U.S. patent number 10,746,128 [Application Number 16/686,962] was granted by the patent office on 2020-08-18 for cylinder bore having variable coating.
This patent grant is currently assigned to Ford Motor Company. The grantee listed for this patent is Ford Motor Company. Invention is credited to Timothy George Beyer, James Maurice Boileau, Larry Dean Elie, Arup Kumar Gangopadhyay, Hamed Ghaednia, Clifford E Maki.
United States Patent |
10,746,128 |
Maki , et al. |
August 18, 2020 |
Cylinder bore having variable coating
Abstract
Engine blocks and methods of forming the same are disclosed. The
engine block may comprise a body including at least one cylindrical
engine bore wall having a longitudinal axis and including a coating
extending along the longitudinal axis and having a coating
thickness. The coating may have a middle region and first and
second end regions, and a plurality of pores may be dispersed
within the coating thickness. The middle region may have a
different average porosity than one or both of the end regions. The
method may include spraying a first porosity coating in a middle
longitudinal region of the bore and spraying a second porosity
coating in one or more end regions of the bore. The first porosity
may be greater than the second porosity and the first and second
porosities may be formed during the spraying steps. The pores may
act as wells for lubricant.
Inventors: |
Maki; Clifford E (New Hudson,
MI), Elie; Larry Dean (Ypsilanti, MI), Beyer; Timothy
George (Troy, MI), Gangopadhyay; Arup Kumar (Novi,
MI), Ghaednia; Hamed (West Bloomfield, MI), Boileau;
James Maurice (Novi, MI) |
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Motor Company |
Dearborn |
MI |
US |
|
|
Assignee: |
Ford Motor Company (Dearborn,
MI)
|
Family
ID: |
59700752 |
Appl.
No.: |
16/686,962 |
Filed: |
November 18, 2019 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20200102906 A1 |
Apr 2, 2020 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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15064903 |
Mar 9, 2016 |
10480448 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
C23C
4/08 (20130101); C23C 4/129 (20160101); F02F
1/004 (20130101); B05D 1/08 (20130101); C23C
4/131 (20160101); C23C 4/02 (20130101); B05D
2202/00 (20130101) |
Current International
Class: |
F02F
1/00 (20060101); C23C 4/02 (20060101); C23C
4/08 (20160101); C23C 4/131 (20160101); C23C
4/129 (20160101); B05D 1/08 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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102712989 |
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Oct 2012 |
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CN |
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103109116 |
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May 2013 |
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CN |
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19711756 |
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Sep 1998 |
|
DE |
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58015742 |
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Jan 1983 |
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JP |
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2012046784 |
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Mar 2012 |
|
JP |
|
Other References
Yuan, Zhiwei Guochengqing et al., Study on Influence of Cylinder
Liner Surface Texture on Lubrication Performance for Cylinder
Liner-Piston Ring Components, vol. 51, Issue 1, Jul. 2013, pp.
9-23. cited by applicant.
|
Primary Examiner: Nguyen; Hung Q
Attorney, Agent or Firm: Mastrogiacomo; Vincent Brooks
Kushman P.C.
Government Interests
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
The invention was made with Government support under Cooperative
Agreement DE-EE0006901 awarded by the Department of Energy. The
Government has certain rights to the invention.
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a continuation of U.S. application Ser. No.
15/064,903 filed Mar. 9, 2016, and issued on Nov. 19, 2019 as U.S.
Pat. No. 10,480,448, the disclosure of which is hereby incorporated
in its entirety by reference herein.
Claims
What is claimed is:
1. An engine block, comprising: a body including at least one
cylindrical engine bore wall having a bore surface and extending
along a longitudinal axis of the body, and including a coating
applied to the bore surface and extending along the longitudinal
axis, the coating having a coating surface and a coating thickness
extending between the coating surface and the bore surface, the
coating having first and second end regions and a middle region
extending therebetween along the longitudinal axis of the body, and
a plurality of pores dispersed within the coating thickness and in
the coating surface of the first and second end regions and the
middle region, the coating surface of the middle region having a
different average surface porosity than the coating surface of one
or both of the end regions.
2. The engine block of claim 1, wherein the coating surface of the
middle region has a greater average surface porosity than the
coating surface of one or both of the end regions.
3. The engine block of claim 2, wherein one of the end regions
extends along a portion of the at least one engine bore wall that
includes a top dead center (TDC) position or a bottom dead center
(BDC) position of the at least one engine bore wall and the middle
region extends along a portion of the at least one engine bore wall
between the TDC position and the BDC position of the at least one
engine bore wall.
4. The engine block of claim 2, wherein the coating surface of one
or both of the end regions has an average surface porosity of 0.1%
to 3%.
5. The engine block of claim 2, wherein the coating surface of the
middle region has an average surface porosity of at least 5%.
6. The engine block of claim 2, wherein the coating surface of one
or both of the end regions and the coating surface of the middle
region each have an average pore size of 10 to 300 .mu.m.
7. The engine block of claim 2, wherein the middle region extends
along the longitudinal axis within a portion of the at least one
engine bore wall that corresponds to a crankshaft angle of 30 to
150 degrees.
8. The engine block of claim 2, wherein the middle region extends
along a portion of the longitudinal axis of the at least one engine
bore wall that includes a maximum piston velocity region.
Description
TECHNICAL FIELD
This disclosure relates to cylinder bores having variable coatings,
for example, variable porosity.
BACKGROUND
Engine blocks (cylinder blocks) may include one or more cylinder
bores that house pistons of an internal combustion engine. Engine
blocks may be cast, for example, from cast iron or aluminum.
Aluminum is lighter than cast iron, and may be chosen in order to
reduce the weight of a vehicle and improve fuel economy. Aluminum
engine blocks may include a liner, such as a cast iron liner. If
liner-less, the aluminum engine block may include a coating on the
bore surface. Cast iron liners generally increase the weight of the
block and may result in mismatched thermal properties between the
aluminum block and the cast iron liners. Liner-less blocks may
receive a coating (e.g., a plasma coated bore process) to reduce
wear and/or friction.
SUMMARY
In at least one embodiment, an engine block is provided. The engine
block may include a body including at least one cylindrical engine
bore wall having a longitudinal axis and including a coating
extending along the longitudinal axis and having a coating
thickness; the coating having a middle region and first and second
end regions, and a plurality of pores dispersed within the coating
thickness, the middle region having a different average porosity
than one or both of the end regions.
The middle region may have a greater average porosity than one or
both of the end regions. In one embodiment, one of the end regions
extends along a portion of the at least one engine bore wall that
includes a top dead center (TDC) position or a bottom dead center
(BDC) position of the at least one engine bore wall and the middle
region extends along a portion of the at least one engine bore wall
between the TDC position and the BDC position of the at least one
engine bore wall. One or both of the end regions may have an
average porosity of 0.1% to 3%. The middle region may have an
average porosity of at least 5%. One or both of the end regions and
the middle region may each have an average pore size of 10 to 300
.mu.m. In one embodiment, the coating further includes an
intermediate porosity region having an average porosity between the
middle region and one or both of the end regions.
In one embodiment, one of the end regions extends along a portion
of the at least one engine bore wall that includes a top dead
center (TDC) position or a bottom dead center (BDC) position of the
at least one engine bore wall, the middle region extends along a
portion of the at least one engine bore wall between the TDC
position and the BDC position of the at least one engine bore wall,
and the intermediate porosity region extends along a portion of the
at least one engine bore wall between the one end region and the
middle region. The middle region may extend within a portion of the
at least one engine bore wall that corresponds to a crankshaft
angle of 30 to 150 degrees. The middle region may extend along a
portion of the at least one engine bore wall that includes a
maximum piston velocity region.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic perspective view of an engine block;
FIG. 2 is a perspective view of a cylinder liner, according to an
embodiment;
FIG. 3 is a cross-section of a coated engine bore, according to an
embodiment;
FIG. 4 is a cross-section of a coated engine bore, according to
another embodiment;
FIG. 5 is an example of a flowchart for forming a cylinder bore
having a variable porosity coating, according to an embodiment;
FIG. 6 is a cross-section of a PTWA coating having a relatively
intermediate porosity level, according to an embodiment; and
FIG. 7 is a cross-section of a PTWA coating having a relatively
high porosity level, according to an embodiment.
DETAILED DESCRIPTION
As required, detailed embodiments of the present invention are
disclosed herein; however, it is to be understood that the
disclosed embodiments are merely exemplary of the invention that
may be embodied in various and alternative forms. The figures are
not necessarily to scale; some features may be exaggerated or
minimized to show details of particular components. Therefore,
specific structural and functional details disclosed herein are not
to be interpreted as limiting, but merely as a representative basis
for teaching one skilled in the art to variously employ the present
invention.
With reference to FIG. 1, an engine or cylinder block 10 is shown.
The engine block 10 may include one or more cylinder bores 12,
which may be configured to house pistons of an internal combustion
engine. The engine block body may be formed of any suitable
material, such as aluminum, cast iron, magnesium, or alloys
thereof. In at least one embodiment, the engine block 10 is a
liner-less engine block. In these embodiments, the bores 12 may
have a coating thereon. In at least one embodiment, the engine
block 10 may include cylinder liners 14, such as shown in FIG. 2,
inserted into or cast-in to the bores 12. The liners 14 may be a
hollow cylinder or tube having an outer surface 16, an inner
surface 18, and a wall thickness 20.
If the engine block parent material is aluminum, then a cast iron
liner or a coating may be provided in the cylinder bores to provide
the cylinder bore with increased strength, stiffness, wear
resistance, or other properties. For example, a cast iron liner may
cast-in to the engine block or pressed into the cylinder bores
after the engine block has been formed (e.g., by casting). In
another example, the aluminum cylinder bores may be liner-less but
may be coated with a coating after the engine block has been formed
(e.g., by casting). In another embodiment, the engine block parent
material may be aluminum or magnesium and an aluminum or magnesium
liner may be inserted or cast-in to the engine bores. Casting in of
an aluminum liner into an aluminum engine block is described in
U.S. application Ser. No. 14/972,144 filed Dec. 17, 2015, and
issued on Nov. 20, 2018 as U.S. Pat. No. 10,132,267, the disclosure
of which is hereby incorporated in its entirety by reference
herein.
Accordingly, the bore surface of the cylinder bores may be formed
in a variety of ways and from a variety of materials. For example,
the bore surface may be a cast-iron surface (e.g., from a cast iron
engine block or a cast-iron liner) or an aluminum surface (e.g.,
from a liner-less A1 block or an A1 liner). The disclosed variable
coating may be applied to any suitable bore surface, therefore, the
term bore surface may apply to a surface of a liner-less block or
to a surface of a cylinder liner or sleeve that has been disposed
within the cylinder bore (e.g., by interference fit or by
casting-in).
With reference to FIG. 3, a cylinder bore 30 having a variable
coating 32 is disclosed. While a cylinder bore is shown and
described, the present disclose may apply to any article comprising
a body including at least one sliding surface wall having a
longitudinal axis. Prior to applying the coating 32, the bore
surface 34 may be roughened. Roughening the bore surface 34 may
improve the adhesion or bonding strength of the coating 32 to the
bore 30. The roughening process may be a mechanical roughening
process, for example, using a tool with a cutting edge, grit
blasting, or water jet. Other roughening processes may include
etching (e.g., chemical or plasma), spark/electric discharge, or
others. In the embodiment shown, the roughening process may be
multiple steps. In the first step, material may be removed from the
bore surface 34 such that projections 36 are formed (in dashed
lines). In the second step, the projections may be altered to form
overhanging projections 38 having undercuts 40. The projections may
be altered using any suitable process, such as rolling, cutting,
milling, pressing, grit blasting, or others.
The coating 32 may be applied to the roughed bore surface. In one
embodiment, the coating may be a sprayed coating, such as a
thermally sprayed coating. Non-limiting examples of thermal
spraying techniques that may be used to form the coating 32 may
include plasma spraying, detonation spraying, wire arc spraying
(e.g., plasma transferred wire arc, or PTWA), flame spraying, high
velocity oxy-fuel (HVOF) spraying, warm spraying, or cold spraying.
Other coating techniques may also be used, such as vapor deposition
(e.g., PVD or CVD) or chemical/electrochemical techniques. In at
least one embodiment, the coating 32 is a coating formed by plasma
transferred wire arc (PTWA) spraying.
An apparatus for spraying the coating 32 may be provided. The
apparatus may be a thermal spray apparatus including a spray torch.
The spray torch may include torch parameters, such as atomizing gas
pressure, electrical current, plasma gas flow rate, wire feed rate
and torch traverse speed. The torch parameters may be variable such
that they are adjustable or variable during the operation of the
torch. The apparatus may include a controller, which may be
programmed or configured to control and vary the torch parameters
during the operation of the torch. As described in further detail,
below, the controller may be programmed to vary the torch
parameters to adjust the porosity of the coating 32, in a
longitudinal and/or depth direction. The controller may include a
system of one or more computers which can be configured to perform
particular operations or actions by virtue of having software,
firmware, hardware, or a combination thereof installed on the
system that in operation causes or cause the system to perform the
disclosed actions. One or more computer programs can be configured
to perform particular operations or actions by virtue of including
instructions that, when executed by the controller, cause the
apparatus to perform the actions.
The coating 32 may be any suitable coating that provides sufficient
strength, stiffness, density, wear properties, friction, fatigue
strength, and/or thermal conductivity for an engine block cylinder
bore. In at least one embodiment, the coating may be an iron or
steel coating. Non-limiting examples of suitable steel compositions
may include any AISI/SAE steel grades from 1010 to 4130 steel. The
steel may also be a stainless steel, such as those in the AISI/SAE
400 series (e.g., 420). However, other steel compositions may also
be used. The coating is not limited to irons or steels, and may be
formed of, or include, other metals or non-metals. For example, the
coating may be a ceramic coating, a polymeric coating, or an
amorphous carbon coating (e.g., DLC or similar). The coating type
and composition may therefore vary based on the application and
desired properties. In addition, there may be multiple coating
types in the cylinder bore 30. For example, different coating types
(e.g., compositions) may be applied to different regions of the
cylinder bore (described in more detail below) and/or the coating
type may change as a function of the depth of the overall coating
(e.g., layer by layer).
During the stroke of the piston inside the cylinder bore, the
friction condition may change based on the crank angle or the
location and/or speed of the piston. For example, when the piston
is at or near the top dead center (TDC) 42 and/or the bottom dead
center (BDC) 44, the speed of the piston may be small or zero, at
the very top and bottom of the stroke (e.g., near crank angles of 0
and 180 degrees). When the piston is at or near TDC 42 or BDC 44,
the friction condition may be boundary friction, wherein there is
asperity contact between the piston and the bore surface (or
coating surface, when coated). When the piston is moving at
relatively high speeds in a middle section of the bore
length/height (e.g., crank angle between about 35 to 145 degrees),
the friction condition may be hydrodynamic friction, wherein there
is little or no asperity contact. When the piston is between these
two regions (e.g., crank angle between about 10 to 35 or about 145
to 170), either moving toward or away from TDC 42 or BDC 44, the
piston speed is relatively moderate and the friction condition may
be mixed boundary and hydrodynamic friction (e.g., some asperity
contact). Of course, the crank angles disclosed herein are
examples, and the transition to different friction conditions
(e.g., boundary to mixed) will depend on the speed of the engine,
the engine architecture, and other factors.
Accordingly, the lubrication properties or requirements may be
different in different regions of the cylinder bore 30. In at least
one embodiment, the porosity of the coating 32 may vary along the
height of the bore 30. As used herein, porosity may refer to pores
that are formed during the deposition of the coating 32 or that may
be formed in the coating 32 after it is deposited (e.g., through
texturing mechanically or chemically). The pores in the coating 32
may act as reservoirs to hold oil/lubricant, thereby providing
lubrication in severe operating conditions or improving lubricant
film thickness. Therefore, regions having different levels of
porosity may have different effects on the lubrication of the
cylinder bore 30. In at least one embodiment, there may be at least
two different porosity levels along the height of the bore 30.
There may be a relatively low porosity region 46 and a relatively
high porosity region 48. In the embodiment shown in FIG. 3, there
may be two low porosity regions 46 and a high porosity region 48 in
between (e.g., separating the regions 46).
One low porosity region 46 may extend over a height of the cylinder
bore 30 that includes the TDC 42. The region 46 may extend below
the TDC 42 by a certain amount. For example, the region 46 may
cover a certain height of the cylinder bore according to the crank
angle of the piston. In one embodiment, the region 46 may extend
from TDC 42 to a height corresponding to a crank angle of up to 35
degrees. In another embodiment, the region 46 may extend from TDC
42 to a height corresponding to a crank angle of up to 30, 25, 20,
15, or 10 degrees. For example, the region may extend from 0 to 35,
0 to 30, 0 to 25, 0 to 20, 0 to 15, 0 to 10, or 0 to 5 degrees.
Another low porosity region 46 may extend over a height of the
cylinder bore 30 that includes the BDC 44. The region 46 may extend
above the BDC 44 by a certain amount. For example, the region 46
may cover a certain height of the cylinder bore according to the
crank angle of the piston. In one embodiment, the region 46 may
extend from BDC 44 to a height corresponding to a crank angle of at
most 145 degrees. In another embodiment, the region 46 may extend
from BDC 44 to a height corresponding to a crank angle of at most
150, 155, 160, 165, or 170 degrees. For example, the region may
extend from 145 to 180, 150 to 180, 155 to 180, 160 to 180, 165 to
180, 170 to 180, or 175 to 180 degrees.
The high porosity region 48 may be disposed between the low
porosity regions 46. In one embodiment, the high porosity region 48
may extend the entire height between the low porosity regions 46,
as shown in FIG. 3. Similar to the low porosity regions 46, the
high porosity region 48 may cover a certain height of the cylinder
bore according to the crank angle of the piston. The range of crank
angles may be any range between those disclosed above for the top
and bottom low porosity regions 46. For example, the high porosity
region may extend from a crank angle of 10 to 170 degrees, 15 to
165 degrees, 20 to 160 degrees, 25 to 155 degrees, 30 to 150
degrees, or 35 to 145 degrees, or it may extend at least a portion
within any of the above ranges. The top and bottom low porosity
regions 46 may or may not be the same height. Therefore, the crank
angle ranges may be asymmetrical and may extend from any value
disclosed above for the top region 46 to any region for the bottom
region 46. For example, the high porosity region 48 may extend from
a crank angle of 15 to 160 degrees.
Similar to crank angle, the low porosity region(s) 46 and high
porosity region 48 may cover areas (e.g., height ranges) of the
bore surface that correspond to where the piston has a certain
velocity. The low porosity region(s) 46 may correspond to areas or
relatively low (or no) velocity, while the high porosity region 48
may correspond to areas of relatively high (or max) velocity. The
velocity of the piston may change depending on the design or
configuration of the engine. Accordingly, the areas of the high or
low porosity regions may be described in terms of a percentage of
the maximum (max) velocity of the piston.
In one embodiment, the low porosity region(s) 46 may cover an area
of the cylinder bore surface that corresponds to a piston velocity
of up to 30% of the max velocity (including zero velocity), for
example, up to 25%, 20%, 15%, 10%%, or 5% of the max velocity. As
described above, the lower velocities may occur at or near the TDC
42 and/or BDC 44. The high porosity region 48 may cover the balance
of the cylinder bore area. For example, the high porosity region 48
may cover an area of the cylinder bore surface that corresponds to
a piston velocity of at least 5%, 10%, 15%, 20%, 25%, or 30% of the
max velocity. In another embodiment, the high porosity region 48
may cover an area of the cylinder bore surface that corresponds to
a piston velocity of 50% to 100% of the max velocity, or any
sub-range therein, such as 60% to 100%, 70% to 100%, 80% to 100%,
90% to 100%, or 95% to 100 of the max velocity.
In one embodiment, the porosity (e.g., average porosity) of the low
porosity regions 46 may be up to 3%. For example, the low porosity
regions 46 may have a porosity of up to 2.5%, 2%, or 1.5%. In one
embodiment, the low porosity regions 46 may have a porosity of 0.1%
to 3%, or any sub-range therein, such as 0.5% to 3%, 0.5% to 2.5%,
0.5% to 2%, 1% to 2.5%, or 1% to 2%. As disclosed herein,
"porosity" may refer to a surface porosity, or a percentage of the
surface of the coating that is made up of pores (e.g., empty space
or air, prior to introduction of lubricant).
The porosity of the high porosity region 48 may be greater than the
porosity of the low porosity region(s) 46. In one embodiment, the
high porosity region 48 may have a porosity (e.g., average
porosity) of at least 2%, for example, at least 2.5%, 3%, 3.5%, 4%,
4.5%, or 5%. In another embodiment, the high porosity region 48 may
have a porosity of 2% to 15%, or any sub-range therein, such as 2%
to 12%, 2% to 10%, 2% to 8%, 3% to 10%, 3% to 8%, 4% to 10%, 4% to
8%, 5% to 10%, or 5% to 8%.
The size or diameter of the pores, the pore depth, and/or the pore
distribution in the low and high porosity regions may be the same
or may be different. In one embodiment, the mean or average pore
sizes of the low porosity regions 46 and the high porosity region
48 may be the same or similar. In this embodiment, the average pore
sizes of the low porosity regions 46 and the high porosity region
48 may be from 0.1 to 500 .mu.m, or any sub-range therein, such as
0.1 to 250 .mu.m, 0.1to 200 .mu.m, 1 to 500 .mu.m, 1 to 300 .mu.m,
1 to 200 .mu.m, 10 to 300 .mu.m, 10 to 200 .mu.m, 20 to 200 .mu.m,
10 to 150 .mu.m, or 20 to 150 .mu.m.
In another embodiment, the average pore sizes, pore depth, and/or
pore distribution of the low porosity regions 46 and the high
porosity region 48 may be different. For example, the average pore
size of the high porosity region 48 may be greater than the average
pore size of the low porosity regions 46, or vice versa. The
average pore sizes may be within the ranges disclosed above, but
with one being greater than the other within the range. The
porosity of each region may be a function of the pore size and the
number of pores. Therefore, for a given average pore size, a
greater number of pores will result in a higher porosity, and vice
versa. If the average pore size differs between regions, then the
relationship between porosity and number of pores may be more
complex. For example, the high porosity region 48 may have the same
number of pores as the low porosity region 46, but may have a
greater number of pores. Alternatively, the high porosity region 48
may have smaller pores but may have a greater number of pores to
the extent that the overall porosity is still greater than the low
porosity region 46. Of course, the high porosity region 48 may have
both larger pores and a greater number.
While the coating 32 on the cylinder bore 30 has been described
above with two different porosity regions, there may be more than
two different porosity regions, such as 3, 4, 5, or more different
regions. In some embodiments, instead of discrete regions, there
may be a gradient of porosity along the height of the cylinder bore
30. For example, instead of discrete low porosity regions 46 and a
high porosity region 48, the porosity of the coating 32 may
increase from the TDC 42 to a peak in a center region of the bore
height and then decrease towards the BDC 44. Accordingly, there may
be a relative minimum porosity at or near the TDC 42, a relative
maximum porosity near a center region of the bore height (e.g., at
a crank angle around 90 degrees, such as 80 to 100 degrees), and
another relative minimum at or near the BDC 44. The change in
porosity may be continuous and may be a linear/constant
increase/decrease or may be a curve. The change in porosity may
also be comprised of a plurality of small steps in porosity having
two or more regions (e.g., 2 to N regions). In addition to, or
instead of, the porosity levels of the regions changing as a
gradient or a plurality of steps, the pore sizes may also change in
a similar manner.
Another example of a cylinder bore 30 having a coating 32 is shown
in FIG. 4. Similar to the embodiment shown in FIG. 3, the coating
shown in FIG. 4 also has a relatively low porosity region 46 and a
relatively high porosity region 48. In addition, the coating shown
in FIG. 4 may also have an intermediate porosity region 50, which
may have a porosity level that is between that of the low porosity
region and high porosity region 48. In the example shown in FIG. 4,
there may be two low porosity regions 46 and a single high porosity
region 48, similar to FIG. 3. However, there may be two
intermediate porosity regions 50, one located or disposed between
the low and high porosity regions along the height of the bore 30.
Accordingly, from the TDC 42 to the BDC 44, the order of the
regions may be as follows:
low-intermediate-high-intermediate-low.
In one embodiment, the low porosity region(s) 46 and the high
porosity region 48 in FIG. 4 may have the same or similar porosity
values as described above for FIG. 3. However, the low and high
porosity regions in FIG. 4 may have different values, for example,
the ranges may be narrowed to provide a porosity level gap for the
intermediate porosity regions 50. In one embodiment, the porosity
(e.g., average porosity) of the intermediate porosity regions 50
may be from 2% to 7%, or any sub-range therein, such as 2% to 6%,
3% to 7%, 3% to 5%, 4% to 7%, or 4% to 6%. Similar to the
description of FIG. 3, the size or diameter of the pores in the
low, intermediate, and high porosity regions may be the same or may
be different. The average pore sizes may be the same or similar to
those described above. In embodiments where the average pore sizes
of the low porosity regions 46, intermediate porosity regions 50,
and the high porosity region 48 are different, the average pore
size of the intermediate porosity regions 50 may be between the
average pore size of the high porosity region 48 and the low
porosity regions 46. Similar to above, the porosity of the
intermediate region(s) 50 may be a function of the size and/or the
number of pores. For example, the number of pores may be the same
as the low and high porosity regions, but the size may be
intermediate. Alternatively, the sizes of the pores may all be the
same, but the intermediate region may have an intermediate number
of pores. Of course, there may be other combinations of pore size
and number that also result in an intermediate overall
porosity.
In the embodiment shown in FIG. 4, the high porosity region 48 may
extend over a central or middle portion of the cylinder bore
height. For example, the high porosity region 48 may extend over
the height of the cylinder bore corresponding to a crank angle of
90 degrees. In one embodiment, the high porosity region 48 may
extend over the height of the cylinder bore corresponding to a
crank angle of 60 to 120 degrees, or any sub-range therein, such as
70 to 110 degrees or 80 to 100 degrees, or extend over at least a
portion of the ranges above. The low porosity regions 46 may extend
over the same or similar crank angle ranges as described in FIG. 3.
Accordingly, the crank angle ranges of the intermediate porosity
regions 50 may be between the ranges for the low and high porosity
ranges.
Similar to above, the low, intermediate, and high porosity areas
may be described in terms of the area or height of the cylinder
that corresponds to a piston velocity. Accordingly, the low
porosity region(s) 46 may cover an area of the cylinder bore
surface that corresponds to a relatively low piston velocity (e.g.,
including zero), the high porosity region(s) 48 may cover an area
of the cylinder bore surface that corresponds to a relatively high
piston velocity (e.g., including the max velocity), and
intermediate porosity region(s) 50 may cover an area of the
cylinder bore surface that corresponds to a piston velocity between
that of the low and high velocity areas (e.g., not including zero
or the max).
In one embodiment, the low porosity region(s) 46 may cover an area
of the cylinder bore surface that corresponds to a piston velocity
of up to 30% of the max velocity (including zero velocity), for
example, up to 25%, 20%, 15%, 10%%, or 5% of the max velocity. As
described above, the lower velocities may occur at or near the TDC
42 and/or BDC 44. The intermediate porosity region(s) 50 may cover
an area of the cylinder bore surface that corresponds to a piston
velocity of 5% to 80% of the max velocity, or any sub-range
therein. For example, the intermediate porosity region(s) 50 may
cover an area corresponding to 10% to 80%, 15% to 80%, 20% to 80%,
30% to 80%, 40% to 80%, 30% to 70%, 30% to 60%, 20% to 50%, or 10%
to 50% of the max velocity, or others. In one embodiment, the high
porosity region(s) 48 may cover an area of the cylinder bore
surface that corresponds to a piston velocity of at least 30%, 40%,
50%, 60%, 70%, or 80% of the max velocity (including max). In
another embodiment, the high porosity region 48 may cover an area
of the cylinder bore surface that corresponds to a piston velocity
of 50% to 100% of the max velocity, or any sub-range therein, such
as 60% to 100%, 70% to 100%, 80% to 100%, 90% to 100%, or 95% to
100 of the max velocity. In one embodiment, the percentage of max
velocity of the intermediate porosity regions 50 may be between
and/or form the balance of the ranges for the low and high porosity
ranges.
The coating 32 may be a single layer or may be formed of multiple
layers. For example, if the coating 32 is applied using a thermal
spray method (e.g., PTWA), there may be multiple layers sprayed
onto the bore surface to build up the coating 32 to its final
thickness. The thermal spray may be applied by a rotating nozzle or
by rotating the bore surface around a stationary nozzle.
Accordingly, each revolution of the nozzle and/or bore surface may
deposit a new layer when forming the coating 32. As described
above, the porosity levels (e.g., the low, intermediate, or high
porosity regions) may be surface porosity levels. However, there
may also be variation in the porosity as a function of the depth of
the coating 32.
In one embodiment, the coating 32 may have a honed thickness of 25
to 500 .mu.m, for example, 25 to 250 .mu.m, 50 to 500 .mu.m, 50 to
250 .mu.m, 25 to 100 .mu.m, or 25 to 75 .mu.m. It has been
discovered that the porosity of the coating 32 may affect the
adhesion or bonding of the coating 32 to the bore surface (e.g.,
aluminum bore or sleeve). In general, the adhesion of the coating
32 to the bore surface may increase with reduced porosity.
Accordingly, in at least one embodiment, the average porosity of
the coating 32 may be smaller at the interface between the coating
32 and the bore surface than at the surface of the coating 32
(e.g., the exposed surface that contacts the piston).
Similar to the surface porosity regions, there may be two or more
discrete regions of porosity along the thickness of the coating or
there may be a gradient or constantly changing porosity along the
thickness. The porosity of the coating 32 at the interface with the
bore surface may be up to 2%, for example, 0.1% to 2%, 0.3% to 2%,
0.5% to 2%, 0.1% to 1.5%, 0.1% to 1%, 0.5% to 2%, or 0.5% to 1.5%.
The porosity of the coating 32 at the surface is described above,
and may vary depending on the location of the coating along the
height of the cylinder bore 30. Accordingly, there may be
variations in the porosity along both the height and the depth of
the coating 32 along the cylinder bore 30.
The change in porosity along the coating thickness may be comprised
of a plurality of small steps in porosity having two or more
regions (e.g., 2 to N regions). In one embodiment, the regions may
correspond to the thickness of a single layer of the coating as it
is applied. For example, if five layers of PTWA are deposited and
each has a thickness of 10 .mu.m, the total coating thickness may
be 50 .mu.m. The porosity may be adjusted during each, some, or all
of the layer depositions. For example, the porosity may increase in
each subsequent layer such that the porosity increases continuously
from the interface to the surface of the coating 32. Alternatively,
some layers may be formed with the same porosity such that there
are steps in porosity from the interface to the surface of the
coating.
In addition to variations in the porosity and/or pore size in the
coating 32 as a function of height and/or depth of the cylinder
bore, there may be variations in other properties, as well. In one
embodiment, the microhardness of the coating may vary depending on
the height within the cylinder bore. For example, the microhardness
may vary in a similar manner to the porosity such that there are
regions or zones within the engine bore with different
microhardnesses. Accordingly, the low, high, and/or intermediate
porosity regions may also have different microhardness levels.
Similar to porosity, there may be two, three, four, or more
different microhardness regions. The microhardness may change in a
step-wise manner or may be continuous or substantially continuous
(e.g., lots of very small discrete changes). Similar to the
porosity, the microhardness may be varied by adjusting parameters
of the coating deposition process, such as the torch
parameters.
In one embodiment, the microhardness of the coating 32 may be
greater in regions of lower porosity than in regions of higher
porosity. For example, in some embodiments, the lower porosity
regions 46 may also be high microhardness regions. Regions
including and adjacent to the TDC 42 and BDC 44 may have higher
microhardnesses than regions where the piston travels at relatively
high velocity (e.g., crank angle of about 90 degrees). The
microhardness in the high microhardness regions may be from 150 to
600 HV, or any sub-range therein. For example, the microhardness in
the high microhardness regions may be from 200 to 500 HV, 200 to
400 HV, 250 to 500 HV, or 250 to 400 HV. In some embodiments, the
microhardness of the entire coating may be within the above ranges,
however, the high microhardness regions may have a greater
microhardness within the range.
With reference to FIGS. 3-5, methods of forming the disclosed
variable porosity coatings are described. FIG. 5 shows a flowchart
100 of a method for forming a cylinder bore coating having variable
porosity. As described above, however, the method may apply to
forming a coating having variable porosity on any article body
including at least one sliding surface wall having a longitudinal
axis. In step 102, the bore surface may be prepared to receive the
coating. As described above, the bore surface may be a cast engine
bore or a liner (cast-in or interference fit). The surface
preparation may include roughening and/or washing of the surface to
improve the adhesion/bonding of the coating.
In step 104, the deposition of the coating may begin. As described
above, the coating may be applied in any suitable manner, such as
spraying. In one example, the coating may be applied by thermal
spraying, such as PTWA spraying. The coating may be applied by
rotational spraying of the coating onto the bore surface. The spray
nozzle, the bore surface, or both may be rotated to apply the
coating. As disclosed above, the portion of the coating at the
interface with the bore surface may have a low porosity to promote
bonding/adhesion. Therefore, the initial layer of the coating may
be the same along an entire height of the cylinder bore coating.
However, in other embodiments, there may be variation in the
initial coating porosity based on height.
In step 106, the deposition parameters may be adjusted (e.g., by a
controller) to produce varying levels of porosity in the coating.
The adjustments may be made while the coating is being applied or
the application may be paused to adjust the parameters. The
parameters may be adjusted to form the coating structure(s)
described above. For example, the parameter may be adjusted to form
low, intermediate, and/or high porosity regions at the surface of
the coating in the disclosed locations. The parameters may also be
adjusted to form the changes in porosity as a function of the depth
of the coating, as described. The parameters to be adjusted may
vary based on the type of deposition and specific equipment used.
In the example where PTWA spraying is used, the torch, or other
operating parameters may be adjusted to change the porosity. For
example, it has been discovered that parameters such as the
atomizing gas pressure, electrical current, plasma gas flow rate,
wire feed rate and torch traverse speed may be adjusted to increase
or decrease the porosity of the coating. Adjusting these parameters
may change the size, temperature, and velocity of the metal
particles and consequently change the microstructure and/or
composition of the coating in favor of higher or lower porosity
levels.
In step 108, additional layers of the coating may be applied using
the adjusted deposition parameters. While steps 104, 106, and 108
are shown as separate steps, two or all three may be combined into
a single step in practice. The parameters may be adjusted during
the deposition process such that the layers are formed having
varying porosities at different heights/thicknesses. In addition,
if there are multiple layers within the overall coating, the layers
may have the same or different thicknesses. For example, each layer
may have the same thickness, such as 5, 10, 15, or 20 .mu.m, or
there may be two or more different layer thicknesses within the
overall coating.
In step 110, the finished coating may be honed to a final bore
diameter according to specified engine bore dimensions. In some
embodiments, an optional mechanical machining operation, such as
boring, cubing, etc., may be performed prior to honing in order to
reduce the amount of stock removal during honing. In general, the
honing process includes inserting a rotating tool having abrasive
particles into the cylinder bore to remove material to a controlled
diameter. In the embodiments shown in FIGS. 3 and 4, the coating 32
may initially be deposited to a thickness 52, shown in a dashed
line. The honing process may remove material from the coating 32
and provide a highly cylindrical bore wall 54 having the final bore
diameter. As described herein, the coating surface for the purpose
of porosity may be the surface that results from the honing
process, not the initial surface after deposition (e.g., the bore
wall 54, not the initial thickness 52).
After the honing step, optional post-hone machining may be
performed in step 112. This step may include additional
conventional machining processes to finalize the cylinder bore. In
addition, step 112 may include machining processes to open or
create additional pores in the surface of the coating 32. For
example, there may be an additional wash step, such as a
high-pressure wash (e.g., with water or other fluid), a brushing
step, or a dry ice blasting step.
With reference to FIGS. 6 and 7, cross-sections of two examples of
PTWA coatings are shown having different porosities. FIG. 6 shows a
PTWA coating having a relatively medium or moderate porosity of
6.73%. FIG. 7 shows a PTWA coating having a relatively high
porosity of 8.65%. Accordingly, the coatings in FIGS. 6 and 7 could
be used as intermediate and high porosity regions, respectively, as
described above. As shown, the pores are dispersed within and
throughout the coating, including at the interface with the
cylinder wall (e.g., a liner or an as-cast block), in the bulk of
the coating, and at/near the surface of the coating.
It has been discovered, the disclosed cylinder bore having a
variable coating may improve the lubrication of the cylinder, as
well as reduce friction and wear. As described above, when the
piston is at or near TDC 42 or BDC 44, the friction condition may
be boundary friction, wherein there is asperity contact between the
piston and the bore surface (or coating surface, when coated). This
friction condition may not require large amounts of lubrication to
fill the small gaps between the piston and the bore/coating
surface. Therefore, the coating may have relatively low porosity in
the regions where boundary friction occurs (e.g., at zero and low
piston velocities and corresponding crank angles).
When the piston is moving at relatively high speeds in a middle
section of the bore length/height, the friction condition may be
hydrodynamic friction, wherein there is little or no asperity
contact and a larger gap between the piston and the bore/coating
surface. This friction condition may require larger amounts of
lubrication to fill the larger gaps between the piston and the
bore/coating surface. Therefore, the coating may have relatively
high porosity in the regions where hydrodynamic friction occurs
(e.g., at max and near-max piston velocities and corresponding
crank angles).
When the piston is between these two regions, either moving toward
or away from TDC 42 or BDC 44, the piston speed is relatively
moderate and the friction condition may be mixed boundary and
hydrodynamic friction (e.g., some asperity contact). This friction
condition may require intermediate amounts of lubrication to fill
the moderate gaps between the piston and the bore/coating surface.
Therefore, the coating may have relatively intermediate porosity in
the regions where mixed friction occurs (e.g., at intermediate
piston velocities and corresponding crank angles).
In addition to the friction condition, the piston velocity also
changes as a function of the piston position in the cylinder bore.
At TDC and BDC, the velocity is zero or substantially zero and is
relatively low at crank angles near TDC/BDC. The velocity increases
as the piston moves towards the cylinder middle/center and may
reach a maximum at or near the middle/center (e.g., at or about a
90 degree crank angle). Friction forces may change as a function of
velocity, generally increasing as velocity increases. Accordingly,
it has been discovered that providing increased porosity levels in
the cylinder bore coating at the regions of max velocity may
improve lubrication and reduce friction. As described above, the
porosity may be varied along the height of the bore to correspond
to the friction condition, piston velocity, and/or crank angle in
order to provide a certain amount of lubrication in each area.
There may be two or more regions of different porosity (e.g., 2, 3,
4, 5, or more) or the porosity may be adjusted continuously or in
very small discrete steps.
While exemplary embodiments are described above, it is not intended
that these embodiments describe all possible forms of the
invention. Rather, the words used in the specification are words of
description rather than limitation, and it is understood that
various changes may be made without departing from the spirit and
scope of the invention. Additionally, the features of various
implementing embodiments may be combined to form further
embodiments of the invention.
* * * * *