Patent Grant
7442443
This invention pertains to chromium-nickel stainless steel alloy articles having an adherent, wear resistant coating of metallic oxides. The invention describes how a layer of iron oxide, chromium, nikel and copper is formed on the surface of the chromium-nickel stainless steel alloy articles, during heat treatment in an oxidizing atmosphere, preferably of air. The iron oxide, chromium, nickel, copper layer is between about 2.5 to about 203 microns (0.1 mil to about 8 mils) thick. This layer provides the underlying bases for the formation of the lubricious oxides during frictional contact. It is believed that these lubricious oxides may also form on chromium-nickel stainless steel alloy articles that had been subjected to a controlled oxidation of the underlying base metal without any frictional interaction provided that the treated article is subject to temperatures greater than 815.6° C. (1500° F.) for a sufficient time in an oxidizing atmosphere. Such articles are useful, inter alia, as torque drive inserts for a friction disk for a multi-disk brake or clutch assembly. A friction brake disk assembly has a plurality of axially aligned annular shaped rotor disks having slots at their outer diameter to engage wheel spline drives and allow for axial movement interleaved with annular stator disks which are slotted at their inner diameter to engage torque tube spline drives and allow for axial movement. Each of the stator disks and the rotor disks has a plurality of circumferentially spaced slots along the periphery, with metallic reinforcing drive inserts therein to transfer the load to the disks. The drive inserts are formed of a chromium-nickel stainless steel alloy such as 17-4PH stainless steel alloy having an adherent coating of metal oxides formed by controlled oxidation of the underlying base metal.
Foley et al. disclose the results of their evaluation of the sliding frictional characteristics of cobalt on cobalt, nickel on nickel and iron on iron under different atmospheric conditions over a range of temperatures using a hemispherically shaped pin in continuous sliding contact at 3.63 m./min. on a rotating disk (R. T. Foley, M. B. Peterson, and C. Zapf, Frictional Characteristics of Cobalt, Nickel, and Iron as Influenced by Their Surface Oxide Films, ASLE Transactions 6, 1963, pp. 29-39). Although considerable data is presented that indicates that behavior varies widely among these different metals as the temperature and the atmosphere change, no guidance is given as to the potential behavior of complex systems such as alloyed steels.
Rabinowicz suggests that an oxide film of about 0.01 micron thickness on the base metal is needed to provide effective dry lubrication (E. Rabinowicz, Lubrication of Metal Surfaces by Oxide Films, ASLE Transactions 10, 1967, pp. 400-407). Considerable data is presented that indicates that behavior varies widely among different metals including nickel riding on type 303 stainless steel, type 303 stainless steel riding on nickel, nickel riding on nickel, and type 303 stainless steel riding on itself, as the temperature and the atmosphere change.
The surface treatment of metals to prevent corrosion is described in U.S. Pat. No. 4,017,336 to Foroulis. Foroulis describes pretreating the metals in the presence of oxidizers such as air at temperatures in the range of about 537.8-648.9° C. (1000-1200° F.) to form an oxygen barrier to sulfur attack.
A method of forming coatings of co-deposited aluminum oxide and titanium oxide on wear surfaces of substrates such as hardened or treated steel, or cemented carbides is disclosed in U.S. Pat. No. 4,052,530 to Fonzi. According to this patent the coating is formed by simultaneously reacting an aluminum halide gas and a titanium halide gas with water on a surface maintained at a temperature of about 482.2° C. (900° F.) to about 676.7° C. (1250° F.) The coating comprises alpha alumina (Al2O3) with about 2% to about 10% hexagonal alpha titanium oxide (Ti2O3) dispersed in the alumina matrix. The Fonzi process requires use of chemical vapor deposition with attendant special process equipment and costs, and may deleteriously affect the morphology of the substrate ferrous alloy due to use of relatively long times at temperatures.
U.S. Pat. No. 6,635,355 to Bianco et al. discloses a ferrous metal article having an adherent wear resistant coating of metallic oxides and a method of forming such a coating on an iron-chrome article. The oxides identified in this patent consist of hematite, magnetite and eskolaite.
This invention relates to chromium-nickel stainless steel alloy articles having a wear resistant coating of metallic oxides that are formed by frictional interaction of the iron oxide, chromium, nickel and copper layer resulting from the controlled oxidation of the base alloy. It is believed that these oxides will also form without any frictional interaction if the heat treated base alloy is subjected to temperatures greater than 815.6° C. (1500° F.) for a sufficient time in an oxidizing atmosphere. This coating of iron oxides, chromium, nickel and copper preferably comprise a coating on chromium-nickel stainless steel alloys of the following general composition expressed in weight percent: C 0.00-0.07, CR 11.0 - 18.0, Ni 3-9.5, Cu 1.5-5.0 with other minor alloying elements possibly present. Other alloying elements may be present. The coating has a thickness of from about 2.5 microns (0.1 mil) to about 203 microns (8 mils), and is formed by exposure of the article to an oxidizinq atmosphere, preferably air, preferably during heat treatment of the article.
The present invention also relates to friction braking systems and more particularly to aircraft friction disks with reinforced peripheral slots for use in multiple disk brakes. In brake assemblies which employ a plurality of brake disks alternately splined to the wheel and axle of an aircraft, it is important to provide specially constructed drive means to reinforce peripheral slots in the disks to relieve the severe stressing that otherwise would rapidly deteriorate the periphery of the disks. When disk brakes were constructed of steel, the disks were able to withstand the shearing and compressive forces exerted thereon between the slots and the torque transmitting members because of their physical properties. With the replacement of the steel disks with carbon and/or ceramic composite disks it is important to provide reinforcing drive inserts at the peripheral slots since the composite materials have less durability under this type of loading than steel. The drive inserts transmit the forces to the composite disks, over a larger area reducing the contact stresses which increases the load capability of the composite disks.
The present invention preferably utilizes a torque drive insert such as that described in U.S. Pat. No. 4,469,204. Such drive insert in the peripheral slots engages the composite disk and drives on the rotating member or transfers the stress to the stationary member without deleterious effects on the carbon composite materials. The drive insert has a pair of opposed faces which contact the opposite walls of the slots to distribute the load. The drive insert design uses a channel to retain the drive inserts in position within the slot. Such structure eliminates peeling or fraying of the carbon composite heat sink material while also taking up some of the stresses due to misalignment in the wheel and brake. The structure of the drive insert and clip provides for a large bearing area in the carbon composite and minimizes the weight required to obtain the strength to handle the side loads in case of some misalignment. The construction permits the drive insert to float freely in the slot of the carbon disk thereby eliminating the tension loading of the attaching rivets.
The present invention comprises a chromium-nickel stainless steel alloy article having a coating of adherent, wear resistant, metallic oxides and a method of forming a coating of adherent, metallic oxides on an article comprising a substrate of chromium-nickel stainless steel alloy. The oxide coating after the controlled oxidation (before frictional interaction) has a thickness of from about 2.5 microns (0.1 mil) to about 203 microns (8 mils), and more preferably is about at least 25.4 microns (1 mil) in thickness. The desired lubricious coating is formed by the frictional interaction of the iron oxide, chromium, nickel and copper in the outer layer resulting from the controlled oxidation of the base alloy. It is also believed that the lubricious oxides will form also without any frictional interaction if the oxidized base alloy is subjected to temperatures greater than 815.6° C. (1500° F.) for a sufficient time in an oxidizing atmosphere.
The present invention also contemplates a friction brake disk type assembly with the disks having flat annular surfaces and a plurality of circumferentially spaced slots along the outer periphery of the rotating disks and slots along the inner periphery of a stationery disk. A torque drive insert is positioned within each slot for contact with either the spline of a torque device in the case of the rotating disk or with key members that are fixedly secured to a stationary torque tube. The drive inserts are U-shaped with each leg having a pair of side portions that extend away from the slots along the flat annular surface of the disk but not limited to this insert configuration. Clips are fixedly secured to the disks and retain the drive inserts within their slots permitting a slight degree of movement because of a clearance space between the clips and the drive inserts. Certain surfaces of the drive insert are subjected to sliding frictional contact with their associated confronting surfaces of the associated torque drive member, e.g. of an aircraft wheel as the loaded wheel rotates. A multi-disk brake provided with drive inserts formed of oxide-coated 17-4PH stainless steel alloy provides increased stability against vibration during a braking event compared to an otherwise identical brake having a brake stack in which all of the drive insert are formed of SAE AMS 5385 cobalt-base alloy which is commercially available as Stellite™ 21 alloy from The Haynes Stellite Co., Kokomo, Ind. or Stoody Deloro Stellite, Inc., St. Louis, Mo.
A chromium-nickel stainless steel alloy article having a coating of adherent, wear resistant, metallic oxides and a method of forming a coating of adherent, metallic oxides on an article comprising a substrate of chromium-nickel stainless steel alloy is described. The coating after the controlled oxidation of the base metal alloy has a thickness of from about 2.5 microns (0.1 mil) to about 203 microns (8 mils), and more preferably is at least about 25.5 microns (1 mil) in thickness. The lubricious coating is then formed by the frictional interaction of the iron oxide, chromium, nickel and copper layer resulting from the controlled oxidation of the base alloy. It is believed that this lubricious coating may also be formed without any frictional interaction, if the oxidized article is subject to temperatures greater than 815.6° C. (1500° F.) for a sufficient time in an oxidizing atmosphere.
For chromium-nickel stainless steel alloys, such as 17-4PH, the desired surface iron oxide, chromium, nickel and copper coating is formed at temperatures above about 1000° C. (1 832° F.). In the case of 17-4PH stainless steel alloy, that time needed to produce the desired surface iron oxide is primarily based on solution treatment requirements. Use of a temperature greater than 1051.67° C. (1925° F.) increases the rate of surface iron oxide formation, however this would not be done as it may negatively affect the metallurgical and mechanical properties of the base metal. Excessive surface iron oxide coating formation is undesirable because the resulting coating is likely to spall during cooling of the article from the heat treatment temperatures. If the oxide coating is excessively thick, severe spalling may occur since extreme thermally induced mechanical stresses arise as the temperature is changed from that at which the oxides were formed. Insufficient surface iron oxide coating formation will result in reduced formation of lubricious oxide coating during frictional interaction of the iron oxide, chromium, nickel and copper layer resulting from the controlled oxidation of the base alloy, and degradation of the tribological performance of the articles.
Preferably, the heat treatment process used to obtain the desired surface iron oxide coating on the chromium-nickel stainless steel alloy such as 17-4PH stainless steel alloy article include the following steps. First, the article is heated in flowing air for approximately two hours at around 1038° C. (1900° F. ±25° F.) in a furnace with an air flow of 10-30 cubic feet per hour. The article is then quenched in an industrial grade oil quenchant. Any other quenching agents can be used provided they match the cooling rate of the oil quenchant. The article is then aged by heat treating in a furnace in the range of about 593° C. (1100° F. ±25° F.) for approximately four hours with an air flow of 10-30 cubic feet per minute. All hold times listed above are counted from when the article being heat treated is isothermal within the temperature range listed. The article is then air cooled to room temperature.
Experimentation established that a change of 38° C. (100° F.) has an influence on the thickness of the iron oxide, chromium, nickel and copper layer in the range of heat treatment times considered. Changing the oxidation temperature has more influence on the amount of iron oxide, chromium, nickel and copper layer formed than changing the time of exposure the same fractional amount of the base value.
The oxides of the oxidized 17-4PH stainless steel alloy article in the as heat treated condition and after frictional interaction according to this invention were examined. The surface oxides, compounds and elements listed in Table 1A and 1B below were found using X-ray diffraction with graphite monochromated copper K-alpha radiation on a computer controlled Bragg-Brentano focusing geometry horizontal diffractometer. As set forth in Tables 1A and 1B, major phases are compounds that produce diffraction peaks with an integrated intensity of at least 50% of the strongest peak in the sample. Minor phases are compounds with peaks within 5 to 50% of the strongest peak.
The oxides formed on the surface of the base metal after heat treatment according to this invention comprise Fe3O4 and Fe2O3 are summarized in Table 1A. The desired lubricious oxides formed after frictional interaction are summarized in Table 1B.
Any chromium-nickel stainless steel alloy can be used in the present invention as the underlying base metal alloy to form the desired lubricious oxides. These desired lubricious oxides listed in Table 1B are formed by the frictional interaction of the iron oxide, chromium, nickel and copper layer formed during controlled oxidation of the base alloy (as listed in Table 1A). It is also believed that these lubricious oxides will form without any frictional interaction if the oxidized base alloy is subject to temperatures greater than 815.6° C. (1500° F.) for a sufficient time in an oxidizing atmosphere.
Preferably, 17-4PH stainless steel alloy is used as the base alloy. 17-4PH stainless steel alloy is a type of precipitation-hardenable stainless steel. The chemistry of 17-4PH stainless steel alloy is listed below in Table 2. Other chromium-nickel stainless steel alloys, including but not limited to 15-5PH, 17-7PH, and Custom455 will form the iron oxide, chromium, nickel and copper layer during heat treatment in an oxidizing atmosphere, preferably air, and create the condition which will allow for the formation of desired lubricious oxides during frictional interaction. It is believed that the desired lubricious oxides will also form without any frictional interaction if the heat treated base alloy is subject to temperatures greater than 815.6° C. (1500° F.) for a sufficient time in an oxidizing atmosphere.
The elements believed to be important to the formation of these lubricious oxides are Ni, Fe, O, Cr, Cu.
Source for standard cast chemistry of 17-4PH: SAE AMS 5355; ACI CB-7Cu-1 and UNS J92200.
In addition to the cast 17-4PH, wrought 17-4PH has a modified chemistry suited to wrought alloys when processed according to this invention, therefore, it is believed that the same lubricious oxides should be formed upon frictional interaction of the oxidized base metal. Similarly, the other chromium-nickel stainless steel alloys have the elements which will allow for the production of lubricious coatings when processed per this invention. In particular the preferred range of Cr is 11-18 weight percent, Ni is 3.0-9.5 weight percent and Cu is 1.5-5.0 weight percent. Other key elements which could be important to formation of lubricious oxides in other stainless steel alloys are copper, molybdenum, titanium, silicon, niobium, tantalum and aluminum.
Referring to
This invention also relates to the use of the chromium-nickel stainless steel alloy in various components of aircraft friction braking systems. Referring to the drawings, wherein like reference numerals designate like or corresponding parts throughout the several views, there is shown in
The disk 10 is fabricated from a suitable friction material such as a carbon-fiber composite in a known manner such as those described in U.S. Pat. Nos. 3,657,061 to Carlson; 4,790,052 to Olry; 5,217,770 to Morris et al.; 5,480,678 to Rudolf et al.; 5,546,880 to Ronyak et al.; 5,662,855 to Liew et al. and 6,669,988 to Daws et al. but not limited thereto. Many processes for making suitable carbon-carbon composite disks are well known in the art and therefore will not be described herein.
A torque device 14 (shown in phantom lines in
A metal torque drive insert 25 (
The torque drive inserts 25 are retained within their respective slots via clips 36. Each clip 36 is an elongated member with a recessed or reduced end defining an abutment 37 which forms a shoulder which can frictionally abut shoulder 32 of insert 25. By reducing the width of clip 36 adjacent abutment 37, a recess 38 is formed such as to receive the abutment 33 of insert 25, while the abutment 37 enters the notched upper outermost comer of the adjacent arms 30 or 31 so that the abutment 37 can frictionally abut the shoulder 32 of such arms. Each clip 36 has a pair of openings 40 which are spaced the same distance as the pairs of bores 35 along the periphery of disk 10. On aligning the openings 40 with bores 35, the clips 36 can be rigidly secured to the periphery of disk 10 by rivets 41 extending through the respective openings and bores. The clips may be formed of a metal alloy that is the same as or different from that used to form the drive inserts.
In a preferred embodiment, multiple disk brakes, the splines 16 of torque device 14 extend into the slots 12 of the axially aligned rotor brake disks 10. The respective slots 12 receive the drive inserts 25 such that the respective clips 36 to either side of any drive insert 25 will retain the insert 25 within the slot since the respective abutments 37 of clip 36 overlie the abutment 33 of insert 25. The shoulder 32 formed by the recess in the arms 30-31 of insert 25 thus can abuttingly contact the surface or edge of the abutment 37 of clip 36. This design permits the insert 25 to float freely in the slot 12 of the carbon disk 10 eliminating any tension thereon that otherwise would occur if insert 25 were firmly riveted to the disk 10. By permitting the floating of insert 25, the respective planar surfaces of the end sections 26 or 27 will fully contact the side walls 19 and 20 of the slot 12 in disk 10.
Stator disks (not illustrated) can also be provided with similar torque transmitting drive inserts in a manner similar to those used in the rotor disk 10 described above. Each stator disk includes drive slots spaced around its inner periphery. A single clip can engage and retain opposite portions of two adjacent drive inserts. Clips are mounted on both sides of the flat annular surface of the disks.
In the operation of the disks 10 in multiple disk brakes, the splines 16 of torque device 14 extend into slots 12 of the axially aligned rotor brake disks 10. The axially aligned stators interleaved between the annular axially aligned and axially spaced rotor disks 10 are suitably splined for axial movement along a mating key member that is fixedly secured to a stationary torque tube and is subject to being moved axially by suitable actuators such as a piston. When the brakes are applied, the rotor disks 10 and the stator disks are axially squeezed together. The frictional forces between the faces of the rotor disks and the stator disks creates a load at the slots 12 as they bear against the splines 16 and the mating key members of the stationary brake disks. This load is transmitted to the sides or legs of the U-shaped drive inserts 25, which via their flat faces exert a force directly on the appropriate walls of slots 12. No torque load is transmitted from the drive inserts 12 to the clips or their rivets but rather distributed evenly over the flat wall surfaces of the slots of the carbon disks. When the torque load is transmitted from the drive inserts to the faces of the slots in the disks, the drive inserts seat firmly against the carbon disks. During operation, the wear faces of radially extending end sections 26, 27 of the drive inserts 25 are in frictional engagement with their corresponding confronting faces of splines 16 of torque device 14. And during operation, the wear faces of radially extending end sections of the stator disk drive inserts are in frictional engagement with their corresponding confronting faces of ribs of the torque tube (not shown).
In operation, the drive inserts are subjected to sliding frictional contact due to engagement with the confronting surfaces of the associated splines 16 of the torque device 14 and ribs of the torque tube. In the case of an aircraft wheel and brake assembly, deflection of the torque device as it is rotated under load in service exacerbates such sliding frictional contact. Also, in such aircraft brake applications, operating temperatures in normal service landings and stops of the aircraft are in the range of 300 to 480° C. (572-896° F.). For this reason the drive inserts and the associated spline members have been made of high service temperature, wear resistant materials, e.g. Stellite™ 21 cobalt-base alloy for the drive inserts and Incone™ IN 100 for the spline members, the latter additionally being provided with a wear resistant coating such as hard chrome electroplate or flame-sprayed tungsten carbide/cobalt (WC/Co) material, Inconel™ IN 100 is a nickel base alloy available from International Nickel Company, Huntington, W. Va.
Preferably, the torque drive inserts 25 are preferably formed of a chromium-nickel stainless steel alloy such as 17-4PH which has been intentionally subjected to an oxidizing step as a part of heat treatment of the inserts. The drive inserts are preferably formed by investment casting, which averts the need for subsequent machining as is typically required if other methods such as forging are used. The drive inserts can also be formed by machining from wrought stock.
The sliding frictional characteristics of various combinations of materials in conjunction with articles made from chromium-nickel stainless steel alloys according to the this present invention are summarized in Tables 3-6. Pins of 17-4PH material according to the present invention (17-4PH OX HT)were treated to form the desired adherent oxides layer and also tested to determine friction and wear characteristics in sliding contact with flat metal plates that were coated to correspond to the coating on the brake drive splines. In ones series of experiments, the flat metal plates were formed with Inconel 100 that was flame sprayed with tungsten carbide/cobalt material (WC/Co) commercially available from White Engineering Surfaces Corporation, Philadelphia, Pa. In another series of experiments, Inconel™ 100 that was coated with electroplated chromium from Armaloy of Ohio Inc., Springfield, Ohio. The 17-4PH heat treated pins were compared to bare cast Stellite 21 and A286 cast pins. The A286 cast pins were subject to a heat treatment method as described in U.S. Pat. No. 6,635,355 ('355 Patent), incorporated by reference herein in its entirety. HT # in the Tables below refers to the heat treatment # described in the '355 Patent.
The testing was conducted on a Cameron Plint TE77 High Frequency Friction Machine per ASTM G 133/95 “Standard Test Method for linearly Reciprocating Ball-on-Flat Sliding Wear” addressing the dry and lubricated wear of ceramics, metals and ceramic composites, under the following conditions: test temperature 22.2° C./315.6° C. (72° F./600° F.); test frequency 30 Hz; test displacement 0.25 inches; test duration 30 minutes and applied load of 2.2 lbs. The Cameron Plint TE77 High Frequency Friction Machine was designed for the evaluation of lubricants and the friction and wear properties of materials in dry and lubricated reciprocating sliding or rolling/sliding contact conditions. The moving specimen (pin) is mounted in a carrier head and loaded against the fixed specimen (plate) by a spring balance through a lever and stirrup mechanism. The normal force is transmitted-directly onto the moving specimen by means of the needle roller cam follower on the carrier head and the running plate on the loading stirrup. A strain gauge transducer is mounted on the lever at a point directly beneath the point of contact and this measures the applied load. The specimen (pin) is oscillated mechanically against the fixed lower specimen (plate). The mechanical drive which consists of an eccentric cam, scotch yoke and plain guide bearings is controlled by a tachometer generator feedback to ensure a stable oscillating frequency to compensate for changing friction conditions and changing temperature due to friction. The fixed specimen (plate) is located on two screw fittings in a stainless steel reservoir. The reservoir is clamped to a block that is heated by four electrical resistance elements. Temperature of the fixed specimen is monitored and controlled to a given set point. The heater block is mounted on two flexures which are stiff in the vertical (loading) direction, but offer small resistance to horizontal forces. Movement in the horizontal direction is resisted by a stiff piezo-electric force transducer and this measures the friction forces in the oscillating contact. A Cameron Plint apparatus is available at the NASA Glenn Research Center, Cleveland, Ohio.
The results of sliding-friction-and-wear testing confirmed the self-forming nature of the desired adherent oxides layer on the chromium-nickel stainless steel alloy, as the pin heads became worn from their initial rounded configuration to one having a flattened end due to contact with the plate. The observed coefficient of friction remained essentially constant throughout the testing.
These results in Tables 3 and 4 indicate that 17-4PH material treated according to the present invention has a friction and wear advantage compared to the Stellite 21 and A286 materials when run against tungsten carbide cobalt coatings at either low test temperatures or test temperatures typical of carbon brake service 315.6° C. (600° F.).
The data in Tables 5 and 6 shows that the 17-4PH material treated according to the present invention offers similar friction and wear performance when compared to the A286 material when run against hard chrome coatings at lower temperatures; the advantage shifts to 17-4PH material at higher temperatures.
Various modifications are contemplated and may obviously be resorted to by those skilled in the art without departing from the described inventions as hereinafter defined by the appended claims, as only a preferred embodiment thereof has been defined.
| Number | Name | Date | Kind |
|---|---|---|---|
| 3657061 | Carlson et al. | Apr 1972 | A |
| 3907076 | Crossman et al. | Sep 1975 | A |
| 4017336 | Foroulis | Apr 1977 | A |
| 4052530 | Fonzi | Oct 1977 | A |
| 4469204 | Bok et al. | Sep 1984 | A |
| 4790052 | Olry | Dec 1988 | A |
| 5217770 | Morris, Jr. et al. | Jun 1993 | A |
| 5370838 | Sato et al. | Dec 1994 | A |
| 5480678 | Rudolph et al. | Jan 1996 | A |
| 5546880 | Ronyak et al. | Aug 1996 | A |
| 5662855 | Liew et al. | Sep 1997 | A |
| 5789086 | Ohmi | Aug 1998 | A |
| 6037061 | Ohmi | Mar 2000 | A |
| 6635355 | Bianco et al. | Oct 2003 | B2 |
| 6669988 | Daws et al. | Dec 2003 | B2 |
| Number | Date | Country | |
|---|---|---|---|
| 20060269766 A1 | Nov 2006 | US |
