WO2023185611A1 - 一种摩托车赛车链轮及其制造方法 - Google Patents

一种摩托车赛车链轮及其制造方法 Download PDF

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Publication number
WO2023185611A1
WO2023185611A1 PCT/CN2023/083276 CN2023083276W WO2023185611A1 WO 2023185611 A1 WO2023185611 A1 WO 2023185611A1 CN 2023083276 W CN2023083276 W CN 2023083276W WO 2023185611 A1 WO2023185611 A1 WO 2023185611A1
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Prior art keywords
sprocket
layer
disc body
weight reduction
chain wheel
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PCT/CN2023/083276
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English (en)
French (fr)
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王帅
颜霞
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重庆爵狼新能源科技有限公司
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Publication of WO2023185611A1 publication Critical patent/WO2023185611A1/zh

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    • C—CHEMISTRY; METALLURGY
    • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
    • C23C—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; SURFACE TREATMENT OF METALLIC MATERIAL BY DIFFUSION INTO THE SURFACE, BY CHEMICAL CONVERSION OR SUBSTITUTION; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL
    • C23C14/00—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material
    • C23C14/06—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material characterised by the coating material
    • C23C14/14—Metallic material, boron or silicon
    • C23C14/16—Metallic material, boron or silicon on metallic substrates or on substrates of boron or silicon
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • 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
    • C23C14/00—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material
    • C23C14/06—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material characterised by the coating material
    • C23C14/0605—Carbon
    • C23C14/0611—Diamond
    • 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
    • C23C14/00—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material
    • C23C14/06—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material characterised by the coating material
    • C23C14/0641—Nitrides
    • 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
    • C23C14/00—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material
    • C23C14/22—Coating by vacuum evaporation, by sputtering or by ion implantation of the coating forming material characterised by the process of coating
    • C23C14/50—Substrate holders
    • C23C14/505—Substrate holders for rotation of the substrates

Definitions

  • the invention relates to the technical field of transmission system components, and in particular to a motorcycle racing sprocket and a manufacturing method thereof.
  • the sprocket for motorcycle racing requires light weight, high strength, strong wear resistance, high temperature resistance, and low friction coefficient to meet the high performance requirements of racing.
  • most conventional sprockets are made of aluminum alloy or steel. Aluminum sprockets have low strength and weak wear resistance, while steel sprockets are heavier. At present, conventional sprockets cannot meet the higher performance requirements of motorcycle racing. Friction and wear are two important factors leading to sprocket failure.
  • the object of the present invention is to provide a motorcycle racing sprocket and a manufacturing method thereof to produce a motorcycle racing sprocket with light weight, high strength, strong wear resistance, high temperature resistance and low friction coefficient.
  • the present invention provides a motorcycle racing sprocket, which includes a sprocket plate body, and the sprocket plate body is provided with a shaft hole and gear teeth;
  • a plurality of first weight reduction holes and a plurality of second weight reduction holes are provided on the sprocket plate body;
  • All surfaces of the sprocket disc body are deposited with anti-friction coatings through physical vapor deposition.
  • the anti-friction coatings are Cr layer, AlCrN layer and Al-DLC layer from the inside to the outside, wherein the Cr layer thick
  • the thickness is 0.4-0.5 ⁇ m
  • the thickness of the AlCrN layer is 0.6-0.7 ⁇ m
  • the thickness of the Al-DLC layer is 1.1-1.4 ⁇ m;
  • Carbon fiber patches are attached to both disc surfaces of the sprocket disc body, and both disc surfaces of the sprocket disc body sink to form sinking platforms for installing the carbon fiber patches.
  • the carbon fiber patches Fixed and embedded in the sinking platform.
  • the first weight reduction holes are triangular holes, and a plurality of the first weight reduction holes are located on the same circle and evenly distributed along the circumferential direction;
  • the second weight reduction hole is a circular hole, a plurality of the second weight reduction holes are located on the same circumference and evenly distributed along the axial direction, and the second weight reduction hole is located on the periphery of the first weight reduction hole.
  • the edge of the second weight-reducing hole has an outwardly protruding flange.
  • the carbon fiber patch has a positioning hole that matches the flange of the second weight reduction hole, and the carbon fiber patch is sleeved on all parts of the second weight reduction hole through the positioning hole. on the flange.
  • the present invention provides a motorcycle racing sprocket, which reduces the weight of the sprocket by opening a weight-reducing hole on the sprocket plate body and realizes the lightweight of the sprocket.
  • carbon fiber patches are pasted on the two disc surfaces of the sprocket disc body through sinking platforms.
  • Carbon fiber patches have the advantages of light weight and high strength. On the premise of achieving lightweight, they can meet the strength requirements of the sprocket.
  • the performance of the sprocket is enhanced through three layers of functional coatings deposited on the surface of the sprocket disc body.
  • the innermost coating is a Cr layer, with the Cr layer as the base, which has high hardness and good chemical stability, improving the wear resistance of the sprocket;
  • the middle coating is an AlCrN layer, and the AlCrN layer is introduced as a transition layer , improves the overall bonding strength of the coating, and the AlCrN layer has good oxidation resistance, making the sprocket more resistant to high-temperature oxidation and extending the service life of the sprocket;
  • the outermost coating is an Al-DLC layer, Al-DLC coating A self-lubricating friction amplitude is formed on the surface of the sprocket disc body, making the outer surface of the sprocket disc body have an extremely low friction coefficient and reducing sprocket power loss.
  • the present invention also provides a method for manufacturing a motorcycle racing sprocket as described in any one of the above, which is characterized in that it includes the following steps:
  • the method of depositing the Cr layer in step S4 is:
  • the vacuum chamber pressure is 1.2 ⁇ 1.6Pa
  • the flow ratio of argon and hydrogen is 3:1
  • turn on the DC pulse power supply adjust the bias voltage to 700 ⁇ 800V
  • turn on the Cr target the arc current is 11-13A
  • the pulse frequency is 30 ⁇ 39Hz.
  • the duty cycle is 45%
  • the Cr layer is deposited on the surface of the gear substrate for 25 to 30 minutes.
  • the method of depositing the AlCrN layer in step S4 is:
  • the vacuum chamber pressure is 1.2 ⁇ 1.6Pa, and the flow ratio of argon and hydrogen is 3:1; turn on the DC pulse power supply, adjust the bias voltage to 700 ⁇ 800V, turn on the AlCrN target, the arc current is 20 ⁇ 30A, and the pulse frequency is 30 ⁇ 39Hz.
  • the air ratio is 45%, and the deposition is 30 to 40 minutes.
  • the present invention provides a method for manufacturing a motorcycle racing sprocket as described in any one of the above items.
  • the Cr layer, the AlCrN layer and the Al-DLC layer are sequentially deposited on the surface of the sprocket plate through physical vapor deposition method to realize the sprocket.
  • Performance enhancements During deposition, the sprocket plate body remains upright and can be rotated 360°, so that the coating on each position of the sprocket plate body is uniform and avoids the formation of negative and positive surfaces.
  • Figure 1 is a three-dimensional schematic view of a motorcycle racing sprocket according to an embodiment of the present invention
  • FIG 2 is an exploded diagram of the motorcycle racing sprocket in Figure 1;
  • Figure 3 is a schematic structural diagram of the sprocket disc body according to the embodiment of the present invention.
  • Figure 4 is a cross-sectional view of a sprocket motorcycle racing sprocket according to an embodiment of the present invention
  • the core of the present invention is to provide a motorcycle racing sprocket and a manufacturing method thereof to solve the technical problem of poor performance of the motorcycle racing sprocket.
  • Figure 1 is a three-dimensional schematic view of the motorcycle racing sprocket according to the embodiment of the present invention
  • Figure 2 is an exploded schematic view of the motorcycle racing sprocket of Figure 1
  • Figure 3 is a schematic view of the motorcycle racing sprocket according to the embodiment of the present invention.
  • Figure 4 is a schematic plan view of the sprocket according to the embodiment of the present invention.
  • the invention discloses a motorcycle racing sprocket, which includes a sprocket plate body 1.
  • the sprocket plate body 1 is provided with a shaft hole 1a and gear teeth 1b.
  • a plurality of first weight-reducing holes 2 and a plurality of second weight-reducing holes 3 are opened in the sprocket plate body 1 .
  • the first weight-reducing holes 2 are triangular holes, and multiple first weight-reducing holes 2 are located on the same circle and evenly distributed along the circumferential direction.
  • the second weight reduction hole is a circular hole, a plurality of second weight reduction holes 3 are located on the same circle and evenly distributed along the circumferential direction, and the second weight reduction holes 3 are located on the periphery of the first weight reduction hole 2 .
  • weight reduction holes are provided to reduce the mass of the sprocket, thereby achieving weight reduction.
  • those skilled in the art can set the shapes of the first weight reduction hole 2 and the second weight reduction hole 3 according to actual vehicle models and sprocket parameters, and no more specific limitations are made here.
  • the first weight reduction hole 2 is a triangular hole and the second weight reduction hole 3 is a circular hole as an example for description.
  • Carbon fiber patches 4 are attached to both surfaces of the sprocket disc body 1. Specifically, both disk surfaces of the sprocket disc body 1 are sunk to form a sinking platform 1c for installing carbon fiber patches (see Figure 3), and the carbon fiber patches 4 are fixedly embedded on the sinking platform 1c. As shown in Figure 3, between the shaft hole 1a of the sprocket plate body and the gear teeth 1b The disk surface sinks to form a sinking platform 1c, and the carbon fiber patch 4 is fixedly embedded on the platform 1c.
  • the carbon fiber patch 4 has the advantages of light weight and high strength.
  • the weight of the sprocket is further reduced, and the sprocket strength requirement is met on the premise of achieving lightweight.
  • a lighter sprocket with the same gear ratio will bring better acceleration effects to improve the acceleration performance of motorcycle racing.
  • the anti-friction coatings are Cr layer, AlCrN layer and Al-DLC layer, wherein the thickness of the Cr layer is 0.4-0.5 ⁇ m, the thickness of the AlCrN layer is 0.6-0.7 ⁇ m, and the thickness of the Al-DLC layer is 1.1-1.4 ⁇ m.
  • the innermost coating is a Cr layer, and the Cr layer is used as a base, which has high hardness and good chemical stability, and improves the wear resistance of the sprocket.
  • the intermediate coating is an AlCrN layer
  • the AlCrN layer has good oxidation resistance, making the sprocket more resistant to high-temperature oxidation and improving the service life of the sprocket.
  • the present invention introduces an AlCrN layer as a transition layer. Since the AlCrN layer has good bonding performance with the sprocket aluminum matrix, its thermal expansion coefficient, hardness and other physical properties are between those of the sprocket matrix and the Al-DLC layer, improving the overall bonding of the coating. force.
  • a Cr layer that is, the transition layer structure between the Al-DLC layer and the sprocket matrix is a Cr/AlCrN coating, in order to further improve the bonding force between the Al-DLC layer and the sprocket matrix, and achieve metal and non-metallic coatings. Smooth transition between metals, such a transition layer is conducive to improving the bonding strength of the layer and film.
  • the outermost coating is an Al-DLC layer.
  • the Al-DLC coating forms a self-lubricating friction amplitude on the surface of the sprocket plate body, so that the outer surface of the sprocket plate body has an extremely low friction coefficient, thereby effectively reducing transmission problems.
  • the resulting power loss makes the wheel horsepower closer to the head horsepower.
  • the existing DLC coating diamond-like coating
  • the existing DLC coating has excellent properties such as high elastic modulus, bottom friction coefficient, and excellent wear resistance, but it also suffers from high internal stress and poor film-base bonding force. Problems such as this will seriously affect the use range and life of diamond-like coatings.
  • the outermost layer of the anti-friction coating adopts an Al-DLC coating with high bonding strength, Al-doped diamond-like coating, to overcome the high internal stress of the traditional DLC coating and the poor bonding strength of the film base. question.
  • the motorcycle racing sprocket disclosed in the present invention reduces weight by opening the sprocket plate body. holes and embedded carbon fiber patches under the disc surface to meet the strength requirements of motorcycle racing sprockets on the premise of achieving lightweight sprockets.
  • the present invention increases the wear resistance of the sprocket and reduces the friction coefficient of the sprocket by depositing three layers of functional coatings on the surface of the sprocket plate, thereby overcoming the problems of large friction and poor wear resistance of the sprocket in the prior art. Parts failure due to differences.
  • the above-mentioned motorcycle racing sprocket can ensure the best workmanship. It can operate for more than 1-3 hours and can withstand temperatures above 350°C. Compared with traditional all-aluminum and all-steel ordinary sprockets, the optimal working time has more than doubled.
  • the hole edge of the second weight reduction hole 3 has an outwardly protruding flange 3a
  • the carbon fiber patch 4 has a flange 3a similar to the second weight reduction hole.
  • Matching positioning hole 4a When attaching the carbon fiber patch 4, the carbon fiber patch 4 is sleeved on the flange 3a of the second weight-reducing hole 3 through its positioning hole 4a, thereby positioning the carbon fiber patch 4 and making the installation of the carbon fiber patch 4 more convenient.
  • the flange 3a of the second weight-reducing hole 3 protrudes from the sinking platform 1c, which is also conducive to enhancing the strength of the sprocket plate body 1.
  • the present invention also provides a method for manufacturing a motorcycle racing sprocket as described in any one of the above, including the following steps:
  • the method of depositing the Cr layer in step S4 is specifically:
  • the vacuum chamber pressure is 1.2 ⁇ 1.6Pa
  • the flow ratio of argon and hydrogen is 3:1
  • turn on the DC pulse power supply adjust the bias voltage to 700 ⁇ 800V
  • turn on the Cr target the arc current is 11-13A
  • the pulse frequency is 30 ⁇ 39Hz.
  • the duty cycle is 45%
  • the Cr layer is deposited on the surface of the gear substrate for 25 to 30 minutes.
  • the method of depositing the AlCrN layer in step S4 is specifically:
  • the vacuum chamber pressure is 1.2 ⁇ 1.6Pa, and the flow ratio of argon and hydrogen is 3:1; turn on the DC pulse power supply, adjust the bias voltage to 700 ⁇ 800V, turn on the AlCrN target, the arc current is 20 ⁇ 30A, and the pulse frequency is 30 ⁇ 39Hz.
  • the air ratio is 45%, and the deposition is 30 to 40 minutes.
  • the present invention sequentially deposits a Cr layer, an AlCrN layer and an Al-DLC layer on the surface of the sprocket disc body 1 through physical vapor deposition, thereby enhancing the performance of the sprocket.
  • the sprocket plate body 1 remains upright and can be rotated 360°, so that the coating at each position of the sprocket plate body is uniform and avoids the formation of negative and positive surfaces.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gears, Cams (AREA)

Abstract

本发明提供了一种摩托车赛车链轮及其制造方法，其中摩托车赛车链轮，包括链轮盘体，所述链轮盘体上设置有轴孔和轮齿，所述链轮盘体上开设有多个第一减重孔和多个第二减重孔；所述链轮盘体的所有表面通过物理气相沉积法沉积有减摩涂层，所述减摩涂层由内至外依次为Cr层、AlCrN层和Al-DLC层，其中，所述Cr层的厚度为0.4-0.5μm，所述AlCrN层的厚度为0.6-0.7μm，所述Al-DLC层的厚度为1.1-1.4μm；所述链轮盘体的两个盘面上均贴附有碳纤维贴片，所述链轮盘体的两个盘面均下沉形成用于安装所述碳纤维贴片的沉台，所述碳纤维贴片固定嵌装在所述沉台上。本发明提供了一种综合性能优异的摩托车赛车链轮，其摩擦系数低，耐磨性能好。

Description

一种摩托车赛车链轮及其制造方法 技术领域
本发明涉及传动系统零部件技术领域，具体涉及一种摩托车赛车链轮及其制造方法。
背景技术
链条传动的机械设备有很多，摩托车就是其中之一，在摩托车上需要采用主动链轮和从动链轮以实现良好的传动效果。
对于摩托车赛车的链轮要求质量轻，强度高，耐磨性强，耐高温，摩擦系数低，从而满足赛车的高性能要求。目前，常规的链轮大都采用铝合金材质或钢材质，铝链轮强度低、耐磨性能较弱，钢链轮重量较重。目前，常规的链轮无法满足摩托车赛车的较高的性能要求，摩擦和磨损是导致链轮失效的两个重要因素。
因此，如何设计一种性能优异的摩托车赛车链轮，使其质量轻、强度高、耐磨性强、耐高温、摩擦系数低，成为本领域技术人员亟待解决的技术问题。
发明内容
有鉴于此，本发明的目的是提供一种摩托车赛车链轮及其制造方法，以生产一种质量轻、强度高、耐磨性强、耐高温、摩擦系数低的摩托车赛车链轮。
为了实现上述目的，本发明提供一种摩托车赛车链轮，包括链轮盘体，所述链轮盘体上设置有轴孔和轮齿；
所述链轮盘体上开设有多个第一减重孔和多个第二减重孔；
所述链轮盘体的所有表面通过物理气相沉积法沉积有减摩涂层，所述减摩涂层由内至外依次为Cr层、AlCrN层和Al-DLC层，其中所述Cr层的厚 度为0.4-0.5μm，所述AlCrN层的厚度为0.6-0.7μm，所述Al-DLC层的厚度为1.1-1.4μm；
所述链轮盘体的两个盘面上均贴附有碳纤维贴片，所述链轮盘体的两个盘面均下沉形成用于安装所述碳纤维贴片的沉台，所述碳纤维贴片固定嵌装在所述沉台上。
优选的，所述第一减重孔为三角形孔，多个所述第一减重孔位于同一圆周并沿周向均匀分布；
所述第二减重孔为圆形孔，多个所述第二减重孔位于同一圆周并沿轴向均匀分布，并且所述第二减重孔位于所述第一减重孔的外围。
优选的，所述第二减重孔的孔边沿具有向外凸出的凸缘。
优选的，所述碳纤维贴片具有与所述第二减重孔的所述凸缘相配合的定位孔，所述碳纤维贴片通过所述定位孔套设在所述第二减重孔的所述凸缘上。
相比于背景技术介绍内容，本发明提供了一种摩托车赛车链轮，通过在链轮盘体上开设减重孔，以减轻链轮的重量，实现链轮轻量化。同时，在链轮盘体的两个盘面上通过沉台粘贴碳纤维贴片，碳纤维贴片具有质量轻、强度高的优点，在实现轻量化的前提下，满足链轮强度需求。
另外，本发明中通过沉积在链轮盘体表面的三层功能性涂层，实现对链轮的性能加强。其中，最内层涂层为Cr层，以Cr层打底，具有很高的硬度和良好的化学稳定性，提高链轮的耐磨性能；中间涂层为AlCrN层，引入AlCrN层作为过渡层，提高了涂层的整体结合力，同时AlCrN层具有较好的抗氧化性能，使得链轮更加耐高温氧化，提高链轮使用寿命；最外涂层为Al-DLC层，Al-DLC涂层在链轮盘体表面形成自润滑摩擦幅，使得链轮盘体的外表面具有极低的摩擦系数，减少链轮功率损耗。
此外，本发明还提供一种制造如上任一项所述的摩托车赛车链轮的方法，其特征在于，包括以下步骤：
S1、通过数控机床加工出链轮盘体的外形轮廓；
S2、首先通过抛丸法去除链轮盘体表面的氧化层或其它污渍；然后对链轮盘体表面进行抛光，以增加链轮盘体表面的光滑度；再对链轮盘体进行酸洗除锈；之后将链轮盘体擦拭干净；
S3、将清洁后的链轮盘体装载于镀膜真空室中心的旋转工装架上，使链轮盘体保持竖立状态，并保持其360°可旋转；
S3、将镀膜真空室抽真空至2～4×10-4Pa，保持链轮盘体以3转/min的速度旋转；打开高压脉冲电源，通入氩气和氢气，并使氩气和氢气的流量比为2:1；保持气压2～3Pa，调节偏压1000V～2000V，频率450Hz，占空比10％，清洗20～30min；
S4、在链轮盘体的外表面通过物理气相沉积法由内至外依次沉积Cr层、AlCrN层和Al-DLC层。
优选的，步骤S4中沉积所述Cr层的方法为：
真空室气压为1.2～1.6Pa，氩气和氢气的流量比为3:1，打开直流脉冲电源，调整偏压700～800V，打开Cr靶，电弧电流为11-13A，脉冲频率30～39Hz，占空比45％，沉积25～30min，在齿轮基材表面沉积Cr层。
优选的，步骤S4中沉积所述AlCrN层的方法为：
真空室气压为1.2～1.6Pa，氩气和氢气的流量比为3:1；打开直流脉冲电源，调整偏压700～800V，打开AlCrN靶，电弧电流20～30A，脉冲频率30～39Hz，占空比45％，沉积30～40min。
本发明提供一种制造如上任一项所述的摩托车赛车链轮的方法，在链轮盘体表面通过物理气相沉积法依次沉积Cr层、AlCrN层和Al-DLC层，实现对链轮的性能加强。沉积时，链轮盘体保持竖立状态，并保持其360°可旋转，从而使得链轮盘体各位置涂层均匀，避免产生阴阳面。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本发明实施例所述的摩托车赛车链轮的立体示意图；
图2为图1的摩托车赛车链轮的爆示意图；
图3为本发明实施例所述的链轮盘体的结构示意图；
图4为本发明实施例所述的链轮摩托车赛车链轮的剖视图；
附图标号
1-链轮盘体；1a-轴孔；1b-轮齿；2-第一减重孔；3-第二减重孔；3a-凸缘；
4-碳纤维贴片；4a-定位孔。
具体实施方式
本发明的核心在于提供一种摩托车赛车链轮及其制造方法，以解决摩托车赛车链轮性能较差的技术问题。
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
参见图1-4，图1为本发明实施例所述的摩托车赛车链轮的立体示意图；图2为图1的摩托车赛车链轮的爆示意图；图3为本发明实施例所述的链轮盘体的结构示意图；图4为本发明实施例所述的链轮的刨面示意图。
本发明公开了一种摩托车赛车链轮，包括链轮盘体1，链轮盘体1上设置有轴孔1a和轮齿1b。本发明中为了减轻链轮的质量，链轮盘体1上开设有多个第一减重孔2和多个第二减重孔3。其中第一减重孔2为三角形孔，多个第一减重孔2位于同一圆周，并沿周向均匀分布。第二减重孔为圆形孔，多个第二减重孔3位于同一圆周，并沿周向均匀分布，并且第二减重孔3位于第一减重孔2的外围。
本发明中通过开设减重孔来减轻链轮的质量，从而实现轻量化。需要说明内的是，本领域技术人员可以根据实际车型和链轮参数设置第一减重孔2和第二减重孔3的形状，在此不作更具体的限定。为了便于理解，本实施例中以第一减重孔2为三角形孔，第二减重孔3位圆形孔为例进行说明。
链轮盘体1两个两个盘面上均贴附有碳纤维贴片4。具体的，链轮盘体1的两个盘面均下沉形成用于安装碳纤维贴片的沉台1c(见图3)，碳纤维贴片4固定嵌装在沉台1c上。如图3所示，链轮盘体的轴孔1a与轮齿1b之间 的盘面下沉形成沉台1c，碳纤维贴片4固定嵌装在承台1c上。碳纤维贴片4具有质量轻、强度高的优点，本发明中通过贴碳纤维贴片4的方式，进一步减轻了链轮的重量，在实现轻量化的前提下，满足链轮强度需求。更轻量化的链轮在同齿比的情况下，会带来更好的加速效果，以提升摩托车赛车的加速性能。
如图4所示，在贴碳纤维贴片4之前，链轮盘体1的所有表面通过物理气相沉积法沉积有减摩涂层，减摩涂层由内至外依次为Cr层、AlCrN层和Al-DLC层，其中Cr层的厚度为0.4-0.5μm，AlCrN层的厚度为0.6-0.7μm，所述Al-DLC层的厚度为1.1-1.4μm。
本发明中通过在链轮盘体1表面沉积减摩涂层，以加强链轮的各项性能。具体的，本发明中最内涂层为Cr层，以Cr层打底，具有很高的硬度和良好的化学稳定性，提高链轮的耐磨性能。
本发明中中间涂层为AlCrN层，同时AlCrN层具有较好的抗氧化性能，使得链轮更加耐高温氧化，提高链轮使用寿命。本发明引入AlCrN层作为过渡层，由于AlCrN层与链轮铝基体结合性能较好，其热膨胀系数、硬度等物理特性介于链轮基体和Al-DLC层之间，提高了涂层的整体结合力。在沉积AlCrN层之前，沉积Cr层，即Al-DLC层与链轮基体过渡层结构为Cr/AlCrN涂层，以便进一步提高Al-DLC层和链轮基体之间的结合力，实现金属和非金属之间的顺利过渡，这样的过渡层有利于改善层膜结合力。
本发明中最外涂层为Al-DLC层，Al-DLC涂层在链轮盘体表面形成自润滑摩擦幅，使得链轮盘体的外表面具有极低的摩擦系数，从而有效减少因传动导致的功率损耗，使轮上马力更接近于机头马力。
需要说明的是，现有的DLC涂层(类金刚石涂层)具有高弹性模量、底摩擦系数、极好的耐磨性等优良特性，但是其同时存在内应力高、膜基结合力差等问题，会严重影响类金刚石涂层的使用范围和寿命。基于此，本发明中，减摩涂层最外层采用结合强度高的Al掺杂类金刚石涂层的Al-DLC涂层，以此克服传统DLC涂层内应力高、膜基结合力差等问题。
综上所述，本发明所公开的摩托车赛车链轮，通过在链轮盘体开设减重 孔以及在盘面下沉嵌装碳纤维贴片，从而在实现链轮轻量化的前提下，满足摩托车赛车链轮的强度需求。此外，本发明通过在链轮盘体表面沉积三层功能性涂层，以增加链轮的耐磨性能和减小链轮的摩擦系数，克服现有技术中链轮因摩擦大和耐磨性较差导致的零件失效。
申请人对本发明所公开的摩托车赛车链轮进行了多次装车试验，将本发明所公开的摩托车赛车链轮装载至极致赛车上进行运行，上述摩托车赛车链轮可以保证最佳工况1-3小时以上，温度可耐受至350℃以上，与传统全铝全钢普通链轮相比，增加了一倍以上的最佳工况时间。
如图2、图3所示，进一步的技术方案中，第二减重孔3的孔边沿具有向外凸出的凸缘3a，碳纤维贴片4具有与第二减重孔的凸缘3a相配合的定位孔4a。贴碳纤维贴片4时，碳纤维贴片4通过其定位孔4a套设在第二减重孔3的凸缘3a上，实现对碳纤维贴片4的定位，更加方便碳纤维贴片4的安装。此外，第二减重孔3的凸缘3a凸出于沉台1c，也利于增强链轮盘体1的强度。
此外，本发明还提供一种制造如上任一项所述的摩托车赛车链轮的方法，包括以下步骤：
S1、通过数控机床加工出链轮盘体的外形轮廓；
S2、首先通过抛丸法去除链轮盘体表面的氧化层或其它污渍；然后对链轮盘体表面进行抛光，以增加链轮盘体表面的光滑度；再对链轮盘体进行酸洗除锈；之后将链轮盘体擦拭干净；
S3、将清洁后的链轮盘体装载于镀膜真空室中心的旋转工装架上，使链轮盘体保持竖立状态，并保持其360°可旋转；
S3、将镀膜真空室抽真空至2～4×10-4Pa，保持链轮盘体以3转/min的速度旋转；打开高压脉冲电源，通入氩气和氢气，并使氩气和氢气的流量比为2:1；保持气压2～3Pa，调节偏压1000V～2000V，频率450Hz，占空比10％，清洗20～30min；
S4、在链轮盘体的外表面通过物理气相沉积法由内至外依次沉积Cr层、AlCrN层和Al-DLC层。
步骤S4中沉积所述Cr层的方法具体为：
真空室气压为1.2～1.6Pa，氩气和氢气的流量比为3:1，打开直流脉冲电源，调整偏压700～800V，打开Cr靶，电弧电流为11-13A，脉冲频率30～39Hz，占空比45％，沉积25～30min，在齿轮基材表面沉积Cr层。
步骤S4中沉积所述AlCrN层的方法具体为：
真空室气压为1.2～1.6Pa，氩气和氢气的流量比为3:1；打开直流脉冲电源，调整偏压700～800V，打开AlCrN靶，电弧电流20～30A，脉冲频率30～39Hz，占空比45％，沉积30～40min。
本发明在链轮盘体1表面通过物理气相沉积法依次沉积Cr层、AlCrN层和Al-DLC层，实现对链轮的性能加强。沉积时，链轮盘体1保持竖立状态，并保持其360°可旋转，从而使得链轮盘体各位置涂层均匀，避免产生阴阳面。
需要说明的是，本说明书中的各个实施例均采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似的部分互相参见即可。
如本申请和权利要求书中所示，除非上下文明确提示例外情形，“一”、“一个”、“一种”和/或“该”等词并非特指单数，也可包括复数。一般说来，术语“包括”与“包含”仅提示包括已明确标识的步骤和元素，而这些步骤和元素不构成一个排它性的罗列，方法或者设备也可能包含其它的步骤或元素。由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、商品或者设备中还存在另外的相同要素。
本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (4)

  1. 一种摩托车赛车链轮，包括链轮盘体，所述链轮盘体上设置有轴孔和轮齿；其特征在于，
    所述链轮盘体上开设有多个第一减重孔和多个第二减重孔；
    所述链轮盘体的所有表面通过物理气相沉积法沉积有减摩涂层，所述减摩涂层由内至外依次为Cr层、AlCrN层和Al-DLC层，其中所述Cr层的厚度为0.4-0.5μm，所述AlCrN层的厚度为0.6-0.7μm，所述Al-DLC层的厚度为1.1-1.4μm；
    所述链轮盘体的两个盘面上均贴附有碳纤维贴片，所述链轮盘体的两个盘面均下沉形成用于安装所述碳纤维贴片的沉台，所述碳纤维贴片固定嵌装在所述沉台上；
    所述第一减重孔为三角形孔，多个所述第一减重孔位于同一圆周并沿周向均匀分布；
    所述第二减重孔为圆形孔，多个所述第二减重孔位于同一圆周并沿轴向均匀分布，并且所述第二减重孔位于所述第一减重孔的外围；
    所述第二减重孔的孔边沿具有向外凸出的凸缘；
    所述碳纤维贴片具有与所述第二减重孔的所述凸缘相配合的定位孔，所述碳纤维贴片通过所述定位孔套设在所述第二减重孔的所述凸缘上。
  2. 一种制造如权利要求1所述的摩托车赛车链轮的方法，其特征在于，包括以下步骤：
    S1、通过数控机床加工出链轮盘体的外形轮廓；
    S2、首先通过抛丸法去除链轮盘体表面的氧化层或其它污渍；然后对链轮盘体表面进行抛光，以增加链轮盘体表面的光滑度；再对链轮盘体进行酸洗除锈；之后将链轮盘体擦拭干净；
    S3、将清洁后的链轮盘体装载于镀膜真空室中心的旋转工装架上，使链轮盘体保持竖立状态，并保持其360°可旋转；
    S3、将镀膜真空室抽真空至2～4×10-4Pa，保持链轮盘体以3转/min的速度旋转；打开高压脉冲电源，通入氩气和氢气，并使氩气和氢气的流量比为2:1；保持气压2～3Pa，调节偏压1000V～2000V，频率450Hz，占空比10％，清洗20～30min；
    S4、在链轮盘体的外表面通过物理气相沉积法由内至外依次沉积Cr层、AlCrN层和Al-DLC层。
  3. 根据权利要求2所述的制造摩托车赛车链轮的方法，其特征在于，步骤S4中沉积所述Cr层的方法为：
    真空室气压为1.2～1.6Pa，氩气和氢气的流量比为3:1，打开直流脉冲电源，调整偏压700～800V，打开Cr靶，电弧电流为11-13A，脉冲频率30～39Hz，占空比45％，沉积25～30min，在齿轮基材表面沉积Cr层。
  4. 根据权利要求2所述的制造摩托车赛车链轮的方法，其特征在于，步骤S4中沉积所述AlCrN层的方法为：
    真空室气压为1.2～1.6Pa，氩气和氢气的流量比为3:1；打开直流脉冲电源，调整偏压700～800V，打开AlCrN靶，电弧电流20～30A，脉冲频率30～39Hz，占空比45％，沉积30～40min。
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