重型发动机排气门/气门座材料制备及其相关基础研究
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摘要
制备了一种新型的粉末冶金气门座合金，并研究了合金相应的冷致密化、热致密化以及热处理过程中组织和性能变化规律等一系列问题。与此相配套，研制了一种重型发动机用新型镍基合金气门，研究了包括气门合金的热成型、摩擦焊接、等离子堆焊等一系列工艺成型性能和规律。最后，为了评价所研制气门／气门座合金使用性能的好坏，还研究了气门／气门座合金的高温氧化特性以及气门／气门座合金的摩擦磨损性能和规律。本文采用硬度，室温拉伸和高温拉伸、X射线物相分析(XRD)和应变分析方法、金相(OM)和电子显微分析方法(TEM、SEM、AFM)，运用有限元方法和热力学计算等多种方法和手段，采用实验和理论相结合的方法，研究了气门／气门座合金在整个制备环节中的性能和组织变化规律以及它们的高温氧化规律和摩擦磨损规律。获得了下列重要结论：
1．研究了多元粉末体系的冷致密化规律，提出了一个新的适合于多组分粉末体系冷致密化本构方程1-ρ=k_1·e~((?)_1p~(1/2)+(?)_1)+k_2·e~((?)_2p~(1/2)+(?)_2)+…+k_n·e((?)_np~(1/2)+(?)_n)；研究了生坯压制过程中裂纹形成的原因，发现多元粉末体系中硬度较大，颗粒尺寸较大，压制性能较差的铬铁和钼铁粉颗粒的微观偏聚是压制裂纹产生的内在原因，压坯高向上性能不均匀会加剧压制裂纹的出现，模具表面过于粗糙或模具的不对中是诱发压制裂纹出现的外在因素；利用有限元模拟方法研究了单向压制过程的应变场、应力场和密度分布，发现由于模具壁的摩擦作用，使压制生坯高度方向的应变场、应力场和密度分的不均匀，顶部的密度大于底部的密度；提出了一种摩擦辅助压制的方法，利用有限元的方法对这种压制方法进行了模拟，模拟结果显示，摩擦辅助压制能够得到比单向压制更加均匀的生坯密度分布。
2．研究了多元粉末压坯烧结过程中的体积收缩规律，提出了临界压坯密度的概念，理论推导了临界压坯密度方程v·ρ~2=C_1ρ~2+C_2·m~2+C_3mρ，把合金烧结后的特性和烧结前的工艺因素联系到了一起；研究了烧结密度对合金的物理、力学性能的影响，提出了合金不同温度时的导热系数计算方程k_t=[1+α·(T-273)]·(1-ε)/(1+4.46ε~2)·k_s
利用热模拟实验机，模拟了烧结温度、时间对合金性能和组织的影响，发现气门座圈合金用多元粉体在1240℃烧结保温30分钟，能够得到性能组织较好的烧结产品。
3．利用GLEEBLE1500热模拟机，测定并研究了粉末冶金气门座圈合金的连续冷却曲线和等温冷却曲线。冷却曲线表明，气门座圈烧结合金的等温转变(TTT)曲线和连续冷却转变曲线中存在明显的珠光体和贝氏体转变区域，当冷却速度较慢时，会析出各类碳化物，合金的马氏体转变温度为296℃；研究了合金淬火温度、回火温度和回火时间对合金性能和组织的影响，发现合金的最佳热处理工艺为1100℃保温30分钟后淬火，然后在750℃回火2小时，得到气门座圈合金硬度为42HRC，抗拉强度为446 MPa，抗弯强度为996 MPa，冲击吸收功为3.2J／cm~2，达到用户要求；本章还用热力学软件计算平衡条件下的碳化物组成，计算与实验事实比较发现，在750℃回火，当回火时间为2小时，合金的组织中能够保留烧结过程中形成的部分原生碳化物，这些碳化物在较低温度时比较稳定，使合金零件具有较好的综合性能。
4．研究了粉末冶金铁基气门座合金在250℃～650℃之间的抗氧化特性及氧化动力学规律，研究发现，450℃以下，合金的抗氧化性能良好；合金表面氧化产物在250℃～550℃主要为Fe_2O_3，但随着温度的变化，氧化产物的形貌有所变化，250℃的氧化产物形貌为针状，550℃表面氧化产物变为大片状，合金在650℃时，合金表面氧化产物转变为“菜花”状Fe_3O_4；光电子能谱结果和能谱分析表明，合金中参与氧化的主要元素是铁和铬，铬有由基体向氧化界面扩散的趋势，晶界是氧向基体扩散的重要通道。
5．采用热压缩变形模拟研究了重型发动机气门用Ni76Cr19AlTi镍基合金的热变形行为，指出比较合宜的热变形温度为1050±30℃，应变速率可以为1S~(-1)以上；在分析Zerrilli-Armstrong关于面心立方金属热变形本构方程局限性和Ni76Cr19AlTi镍基合金热变形实验的基础上，提出了一个改进的本构方程σ=C_0+C_1ε~(1/2)exp(-C_2T+C_3ε+C_4Tln(?))；研究了镍基合金电镦-热模锻成型后气门不同部位的力学性能和组织对应关系，发现气门头硬度高的部位的晶粒尺寸相对比较细小，透射电子显微组织中的位错密度高，硬度低的部位其组织特征则相反，为气门设计和失效分析提供指导；采用有限元方法对气门头的热成型过程进行了模拟，得到了气门头各个部位的温度、应力和应变的分布，这个结果能够很好解释气门头各个部位的组织和硬度的变化。
6．研究了Ni76Cr19AlTi镍基合金的高温力学性能，当温度达到700℃，其抗拉强度为765MPa，远高于该温度下4Cr10Si2Mo的强度310MPa和用户单位原用发动机排气门材料4Cr14Ni14W2Mo的强度。利用惯性摩擦焊把4Cr10Si2Mo钢和Ni76Cr19AlTi镍基合金成功地焊接在一起，焊接后，接头强度达到1120MPa；研究了镍基合金气门头上等离子堆焊STELLITE6钴基合金的界面问题，研究发现堆焊界面冶金结合良好。
7．研究了重型发动机气门用镍基合金在600℃～800℃之间的抗氧化特性及氧化动力学规律，导出了600℃～800℃各个温度段下的氧化动力学方程并计算了不同温度段里的氧化速率常数；研究发现，合金抗氧化性能良好；光电子能谱结果和能谱分析表明，合金中参与氧化的主要元素是铬、钛，氧化过程中，氧化过程中，合金的氧化速度要受到铬和钛的扩散速度的制约。
8．研究了铁基粉末冶金气门座合金／重型发动机气门用镍基合金摩擦副的滑动摩擦磨损特性，发现当对偶件摩擦面为钴基合金堆焊层时，铁基粉末冶金气门座合金磨损量比较小；如果对偶件为未堆焊钴基合金的镍基合金时，铁基粉末冶金气门座合金表面会产生严重的粘着磨损，磨损速度加快；当粉末冶金气门合金和钴基合金堆焊层对磨时，如果载荷很小，气门座合金的磨损机制主要是犁沟效应，磨损相对比较轻微，当载荷比较大，磨损时间比较短时，磨损量增加较快，为中度磨损，当载荷较大，磨损时间比较长时，产生严重磨损
9．利用发动机模拟实验机研究了工作面堆焊钴基合金的镍基合金气门／粉末冶金铁基合金气门座的冲击摩擦磨损特性，发现温度较低时，气门／气门座的主要磨损机制为犁沟磨损，温度相对比较高、冲击次数比较少时，气门／气门座的主要磨损机制为轻微粘着磨损，温度较高且冲击次数较多时，气门／气门座的磨损机制是以粘着磨损为主；评价了堆焊镍基合金气门／粉末冶金铁基合金气门座这对摩擦副的磨损的好坏，发现经过25万次冲击磨损，其气门下沉量只有0.065mm，其下沉量明显小于比用户单位原先所用的4Cr14Ni14W2Mo／高铬铸铁气门座摩擦副，达到了预定目标。
A novel PM alloy used for valve seat of heavy duty engine has been prepared. Series theoretical problems such as ambient densification of multi-powders, hot densification of green compacts and heat treatment of the sintered alloy have been studied on this PM valve seat alloy. At the same time, a novel nickel-base alloy for valve of heavy duty engines has been prepared. Series problems such as plasticity of the valve alloy at elevated temperatures, inertia friction of the alloy with steel 4Cr10Si2Mo, cladding of stellite 6 powders on the valve alloy have been studied. At last, oxidization-resistance and wear-resistance of the both alloys have also researched. Property and microstructure evolution in preparing of the valve/valve seat materials and properties of the two materials at an operating mode of heavy duty engines have been studied using hardness measurement, tensile test at room temperature and at elevated temperatures, X-ray diffraction(XRD) ,micro-strain analysis, optical microscopy(OM), electronic microstructure analysis(SEM,TEM), atomic force microscopy(AFM) , finite element method(FEM) and thermal-mechanics calculation etc. Important conclusions can be summarized as follows:1. By researches on ambient compaction of multi-powders, a new compaction equation has been suggested asEffect of various factors on cracks in compaction of multi-powder has been discussed. Results show that the aggregation of Cr-Fe and Mo-Fe powder is the main reason for the formation of micro-cracks, the inhomogeneity of density in vertical direction and the misalign of dies can lead to crack formation and propagation. FEM simulation has been used to study evolution of strain, stress and density in unidirectional compaction of multi-powder. Simulation results show that density of top layer in green compacts is higher than that of bottom layer. A new friction-assisted compaction has been suggested. And FEM simulation has also been used to study this new compaction. Simulation results show that density of green compacts made in friction-assisted method is much more homogenized than that in unidirectional method.
2. Shrinkage of the alloy in sintering has been discussed. It is discovered when the density of green compacts get to a threshold value, density of the sintered alloy will not increase with increasing of compact density. By theoretical deduction, a equation for calculation of threshold density has been brought out as:
v.ρ~2=C_1ρ~2+C_2·m~2+C_3mρ
Effects of sintering density on physical and mechanical property have been studied. It reveals that it is an effective way of increasing sintering density to promote properties of the alloy. A equation for calculation of conductivity coefficient at elevated temperatures has been suggested as: k_t=[1+α·(T-273)]·(1-ε)/(1+4.46ε~2)·k_s.
Thermal simulator has been used to study the effects of such parameters as holding time and sintering temperature on microstructure and mechanical properties of the alloy. It is discovered that a suitable sintering process is sintering at 1240℃and holding 30 min.
3. Continuous cooling transformation (CCT) diagram and isothermal temperature transformation (TTT) diagram of the PM valve seat alloy has been studied on a Gleeble1500 simulator. Results show that there are obvious phase transformation regions of pearlite and bainite on CCT and TTT diagrams. Carbides precipitate at a slow cooling rate and M_s of the alloy is 296℃. Effects of such parameters as quenching temperature, tempering temperature and tempering holding time on microstructure and mechanical properties have also been discussed. It is found that a suitable heat treatment of the alloy is quenching after holding 30 min. at 1100℃and tempering at 750℃for 2 hours. Thus, hardness of the alloy is 42 HRC, tensile strength of the alloy is 446MPa, transverse rupture of the alloy is 996MPa and impact toughness of the alloy is 3.2J/cm~2. A thermal dynamics calculation program has been used to calculation phases of the alloy at 750℃and the calculation results has been compared with experimental data. It is discovered that part of the original carbides of the alloy formed in sintering is stable after being tempered at 750℃for 2 hours, which leads to a good mechanical property of the alloy.
4. Based on a discussion of oxidization resistance of the alloy from 250℃to 650℃, it is found the oxidization resistance of the alloy is excellent at temperatures lower than 450℃. Oxides formed at 250℃is "needle-like". Oxides formed at 550℃is "piece-like" and that formed 650℃is "flower-like". Chemical analysis shows that chrome is gathering at the boundary between the layer of oxides and matrix. Grain boundary is an important entrance for ambient oxygen from surface of samples to inner matrix.
5. Deformation behavior of a nickel-base alloy Ni76Cr19AlTi has been studied on a thermal simulator. It is found that suitable deforming temperature of the alloy is 1050±30℃and the swain rate can be higher than 1S~(-1). Based on the Zerrilli-Armstrong constitutive equation used for f.c.c, metals, an improved constitutive equation for the studied nickel-base alloy has been suggested. Microstructure and mechanical property of the alloy after die forging has also been investigated. A finite element code has been used to investigate the die forging process. Simulation results can reasonably explain the microstructure evolution and mechanical property of the alloy after die forging.
6. Friction welding has been used to join Ni76Cr19AlTi nickel-base alloy with 4Cr10Si2Mo steel. Strength of the welds is 1120MPa. Microstructure analysis shows that the-ultra-high dislocation density in nickel-base alloy and martensite transformation in 4Cr10Si2Mo steel makes a high strength of the welds. Plasma cladding of stellite 6 on Ni76Cr19AlTi-made valve has been researched. Researching results show that there are no obvious imperfects in the interface between stellite 6 coatings and the matrix.
7. Based on a discussion of the oxidization resistance of Ni76Cr19AlTi nickel-base alloy from 600℃to 800℃, it is found the oxidization resistance of the alloy is excellent at these temperatures. The oxidization of the alloy depends on the diffusion rate of chrome and Ti at the temperatures.
8. Sliding wear-resistance of the friction pair consisting of PM valve seat alloy and Ni76Cr19AlTi nickel-base alloy has been studied. It is found that wear loss of the PM alloy is minor if the counterpart nickel-base alloy has been coated with stellite 6 cobalt-base alloy, however if the counterpart nickel-base alloy is uncoated, then wear of the PM alloy is severe. In the condition of the friction pair consisting of PM valve seat alloy and the coated Ni76Cr19AlTi nickel-base alloy, effects of load and wearing time on wear mechanism of the PM alloy have been investigated. It is discovered that furrowing is a major wearing of the PM alloy if the loading is low. If the loading is heavy and the wearing time is short, wear loss is mediate. If he loading is heavy and the wearing time is long, PM alloy is worn severely. An engine simulator has been used to analyze the impact wear of the PM valve seat and the coated nickel-base alloy valve. Results show that if the ambient temperature is low, wear of both the PM valve seat and the coated nickel-base alloy valve is minor, if the ambient temperature is high, for example, higher than 700℃and the number of impacts is small, minor adhesion is the major wear mechanism. If the ambient temperature is high, for example, higher than 700℃and the number of impacts is big, severe adhesion is the major wear mechanism. At last, a comment on wear-resistance of the valve seat alloy by the sink quantity of the valve. It is found that valve sink quantity of the studied pair of PM valve seat/coated nickel-base valve is 0.065mm, much smaller than that of the pair of high-chrome valve seat/4Cr14Ni14W2Mo valve.
1．研究了多元粉末体系的冷致密化规律，提出了一个新的适合于多组分粉末体系冷致密化本构方程1-ρ=k_1·e~((?)_1p~(1/2)+(?)_1)+k_2·e~((?)_2p~(1/2)+(?)_2)+…+k_n·e((?)_np~(1/2)+(?)_n)；研究了生坯压制过程中裂纹形成的原因，发现多元粉末体系中硬度较大，颗粒尺寸较大，压制性能较差的铬铁和钼铁粉颗粒的微观偏聚是压制裂纹产生的内在原因，压坯高向上性能不均匀会加剧压制裂纹的出现，模具表面过于粗糙或模具的不对中是诱发压制裂纹出现的外在因素；利用有限元模拟方法研究了单向压制过程的应变场、应力场和密度分布，发现由于模具壁的摩擦作用，使压制生坯高度方向的应变场、应力场和密度分的不均匀，顶部的密度大于底部的密度；提出了一种摩擦辅助压制的方法，利用有限元的方法对这种压制方法进行了模拟，模拟结果显示，摩擦辅助压制能够得到比单向压制更加均匀的生坯密度分布。
2．研究了多元粉末压坯烧结过程中的体积收缩规律，提出了临界压坯密度的概念，理论推导了临界压坯密度方程v·ρ~2=C_1ρ~2+C_2·m~2+C_3mρ，把合金烧结后的特性和烧结前的工艺因素联系到了一起；研究了烧结密度对合金的物理、力学性能的影响，提出了合金不同温度时的导热系数计算方程k_t=[1+α·(T-273)]·(1-ε)/(1+4.46ε~2)·k_s
利用热模拟实验机，模拟了烧结温度、时间对合金性能和组织的影响，发现气门座圈合金用多元粉体在1240℃烧结保温30分钟，能够得到性能组织较好的烧结产品。
3．利用GLEEBLE1500热模拟机，测定并研究了粉末冶金气门座圈合金的连续冷却曲线和等温冷却曲线。冷却曲线表明，气门座圈烧结合金的等温转变(TTT)曲线和连续冷却转变曲线中存在明显的珠光体和贝氏体转变区域，当冷却速度较慢时，会析出各类碳化物，合金的马氏体转变温度为296℃；研究了合金淬火温度、回火温度和回火时间对合金性能和组织的影响，发现合金的最佳热处理工艺为1100℃保温30分钟后淬火，然后在750℃回火2小时，得到气门座圈合金硬度为42HRC，抗拉强度为446 MPa，抗弯强度为996 MPa，冲击吸收功为3.2J／cm~2，达到用户要求；本章还用热力学软件计算平衡条件下的碳化物组成，计算与实验事实比较发现，在750℃回火，当回火时间为2小时，合金的组织中能够保留烧结过程中形成的部分原生碳化物，这些碳化物在较低温度时比较稳定，使合金零件具有较好的综合性能。
4．研究了粉末冶金铁基气门座合金在250℃～650℃之间的抗氧化特性及氧化动力学规律，研究发现，450℃以下，合金的抗氧化性能良好；合金表面氧化产物在250℃～550℃主要为Fe_2O_3，但随着温度的变化，氧化产物的形貌有所变化，250℃的氧化产物形貌为针状，550℃表面氧化产物变为大片状，合金在650℃时，合金表面氧化产物转变为“菜花”状Fe_3O_4；光电子能谱结果和能谱分析表明，合金中参与氧化的主要元素是铁和铬，铬有由基体向氧化界面扩散的趋势，晶界是氧向基体扩散的重要通道。
5．采用热压缩变形模拟研究了重型发动机气门用Ni76Cr19AlTi镍基合金的热变形行为，指出比较合宜的热变形温度为1050±30℃，应变速率可以为1S~(-1)以上；在分析Zerrilli-Armstrong关于面心立方金属热变形本构方程局限性和Ni76Cr19AlTi镍基合金热变形实验的基础上，提出了一个改进的本构方程σ=C_0+C_1ε~(1/2)exp(-C_2T+C_3ε+C_4Tln(?))；研究了镍基合金电镦-热模锻成型后气门不同部位的力学性能和组织对应关系，发现气门头硬度高的部位的晶粒尺寸相对比较细小，透射电子显微组织中的位错密度高，硬度低的部位其组织特征则相反，为气门设计和失效分析提供指导；采用有限元方法对气门头的热成型过程进行了模拟，得到了气门头各个部位的温度、应力和应变的分布，这个结果能够很好解释气门头各个部位的组织和硬度的变化。
6．研究了Ni76Cr19AlTi镍基合金的高温力学性能，当温度达到700℃，其抗拉强度为765MPa，远高于该温度下4Cr10Si2Mo的强度310MPa和用户单位原用发动机排气门材料4Cr14Ni14W2Mo的强度。利用惯性摩擦焊把4Cr10Si2Mo钢和Ni76Cr19AlTi镍基合金成功地焊接在一起，焊接后，接头强度达到1120MPa；研究了镍基合金气门头上等离子堆焊STELLITE6钴基合金的界面问题，研究发现堆焊界面冶金结合良好。
7．研究了重型发动机气门用镍基合金在600℃～800℃之间的抗氧化特性及氧化动力学规律，导出了600℃～800℃各个温度段下的氧化动力学方程并计算了不同温度段里的氧化速率常数；研究发现，合金抗氧化性能良好；光电子能谱结果和能谱分析表明，合金中参与氧化的主要元素是铬、钛，氧化过程中，氧化过程中，合金的氧化速度要受到铬和钛的扩散速度的制约。
8．研究了铁基粉末冶金气门座合金／重型发动机气门用镍基合金摩擦副的滑动摩擦磨损特性，发现当对偶件摩擦面为钴基合金堆焊层时，铁基粉末冶金气门座合金磨损量比较小；如果对偶件为未堆焊钴基合金的镍基合金时，铁基粉末冶金气门座合金表面会产生严重的粘着磨损，磨损速度加快；当粉末冶金气门合金和钴基合金堆焊层对磨时，如果载荷很小，气门座合金的磨损机制主要是犁沟效应，磨损相对比较轻微，当载荷比较大，磨损时间比较短时，磨损量增加较快，为中度磨损，当载荷较大，磨损时间比较长时，产生严重磨损
9．利用发动机模拟实验机研究了工作面堆焊钴基合金的镍基合金气门／粉末冶金铁基合金气门座的冲击摩擦磨损特性，发现温度较低时，气门／气门座的主要磨损机制为犁沟磨损，温度相对比较高、冲击次数比较少时，气门／气门座的主要磨损机制为轻微粘着磨损，温度较高且冲击次数较多时，气门／气门座的磨损机制是以粘着磨损为主；评价了堆焊镍基合金气门／粉末冶金铁基合金气门座这对摩擦副的磨损的好坏，发现经过25万次冲击磨损，其气门下沉量只有0.065mm，其下沉量明显小于比用户单位原先所用的4Cr14Ni14W2Mo／高铬铸铁气门座摩擦副，达到了预定目标。
A novel PM alloy used for valve seat of heavy duty engine has been prepared. Series theoretical problems such as ambient densification of multi-powders, hot densification of green compacts and heat treatment of the sintered alloy have been studied on this PM valve seat alloy. At the same time, a novel nickel-base alloy for valve of heavy duty engines has been prepared. Series problems such as plasticity of the valve alloy at elevated temperatures, inertia friction of the alloy with steel 4Cr10Si2Mo, cladding of stellite 6 powders on the valve alloy have been studied. At last, oxidization-resistance and wear-resistance of the both alloys have also researched. Property and microstructure evolution in preparing of the valve/valve seat materials and properties of the two materials at an operating mode of heavy duty engines have been studied using hardness measurement, tensile test at room temperature and at elevated temperatures, X-ray diffraction(XRD) ,micro-strain analysis, optical microscopy(OM), electronic microstructure analysis(SEM,TEM), atomic force microscopy(AFM) , finite element method(FEM) and thermal-mechanics calculation etc. Important conclusions can be summarized as follows:1. By researches on ambient compaction of multi-powders, a new compaction equation has been suggested asEffect of various factors on cracks in compaction of multi-powder has been discussed. Results show that the aggregation of Cr-Fe and Mo-Fe powder is the main reason for the formation of micro-cracks, the inhomogeneity of density in vertical direction and the misalign of dies can lead to crack formation and propagation. FEM simulation has been used to study evolution of strain, stress and density in unidirectional compaction of multi-powder. Simulation results show that density of top layer in green compacts is higher than that of bottom layer. A new friction-assisted compaction has been suggested. And FEM simulation has also been used to study this new compaction. Simulation results show that density of green compacts made in friction-assisted method is much more homogenized than that in unidirectional method.
2. Shrinkage of the alloy in sintering has been discussed. It is discovered when the density of green compacts get to a threshold value, density of the sintered alloy will not increase with increasing of compact density. By theoretical deduction, a equation for calculation of threshold density has been brought out as:
v.ρ~2=C_1ρ~2+C_2·m~2+C_3mρ
Effects of sintering density on physical and mechanical property have been studied. It reveals that it is an effective way of increasing sintering density to promote properties of the alloy. A equation for calculation of conductivity coefficient at elevated temperatures has been suggested as: k_t=[1+α·(T-273)]·(1-ε)/(1+4.46ε~2)·k_s.
Thermal simulator has been used to study the effects of such parameters as holding time and sintering temperature on microstructure and mechanical properties of the alloy. It is discovered that a suitable sintering process is sintering at 1240℃and holding 30 min.
3. Continuous cooling transformation (CCT) diagram and isothermal temperature transformation (TTT) diagram of the PM valve seat alloy has been studied on a Gleeble1500 simulator. Results show that there are obvious phase transformation regions of pearlite and bainite on CCT and TTT diagrams. Carbides precipitate at a slow cooling rate and M_s of the alloy is 296℃. Effects of such parameters as quenching temperature, tempering temperature and tempering holding time on microstructure and mechanical properties have also been discussed. It is found that a suitable heat treatment of the alloy is quenching after holding 30 min. at 1100℃and tempering at 750℃for 2 hours. Thus, hardness of the alloy is 42 HRC, tensile strength of the alloy is 446MPa, transverse rupture of the alloy is 996MPa and impact toughness of the alloy is 3.2J/cm~2. A thermal dynamics calculation program has been used to calculation phases of the alloy at 750℃and the calculation results has been compared with experimental data. It is discovered that part of the original carbides of the alloy formed in sintering is stable after being tempered at 750℃for 2 hours, which leads to a good mechanical property of the alloy.
4. Based on a discussion of oxidization resistance of the alloy from 250℃to 650℃, it is found the oxidization resistance of the alloy is excellent at temperatures lower than 450℃. Oxides formed at 250℃is "needle-like". Oxides formed at 550℃is "piece-like" and that formed 650℃is "flower-like". Chemical analysis shows that chrome is gathering at the boundary between the layer of oxides and matrix. Grain boundary is an important entrance for ambient oxygen from surface of samples to inner matrix.
5. Deformation behavior of a nickel-base alloy Ni76Cr19AlTi has been studied on a thermal simulator. It is found that suitable deforming temperature of the alloy is 1050±30℃and the swain rate can be higher than 1S~(-1). Based on the Zerrilli-Armstrong constitutive equation used for f.c.c, metals, an improved constitutive equation for the studied nickel-base alloy has been suggested. Microstructure and mechanical property of the alloy after die forging has also been investigated. A finite element code has been used to investigate the die forging process. Simulation results can reasonably explain the microstructure evolution and mechanical property of the alloy after die forging.
6. Friction welding has been used to join Ni76Cr19AlTi nickel-base alloy with 4Cr10Si2Mo steel. Strength of the welds is 1120MPa. Microstructure analysis shows that the-ultra-high dislocation density in nickel-base alloy and martensite transformation in 4Cr10Si2Mo steel makes a high strength of the welds. Plasma cladding of stellite 6 on Ni76Cr19AlTi-made valve has been researched. Researching results show that there are no obvious imperfects in the interface between stellite 6 coatings and the matrix.
7. Based on a discussion of the oxidization resistance of Ni76Cr19AlTi nickel-base alloy from 600℃to 800℃, it is found the oxidization resistance of the alloy is excellent at these temperatures. The oxidization of the alloy depends on the diffusion rate of chrome and Ti at the temperatures.
8. Sliding wear-resistance of the friction pair consisting of PM valve seat alloy and Ni76Cr19AlTi nickel-base alloy has been studied. It is found that wear loss of the PM alloy is minor if the counterpart nickel-base alloy has been coated with stellite 6 cobalt-base alloy, however if the counterpart nickel-base alloy is uncoated, then wear of the PM alloy is severe. In the condition of the friction pair consisting of PM valve seat alloy and the coated Ni76Cr19AlTi nickel-base alloy, effects of load and wearing time on wear mechanism of the PM alloy have been investigated. It is discovered that furrowing is a major wearing of the PM alloy if the loading is low. If the loading is heavy and the wearing time is short, wear loss is mediate. If he loading is heavy and the wearing time is long, PM alloy is worn severely. An engine simulator has been used to analyze the impact wear of the PM valve seat and the coated nickel-base alloy valve. Results show that if the ambient temperature is low, wear of both the PM valve seat and the coated nickel-base alloy valve is minor, if the ambient temperature is high, for example, higher than 700℃and the number of impacts is small, minor adhesion is the major wear mechanism. If the ambient temperature is high, for example, higher than 700℃and the number of impacts is big, severe adhesion is the major wear mechanism. At last, a comment on wear-resistance of the valve seat alloy by the sink quantity of the valve. It is found that valve sink quantity of the studied pair of PM valve seat/coated nickel-base valve is 0.065mm, much smaller than that of the pair of high-chrome valve seat/4Cr14Ni14W2Mo valve.
引文
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