JPS5814866B2 - Al↓-Sn bearing alloy and bearing device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an Al-Sn bearing alloy and a bearing that exhibit little growth of Sn particles and decrease in hardness when subjected to high temperature conditions, excellent fatigue resistance (Q), and excellent wear resistance. Regarding equipment Q,
This product provides a bearing base metal suitable for use after several rounds of rolling and annealing after casting. An object of the present invention is to provide an An-Sn bearing alloy that is good even when used in

In recent years, internal combustion engines for automobiles have been required to be smaller and have higher output, and also to be equipped with blow-by gas reduction devices for exhaust gas purification, so bearing sliding materials have become more important. These bearings are used under conditions of high load and high temperature, and under such adverse conditions, conventional bearing sliding materials suffer from fatigue failure and abnormal wear, causing trouble.

Furthermore, in order to reduce costs, there is a tendency to shift from conventional forged Q-shaped shafts to spheroidal graphite cast iron shafts, which are cheaper to process, or to shafts with larger shaft roughness. For these reasons, there is a need for further improvements in fatigue resistance and seizure resistance under high temperatures, as well as further improvements in wear resistance.

Conventional aluminum bearing alloys are mainly UAl-
Sn-based alloy, e.g. Al (balance) - S in weight percentage
n (3.5~4.5) - Si (3.5~
4.5)-Cu (0.7-1.3), A
．． 6 (remainder)-Sn(4-8)-Si (1-2
)-Cu(0.1-2)-Ni(0.1-1)
, A7 (remainder)-Sn(3-40)-Pb (0
．． 1-5)-Cu(0.2-2)-Sb(0.1
~3)-Si(0.2-3)-Ti(0.01-1)
, All (remainder)-Sn(15-30)-Cu (
0.5 to 2),A. 6 (remainder) -Sn( 1
~23)-Pb(1.5~9)-Cu(
0.3-3)-Si(1-8) etc.
- Sn-based alloy is used.

However, when conventional alloys such as these are used in the bearings of automobile internal combustion engines under the severe conditions mentioned above, fatigue failure may occur in a short period of time, such as when the internal combustion engine continues to operate under high load. was there.

This is because the oil in the internal combustion engine becomes particularly hot during continuous high-load operation, and for example, the temperature of the oil in the oil pan is 130℃.
°C to 150 °C, it is expected that the sliding surface of the bearing will be at a considerably high temperature.As a result, in conventional An-Sn alloys, the hardness rapidly decreases at high temperatures and the Sn melts. This movement is thought to be the cause of the decrease in fatigue strength.

The inventors of the present invention processed an alloy whose hardness does not decrease under high temperatures and an alloy in which Sn does not easily move into the shape of an internal combustion engine bearing.
The above consideration is supported by the fact that an improvement in fatigue strength was observed as a result of a dynamic load fatigue test conducted under high oil temperature.

In addition to the above reduction in fatigue strength due to the reduction in high-temperature hardness, in conventional AIJ-Sn alloys, coarsening of Sn particles in the alloy structure may also be a cause of reduction in fatigue strength.

In other words, aluminum bearing alloys are generally formed by press-welding an Al-Sn alloy to a backing steel plate.
In order to increase the adhesive strength of both metals, annealing is essential after pressure bonding, and generally this annealing is performed using Al-F.
Below the temperature at which intermetallic compounds precipitate, the higher the temperature and the longer the time, the worse the adhesive strength becomes.

However, conventional Al-Sn alloys have a drawback in that when subjected to high temperature during annealing, Al grain boundaries and Sn grains become coarser in the alloy structure.

In other words, when conventional aluminum bearing alloys are annealed to increase the adhesive strength with the backing steel plate, the Sn particles become coarser, and this coarsening causes a decrease in the fatigue strength of the Al-Sn alloy.

Further, when these conventional AA-Sn alloys are used in combination with a spheroidal graphite cast iron shaft, there is a drawback that they cause extreme wear and are prone to fatigue failure.

The inventors of the present invention are A. As a result of adding various additive elements to g-Sn alloys and improving their high-temperature hardness and fatigue strength, we have already developed an alloy in which Al, Sn, and the required amount of (?r, Cu, etc.) are added. , Patent application (1972-
No. 2690).

Furthermore, in addition to Sn, Cr, Cu, etc., Pb and/or In were added to develop an alloy with particularly improved conformability while maintaining fatigue resistance.
No. 18225).

As a result of further research, the present invention has developed the above A7-Sn alloy with Si, Mn, Sb, Ti, Ni, Fe,
By adding and dispersing and precipitating one or more of Zr, Mo, and Co, it is possible to further increase the hardness and significantly improve the wear resistance while maintaining the same fatigue resistance and conformability. This was achieved by discovering a bearing material.

These dispersed precipitates are extremely hard, reaching hundreds of Witzkers' hardness, and are considerably harder than the bearing's mating material, ie, the shaft, and these hard precipitates significantly improve the wear resistance of the bearing.

The AA-Sn alloy of the present invention has a weight percentage of 3.5 to 35
% Sn and 0. 1-1.0% Cr and 1-10%
% Si and Mn, Sb, Ti, Ni, Fe
, Zr, Mo, Co or more
The conventional AA
-Cr and S1 and Mn, Sb, Ti in Sn-based alloy
By adding one or more of , Ni, Fe, Zr, Mo, and Co, Sn is made finer and the hardness is improved. It was also observed that the decrease in hardness was small.

This was confirmed by the improvement in fatigue strength under high oil temperature when a dynamic load fatigue test was conducted.

In addition, it was confirmed that wear resistance was also improved.

Such an Al--Sn alloy is a suitable bearing base metal material for a mating material that has a great effect on the sliding characteristics of the bearing, that is, for the shaft, which is made of spheroidal graphite cast iron.

The reason for limiting the Sn content to 3.5 to 35% by weight is that Sn is an element added primarily for the purpose of lubrication, but adding 35% or more of Sn improves compatibility and lubricity. This is because the hardness decreases, and if this is less than 35%, it becomes too hard as a bearing base metal, resulting in poor conformability.

The upper limit of the amount of Sn added in conventional AA-Sn alloys is about 15% in order to isolate and disperse Sn, and the reason is that if more than 15% is added, the Sn particles in the alloy will It was thought that this was because the hardness would decrease because it could no longer be dispersed vertically in Al and would begin to exist in a continuous state, but in the present invention, it was added up to 35% due to the effects of adding other elements, which will be described later. However, there is no longer any practical problem in this case.

In addition, how to determine the amount of Sn added within the range of 3.5 to 35% should be determined appropriately depending on the application, but in general, it depends on the amount of load applied to the bearing. When the load is small, it is better to reduce the amount of Sn, and when the load is small, it is better to increase the amount of Sn.

From another point of view, the amount of S'n should be increased when used in conditions where there is a concern about seizure, and when there is no concern, the amount of S'n should be increased.
It is better to reduce the amount.

However, recently, bearings have become hot due to high oil temperatures, and this has caused the problem of bearing deformation, seizure, and fatigue, so it is also necessary to determine the amount of Sn from the viewpoint of minimizing deformation at high temperatures. .

Cr is particularly effective in preventing increase in hardness and softening at high temperatures, and in not causing coarsening of Sn particles even during annealing.

First, let's talk about increasing hardness and preventing softening at high temperatures.
If the amount of Cr added is less than 0.1% by weight, no improvement in high-temperature hardness can be expected; if it is added more than 1.0%, the All-Cr intermetallic compound will be finely and uniformly dispersed as described later. The amount of addition is limited to 0.1 to 1.0% because the effect of addition is weakened.

To explain this improvement in high-temperature hardness in more detail, Cr increases the recrystallization temperature of A7 by forming a solid solution in A, and the solid solution itself increases the hardness of the Al base. At the same time, rolling several times also increases the hardness compared to when casting.

Increasing the recrystallization temperature is effective in maintaining stable mechanical properties even in the high-temperature range that internal combustion engine bearings are exposed to. Improves bearing strength in high temperature areas.

In addition, the intermetallic compound of AIJ-Cr that precipitates past the solid solubility limit has a Witzkars hardness of approximately 370, and fine dispersion of this compound helps maintain high-temperature hardness, so it is necessary to Dispersion produces positive effects.

As mentioned above, the appropriate amount range here means 1.0% or less, and within this range, the above-mentioned precipitates are uniform and fine and an increase in hardness can be obtained.Next, Sn particles by adding Cr The effect of preventing coarsening will be described.

The coarsening of Sn particles is a phenomenon that occurs when an Al-Sn alloy is exposed to high temperatures due to movement of A7 grain boundaries and Sn particles, but as mentioned above, Cr
- Precipitates of intermetallic compounds of Cr are formed, and these precipitates exist finely dispersed in the A7 metal, so these intermetallic compounds directly prevent the movement of Al grain boundaries, and at the same time
This is thought to be because it prevents the growth of l crystal grains and prevents the movement of Sn particles, that is, the coarsening of Sn particles.

This leads to keeping the Sn particles, which have been made fine by repeated rolling and annealing, as they are, resulting in the various effects described above.

Although this phenomenon is observed even when the amount of Sn is small, it has a large effect when the amount of Sn is relatively large (approximately 10 so or more), especially when Sn starts to exist continuously at about 15% or more. A remarkable effect appears.

Furthermore, the fact that the Sn particles remain fine and exist in the Al base metal is also effective in preventing the elution phenomenon of Sn particles, which have a low melting point of 232°C, at high temperatures. From this point of view, the effect of preventing a decrease in hardness is confirmed.

The above is a description of the effect of inhibiting the coarsening of Sn particles with respect to annealing, but this also applies when the environment in which this bearing material is used is at a high temperature comparable to that of annealing.
Therefore, fatigue strength can be improved by preventing a decrease in high-temperature hardness.

Next, Si, Mn, Sb, Ti, Natsu, Fe, Zr,
The addition of Mo and Co will be described.

These elements are added mainly for the purpose of improving wear resistance, but among them, Si has a high hardness itself and the hardness of the intermetallic compound between S1 and other elements, and it is difficult to cast. Excellent in sex.

Furthermore, other elements such as Mn, Sb, Ti
, Ni 2 , Fe, Zr, Mo, Co 2 or more can be added.

As mentioned above, these elements are added together with Si mainly for the purpose of improving wear resistance, but S1
Next, Mn and sb are excellent in each of the above performances, followed by Ti,
Ni and Zr follow, and finally Fe, Mo, and Co.

The content of these elements added to Si is 1 to 1 for each element.
10%, and the total amount of these elements and Si added is 10% or less.

The reason for setting each element at 1 to 10% is that if it is less than 1%, the amount of precipitation will be small and the wear resistance effect will not be exhibited.
This is because if the amount exceeds the amount, the amount of precipitates becomes too large, and the rolling properties become poor, making it difficult to repeat rolling and annealing, and thereby hindering the miniaturization of Sn particles.

The forms of precipitates of these elements containing S1 include precipitates consisting of these additive elements alone, precipitates consisting of intermetallic compounds of these additive elements, precipitates consisting of intermetallic compounds of these additive elements and Al, There are precipitates made of intermetallic compounds of these additive elements and AA, but any form of precipitates is effective in improving wear resistance.

These precipitates are extremely hard, reaching several hundred in Witzkars hardness, and can significantly reduce the wear of the bearing due to friction with the shaft. Dispersion produces positive effects.

The above Aa-Sn alloy is generally used in the form of a bearing by being in contact with a backing steel plate, and is particularly effective when used for a spheroidal graphite cast iron shaft.

That is, the mating material for a bearing greatly influences bearing performance. For example, when a conventional Al-Sn bearing is used in combination with a spheroidal graphite cast iron shaft, the bearing performance such as seizure resistance and wear resistance is significantly impaired.

Recently, spheroidal graphite cast iron shafts, which are cheaper to process, have been increasingly used in place of steel shafts.

However, in spheroidal graphite cast iron, soft graphite is scattered in the iron base, and for this reason, when this shaft is ground, grinding chips with sharp edges are generated around the graphite.

In order to slide the bearing under such a high load that the thickness of the oil film is the same as the roughness of the shaft and bearing, the shaft that is softer than the shaft will be cut. As this situation progresses, the roughness of the bearing insertion may become rougher, and the clearance between the shaft and bearing may increase.
As a result, the oil film may no longer be formed, or the oil film may no longer be formed due to oil film rupture, and as a result, direct contact between the shaft and the bearing, that is, metal contact, occurs more frequently, which may lead to seizure. are precipitates harder than the spheroidal graphite pig iron shaft, i.e., SI1 and Mn, Sb, T.
One or two of i, Ni, Fe, Zr, Mo, Co
The precipitates produced by adding more than one seed are dispersed in the Al ground, and these precipitates have the effect of removing the polishing particles of the spheroidal graphite cast iron shaft and making it difficult for these precipitates to migrate and adhere. As a result, the progress of wear on the bearing surface is suppressed in a relatively short period of time, and a stable oil film is formed, resulting in improved wear resistance especially for spheroidal graphite cast iron shafts. Be allowed to improve.

Next, the present invention provides, in addition to the above composition of the Al-Sn alloy,
Furthermore, Cu and/or Mg are added in a weight percentage of 3% or less, excluding O, and this A,l-Sn alloy is pressure-bonded to a backing steel plate, and the Cu and/or Mg is added to further reduce the decrease in hardness at high temperatures.

In order to prevent the decrease in hardness at the same time, this should be set to 0.5~
It is preferable to set it to 3.0%.

A particularly preferable addition ratio is 20% or less.

If it is less than 0.5%, a significant increase in hardness can be expected, 30
Addition of more than % will make the steel too hard, inhibiting rolling properties and reducing corrosion resistance.

Further, the effect of Cu and/or Mg on hardness is produced when Cr is added simultaneously, and Cu and/or Mg alone cannot be expected to have the effect of increasing hardness at high temperatures.

In other words, when Cu and/or Mg are added to A7, the hardness during rolling increases significantly, and even at the same rolling rate, A. Although the increase in hardness is remarkable compared to the 1 material, it easily softens when heated to nearly 200°C, and it cannot be expected to maintain high-temperature hardness.

On the other hand, when Cr and Cu and/or Mg are added at the same time, the hardness that increases during rolling due to the addition effect of Cu and/or Mg does not decrease much due to the addition effect of Cr even during annealing. .

Therefore, an Al-Sn alloy with high hardness can be obtained, and the hardness does not decrease significantly even at high temperatures unlike conventional alloys of this type.

Furthermore, the present invention improves the properties of Sn as a lubricating metal by adding up to 9% of one or more of Pb, Bi, and In, excluding zero.

The effect is recognized when Pb, Bi, and In are added together with Cr.

In other words, adding these elements to Al-So alloys has been thought of and has been done in some cases, but if these elements are added alone, The disadvantage that the melting point of Sn becomes low because it is alloyed with Sn is unavoidable.

For this reason, in conventional Al-Sn alloys, Sn easily melts and moves at low temperatures, and as a result, it tends to grow into coarse Sn grains. It can also cause peeling.

On the other hand, as in the present invention, if the Sn grains are made finer by adding Cr and the structure is maintained even at high temperatures, one or two types of Pb, Bi, and In can be added.
It is possible to improve the lubricity of Sn without causing the above-mentioned adverse effects even after being subjected to stress for more than a day, and it can be used in bearings that require high fatigue strength.It also has improved fatigue resistance and conformability. It is also possible to improve the

The amount of one or more of Pb, Bi, and In that can be added to obtain such an effect is 9% or less excluding O, and preferably about 15% or less based on the amount of Sn contained.

Note that the total amount of one or more of Pb, Bi, and In may be 9% or less.

Furthermore, the total amount of Sn, Pb, Bi, and In added is 35
It is better to be within %.

One or more of these Pb, Bi, and In are the above C
May be added together with u and/or Mg.

This can further reduce the decrease in high temperature hardness and at the same time improve the lubricity of Sn.

The reason why this effect occurs is the same as described above.

The above-mentioned A7 bearing alloy is mainly used as a sliding bearing for internal combustion engines in automobiles, but in this case it is usually used by pressure-welding to a backing steel plate, and after this pressure-welding, it is annealed to increase the adhesive strength. I am doing it.

However, as mentioned above, movement of the A7 grain boundaries and Sn particles in the conventional Al-Sn alloy structure occurs, causing the Sn particles to become coarser, resulting in drawbacks such as decreased hardness and elution of Sn particles. .

In contrast, in the present invention, A generated from the rolling and annealing steps is
Since the precipitates of the l-Cr intermetallic compound impede the movement of the AA grain boundaries and inhibit the growth of the Al crystal grains, the above-mentioned adverse effects due to annealing do not occur, and therefore the annealing temperature can be raised to improve the Al-Sn alloy. It is possible to increase the adhesive strength between the metal plate and the backing steel plate.

This also applies when the present alloy is placed under high temperatures comparable to annealing, so it also means that it can contribute to improving fatigue strength by preventing softening.

Furthermore, it has been recognized that it is effective in improving wear resistance.
It is particularly effective when used on spheroidal graphite cast iron shafts.

Next, the present invention will be explained by examples.

FIG. 1 to FIG. 4 show the chemical composition values and test results of alloys 1 to 41 according to the present invention and a to g for comparison.

Alloys 1 to 41 are produced by melting A7 base metal in a gas furnace and then melting A13-Cr master alloy, An-Cu master alloy, All-
Mg master alloy, Al-Si master alloy, Al-Mn master alloy A
l-Sb master alloy, A13-Ti master alloy, Al-
Fe master alloy, AI! -Zr master alloy, AA-Co master alloy, etc. are melted according to the target components, and finally Sn, Pb, Bi
, In was applied, degassed, and cast into a mold. After that, rolling and annealing (at 350° C.) were repeated to prepare samples, and the high-temperature hardness was measured.

Next, this sample was further rolled, and then these alloys and a backing steel plate were pressed together to form a bimetallic material, which was then annealed and processed into a flat bearing, and various tests were conducted.

For alloys a to g, comparative alloys were prepared using the same manufacturing method as the above-mentioned alloys and used as samples, and the same tests were conducted.

The hardness shown as the experimental results in FIGS. 1 to 4 is the result of measuring the hardness of each of the above-mentioned alloys at room temperature and hardness at 200° C. using the Vickers hardness.

In addition, FIG. 5 particularly shows alloys 2, 9, a, and c.
In addition to the above temperatures, the Vickers hardness was also measured at 100°C and 140°C to show the degree of change in hardness as the temperature rose.

As can be understood from FIGS. 1 to 4, especially FIG. 5, the hardness of alloys a and c that do not contain Cr decreases rapidly as the temperature rises, whereas the hardness of alloys 2 and 9 of the present invention decreases rapidly as the temperature rises. The hardness decreases slowly as the temperature rises, and therefore has the effect of reducing changes in the bearing condition due to changes in temperature.

Further, from above the alloy structure, alloys 1 to 4 according to the present invention
In No. 1, no coarsening of Sn particles was observed even after annealing after joining with the backing steel plate.

Next, the seizure resistance in Figures 1 to 4 was conducted under the following test conditions A, where the load was increased by 50K5+/ffl every 30 minutes from a load of 50K2/7.
The load at which the bearing made of each of the above alloys reached seizure was measured.

(Test conditions A) Journal type seizure test, test equipment Partner material Spheroidal graphite cast iron shaft oil Type SAE IOW ~ 30 Shaft roughness 0.4 ~ 0.6 μm Rz i' Temperature 140 + 2.5°C Shaft rotation speed 1000 rpm Shaft diameter 52mmφ Shaft hardness Hv200~300 Load 50K5'/7/30m i
n Bearing roughness 1 to 1. 8 μmRz Bearing diameter 52 mm φ x 20 mm (width) As shown in the experimental results in Figures 1 to 4, Mn
, Sb, Ti, Ni, Fe, Zr, Mo, Co, etc. Alloys 1 to 41 of the present invention have a higher baking pressure than the comparative alloy aM-g. .

Next, the fatigue resistance test in Figures 1 to 4 is as follows:
This test was conducted under the following test condition B, and the fatigue surface pressure was measured under the condition of 107 stress repetitions, which determines the fatigue state of steel materials.

Figure 6 shows the fatigue surface pressure of Alloys 2, 9, a, and c under the same test conditions except that the oil temperature was changed from 140°C to 80°C and 120'C. This shows the results.

(Test conditions B) Alternating load tester partner Material S55C hardened shaft oil Type SAEIOW-30 Shaft roughness 0.8μmRz Oil temperature 1400±25℃ Oil pressure 5Ky/7 Shaft rotation speed 300Orpm Shaft diameter 52In7ILφ Shaft hardness Hv500-600 Bearing Coarse 1-1. 8 μmRz Bearing diameter 52 mm φ The degree of decrease in fatigue surface pressure was compared to alloy a,
Alloys 2 and 9 are not as large as Alloys a and c, and the difference in fatigue resistance surface pressure on the low temperature side is not that large. It is clearly recognized that they are superior to each other.

Note that FIG. 6 shows alloys 2, 2, and 2 representing alloys according to the present invention.
9.Although a and C are listed as representative alloys for comparison, results showing similar trends have been obtained for other alloys (
(See Figures 1 to 4).

Furthermore, FIG. 1 is a graph showing the results of measuring changes in friction torque when the load is increased for alloy 41 according to the present invention and conventional alloy f.

In this experiment, the mating material was S5 under the above test condition A.
The conditions were the same except for the 5C hardened shaft and its hardness of Hv 600 to 700, and the conditions were measured using an oscillograph while the load was being increased.

This graph shows that in the conventional alloy f, the friction torque increases with a large fluctuation accompanied by the generation of a peak every time the load is increased, whereas in the alloy 41 of the present invention, the friction torque increases as the peak occurs. No fluctuations were observed and the fluctuations were smooth.

This indicates that alloy 41 of the present invention has excellent compatibility with alloy f and is less prone to seizure.

In other words, the peak waveform with large fluctuations seen in conventional alloy f means that the oil film on the sliding surface is partially destroyed, solid contact occurs, and if this is repeated, total destruction (seizure) will occur. The alloy 41 of the present invention, which does not produce such corrugations, has high conformability and seizure load resistance.

Next, the wear resistance experiments shown in FIGS. 1 to 4 were conducted under the following test conditions C, and the amount of wear after the test time had elapsed was measured.

(Test conditions C) Wear tester partner material Spheroidal graphite cast iron Shaft shaft roughness 0.8 to 0.9 μm Rz Oil type Liquid paraffin Shaft rotation speed 100 Orpm Shaft diameter 4Qmm Shaft hardness Hv 200 to 300 Load 25Kp/ 7 Test 1・Time 5Hrs In addition, Figure 8 shows Alloys 2, 9, a, and c as representatives, and under the above test conditions C, the mating material was an S55C hardened shaft, the hardness was Hv600-700, and the load was 1t for 30 minutes. This figure shows the results of measuring the amount of wear at different points where the wear amount was increased by 1 t for each time.

As shown in the results shown in FIGS. 1 to 4 and 8, the alloy of the present invention was found to have an extremely small amount of wear, indicating excellent wear resistance.

This is Si and Mn, Sb, Ti, Ni, Fe, Zr
, Mo, and Co.

As described above, the AIJ-S n-based bearing alloy according to the present invention improves hardness by adding Cr, prevents a decrease in high-temperature hardness, prevents coarsening of Sn particles, improves fatigue resistance through these, and improves fatigue resistance through the addition of Cr. and Mn, Sb, Ti, Ni
In addition to improving wear resistance by adding one or more of ,Fe, Zr, Mo, and Co, especially when using a spheroidal graphite cast iron shaft, it also improves wear resistance and seizure resistance. It is possible to improve conformability and seizure resistance by using Pb, Bi, and In, which are effective in
Addition of u and/or Mg further improves high temperature strength.

Further, since rolling annealing after pressure bonding with the backing steel plate can be performed at high temperature for a long time, the adhesion between the two can be improved.

The symbols of each element used in the text are as follows.

AA (aluminum), Sn (tin), Cr (chromium), Cu (copper), Mg (magnesium), pb
(Lead), Bi (Bismuth), In (Indium),
Si (silicon), Mn (manganese), sb (antimony), Ti (titanium), Ni (nickel), Fe
(iron), Zr (zirconium), Mo (molybdenum), Co (cobalt).

Furthermore, in the alloy composition according to the present invention, it goes without saying that Al contains impurities that cannot be avoided by ordinary refining techniques.

[Brief explanation of the drawing]

FIGS. 1 to 4 are charts showing the chemical composition values and test results of the An-Sn bearing alloy according to the present invention and a comparative bearing alloy of the same type. Figure 5 is a graph plotting changes in hardness with temperature changes for Inventive Alloys 4 and 1, and Figure 6 is a graph plotting changes in hardness with temperature changes for Inventive Alloys 4 and 1.
Figure 7 is a graph plotting the change in fatigue resistance surface pressure for 7. Figure 7 is a graph showing the change in friction torque when the load is changed. Figure 8 is a graph plotting the change in friction torque when the load is changed. It is a graph showing the change in the amount of wear when

Claims (1)

[Claims] 1 Sn 35-35%, CrO. :L~1
．． 0%Sil to 10%, and Mn, Sb, Ti, N
One or more of i, Fe, Zr, Mo, Co in one
-10%, the total amount of which is 10% or less, and the remainder essentially consists of Al-Sn bearing alloy. 2% A composite A#-Sn bearing alloy material made by press-welding a backing steel plate to the alloy described in claim 1. 3 In a bearing device f for an internal combustion engine, the shaft material is spheroidal graphite cast iron, and the bearing material is Sn3.5 in weight percentage.
~35%, CrO. 1~1.0%, Sil~10%
and Mn, Sb, Ti, Ni, Fe, Zr,
A bearing device for an internal combustion engine comprising a bearing made of an Al-Sn alloy containing one or more of Mo and Co in a total amount of 10% or less, and the balance being essentially Al. 4 In Claim 3, Item 1, the bearing is made of a composite Al-Sn material made by press-welding a backing metal steel plate to the bearing material Q described in the same claim.
Bearing devices for internal combustion engines made of bearing alloy materials. 5 Sn 3.5 to 35% by weight percentage, Cr0.
1-1.0%, Sil-IO% and Mn, Sb
, Ti , N I y Fe + Z r p Mo
A containing 1 to 10% of one or more types of Co, the total amount of which is 10% or less, Cu and/or Mg 3.0% or less (not including 0), and the remainder consisting of essentially Q-A4. ．． 6-Sn bearing alloy. 6. The alloy according to claim 5 (composite AA-Sn bearing alloy material made by press-welding back metal steel plates). 7. In a bearing device Q for an internal combustion engine, the shaft material is spheroidal graphite cast iron, and the bearing material is Sn in weight percentage as 3.
5-35%, CrO. 1~1.0%, Sil~
10% and Mn, Sb, Ti, Ni,
1 to 10% of one or more of Fe, Zr, Mo, and Co, the total amount of which is 10% or less, Cu and/or Mg 3.0% or less (not including 0), and the remainder is essential. A bearing device for an internal combustion engine that is constructed of a shaft made of an A7-Sn alloy made of aluminum. 8 Claim 7 Q: A bearing is made of a composite Al3-Sn made by press-welding a backing steel plate to the bearing material described in the same claim.
Bearing devices for internal combustion engines made of bearing alloy materials. 9 Sn3.5~35%, Cr0.1~35%
1.0%, Sil ~10%, and Mn, Sb, Ti
, Ni, Fe, Zr, Mo, Co, or two of them.
1 to 10% of seeds or more, the total amount is 10% or less, Pb, B
Al-Sn containing 9% or less (not including 0) of one or more of In, and the remainder essentially consisting of Al.
bearing alloy. 10. A composite Al-Sn bearing alloy material made by press-welding a metal backing steel plate to the alloy Q described in claim 9. 11 In a bearing device for an internal combustion engine, spheroidal graphite cast iron is used as the shaft material, and Sn 3 is used as the bearing material in weight percentage.
．． 5-35%, CrO. 1-1.0%, Si
l~10% and Mn, Sb, Ti, Ni, Fe,
1 to 10 of one or more of Zr, Mo, and Co
%, the total amount of which is 10% or less, 9% or less (not including 0) of one or more of Pb, Bi, and In, and the balance being essentially Ad. A bearing device for an internal combustion engine consisting of. 12. A bearing device for an internal combustion engine according to claim 11, wherein the bearing is made of a composite Al-Sn bearing alloy material made by press-welding a backing steel plate to the bearing material described in the same claim. 13 weight percent Sn3.5-35%, CrO. 1~
1.0%, Sil~IO% and Mn, Sb, Ti, N
1 to 10% of one or more of i, Fe, Zr, Mo, Co in a total amount of 10% or less, Pb
, Bi, In, 9% or less (does not contain 0), Cu and/or Mg 3% or less (does not contain O), and the remainder is essentially Q-Al.
l-Sn bearing alloy. 14. A composite AA-Sn bearing alloy material made by press-welding the alloy 1 described in claim 13 with a backing steel plate. 15 In the internal combustion engine bearing device Q, the shaft material is spheroidal graphite cast iron material, and the bearing material is Sn3.5 in weight percentage.
~35%, CrO. 1-1.0%, 81 1-10
% and Mn, Sb, Ti, Ni, Fe, Z
1 to 10% of one or more of r, Mo, Co
The total amount is 10% or less, one or more of Pb, Bi, and In is 9 Chu or less (not including 0), Cu and/or Mg is 3% or less (not including 0), and the balance is essential. A bearing device for an internal combustion engine comprising a bearing made of an Al-Sn alloy made of aluminum. 16 Claims No. 15 (Q) The bearing is made of a composite Al-S made by press-welding a backing metal steel plate to the bearing material (Q) described in the same claim.
A bearing device for an internal combustion engine made of n-series bearing alloy material.