WO2022111739A1 - 铁铝合金复合强化铝基材料、其制备方法及应用 - Google Patents

铁铝合金复合强化铝基材料、其制备方法及应用 Download PDF

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WO2022111739A1
WO2022111739A1 PCT/CN2022/073121 CN2022073121W WO2022111739A1 WO 2022111739 A1 WO2022111739 A1 WO 2022111739A1 CN 2022073121 W CN2022073121 W CN 2022073121W WO 2022111739 A1 WO2022111739 A1 WO 2022111739A1
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powder
aluminum
alloy
raw material
feal
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PCT/CN2022/073121
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English (en)
French (fr)
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刘春轩
邱敬文
蒋兆汝
吴云
张扬
张�杰
曹柳絮
邱振宇
罗任
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湖南金天铝业高科技股份有限公司
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Publication of WO2022111739A1 publication Critical patent/WO2022111739A1/zh
Priority to ZA2023/04599A priority Critical patent/ZA202304599B/en

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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22F—WORKING METALLIC POWDER; MANUFACTURE OF ARTICLES FROM METALLIC POWDER; MAKING METALLIC POWDER; APPARATUS OR DEVICES SPECIALLY ADAPTED FOR METALLIC POWDER
    • B22F9/00—Making metallic powder or suspensions thereof
    • B22F9/02—Making metallic powder or suspensions thereof using physical processes
    • B22F9/04—Making metallic powder or suspensions thereof using physical processes starting from solid material, e.g. by crushing, grinding or milling
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/26—Methods of annealing
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D1/00—General methods or devices for heat treatment, e.g. annealing, hardening, quenching or tempering
    • C21D1/74—Methods of treatment in inert gas, controlled atmosphere, vacuum or pulverulent material
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/008—Heat treatment of ferrous alloys containing Si
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C33/00—Making ferrous alloys
    • C22C33/02—Making ferrous alloys by powder metallurgy
    • C22C33/0257—Making ferrous alloys by powder metallurgy characterised by the range of the alloying elements
    • C22C33/0278—Making ferrous alloys by powder metallurgy characterised by the range of the alloying elements with at least one alloying element having a minimum content above 5%
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/002—Ferrous alloys, e.g. steel alloys containing In, Mg, or other elements not provided for in one single group C22C38/001 - C22C38/60
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/02—Ferrous alloys, e.g. steel alloys containing silicon
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/06—Ferrous alloys, e.g. steel alloys containing aluminium
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/12—Ferrous alloys, e.g. steel alloys containing tungsten, tantalum, molybdenum, vanadium, or niobium
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/14—Ferrous alloys, e.g. steel alloys containing titanium or zirconium
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/02—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working in inert or controlled atmosphere or vacuum
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22F—CHANGING THE PHYSICAL STRUCTURE OF NON-FERROUS METALS AND NON-FERROUS ALLOYS
    • C22F1/00—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working
    • C22F1/04—Changing the physical structure of non-ferrous metals or alloys by heat treatment or by hot or cold working of aluminium or alloys based thereon
    • 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
    • C23C24/00—Coating starting from inorganic powder
    • C23C24/08—Coating starting from inorganic powder by application of heat or pressure and heat
    • C23C24/10—Coating starting from inorganic powder by application of heat or pressure and heat with intermediate formation of a liquid phase in the layer
    • C23C24/103—Coating with metallic material, i.e. metals or metal alloys, optionally comprising hard particles, e.g. oxides, carbides or nitrides
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/125—Discs; Drums for disc brakes characterised by the material used for the disc body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B22—CASTING; POWDER METALLURGY
    • B22F—WORKING METALLIC POWDER; MANUFACTURE OF ARTICLES FROM METALLIC POWDER; MAKING METALLIC POWDER; APPARATUS OR DEVICES SPECIALLY ADAPTED FOR METALLIC POWDER
    • B22F9/00—Making metallic powder or suspensions thereof
    • B22F9/02—Making metallic powder or suspensions thereof using physical processes
    • B22F9/04—Making metallic powder or suspensions thereof using physical processes starting from solid material, e.g. by crushing, grinding or milling
    • B22F2009/043—Making metallic powder or suspensions thereof using physical processes starting from solid material, e.g. by crushing, grinding or milling by ball milling
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the invention relates to a multi-layer surface composite strengthened aluminum base material, in particular to an iron-aluminum alloy composite strengthened aluminum base material, a preparation method and an application thereof.
  • the traction energy consumption accounts for about 30% of the total energy consumption, the vehicle mass is reduced by 10%, and the traction energy consumption can be reduced by about 6%, while the vehicle braking device accounts for about 20% of the unsprung weight. Part of it is occupied by brake discs. Therefore, the use of lightweight brake discs can significantly reduce weight. It can not only increase speed and noise, reduce energy consumption and carbon emissions, but also reduce wheel and rail wear and track maintenance. costs, thereby bringing huge social and economic benefits.
  • Aluminum-based alloys have the characteristics of low density, high specific strength, low thermal expansion coefficient, easy processing, etc., and have good plasticity, electrical conductivity, thermal conductivity, corrosion resistance, weldability and mechanical properties. In recent years, they are often used to replace iron and steel. and other traditional brake disc materials, has become the main research direction of the lightweight of rail transit vehicles.
  • Iron-aluminum intermetallic compounds have excellent high-temperature oxidation resistance and sulfidation resistance, relatively low density and low price, etc., and can be used as a reinforcement protective layer for corrosion resistance, high temperature resistance and oxidation resistance on the surface of aluminum-based alloys.
  • the mismatch between the thermophysical properties of the laser cladding powder and the substrate can easily lead to defects such as cracks in the coating, which is fatal in the application of brake discs.
  • an iron-aluminum alloy composite reinforced aluminum-based material with no cracks and good metallurgical bond with the aluminum-based alloy which not only possesses the excellent high-temperature mechanics of iron-aluminum intermetallic compounds performance, corrosion resistance and wear resistance, while retaining the advantages of high thermal conductivity and light weight of aluminum-based alloys.
  • This material as a material for high-speed rail transit brake discs can greatly reduce production costs on the one hand, and significantly improve the service temperature and service life of the brake discs on the other hand.
  • the present invention provides an iron-aluminum alloy composite reinforced aluminum-based material, comprising an aluminum-based alloy layer, a Fe 3 Al alloy layer metallurgically combined with the aluminum-based alloy layer, and an alloy with the Fe 3 Al alloy A metallurgically bonded FeAl alloy layer, the Fe 3 Al alloy layer is mainly composed of Fe 3 Al phase and ZrB 2 phase, and the FeAl alloy layer is mainly composed of FeAl phase, B phase and Al 2 O 3 .
  • the FeAl alloy layer further includes a MoSi 2 phase.
  • the present application also provides a preparation method of the above-mentioned iron-aluminum alloy composite reinforced aluminum-based material, comprising the following steps:
  • Fe powder, Al powder, amorphous B powder and Al 2 O 3 particles are ball-milled and mixed in proportion to obtain FeAl alloy raw material powder;
  • the Fe 3 Al alloy raw material powder is laid on the surface of the aluminum-based alloy, and annealed by laser cladding in a protective gas atmosphere to obtain a metallurgically bonded Fe 3 Al alloy layer and an aluminum-based alloy layer;
  • the FeAl alloy raw material powder is laid on the surface of the Fe 3 Al alloy layer, and annealed by laser cladding in a protective gas atmosphere to obtain the iron-aluminum alloy composite reinforced aluminum-based material.
  • the mass ratio of the Fe powder to the Al powder is (4-7):1, and the mass of the amorphous B powder accounts for the Fe 3 Al 0.02%-2% of the total mass of the alloy raw material powder, and the mass of the Zr powder accounts for 0.08%-5% of the total mass of the Fe 3 Al alloy raw material powder.
  • the mass ratio of the Fe powder to the Al powder is (2.2-4):1, and the mass of the amorphous B powder accounts for the total amount of the FeAl alloy raw material powder. 0.02% to 2% of the mass, and the mass of the Al 2 O 3 particles accounts for 4% to 15% of the total mass of the FeAl alloy raw material powder.
  • the FeAl alloy raw material powder further includes MoSi 2 , and the MoSi 2 accounts for 0.1%-3% of the total mass of the FeAl alloy raw material powder.
  • the mass of the amorphous B powder accounts for 0.02% to 0.8% of the total mass of the Fe 3 Al alloy raw material powder; , the mass of the amorphous B powder accounts for 0.02% to 0.8% of the total mass of the FeAl alloy raw material powder; the particle size of the Al 2 O 3 particles is below 10 ⁇ m.
  • the conditions of the laser cladding are: the laser power is 1.5kw-3.5kw, the scanning speed is 30mm/s-300mm/s, and the spot diameter is 1mm-10mm.
  • the temperature of the annealing is 200°C to 450°C.
  • the present application also provides an application of the above-mentioned iron-aluminum alloy composite reinforced aluminum-based material in a high-speed rail transit brake disc.
  • the Fe 3 Al alloy layer composed of Fe 3 Al phase and ZrB 2 phase is compared with B2 alloy layer composed of Fe 3 Al phase and ZrB 2 phase.
  • the FeAl of the structure has better plastic toughness at room temperature, and is close to the thermal expansion coefficient of the aluminum-based alloy layer. It is located between the FeAl alloy layer and the aluminum-based alloy layer, which can play a stress buffering role and effectively prevent heat during repeated rapid braking. The occurrence and propagation of cracks under stress ; while the FeAl alloy layer composed of FeAl phase, B phase and Al 2 O 3 phase has higher Specific strength and better corrosion resistance, as a surface layer, can effectively improve its wear resistance and wear resistance.
  • iron-aluminum intermetallic compounds not only have excellent high-temperature oxidation resistance, sulfidation corrosion resistance and wear resistance, but also do not contain precious metals and are inexpensive.
  • the bonding force between the layers is greatly improved, which not only has the excellent corrosion resistance and wear resistance of iron-aluminum intermetallic compounds, but also retains the advantages of high thermal conductivity and light weight of aluminum-based alloys.
  • Using this material for high-speed rail transit brake discs can greatly reduce production costs on the one hand, and significantly improve the service temperature and service life of the brake discs on the other hand.
  • Example 1 is the metallographic diagram of the metallurgically bonded Fe 3 Al alloy layer and the aluminum-based alloy layer prepared in Example 1;
  • Fig. 2 is the result diagram of friction test of the FeAl alloy layer prepared in Example 1;
  • Fig. 3 is that the FeAl alloy layer prepared in Example 1 carries out three repetitions of friction and wear test results;
  • Fig. 4 is the result diagram of friction test of the FeAl alloy layer prepared in Example 2;
  • Fig. 5 is that the FeAl alloy layer prepared in Example 2 carries out three repetitions of friction and wear test results;
  • Fig. 6 is the result diagram of friction test of the FeAl alloy layer prepared in Example 3.
  • Example 7 is a graph showing the results of three repeated friction and wear tests on the FeAl alloy layer prepared in Example 3.
  • An embodiment of the method for preparing an iron-aluminum alloy composite reinforced aluminum matrix composite material includes the following steps S110-S140:
  • step S110 by controlling the mixing ratio of Fe powder and Al powder, Fe 3 Al phase with DO3 structure is mainly generated.
  • Zr reacts with B to form ZrB 2 to improve the grain structure of Fe 3 Al alloy and avoid brittle fracture.
  • the mass ratio of Fe powder to Al powder is (4-7): 1 , and the mass of amorphous B powder accounts for 0.02% ⁇ 2%, the mass of Zr powder accounts for 0.08%-5% of the total mass of Fe 3 Al alloy raw material powder.
  • the mass of the amorphous B powder accounts for 0.02% to 0.8% of the total mass of the Fe 3 Al alloy raw material powder.
  • the Fe powder, Al powder, amorphous B powder and Zr powder are ball-milled and mixed in proportion in a protective gas atmosphere to avoid the formation of oxide film and affect the combination of the subsequent aluminum-based alloy layer and the Fe 3 Al alloy layer.
  • the protective gas atmosphere in step S110 is an argon atmosphere or a helium atmosphere.
  • step S120 by controlling the mixing ratio of Fe powder and Al powder, a FeAl phase having a B2 structure is mainly generated.
  • the plastic toughness of FeAl alloy can be improved by adding an appropriate amount of amorphous B powder.
  • the two have good surface wettability, the use of dispersion strengthening and fine-grain strengthening mechanism, can play the role of toughening and reinforcement. That is to say, Al 2 O 3 particles exist both in the crystal and outside the crystal. Under their "pinning effect", they can effectively hinder the expansion of a large number of dislocations in the matrix phase, increase the crack propagation path, and improve the FeAl alloy layer. fracture energy.
  • adding an appropriate amount of Al 2 O 3 particles can also be used to adjust and control the friction coefficient, so that the FeAl alloy layer as a surface layer has excellent wear resistance and wear resistance.
  • the mass ratio of Fe powder to Al powder is (2.2-4): 1, the mass of amorphous B powder accounts for 0.02%-2% of the total mass of FeAl alloy raw material powder, Al The mass of the 2 O 3 particles accounts for 4% to 15% of the total mass of the FeAl alloy raw material powder.
  • the mass of the amorphous B powder accounts for 0.02% to 0.8% of the total mass of the FeAl alloy raw material powder.
  • the particle size of Al 2 O 3 particles needs to be controlled below 10 ⁇ m to maximize its toughening and reinforcing effect and wear resistance. Further, the particle size of the Al 2 O 3 particles is 10 nm ⁇ 10 ⁇ m.
  • the above-mentioned FeAl alloy raw material powder may further include MoSi 2 .
  • MoSi 2 By adding an appropriate amount of MoSi 2 as a lubricating component, the friction coefficient of the FeAl alloy layer can be adjusted to meet the specified requirements.
  • MoSi 2 accounts for 0.1% to 3% of the total mass of the FeAl alloy raw material powder. It can be understood that the FeAl alloy raw material powder here is FeAl alloy raw material powder including MoSi 2 .
  • the protective gas atmosphere in step S120 is an argon atmosphere or a helium atmosphere.
  • the aluminum-based alloy is an Al-Fe-V-Si aluminum alloy.
  • the mass fraction of Fe is 8.5%
  • the mass fraction of V is 1.3%
  • the mass fraction of Si is 1.9%
  • the rest The amount is aluminum.
  • the aluminum-based alloy can be selected according to the specific use requirements, and the aluminum-based alloy matching the thermophysical properties of the Fe 3 Al alloy can be selected, and it is not limited to the above-mentioned Al-Fe-V-Si aluminum alloy.
  • the higher content of iron in the original Fe 3 Al alloy powder can effectively dilute the aluminum in the aluminum base alloy, thereby avoiding FeAl 2 , Fe 2 Al 5 , FeAl 3 Equibrittle phase is produced, and Fe 3 Al phase with higher plastic toughness is mainly formed.
  • the ZrB 2 phase formed by the reaction of amorphous B powder and Zr powder in the original Fe 3 Al alloy powder can effectively improve the grain structure of Fe 3 Al alloy, avoid brittle fracture, and prevent the generation of pores and cracks.
  • the connection strength of the Fe 3 Al alloy layer and the aluminum-based alloy layer can be effectively improved, and the Fe 3 Al alloy layer and the aluminum-based alloy layer can be effectively improved.
  • the thermal expansion coefficient of the Fe 3 Al alloy layer is relatively close, and the aluminum-based alloy layer has excellent thermal conductivity. Therefore, the thermal stress generated by the Fe 3 Al alloy layer under the preparation conditions is very small and almost negligible.
  • the protective gas atmosphere is an argon atmosphere or a helium atmosphere
  • a fiber laser is used for the laser cladding
  • the conditions for the laser cladding are: the laser power is 1.5kw ⁇ 3.5kw, and the scanning speed is 30mm/s ⁇ 300mm/s, the spot diameter is 1mm ⁇ 10mm.
  • the annealing temperature is 200°C to 450°C.
  • the protective gas atmosphere is an argon atmosphere or a helium atmosphere
  • a fiber laser is used for the laser cladding
  • the conditions for the laser cladding are: the laser power is 1.5kw ⁇ 3.5kw, and the scanning speed is 30mm/s ⁇ 300mm /s, the spot diameter is 1mm to 10mm.
  • the annealing temperature is 200°C to 450°C.
  • the FeAl alloy layer composed of FeAl phase, B phase and Al 2 O 3 phase has higher specific strength and better corrosion resistance. As a surface layer, it can effectively improve its wear resistance and wear resistance.
  • the above-mentioned iron-aluminum alloy composite strengthens the aluminum-based material, using the laser cladding technology, the bonding force between the aluminum-based alloy layer and the Fe 3 Al alloy layer and between the Fe 3 Al alloy layer and the FeAl alloy layer is greatly improved, and the plasticity is better.
  • the Fe 3 Al alloy layer is used as an intermediate layer, which can play a role in stress buffering and effectively prevent the occurrence and expansion of cracks under thermal stress in repeated rapid braking.
  • the FeAl alloy layer with high hardness and wear resistance is used as the surface layer, which can play the role of wear resistance and corrosion resistance.
  • This material can be used for high-speed rail transit brake discs. On the one hand, it can greatly reduce the production cost, and on the other hand, it can significantly improve the braking effect.
  • the operating temperature and service life of the disk can greatly reduce the production cost, and on the other hand, it can significantly improve the braking effect.
  • the Fe 3 Al alloy raw material powder can be prepared first, the FeAl alloy raw material powder can also be prepared first, or both can be prepared simultaneously.
  • the corresponding raw material powder is ready.
  • the conditions of laser cladding are: the laser power is 3kw, the scanning speed is 300mm/s, and the spot diameter is 3mm.
  • the above-mentioned FeAl alloy raw material powder is laid on the surface of the Fe 3 Al alloy layer, laser cladding is performed in an argon protective atmosphere, and then annealed at 200° C. to obtain an iron-aluminum alloy composite reinforced aluminum-based material.
  • the conditions of laser cladding are: the laser power is 3.5kw, the scanning speed is 300mm/s, and the spot diameter is 3mm.
  • FIG. 1 The metallographic diagram of the metallurgically bonded Fe 3 Al alloy layer and the aluminum-based alloy layer prepared in Example 1 is shown in FIG. 1 . It can be seen from Figure 1 that the interface between the aluminum-based alloy layer and the Fe 3 Al alloy layer is well bonded.
  • the hardness test was carried out on the FeAl alloy layer sample prepared in Example 1, and the hardness was about 3.5GPa.
  • the FeAl alloy layer samples prepared in Example 1 were subjected to three repeated friction and wear tests.
  • the experimental conditions were: under the action of 23N pressure, 1000m of SiC dual friction was used, and the friction speed was 1m/s.
  • the results are shown in Figure 2. From Figure 2, it can be seen It can be seen that the average friction coefficient of the FeAl alloy layer is 0.78.
  • the FeAl alloy layer sample prepared in Example 1 was subjected to three repeated friction and wear tests.
  • the experimental conditions were as follows: under the action of 23N pressure, 1000m of SiC dual friction was used, and the friction speed was 1m/s. The results are shown in Figure 3. From Figure 3, it can be seen It was found that the average wear amount of the FeAl alloy layer was 8.3 mg.
  • the conditions of laser cladding are: the laser power is 3kw, the scanning speed is 250mm/s, and the spot diameter is 3mm.
  • the above-mentioned FeAl alloy raw material powder is laid on the surface of the Fe 3 Al alloy layer, and annealed at 300° C. after laser cladding to obtain an iron-aluminum alloy composite reinforced aluminum-based material.
  • the conditions of laser cladding are: the laser power is 2.5kw, the scanning speed is 300mm/s, and the spot diameter is 3mm.
  • the hardness test was carried out on the FeAl alloy layer sample prepared in Example 2, and its hardness was about 3.3GPa.
  • the FeAl alloy layer sample prepared in Example 2 was subjected to three repeated friction and wear tests.
  • the experimental conditions were: under the action of 23N pressure, SiC was used for dual friction for 1000 m and the friction speed was 1 m/s.
  • the results are shown in Figure 4. It can be seen that the average friction coefficient of the FeAl alloy layer is 0.70.
  • the FeAl alloy layer sample prepared in Example 2 was subjected to three repeated friction and wear tests.
  • the experimental conditions were: under the action of 23N pressure, 1000m of SiC dual friction was used, and the friction speed was 1m/s.
  • the results are shown in Figure 5. From Figure 5, it can be seen It can be seen that the average wear amount of the FeAl alloy layer is 9.3 mg.
  • the conditions of laser cladding are: the laser power is 3.5kw, the scanning speed is 300mm/s, and the spot diameter is 3mm.
  • the above-mentioned FeAl alloy raw material powder is laid on the surface of the Fe 3 Al alloy layer, and annealed at 450° C. after laser cladding to obtain an iron-aluminum alloy composite reinforced aluminum-based material.
  • the conditions of laser cladding are: the laser power is 2.5kw, the scanning speed is 300mm/s, and the spot diameter is 3mm.
  • the hardness test was carried out on the FeAl alloy layer sample prepared in Example 3, and its hardness was about 3.2GPa.
  • the FeAl alloy layer sample prepared in Example 3 was subjected to three repeated friction and wear tests.
  • the experimental conditions were as follows: under the action of 23N pressure, SiC was used for dual friction for 1000 m and the friction speed was 1 m/s.
  • the results are shown in Figure 6. It can be seen that the average friction coefficient of the FeAl alloy layer after adding MoSi2 for lubrication is 0.53.
  • the FeAl alloy layer sample prepared in Example 3 was subjected to three repeated friction and wear tests.
  • the experimental conditions were: under the action of 23N pressure, SiC was used for dual friction for 1000 m, and the friction speed was 1 m/s.
  • the results are shown in Figure 7. It can be seen that the average wear amount of the FeAl alloy layer is 6.8 mg.
  • Comparative Example 1 is basically the same as Example 1. The difference is that in Comparative Example 1, the FeAl alloy layer was first laser clad on the surface of the Al-Fe - V-Si aluminum alloy, and then the Fe3 Al alloy was laser clad on the surface of the FeAl alloy layer. It was found that the wear resistance of the Fe3Al alloy layer was significantly lower than that of the FeAl alloy layer, and under the thermal fatigue and stress fatigue of repeated braking, the FeAl alloy layer was easily formed between the FeAl alloy layer and the aluminum alloy layer. The brittleness leads to crack propagation, which in turn leads to exfoliation and failure at the interface.
  • Comparative Example 2 is basically the same as Example 1. The difference is that in the Fe 3 Al alloy raw material powder in Comparative Example 2, the Fe powder is 950 g, and the Al powder is 50 g. It was found that the Fe 3 Al intermetallic compound layer with DO3 structure could not be formed at all. , but exists in the form of Al atoms dissolved in the ferrite.
  • Comparative Example 3 is basically the same as Example 1, except that in the FeAl alloy raw material powder in Comparative Example 3, the Fe powder is 650 g, and the Al powder is 350 g. It was found that too high Al content would make FeAl more brittle, thus affecting its stability during friction, and even if B and Zr were added to achieve toughening and strengthening, the room temperature plasticity of FeAl would not be affected. improvement is minimal.
  • Comparative Example 4 is basically the same as Example 1, except that no amorphous B powder and/or Zr powder is added to the Fe 3 Al alloy raw material powder in Comparative Example 4. It was found that the absence of amorphous B powder and/or Zr powder would reduce the plastic toughness of Fe 3 Al material, which would easily lead to the problems of hydrogen embrittlement and plastic toughness of the Fe 3 Al layer.
  • Comparative Example 5 is basically the same as Example 1, except that the Fe 3 Al alloy raw material powder in Comparative Example 5 does not add amorphous B powder and/or Al 2 O 3 particles. It was found that the absence of amorphous B powder and/or Al 2 O 3 particles would reduce the plastic toughness of Fe 3 Al material, which would easily lead to the problems of hydrogen embrittlement and plastic toughness of the Fe 3 Al layer.

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Abstract

本申请涉及铁铝合金复合强化铝基材料，其制备方法及应用。该材料包括铝基合金层，与铝基合金层冶金结合的Fe 3Al合金层及与Fe 3Al合金层冶金结合的FeAl合金层，Fe 3Al合金层主要由Fe 3Al相和ZrB 2相组成，FeAl合金层主要由FeAl相、B相和Al 2O 3相组成。上述铁铝合金复合强化铝基材料，不仅具备了铁铝金属间化合物优良的高温力学性能、耐腐蚀和耐磨损性能，同时保留了铝基合金的高导热性、质轻等优点。将该材料用作高速轨道交通制动盘材料，一方面可以大幅度降低生产成本，另一方面可以显著提高制动盘的使用温度和使用寿命。

Description

铁铝合金复合强化铝基材料、其制备方法及应用 技术领域
本发明涉及多层表面复合强化铝基材料，特别是涉及铁铝合金复合强化铝基材料、其制备方法及应用。
背景技术
随着交通拥堵问题的日趋严重，城市轨道交通以其大运量、快捷、舒适、节能、环保等特性已成为解决城市交通问题的必然发展趋势。随着交通运输科技的不断进步，城市轨道交通车辆的设计速度也越来越高，由以往的80km/h提高到120km/h，对车辆的安全制动性能也提出了更高的要求。车辆的制动实质上是利用摩擦副将列车动能转化为热能从而达到减速和停车的目的，并通过与外界环境的热交换来散热，因此，制动盘的耐热强度及散热能力是衡量车辆制动性能的关键指标之一。
此外，随着城市轨道交通建设规模的不断扩大、运营网络的不断增多，能耗也大幅度增加。据统计，牵引能耗占总能耗的30％左右，车辆质量减轻10％，牵引能耗则可以减少6％左右，而车辆制动装置约占簧下重量的20％，这20％中大部分又被制动盘所占据，因此，采用轻量化制动盘可起到明显的减重效果，不但可以提速降噪，减少能源消耗和碳排放，而且可以减少轮轨磨耗，降低轨道线路维护费用，从而带来巨大的社会和经济效益。
铝基合金具有密度小、比强度高、热膨胀系数低、易于加工等特点，且具有较好的塑性、导电、导热、抗蚀、可焊和力学性能，近年来常被用来替代铁、钢等传统的制动盘材料，成为目前轨道交通车辆轻量化的主要研究方向。
技术问题
由于铝基合金固有的高温力学性能差，耐摩擦磨损性能和高温抗氧化性不佳等问题限制了其在高速轨道交通制动工况下的进一步使用。目前，比较常用的方法是采用增强相增强铝基材料，以提高其耐磨耐损等性能，但随着增强相的掺入，势必带来制备难度和制造成本的增加，而且其高温力学性能也不能满足高速轨道交通制动的使用要求。目前有科技工作者采用渗碳、渗氮、喷涂、微弧氧化、电镀、离子镀、物理气相沉积、化学气相沉积、离子注入、等离子体浸没离子注入与沉积等表面改性方法，以在铝基合金表面形成多种类型功能薄膜或涂层。然而，这些方法普遍存在着成本高，膜层或涂层厚度较薄且与铝基合金结合强度不佳的问题。因此，也不能适用于高速制动条件下高温和大应力的工况条件。为弥补上述不足，人们开始采用涂层厚度可控且能与基材表面形成良好冶金结合的功能复合涂层的激光熔覆技术，以使铝基合金表面的硬度、耐磨、耐蚀和抗氧化等综合性能得到显著提高。
铁铝金属间化合物具有优异的高温抗氧化性和抗硫化性、相对较低的密度和低廉的价格 等，可作为铝基合金表面耐蚀、耐高温、抗氧化的增强体防护层。但激光熔覆粉末与基体的热物理性能不匹配容易导致涂层出现裂纹等缺陷，这在制动盘的应用中是致命的。
技术解决方案
为了克服现有技术的不足，本发明有必要提供一种无裂纹，与铝基合金呈良好冶金结合的铁铝合金复合增强铝基材料，该材料不仅具备了铁铝金属间化合物优良的高温力学性能、耐腐蚀和耐磨损性能，同时保留了铝基合金的高导热性、质轻等优点。将该材料用作高速轨道交通制动盘材料，一方面可以大幅度降低生产成本，另一方面可以显著提高制动盘的使用温度和使用寿命。
为了实现上述技术效果，本发明提供了一种铁铝合金复合强化铝基材料，包括铝基合金层，与所述铝基合金层冶金结合的Fe 3Al合金层及与所述Fe 3Al合金层冶金结合的FeAl合金层，所述Fe 3Al合金层主要由Fe 3Al相和ZrB 2相组成，所述FeAl合金层主要由FeAl相、B相和Al 2O 3组成。
在其中一个实施例中，所述FeAl合金层还包括MoSi 2相。
此外，本申请还提供一种上述铁铝合金复合强化铝基材料的制备方法，包括以下步骤：
在保护性气体氛围中，将Fe粉、Al粉、无定形B粉和Zr粉按比例球磨混合，得到Fe 3Al合金原料粉；
在保护性气体氛围中，将Fe粉、Al粉、无定形B粉和Al 2O 3颗粒按比例球磨混合，得到FeAl合金原料粉；
将所述Fe 3Al合金原料粉铺设在铝基合金表面，在保护性气体氛围中进行激光熔覆后退火，得到冶金结合的Fe 3Al合金层和铝基合金层；
将所述FeAl合金原料粉铺设在所述Fe 3Al合金层表面，在保护性气体氛围中进行激光熔覆后退火，得到所述铁铝合金复合强化铝基材料。
在其中一个实施例中，所述Fe 3Al合金原料粉中，所述Fe粉与Al粉的质量比为(4～7):1，所述无定形B粉的质量占所述Fe 3Al合金原料粉总质量的0.02％～2％，所述Zr粉的质量占所述Fe 3Al合金原料粉总质量的0.08％-5％。
在其中一个实施例中，所述FeAl合金原料粉中，所述Fe粉与Al粉的质量比为(2.2～4):1，所述无定形B粉的质量占所述FeAl合金原料粉总质量的0.02％～2％，所述Al 2O 3颗粒的质量占所述FeAl合金原料粉总质量的4％～15％。
在其中一个实施例中，所述FeAl合金原料粉中还包括MoSi 2，所述MoSi 2占所述FeAl合金原料粉总质量的0.1％～3％。
在其中一个实施例中，所述Fe 3Al合金原料粉中，所述无定形B粉的质量占所述Fe 3Al 合金原料粉总质量的0.02％～0.8％；所述FeAl合金原料粉中，所述无定形B粉的质量占所述FeAl合金原料粉总质量的0.02％～0.8％；所述Al 2O 3颗粒的粒径在10μm以下。
在其中一个实施例中，所述激光熔覆的条件为：激光功率为1.5kw～3.5kw，扫描速度为30mm/s～300mm/s，光斑直径为1mm～10mm。
在其中一个实施例中，所述退火的温度为200℃～450℃。
此外，本申请还提供一种上述铁铝合金复合强化铝基材料在高速轨道交通制动盘中的应用。
上述铁铝合金复合强化铝基材料，相较于由FeAl相、B相和Al 2O 3相组成的FeAl合金层，由Fe 3Al相和ZrB 2相组成的Fe 3Al合金层相比B2结构的FeAl具有更好的室温塑韧性，且与铝基合金层的热膨胀系数比较接近，位于FeAl合金层和铝基合金层之间可起到应力缓冲作用，有效防止在反复快速制动中热应力下裂纹的出现和扩展；而相较于由Fe 3Al相和ZrB 2相组成的Fe 3Al合金层，由FeAl相、B相和Al 2O 3相组成的FeAl合金层具有更高的比强度和更好的耐腐蚀性能，作为表面层，可有效提高其耐磨耐损性能。
此外，铁铝金属间化合物不仅具有优良的高温抗氧化性、抗硫化腐蚀以及耐磨损性能，而且其不含贵重金属，价格低廉。通过在铝基合金表面冶金结合Fe 3Al合金层，再在Fe 3Al合金层表面冶金结合FeAl合金层，使得铝基合金层和Fe 3Al合金层之间以及Fe 3Al合金层和FeAl合金层之间的结合力大大提高，不仅具备了铁铝金属间化合物优良的耐腐蚀和耐磨损性能，同时保留了铝基合金的高导热性、质轻等优点。将该材料用于高速轨道交通制动盘，一方面可以大幅度降低生产成本，另一方面可以显著提高制动盘的使用温度和使用寿命。
附图说明
图1为实施例1制备的冶金结合的Fe 3Al合金层和铝基合金层的金相图；
图2为实施例1制备的FeAl合金层的摩擦测试结果图；
图3为实施例1制备的FeAl合金层进行三次重复摩擦磨损试验结果图；
图4为实施例2制备的FeAl合金层的摩擦测试结果图；
图5为实施例2制备的FeAl合金层进行三次重复摩擦磨损试验结果图；
图6为实施例3制备的FeAl合金层的摩擦测试结果图；
图7为实施例3制备的FeAl合金层进行三次重复摩擦磨损试验结果图。
具体实施方式
为了便于理解本发明，下面将对本发明进行更全面的描述，并给出了本发明的较佳实施例。但是，本发明可以以许多不同的形式来实现，并不限于本文所描述的实施例。相反地，提供这些实施例的目的是使对本发明的公开内容的理解更加透彻全面。
除非另有定义，本文所使用的所有的技术和科学术语与属于本发明的技术领域的技术人员通常理解的含义相同。本文中在本发明的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本发明。本文所使用的术语“和/或”包括一个或多个相关的所列项目的任意的和所有的组合。
一实施方式的铁铝合金复合强化铝基复合材料的制备方法，包括以下步骤S110～S140：
S110、在保护性气体氛围中，将Fe粉、Al粉、无定形B粉和Zr粉按比例球磨混合，得到Fe 3Al合金原料粉。
需要说明的是，步骤S110中，通过控制Fe粉、Al粉的混合比例，以主要生成呈DO3结构的Fe 3Al相。另外通过添加适量的无定形B粉和Zr粉，使Zr与B反应生成ZrB 2，以改善Fe 3Al合金的晶粒结构，避免脆性断裂发生。
在本实施方式中，Fe 3Al合金原料粉中，Fe粉与Al粉的质量比为(4～7):1，无定形B粉的质量占Fe 3Al合金原料粉总质量的0.02％～2％，Zr粉的质量占Fe 3Al合金原料粉总质量的0.08％-5％。
更进一步的，无定形B粉的质量占Fe 3Al合金原料粉总质量的0.02％～0.8％。
将Fe粉、Al粉、无定形B粉和Zr粉，在保护性气体氛围中按比例球磨混合，可避免生成氧化物薄膜，影响后续铝基合金层与Fe 3Al合金层的结合。
在本实施方式中，步骤S110中保护性气体氛围为氩气氛围或氦气氛围。
S120、在保护性气体氛围中，将Fe粉、Al粉、无定形B粉和Al 2O 3颗粒按比例混合，得到FeAl合金原料粉。
需要说明的是，步骤S120中，通过控制Fe粉、Al粉的混合比例，以主要生成呈B2结构的FeAl相。另外，通过添加适量的无定形B粉，以改善FeAl合金的塑韧性。通过添加适量的Al 2O 3颗粒与FeAl相复合，二者间具有良好的表面浸润性，利用弥散强化和细晶强化机理，可起到增韧补强的作用。即Al 2O 3颗粒在晶内和晶外均有存在，在其“钉扎作用”下，可有效阻碍基体相内部大量位错的扩张，增大了裂纹扩展路径，从而实现提高FeAl合金层的断裂能。此外，通过添加适量的Al 2O 3颗粒还可以用来调整和控制摩擦系数，以使FeAl合金层作为表面层具有优异的耐磨耐损性能。
在本实施方式中，FeAl合金原料粉中，Fe粉与Al粉的质量比为(2.2～4):1，无定形B粉的质量占FeAl合金原料粉总质量的0.02％～2％，Al 2O 3颗粒的质量占FeAl合金原料粉总质量的4％～15％。
进一步的，无定形B粉的质量占FeAl合金原料粉总质量的0.02％～0.8％。
进一步的，Al 2O 3颗粒的粒径需控制在10μm以下，以最大化其增韧补强作用和耐磨耐损 性能。更进一步的，Al 2O 3颗粒的粒径为10nm～10μm。
在其他实施方式中，若需要降低摩擦系数，上述FeAl合金原料粉中还可包括MoSi 2。通过添加适量的MoSi 2作为润滑组元，以调整FeAl合金层的摩擦系数达到指定要求。
进一步的，MoSi 2占FeAl合金原料粉总质量的0.1％～3％。可以理解，这里的FeAl合金原料粉为包括MoSi 2的FeAl合金原料粉。
进一步的，步骤S120中保护性气体氛围为氩气氛围或氦气氛围。
S130、将上述Fe 3Al合金原料粉铺设在铝基合金表面，在保护性气体氛围中进行激光熔覆后退火，得到冶金结合的Fe 3Al合金层和铝基合金层。
在本实施方式中，铝基合金为Al-Fe-V-Si铝合金，该铝合金中，Fe的质量分数为8.5％，V的质量分数为1.3％，Si的质量分数为1.9％，余量为铝。
需要说明的是，铝基合金可以根据具体的使用要求，选择与Fe 3Al合金热物理性能相匹配的铝基合金即可，而不限于上述的Al-Fe-V-Si铝合金。
通过在铝基合金表面激光熔覆Fe 3Al合金层，利用Fe 3Al合金原粉中较高含量的铁可有效稀释铝基合金中的铝，从而避免FeAl 2、Fe 2Al 5、FeAl 3等脆相的产生，而主要生成具有较高塑韧性的Fe 3Al相。同时，通过Fe 3Al合金原粉中无定形B粉和Zr粉反应生成的ZrB 2相，可有效改善Fe 3Al合金的晶粒结构，避免脆性断裂发生，防止气孔和裂纹的产生。此外，由于Fe 3Al合金层与铝基合金层之间采用激光熔覆技术冶金结合，可有效提高Fe 3Al合金层与铝基合金层的连接强度，且Fe 3Al合金层与铝基合金层的热膨胀系数较为接近，铝基合金层又具有优良的导热性能，因此，Fe 3Al合金层在制备工况下所产生的热应力很小，几乎可以忽略。
在本实施方式中，保护性气体氛围中为氩气氛围或氦气氛围，激光熔覆采用光纤激光器，激光熔覆的条件为：激光功率为1.5kw～3.5kw，扫描速度为30mm/s～300mm/s，光斑直径为1mm～10mm。
在本实施方式中，退火的温度为200℃～450℃。
可以理解，Fe 3Al合金层与铝基合金层界面可能还存在极少量的其他铁铝金属间化合物，但由于Fe 3Al合金原粉中较高含量的铁粉稀释作用，主要还是生成具有较高塑韧性Fe 3Al相。
S140、将上述FeAl合金原料粉铺设在Fe 3Al合金层表面，在保护性气体氛围中进行激光熔覆后退火，得到铁铝合金复合强化铝基材料。
在本实施方式中，保护性气体氛围为氩气氛围或氦气氛围，激光熔覆采用光纤激光器，激光熔覆的条件为：激光功率为1.5kw～3.5kw，扫描速度为30mm/s～300mm/s，光斑直径为1mm～10mm。
在本实施方式中，退火的温度为200℃～450℃。
由FeAl相、B相和Al 2O 3相组成的FeAl合金层具有更高的比强度和更好的耐腐蚀性能，作为表面层，可有效提高其耐磨耐损性能。
上述铁铝合金复合强化铝基材料，利用激光熔覆技术，使得铝基合金层和Fe 3Al合金层之间以及Fe 3Al合金层和FeAl合金层之间的结合力大大提高，塑性较好的Fe 3Al合金层作为中间层，可起到应力缓冲作用，有效防止在反复快速制动中热应力下裂纹的出现和扩展，铝基合金层作为基底层，可起到良好的导热作用，高硬度耐磨的FeAl合金层作为表面层，可起到耐磨耐蚀作用，将该材料用于高速轨道交通制动盘，一方面可以大幅度降低生产成本，另一方面可以显著提高制动盘的使用温度和使用寿命。
另外，需要说明的是，上述步骤S110、S120的顺序不限，可以先制备Fe 3Al合金原料粉，也可以先制备FeAl合金原料粉，或者同时制备也可以，只要在制备相应层之前，将相应原料粉准备好即可。
以下为具体实施例。
实施例1
(1)在氩气氛围中，将850gFe粉、150gAl粉、8g无定形B粉和1gZr粉球磨混合，得到Fe 3Al合金原料粉。
(2)在氩气氛围中，将750gFe粉、250gAl粉、10g无定形B粉和100gAl 2O 3颗粒球磨混合，得到FeAl合金原料粉。
(3)将上述Fe 3Al合金原料粉铺设在Al-Fe-V-Si铝合金表面，在氩气保护氛围中进行激光熔覆后在450℃退火2小时，得到冶金结合的Fe 3Al合金层和铝基合金层。其中，激光熔覆的条件为：激光功率为3kw，扫描速度为300mm/s，光斑直径为3mm。
(4)将上述FeAl合金原料粉铺设在Fe 3Al合金层表面，在氩气保护氛围中进行激光熔覆后在200℃退火，得到铁铝合金复合强化铝基材料。其中，激光熔覆的条件为：激光功率为3.5kw，扫描速度为300mm/s，光斑直径为3mm。
实施例1制备的冶金结合的Fe 3Al合金层和铝基合金层的金相图如图1所示。由图1可以看出铝基合金层与Fe 3Al合金层界面结合良好。
对实施例1制备的FeAl合金层样品进行硬度测试，其硬度在3.5GPa左右。
对实施例1制备的FeAl合金层样品进行三次重复摩擦磨损试验，实验条件为：在23N压力作用下，用SiC对偶摩擦1000m，摩擦速度1m/s，结果如图2所示，由图2可以看出，FeAl合金层的平均摩擦系数为0.78。
对实施例1制备的FeAl合金层样品进行三次重复摩擦磨损试验，实验条件为：在23N压力作用下，用SiC对偶摩擦1000m，摩擦速度1m/s，结果如图3所示，由图3可以看出， FeAl合金层的平均磨损量为8.3mg。
实施例2
(1)在氩气氛围中，将850gFe粉、150gAl粉、12g无定形B粉和10gZr粉球磨混合，得到Fe 3Al合金原料粉。
(2)在氩气氛围中，将700gFe粉、300gAl粉、15g无定形B粉和50gAl 2O 3颗粒球磨混合，得到FeAl合金原料粉。
(3)将上述Fe 3Al合金原料粉铺设在Al-Fe-V-Si铝合金表面，激光熔覆后在300℃退火3小时，得到冶金结合的Fe 3Al合金层和铝基合金层。其中，激光熔覆的条件为：激光功率为3kw，扫描速度为250mm/s，光斑直径为3mm。
(4)将上述FeAl合金原料粉铺设在Fe 3Al合金层表面，激光熔覆后在300℃退火，得到铁铝合金复合强化铝基材料。其中，激光熔覆的条件为：激光功率为2.5kw，扫描速度为300mm/s，光斑直径为3mm。
对实施例2制备的FeAl合金层样品进行硬度测试，其硬度在3.3GPa左右。
对实施例2制备的FeAl合金层样品进行三次重复摩擦磨损试验，实验条件为：在23N压力作用下，用SiC对偶摩擦1000m，摩擦速度1m/s，结果如图4所示，由图4可以看出，FeAl合金层的平均摩擦系数为0.70。
对实施例2制备的FeAl合金层样品进行三次重复摩擦磨损试验，实验条件为：在23N压力作用下，用SiC对偶摩擦1000m，摩擦速度1m/s，结果如图5所示，由图5可以看出，FeAl合金层的平均磨损量为9.3mg。
实施例3
(1)在氩气氛围中，将800gFe粉、200gAl粉、10g无定形B粉和5gZr粉球磨混合，得到Fe 3Al合金原料粉。
(2)在氩气氛围中，将700gFe粉、300gAl粉、15g无定形B粉、50g和20g MoSi2粉末球磨混合，得到FeAl合金原料粉。
(3)将上述Fe 3Al合金原料粉铺设在Al-Fe-V-Si铝合金表面，激光熔覆后在200℃退火4小时，得到冶金结合的Fe 3Al合金层和铝基合金层。其中，激光熔覆的条件为：激光功率为3.5kw，扫描速度为300mm/s，光斑直径为3mm。
(4)将上述FeAl合金原料粉铺设在Fe 3Al合金层表面，激光熔覆后在450℃退火，得到铁铝合金复合强化铝基材料。其中，激光熔覆的条件为：激光功率为2.5kw，扫描速度为300mm/s，光斑直径为3mm。
对实施例3制备的FeAl合金层样品进行硬度测试，其硬度在3.2GPa左右。
对实施例3制备的FeAl合金层样品进行三次重复摩擦磨损试验，实验条件为：在23N压力作用下，用SiC对偶摩擦1000m，摩擦速度1m/s，结果如图6所示，由图6可以看出，添加MoSi2润滑后FeAl合金层的平均摩擦系数为0.53。
对实施例3制备的FeAl合金层样品进行三次重复摩擦磨损试验，实验条件为：在23N压力作用下，用SiC对偶摩擦1000m，摩擦速度1m/s，结果如图7所示，由图7可以看出，FeAl合金层的平均磨损量为6.8mg。
对比例1
对比例1与实施例1基本相同，不同的是，对比例1是先在Al-Fe-V-Si铝合金表面激光熔覆FeAl合金层，再在FeAl合金层表面激光熔覆Fe 3Al合金层，结果发现Fe 3Al合金层的耐磨性比FeAl合金层的耐磨性明显降低，而且在反复制动的热疲劳和应力疲劳下，FeAl层和铝合金层之间容易因为FeAl合金层的脆性导致裂纹的扩展，继而导致在界面处出现脱落和破坏。
对比例2
对比例2与实施例1基本相同，不同的是，对比例2中Fe 3Al合金原料粉中Fe粉为950g，Al粉为50g，结果发现根本无法形成DO3结构的Fe 3Al金属间化合物层，而是以Al原子固溶在铁素体内部的形式存在。
对比例3
对比例3与实施例1基本相同，不同的是，对比例3中FeAl合金原料粉中Fe粉为650g，Al粉为350g。结果发现，过高的Al含量会使得FeAl的脆性变得更加明显，从而影响其在摩擦过程中的稳定性，而且即使加入了B和Zr等元素来实现增韧和增强，但对FeAl室温塑性的改善微乎其微。
对比例4
对比例4与实施例1基本相同，不同的是，对比例4中Fe 3Al合金原料粉中未添加无定形B粉和(或)Zr粉。结果发现，未添加无定形B粉和(或)Zr粉会降低Fe 3Al材料的塑韧性，容易导致Fe 3Al层的氢脆和塑韧性下降的问题。
对比例5
对比例5与实施例1基本相同，不同的是，对比例5中Fe 3Al合金原料粉中未添加无定形B粉和(或)Al 2O 3颗粒。结果发现，未添加无定形B粉和(或)Al 2O 3颗粒会降低Fe 3Al材料的塑韧性，容易导致Fe 3Al层的氢脆和塑韧性下降的问题。
以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在 不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。

Claims (10)

  1. 一种铁铝合金复合强化铝基材料的制备方法，其特征在于，包括以下步骤：
    在保护性气体氛围中，将Fe粉、Al粉、无定形B粉和Zr粉按比例球磨混合，得到Fe 3Al合金原料粉；
    在保护性气体氛围中，将Fe粉、Al粉、无定形B粉和Al 2O 3颗粒按比例混合，得到FeAl合金原料粉；
    将所述Fe 3Al合金原料粉铺设在铝基合金表面，在保护性气体氛围中进行激光熔覆后退火，得到冶金结合的Fe 3Al合金层和铝基合金层；
    将所述FeAl合金原料粉铺设在所述Fe 3Al合金层表面，在保护性气体氛围中进行激光熔覆后退火，得到所述铁铝合金复合强化铝基材料。
  2. 根据权利要求1所述的铁铝合金复合强化铝基材料的制备方法，其特征在于，所述Fe 3Al合金原料粉中，所述Fe粉与Al粉的质量比为(4～7):1，所述无定形B粉的质量占所述Fe 3Al合金原料粉总质量的0.02％～2％，所述Zr粉的质量占所述Fe 3Al合金原料粉总质量的0.08％～5％。
  3. 根据权利要求2所述的铁铝合金复合强化铝基材料的制备方法，其特征在于，所述FeAl合金原料粉中，所述Fe粉与Al粉的质量比为(2.2～4):1，所述无定形B粉的质量占所述FeAl合金原料粉总质量的0.02％～2％，所述Al 2O 3颗粒的质量占所述FeAl合金原料粉总质量的4％～15％。
  4. 根据权利要求3所述的铁铝合金复合强化铝基材料的制备方法，其特征在于，所述FeAl合金原料粉中还包括MoSi 2，所述MoSi 2占所述FeAl合金原料粉总质量的0.1％～3％。
  5. 根据权利要求3或4所述的铁铝合金复合强化铝基材料的制备方法，其特征在于，所述Fe 3Al合金原料粉中，所述无定形B粉的质量占所述Fe 3Al合金原料粉总质量的0.02％～0.8％；所述FeAl合金原料粉中，所述无定形B粉的质量占所述FeAl合金原料粉总质量的0.02％～0.8％；所述Al 2O 3颗粒的粒径在10μm以下。
  6. 根据权利要求5所述的铁铝合金复合强化铝基材料的制备方法，其特征在于，所述Al 2O 3颗粒的粒径为10nm～10μm。
  7. 根据权利要求3所述的铁铝合金复合强化铝基材料的制备方法，其特征在于，所述激光熔覆的条件为：激光功率为1.5kw～3.5kw，扫描速度为30mm/s～300mm/s，光斑直径为1mm～10mm。
  8. 根据权利要求3所述的铁铝合金复合强化铝基材料的制备方法，其特征在于，所述退火的温度为200℃～450℃。
  9. 一种根据权利要求3～8任一项所述的制备方法制得的铁铝合金复合强化铝基材料。
  10. 一种根据权利要求9所述的铁铝合金复合强化铝基材料在高速轨道交通制动盘中的应用。
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