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本文叙述英国专为高速柴油机轴承研制的减磨合金,其成分为Alsilloul。在缺少润滑和不同心度可控的条件下进行台架试验时,与铅青铜合金相比,这种合金具有抗咬合的优点。此外,这种合金不受热油腐蚀,而铅青铜则不然。从一个新设计的轴承疲劳试验装置得到的数据表明,这种合金的强度与铅青铜的相当。这种合金在非增压和增压高速柴油机的连杆轴承和主轴承上都得到了应用,这些轴承的载荷工况均超过55兆帕(8,000磅力/英寸~2)。1965～1975年,欧州车用钢背曲轴轴承普遍采用“网状”锡铝合金(Al Sn 20 Cu 1,SAE783),而在汽油发动机的小客车和轿车上,目前约有50%的发动机采用这种合金。在高速柴油机中,一些发动机制造厂成功地采用了Al Sn 20 Cu 1合金。到1975年止在某些型号的发动机中,这种合金已令人满意地工作了很长时间。然而,在较新型的涡轮增压高速柴油机中,作用在连杆轴承上的爆发压力超过了其承载能力,因此轴承减磨合金发生了疲劳开裂。镀6%锡铝合金(Al Sn 6 Cu 1Ni1,SAE770)镀层,使轴承的承载能力有所提高,但仍不适用于更大功率的发动机。网状锡铝发动机轴承在发动机工作环境中具有完全抗腐蚀的性能,许多发动机制造厂不愿放弃此优点。因此,人们要求市场提供在强度上可与具有较大承载能力的铅青铜匹敌而又不受腐蚀(铅青铜中铅相易受腐蚀)的强度极高的铝基发动机轴承合金。同时,丝毫不能牺牲铝锡合金的抗咬合性能,因为新设计发动机轴承中的,流动油膜厚度甚至可能减小。穴蚀问题已成为越来越普遍的问题,因此对所有新的曲轴轴承合金进一步提出了提高抗穴蚀能力的要求。在这个背景下,英国研制了一种高强度硅铝发动机轴承合金。本文论述的就是这种材料的工作特性和一些发动机制造厂采用这种合金的进展情况。
This article describes the United Kingdom developed for high-speed diesel engine bearings developed by reducing the composition Alsilloul. In the absence of lubrication and controllability conditions under different bench tests, compared with the lead bronze alloy, this alloy has the advantage of anti-bite. In addition, this alloy is not corroded by hot oil, while lead bronze is not. The data from a newly designed bearing fatigue test device show that the strength of this alloy is comparable to lead bronze. This alloy is used on both the rod bearings and the main bearings of non-supercharged and supercharged high-speed diesel engines with loads exceeding 55 MPa (8,000 lbf / in2). 1965 ~ 1975, the European automotive steel-backed crankshaft bearings commonly used “mesh ” tin-aluminum alloy (Al Sn20Cu1, SAE783), and in the petrol engine passenger cars and cars, currently about 50% The engine uses this alloy. In high-speed diesel engines, some engine builders successfully used Al Sn 20 Cu 1 alloys. Until 1975, in certain engine models, this alloy has worked satisfactorily for a long time. However, in newer turbocharged high-speed diesel engines, the outburst pressure acting on the rod bearing exceeds its load-carrying capacity, so that the bearing wear-resistant alloy fatigue cracks. Plating 6% tin-aluminum alloy (Al Sn 6 Cu 1Ni1, SAE770) coating, the bearing capacity has been increased, but still not suitable for more powerful engines. Mesh tin aluminum engine bearings in the engine environment has a completely anti-corrosion performance, many engine manufacturers do not want to give up this advantage. Therefore, there is a demand for the market to provide an extremely strong aluminum-based engine bearing alloy which is comparable in strength to lead bronze having a large load capacity without being corroded (the lead phase in lead bronze is susceptible to corrosion). In the meantime, the seizure resistance of the aluminum-tin alloy can not be sacrificed in the slightest, as the thickness of the flowing oil film may even be reduced in newly designed engine bearings. The problem of cavitation has become a more and more common problem, so all the new crankshaft bearing alloys are further proposed to improve the resistance to cavitation. In this context, the United Kingdom developed a high-strength silicon-aluminum engine bearing alloy. This article discusses the operating characteristics of this material and the progress made by some engine manufacturers in using this alloy.