JP2010525167A (ja) | 2010-07-22 |
US8746164B2 (en) | 2014-06-10 |
JP2014193622A (ja) | 2014-10-09 |
HK1200503A1 (zh) | 2015-08-07 |
WO2008130943A2 (en) | 2008-10-30 |
WO2008130943A3 (en) | 2009-08-20 |
RU2471888C2 (ru) | 2013-01-10 |
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