• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Sliding bearing comprising a support body (41), a coating layer (42, 48) directly applied to the support body (41) by thermal spraying and further material layers (44, 46) such as a barrier layer (44) and / or a cover layer (46). The support layer (41) consists of a flat strip material, a preformed shell or a tube made of steel, cast iron, aluminum or copper. The thermal spray coating (42, 48) may be applied by flame spraying, high velocity oxygen fuel spraying (HVOF), plasma spraying or arc spraying, and may be made of any of the following materials: copper, aluminum, white metal, lead, bismuth, tin , Zinc, phosphorus, manganese, tungsten, molybdenum, iron, nickel, cobalt, chromium, titanium, silver, ceramics, silicon or a polymer. The barrier layer (44) and the cap layer (46) may be applied by thermal spraying, electroplating or physical vapor deposition. The thermal spray coating (42, 48) may be applied in an atmosphere containing one to ten percent hydrogen, the remainder inert gas, to reduce oxide formation. The thermal spray coating (42, 48) can be machined for smoothing.
    公开号:AT514296A1
    申请号:T9351/2012
    申请日:2012-09-12
    公开日:2014-11-15
    发明作者:Ronald G Brock；Daniel M Lonowski；David Domanchuk；Thomas Stong
    申请人:Mahle Int Gmbh；
    IPC主号:
    专利说明:

    CROSS-REFERENCE TO RELATED APPLICATIONS
    The present application claims the benefit of US Provisional Patent Application No. 61 / 534,063, filed on Sep. 13, 2011, and US. Utility Model Application No. 13 / 608,560, filed on Sep. 10, 2011, the contents of which are hereby incorporated by reference in their entireties are included.
    AREA
    The present disclosure generally relates to a thermal spray coating for a bearing.
    BACKGROUND
    Conventional internal combustion engines are based on a connecting rod for transmitting the combustion force from a piston to the crankshaft of the engine. Connecting rods are typically defined by a first end and a second end. The first end and the second end each typically have an opening therein. The opening in the first end of the connecting rod is typically smaller than the opening in the second end of the connecting rod. Thus, the opening in the first end of the connecting rod is configured to connect to the piston via a piston pin, and the opening in the second end of the connecting rod is configured to connect to the crankshaft via a crankshaft bolt.
    The connection between the second end of the connecting rod and the crankshaft bolt transmits the relative movement of the crankshaft to the connecting rod. Typically, a metallic bearing is positioned around the crankshaft bolt and / or in a contact surface of the opening provided in the second end of the connecting rod. The bearing is generally e.g. a cast or metal powder sintered bearing insert layer. These • • • · · · · · ···········································································································································································
    Location provides a Lagergleitflache between the connecting rod and the crankshaft. However, the use of a cast or metal powder sintered bearing liner limits the types of materials that can be used to form the liner. Cast or metal powder sintered bearing inserts are also designed for mass production. Therefore, there is a need for a bearing insert layer that can be formed of different types of alloys, as well as an application method that allows for higher dimensional flexibility and smaller batch size production runs.
    BRIEF DESCRIPTION OF THE DRAWINGS
    Fig. 1 illustrates an exemplary piston and connecting rod assembly.
    Fig. 2 illustrates an exemplary connecting rod.
    Fig. 3 illustrates an exemplary bearing with a thermal spray coating.
    4 illustrates a method of applying a thermal spray coating to a bearing.
    DETAILED DESCRIPTION
    Illustrative approaches will now be described in detail with reference to the following discussion and also to the drawings. Although the drawings represent some possible approaches, the drawings are not necessarily to scale, and certain features may have been exaggerated, removed, or partially sectioned to better illustrate and explain the present disclosure. Furthermore, the following descriptions are not intended to be exhaustive or to otherwise extend the claims to the precise forms and in any way. ···· ·· ··· • · · · · · · · · · · 3 ♦
    Limiting or limiting configurations shown in the drawings and disclosed in the following detailed description. In fact, the thermal sprayed bearing slip liner insert described herein may be applied to a connecting rod bearing as described in more detail below or to other journal and sleeve types including, but not limited to, camshafts, thrust washers, and other rotary shafts.
    Fig. 1 schematically illustrates a piston and connecting rod assembly 10. The piston and
    Connecting rod assembly 10 includes a piston 12 having a piston head 14 and a piston stem 16. The piston head 14 may include a combustion bowl (not shown) and a ring band portion 18 for sealing against an engine bore. The piston skirt 16 is generally configured to support the piston head 14 during operation of the engine via a connection with surfaces of the engine bore to stabilize the piston 12 in reciprocating motion in the bore. The shaft 16 may include pin bosses 20 having openings 22 configured to receive a piston pin (not shown).
    2 illustrates an exemplary connecting rod 24. The connecting rod 24 has a piston pin or small end 26 and a crankshaft or large end 28. The piston pin end 26 has a piston pin bore 30 defining a piston pin bore surface 32. The crankshaft end 28 has a crankshaft bolt bore 34, the one
    Crankshaft bore surface 36 defined. The connecting rod 24 is further defined by a bracket 38 extending between the piston pin end 26 and the crankshaft end 28. The carrier 38 may have a connecting rod-shaped generally I-shaped cross-section or any suitable cross-section including other quadrangular cross-sections. Sun 4/24 ····· ··· t · · ♦ · ······················································································· ······ · 4, the ends 26 and 28 of the connecting rod 24 cooperate to define a longitudinal axis AA of the connecting rod 24.
    Returning to FIG. 1, the connecting rod 24 may be rotatably coupled to the piston 12 to form the illustrated piston and connecting rod assembly 10. In an exemplary approach, the connecting rod 24 may be coupled to the piston 12 via a piston pin (not shown). For example, the piston pin may be inserted through the piston pin bosses 20 and received in the piston pin end 26 of the connecting rod 24, thereby securing the connecting rod 24 generally to the piston 12. Although Fig. 1 shows an exemplary piston and connecting rod assembly 10, the exemplary components illustrated in the figures are not intended to be limiting. In fact, additional or alternative components and / or implementations may be used.
    In a typical internal combustion engine, the connecting rods transmit combustion force from the piston to the crankshaft of the engine, thereby converting the linear motion of the piston into rotational motion of the crankshaft. Combustion force is generated by the intermittent ignition of combustible fuel, such as gasoline, which is injected into the combustion chamber and generates extreme pressures to be applied to the piston and connecting rod. Thus, the interface between the piston pin bore 30 of the connecting rod 24 and the piston pin is exposed to constant radial loads during operation and the interface between the crankshaft bore 34 of the connecting rod 24 and the crankshaft pin is subjected to a constant rotational movement during operation.
    As a result of the forces applied to the piston and connecting rod assembly 10, a bearing 40 may be disposed in the piston pin bore 30 and the crankshaft bore 34. Engine mounts 5/24 • · • · • · • · • ·
    Generally, they consist of a multi-layered structure, the layers having material properties that may be configured, for example, to increase fatigue strength and seizure safety. *** " and wear resistance of the connecting rod assembly 10 can be improved. Conventionally, continuous casting and metal powder sintering processes have been used to make bearings with various insert layers. However, continuous casting and metal powder sintering processes are designed for mass production. In addition, the types of materials that can be applied to a bearing with continuous casting and metal powder sintering processes are limited. By way of example only, ceramics materials can not be used with conventional continuous casting and / or metal powder sintering methods. A notable drawback, bearing in mind that the material properties of ceramic materials allow ceramics to retain their strength even in high temperature environments, such as in internal combustion engines. However, ceramic materials can be powdered and applied by a thermal spray process.
    Fig. 3 shows a sectional view of the bearing 40 with a thermal spray coating 48 applied thereto. In contrast to the continuous casting and metal powder sintering processes, the thermal spray process allows the production of smaller batch sizes and the use of a wider range of materials to form the multilayer structure. In addition, the thermal spray process can also reduce scrap volumes, reduce overall investment in the manufacture of bearings and shorten the manufacturing process itself. In addition, the thermal spray process provides more flexibility in applying liner inserts to shells or tubes, as discussed in more detail below. 6/24
    As illustrated in FIG. 3, a bearing 40 includes a support body 41 and a three-layered structure. The base 41 is typically a metallic material that can withstand the environment of an internal combustion engine, such as, but not limited to, steel, cast iron, titanium, copper, and respective alloys. The material forming the support body 41 may be in the form of a wound or pre-cut sheet, a continuous flat strip, half-shells and / or tubes. In Fig. 3, an insert layer 42 with the support body 41 in contact, a locking layer 44 is located on the insert layer 42 and a cover layer 46 is applied over the locking layer 44, so that the locking layer 44 between the insert layer 42 and the cover layer 46 is located. This type of bearing, sometimes referred to as a trimetallic bearing, is typically used in high-stress engines.
    The insert layer 42 is formed by applying a thermal spray coating 48 directly to the support body 41. The thermal spray coating 48 may be formed of various alloys or any other suitable materials, as discussed in greater detail below. The insert layer 42 may be selected from a material that can increase the durability of the bearing 40. For example, the thermal spray coating 48 may be selected from those materials that increase the fatigue life of the bearing 40, provide slip properties, or improve wear and / or seizure resistance properties. The thermal spray coating 48 may also be selected from materials that increase the compatibility of the bearing 40. For example, the thermal spray coating 48 may be made of a copper, tin, or bismuth alloy that is configured to provide not only strength but also compatibility to the bearing 40. Compatibility of the thermal spray coating 48 means that the bearing 40 7/24
    For use with an irregularly shaped shaft or shaft. • other misalignments is suitable.
    In fact, thermal spray coating 48 may be of any suitable type of alloy, polyphase alloys, and / or combinations thereof. Examples of such materials include, but are not limited to, copper alloys, aluminum alloys, white metals, lead, bismuth, tin, zinc, phosphorus, manganese, tungsten, molybdenum, iron, nickel, cobalt, chromium, titanium, silver, ceramic-based materials, silicon and polymers. The thermal spray coating 48 may be applied such that the liner 42 has a suitable thickness based on the engine type and / or the piston type. In an exemplary approach, the liner 42 may have a thickness in the range of about 100-1000 microns.
    Further, the thermal spray coating 48 may be applied by the following thermal spray application methods: HVOF (High Velocity Oxy-Fuel), plasma, arc and / or flame spray. The material (s) selected to form the desired thermal spray coating 48 may be directed into the spray apparatus such that all or part of the material (s) melt / melt. Thus, when the material (s) come into contact with the bearing 40, the thermal spray coating 48 forms an insert layer 42. With this method, additional layers may be added to the bearing.
    The use of spray technique to apply the thermal spray coating 48 may require the application of a heat treatment. The heat treatment normalizes and strengthens the liner 42 formed by the thermal spray coating 48 so that residual stresses in the liner 42 are removed. The heat treatment may also prevent the liner 42 after cooling of the thermal spray coating 48 of 8/24 ····· ··· ··················································································. ············································································································································ After applying the thermal spray coating 48 also a machining is possible. Typically, the thermal spray coating 48 forms a rough layer on the bearing 40. Thus, due to the tight dimensional tolerances of the bearing 40, the thermal spray coating 48 may need to be machined to form a substantially smooth surface. Any suitable machining technique may be used.
    A heat treatment conducted in a hydrogen atmosphere together with an inert gas such as nitrogen can further reduce oxides. In an exemplary approach, hydrogen accounts for about one (1) to ten (10) percent of the total atmosphere, nitrogen substantially the remainder of the atmosphere. In a more specific exemplary approach, the hydrogen accounts for about three percent of the atmosphere and nitrogen for substantially the remainder of the atmosphere for the heat treatment. In practice, it has been found that in a heat treatment under such an atmosphere not only the oxide formation is reduced, but that the oxides are indeed converted into a metallic state, whereby the entire coating is strengthened. Not only is oxide formation reduced or even minimized, but it can even be substantially reversed.
    The bearing 40 may also include the barrier layer 44. The barrier layer 44 can be applied to the insert layer 42. In an exemplary approach, the barrier layer 44 may be applied as a thermal spray coating. That is, by means of any suitable thermal spray technique, a second thermal spray coating may be placed over the thermal spray coating 48 to form the barrier layer 44. The barrier layer 44 may also be applied by any other suitable method. For example, the lockout position can be 9/24 • · · · · t · · ·
    •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• or with a PVD (Physical Vapor Deposition) layer deposition method, commonly referred to as sputtering. Like the liner, the barrier layer 44 may be applied to a suitable thickness based on the engine type. In an exemplary approach, the barrier layer 44 may have a thickness in the range of about 5.0 microns or less. When the barrier layer 44 is formed with a second thermal spray coating, then the barrier layer 44 can be machined.
    The barrier layer 44 may be formed of various alloys including those listed above with respect to the liner 42 or any other suitable materials. Typically, the barrier layer 44 is made of a material that is inert or unreactive with respect to the materials forming the liner 44. However, the barrier layer forming material is still capable of bonding to the liner 42. Accordingly, a limited chemical reaction between the barrier layer 44 and the liner 42 is necessary. Thus, in one exemplary approach, a nickel diffusion barrier, sometimes referred to as a nickel dam, may be used.
    The barrier ply 44 is configured to prevent the materials comprising the topsheet 46 from spreading or settling into the liner 42. An unwanted migration of such materials can have a negative impact on the bearing 40. For example, insert layer 41 may be formed of a thermal spray coating 48 comprising a mixture of copper, lead, and tin, and cover layer 46 may be composed of a lead-based mixture of some tin and copper. Without the barrier layer, the tin in the cover layer 46 can migrate freely into the insert layer 42 and thus reduce the tin content in the cover layer 46. A decrease in tin content may increase the corrosion resistance of the liner 46. 10/24 ·· ** · · · · · · · · · · · ·············································································· and reduce the strength of the topsheet 46 so that the bearing 40 becomes more susceptible to galling and wear. *** " Thus, the barrier layer 44 is configured to retain the material properties of the topsheet 46 and the material properties of the liner 42.
    The bearing 40 may also include the cover layer 46. The cover layer 46 is applied to the barrier layer 44. In an exemplary approach, the cover layer can be applied as a thermal spray coating. That is, a thermal spray coating can be applied to the barrier layer 44 with a suitable spray technique. The cover layer 46 can also be electroplated onto the barrier layer 44 or applied by a PVD (Physical Vapor Deposition) method. Like the barrier layer 44, the cover layer 46 may also be applied to a suitable thickness based on the engine type. In an exemplary approach, the topsheet 46 may have a thickness in the range of about 1.0 to 30 microns. If the topsheet 46 is formed by thermal spray coating, then the topsheet 46 may be machined.
    The topsheet 46 may be formed from various alloys, including those listed above with respect to the liner 42, or formed from any other suitable materials. The topsheet 46 is generally comprised of materials that are seizure resistant between the bearing 40 and a shaft, materials that reduce wear, or that enhance embedability in the bearing 40 during operation. Like the insert layer 42, the cover layer 46 can also be selected from materials that increase the compatibility of the bearing 40. Thus, the cover layer 46 may for example consist of a mixture consisting primarily of aluminum with tin. The tin imparts softness or formability to the liner 46, such that the bearing 40 may contact an irregularly shaped shaft or 11/24 Φ * «« Φ I Φ ΦΦ Φ Φ Φ Φ Φ Φ • ΦΦΦ φ φφ φ φ φ φ φ φ Φ φ φ φ φ φ φ φ φ φ φ φ φ φ φ φ φ φ φ φ φ. However, the presence of aluminum gives the liner 46 a certain hardness, so that the liner 46 does not wear during use of the bearing. Thus, the topsheet 46 may comprise a blend of various elements and materials configured to balance the desired properties of the layer.
    The choice of multilayer structure and materials for forming the multilayer structure may be determined based on the load that a motor is likely to undergo, as well as the function of the layers. In addition to increasing the fatigue strength, seizure resistance and the
    Wear resistance, the multi-layer structure can also be configured so that it is resistant to corrosion and cavitation. While a bearing 40 having a base 41 and a three material structure has been discussed in detail, the bearing 40 may also have fewer than three layers or more than three layers. In an exemplary approach, the bearing 40 may have a bonding layer. The bonding ply may be used to assist in applying the thermal spray coating 48 to the base 41 to form the liner 42. However, the use of the bonding layer eliminates the need for heat treatment of the thermal spray coating 48 after application.
    In another exemplary approach, the bearing 40 may have a two-ply structure. Two-layer bearings are commonly used in engines experiencing moderate to high loads, such as in diesel cars. A two-layer bearing may have an insert layer 42 and a cover layer 46. The insert layer 42 can be formed for example by a thermal spray coating 48 having a copper, tin and bismuth mixture, and the cover layer 46 can be made of a 12/24 12
    Aluminum, tin and copper mixture exist. In this exemplary approach, the topsheet 46 may be applied directly to the liner 42 by a thermal spray process, may be electroplated, or may be applied by a PVD process. In such an approach, the barrier layer 44 is not needed because elements between the two layers based on the blends would spread only slightly. Therefore, the lock layer 44 can be eliminated.
    4 illustrates an exemplary method of applying bearing liner layers to the base 41 of the bearing 40. In step 50, the backing material is selected. As discussed above, the material for forming the support body 40 may be any material that can withstand the environment of an internal combustion engine including, but not limited to, steel, cast iron, titanium, copper, and respective alloys. The material of the support body may be in the form of a wound-up or pre-cut flat material, a continuous flat strip, half-shells and / or tubes. As discussed above, the following process provides more flexibility in applying the thermal spray coating 48 to the backing material, especially when half shells and tubes are used. With respect to the half shells, these may be preformed or made by stamping, tube forming and / or machining of sheet materials or tubes.
    The support body 41 can be made to apply the thermal spray coating 48. That is, the sheet, continuous ribbon, shells, and / or tubes forming the support body 41 may be cleaned and degreased prior to application. In some example approaches, an exposed surface of the sheet, continuous flat strip, preformed half-shells, and / or tubes may be roughened so that the thermal spray coating 48 may be better placed and / or secured , A laser etching process, a water jet process, a sandblasting process, a chemical etching process, or any other suitable mechanical means may be used as desired. The sheet, continuous ribbon, shells and / or tubes may then be cleaned and degreased prior to application of the thermal spray coating 48.
    In step 52, the thermal spray coating 48 may be applied to the support body 41 with a HVOV (High Velocity Oxy-Fuel) technique, a plasma spray technique, an arc or a flame spray coating technique. A heat treatment process may also be performed to normalize and strengthen the liner 42 formed in the thermal spray coating 48 so that residual stresses in the liner 42 are removed. By a heat treatment, oxides in a hydrogen / inert gas-based atmosphere as discussed above can be further reduced. The heat treatment may also prevent the liner 42 from being pulled away from the support body 41 after cooling of the thermal spray coating 48. Also, a preheat treatment may be provided prior to application of the thermal spray coating 48. In an exemplary approach, pre-heating may be performed to eliminate moisture on the surface of the sheet, continuous ribbon, shells, and / or tubes prior to application of the thermal spray coating 48 to prevent cavitation. It may also be performed to reduce temperature differences between the support body 41 and the thermal spray coating 48 to prevent peeling between the support body 41 and the liner 42.
    After applying the thermal spray coating 48, the insert layer 42 can be machined to on the 14/24 14
    Coating may be able to eliminate formed rough surfaces. In fact, any suitable machine bearing machining process may be used to turn the liner 42 into a substantially smooth surface so that the bearing 40 remains within tolerance. Thereafter, as shown in step 54, another layer may be applied to the liner 42.
    Depending on the desired type of bearing 40, the barrier layer 44 may be applied to the liner 42 by a thermal spray process, by electroplating, or by a PVD process. If the barrier layer 44 is formed with a thermal spray coating, then the barrier layer 44 may also require machining, depending on the tolerances of the piston and connecting rod assembly. The bearing 40 may also include the cover layer 46. As discussed above, the topsheet 46 may be applied directly to the liner 42 or the liner 46 may be separated from the liner 42 by the barrier layer 44. Like the barrier layer 44, the cover layer 46 can then be applied by a thermal spraying process, by electroplating or by a PVD process. If the liner 46 is formed from a thermal spray coating, then the liner 46 may need to be machined.
    After application of the insert layer 42, the cover layer 46 and / or the blocking layer 44, the bearing 40 can be arranged in the connecting rod 24. However, with respect to the half-shells formed by tubes, it is possible that the tubes must be divided into two equal pieces prior to installation to form the bearing 40. The separate sections may be formed or stretched to produce a crimp height or protrusion dimension for the bearing shells. The half-shells formed can then be processed as required with any bearing machining process. The bearing 40 may then be fixed by any suitable means in the 15/24 15 ···· ♦ · ··· ··· ♦ ♦♦
    Connecting rod can be arranged. Thus, the bearing 40 described above may be configured for insertion into the piston pin bore 30 and / or the crankshaft pin bore 34.
    With respect to the processes, systems, methods, heuristics, etc. described herein, it is to be understood that while the steps of such processes, etc., have been described in a particular order, such processes could also be practiced with the described steps in other than that described herein described sequence can be performed. It is further understood that certain steps could be performed concurrently, that other steps could be added, or that certain steps described herein could be omitted. In other words, the description of processes herein has been given to illustrate certain embodiments and is in no way to be construed as limiting the claimed invention.
    Accordingly, it should be understood that the above description is intended to be illustrative only and not limiting. Having read the above description, many other embodiments and applications than the examples given would be possible. The scope of the invention should be determined not with reference to the above description but with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is intended and contemplated that future developments will be made in the art discussed herein and that the disclosed systems and methods are incorporated into such future embodiments. In summary, it should be understood that the invention can be modified and varied and not limited by the claims which follow. 16/24
    权利要求:
    Claims (14)
    [1]
    Claims: A bearing sliding surface, comprising: a support body; a thermal spray coating applied to the base layer; and a material saw applied to the thermal spray coating. Has bearing sliding surface according to claim. Lagergleitfläche according to claim spray an insert layer on the Lagergleitfläche according to claim a thickness in the range of about 1, the further oxide strength 1, wherein the thermal base layer forms. 3, wherein the insert layer has 100-1000 microns. A bearing sliding surface according to claim 1, wherein a flat material, a continuous ribbon material, a preformed half-shell or a tube is configured to form the bearing. A bearing sliding surface according to claim 5, wherein the sheet material, the continuous flat strip material, the preformed half shell and the tube are made of steel, cast iron, aluminum or copper. A bearing sliding surface according to claim 1, wherein the material layer applied to the thermal spray coating is a barrier layer. 17 17 ··· ♦ • · · ♦ · · · · · ·······························································
    [2]
    8. A bearing sliding surface according to claim 7, wherein the barrier layer is applied by a thermal spraying process, an electroplating process or a physical vapor deposition process.
    [3]
    9. Lagergleitfläche according to claim 1, wherein the applied to the thermal spray coating material layer is a cover layer material.
    [4]
    The bearing liner of claim 9, wherein the liner material is applied by a thermal spray process, an electroplate process, or a physical vapor deposition process.
    [5]
    11. bearing sliding surface according to claim 1, wherein a barrier layer between the thermal spray coating and a cover material is arranged.
    [6]
    12. A bearing sliding surface according to claim 1, wherein the thermal spray coating is applied with a HVOF (High Velocity Oxy-Fuel) technique, a plasma spraying technique, an arc or a flame spray coating technique.
    [7]
    13. A bearing sliding surface according to claim 1, wherein the thermal spray coating consists of one of the following materials: copper, aluminum, white metal, lead, bismuth, tin, zinc, phosphorus, manganese, tungsten, molybdenum, iron, nickel, cobalt, chromium, titanium, Silver, a ceramic-based material, silicon and a polymer.
    [8]
    14. A bearing sliding surface according to claim 1, wherein the material comprising the thermal spray coating is an alloy, a polyphase alloy or any combination thereof. 18/24 18 ••••• • • • • • • • • • • • • • • • • • • • • • • • • • • •
    [9]
    15. A method of forming a bearing liner, comprising: applying a thermal spray coating to a sheet, a continuous ribbon, a half-shell, or a tube configured to form a bearing, wherein the thermal spray coating is applied directly to a backing body to form such a Lagergleiteinsatzlage.
    [10]
    16. The method of claim 15, further comprising applying a second layer of material to the thermal spray coating, wherein the material layer is applied by a thermal spray process, an electroplating process, a physical vapor deposition process or a polymer coating process.
    [11]
    17. The method of claim 15, further comprising applying the thermal spray coating with a HVOF (High Velocity Oxy-Fuel) technique, a plasma spray technique, an arc or a flame spray coating technique.
    [12]
    18. The method of claim 15, further comprising machining the thermal spray coating to form a substantially smooth surface.
    [13]
    19. The method of claim 15, further comprising applying a third layer of material to the thermal spray coating, wherein the third layer of material is applied by a thermal spray process, an electroplating process, a physical vapor deposition process, or a polymer coating process. 19/24 ft ft. ····· ft. ······························· ft ···· 19
    [14]
    20. The method of claim 15, further comprising heat treating the thermal spray coating in an atmosphere containing about one to ten percent hydrogen, the remainder being substantially an inert gas, for normalizing and consolidating the liner while at least reducing oxide formation. 20/24
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    法律状态:
    2016-05-15| REJ| Rejection|Effective date: 20160515 |
    优先权:
    申请号 | 申请日 | 专利标题
    US201161534063P| true| 2011-09-13|2011-09-13|
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