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    • 专利摘要:
    ferro-chrome alloy with improved mechanical strength in compression and method for its production and use. The present invention relates to a chromium-iron alloy comprising by weight 1 to 3% c, 1 to 3% Si, up to 3% ni, 25 to 35% Cr, 1.5 to 3% wt, up to 2% w, 2.0 to 4.0% wt, up to 3.0% wt, up to 3.0% wt, up to 1.2% wt , up to 1% min and 13 to 34% fe. in a preferred embodiment, the chromium-iron alloy comprises, by weight, 1.5 to 2.3% of c, 1.6 to 2.3% of itself, 0.2 to 2.2% of ni, 27 to 34% cr, 1.7 to 2.5% mo, 0.04 to 2% w, 2.2 to 3.6% nb, up to 1% v, up to 3.0% tb , up to 0.7% b, 0.1 to 0.6% mn and 43 to 34% fe. The chrome-iron alloy is useful for internal parts of the valve seat of internal combustion engines, such as diesel or natural gas engines.
    公开号:BR112012016621B1
    申请号:R112012016621-2
    申请日:2010-12-23
    公开日:2018-04-17
    发明作者:Yue Qiao Cong；Trudeau Todd
    申请人:L.E. Jones Company；
    IPC主号:
    专利说明:

    (54) Title: IRON-CHROME ALLOY AND VALVE SEAT INSERT (51) Int.CI .: C22C 38/00; C22C 38/18; C22C 38/40 (30) Unionist Priority: 05/01/2010 US 12 / 652,635 (73) Holder (s): L.E. JONES COMPANY (72) Inventor (s): CONG YUE QIAO; TODD TRUDEAU
    1/29
    Invention Patent Descriptive Report for IRON-CHROME ALLOY AND VALVE SEAT INSERT. BACKGROUND [001] More restrictive laws for exhaust emissions from natural gas and diesel engines and the production of high power for internal combustion engines drove modifications in the engine design including the need for high pressure electronic fuel injection systems in diesel engines and stoichiometric combustion in natural gas engines. Engines built according to new designs use higher combustion pressures, higher operating temperatures and less lubrication than previous designs. Components of the new designs, including valve seat inserts (VSI), experience significantly higher wear rates. Valve seat inlet and outlet inserts and valves, for example, must be able to withstand a high number of impact events and combustion events on the valve with minimal wear (for example, abrasive, adhesive, and corrosive wear) ). This led to a shift in material selection towards materials that offer improved wear resistance over valve seat insert materials that were traditionally used by the diesel and natural gas industry.
    [002] Another emerging trend in diesel engine development is the use of EGR (exhaust gas recirculation). With EGR, the exhaust gas is directed back to the incoming air stream to reduce the nitric oxide (NO x ) content in the exhaust emissions. The use of EGR in diesel or natural gas engines can raise the operating temperatures of valve seat inserts. Consequently, there is a need for lower cost valve seat inserts having good mechanical properties, including
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    2/29 hot hardness and mechanical resistance in compression for use in diesel and natural gas engines using EGR.
    [003] Likewise, as the exhaust gas contains compounds of nitrogen, sulfur, chlorine, and other elements that can potentially form acids, the need for improved corrosion resistance for alloys used in valve seat inserts is increased for engines diesel and natural gas using EGR. The acid can attack the valve seat inserts and the valves leading to premature engine failure.
    SUMMARY [004] A chromium-iron alloy comprises by weight of 1 to 3% of C (preferably from 1.5 to 2.3%, in addition preferably of 1.6 to 2.2%), from 1 to 3% Si (preferably from 1.6 to
    2.3%, additionally preferably from 1.7 to 2.3%), up to 3% of Ni (preferably from 0.2 to 2.2%), from 25 to 35% of Cr (preferably from 27 to 34% , additionally preferably from 28 to 32.5%), from 1.5 to 3% Mo (preferably from 1.7 to 2.5%), up to 2% W (preferably from 0.04 to 2%, additionally preferably from 0.4 to 1.5%), from 2.0 to 4.0% of Nb (preferably from 2.2 to 3.6%), up to 3.0% of V (preferably up to 1%), up to 3.0% Ta (preferably up to 1%), up to 1.2% B (preferably up to 0.7%), up to 1% Mn (preferably 0.1 to 0.6%) and 43 64% Fe and incidental impurities. In a preferred embodiment, the chromium-iron alloy comprises, by weight, from 1.9 to 2.0% of C, from 2 to 2.1% of Si, from 1.6 to 2.0% of Ni , from 31.3 to 31.9% of Cr, from 1.9 to 2.0% of Mo, from 1 to 1.5% of W, from 3.1 to 3.4% of Nb, from 0.003 to 0.05% V, up to 0.5% Ta, 0.4 to 0.6% B, 0.2 to 0.5% Mn and 54 to 56% Fe and incidental impurities.
    [005] The chromium-iron alloy has a microstructure in the raw state of foundry composed of primary carbide (approximately
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    3/29 40 to 60% by volume, preferably approximately 50% by volume) and high Cr / Mo ferrite (approximately 40 to 60% by volume, preferably approximately 50% by volume) matrix with Nb-rich strengthening phases ( carbides, nitrides, carbonitrides). The term approximately as used herein to describe numerical values is intended to cover a range of plus or minus 10% of the numerical value. The primary carbides are preferably acicular carbides 2.5 microns or less and the strengthening phases are carbides, nitrides and / or carbonitrides preferably in the form of polyhedron, 10 microns or less.
    [006] The chrome-iron alloy can be a mold with a rough melt hardness of 40 to 56 Rockwell C; a hot hardness (HV10) of 450 to 500 at approximately 23.9 ° C (75 o F), from 280 to 300 at approximately 537.8 ° C (1000 o F), from 55 to 70 at approximately 871.1 ° C (1600 o F); a compressive strength of 551.6 MPa to 1516 MPa (80 to 220 KSi) at approximately 23.9 ° C (75 o F), from 413.7 to 896.3 MPa (60 to 130 KSi) at approximately 537 , 8 ° C (1000 o F); a coefficient of linear thermal expansion from 8 * 10 -6 to 13 * 10 -6 / ° C.
    [007] The chrome-iron alloy described above is useful for valve seat insertion for engine applications, such as diesel or natural gas engines. Preferably, the insert exhibits a dimensional stability of less than 7.2 x10 -3 mm (0.3x10 -3 in.) Of change per cm of outside diameter (OD) of the insert after aging for approximately 20 hours at approximately 648.9 ° C (1200 o F). [008] A method for operating an internal combustion engine is provided. In the operation of an internal combustion engine, such as a diesel or natural gas engine, a valve is closed against the valve seat insert to close an internal combustion engine cylinder and the fuel is ignited in the cylinder to make funPetition 870170095595 , of 08/12/2017, p. 13/47
    4/29 start the internal combustion engine. The valve is preferably composed of an iron-based alloy with a high chromium content or a high temperature, nickel-based superalloy; or the valve is stiffened with a wear-resistant alloy strengthened by carbides at high temperature.
    [009] A method for producing a chrome-iron alloy as described above is provided. The chromium-iron alloy can be cast from the melt into a component formed at a temperature of approximately 1482.2 ° C (2700 o F) to approximately 1648.9 ° C (3000 o F); or a chromium-iron alloy powder can be pressed into a formed and sintered component at a temperature of approximately 1065.6 ° C (1950 o F) to approximately 1260 ° C (2300 o F) in a reducing atmosphere. The reducing atmosphere can be hydrogen or a mixture of dissociated ammonia and nitrogen. The formed component can be a valve seat insert and treated with precipitation hardening heat at a temperature of approximately 482.2 ° C (900 o F) to approximately 926.7 ° C (1700 o F) for approximately 2 hours to approximately 15 hours. The heat treatment can be carried out in an inert, oxidizing or reducing atmosphere, or in a vacuum.
    BRIEF DESCRIPTION OF THE DRAWINGS [0010] Figure 1 is a cross-sectional view of a valve assembly incorporating a valve seat insert of a chromium-iron alloy (referred to here as the J153 alloy).
    [0011] Figures 2A-2B are optical micrographs of the J153 alloy in the raw casting condition.
    [0012] Figures 3A-3B are electron scanning microscopy micrographs of the J153 alloy in the raw melting condition.
    DETAILED DESCRIPTION
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    5/29 [0013] Figure 1 illustrates an example of the engine 2 valve assembly. The valve assembly 2 includes a valve 4, which is slidably supported within the internal gauge of a valve stem guide 6. The valve stem guide 6 is a tubular frame that fits on the cylinder head 8. The arrows illustrate the direction of movement of valve 4. Valve 4 includes a face 10 of the valve seat interposed between the cap 12 and neck 14 of the valve 4. The valve stem 16 is positioned above the neck 14 and is received inside the guide from the valve stem 6. A valve seat insert 18 having a valve seat insert face 10 'is mounted, such as by pressing, within the cylinder head 8 of the engine. The cylinder head typically comprises cast iron, aluminum or aluminum alloy molding. Preferably, insert 18 (shown in cross section) is annular in shape and face 10 'of the valve seat insert engages the face of valve seat 10 during movement of valve 4.
    [0014] A new chrome-iron alloy (referred to here as J153 alloy) for applications in valve train material, preferably internal combustion valve seat inserts, is disclosed here. The chromium-iron alloy (alloy J153) comprises in weight%, from 1 to 3% of C (preferably from 1.5 to 2.3%, additionally preferably from 1.6 to 2.2%), from 1 to 3% Si (preferably from 1.6 to
    2.3%, additionally preferably from 1.7 to 2.3%), up to 3% of Ni (preferably from 0.2 to 2.2%), from 25 to 35% of Cr (preferably from 27 to 34% , additionally preferably 28 to 32.5%), 1.5 to 3% Mo (preferably 1.7 to 2.5%), up to 2% W (preferably 0.04 to 2%, additionally preferably from 0.4 to 1.5%), from 2.0 to 4.0% of Nb (preferably from 2.2 to 3.6%), up to 3.0% of V (preferably up to 1%), up to 3.0% of Ta (preferably up to 1%), up to 1.2% B (preferably up to 0.7%), up to 1% Mn (preferably Petition 870170095595, from 12/8/2017, page 15/47
    6/29 and 0.1 to 0.6%) and 43 to 64% Fe and incidental impurities.
    [0015] The microstructure of the J153 alloy is designed to produce a secondary reinforcement phase dispersed uniformly throughout a primary carbide microstructure rich in Cr and ferrite with a high chromium content. The direct microstructure of the J153 alloy foundry can contain approximately 40 to 60% by volume, preferably approximately 50% by volume, and approximately 40 to 60% by volume, preferably approximately 50% by volume of ferrite in the primary carbide. MC-type carbides, MN-type nitrides or MCN-type nitrides are uniformly distributed throughout the ferritacarbide matrix in a spherical and / or polyhedral form of particles, where M represents a strong MC-forming , MN or MCN, such as Nb. In addition, the phases rich in fine boron are also uniformly dispersed along border regions between the primary carbide rich in Cr and ferrite with high chromium content. The uniform distribution of the spherical and / or polyhedral particles creates the secondary reinforcement preventing the displacement of the matrix under compression stress and thus enhances the isotopic mechanical properties of the J153 alloy. The spherical and / or polyhedral particles create a significant secondary reinforcement effect preventing the displacement of the matrix under tension, thus enhancing the isotopic behavior of the J153 alloy. The primary carbides are preferably acicular carbides of a width of 2.5 microns or less and the strengthening phases are carbides, nitrides and / or carbonitrides preferably in the form of polyhedron, of 5 microns or less. The J153 alloy does not include any significant amount of the martensite and sustainable phases.
    [0016] Carbon is a significant alloying element in the J153 alloy, which affects the microstructure fusibility, the solidification substructure, and the mechanical metallurgical behavior of the alloy. In general, an auPetição 870170095595, of 12/08/2017, p. 16/47
    7/29 increase in carbon content can improve the fluidity of molten metals in steel. However, because carbon is a strong austenite builder in steels, a high carbon content can promote the formation of austenite. It has been determined that the suitable carbon content in alloy J153 is 1 to 3% by weight, preferably 1.5 to 2.3% by weight, additionally preferably from 1.6 to 2.2% by weight.
    [0017] Boron can be used to improve the hardness of the J153 alloy. Since boron has a low solubility in iron-based alloys, free boron atoms and / or boron-rich compounds have a tendency to distribute along grain boundaries and solidification cell boundaries. Therefore, boron and / or borides can promote thinner microstructures and solidification substrates. In the J153 alloy system, an increase in boron content significantly increases the hardness of the raw melt alloy. It has been determined that the appropriate boron content in the J153 alloy is up to 1.2% by weight, preferably up to 0.7% by weight. Preferably, the B content is less than the C content.
    [0018] Niobium has a strong affinity for carbon in iron-based materials and thus, the tendency to form niobium carbide (NbC) is much greater than that of chromium carbide. Niobium can also form particles of niobium nitride (NbN) and / or niobium carbonitride (NbCN). The introduction of niobium in iron-based alloys can significantly minimize the propensity for intergranular corrosion. In addition, niobium carbides / nitrides / carbonitrides are generally formed as small particles of spherical and / or polyhedral shape, which are uniformly distributed in the ferritacarbide matrix. Thus, niobium carbides / nitrides / carbonitrides act as a primary reinforcement mechanism for the J153 alloy. It has been determined that the appropriate niobium content in the J153 alloy is 2.0 to 4.0% by weight, preferably 2.2 to 3.6% by weight. Preferably, the
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    8/29 Nb content is at least 0.4% by weight higher than the C content. [0019] Nickel is an austenite builder and so is an optional addition, but it can be present in quantities of up to 2, 5% due to residual Ni from previous molding procedures in which Ni-containing alloys were melted in the furnace. However, the role of nickel in a ferritic alloy is to strengthen the ferrite phase by strengthening the solid solution. Although nickel does not form a carbide in iron-based alloys, the addition of nickel to the J153 alloy can be used to increase hardness. It has been determined that the appropriate nickel content in the J153 alloy is up to 3.0% by weight, preferably from 0.2 to 2.2% by weight. Preferably, the Nb content is greater than the Ni content. Preferably the Ni content is greater than the B content.
    [0020] Tungsten has a strong affinity for carbon in high chromium iron-based materials, resulting in the formation of primary carbides rich in chromium and tungsten. Additionally, tungsten can also react with iron to form intermetallic iron-tungsten phases. Thus, the addition of tungsten to the J153 alloy can increase the strength and hardness of the alloy. It has been determined that the appropriate tungsten content in the J153 alloy is up to 2.0% by weight, preferably 0.04 to 2.0% by weight, additionally preferably 0.4 to 1.5% by weight. Preferably, the C content is at least 0.45% by weight greater than the W content.
    [0021] Molybdenum is a carbide former and is likely to join with chromium to form primary carbides. It has been determined that the appropriate molybdenum content in the J153 alloy is 1.5 to 3% by weight, preferably 1.7 to 2.5% by weight. The ratio of Cr content to Mo content is at least 10: 1.
    [0022] Manganese is an austenite builder. It has been determined that the appropriate manganese content in alloy J153 is up to 1.0% by weight, preferably 0.1 to 0.6% by weight.
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    9/29 [0023] Silicon is a binding element that can significantly affect fusibility and solidification mode. In addition, silicon expands that range of variation in the σ-ferro-chromium phase. It has been determined that the suitable silicon content in alloy J153 is 1 to 3% by weight, preferably from 1.6 to 2.3% by weight, in addition preferably preferably from 1.7 to 2.3% by weight.
    [0024] Chromium is a carbide and ferrite former and appears in the microstructure as ferrite with a high content of chromium and primary carbide rich in Cr. Chromium also contributes to improving the corrosion resistance of the J153 alloy. It has been determined that the appropriate chromium content in alloy J153 is 25 to 35% by weight, preferably from 27 to 34% by weight, additionally preferably from 28 to 33.5% by weight. [0025] Carbide formers such as vanadium and tantalum are optional and can be added in amounts of up to 3% by weight each, preferably up to 1% by weight each. EVALUATION OF ALLOY J153.
    [0026] Twenty-seven J153 experimental heating tests (ie, 27.2 kg (60 lb) batches) were manufactured to design and optimize the microstructural characteristics of ferrite-carbide in a ferro-chromium alloy containing a target 33% by weight of Cr. Microstructural control can be achieved through the controlled addition of ferrite-forming alloy elements (such as Cr, Mo, W and Nb) and the ability to control carbide formation. The molding temperature can vary from approximately 1482.2 ° C (2700 o F) to approximately 1648.9 ° C (3000 o F), depending on the size of the mold. The melts were prepared in an outdoor induction oven. The J153 alloy can have its composition adjusted to optimize hardness and resistance. The compositions of the twenty-seven heats are summarized in TABLES 1 to 9. The hardness was characterized by Rockwell hardness tests, on the C scale (ie, HRC).
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    10/29 [0027] Tests 1 and 2 are the first two tests in the development of the J153 alloy. The compositions and measured hardness of tests 1 and 2 are summarized in TABLE 1.
    TABLE 1
    test Heating Ç Mn Si Cr Mo W 1 7J22XA 1,734 0.460 1.625 27.95 1,838 0.651 2 7J22XB 1,959 0.394 1,931 33.70 2,261 0.042
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 1 7J22XA 3,580 1,879 1,157 58.88 0.042 55.5 2 7J22XB 3,019 0.243 0.206 56.05 0.044 41.5
    [0028] In test 1, in addition to primary carbide and ferrite phases, undesirable microstructural characteristics, such as martensite and retained austite, were observed. Due to the presence of martensite, the hardness value of test 1 was approximately 55.5 HRC. Although test 1 exhibited high hardness, it did not contain the desired J153 matrix microstructures of high chromium ferrite plus the primary chromium carbide.
    [0029] In test 2, the composition of test 1 was adjusted to significantly reduce the levels of nickel, boron and tungsten and increase the chromium content. Test 2 has the desired microstructure of primary carbides alternately distributed and ferrites with the secondary reinforcement phases uniformly distributed in the ferrites. The alloy hardness in test 2 was reduced to approximately 41.5 HRC.
    [0030] In tests 3 and 4, the content of boron, chromium, niobium and tungsten was adjusted to optimize the hardness, based on the results of tests 1 and 2. The compositions and measured hardness of tests 3 and 4 are summarized in TABLE 2.
    TABLE 2
    test Heating Ç Mn Si Cr Mo W 3 7K05XA 1,965 0.333 2,263 30.81 1,961 1,040
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    test Heating Ç Mn Si Cr Mo W 4 7K12XA 1,882 0.326 2,081 30.55 1,971 0.955
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 3 7K05XA 2,379 2,071 0.449 56.61 0.031 51.0 4 7K12XA 2,615 1,969 0.456 56.98 0.036 47.0
    [0031] In tests 5-8, the effects of the boron content varied from approximately 0.48% by weight to approximately 0.7% by weight on hardness was assessed, for a carbon content of approximately 1.8% by weight to 1.9% by weight. The compositions and measured hardness of tests 5-8 are summarized in TABLE 3.
    TABLE 3
    test Heating Ç Mn Si Cr Mo W 5 7K26XA 1,881 0.351 1,924 32.33 1.993 0.579 6 7L03XA 1,897 0.300 2,022 31.52 1,975 1,012 7 7L10XA 1,778 0.300 1.906 30.43 1,982 1,168 8 7L23XA 1,800 0.407 1,924 30.14 1,921 1,314
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 5 7K26XA 3.167 1,600 0.708 55.30 0.037 48.0 6 7L03XA 2,830 1.996 0.615 55.68 0.038 49.0 7 7L10XA 2,218 2,062 0.384 57.64 0.036 45.0 8 7L23XA 2,428 1.906 0.476 57.53 0.029 45.5
    [0032] As illustrated in TABLE 3, hardness is enhanced by increasing boron content. Increasing boron content from approximately 0.48% by weight to approximately 0.7% by weight results in an increase in hardness, from approximately 45 HRC (Tests 7 and 8) to approximately 48 to 49 HRC (Tests 5 and 6).
    [0033] In tests 9 and 10, the increasing effects of carbon, niobium and nickel and reduction of tungsten and manganese were evaluated. The compositions and measured hardness of tests 9 and 10 are summarized in TABLE 4.
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    12/29
    TABLE 4
    test Heating Ç Mn Si Cr Mo W 9 8A02XA 1,865 0.368 2,052 31.13 2,400 1.008 10 8A02XB 2,140 0.160 2,030 31.98 2,350 0.680
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 9 8A02XA 2,769 1,863 0.500 55.92 0.019 44.5 10 8A02XB 3,200 2.17 0.470 54.34 0.030 45.0
    [0034] As illustrated in TABLE 4, increasing carbon, niobium and nickel reducing tungsten and manganese resulted in a minimal change in hardness.
    [0035] In tests 11 to 13, the effects of varying the combined effect of niobium, vanadium, carbon and boron were evaluated. The compositions and measured hardness of tests 11 to 13 are summarized in TABLE 5.
    TABLE 5
    test Heating Ç Mn Si Cr Mo W 11 8A04XA 1,840 0.428 1,914 28.61 2.004 1,057 12 8A09XA 1.819 0.436 2,000 30.52 2,019 0.999 13 8B01XA 1.991 0.313 2,050 30.68 1,973 0.979
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 11 8A04XA 2,728 2,096 0.601 58.59 0.014 48.0 12 8A09XA 2.559 2,031 0.475 57.01 0.015 48.0 13 8B01XA 3,531 1.993 0.536 54.88 0.982 47.5
    [0036] Tests 11 to 13 illustrate that varying the levels of niobium, vanadium, carbon, manganese and boron resulted in little change in hardness from approximately 47.5 HRC to 48 HRC. In addition, tests 11 to 13 illustrate that the effects of vanadium on hardness were minimal.
    [0037] In tests 14 to 19, the effects of boron variation were determined for a target of 1.95% by weight of carbon and a target of 1.9% by weight of silicon. The boron content was varied from approximately Petition 870170095595, of 12/08/2017, p. 22/47
    From 0% by weight to approximately 0.5% by weight. The compositions and measured hardness of tests 14 to 19 are summarized in TABLE 6.
    TABLE 6
    test Heating Ç Mn Si Cr Mo W 14 8B11XA 1,971 0.336 1,954 29.87 1,949 1,216 15 8B12Q 1,924 0.506 2,016 30.49 1,986 1,153 16 8B15Y 1,976 0.457 1,968 32.42 1.908 0.952 17 8D30XA 1,944 0.377 1.992 30.62 1,972 1,082 18 8E15XA 1,955 0.397 1,881 32.03 1,882 0.604 19 8E21XA 1,985 0.328 1.816 30.30 2,018 1,165
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 14 8B11XA 2,736 2,066 0.014 55.77 0.031 42.0 15 8B12Q 2,600 0.512 0.000 58.66 0.036 40.5 16 8B15Y 2,747 0.486 0.193 56.74 0.037 41.5 17 8D30XA 2,678 1,939 0.476 56.79 0.017 48.5 18 8E15XA 3,070 0.263 0.334 57.31 0.094 43.0 19 8E21XA 2,637 1,922 0.512 57.20 0.010 48.0
    [0038] As illustrated in TABLE 6, boron content ranging from approximately 0% by weight to approximately 0.5% by weight resulted in an increase in hardness from approximately 40.5 HRC to approximately 48.0 HRC.
    [0039] In tests 20 to 22, the effects of the variation of tungsten, niobium, nickel and boron were determined, for a carbon content greater than 2% by weight. The measured compositions and hardness of tests 20 to 22 are summarized in TABLE 7.
    TABLE 7
    test Heating Ç Mn Si Cr Mo W 20 8E29XA 2,095 0.415 1,775 31.60 1,915 0.486 21 8E30XA 2.008 0.417 1,743 30.45 2,041 1,099 22 8F11XA 2,052 0.390 1,785 30.21 1,856 1,233
    CONTINUATION...
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    test Heating Nb Ni B Faith V HRC 20 8E29XA 3,380 0.244 0.339 57.63 0.009 50.0 21 8E30XA 2,644 1,914 0.522 57.04 0.007 45.0 22 8F11XA 2.925 2.002 0.503 59.90 0.005 48.0
    [0040] As illustrated in TABLE 7, niobium content ranging from approximately 2.64% by weight (Test 21) to approximately 3.38% by weight (Test 20) resulted in an increase in hardness of approximately 45.0 HRC at approximately 50.0 HRC. Test 22 contained an intermediate Nb content compared to Tests 20 to 21 but a higher nickel tungsten content, and exhibited an intermediate hardness value of 48 HRC. Tests 20 to 22 illustrate that the hardness is probably associated with the formation of carbides, nitrides and / or carbonitrides rich in niobium.
    [0041] In tests 23 to 25, the effect of lower levels of carbon, chromium and boron were evaluated to maintain a hardness of approximately 43 HRC to approximately 49 HRC of a target niobium content of approximately 2.6% by weight. The compositions and measured hardness of tests 20 to 22 are summarized in TABLE 8.
    TABLE 8
    test Heating Ç Mn Si Cr Mo W 23 8F25XA 1.609 0.318 1,722 29.53 1,913 0.991 24 8F30XA 1.845 0.321 1,789 30.46 1,867 1,137 25 8G01XA 1,692 0.270 1,931 32.00 1.804 1,099
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 23 8F25XA 2.50 1,975 0.464 58.89 0.004 44.3 24 8F30XA 2,771 2,095 0.522 57.10 0.002 49.0 25 8G01XA 2,661 2,160 0.516 55.75 0.004 47.0
    [0042] The hardness of approximately 44.3 HRC was observed in test 23. As illustrated in tests 24 and 25, the hardness can be increased from 47 to 49 HRC by increasing the levels of carbon, chromium, niobium or boron.
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    15/29 [0043] Tests 26 and 27, summarized in TABLE 9, represent the final production heat used to melt the components of the valve seat insert.
    TABLE 9
    test Heating Ç Mn Si Cr Mo W 26 8G24XA 1,944 0.298 2,042 31.32 1,941 1,179 27 8J27W 1,986 0.432 2,074 31.82 1,958 1,422
    CONTINUATION...
    test Heating Nb Ni B Faith V HRC 26 8G24XA 3.125 1.603 0.544 55.92 0.004 47.5 27 8J27W 3,332 1,942 0.463 54.08 0.044 47.0
    [0044] Tests 26 and 27 illustrate that the hardness of approximately 47 HRC can be obtained for J153 alloys with 1.9 to 2% C, 0.2 to 0.5% Mn, approximately 2% Si, 31 to 32% Cr, approximately 1.9% Mo, 1.1 to 1.5% W, 3.1 to 3.4% Nb, 1.6 to 2% Ni, 0.4 to 0.6% B, 54 to 56% Fe, and 0.004 to 0.05% V.
    [0045] TABLE 10 provides a summary of the compositional variation ranges and a preferable compositional variation range for the J153 alloy, based on the twenty-seven experimental and production heat (summarized in TABLES 1-9). Incidental impurities in alloy J153 may include 1 or more of Al, Como, Bi, Cu, Ca, Ce, Co, Hf, Mg, N, P, Pb, S, Sn, Ti, Y and Zn. Preferably, a total incidental impurity content is 1.5% by weight or less. Due to equipment limitations in some ovens (eg, open air induction oven), the nitrogen content can be difficult to control. Preferably, the maximum nitrogen concentration is less than 0.30% by weight.
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    16/29
    TABLE 10
    Elements Variation of Composition of J153 alloy (% by weight) Preferred J153 Alloy Composition Variation (% by weight) Ç 1 to 3 1.5 to 2.3 Si 1 to 3 1.6 to 2.3 Ni 0 to 3 0.2 to 2.2 Cr 25 to 35 27 to 34 Mo 1.5 to 3 1.7 to 2.5 W 0 to 2 0.04 to 2 Nb 2 to 4 2.2 to 3.6 V 0 to 3 0 to 1 OK 0 to 3 0 to 1 B 0 to 1.2 0 to 0.7 Mn 0 to 1 0.1 to 0.6 Faith balance balance
    HOT HARDNESS ASSESSMENT [0046] Samples of J153 alloy from test 26 (Heating 8G24XA) were evaluated for hot hardness at temperatures up to 871 ° C (1600 ° F) with the Vi ckers hardness test technique after ASTM E92-82 (2003) (Vickers hardness standard test method for metallic materials). For comparative purposes, different iron-based alloys including J133 (duplex steel of the ferrite type and heating steel carbide) and J120V (cast version of martensitic steel M2 for tool used for valve inlet and outlet applications) were also tested for hot hardness.
    [0047] Each test sample was measured at nine successive temperature points 93.3 ° C, 204.4 ° C, 315.6 ° C, 42 6.7 ° C, 537.8 ° C, 760 ° C and 871.1 ° C (200 o F, 400 o F, 600 o F, 800 o F, 1000 o F, 1400 o F and 1600 o F) in a vacuum chamber evacuated at a pressure of 10 -5 Torr before heating. Three Vickers hardness impressions were produced on each sample using a diamond tipped drill with a 10 kg load after the temperature was stabilized on each
    Petition 870170095595, of 12/08/2017, p. 26/47
    17/29 temperature point. The diagonal print lengths were measured after the sample had cooled to room temperature. The J153 alloy tested had a hot hardness of approximately 480 HV10 at 23.9 ° C (75 o F), preferably from 450 to 500 HV10 at 23.9 ° C (75 o F), approximately 290 HV10 at 537.8 ° C (1000 o F), preferably 200 to 300 HV10 at 537.8 ° C (1000 o F), and approximately 60 HV10 at 871.1 ° C (1600 o F), preferably 55 to 70 HV10 at 871.1 ° C (1600 o F). The results of the hot hardness test are summarized in TABLE 11.
    TABLE 11
    Temperature (° C) Hot Hardness (HV10) J153 J133 J120V 23.9 (75 o F) 481 420 536 93.3 (200 o F) 431 407 530 204.4 (400 o F) 407 394 493 315.6 (600 o F) 404 368 465 426.7 (800 o F) 382 351 416 537.8 (1000 o F) 291 261 344 648.9 (1200 o F) 189 148 209 760 (1400 o F) 105 95 104 871.1 (1600 o F) 64 50 103
    [0048] From the hot hardness test, the J153 alloy exhibited the highest hot hardness compared to J133 (ferrite-type duplex steel and heat resistant carbide) for the full range of temperature variation. As shown in TABLE 11, the J153 hot hardness values fall between J133 and J120V of the total temperature range.
    [0049] Preferably, the insert exhibits a decrease in hardness of 65% or less when heated from approximately room temperature to approximately 537.8 ° C (1000 o F). For example, in TABLE 11, the insert exhibits a Vickers HV10 hardness of at least approximately 480 HV10 at approximately temperature
    Petition 870170095595, of 12/08/2017, p. 27/47
    18/29 environment to at least approximately 290 HV10 at approximately 537.8 ° C (1000 o F).
    MECHANICAL STRENGTH IN COMPRESSION [0050] Samples from J153 alloy (Test 1, Heating 7J22XA; Test 2, Heating 7J22XB; Test 4, Heating 7K12XA) were evaluated to determine the mechanical strength in compression according to ASTM E209-89a (2000) (Practice Standard Compression Tests for Metallic Materials at High Temperatures with Conventional or Rapid Heating Rates and Voltage Rates) at four temperature points up to 537.8 ° C (1000 o F). For comparative purposes, other alloys for valve seat inserts, including a cobalt based alloy (J3 or STELLITE 3®) and ferrite-type duplex steel and heating steel carbide (J133), were also evaluated. The results of this test are summarized in TABLES 12 to 15.
    TABLE 12
    Temperature ° C ( o F) Compression elasticity limit (KSi) 7K12XA 7J22XA 7J22XB 23.9 (75) 131.0 212.7 98.2 315.6 (600) 108.5 178.1 80.9 426.7 (800) 98.2 178.4 78.3 537.8 (1000) 73.2 127.7 72.9
    TABLE 13
    Temperature ° C ( o F) Elastic module (MSi) 7K12XA 7J22XA 7J22XB 23.9 (75) 32.9 34.8 33.8 315.6 (600) 27.9 31.6 25.1 426.7 (800) 25.6 32.9 28.0 537.8 (1000) 22.2 30.8 28.5
    TABLE 14
    Temperature ° C ( o F) Poisson's ratio 7K12XA 7J22XA 7J22XB 23.9 (75) 0.279 0.256 0.276
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    19/29
    Temperature ° C ( o F) Poisson's ratio 7K12XA 7J22XA 7J22XB 315.6 (600) at at at 426.7 (800) at at at 537.8 (1000) at at at
    TABLE 15
    Temperature ° C ( o F) Compression elasticity limit (KSi) Elastic module(MSi) Poisson's ratio J153(7K12XA) J133 J3 J153(7K12XA) J133 J3 J153(7K12XA) J133 J3 23.9(75) 131.0 89 116.8 32.9 33.6 31.6 0.279 0.279 0.290 315.6(600) 108.5 77 94.1 27.9 27.1 30.3 at at at 426.7(800) 98.2 77 90.5 25.6 25.2 25.0 at at at 537.8(1000) 73.2 59 92.8 22.2 23.0 24.7 at at at
    [0051] A good correlation between hardness and mechanical strength in compression was revealed in the three samples of alloy J153. At 426.7 ° C (800 o F) or lower, J153 alloy has the highest mechanical strength in compression than J3 and J133. At 537.8 ° C (1000 o F), the compressive strength of the J153 alloy falls between those of J3 and J133.
    CHARACTERIZATION OF THE MICRO-STRUCTURE [0052] Figures 2A and 2B are optical micrographs of a J153 alloy in the raw state of electrolytically corroded casting. As illustrated in Figure 2A, the microstructure of the J153 alloy in the raw foundry state can be characterized as a lamellar microstructure of ferrite with a high chromium content and chromium-rich carbide phases. Primary carbides have an acicular microstructure with a typical cross-sectional dimension of less than 2.5 pm. The ferrite phase has a semiacicular microstructure. As indicated by the arrows in figure 2B,
    Petition 870170095595, of 12/08/2017, p. 29/47
    20/29 the MC / MN / MCN particles in a spherical and / or polyhedral shape are exactly dispersed along the limits of the primary ferrite-carbide phase. The average size of the MC / MN / MCN particles is approximately 5 pm.
    [0053] Figures 3A and 3B are electron scanning microscopy (SEM) micrographs that illustrate an enlarged view of the J153 alloy microstructure, including three main phases: (1) acicular primary carbides; (2) semiacicular ferrite; and (3) the MC / MN / MCN particles in spherical and / or polyhedral form exactly dispersed throughout the phases of ferrite and primary carbide. Each of the structures was also characterized by X-ray dispersive energy spectroscopy (EDS).
    [0054] Figure 3A illustrates particles of spherical and / or polyhedral shape exactly dispersed (as indicated by the arrows) along the phases of ferrite and primary carbide. Figure 3B also illustrates two microstructural characteristics characteristic of alloy J153 in which region A illustrates that the ferrite phases and regions B illustrate primary carbide phases.
    [0055] An EDS analysis of the primary carbide indicates chromium and molybdenum rich carbide. An EDS analysis of the ferrite region indicates ferrite with a high chromium content. An EDS analysis of the spherical and / or polyhedral particles indicates a metallic carbide rich in niobium, metallic nitride and / or metallic carbonitride. The analysis also indicated a boron-rich phase exactly dispersed along the ferrite phase limits of the carbide, immediately adjacent to the spherical and / or polyhedral particles. Thus, the presence of the boron-rich phase in the same way results in the nucleation of spherical and / or polyhedral particles along the carbide phase limits of the carbide.
    LINEAR THERMAL EXPANSION COEFFICIENT
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    21/29 [0056] The thermal expansion coefficient of test 5 (Heating 7K26XA) was measured using a Model 1000-D dilatometer, available from Orton, Westerville, Ohio). The test was performed in an argon atmosphere at room temperature at approximately 600 ° C. For comparative purposes, another valve seat insert alloy, including J133 (ferrite-type duplex steel and heat-resistant carbide) was also analyzed by dilatometry. All of the J series alloys are available from L.E. Jones Company, located in Menominee, Michigan. The dilatometry samples had a cylindrical geometry, approximately 2.54 cm (1 inch) in length and approximately 1.27 cm in diameter (0.5 inch). The measurements of the linear thermal expansion coefficient were conducted perpendicular to the primary directional solidification orientation of these alloys. The results of the dilatometry analysis are summarized in TABLE 16.
    TABLE 16
    Temp.(° C) Coefficient of linear thermal expansion (χ 10 -6 / ° C) J153 (7K26XA) J133 45 - 100 8.93 10.41 45 - 200 10.31 11.01 45 - 300 10.78 11.44 45 - 400 11.15 11.44 45 - 500 11.39 11.71 45 - 600 11.63 11.94
    [0057] As illustrated in TABLE 16, the linear thermal expansion coefficient of the J153 alloy is approximately 16.6% lower (at 100 ° C) to approximately 2.6% lower (at 6 00 ° C) than a duplex steel of the type ferrite and carbide resistant to heating (ie, J133).
    THERMAL CONDUCTIVITY [0058] The thermal conductivity of valve seat insert materials can affect its performance. An insert material of sePetition 870170095595, of 12/08/2017, p. 31/47
    22/29 of the valve with high thermal conductivity is desirable because it can effectively transfer the heat away from the engine valves to prevent overheating. The thermal conductivity of J153 alloy samples was then measured by ASTM E1461-01 (standard test method of thermal diffusibility of solids by the flash method). [0059] The measurement was performed on a NETZSCH LFA 457 Microflash ™ system on disc-shaped samples with a diameter of 12.7 mm (0.5 inch), a thickness of 2.0 mm (0.079 inch), and with a surface roughness of 1.27 pm (50 microinches) or less. A sample aligned between a neodymium laser glass (1.06 mm wavelength, 330 milliseconds pulse width) and an indium antimide (InSb) infrared detector in a high temperature oven. During measurement, the sample is stabilized at a test temperature before being heated by laser pulses on a sample surface. The temperature rise of the opposite surface was measured by the infrared detector. [0060] A comparison between the thermal conductivity of alloy J153 and alloy of J133 is summarized in TABLE 17.
    TABLE 17
    Temperature (° C) Thermal conductivity (Wm ' 1 K' 1 ) J153 J133 25 11.8 12.3 100 13.0 13.6 200 14.6 14.9 300 16.8 16.4 400 18.2 17.8 500 20.4 19.0 600 20.4 20.2 700 20.6 21.4
    DIMENSIONAL STABILITY TEST [0061] Five sample valve seat inserts with a diameter of approximately 43.18 mm (1.7 inches) were produced from
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    23/29 alloy J153 with test composition 21 (Heating 8E30XA). Before measurement, the samples were quenched at 718.3 ° C (1325 o F) for 5 hours. Then, these sample valve seat inserts were assessed for dimensional stability by measuring their dimensional changes before and after aging at 648.9 ° C (1200 o F) for 20 hours. The outside diameters (OD) of the sample valve seat inserts were measured at two 90 ° locations spaced apart (ie, 0 ° to 180 ° orientation and 90 ° to 270 ° orientation). The maximum permissible modification in OD is 7, 62 pm (0.3 * 10 -3 inches) per diameter. The maximum permissible modification in a 43.18 mm (1.7 inch) diameter insert is ± 12.9 x13 -3 mm (0.00051 inch). The results of the dimensional stability measurement are summarized in TABLE 18.
    TABLE 18 - Dimensional Stability Test of the maximum permissible modification of the 43.18 mm (1.7 inch) diameter insert is 12.95 10 -3 mm (0.00051 inch).
    Sample OD sizePre-aging Post-aging OD size Average Dimensional Change 0 ° -180 ° 90 ° -270 ° 3 ° -180 ° 90 ° -270 ° va iation * status 1 1,6958 1,6959 1.6955 1.6955 -0,00035 goes by 2 1,6956 1.9655 1,6953 1.6950 -0,0004 goes by 3 1,6958 1,6957 1,6954 1,6952 -0,00045 goes by 4 1,6957 1,6952 1,6953 1.9652 -0,0004 goes by 5 1,6958 1,6959 1.6955 1.6955 0.00035 goes by
    WEAR RESISTANCE [0062] The wear resistance analysis of the J153 alloy was conducted on a Model TE77 Plint Tribometer, which can accurately predict the wear resistance under simulated service conduction during testing on diesel and natural gas engines. The wear resistance analysis was conducted by making the samples in the form of a pin from J153 alloys (Test 5, Heating 7K26XA), J130,
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    24/29
    J160 and J133 slide against a sample of Chromo 193® alloy plate (a steel with Cr (17.5% by weight) - Mo (2.25% by weight) typically used in inlet valves), in the point group temperature after ASTM G133-95 (standard test method to determine the slipping wear of wear-resistant materials using a linear ball geometry that corresponds linearly). A force of 20 N was applied to the specimen as a pin against a plate sample causing the specimen as a pin to flow over a running length of 1 mm at 20 Hz at eight temperature points (25 ° C, 200 ° C , 250 ° C, 300 ° C, 350 ° C, 400 ° C, 450 ° C and 500 ° C) for 100,000 cycles. All analyzes were conducted in the ambient atmosphere without lubrication. The results of Plint wear resistance analyzes are summarized in TABLE 19.
    TABLE 19
    Temp.(° C) Wear of test pairs (mg) J153 / Chrome193® J133 / Chrome193® J130 / Chrome193® J160 / Chrome193® Pla-here Pin All-such Pla-here Pin All-such Pla-here Pin All-such Pla-here Pin All-such 25 1.8 0.7 2.5 2.6 5.1 7.7 2.2 1.3 3.5 0.9 1.4 2.3 200 2.6 0.8 3.4 1.5 0.4 1.9 0.1 0.6 0.7 1.4 1.4 2.8 250 1.9 1.7 3.6 1.1 0.8 1.9 0.8 1.1 1.9 0.1 1.1 1.2 300 1.1 1.2 2.3 0.9 0, 1.3 1.3 0.1 1.4 0.6 1.0 1.6 350 0.3 2.9 3.2 0.2 2.1 2.3 0.7 0.1 0.8 0.0 1.2 1.2 400 0.2 4.1 4.3 0.1 0.9 1.0 0.3 0.1 0.4 0.0 1.2 1.2 450 0.1 3.3 3.4 0.1 1.9 2.0 1.5 0.4 1.9 2.1 0.8 2.9 500 0.6 5.7 6.3 0.2 2.3 2.5 1.4 1.2 2.6 0.2 1.1 1.3
    CORROSION RESISTANCE [0063] Corrosion resistance is a major challenge for applications of valve train components especially for valve and valve seat insert. From the compositional design, the J153 alloy is expected to have not only an excellent general resistance to corrosion due to its high chromium content, but also local resistance. 34/47
    25/29 suitable for corrosion via additions of niobium and molybdenum. The addition of alloy, such as Nb and / or Mo can contribute to the reduction of intergranular stress corrosion, stress corrosion breakage and / or crack corrosion.
    HEAT TREATMENT AND CAST BREAK TEST [0064] The J153 alloy of test 19 (Heating 8E21XA) was cast into the valve seat inserts with a hardness of approximately 48 HRC. Initially, all valve seat inserts were relieved at approximately 718.3 o C (1325 ° 3 ) for approximately 3.5 hours. After performing stress relief, the valve seat inserts had an average volumetric hardness of approximately 45 HRC.
    [0065] Multiple insects from the valve seat (that is, three to five) have undergone one of the following heating treatments:
    (1) four hours at 482.2 ° C (900 o F), 537.8 ° C (1000 o F), 593.3 ° C (1100 o F) and 815.6 ° C (1500 o F) and cooled in still air; (2) fifteen hours at 482.2 ° C (900 o F), 593.3 ° C (1000 o F) and 815.6 ° C (1500 o F) and cooled in still air; (3) for two hours at 1010 ° C (185 0 F) (i.e., precipitation hardening), air quenching, three hours 704.4 ° C (1300 ° F) (i.e., annealing); and (4) two hours at 926.7 ° C (1700 o F) (ie, precipitation hardening), air quenching, three hours at
    704.4 ° C (1300 o F) (i.e., quench). After each heating treatment, each valve seat insert was tested for hardness and the results are summarized in TABLES 20A to 20B. The hardness values in TABLES 20A to 20B are the averages of five measurements. [0066] Each of the valve seat inserts in the raw state of casting and treated by heating was subjected to a radial break test under ambient conditions to assess the hardness. The break test was evaluated according to a modified version of the Metallic Powder Industry Federation Standard 55 (determination of
    Petition 870170095595, of 12/08/2017, p. 35/47
    26/29 radial breaking strength of powder metallurgy test specimens). They applied a compression load to each of the valve seat inserts in radial orientation. The maximum force and deformation at break obtained from the radial break test are summarized in TABLES 20A and 20B. The maximum deflection and force data are an average of three for five measurements.
    TABLE 20A
    Treatmentwith heat Toughness(HRC) Peak Powerkgf (lbs.) Total deflection cm (in) Resistance Indexcm-kgf / 100 (in.-lbs./100) 482.2 ° C (900 o F), 4 h, 44.8 172.27 (379.8) 0.025 (0.029) 0.043 (0.110) 593.3 ° C (1000 ° F), 4 h, 43.4 201.03 (443.2) 0.076 (0.030) 0.153 (0.136) 593.3 ° C (1100 o F), 4 h, 44.3 177.35 (391) 0.028 (0.028) 0.049 (0.114) 704.4 ° C (1300 o F), 4 h, 44.3 194.68 (429.2) 0.076 (0.030) 0.148 (0.128) 815.6 ° C (1500 o F), 4 h, 49.1 140.52 (309.8) 0.079 (0.031) 0.111 (0.094) 482.2 ° C (900 o F), 15 h, 45.0 188.97 (416.6) 0.079 (0.031) 0.149 (0.126) 593.3 ° C (1100 o F), 15 h 45.0 181.71 (400.6) 0.079 (0.031) 0.143 (0.125) 815.6 ° C (1500 o F), 15 h, 50.1 145.88 (321.6) 0.089 (0.035) 0.130 (0.112)
    TABLE 20B
    Toughness(post-coolto) (HRC) Toughness(post-tempering)(HRC) Peak Powerkgf (lbs.) Total Deflectioncm (in) Resistance Indexcm-kgf / 100 (in.-lbs./100) Hardening (1010 ° C (1850 o F), 2 h); Air cooling; Hardening 51.0 52.0 120.39(265.4) 0.089(0.035) 0.107 (0.094)
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    27/29
    Toughness(post-coolto) (HRC) Toughness(post-tempering)(HRC) Peak Powerkgf (lbs.) Total Deflectioncm (in) Resistance Indexcm-kgf / 100 (in.-lbs./100) (704.4 ° C (1300 o F), 3 h) Hardening (926.67 ° C (1700 o F), 2 h); air cooling; Quenching (704.4 ° C (1300 o F), 3 h) 51.0 51.7 143.01(315.3) 0.084(0.033) 0.120 (0.104)
    [0067] As illustrated in TABLE 20A, for 4-hour heating treatments at temperatures of 482.2 ° C (900 o F), 537.8 ° C (1000 o F), 593.3 ° C (1100 o F) and 704.4 ° C (1300 o F), the hardness values of 43.4 HRC to 44.8 HRC were observed. However, for the 4-hour heating treatment at 815.6 ° C (1 500 o F), an increase in volumetric hardness of 49.1 HRC was observed. Likewise, for the 15-hour heating treatments at temperatures of 482.2 ° C (900 o F) and 593.3 ° C (1100 o F), the hardness value of 45 HRC was observed. However, for the 15-hour heating treatment at 815.6 ° C (1500 o F), an increase in volumetric hardness of 50.1 HRC was observed. Thus, the heating treatment data from TABLE 20A suggests that at 815.6 ° C (1500 o F), the J153 valve seat inserts were strengthened by precipitation hardening.
    [0068] As shown in TABLE 20B, after a heating treatment by hardening at 1010 ° C (1850 o F) for 2 hours and quenching with air, a hardness value of 51 HRC was observed. After additional quenching at 704.4 ° C (1300 o F) for 3 hours, an increase in volumetric hardness of 51.7 HRC was observed. Likewise, after a heating treatment for precipitation hardening 870170095595, of 08/12/2017, pg. 37/47
    28/29 at 926.7 ° C (1700 o F) for 2 hours and quenching with air, a hardness value of 51 HRC was observed. After additional quenching in
    704.4 ° C (1300 o F) for 3 hours, an increase in volumetric hardness of 52 HRC was observed. From TABLE 20B, the tempering step in
    704.4 ° C (1300 o F) for 3 hours had a minimal effect on the hardness of the J153 valve seat inserts. Thus, the increase in hardness was probably due to precipitation hardening, instead of martensite formation due to air quenching.
    [0069] The heating treatment can be carried out in an inert, oxidizing or reducing atmosphere (for example, nitrogen, argon, air or nitrogen-hydrogen mixture), or in a vacuum. The temperature and time of the heat treatment can be varied to optimize the hardness and / or strength of the J153 alloy.
    [0070] From TABLES 20A and 20B, it was determined that a heating treatment of the formed component (for example, valve seat inserts) can be adjusted to produce a hardness index of the formed component after heating treatment that is less than a hardness index of the component formed before heat treatment. The increased hardness is beneficial for the machining of formed components, due to the improved break resistance in grinding operations.
    [0071] In another modality, the J153 alloy can be formed in a component molded by powder metallurgy. For example, the chrome-iron alloy metal powder can be pressed into a green molded component that is sintered at temperatures of approximately 1065.6 ° C (1950 o F) to approximately 1260 ° C (2300 o F), preferably approximately 1121.1 ° C (2050 o F). The formed component is preferably sintered in a reducing atmosphere. For example, the reducing atmosphere can be hydrogen or a mixture of nitrogen and dissociated ammonia.
    Petition 870170095595, of 12/08/2017, p. 38/47
    29/29 [0072] The preferred modalities are merely illustrative and should not be considered restrictive in any way. The scope of the invention is given by the appended claims, instead of the previous description, and all variations and equivalents that are included in the variation range of the claims are intended to be encompassed therein.
    Petition 870170095595, of 12/08/2017, p. 39/47
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    权利要求:
    Claims (11)
    [1]
    1. Chromium-iron alloy, characterized by the fact that it consists of, in% by weight:
    from 1 to 3% C;
    from 1 to 3% of Si;
    up to 3% Ni;
    above 30 to 35% Cr;
    from 1.5 to 3% Mo;
    up to 2% W;
    2.2 to 4.0% Nb;
    up to 3.0% V;
    up to 3.0% Ta;
    up to 1.2% B;
    up to 1% Mn;
    43 to 64% Fe; and optional incidental impurities of one or more of Al, As, Bi, Cu, Ca, Ce, Co, Hf, Mg, N, P, Pb, S, Sn, Ti, Y and Zn with a total content of incidental impurities of 1.5% by weight or less and the alloy having a microstructure in the raw state of casting defined by a ferrite-carbide matrix with spherical and / or polyhedral particles distributed throughout the ferrite-carbide matrix.
    [2]
    2. Chromium-iron alloy according to claim 1, characterized by the fact that it consists of, in% by weight:
    from 1.5 to 2.3% C; from 1.6 to 2.3% of Si; from 0.2 to 2.2% Ni; 31 to 34% Cr; from 1.7 to 2.5% Mo; from 0.04 to 2% W; from 2.2 to 3.6% Nb;
    Petition 870170095595, of 12/08/2017, p. 40/47
    2/4 to 1% V; up to 1.0% Ta; up to 0.7% B; from 0.1 to 0.6% Mn; 43 to 64% Fe.
    [3]
    Chromium-iron alloy according to claim 1, characterized by the fact that the ferrite-carbide matrix comprises a primary carbide phase having an acicular microstructure and a ferrite phase having a semiacicular microstructure; and the spherical and / or polyhedral particles are metallic carbides, metallic nitrides and / or metallic carbonitrides dispersed along the phase boundaries of the primary carbide phase and the ferrite phase.
    [4]
    Chromium-iron alloy according to claim 3, characterized by the fact that the primary carbide phase is rich in chromium and rich in molybdenum; the ferrite phase is rich in chromium; and the phase limits of the primary carbide phase and the ferrite phase are rich in boron.
    [5]
    Chromium-iron alloy according to claim 1, characterized by the fact that the chromium-iron alloy has a rough melt hardness of 40 to 56 Rockwell C; a hot hardness in Vickers from 450 to 500 at 23.9 ° C (75 o F), from 280 to 300 at 537.8 ° C (1000 o F), from 55 to 70 at 871.1 ° C (1600 ° F); a compression strength of 620.5 to 1516.8 MPa (90 to 220 ksi) at 23.9 ° C (75 o F), from 70 to 130 ksi at 537.8 ° C (1000 ° F); a coefficient of linear thermal expansion from 8 * 10 -6 to 12 * 10 -6 / ° C.
    [6]
    Chromium-iron alloy according to claim 1, characterized in that C is 1.9 to 2%, Mn is 0.2 to 0.5%, Si is 1 to 2%, Cr is 31 32%, Mo is 1.5 to 1.9%, W is 1.1 to 1.5%, Nb is 3.1 to 3.4%, Ni is 1.6 to 2%, B is up to 0.6%, V is 0.005 to 0.05%, and Fe is 54 to 56%.
    Petition 870170095595, of 12/08/2017, p. 41/47
    3/4
    [7]
    7. Valve seat insert for use in an internal combustion engine, characterized by the fact that it is made of a chromium-iron alloy consisting of, in% by weight:
    from 1 to 3% C;
    from 1 to 3% of Si;
    up to 3% Ni;
    above 30 to 35% Cr;
    from 1.5 to 3% Mo;
    up to 2% W;
    2.2 to 4.0% Nb;
    up to 3.0% V;
    up to 3.0% Ta;
    up to 1.2% B;
    up to 1% Mn;
    43 to 64% Fe; and optional incidental impurities of one or more of Al, As, Bi, Cu, Ca, Ce, Co, Hf, Mg, N, P, Pb, S, Sn, Ti, Y and Zn with a total content of incidental impurities of 1.5% by weight or less and the alloy having a microstructure in the raw state of casting defined by a ferrite-carbide matrix with spherical and / or polyhedral particles distributed throughout the ferrite-carbide matrix.
    [8]
    8. Valve seat insert according to claim 7, characterized by the fact that it is made by casting and molding the chromium-iron alloy.
    [9]
    9. Valve seat insert according to claim 7, characterized in that the insert exhibits dimensional stability less than 7.62 pm (0.3x10 -3 in.) Per pm (per inch) of the outside diameter (OD) of the insert after heating for 20 hours at 648.9 ° C (1200 o F).
    [10]
    10. Valve seat insert according to claim 870170095595, of 12/08/2017, pg. 42/47
    4/4 tion 7, characterized by the fact that it consists of, in weight%: from 1.5 to 2.3% of C; from 1.6 to 2.3% of Si; from 0.2 to 2.2% Ni; 31 to 34% Cr; from 1.7 to 2.5% Mo; from 0.04 to 2% W; from 2.2 to 3.6% Nb; up to 1% V; up to 1.0% Ta; up to 0.7% B; from 0.1 to 0.6% Mn; 43 to 64% Fe.
    [11]
    Valve seat insert according to claim 7, characterized in that C is 1.9 to 2%, Mn is 0.2 to 0.5%, Si is 1 to 2%, Cr is 31 32%, Mo be 1.5 to 1.9%, W be
    1.1 to 1.5%, Nb is 3.1 to 3.4%, Ni is 1.6 to 2%, B is up to 0.6%, V is 0.005 to 0.05%, and Fe will be 54 to 56%.
    Petition 870170095595, of 12/08/2017, p. 43/47
    1/3
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    同族专利:
    公开号 | 公开日
    BR112012016621A2|2016-04-19|
    EP2521800B1|2019-10-23|
    EP2521800A4|2017-11-15|
    CN102741439A|2012-10-17|
    EP2521800A2|2012-11-14|
    CN102741439B|2014-07-02|
    WO2011084148A2|2011-07-14|
    US20110162612A1|2011-07-07|
    US8479700B2|2013-07-09|
    WO2011084148A3|2011-11-17|
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    法律状态:
    2017-09-12| B07A| Technical examination (opinion): publication of technical examination (opinion)|
    2018-02-14| B09A| Decision: intention to grant|
    2018-04-17| B16A| Patent or certificate of addition of invention granted|
    优先权:
    申请号 | 申请日 | 专利标题
    US12/652,635|US8479700B2|2010-01-05|2010-01-05|Iron-chromium alloy with improved compressive yield strength and method of making and use thereof|
    US12/652,635|2010-01-05|
    PCT/US2010/003245|WO2011084148A2|2010-01-05|2010-12-23|Iron-chromium alloy with improved compressive yield strength and method of making and use thereof|
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