一、概况轴承的背衬(见图1)材料通常采用铜、钢、铸铁。铜强度低、价格贵、成本高、资源紧缺;钢则装拆困难、吸震性差;铸铁虽无上述缺点,但它与轴承合金(锡基合金、铅基合金等)的结合性能很差,以往是采用开燕层槽的方法来加强基体与合金的结合力。显然,这种结合方式的疲劳强度是很低的,消耗的锡基合金量较大,耐磨层厚度一般都大于10mm,故散热条件较差,所以这种轴承只适用于中小型船舶。目前我国的大型船舶仍采用铁犁木轴承,但它造价高、寿命短、资源紧缺,依赖于进口。因此,创造一种提高铸铁与轴承合金结合力的新工艺,是推广铸铁作为轴承背衬材料的关键。 First, an overview of the bearing lining (see Figure 1) Materials commonly used copper, steel, cast iron. Copper is low in strength, expensive in price, high in cost and scarce in resources; difficult to assemble and disassemble in steel, and poor in shock absorption. Although cast iron does not have the above disadvantages, its combination with bearing alloy (tin base alloy, lead base alloy, Is to use the method of open Yan trough to strengthen the bond between the substrate and the alloy. Obviously, this combination of fatigue strength is very low, consume a larger amount of tin-based alloy, wear-resistant layer thickness are generally greater than 10mm, so the cooling conditions are poor, so this bearing is only suitable for small and medium sized ships. At present, China’s large ships still use iron plow wood bearings, but it is high cost, short life expectancy, resource constraints, dependent on imports. Therefore, to create a new technology to improve the bonding strength between cast iron and bearing alloy is the key to promoting cast iron as bearing backing material.