CN104603483A - 用于内燃机的轴承 - Google Patents
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Abstract
本发明涉及一种用于内燃机的轴承(1),所述轴承(1)为通过阴极溅射沉积的层(4)与聚合基质的滑动层(5)的组合结合,所述轴承(1)使负载能力和耐夹持性的性能分别提升至高于120MPa和85MPa的值,从而实现高于170MPa的材料指数(MI)。
Description
技术领域
本发明涉及一种用于内燃机的轴承,所述轴承提供有聚合滑动层,用于在高压以及低润滑条件下工作时延长其寿命。
背景技术
本发明涉及一种包括聚合物的轴承,其中含铁的基底材料涂布有青铜合金层,在该青铜合金层上通过溅射沉积层,该层接纳连同其它元件一起提供有软金属合金的聚合滑动层,其中第一层和溅射得到的层能利用粘结层结合。
考虑到汽车工业的需求增长,特别是考虑到环境问题,新的要求已出现,这直接反映在内燃机的组件上。自然经受该效果的一些部件为轴承,由此为青铜轴承。
为了改善耐腐蚀性、摩擦系数和抗刮伤性,已出现无数的发展。另一方面,内燃机工作压力的增大使得难以在早期导致轴承磨损的此类尝试中成功。应注意的是将来不会为该致动领域保持任何储备的缓解;足以观察到要求更有动力,它们能达到更高的旋转状态,更有效并消耗更少的燃料。
自然,在新的要求面前,新材料将是必需的,因为当前限制内燃机性能的已知材料都是相同的。
此外,由于对内燃机的需求增长,为了降低摩擦,人们已使用粘度降低的润滑油。这表现出了关于内燃机轴承的特别严重的问题,因为高速下围绕轴承的油层经历变薄的现象,致使金属元件之间的接触更强,这导致轴承过早磨损。
为了尝试解决上述问题,人们已开发出多层青铜轴承。多层结构通常包括涂布有软金属合金的耐受性的基底材料,诸如钢,以及至少一个滑动层,该滑动层将与润滑油的膜保持接触。这些层通常利用首先附着至载体的卷料的涂层和附着至第一位置中的卷料表面的至少一个卷料的附加层。后一卷料的外表面形成与车轴相互作用的实际滑动表面。
相应要注意这些层的重要性不特别限于滑动层。相反,这些层的功能通过它们之间的相互作用以及相对于相邻层的功能而发现,这些层分别对轴承的性能具有特定作用。此外,通常,为了其寿命,轴承提供有多于一个的层。因此,当滑动层磨损时,此后另一层将与油膜接触,起到滑动层或磨损层的作用。在这些情况中,涂覆至基底材料(第一层)的层具有为耐刮伤和制动性提供与滑动层一样合理性能的目的。
通常,第一层在适应轴承表面和车轴表面之间微小偏差和适应对油膜中存在的颗粒进行计数的能力方面性能较差,油膜中存在的颗粒将导致表面擦伤或磨损。
处于此种考虑,人们已建议由许多层构成的方案,每个层具有用于改善摩擦学输出的明确功能,用于防止前述问题。
这些方案之一可以通过溅射过程将铝和锡沉积至轴承材料的第一层上为例。此类轴承具有作为主要特性的经受高负载的优势。无论如何,缺点在于沉积的层对油膜中的大幅变化或突变性具有低敏感性,导致轴承潜能退化,并在长期过程中削弱性能,从而削弱发动机的功能或者甚至导致其故障。
专利申请GB2465852描述了一种聚合滑动层,用于改善用在发动机上的轴承性能,该发动机在重型条件下运行。上述聚合层包含减少摩擦的添加剂,由包含体积含量为5%至15%金属粉末的基质构成,该金属粉末优选选自由铝、铜、银、钨和不锈钢组成的组;体积含量为1%至15%的含氟聚合物,优选PTFE或FEP,余量为聚酰胺-酰亚胺树脂。
应注意该聚合滑动层的好的特性在于其不经受磨损并在其整个使用寿命内保留在轴衬上,对其提供比常规轴衬的负载能力更高的负载能力。这种作用通常在使用铝粉时具有优异的性能。无论如何,该英国文献公开的轴承呈现出缺点。不存在通过溅射过程沉积得到的层降低了轴承的负载能力。如果该缺点与增压更强的内燃机的需求增长相关,则该轴承的应用将必然受限。
另一现有技术已知的轴承在专利US7541086中描述。与以上引用的文献不同,在此公开的轴承具有配置有通过溅射过程沉积得到的层的结构性构造。该沉积层的简单存在已表明轴承具有较高的负载能力和耐磨损性。无论如何,该文献的新颖性不在于该事实,因为配置有溅射过程沉积得到的层的轴承很久以前就已经是公知的。
因此,该专利呈现的轴承停留于基础点。聚合滑动层的产生应用于该沉积层。然而,应注意,该聚合滑动层与文献GB2465852的聚合滑动层无关,因为这是提供有硫酸氢钼的聚合损失层,如所公知的,硫酸氢钼是优异的润滑剂。
然而,聚合物的化学构造不能设计,使得它将在整个轴承的有用寿命期间失效。相反,目的在于该聚合层将在运行的前数小时期间磨损,使得硫酸氢钼将从聚合物释放至注入沉积层中。
由此,在运行数小时后,该文献中描述的轴承具有与现有技术的轴承相同的结构构造,即它表现为轴承,该轴承在其耐久性中呈现出性能的主要元件为溅射的滑动层。因此,该轴承不能保证高的负载能力,尽管它呈现出良好的耐夹持性。
这两个文献综合了获得能提供耐夹持性和高负载能力之间平衡点的轴承的巨大困难。自然,这些特征即使在本申请中也是一直被追求的,但还未实现,更不用说将来汽车工业已如此激烈地声称为是重要的需求。
对此的理由在于限值通常遭遇到现有技术的轴承。在此方面,人们应注意提供有溅射的滑动层的轴承的负载能力值通常在100MPa至120MPa的范围内,通常的夹持负载在50MPa至60MPa的范围内。在改善耐夹持性的尝试中,具有聚合物的双金属轴承可实现约85MPa至90MPa的值。无论如何,通常的负载能力为约70MPa至80MPa。这些数值清楚地表明实现改善上述性能中的一种性能而不显著牺牲另一性能的困难。
自然,谐振技术有一定可能性,但通常由于开发和工业制造的高成本而变得不实用。在此方面,人们一直尝试通过仅改变这些层而不是合并这些层来实现更耐久的轴承。
由此,必然需要发现一种能组合为轴承耐久性成因的特性的轴承,是的该轴承将具有等于或高于120MPa的负载能力,以及高于85MPa的夹持负载。
发明内容
因此,本发明的目的是提供一种能组合为轴承耐久性成因的特性的轴承,从而同时获得负载能力值和耐夹持性值的提高。
本发明的另一目的是提供一种轴承,所述轴承包括至少一个溅射层,所述溅射层接纳聚合的滑动层,其中聚合涂层将在所述轴承的整个有用寿命内保持可用。
本发明的又一目的是提供一种轴承,所述轴承包括提供有聚合涂层的至少一个溅射层和其它元件,聚合的滑动层由软金属合金构成。
本发明的目的通过利用用于内燃机的轴承来实现,所述轴承提供有含铁的基底材料,在所述含铁的基底材料上依次涂覆有青铜合金的第一层和沉积层,并且在所述沉积层上涂覆滑动层,所述滑动层包括提供有软金属的聚合的聚酰胺-酰亚胺基质、含氟聚合物和硅烷类材料,所述轴承能经受高于85MPa的夹持负载。
附图说明
现将参照附图中呈现的实施方式的实例来更详细地描述本发明。附图示出了:
图1是本发明的轴承的各个层的示图;
图2是本发明的轴承的各个层的图片;
图3是将现有技术的轴承与本申请的轴承相比较的对比图;且
图4是1000小时发动机测试后,将现有技术的轴承与本申请的轴承相比较的对比图。
具体实施方式
图1和图2示出了本发明的轴承的横截面图。优选地,但不是必须地,本发明的轴承1包括含铁的基底材料10,在该含铁的基底材料10上涂覆有青铜合金的第一层2。第一层2进一步包括通过溅射沉积的层4,该层4则包括含有软金属、含氟聚合物和硅烷类材料的聚合的聚酰胺-酰亚胺基质的滑动层5。在与图1的示例相等的可替代的构造中,轴承1被配置有粘结层3,该粘结层3被涂覆至第一层2上,粘结层3的主要目的为在第一层2和沉积层4之间提供更好的结合。
对于本发明的轴承1的特殊性,应注意基底材料10包括含铁的合金,优选由厚度范围为1mm至5mm的低碳钢或中碳钢制成的含铁合金。
对于第一层2,其组成优选为4%~8%锡、1%~4%铋、1%~3%镍,余量为铜。铜合金具有150微米至400微米范围内的厚度。应注意的是第一层2可包含铅或不含铅。
如果存在,粘结层3包括镍和铬,其厚度范围为1微米至5微米。
通过溅射沉积的层4包括1%~40%锡、1%硅、1%铜、2%铁,余量的铝。沉积层4的厚度范围为3至20微米。
如前文所公开,本发明涉及将该聚合的滑动层5沉积至通过溅射沉积的层4上。更具体地,聚合的滑动层5包括提供有软金属、含氟聚合物和硅烷类材料的聚合的聚酰亚胺-酰亚胺基质。
优选地,滑动层5具有1%~14%体积浓度的软金属(粉末或片状形式),更优选11%~14%,理想浓度为12.5%。软金属可选自铝、铜、银、钨合金和不锈钢(inox)。
在本发明的优选实施方式中,滑动层包括粒径小于5微米的铝粉。金属的形状可经加工,使得其将产生最大的面积,使软金属在聚合基质中更好取向,由此,在吸收薄油膜中存在的颗粒方面产生更好的性能。
优选地,滑动层5具有体积浓度为2%至8%的含氟聚合物。该含氟聚合物可选自聚四氟乙烯和氟化的乙烯-丙烯,优选滑动层5的含氟聚合物为聚四氟乙烯(PTFE),聚四氟乙烯的量为5.7%。应注意的是该含氟聚合物的使用降低了轴承的摩擦系数,并改善了轴承的润滑性能。
由滑动层5构成的聚合基质还包含硅烷材料。这些材料提高基质的稳定性,并提高该材料对通过溅射沉积的层4的附着性。硅烷材料可选自γ-氨基丙基三乙氧基硅烷或双(γ-三甲氧基甲硅烷基丙基)胺,优选该硅烷材料为γ-氨基丙基三乙氧基硅烷。上述滑动层优选具有浓度范围为体积含量为3%至6%的材料或硅烷材料的混合物,优选4.8%。
滑动层5的聚合基质进一步包括低于0.1%的量的其它成分,余量为聚酰亚胺-酰亚胺,其通常将产生77%的量。
最终,滑动层5的厚度范围为5微米至20微米,优选7微米至20微米。
简而言之,本发明的新理念经历通过溅射沉积的层4与聚合基质的滑动层5组合的结合。本发明合并了每种方案的最佳特性。一方面,能合理想到沉积层4将保证良好的耐磨损性和良好的负载能力,另一方面,聚合的滑动层5通过良好的耐夹持性。因此,将预期到,在最佳的假设中,人们将实现现有技术中发现的各个值的组合,即,实现具有等于120MPa的负载能力和等于或高于85MPa的夹持负载值的轴承1。
令人惊奇地,新的组合具有超出预期的结果,已对负载能力实现了高至150MPa的值,并对夹持负载实现了90MPa的值,这些值显著高于人们分析现有技术的结果时的简单预期。
因此,本发明的结构构造已超出初始预期,完全证明了新的轴承1在成本方面是有效的。换句话说,能理解声称本发明的轴承1的成本比只适应它们的层中一部分层的轴承成本高。因此,首先,人们可能预期本发明的轴承将是商业上不实用的。然而,所实现的优异的摩擦学结果保证了内燃机比正常内燃机(包括最现代的发动机)更长的寿命,其应力明显更高。因此,由本发明的轴承1实现的结果与现有技术的轴承一样高,因为甚至在润滑较差的条件下,它推动发动机超出当前的天数限值并达到更长的时间,所以人们预期是商业成功的。
这种新的不能预期的效果可能是由于新的机制和新的功能,对此在滑动层5的聚合基质中添加软金属片或粉具有特别的影响。
现有技术,即Miba的专利明确地阐述了人们不应将软金属用与聚合层中,因为聚合层在分解过程中将使这些薄的金属颗粒转移至油中,由此对轴承产生潜在风险,即早期磨损。当要求在聚合的滑动层5的组成中含有软金属时,本发明的原理具有不同的标准。
考虑到聚合层在轴承的整个有用的寿命期间都保持与轴承结合,嵌入至滑动层5中的软金属片或粉的功能对发动机具有保护效果。这种金属,例如铝,促进润滑油中存在的残留颗粒的吸收,防止残留颗粒对发动机产生损坏。
在位于轴承中的由高负载和高粘度产生的障碍的情况下,影响可超出聚合的滑动层5。在此方面,本发明的轴承1的结构构造产生沉积层4将能吸收这些有害影响的一部分的效果。这种效果来自于以下因素,它的化学组成也由软金属提供。因此,沉积层和滑动层5联合起作用,从而为轴承1磨损提供更大的难度。
正是两个层4、5之间的这种动力学产生了具有较高耐夹持性和高负载能力的轴承。在此方面,上述轴承1是各种测试的目标,以评价其对内燃机的特性,且已经明显的是这种轴承在轴承的整个有用的寿命期间减少了摩擦,并改善了耐刮擦性。
实现的结果使得人们建立了考虑硬特性(负载能力)和软特性(耐夹持性)之间关系的价值。考虑到两种指数用作兆帕单位(MPa),能确定将与硬特性(IH)和软特性(IS)相对应的材料指数(IM),这将产生以下关系式:IM=IH+IS。
以下表格示出了现有技术的轴承与本发明的轴承1的材料指数(IM)的对比。
表1
金属特性 | IH(Mpa) | IS(Mpa) | IM(Mpa) |
具有聚合物的Bi金属AlSnSi(GB2465852) | 80 | 80 | 170 |
溅射AlSn(US7541086) | 120 | 50 | 170 |
溅射具有聚合物的AlSnAlSn | 150 | 90 | 240 |
如从上表可见,本发明的轴承1可实现比现有技术的最佳值更好的大于40%的材料指数,由此证明其显著的优点。
图4的图像示出了在1000小时的测试中实现的最优结果,并观察到图4的上轴承代表现有技术的轴承,且下轴承代表本发明的轴承。最令人印象深刻的是本发明的轴承1不呈现任何擦痕,由此证明其显著的优异性。
该测试通过使用重型柴油机进行。施加的能力负载为85MPa。
而图3呈现在本发明的轴承和现有技术的另一轴承之间进行的试验。
该测试对台架试验进行,其中试验油被打开并关闭以评价最小润滑条件下轴承的抗划擦特性。该测试按以下步骤进行:
1)台架试验的发动机在充分润滑下启动达15分钟;
2)在供应油并切断90秒之后,充分润滑3分钟;
3)在供应油并切断120秒之后,充分润滑3分钟;
4)在供应油并切断150秒之后,充分润滑3分钟。
本发明中公开的轴承1已经历其它步骤,而没有轴承的任何划擦出现。现有技术的轴承在五次试验中四次失败,其中三次失败在第一步中就出现了。自然,至少可以说,这是明显的差异。
由此,本发明的轴承1的优点是明显的,其中以上述特定的结构构造布置的化学成分的组合已产生优异的结果,这些结果是以前从未实现的。
已提供了实施方式的优选实施例,人们应理解本发明的范围涵盖气体可能的变体,本发明的范围仅由所附权利要求的内容限定,并包括可能的等价体。
Claims (18)
1.一种用于内燃机的轴承,所述轴承(1)提供有含铁的基底材料(10),在所述含铁的基底材料(10)上依次涂覆有青铜合金的第一层(2)和沉积层(4),其特征在于,在所述沉积层(4)上涂覆滑动层(5),所述滑动层(5)包括提供有软金属的聚合的聚酰亚胺-酰亚胺基质、含氟聚合物和硅烷类材料,所述轴承(1)能经受高于85MPa的夹持负载。
2.根据权利要求1所述的轴承,其特征在于,所述沉积层(4)通过溅射沉积。
3.根据权利要求1所述的轴承,其特征在于,所述滑动层(5)包括重量含量为1%~15%,优选重量含量11%~14%的所述软金属。
4.根据权利要求1至3所述的轴承,其特征在于,所述滑动层(5)包括体积含量为12.5%的所述软金属。
5.根据权利要求1所述的轴承,其特征在于,所述滑动层(5)的软金属为片状或粉状形式的铝。
6.根据权利要求1所述的轴承,其特征在于,所述滑动层(5)包括体积含量为2%至8%的含氟聚合物。
7.根据权利要求1和6所述的轴承,其特征在于,所述含氟聚合物为聚四氟乙烯(PTFE)型。
8.根据权利要求1所述的轴承,其特征在于,所述滑动层(5)包括体积含量为3%至6%的所述硅烷类材料。
9.根据权利要求1所述的轴承,其特征在于,所述基底材料(10)包括低碳钢或中碳钢。
10.根据权利要求1所述的轴承,其特征在于,所述沉积层(4)包括由铝和锡构成的金属合金。
11.根据权利要求1所述的轴承,其特征在于,所述滑动层(5)提供有范围为5微米至20微米,优选7微米至20微米的厚度。
12.根据权利要求1所述的轴承,其特征在于,所述沉积层(4)提供有范围为3微米至20微米,优选5微米至20微米的厚度。
13.根据权利要求1所述的轴承,其特征在于,在所述第一层(2)上涂覆粘结层(3),所述粘结层(3)促进所述第一层(2)和所述沉积层(4)之间的结合。
14.根据权利要求13所述的轴承,其特征在于,所述粘结层(3)具有3微米至20微米,优选1微米至5微米范围内的厚度。
15.根据权利要求1所述的轴承,其特征在于,在所述轴承(1)的整个有用的寿命期间,所述滑动层(5)保持与所述沉积层(4)功能性结合。
16.根据权利要求1所述的轴承,其特征在于,所述轴承具有120MPa至150MPa,优选140MPa至150MPa的负载能力。
17.根据权利要求1所述的轴承,其特征在于,所述轴承经受85MPa至90MPa范围内的夹持负载。
18.一种用于内燃机的轴承,其特征在于,所述轴承(1)包括通过溅射沉积的层(4),在所述层(4)上涂覆滑动层(5),所述滑动层(5)包括提供有软金属的聚合基质,所述轴(1)的材料指数(IM)高于170MPa。
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AT502546B1 (de) * | 2005-09-16 | 2007-10-15 | Miba Gleitlager Gmbh | Lagerelement |
DE102005045701A1 (de) * | 2005-09-20 | 2007-03-22 | Ks Gleitlager Gmbh | Gleitlagerverbundwerkstoff |
DE102008037871A1 (de) * | 2008-08-15 | 2010-02-25 | Amg Coating Technologies Gmbh | Gleitelement mit Mehrfachschicht |
GB2465852A (en) * | 2008-12-08 | 2010-06-09 | Mahle Engine Systems Uk Ltd | Plastics polymer-based bearing material |
KR101391273B1 (ko) * | 2009-12-31 | 2014-05-07 | 생―고뱅 퍼포먼스 플라스틱스 팜푸스 게엠베하 | 재생 가능 에너지원으로부터 전력을 발생시키기 위한 발전 구조물 |
GB2496587A (en) * | 2011-11-09 | 2013-05-22 | Mahle Int Gmbh | A sliding bearing comprising three layers of material |
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