EP2443266B1 - Motorkomponente umfassend eine korrosionsschutzschicht und herstellungsverfahren - Google Patents

Motorkomponente umfassend eine korrosionsschutzschicht und herstellungsverfahren Download PDF

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Publication number
EP2443266B1
EP2443266B1 EP10789819.9A EP10789819A EP2443266B1 EP 2443266 B1 EP2443266 B1 EP 2443266B1 EP 10789819 A EP10789819 A EP 10789819A EP 2443266 B1 EP2443266 B1 EP 2443266B1
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EP
European Patent Office
Prior art keywords
engine component
layer
engine
corrosion
valve
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Not-in-force
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EP10789819.9A
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English (en)
French (fr)
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EP2443266A1 (de
EP2443266A4 (de
Inventor
Magnus Bergström
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Scania CV AB
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Scania CV AB
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    • C—CHEMISTRY; METALLURGY
    • 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
    • C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
    • C23C8/00—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals
    • C23C8/06—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases
    • C23C8/08—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases only one element being applied
    • C23C8/10—Oxidising
    • C—CHEMISTRY; METALLURGY
    • 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
    • C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
    • C23C8/00—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals
    • C23C8/06—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases
    • C23C8/08—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases only one element being applied
    • C23C8/10—Oxidising
    • C23C8/12—Oxidising using elemental oxygen or ozone
    • C23C8/14—Oxidising of ferrous surfaces
    • C—CHEMISTRY; METALLURGY
    • 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
    • C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
    • C23C8/00—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals
    • C23C8/06—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases
    • C23C8/08—Solid state diffusion of only non-metal elements into metallic material surfaces; Chemical surface treatment of metallic material by reaction of the surface with a reactive gas, leaving reaction products of surface material in the coating, e.g. conversion coatings, passivation of metals using gases only one element being applied
    • C23C8/10—Oxidising
    • C23C8/16—Oxidising using oxygen-containing compounds, e.g. water, carbon dioxide
    • C23C8/18—Oxidising of ferrous surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/02—Selecting particular materials for valve-members or valve-seats; Valve-members or valve-seats composed of two or more materials
    • F01L3/04—Coated valve members or valve-seats
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/08—Valves guides; Sealing of valve stem, e.g. sealing by lubricant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials

Definitions

  • the invention relates to an engine component comprising a corrosion-protection layer and to a method for manufacture of engine components which comprise a corrosion-protection layer.
  • a typical engine component is engine valves arranged in combustion engines to control the flow of air to the engine's cylinders and to control the flow of exhaust gases from the cylinders.
  • the valves are subject to great stresses due to the high pressures and temperatures which prevail in the engine's cylinders.
  • EGR emission-reducing exhaust gas recirculation
  • a raised content of nitric acid and sulphuric acid in the inlet air to the cylinders also occurs.
  • the composition of inlet gases and exhaust gases often results in corrosion on valve discs and valve stems. The corrosion lowers the strength of the valve and increases the risk of failure, with serious consequences for the engine, particularly if the valve breaks in the valve disc.
  • intercrystalline corrosion may occur in the valve disc, often leading to valve failure.
  • valves are also subject to wear due to the repetitive movement which the valve performs in the engine.
  • valve stem is subject to wear caused by friction between valve stem and valve guide.
  • valve guides and valve seats examples of other components subject to corrosion in the engine are valve guides and valve seats.
  • US 3 861 907 discloses an example of a wear resistant low-alloy valve steel comprising 0.25-0.55 wt% C, 0.05-0.45 wt% N, 10-14 wt% Mn, 0.20-1.5 wt% Si, 15-20 wt% Cr and 0.0008-0.005 wt% B.
  • Coating of engine valves with protective layers is a known practice.
  • Specification US5271823 refers to an engine valve which comprises a wear-resistant layer consisting of chrome oxide and chrome carbide. The layer is applied to the engine valve by electroplating of the valve in a liquid solution which contains chrome ions, followed by heat treatment.
  • JP 7 102916 relates to an engine component in chromiferous steel having an iron chrome oxide protection layer.
  • JP S61 37974 describes a method for improving the corrosion properties of chromium-alloyed steels (such as SUS304, whose composition falls within the scope of that in claim 1).
  • the step to improve the corrosion resistance consists in heating preferably at 400-800°C in the air for about 10 minutes to form an oxide film on the surface and subsequently colouring the steel.
  • a combustion engine component which comprises a chromiferous steel with a chrome content of 20-22 wt% and an iron content of 58-65 wt%, and a corrosion-protection surface layer characterised in that the surface layer consists of iron chrome oxide.
  • the surface layer consisting of iron chrome oxide is formed by heating the engine component in air at a temperature of 150-500 °C for a predetermined time of 1-5 hours so that said layer is formed on the surface of the engine component.
  • the iron chrome oxide layer has high tightness and exhibits good adhesion to the engine component's surface.
  • the engine component is thereby effectively protected against corrosion in a very acid environment.
  • the tribological characteristics of the iron oxide layer also make it possible for it to be used as a wearing layer and to protect the stem of the valve against wear.
  • the iron chrome oxide layer is formed directly on the steel surface of the engine component by oxidation of chrome and iron on the surface of the engine component.
  • the iron chrome oxide layer therefore acquires good adhesion to the steel surface of the engine component.
  • the iron chrome oxide layer formed also has very good tightness which, in combination with the good adhesion, renders the layer very resistant to corrosion in an acid environment.
  • the iron chrome oxide layer formed as above consequently protects the substrate component effectively against corrosion.
  • the tribological characteristics of the iron chrome oxide layer also make it possible for it to be used as a wearing layer and to protect the component against wear.
  • the engine component consists of steel with a chrome content of 20 - 22 wt% and an iron content of 58 - 65 wt%.
  • the high chrome content promotes the formation of chrome iron oxides whereby a tight oxide layer is quickly formed upon heating of the steel.
  • the engine component is heated at a temperature of between 150°C and 500°C.
  • the temperature needs to be at least 150°C for the layer to grow.
  • the growth of the layer ceases, rendering the layer too thin to provide good corrosion resistance.
  • the temperature should not exceed 500°C, because in that case the layer thickness would become difficult to control.
  • temperatures over 500°C there is also greater risk of changes in the structure of the steel and greater risk of deformation of the engine component's dimensions.
  • the period of time for which the engine component is heated depends on the temperature and the intended thickness of the layer.
  • the heating time adopted is within the range of 1 - 5 hours.
  • the engine component is preferably heated at a temperature of between 250 and 350°C for 1 - 3 hours. This results in a thin and tight iron chrome oxide layer which exhibits very good adhesion to the engine component's steel surface.
  • the layer consists with advantage of FeCr 2 O 4 and is of spinel type. Such an oxide is particularly suitable for corrosion protection in that it forms a tight layer largely free from pores.
  • the layer has with advantage a thickness of 5 - 20 ⁇ m.
  • the layer needs to be at least 5 ⁇ m thick to achieve good corrosion protection. High layer thicknesses increase the risk of the layer flaking.
  • a layer thickness of up to 20 ⁇ m, preferably 10 ⁇ m, provides very good corrosion protection in combination with good wear resistance of the layer.
  • the layer has with advantage a hardness of about 1500 HV0.1. This results in good wear resistance of the oxide layer.
  • the engine component is preferably an engine valve or a valve guide or a valve seat.
  • EGR exhaust gas recirculation
  • the invention relates also to a method for manufacture of a combustion engine component comprising a corrosion-protection layer, characterised by the steps of:
  • the protective layer is formed by oxidation of the engine component's surface without supply of substances other than oxygen from the atmosphere in the furnace.
  • the result is a simple and effective method for manufacturing an engine component with a corrosion-protection layer.
  • As the method makes it possible to form a thin and very tight layer, subsequent treatment such as grinding of the valve is avoided.
  • the engine component is heated in air. This results in a simple and cost-effective manufacturing method in that only air is supplied. A further advantage is that the method is suitable for simple types of furnace which are open to the atmosphere.
  • the engine component is heated in air with raised oxygen content.
  • the raised oxygen content causes the oxide layer to form more quickly, making it possible to minimise the heat treatment time.
  • the engine component is preferably heated at a temperature of between 250 and 350°C for 1 - 3 hours.
  • Figure 1 illustrates an engine component according to a first embodiment of the invention. It depicts an engine valve, but the engine component may also take the form of other components, e.g. a valve seat or a valve guide.
  • the engine valve 1 is intended to control the flow of air and exhaust gases in the cylinder of a combustion engine.
  • the engine valve is dimensioned for diesel engines to power heavy vehicles. These types of engines may use relatively large amounts of exhaust gas recirculation (EGR), particularly if this exhaust cleaning method is mainly intended to keep the engine's emissions below permissible limit values. Nevertheless, the engine valve may also be dimensioned for other types of engines, e.g. petrol engines for passenger cars or motor cycles.
  • the engine valve 1 comprises a valve disc 2 intended to cooperate with a valve seat in the engine.
  • the valve disc 2 has in the diagram a planar upper surface 3 which, in the engine, faces towards the combustion chamber.
  • the engine valve also comprises a valve stem 4 intended to move in a valve guide in the engine.
  • FIG 2 depicts a cross-section through the engine valve in Figure 1 .
  • the engine valve's body 6 is made of a chromiferous steel.
  • the engine valve's surface or parts of its surface take the form of a layer 5 of iron chrome oxide.
  • the iron chrome oxide layer is a spinel oxide with the chemical formula FeCr 2 O 4 and may be 5 - 20 ⁇ m thick.
  • the layer is preferably 5 - 10 ⁇ m thick.
  • the iron chrome oxide layer has a hardness of about 1500 Vickers (HV0.1) and is tight, i.e. without pores.
  • an engine component made of a chromiferous steel is produced.
  • the engine component e.g. an engine valve
  • the material in the engine component consists of a steel with at least 8 wt% of chrome and the remainder iron. It is important that the steel contains iron and at least 8 wt% of chrome if iron chrome oxide is to be formed during the subsequent heating.
  • the engine valve consists of a steel which contains 8 - 10 wt% of chrome and up to 88 wt% of iron, e.g. 86 - 88 wt% of iron.
  • the remainder takes the form of other alloy substances, e.g. C, Si, Mn and Ni.
  • the engine valve preferably comprises 20 - 22 wt% of chrome and 58 - 65 wt% of iron.
  • the remainder takes the form of other alloy substances, e.g. C, Si, Mn, Ni, N, W, Nb and Ta. Examples of suitable steel grades are DIN 1.4718 and DIN 1.4822.
  • a second step 200 the engine component is heated at a predetermined temperature for a predetermined time so that a layer of iron chrome oxide is formed on the engine component's surface.
  • the engine component is placed in a furnace and heated to the predetermined temperature.
  • the oxygen in the furnace atmosphere reacts with chrome and iron on the engine component's steel surface to form a tight layer of iron chrome oxide.
  • the oxide forms directly on the engine component's surface, the layer has very good adhesion to the surface.
  • the thickness of the layer increases thereafter as oxygen atoms from the furnace atmosphere diffuse, through the iron chrome oxide layer formed, to the underlying steel surface and oxidise the latter.
  • the layer formed thus grows inwards from the surface of the engine component towards the centre of the engine component.
  • the rate at which the oxygen atoms diffuse through the oxide layer formed depends on the temperature. High temperature results in a high diffusion rate, increasing the thickness of the layer quickly. At lower temperatures, the diffusion rate is lower and the layer therefore grows more slowly.
  • the final thickness of the layer therefore depends on the temperature at which the layer is heated and how long the layer is heated.
  • the temperature adopted is with advantage in the range 150 to 500°C.
  • a temperature over 150°C is necessary for the oxide layer to form.
  • the rate of growth of the oxide layer becomes too high, as the diffusion rate increases exponentially with temperature.
  • the thickness of the layer therefore becomes difficult to control, increasing the risk of the layer becoming too thick. There is also greater risk of changes in the structure of the material and greater risk of deformation at temperatures over 500°C.
  • the period of time adopted for heating the engine component is based on the intended thickness of the layer and the temperature at which the engine component is heated. With advantage, the time adopted is within the range 1 - 5 hours.
  • the engine component is preferably heated at a temperature within the range 250°C - 350°C for 1 to 3 hours. This results in an iron chrome oxide layer with a thickness of 5 - 10 ⁇ m which is also tight and has good adhesion to the substrate. According to an particularly preferred embodiment, the engine component is heated at 350°C for 3 hours, resulting in a 10 ⁇ m thick iron chrome oxide layer.
  • the furnace is heated electrically or by burners and may for example be a batch furnace for batch production or a pusher furnace for continuous production.
  • the atmosphere in the furnace consists typically of air. According to an alternative, the atmosphere in the furnace may consist of air with raised oxygen content. Adding oxygen gas to the furnace atmosphere increases the growth rate of the iron chrome oxide layer in that more oxygen atoms are available for the oxidation process.
  • the engine valves are cooled to room temperature.
  • the cooling is effected by the engine valves being taken out of the furnace and being placed in still air until they have cooled to room temperature.
  • the engine valves are cooled by a fan.
  • valves Four engine valves are made of a steel of grade DIN 1.4822.
  • the valves are numbered MV1, MV2, MV3, MV4.
  • Samples are sawn from the disc of each valve MV1, MV2, MV3, MV4.
  • the samples sawn from valves MV3 and MV4 are heat-treated in air for 3 hours at 350°C in an electrically heated batch furnace. After the heat treatment, the weight of the samples is determined.
  • the samples sawn from valves MV1 and MV2 are left in untreated state as reference material. The weight of these samples is also determined
  • FIG. 4 is an enlarged image of the sample. It shows part of the engine valve (on the right in the diagram) on which an iron chrome oxide layer has formed (the narrow white region to the left in the diagram).
  • the thickness of the layer formed is measured as 10 ⁇ m and, as may be seen in Figure 4 , the layer is tight, i. e. without pores.
  • the hardness of the layer is measured in a Vickers hardness tester as 1500 HV0.1.
  • the solution is brought to the boil at about 100°C in four separate glass flasks provided with water-cooled cooler.
  • a sample from each engine valve MV1, MV2, MV3 and MV4 is thereafter placed in the respective flask.
  • the samples are heated in the solution for 60 minutes at boiling point, with return of vaporised water to the solution via the water-cooled cooler so that the concentration of the solution remains constant.
  • the samples are then taken out of the flasks and the weight of the samples is determined again.
  • the weight loss of the respective samples is determined from the difference between their weight before and after treatment in the solution.
  • the weight loss is the percentage weight lost by sample as a result of corrosion in the acid solution.
  • the weight loss provides a measure of the corrosion resistance in that large weight loss means low corrosion resistance and small weight loss means high corrosion resistance. Table 1 shows the weight loss of the samples after the corrosion experiment.
  • Table 1 Results of corrosion experiment Sample Weight before corrosion test (gram) Weight after corrosion test (gram) Weight loss (percent) MV1 14.8020 6.4856 56 MV2 (untreated) 17.1188 8.6180 50 MV3 15.1527 15.1499 0.02 MV4 (treated, 350°C, 3 hours, air) 14.0249 14.0240 0.01
  • Table 1 shows a weight loss of only 0.01 to 0.02 percent by the samples from the heat-treated engine valves MV3 and MV4.
  • the samples from the untreated engine valves MV1 and MV2 have lost about fifty percent of their weight as a result of corrosion in the acid solution.
  • the results of the corrosion experiment therefore show that the iron chrome oxide layer formed at low temperature protects engine valves MV3 and MV4 against corrosion in an acid environment.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • General Engineering & Computer Science (AREA)
  • Heat Treatment Of Articles (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Other Surface Treatments For Metallic Materials (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (11)

  1. Verbrennungsmotorkomponente (1), die einen Chromeisenstahl und eine Korrosionsschutzschicht (5) aufweist, dadurch gekennzeichnet, dass die Verbrennungsmotorkomponente aus einem Stahl mit einen Chromanteil von 20 bis 22 Gew.% und einem Eisenanteil von 58 bis 65 Gew.% besteht, und dass die Oberflächenschicht (5) aus Eisen-Chromoxid besteht, das durch Erwärmen der Verbrennungsmotorkomponente (1) an Luft bei einer Temperatur von 150 bis 500°C über einen vorgegebenen Zeitraum von 1 bis 5 Stunden gebildet wird, so dass sich die Schicht auf der Oberfläche der Verbrennungsmotorkomponente bildet.
  2. Verbrennungsmotorkomponente nach Anspruch 1, wobei die Schicht (5) aus FeCr2O4 besteht und vom Spinell-Typ ist.
  3. Verbrennungsmotorkomponente nach einem der Ansprüche 1 oder 2, wobei die Schicht (5) ein Dicke von 5 bis 20 µm hat.
  4. Verbrennungsmotorkomponente nach einem der vorigen Ansprüche, wobei die Schicht (5) eine Härte von ca. 1500 HV0.1 hat.
  5. Verbrennungsmotorkomponente nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass die Verbrennungsmotorkomponente (1) ein Ventil des Verbrennungsmotors oder eine Ventilführung oder ein Ventilsitz ist
  6. Verbrennungsmotorkomponente nach Anspruch 5, wobei die Verbrennungsmotorkomponente eine Komponente für Dieselmotoren zum Antrieb schwerer Fahrzeuge ist.
  7. Verbrennungsmotorkomponente nach Anspruch 5, wobei die Verbrennungsmotorkomponente eine Komponente für Benzinmotoren von Personenkraftwagen oder Motorrädern ist.
  8. Verfahren zur Herstellung von Verbrennungsmotorkomponenten, die eine Korrosionsschutzschicht aufweisen, gekennzeichnet durch die Schritte:
    - Bereitstellen (100) einer Verbrennungsmotorkomponente, die aus einem Stahl mit einem Chromanteil von 20 bis 22 Gew.% und einem Eisenanteil von 58 bis 65 Gew.% besteht;
    - Erwärmen (200) der Verbrennungsmotorkomponente (1) an Luft bei einer Temperatur von 150 bis 500°C über einen vorgegebenen Zeitraum von 1 bis 5 Stunden, so dass sich eine Schicht (5) aus Chromoxid auf der Oberfläche der Verbrennungsmotorkomponente bildet;
    - Abkühlen (300) der Verbrennungsmotorkomponente (1) auf Raumtemperatur.
  9. Verfahren nach Anspruch 8, bei dem die Verbrennungsmotorkomponente an Luft mit einem einen erhöhten Sauerstoffgehalt erwärmt wird.
  10. Verfahren nach einem der Ansprüche 8 oder 9, bei dem die Verbrennungsmotorkomponente 1 bis 3 Stunden lang auf eine Temperatur zwischen 250 und 350°C erwärmt wird.
  11. Verfahren nach einem der Ansprüche 8 bis 10, wobei die Schicht (5) aus FeCr2O4 besteht und vom Spinell-Typ ist.
EP10789819.9A 2009-06-16 2010-06-14 Motorkomponente umfassend eine korrosionsschutzschicht und herstellungsverfahren Not-in-force EP2443266B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0950464A SE533842C2 (sv) 2009-06-16 2009-06-16 Motorkomponent innefattande korrosionsskyddande skikt samt metod för tillverkning av motorkomponent
PCT/SE2010/050661 WO2010147541A1 (en) 2009-06-16 2010-06-14 Engine component comprising corrosion-protection layer and manufacturing method

Publications (3)

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EP2443266A1 EP2443266A1 (de) 2012-04-25
EP2443266A4 EP2443266A4 (de) 2012-12-26
EP2443266B1 true EP2443266B1 (de) 2018-04-18

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US (1) US20120085310A1 (de)
EP (1) EP2443266B1 (de)
CN (1) CN102459686A (de)
BR (1) BRPI1009662A2 (de)
RU (1) RU2494168C2 (de)
SE (1) SE533842C2 (de)
WO (1) WO2010147541A1 (de)

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JP6020957B2 (ja) * 2012-02-02 2016-11-02 住友電気工業株式会社 内燃機関用材料の評価試験方法

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WO2010147541A1 (en) 2010-12-23
CN102459686A (zh) 2012-05-16
SE533842C2 (sv) 2011-02-01
EP2443266A1 (de) 2012-04-25
US20120085310A1 (en) 2012-04-12
SE0950464A1 (sv) 2010-12-17
RU2012101273A (ru) 2013-07-27
EP2443266A4 (de) 2012-12-26
BRPI1009662A2 (pt) 2016-03-15

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