• 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:
    The invention relates to a grey iron alloy having (in wt %): C: <4.2% Si: <1.30% Mn: 0.4-0.8% Nb: 0.05-0.4% Cr: <0.4% Cu: <0.7% V+Ti+Mo: <0.4% P: <0.05% S: <0.1% the remainder having Fe and naturally occurring impurities, and the degree of saturation Sc, expressed as % C/(4.26-0.317*(% Si)+0.027(% Mn)-0.3(% P))>1.
    公开号:SE1051276A1
    申请号:SE1051276
    申请日:2010-12-02
    公开日:2012-02-15
    发明作者:Peter Skoglund；Dan Erhav；Sven-Eric Stenfors；Jarmo Tamminen；Fredrik Wilberfors；Anders Thibblin；Lars Hammerstroem
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    SUMMARY OF THE INVENTION According to the invention, this object is achieved by a gray iron alloy comprising (in% by weight): C: 4.2% Si: <1.30% Mn: 0.4 - 0.8% Nb: 0 .05 - 0.4% Cr: 5 0.4% Cu: 5 0.7% V + Ti + Mo: 50.4% P: <0.05% S: <0.1% the remaining amount is Fe and naturally occurring impurities, whereby the degree of saturation Sc, expressed as:% c / (4,26 - 0,317 * (% si) + 0,27 (% | v | n) - 0,3 (% P)) is greater scar 1.
    Due to the carefully balanced levels of alloying elements, a gray iron alloy is obtained which has very good high temperature properties and abrasion resistance. This makes the gray iron alloy very suitable as material in brake discs, especially as material in brake discs for heavy vehicles such as trucks.
    A brake disc which comprises the gray iron alloy according to the invention has good resistance to thermomechanical fatigue and good abrasion resistance. manufactured at low cost consists mainly of alloying substances that are available at comparatively low cost.
    In addition, the brake disc can because the gray iron alloy that the disc includes Preferably, the carbon content is 3.9 - 4.1% in the gray iron alloy. 10 15 20 25 30 Preferably, the silicon content is 1 - 1.25% in the gray iron alloy.
    Preferably the manganese content is 0.5 - 0.7% in the gray iron alloy.
    Preferably the niob content is 0.1 - 0.4% in the gray iron alloy.
    More preferably, the niob content is 0.15 - 0.35% in the gray iron alloy.
    Preferably, the chromium content is at most 0.2% in the gray iron alloy.
    Preferably the copper content is 0.4 - 0.6% in the gray iron alloy.
    According to an alternative, the gray iron alloy contains vanadium in a content of 0.2%.
    According to an alternative, the gray iron alloy contains titanium in a content of 0.05%.
    According to an alternative, the gray iron alloy contains molybdenum in a content of 0.3%. Preferably, the sulfur content is lower than 0.08%.
    Preferably the phosphorus content is lower than 0.025%.
    The invention also relates to a brake disc comprising the gray iron alloy stated above. DESCRIPTION OF THE INVENTION A cast product, for example a brake disc of the gray iron alloy according to the invention, has a main structure of lamellar graphite in a perlite matrix. The lamellar graphite structure provides good heat conduction in the cast product because the perlite matrix ensures good strength and abrasion resistance. 10 15 20 25 30 The gray iron alloy according to the invention includes the following alloying elements: Carbon (C) The carbon content of the gray iron alloy affects the proportion of lamellar graphite which precipitates when the alloy solidifies. In the gray iron alloy according to the invention, it is therefore important that the carbon content is high because a brake disc made by the alloy according to the invention then obtains a large proportion of lamellar graphite which gives high thermal conductivity which in turn reduces the thermally induced stresses. Too high a carbon content, however, leads to primary precipitation of graphite and thereby flotation, which leads to inhomogeneous structure in the gray iron and deteriorating properties. The carbon content of the alloy according to the invention should therefore not exceed 4.2% by weight. Preferably, the carbon content should be in the range between 3.9 - 4.1% by weight to ensure high and even thermal conductivity.
    Silicon (Si) Silicon is included in the gray iron alloy to improve castability and to prevent white solidification. To ensure this, the silicon content should not be less than 1% by weight. However, silicon favors the decomposition of the perlite matrix of the alloy and high levels of silicon therefore lower the stability of the alloy, especially at high temperatures. Therefore, the silicon content should be limited to less than 1.30% by weight. Preferably the silicon content should be 1 - 1.25% by weight in order to ensure a perlite matrix in the gray iron alloy.
    Phosphorus (P) Phosphorus is an impurity in the gray iron that can cause brittle phosphorus inclusions in the solidified alloy. Phosphorus should therefore be limited to below 0.05% by weight, preferably below 0.025% by weight.
    Sulfur (S) Sulfur is a pollutant in the gray iron that can cause sulphides. Sulfur should therefore be limited to below 0.1% by weight, preferably below 0.08% by weight. Manganese (Mn) Manganese is added to bind sulfur and thereby improve the machinability of the gray iron. In addition, manganese stabilizes the perlite phase. Too high a manganese content, however, increases the risk of carbides being formed, which makes it difficult to process the finished product. Furthermore, the manganese content and the ratio between manganese and sulfur affect, among other things, nucleation and growth of graphite, which is why a narrow range is sought in order to obtain stable properties. For these reasons, the manganese content of the alloy according to the invention should be between 0.4 - 0.8. Preferably the manganese content should be between 0.5 - 0.7% by weight.
    Niobium (Nb) Niobium is an alloying substance that is available at a relatively low cost and that can completely or partially replace the conventionally used alloying substance molybdenum in gray iron alloys. Niobium promotes the precipitation of graphite, which has a positive effect on the thermal conductivity of the alloy and thus on the thermomechanical properties. Niobium further reduces the interlamellar distance in the perlite phase surrounding the alloy graphite lamellae, which has a beneficial effect on the strength of the alloy. Niobium also stabilizes the alloy in such a way that decomposition of the perlite phase is prevented. Furthermore, niobium forms hard niobium carbides that increase abrasion resistance. Too high a niob content, however, means that the machinability of the cast part deteriorates.
    The amount of niobium should therefore be in the range 0.05 - 0.4% by weight, preferably 0.1 - 0.4% by weight, more preferably 0.15 - 0.35% by weight.
    Chromium (Cr) Chromium is an alloying substance that is often present in the starting material used to make the gray iron alloy. Chromium has a positive effect on the gray iron alloy insofar as chromium is perlite stabilizing. However, high chromium contents cause white solidification and therefore the chromium content must not exceed 0.4% by weight. Preferably the chromium content should be in the range 0 - 0.2% by weight. 10 15 20 25 30 Copper (Cu) Copper is an alloying substance that can be included in the starting material for the gray iron alloy. Copper has a stabilizing effect on the perlite phase of gray iron. However, this effect decreases when the matrix has become perlite and copper should therefore be limited to a maximum of 0.7% by weight, preferably 0.4 - 0.6% by weight.
    Vanadium (V) Vanadium forms hard vanadium carbide which improves the abrasion resistance of the gray iron alloy. However, high levels of vanadium increase the risk of white solidification and make it difficult to process the cast material. The amount of vanadium in the material should therefore not exceed 0.2% by weight.
    Titanium (Ti) Titanium can be included in the starting material for the gray iron alloy and forms titanium carbides, which is positive for the abrasion properties. However, titanium makes it difficult to process the cast material. The titanium content should therefore not exceed 0.05% by weight.
    Molybdenum (Mo) Molybdenum has a positive effect on the fatigue properties of the gray iron alloy at higher temperatures. Therefore, in some applications it may be appropriate for the gray iron alloy to comprise molybdenum in contents up to 0.3% by weight. However, molybdenum is an expensive alloying substance and low levels of this substance are therefore sought in the molybdenum content of the gray iron alloy is in the range of 0 - 0.3% by weight. In many cases, the molybdenum alloy of the gray iron according to the invention can thus have a molybdenum content of 0% by weight. the gray iron alloy according to the invention. Consequently, applications should be based on the gray iron alloy. In the Vanadium (V) + Titanium (Ti) + Molybdenum (Mo) 10 15 20 25 30 In order to balance abrasion resistance and fatigue at high temperatures at cost, the total amount of vanadium, titanium and molybdenum must not exceed 0, 4% by weight in the gray iron alloy.
    Saturation rate (Sc) The degree of saturation Sc of the gray iron alloy expressed as: Sc =% C / (4,26 -0,317 (% Si) +0,027 (% Mn) -0,3 (% P)) must be greater than 1.
    The degree of saturation is the ratio between the total amount of carbon dissolved in the green iron melt and the eutectic carbon content of the melt, which can be calculated from the contents Si, Mn and P as above. A ratio <1 means that the amount of carbon in the melt is below the eutectic, a ratio = 1 means that the amount of dissolved carbon in the melt is above the eutectic and a ratio> 1 means that the amount of carbon dissolved in the melt is above the eutectic. The ratio between dissolved carbon and eutectic carbon content is of great importance for the final structure of the solidified green iron alloy. In case the melt has an undereutectic composition, the solidified melt will receive high levels of austenite, which has a negative effect on the thermal conductivity of the gray iron alloy. In case the melt is overeutectic, the carbon dissolved in the melt will be excreted as graphite lamellae during solidification of the melt, which gives the gray iron alloy a structure which is favorable for brake discs. If the melt has too high a Sc value, however, there is a risk of primary precipitation of graphite and thus graphite flotation.
    Since the gray iron alloy according to the invention must be suitable for brake discs, it is important that a large amount of lamellar graphite is separated during solidification of the melt, since the graphite lamellae, i.e. the graphite scales, favor heat conduction in the brake disc. Therefore, the levels C, Si, Mn and P must be adjusted so that the degree of saturation is greater than 1. The maximum upper Sc limit depends on the current component for which the alloy is to be used. In the gray iron alloy according to the invention which is to be suitable for brake discs, the Sc should be below 1.07. The remaining amount of the gray iron alloy according to the invention consists of iron and any unavoidable impurities. These impurities, also called naturally occurring impurities, can, for example, originate from the scrap metal used as a starting material for the gray iron alloy or from the manufacturing methods used.
    DESCRIPTION OF FIGURES Figure 1: Table of composition of alloys according to the invention and comparative alloys.
    EXAMPLES In the following, the alloy according to the invention will be described by means of one of concrete examples.
    In a first step, two inventive alloys were produced called "Alloy 1" and "Alloy 2". For comparative purposes, two alloys were also produced that are currently available on the market as materials in brake discs, these alloys were called "Cf. alloy 3" and "Cf. alloy 4". Table 1 shows the compositions of the respective alloys 1 - 4. Table 1 shows that the alloys according to the invention contain small amounts of the unavoidable impurity tin.
    Of the comparative alloys, “Cf. alloy 3” is an alloy used in brake discs which is considered by vehicle manufacturers to have a very long service life.
    Comparative alloy "Cf. alloy 4" is an alloy used in brake discs that has a service life that is considered good by vehicle manufacturers.
    The alloys were manufactured in a conventional industrial manner using methods adapted for series production. From the alloys, brake discs were manufactured in a conventional manner. Samples were taken from the friction surfaces of the brake discs.
    The hardness was measured at room temperature in HBW10 / 3000 on samples taken from brake discs made from the gray iron alloys according to the invention. Alloy 1 had a hardness of 155 HBW10 / 3000 and alloy 2 a hardness of 169 HBW10 / 3000. Based on previous experience, the measured hardnesses show that the alloys according to the invention have a sufficiently good resistance to abrasion to be suitable as material in brake discs.
    Samples taken from the brake discs made of the inventive alloys and the brake discs made of comparative alloys were then examined for thermal conductivity.
    The thermal conductivity of gray iron alloys is an important measure of how well a brake disc made of the alloy resists thermomechanical fatigue in operation. This is because the higher the heat conduction in the brake disc, the faster and more even the thermal energy that arises in the brake disc during braking will be conducted away. This results in lower stresses in the brake disc during braking, which in turn reduces the risk of cracking in the disc.
    The thermal conductivity of each alloy was measured in W / mk using the “Laser-Flash” method at a number of temperatures to map the thermal conductivity of the alloys during a braking cycle. The thermal conductivity of each alloy is reported in Table 2. 10 10 Temp Alloy 1 Alloy 2 Cf. alloy 3 Cf. alloy 4 ° C 35 60.9 60.8 61.5 52.8 100 57.4 57.6 58.7 50.6 200 52 52.6 54.2 46.7 300 46.3 47.1 49.1 42.5 400 43.2 44.3 46.4 40.4 500 41.5 42.5 44.6 39.3 600 38.4 39.2 41.2 36.6 700 29.9 30.7 32.6 28.7 Table 2: Thermal conductivity [W / mK] From Table 2 thermal conductivity at each measured temperature is significantly higher than it appears that the inventions according to the invention The thermal conductivity of the alloys in comparative alloy 4 and also is in parity with the thermal conductivity of comparative alloy 3. That is, the measured thermal conductivity of the alloys according to the invention in comparison with the thermal conductivity of the comparative alloys thus show that the embodiments of the inventions are very useful.
    权利要求:
    Claims (1)
    [1]
    1. CLAIMS 1. Gray iron alloy comprising (in% by weight): C 15% C: 5 4.2% Si: <1, 30% Mn: 0.4 - 0.8% Nb: 0.05 - 0 , 4% Cr: 5 0.4% Cu: 5 0.7% V + Ti + Mo: 50.4% P: <0.05% S: <0.1% the remaining amount consists of Fe and any impurities, wherein the degree of saturation Sc, expressed as:% o / (4,26 - 0,317 * (% si) + 0,27 (% | v | n) - 0,3 (% P))> 1. _ The gray iron alloy according to claim 1, wherein the content C is 3.9 - 4.1% _ _ The gray iron alloy according to claim 1 or 2, wherein the content Si is 1 - 1.25% _ _ The gray iron alloy according to any one of the preceding claims, wherein the content Mn is 0.5 - 0 , 7% _ _ The gray iron alloy according to any one of the preceding claims, wherein the content Nb is 0.1 - 0.4% _ _ The gray iron alloy according to any one of the above claims, wherein the content Nb is 0.15 - 0.35% _ _ The gray iron alloy according to any of the above claims, wherein the content Cr is 0-0.2% _ 10. 15 8. 9. The gray iron alloy according to any one of the above claims, wherein the content of Cu is 0.4 - 0.6%. The gray iron alloy according to any one of the preceding claims, wherein the content V is 0.2%. The gray iron alloy according to any one of the preceding claims, wherein the content Ti is 11. 12. 13. 14. 5 0.05% The gray iron alloy according to any one of the preceding claims, wherein the Mo content is 0.3% The gray iron alloy according to any one of the preceding claims, wherein the content S is <0.08%. The gray iron alloy according to any one of the preceding claims, wherein the content P is <0.025%. Brake disc comprising a gray iron alloy according to any one of claims 1-11.
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    法律状态:
    2021-08-03| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1051276A|SE535043C2|2010-12-02|2010-12-02|Gray iron alloy and brake disc including gray iron alloy|SE1051276A| SE535043C2|2010-12-02|2010-12-02|Gray iron alloy and brake disc including gray iron alloy|
    CN2011800581659A| CN103282528A|2010-12-02|2011-11-29|Grey iron alloy and brake disc containing grey iron alloy|
    PCT/SE2011/051441| WO2012074470A1|2010-12-02|2011-11-29|Grey iron alloy and brake disc containing grey iron alloy|
    BR112013012607-8A| BR112013012607B1|2010-12-02|2011-11-29|GRAY CAST IRON ALLOY AND BRAKE DISC CONTAINING GRAY CAST IRON ALLOY|
    KR1020137017353A| KR101544952B1|2010-12-02|2011-11-29|Grey iron alloy and brake disc containing grey iron alloy|
    MX2013006210A| MX359373B|2010-12-02|2011-11-29|Grey iron alloy and brake disc containing grey iron alloy.|
    JP2013541960A| JP5718477B2|2010-12-02|2011-11-29|Brake disc containing murine cast iron alloy and murine cast iron alloy|
    RU2013129988/02A| RU2548558C2|2010-12-02|2011-11-29|Grey iron alloy and brake disk containing grey iron alloy|
    US13/989,295| US20130292217A1|2010-12-02|2011-11-29|Grey iron alloy and brake disc containing grey iron alloy|
    EP11845422.2A| EP2646589B1|2010-12-02|2011-11-29|Grey iron alloy and brake disc containing grey iron alloy|
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