BEARING MATERIALS

Abstract: A bearing material comprising copper and bismuth. Preferably there is from 12% to 18% by weight of bismuth and for some purposes there may be up to 35%. Depending upon special requirements, the bearing material may also have varying amounts of silver, antimony, zinc, phosphorus and nickel. Copper usually constitutes at least 50% by weight of the material.

Description: This invention relates to a copper base alloy for use as a bearing material, for example in thin shell bearings where the alloy requires to be bonded, by sintering, casting or rolling for example, to a steel back. BACKGROUND AND SUMMARY OF THE INVENTION According to the present invention, the bearing alloy comprises copper and bismuth. Preferably there is from 12% to 18% by weight of bismuth and for some purposes there may be up to 35% by weight of bismuth. The copper may or may not constitute the balance but will usually constitute at least 50% by weight of the material. It has been discovered that such copper-bis­ muth alloys possess many superior properties to those currently in use as engine bearing materials. Engine bearing alloys in use currently and hitherto have consisted of either an aluminum or copper matrix containing, among other additions, a major alloying addition of a low melting point phase. This low melting point phase is usually an elemental metal which is not soluble in the matrix and exists therefore as a discrete phase. In aluminum matrix alloys the well known and well used low melting point phases are tin, lead and cadmium and many alloys are currently in use containing these constituents. In the case of copper based alloys, however, only one type of alloy, I believe, has hitherto been known and that is the copper-lead range of alloys. Lead is one of the few low melting point metals which has the properties necessary to form a good bearing material with copper. The copper-lead alloys con­ taining typically anything from 10% to 30% lead have given good service as engine bearing alloys for 60 years but they have some limitations which do not apply to the copper-bismuth alloys. The two most serious problems with copper-­ lead alloys are: (1) that lead is a toxic substance and the use of lead in the production of alloys is surrounded by legislation and expensive control procedures; and (2) the lead phase in copper-lead alloys is seriously affected by corrosive attack in hot engine oil. When engine oil is oxidized while hot (during the normal running of an engine) the oil breaks down to form peroxides and organic acids which dissolve the lead phase; this seriously weakens the bearing alloys and causes eventual malfunction and failure. It has been found that copper-bismuth alloys are many times more resistant to this type of attack. Tests on a laboratory test rig which simu­ lates a bearing environment have shown that the surface properties of copper-bismuth are superior to copper-­ lead alloys with the same volume percentage of second phase material. The test consists of pressing a sample of bearing material against a rotating shaft under conditions of sparse lubrication. The load is gradually increased until the bearing material "picks-up" or seizes on the shaft. Tests on copper-14% by weight of lead and copper-12% by weight of bismuth have shown that the failure load for copper-lead was 60 pounds against an 80 pound failure load for copper-bismuth. The other bearing properties of the copper-­ bismuth alloys have been found to be similar to those of the copper-lead alloys currently in use and the processes required for the manufacture of copper-bismuth alloys are basically the same as for copper-lead. Although the basic alloys of this invention are all based on copper and bismuth, other additions can be made which are either to ease production or to modify the alloy properties. Tin or silicon, for example, can be added to strengthen and harden the matrix and lead, and antimony or zinc can be added to modify the bismuth phase and the behavior of the pre-alloyed mix­ ture during processing. One other unique feature of bismuth is that it is the only metal which expands on solidifying. This means that on solidification, where another soft phase (such as lead in copper) would shrink away from the surrounding matrix with the consequential risk of shrinkage void formation, bismuth expands by 3.5% and puts compressive stress in the surrounding matrix. This is believed to be the reason for the higher strength exhibited by the copper-bismuth alloy when compared with a copper-lead alloy containing an equivalent volume of soft phase. These and other objects of the invention will become more apparent as the following description proceeds, especially when considered with the accompany­ ing drawing. BRIEF DESCRIPTION OF THE DRAWING The single figure is a graph showing the resistance to the corrosive effects of the acid in oxidized engine oil on a copper-bismuth alloy as compared to a copper-lead alloy. DETAILED DESCRIPTION Copper-bismuth formulations within the following range provide bearing materials capable of acceptable performance. 5% - 35% by weight of bismuth 0% - 10% by weight of tin balance copper A preferred range would be: 10% - 20% by weight of bismuth 0.5% - 4% by weight of tin 0% - 1% by weight of lead balance copper It is believed that the best results are obtainable from formulations within the following range: 12% to 18% by weight of bismuth 1% to 3% by weight of tin 0.5% by weight of lead balance copper Depending upon special requirements for particular applications, additions of any one or more of the following elements in the indicated amounts may be made to the above formulations: 0% to 2% by weight of silver 0% to 1% by weight of antimony 0% to 4% by weight of zinc 0% to 0.1% by weight of phosphorous 0% to 15% by weight of nickel Specific examples of alloys embodying the invention are as follows: Examples I - VIII were made by spreading powder of the appropriate composition onto steel strip, sintering in a protective atmosphere, rolling to 100% density and then re-sintering under appropriate con­ ditions. Referring to the drawing, there is a graph illustrating the resistance of a copper-bismuth alloy and a copper-lead alloy to the corrosive effects of the acid (tartaric acid) in engine oil. The copper-bismuth alloy consisted of 19.5% by weight of bismuth, 1.25% by weight of tin and the balance copper. The copper-­ lead alloy consisted of 23% by weight of lead, 1.25% by weight of tin and the balance copper. The volume of bismuth in the copper bismuth alloy was substantially the same as the volume of lead in the copper-lead alloy. The weight loss due to the corrosive effects of the acid was found to be substantially greater for the copper-lead alloy than for the copper-bismuth alloy.

Claims: 1. A bearing material comprising a major amount by weight of copper and a minor amount by weight of bismuth. 2. A bearing material comprising at least 50% by weight of copper and including less than 50% by weight of bismuth. 3. A bearing material as defined in claim 2, including between 5% and 25% by weight of bismuth. 4. A bearing material as defined in claim 2, including between 10% and 20% by weight of bismuth. 5. A bearing material as defined in claim 2, including between 12% and 18% by weight of bismuth. 6. A bearing material according to claim 3, also including up to 10% by weight of tin. 7. A bearing material according to claim 4, comprising 0.5% to 4% by weight of tin and 0% to 1% by weight of lead. 8. A bearing material according to claim 5, comprising 1% to 3% by weight of tin, and 0.5% by weight of lead. 9. A bearing material as defined in claim 8, including any one or more of the following ingredients in the amounts indicated: 0% to 2% by weight of silver 0% to 1% by weight of antimony 0% to 4% by weight of zinc 0% to 0.1% by weight of phosphorus 0% to 15% by weight of nickel. 10. A bearing material according to any of claims 3 to 9, wherein the balance of the material is copper.

Inventors: LLOYD, KENNETH
Applicants: JPI TRANSPORTATION PRODUCTS, INC.
Application year: 1985
Main classification: C22C9
IPC codes: C22C9, F16C33