US3513084A - Lubricant producing system - Google Patents

Lubricant producing system Download PDF

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US3513084A
US3513084A US740880A US3513084DA US3513084A US 3513084 A US3513084 A US 3513084A US 740880 A US740880 A US 740880A US 3513084D A US3513084D A US 3513084DA US 3513084 A US3513084 A US 3513084A
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alloy
percent
atom percent
iron
molybdenum
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Ernest J Breton
Curtis B Cameron
Robert E Murvine
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Stoody Co
EIDP Inc
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EI Du Pont de Nemours and Co
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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C19/00—Alloys based on nickel or cobalt
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C28/00—Alloys based on a metal not provided for in groups C22C5/00 - C22C27/00
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C29/00—Alloys based on carbides, oxides, nitrides, borides, or silicides, e.g. cermets, or other metal compounds, e.g. oxynitrides, sulfides
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C29/00—Alloys based on carbides, oxides, nitrides, borides, or silicides, e.g. cermets, or other metal compounds, e.g. oxynitrides, sulfides
    • C22C29/18—Alloys based on carbides, oxides, nitrides, borides, or silicides, e.g. cermets, or other metal compounds, e.g. oxynitrides, sulfides based on silicides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/02—Parts of sliding-contact bearings
    • F16C33/04—Brasses; Bushes; Linings

Definitions

  • the lubricant can be formed in situ from the fluid used where one surface is of a mixture of an alloy containing at least 6 atom percent of an element selected from the group consisting of molybdenum and tungsten, at least 10 percent by volume of the alloy being an intermetallic compound of molybdenum or tungsten having a Vickers Hardness number of 550-1800, and a softer material that is strong enough to support'the alloy particles in the shape required for use; the mating surface is either of an alloy containing at least 50 atom percent iron, at least 1 atom percent carbon, at least one-half the weight of the remainder of the alloy being composed of at least one of the following elements: chromium, manganese, molybdenum and tungsten, said element(s) being present as carbide(s) or in a fully hardened solid solution, and having a Vickers Hardness number of at least 400 or a similar alloy containing at least 80 atom percent iron and having a Vickers Hardness number of at least 200 or an alloy of
  • a lubricant for the interface of relatively movable (sliding, rubbing, rolling, etc.) opposing surfaces should serve to completely separate those surfaces. This condition is known as full-film or hydrodynamic lubrication. Full-film lubrication physically separates the two sliding surfaces by a relatively thick continuous film of self-pressurized lubricant with no metal-to-metal contact. Technologically, this is the preferred kind of lubrication since it offers the lowest coefficient of friction and the smallest amount of Wear.
  • a transitional zone known as mixed-film lubrication is a combination of hydrodynamic and boundary lubrication. Under this condition, part of the total load applied to an opposing metal surface is supported by individual load-carrying areas of self-pressurized lubricant and the remaining part by the very thin film associated with boundary lubrication.
  • the coeflicient of fluid friction is approximately proportional to viscosity and speed and inversely proportional to load.
  • the coefiicient of friction is independent of viscosity and rubbing speed.
  • ZN/ p where Z is the viscosity of the input fluid, N is rotational speed and p is bearing pressure (load)
  • the coefficient of friction remains essentially constant.
  • the zone where, with reduction of ZN/p the coeflicient of friction increases sharply.
  • Evidence indicates that in this zone a combination of fluid friction and boundary lubrication exists, i.e., mixed-film lubrication.
  • Lubrication of the opposing surfaces of seals, gears, bearings and pistons therefore, has required the use of more viscous materials such as hydrocarbon oils, synthetic oils and greases.
  • These lubricants in addition to being incapable of being tolerated in certain applications because of process contamination, possess other disadvantages.
  • Sludges tend to form in the lubricants as a result of oxidation, polymerization, or other causes. These sludges reduce the lubricating qualities of the lubricant and often cause sticking of relatively moving parts.
  • organic acids tend to form in the lubricant during use thereof, apparently because of oxidation of the oil at the elevated temperatures to which the oil is exposed, and organic acids cause corrosion.
  • the object of this invention to provide assemblies composed of sleeve bearings, seals, sliding vanes, pistons, piston rings, etc. moving against opposing surfaces that will function in the presence of low viscosity organic agents. It is another object to provide an assembly capable of converting in situ a low viscosity organic fluid, e.g., gasoline vapor or liquid, unsuitable as a lubricant in its unpolymerized state to a more viscous polymeric material characterized by its ability to maintain a state of boundary lubrication or full-film lubrication during periods of operation. It is a further object to provide lubricant-producing assemblies for designing and constructing devices (engines, pumps, etc.) in which the problems resulting from the conventional use of lubricants are eliminated.
  • a low viscosity organic fluid e.g., gasoline vapor or liquid
  • an assembly comprising at least two members having relatively movable opposing surfaces, members A and B, and a fluid capable of polymerizing to form a lubricant during operation of the assembly (a lubricant precursor);
  • the metal-opposing surface of member A comprising an alloy selected from the group consisting of (a) an alloy of 11-15 atom percent carbon, 1.5-3 atom percent silicon and the balance being substantially all iron, and having a Vickers Hardness number of at least 150, (b) an alloy of at least 80 atom percent iron and having a Vickers Hardness number of at least 200, and (c) an alloy of at leart 50 atom percent (50-79 atom percent) iron and having a Vickers Hardness number of at least 400, preferably the alloy of (a) or (b);
  • the metal-opposing surface of member B comprising a mixture of -90, preferably 25-60, percent by volume of an alloy of at least 6, preferably at least 12, atom percent of an element selected from the group consisting
  • the mixture constituting the opposing surface of member B may take the form of particles of the molybdenum or tungsten alloy embedded in a matrix of the softer material to form a composite.
  • the size of the molybdenum or tungsten alloy particles will range from minus 40 mesh to plus 400 mesh.
  • assemblies of this invention can be formed that meet the criteria set forth in the previous paragraphs where one of the relatively movable opposing surfaces comprises a mixture of copper and an alloy of 6-85, preferably 19-25 atom percent molybdenum, 4-56, preferably 4-22 atom percent silicon and the balance essentially 10-90 atom percent of an element selected from the group consisting of iron, cobalt and nickel, preferably 53-77 atom percent cobalt; the other of the relatively movable opposing surfaces comprising an alloy of 1-7 atom percent carbon, up to 13 atom percent chromium and the balance essentially 80-98 atom percent iron; and the fluid selected from the previously stated group but being preferably gasoline.
  • the first-mentioned relatively movable opposing surface contains an alloy of tungsten, it may be difiicult to incorporate more than atom percent into the alloy because of the high melting point of tungsten.
  • Coefficient of dry friction is measured in air, as follows:
  • a test sample of the alloy containing the intermetallic compound used in member B is given a metallographic polish and washed with acetone to insure a smooth clean surface.
  • a ;inch ball or, alternatively, an object having a spherical surface (radius of -inch) near its point of contact with the flat surface, composed of the material of member A is cleaned by polishing with 600 grit emery cloth.
  • the test sample of the alloy is mounted on a moving track and passed at a speed of 0.001 cm./sec. in contact with the ball of the member A.
  • a load of 1000 grams is imposed on the ball.
  • the frictional drag created by the sample of the alloy moving in contact with the ball is measured by a tangential strain gauge.
  • the coefiicient of dry friction is the tangential force required to move the test sample divided by the normal force, which in this case is 1000 grams.
  • Environmental medium also referred to as the process fluid, carrier fluid or simply, the fluid.
  • Lubricant producing surface This surface is a composite of a relatively soft material and the molybdenum or tungsten alloy.
  • the relatively soft materials may be selected from any of the following four groups.
  • Group (a) includes the metals copper, nickel, aluminum, lead, tin, cadmium and iron.
  • Group (b) includes alloys of the metals of group (a); lead base alloys such as Babbitt (74.5 lead, 10 tin, 15 antimony, 0.5 copper tin base alloys such as Babbitt (91.2 tin, 4.5 copper, 4 antimony, 0.3 lead cadmiumbase alloys (97.5 cadmium, 1 nickel, 1 silver, 0.5 copper copper base alloys such as tin bronze (88 copper, 10 tin, 2 zinc leaded tin bronze (80 copper, 10 lead, 10 tin and copper-lead copper, 30 lead aluminum base alloys such as (91 aluminum, 7 tin, 1 copper, 1 silicon nickel base alloys such as Monel (66 nickel, 31.5 copper, 1.3 iron, 0.9 manganese, 0.1 carbon
  • Group (c) includes the metals chromium and molyb
  • Group (d) includes phenolic resins and essentially linear resins having a second order transition temperature (as determined by plots of flexnral modulus versus temperature) of at least 250 C. and a room temperature modulus of at least 300,000 p.s.i., e.g., phenolformaldehyde resins, aromatic polyimides, aromatic polyamides, aromatic polyketones, aromatic polythiazoles and polybenzotriazoles.
  • the important criteria for selecting the molybdenum or tungsten alloy are in three distinct areas: chemical composition; physical structure; and physical characteristics.
  • chemical composition the alloy should contain at least 6 atom percent of molybdenum or tungsten.
  • physical structure it should be composed of at least 10 percent by volume of an intermetallic compound having molybdenum or tungsten as a component,
  • the physical characteristics should be such that the alloy has a coefficient of dry friction when contacted against the mating surface of no greater than 0.25; the intermetallic compound of the alloy has a Vickers Hardness number ranging between 550 and 1800; and the relatively soft material matrix containing the intermetallic compound should have a Vickers Hardness number less than that of the intermetallic compound.
  • the aforementioned alloys When used in the present invention, the aforementioned alloys will be capable of producing lubricant when subjected to sliding action in the presence of a fluid capable of being converted into a material having lubricating properties. It is believed that the soft matrix permits particles of the aforementioned alloy to accommodate to any misalignment between surfaces, e.g., shaft and bearing, etc. Thus, superior compatibility and superior results are obtained using the composite. Specifically, when subjected to 50,000 PV (load in p.s.i. velocity of 180 ft./min. or greater) in the wear tester shown in FIG. 1, the total wear of both lubricant producing surface (sample) and mating surface (reference ring) will be less than 4.0 mils/100 hrs.
  • 50,000 PV load in p.s.i. velocity of 180 ft./min. or greater
  • the softer matrix e.g., copper
  • wears away preferentially thereby creating cavities at the sliding interface. It is believed that these cavities become filled with the environmental fluid and the lubricant formed.
  • the same phenomenon occurs within the molybdenum or tungsten alloy in that the softer matrix portion is worn preferentially leaving the hard intermetallic compound in relief. It is believed that the environmental fluid and the lubricant formed collect in the micro-cavities which are close enough to provide superior lubrication at the contact points undergoing sliding action.
  • FIG. 1 is a schematic representation of the wear tester utilized in determining wear performance. It is representative of end thrust type bearings and is useful as a screening device for determining systems of the present invention.
  • the specimen of member A to be tested 12 is rotated by a DC motor 10.
  • the friction between the ring of member B 11 and the test specimen of member A 12 produces a torque in the shaft 13.
  • the shaft 13 is constrained from turning by the lever arm 14 connected to a strain gauge 15.
  • the strain gauge voltage is continuously monitored on a recorder. This voltage is converted into pounds pull by previous calibration. From the geometry of the system, the tangential force on the specimen is calculated. The coeflicient of friction equals the tangential force divided by the normal thrust of load pushing the specimen and wear ring together.
  • Wear rates are determined from weight loss and also by micrometer measurements. Tests are carried out by rotating the test specimen at a speed of 180 ft./ min. and at varying loads. The PV is determined by multiplying the load in p.s.i. based upon actual contact area by the speed in ft./min.
  • the specimen 12 and the ring 11 are machine ground to obtain parallel faces and then hand lapped on 400 grit paper; vacuum dried at 100 C. for at least 1 hour; and then weighed to 0.0001 gram and measured to 0.0001 inch. They are then mounted in the tester as shown in FIG. 1 and the cup 16 filled with gasoline or other fluid 17.
  • the cup 16 is lined with cooling coils to minimize evaporation.
  • the tester is run at 650 r.p.m. (to provide 180 ft./min.) for 1 to 2 minutes. After this period, the preselected test load is applied and the test is run continuously for 18 to 20 hours. Due to evaporation, additional fuel must be added every 4 to 6 hours.
  • the specimen 12 and the ring 11 are again vacuum dried; weighed; and measured.
  • the tester may be loaded in increments of 20 lbs. while being run at the previously disclosed speed. The tester may be run 30 minutes at each weight increment until failure occurs.
  • intermetallic compounds of molybdenum or tungsten in the contacting surface of member B are vital to the operability of the present invention.
  • intermetallic compounds in most cases, occur as an intermediate or secondary phase within a solid solution or matrix phase. They vary in amount and size and are of diverse types. The amount and type is determined by such factors as the particular chemistry of the metals being alloyed, the length of time at which the alloy is subjected to specific temperature conditions, and the cooling rate.
  • Intermetallic compounds found in the alloys operable in this invention include (1) the topological close packed (TCP) structures including the sigma, chi, mu and Laves phases, (.2) the semi-carbides of the M C and M C type and (3) Mo Si type.
  • TCP topological close packed
  • M C and M C type the semi-carbides of the M C and M C type
  • Mo Si type Mo Si type.
  • the presence and amount of intermetallic compounds may be determined by either X-ray diffraction or metallographic analysis.
  • these alloys are defined in this patent as consisting essentially of a substantial amount of at least one metal A and a substantial amount of at least one metal B, and silicon, metal A being selected from the group consisting of molybdenum and tungsten and metal B being selected from the group consisting of cobalt and nickel; and sum of the amounts of metals A and B being at least 60 atom percent of the alloy; the amount of silicon and the relative amounts of metals A and B being such as to provide 30 85 volume percent of said alloy in the Laves phase; the Laves phase being distributed in a relatively soft matrix of the remaining 70-15 volume percent of said alloy.
  • the first group embraces the cast irons containing graphite. They are the gray cast irons and malleable cast irons. Carbon content varies from 11 to 15 atom percent, and silicon content from 1.5 to 3 atom percent with the balance being iron and trace amounts of other metals. Hardnesses can be as low as Vickers Hardness number of 150. It is believed that the presence of the carbon as graphite offsets the effect of softness. These alloys are useful as piston rings, cylinder walls and in other applications having poor lubrication.
  • the second group consists of iron alloys containing at least atom percent iron, at least 1 atom percent carbon and having Vickers Hardness numbers of at least 200.
  • This group embraces the white cast irons, carbon steels, most of the tool steels and the bottom of the range of martensitic stainless steels. It is preferred that the Vickers Hardness number of the steels in this group be over 270.
  • the third group consists of iron-base alloys containing 50-79 atom percent iron, at least 1 atom percent carbon and having Vickers Hardness numbers of at least 400.
  • ferritic stainless steels and most of the austenitic stainless steels.
  • work hardened low nickel alloys of austenitic stainless steels it may be possible to use work hardened low nickel alloys of austenitic stainless steels.
  • the major alloying element for the second and third groups are chromium, manganese, molybdenum and tungsten. These elements should represent at least one-half of the weight of the remaining alloying elements (besides iron and carbon) and should be present primarily as carbide precipitates or in a fully hardened solid solution, e.g., the martensite phase of iron. Nickel and cobalt are undesirable and their sum in the alloy should be less than 6 atom percent.
  • the most impressive feature of the system of this invention is its ability to polymerize certain fluids to form lubricants in situ, thereby obviating the necessity of using an extraneous (non-essential to the function of the system) material such as heavy petroleum products (e.g., motor oils, lubes, and greases).
  • an extraneous (non-essential to the function of the system) material such as heavy petroleum products (e.g., motor oils, lubes, and greases).
  • the invention is concerned primarily with systems involving petroleum hydrocarbon fuels as the environmental medium.
  • gasoline in automotive, marine, and aircraft engines; kerosene and jet fuels in modern jet aircraft; and diesel fuels in diesel type engines are particularly useful in this invention.
  • These fluids may be classified as petroleum hydrocarbons whose terminal boiling points are no greater than 345 C.
  • the fluids may be used in liquid or vapor form.
  • One method to achieve the results of the present invention is to spray gasoline vapor into the chamber containing the
  • the viscosity of the lubricants produced from these fluids is high enough to perform a lubricating function.
  • the viscosity of the hydraulic fluid is low enough so that no heating is required to maintain fluidity as is usually necessary with more viscous fluids.
  • the assemblies of this invention find applicabilitiy in all types of engines: 2- and 4-cycle reciprocating engines; 2- and 4-cycle rotary engines including the epitrochoidal, elliptical, wedge and vane piston types; free piston gas generating engines; turbo-jet engines; standard jet engines; and gas turbine engines.
  • the bearing surfaces and seals can be composed of or coated with a composite of copper and the alloy of molybdenum or tungsten referred to herein as member B; while the opposing surfaces including the crankshaft, the piston cylinder wall, etc. can be composed of the alloy of iron referred to herein as the member A alloy.
  • the members B composite can be used as a surface coating for the plunger which slides through a chamber made of member A, or member B can be used as a coating for the cylinder chamber through which a plunger made of or coated with member A slides.
  • the vanes can be coated with or composed of the member B composite which makes contact 'with a chamber of member A, or vice versa. This permits operation with low viscosity fuels such as gasoline or kerosene. This opens up the possibility of operating diesel engines with less viscous fuels than are now used.
  • Another interesting application of the present invention is as a solution to the problem of increasing the load bearing capacity of oil impregnated porous bearings, i.e., self-lubricating bearings. Relatively large pores are needed in these bearings to transmit the relatively viscous lubricant, thereby reducing load bearing capacity.
  • a low viscosity precursor that forms a high viscosity lubricant in situ on the bearing surface smaller pores would be used. This, in turn, increases the load bearing capacity of the bearing.
  • greases having greater viscosity than conventional oils are produced with an accompanying increase in load bearing capacity.
  • the assemblies of this invention will be useful in a multitude of situations involving the use of bearings, gears, seals and pistons, the members of the assemblies being used either to form the parts or as coatings for such parts.
  • the following listing of uses is not intended to be limitative but intended to appraise those skilled in the art of useful applications of this invention.
  • EXAMPLE 1 A composite was prepared by mixing 100 mesh copper powder with 100 +200 mesh alloy 3 of cobalt, molybdenum and silicon in the ratio of 50/50 percent by volume. The mixture was plasma sprayed onto an aluminum substrate. The composite was then tested in the wear tester shown in FIG. 1 against 1095 steel 4 hardened to a Vickers Hardnes number of 510. A PV of 140,000 was applied to the test specimen and the tester was run for 6 hours in an environment of gasoline. The gasoline was introduced into the tester in the form of a spray at a flow rate of 0.42 ml./min. The coefficient of friction was measured and found to be 0.08. At the end of the 6-hour run, the test specimen and the mating surface were examined.
  • the lubricity of the reaction product was then measured and compared with that of commercially available grease.
  • the combination of 1095 steel against 1020 steel would normally seize immediately in a gasoline environment.
  • the tester ran smoothly at a PV of 200,000; the wear rate was low; and the coefficient of friction was 0.036, identical to that ob- 3 56 atom percent cobalt, 22 atom percent molybdenum and 22 atom percent silicon.
  • EXAMPLES 2-8 A series of iron alloys as member A and composites of various matrix materials and alloys of molybdenum or tungsten as member B was prepared and tested in the Wear tester shown in FIG. 1 following substantially the procedure set forth in Example 9. Gasoline was used as the environmental medium in Examples 2-6; n-octane, in Example 7 and hexanol, in Example 8.
  • FIG. 2 illustrates a device utilized to test the efficiency of certain type bearings intended for commercial applications.
  • friction between shaft 61 and the bearing to be tested 62 causes a yolk 63 to rotate when a load 64 is applied.
  • the rotation of the yolk applies a force to a torque transducer 65 through lever arm 66.
  • the tangential force acting at the bearing shaft interface is calculated. This divided by the load applied gives the coefiicient of friction.
  • the transducer is calibrated before each test.
  • the process fluid is introduced into the bearing system through port 67.
  • test procedure involves increasing the flow of gasoline to 1 lb. per hour at no load and then increasing the rpm. of the shaft to the desired level.
  • the load is applied in increments of 20 lb. and the apparatus allowed to run from 30 minutes to an hour at each step.
  • a composite was prepared by pressing mesh copper powder with 28 volume percent of an alloy consisting of 56 atom percent cobalt, 22 atom percent molybdenum and 22 atom percent silicon (l00 mesh +200 mesh). After heating the composite to 850 C. in hydrogen, billets were forged in air to a diameter of 1% inches. After heat treatment at 850 C. in hydrogen for 3-4 hours to promote bonding between copper and the alloy, journals were rough machined using carbide tools to Within 10 TABLE II.--COEFFICIENT OF FRICTION AT VARIOUS LOADINGS (PV) PV (p.s.i. X ItJmin.)
  • Control B Seized Seized Seized Seized Seized EXAMPLE 10 A 2-cycle engine was modified as shown in FIG. 3 to permit operation without addition of oil to the fuel system.
  • the original engine was a 2-cycle, 2% horsepower engine Model D-402 manufactured by the Outboard Marine Corp., Galesburg, Ill.
  • the clearances after modifications of the bearings, piston, and piston rings were the maximum allowable falling within the specifications of the manufacturer.
  • the sleeve bearings were grooved to direct the gasoline to the bearing interfaces.
  • the sleeve bearings 21 and 22 used as magneto platebearings and shaft bearings were made from composites of copper and 28 percent by volume of the alloy 8 used in Example 1. These hearings were sealed at both ends to prevent gasoline from passing directly into the aluminum crankcase.
  • a hardened low alloy steel within the definition of member A of the invention was used as the crankshaft 24.
  • the piston 29 was coated with a mixture of copper and 25 percent by volume of the allow of Example 1 by plasma spraying to a thickness of .004.005 inch. The particular size used in these coatings was -l00 mesh and 200 mesh. A band of this coating was put at the top and bottom of the piston, although it is preferable to coat the entire piston.
  • This piston rings 28 which slide against the cast iron cylinder walls were the manufacturers cast iron rings coated with the alloy of Example 1 by plasma spraying.
  • the fuel pump was electrically operated, it may be operated as a positive displacement diaphragmtype fuel pump as shown in FIG. 3.
  • the flow of fuel (gasoline) is designated by the dotted lines.
  • Fuel from the tank 31 is sucked into the fuel pump 30. From here, it is pumped into bearing 22, removed from a port on the opposite side, and passed into the cast-iron cylinder 32 through port 33 and other similar orthogonal ports not shown.
  • the fuel flowing into port 33 lubricates bearings 26 and 27 in the following manner. Hollow wrist pin 25 is blocked at one end to prevent fuel from passing through it and out the exhaust port 34. When the wrist pin 25 passes over the port 33, gasoline is ejected into it and flows towards the exhaust end.
  • Fuel may also be pumped from pump 30 into bearing 21. It then flows down this bearing as indicated and through and opening 35 in the crankshaft 24 to lubricate bearing 23.
  • Bearing 23 is a roller bearing having an outer race of an alloy (77 atom percent cobalt, 19 atom percent molybdenum and 4 atom percent silicon).
  • the crankshaft served as an inner race and the manufacturers needles (52100 steel) were used as rolling elements.
  • the fuel is ejected from bearing 23 into the crankcase chamber 36. Fuel is also pumped into the carburetor 37.
  • the reed valve 38 on the carburetor closes when the crankcase 36 is under compression and opens when the crankcase is under a low pressure, i.e., when the piston 39 is in its highest position.
  • the pump 30 was started to admit fuel to all bearing surfaces just prior to starting the engine. Thus, the hearings were not operated in the dry condition.
  • the engine was then run for 50 hours using commercially available permium gasoline containing no oil.
  • the fuel was introduced into the engine at a rate of 2.1 lbs/hr.
  • the air flow was 19 lbs./hr. giving an air-fuel ratio of about 9 to l.
  • the engine speed was 2,450 rpm. No load was placed on the engine.
  • the dimensions of the essential friction wear parts were measured before and after the test to determine the amount of wear. The results are tabulated in Table III.
  • EXAMPLE 11 One of the most promising potential end uses for the present invention would 'appear to be as seals in rotary engines.
  • a sequence of tests to evaluate the performance of the system of this invention as seals in the engine described in US. Pat. 3,359,953 (the Wankel engine) was initiated.
  • a Gast air motor was used, as illustrated in FIG. 4. Normally, this engine would be powered by compressed air injected through the inlet.
  • the motor was driven by means of bearing tester described for use in FIG. 2 The motor of the bearing tester was attached to the rotary shaft of the air motor by a coupling causing the air motor to rotate.
  • vanes 51 made from a composite of copper and 30 percent by volume of the alloy of Example 1 were compared to hard chromium plated vanes.
  • the test was run at room temperature. The motor was driven at 1200 r.p.m. while 0.1 lb. per hour of commercially available premium grade gasoline was flushed through it with 1 lb. per hour of nitrogen. This low amount of gasoline was used to more closely simulate the amount of unburned fuel in an engine.
  • a 3.5 hour run the chromium plated vanes ruined the cast-iron housing and generated enough wear debris to plug the outlet port. In the same period, no wear of the vanes or housing could be measured when the vanes were made from the composite described in Example 9.
  • EXAMPLE 12 To demonstrate a gasoline pump using the system of this invention, the vanes in a Gast air motor were replaced with vanes prepared from the composite set forth in Example 11. The motor was operated as a pump by driving it with bearing tester of FIG. 2 at 1200 r.p.m. Gasoline was pumped at a rate of gal/hr. in a closed loop with a one gallon reservoir for 5.25 hours. No wear on the vanes could be measured and the weight loss per vane averaged one milligram.
  • Wankel engine using an aluminum housing Wankel engine using an aluminum housing.
  • a system comprising an assembly of at least two members, members A and B, having relatively movable opposing surfaces and an environmental fluid capable of forming a lubricating medium for said opposing surfaces during operation of the assembly; the opposing surface of member A consisting essentially of an alloy selected from the group consisting of (a) an alloy of 11-15 atom percent carbon, 1.5-3 atom percent silicon and the balance being su-bstantially all iron, and having a Vickers Hardness number of at least 150, (b) an alloy of at least 80 atom percent iron, at least 1 atom percent carbon, and having a Vickers Hardness number of at least 200, and (c) an alloy of 50-79 atom percent iron, at least 1 atom percent carbon, and having a Vickers Hardness number of at least 400, the sum of any cobalt and nickel in said alloys (b) and (0) being less than 6 atom percent, at least one-half of the weight of the remainder of alloys (b) and (c) being selected from the group of elements consisting of chrominum
  • a system as in claim 1 wherein said opposing surface of member A is an alloy of 11-15 atom percent carbon, 1.5-3 atom percent silicon, the balance being substantially all iron, having a Vickers Hardness number of at least 150.
  • a system as in claim 1 wherein said opposing surface of member A is said alloy of at least atom percent iron having a Vickers Hardness number of at least 200.
  • alloy of the mixture in the opposing surface of member B is an alloy of at least 12 atom percent of an element selected from the group consisting of molybdenum and tungsten.
  • a system as in claim 1 wherein said environmental fluid is a petroleum hydrocarbon having a terminal boiling point no greater than 345 C.
  • a system as in claim 1 wherein said environmental fluid is gasoline.
  • a system as in claim 14 wherein said environmental fluid is gasoline.
  • said material in the mixture having a Vickers Hardness number less than that of said alloy is selected from the groups consisting of (a) copper, nickel, aluminum, lead, tin, cadmium and iron, (b) alloys of the metals of group (a), (c) chromium and molybdenum, and (d) polyimides, aromatic polyamides, aromatic polyketones, polybenzimidazoles, arornatic polyimines, polybenzotriazoles, aromatic polythiazoles, phenol-formaldehyde resin.
  • An assembly comprising at least two members,
  • member A consisting essentially of an alloy selected from the group consisting of (a) an alloy of 11-15 atom percent carbon, 1.5-3 atom percent silicon and the balance being substantially all iron, and having a Vickers Hardness number of at least 150, (b) an alloy of at least 80 atom percent iron, at least 1 atom percent carbon, and having a Vickers Hardness number of at least 200, and (c) an alloy of 50-79 atom percent iron, at least 1 atom percent carbon, and having a Vickers Hardness number of at least 400, the sum of any cobalt and nickel in said alloys (b) and being less than 6 atom percent, at least onehalf of the weight of the remainder of alloys (b) and (0) being selected from the group of elements consisting of chromium, molybdenum, manganese and tungsten, said element(s) being present as carbide(s) or in a fully hardened solid solution; and the opposing surface of member B consisting essentially of an alloy selected from the group consisting of (a) an alloy of
  • said material in the mixture having a Vickers Hardness number less than that of said alloy is selected from the groups consisting of (a) copper, nickel, aluminum, lead, tin, cadmium and iron, (b) alloys of the metals of group (a), (c) chromium and molybdenum, and (d) polyimides, aromatic polyamides, aromatic polyketones, polybenzimidazoles, aromatic polyiinines, polybenzotriazoles, aromatic polythiazoles, phenol-formaldehyde resin.
  • a process for forming a lubricating medium which comprises placing the surfaces of at least two members, members A and B, in opposition, the opposing surface of member A consisting essentially of an alloy selected from the group consisting of (a) an alloy of 11-15 atom percent carbon, 1.5-3 atom percent silicon and the balance being substantially all iron, and having a Vickers Hardness number of at least 150, (b) an alloy of at least atom percent iron, at least 1 atom percent carbon, and having a Vickers Hardness number of at least 200, and (c) an alloy of 50-79 atom percent iron, at least 1 atom percent carbon, and having a Vickers Hardness number of at least 400, the sum of any cobalt and nickel in said alloys (b) and (c) being less than 6 atom percent, at least one-half of the weight of the remainder of alloys (b) and (c) being selected from the group of elements consisting of chromium, molybdenum, manganese and tungsten, said element(s) being present as carbide
  • the opposing surface of member A consists essentially of an alloy selected from the group consisting of (a) an alloy of ll-15 atom percent carbon, 1.5-3 atom percent silicon, the balance being substantially all iron, having a Vickers Hardness number of at least 150, (b) an alloy of at least 80 atom percent iron and having a Vickers Hardness number of at least 175, and (c) an alloy of at least 50 atom percent iron and having a Vickers Hardness number of at least 400, the sum of any cobalt and nickel in said alloys (b) and (c) being less than 6 atom percent, at least one-half of the weight of the remainder of alloys (b) and (c) being selected from the group of elements consisting of chromium, molybdenum, manganese and tungsten, said element(s) being present as carbide(s) or

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubricants (AREA)
  • Sliding-Contact Bearings (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Pipe Accessories (AREA)
  • Resistance Heating (AREA)
US740880A 1968-06-28 1968-06-28 Lubricant producing system Expired - Lifetime US3513084A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US74088068A 1968-06-28 1968-06-28

Publications (1)

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US3513084A true US3513084A (en) 1970-05-19

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ID=24978449

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US740880A Expired - Lifetime US3513084A (en) 1968-06-28 1968-06-28 Lubricant producing system

Country Status (15)

Country Link
US (1) US3513084A (enrdf_load_stackoverflow)
JP (1) JPS5019701B1 (enrdf_load_stackoverflow)
AT (2) AT318785B (enrdf_load_stackoverflow)
BE (1) BE735272A (enrdf_load_stackoverflow)
BR (1) BR6910290D0 (enrdf_load_stackoverflow)
CH (1) CH555509A (enrdf_load_stackoverflow)
DE (1) DE1932774C3 (enrdf_load_stackoverflow)
ES (1) ES368878A1 (enrdf_load_stackoverflow)
FR (1) FR2016780A1 (enrdf_load_stackoverflow)
GB (1) GB1275456A (enrdf_load_stackoverflow)
IL (1) IL32490A (enrdf_load_stackoverflow)
LU (1) LU58975A1 (enrdf_load_stackoverflow)
NL (1) NL166763C (enrdf_load_stackoverflow)
NO (1) NO127977B (enrdf_load_stackoverflow)
SE (1) SE369917B (enrdf_load_stackoverflow)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3877854A (en) * 1972-09-12 1975-04-15 Nippon Piston Ring Co Ltd Relative combination of apex seal and rotor housing in rotary piston internal combustion engine
US3909420A (en) * 1971-07-09 1975-09-30 Atlantic Richfield Co Lubricant composition containing thiadiazoles and napthylamines as antioxidants and method of lubrication using said composition
US5365691A (en) * 1992-08-24 1994-11-22 Bayer Aktiengesellschaft Methods and agents for combating cockroaches

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6802457B1 (en) 1998-09-21 2004-10-12 Caterpillar Inc Coatings for use in fuel system components
US6715693B1 (en) 2000-02-15 2004-04-06 Caterpillar Inc Thin film coating for fuel injector components
JP3630076B2 (ja) * 2000-05-30 2005-03-16 株式会社デンソー 弁装置
DE102023108051A1 (de) * 2023-03-29 2024-10-02 Deloro Wear Solutions GmbH Molybdän-basierte Legierung

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2238864A (en) * 1939-09-15 1941-04-15 Socony Vacuum Oil Co Inc Processing equipment
US2239501A (en) * 1941-04-22 Lubricants containing polymers of
US2673175A (en) * 1954-03-23 Synthetic lubricating oil
US3194759A (en) * 1962-10-31 1965-07-13 Martin J Devine Lubricated bearing assembly
US3217834A (en) * 1962-06-22 1965-11-16 Nakamura Kenichi Process of lubrication for metal frictional surfaces
US3283029A (en) * 1962-09-26 1966-11-01 Raffinage Cie Francaise Hydraulic fluids

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2239501A (en) * 1941-04-22 Lubricants containing polymers of
US2673175A (en) * 1954-03-23 Synthetic lubricating oil
US2238864A (en) * 1939-09-15 1941-04-15 Socony Vacuum Oil Co Inc Processing equipment
US3217834A (en) * 1962-06-22 1965-11-16 Nakamura Kenichi Process of lubrication for metal frictional surfaces
US3283029A (en) * 1962-09-26 1966-11-01 Raffinage Cie Francaise Hydraulic fluids
US3194759A (en) * 1962-10-31 1965-07-13 Martin J Devine Lubricated bearing assembly

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3909420A (en) * 1971-07-09 1975-09-30 Atlantic Richfield Co Lubricant composition containing thiadiazoles and napthylamines as antioxidants and method of lubrication using said composition
US3877854A (en) * 1972-09-12 1975-04-15 Nippon Piston Ring Co Ltd Relative combination of apex seal and rotor housing in rotary piston internal combustion engine
US5365691A (en) * 1992-08-24 1994-11-22 Bayer Aktiengesellschaft Methods and agents for combating cockroaches

Also Published As

Publication number Publication date
BR6910290D0 (pt) 1973-01-04
SE369917B (enrdf_load_stackoverflow) 1974-09-23
DE1932774B2 (de) 1973-05-30
AT318785B (de) 1974-11-11
DE1932774C3 (de) 1974-01-10
GB1275456A (en) 1972-05-24
DE1932774A1 (de) 1970-01-02
JPS5019701B1 (enrdf_load_stackoverflow) 1975-07-09
IL32490A0 (en) 1969-08-27
NL166763C (nl) 1981-09-15
LU58975A1 (enrdf_load_stackoverflow) 1969-11-12
CH555509A (de) 1974-10-31
BE735272A (enrdf_load_stackoverflow) 1969-12-01
NL166763B (nl) 1981-04-15
FR2016780A1 (enrdf_load_stackoverflow) 1970-05-15
NL6909914A (enrdf_load_stackoverflow) 1969-12-30
ES368878A1 (es) 1971-07-16
NO127977B (enrdf_load_stackoverflow) 1973-09-10
IL32490A (en) 1972-08-30
AT311527B (de) 1973-11-26

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