Powertrain component with adherent film having a graded composition

Abstract: A powertrain component (10) for use in an internal combustion engine, the powertrain component comprising a coating system including a film (30) selected from the group consisting of amorphous hydrogenated carbon, silicon-doped amorphous hydrogenated carbon, boron-, nitrogen-, boron nitride-, or metal-doped amorphous hydrogenated carbon, and mixtures thereof. The film (30) is formed on the powertrain component (10), and imparts the characteristics of low friction and wear resistance to the component. The powertrain component (10) also includes an interlayer (42) formed between the film and the component. The interlayer (42) accommodates stresses engendered by formation of the film (30), and thereby improves adherence of the film (30) to the substrate (10). To enable engineering of desired surface properties, the film (30), the interlayer (42), or both may be provided with a graded composition.

Description: The present invention relates to a powertrain component for use in an internal combustion engine. More particularly, the invention relates to a component having a hard, wear resistant film having a graded composition formed thereupon. In most internal combustion engines, there are various powertrain components. Whether or not the powertrain component operates in an oil-starved environment, traditional problems of noise, vibration, and wear have resulted from frictional and normal forces generated between adjacent interacting surfaces, particularly over prolonged periods at high operating temperatures. Illustrative of approaches to such problems is EP 435 312 A1 which was published on July 3, 1991. That reference discloses a hard and lubricous thin film of amorphous carbon-hydrogen-silicon and a process for producing the film by heating in a vacuum at 600°C. The disclosed film is applied to an iron-base metallic material, thereby forming a hard coating of low friction. However, at such temperatures, there may be a tendency to melt the substrate, and if the substrate is made of steel, to detemper it. Additionally, there may be a loss of net shape. DE-C-3630418 discloses a process of first depositing an interlayer by sputtering on a workpiece made of nickel or iron and thereafter depositing AHC layer on the workpiece. Research Disclosure number 344 December 1992, Emsworth GB "Method of Bonding DLC Film to Metals" discloses a diamond like carbon films on metals, such as steel, iron and aluminum and an interlayer of amorphous SiN between the film and metal. Formation of hard, lubricous films (also referred to as "coatings") on substrates can be accomplished by several known processes. Such processes include radio frequency (RF), ion beam and microwave plasma chemical vapor deposition (CVD) and physical vapor deposition (PVD) techniques. If applied satisfactorily, such coatings could reduce friction and wear. Depending on the technique used, several problems may remain. They include delamination of the film in an operating environment, which may be occasioned in part by compressive stresses engendered during deposition at the film/substrate interface. In general, the thicker the film, the higher the compressive stresses engendered during film formation. If such stresses are excessive, delamination may result. Other problems may arise from chemical incompatibility of the substrate and the coating. As an example, aluminum and its alloys have been among those substrates with which conventional deposition techniques have yielded only marginal results. This is because, in part, aluminum carbides tend to be water soluble and unstable, especially in conditions of prolonged exposure to high humidity. Accordingly, the direct application of carbonaceous films to an aluminum-containing substrate may be intrinsically problematic. Against this background, the need has arisen to devise a powertrain component and method for preparing a substrate-coating system which has a reliably adherent hard, wear resistant film, while accommodating compressive stresses generated during film formation and avoiding problems associated with chemical incompatibility between the film and the substrate. The need has also arisen for a substrate-interlayer-film system which permits surface engineering of a wide variety of substrate materials to enhance friction, wear, and chemical characteristics. Ideally, such a system would permit simultaneous optimization of adhesion to the substrate, mechanical properties, stress state of the interlayer, friction and wear properties of the resulting surface. According to the present invention, there is provided a powertrain component for use in an internal combustion engine, the powertrain component comprising: a coating system including a film and an interlayer formed on a wear surface of the component; the film being selected from a first group consisting of amorphous hydrogenated carbon, silicon-doped amorphous hydrogenated carbon, boron-, nitrogen-, boron nitride-, or metal-doped amorphous hydrogenated carbon, and mixtures thereof, the film being formed on the powertrain component, the film imparting the characteristics of low friction and wear resistance to the component; the interlayer being formed between the film and the component, the interlayer being selected from a second group consisting of silicon, silicon carbide, silicon nitride, boron nitride and mixtures thereof, the interlayer accommodating stresses engendered by formation of the film, the interlayer thereby providing mechanical support to the film and chemical compatibility between the film and the powertrain component, thereby improving adherence of the film to the powertrain component; the component being selected from a group consisting of aluminum, and aluminum-silicon alloy, an aluminum-copper-silicon alloy, magnesium, a magnesium alloy, aluminum nitride, titanium, titanium-aluminum alloy, an aluminum alloy and mixtures thereof; and the film and/or the interlayer having a composition gradient having a continuously varying composition. Optimal combinations of surface and bulk qualities can be obtained by coating solid powertrain components fabricated of a material with desirable bulk properties with films which are characterized by the desired surface properties. Such bulk properties include high strength, low fatigue, and light weight. The desired surface properties include wear resistance, low friction, lubricant compatibility, and other chemical properties. The present invention discloses physical vapor deposition (PVD), for example, by sputtering or chemical vapor deposition (CVD) of coating systems composed of various combinations of amorphous hydrogenated carbon, silicon-doped amorphous hydrogenated carbon, boron-, nitrogen-, boron nitride-, or metal-doped amorphous hydrogenated carbon, silicon, silicon carbide, silicon nitride, boron nitride, and mixtures thereof. The disclosed graded coating system may be deposited in a single deposition step by varying the composition of the precursor vapors continuously in the deposition chamber. The film-interlayer-substrate system has a continuously varying composition which can improve adherence, while providing additional mechanical support to a load-bearing surface. The above-noted objects may be realized on powertrain and engine components other than on the valve actuation mechanism itself. The invention will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 is a schematic sectional view of an internal combustion engine including a valve lifter as illustrative of other powertrain components which exhibit the facets of the present invention; Figure 2 is a schematic sectional view of the component according to the present invention; Figure 3 is a schematic sectional view of an alternate embodiment of the component according to the present invention; Figure 4 is a schematic cross sectional view illustrating the component substrate, a graded interlayer, and a low wear coating deposited thereupon; Figure 5 is a graph illustrating a compositional profile of a Si-SiC-amorphous hydrogenated carbon (AHC) graded layer coating system; Figures 6A-6B are optical micrographs depicting test results showing the effect on adhesion and durability of coating systems by a silicon interlayer on an aluminum silicon alloy; Figure 7 is a graph illustrating the relationship of film durability with the thickness of a silicon interlayer; Figure 8 illustrates the decrease in wear rate of a steel ball sliding against a film as the silicon interlayer thickness is increased; Figures 9A-9C are optical micrographs of an uncoated steel, an aluminum interlayer, and a silicon interlayer, respectively, illustrating the advantage of a silicon interlayer in preventing plastic deformation of the steel substrate; Figure 10 is a graph illustrating the variation of friction coefficients of amorphous hydrogenated carbon films with silicon content of films deposited at different bias voltage levels; Figure 11 is a graph illustrating the wear rate of amorphous hydrogenated carbon films with various amounts of silicon deposited at different bias voltage levels; and Figure 12 is a graph illustrating the variation of friction coefficients of silicon-free and silicon-containing amorphous hydrogenated carbon films with relative humidity. Optimal combinations of surface and bulk qualities can be obtained by coating solid powertrain components fabricated of a material with desirable bulk properties with coating systems of films and interlayers which are characterized by the desired surface properties. Such properties include high strength, low fatigue, and light weight. The desired surface properties include wear resistance, low friction, lubricant compatibility, and other chemical properties. The present invention discloses the deposition of coating systems composed of various combinations of amorphous hydrogenated carbon, silicon-doped amorphous hydrogenated carbon, boron-, nitrogen-, boron nitride-, or metal-doped amorphous hydrogenated carbon, silicon, silicon carbide, silicon nitride, boron nitride, and mixtures thereof. The composition of such films can be varied continuously from the coating-substrate interface, through the thickness of the coating, to the surface so as to optimize the properties of each, while assuring strong chemical bonding throughout the thickness of the film. The graded composition may result in a blurring of distinction between the interlayer 42 and the film 30 (Figure 4). The disclosed graded coating may be deposited in a single deposition step by varying the composition of the precursor vapors and other conditions in the deposition chamber. An illustrative example of the disclosed invention concerns the deposition of an amorphous hydrogenated carbon film on a lightweight powertrain component, such as a valve lifter. Characteristic of amorphous films is the absence of evidence of any pattern, structure, or crystallinity which is discernible by X-ray diffraction techniques. Details of a graded amorphous hydrogenated carbon film system on such components are described in co-pending, commonly assigned U.S. parent application Serial No. 08/001989 filed on even date herewith by Pierre A. Willermet, Arup K. Gangopadhyay, Michael A. Tamor, and William C. Vassell entitled "POWERTRAIN COMPONENT WITH AMORPHOUS HYDROGENATED CARBON FILM", corresponding to US-A-5 237 967. Details of a ceramic coating system on such components are described in co-pending commonly assigned U.S. parent application Serial No. 08/002190 filed on even date hereby by Pierre A. Willermet, Arup K. Gangopadhyay, Michael A. Tamor, and William C. Vassell and Margherita Zanini-Fisher entitled "CHEMICAL VAPOR DEPOSITED LOW WEAR COATING OF Si-N OR Si-N-O FOR ENGINE COMPONENTS", corresponding to US-A-5 309 874. Turning first to Figures 1-3 of the drawings, there is depicted, as illustrative of other powertrain components, a valve lifter 10 for use in an internal combustion engine 12 under conditions which may or may not be oil-starved. Typically, the valve lifter is interposed between a cam 14 and a valve stem 16. Often, the valve lifter reciprocates within a guide channel formed within the cylinder head, between which frictional forces may be generated. The valve lifter 10 has a hollow cylindrical body 18 with a continuous sidewall 20. At an upper end 22 of the sidewall 20 is a cam-facing surface 24 which cooperates with the cam 14. Disposed below the cam-facing surface 24 within the hollow cylindrical body 18 is a stem-facing surface 26 which cooperates with the valve stem 16. To impart the characteristics of low friction and wear resistance to the valve lifter 10, a film 28 is formed on one or more wear surfaces, such as the sidewall 20 of the body 18. As a result, the valve lifter 10 can be operated, even without effective lubrication in an oil-starved environment, for prolonged periods. Without such a coating, most valve lifters fail -- especially in an oil-starved environment -- if made of materials like aluminum, which characteristically exhibits poor wear resistance. Failure may result in seizure and welding. The coatings of the present invention are attractive because aluminum, for example, of which some powertrain components are made, is generally not durable under high loading conditions. Amorphous hydrogenated carbon films (AHC), for example, are therefore useful in protecting such substrates, especially in conditions or marginal lubrication. As depicted in Figures 4-5, the coating system includes an interlayer 42 formed between the film 30 and the substrate 10. The coating system may comprise a continuously varying composition gradient which enables surface engineering of a wide variety of film-interlayer-substrate systems to enhance friction, wear, and chemical compatibility. Additionally, such a graded interlayer permits simultaneous optimization of adhesion to the substrate, mechanical properties and stress state of the interlayer, and friction and wear properties of the surface. For example, a layer of silicon several µm thick enhances both the adhesion and durability of the amorphous hydrogenated carbon film and its durability on aluminum, especially in environments involving rubbing contact. Further enhancement of the resulting properties of the powertrain components may be achieved by deposition of a graded interlayer. Illustrative is an interlayer which is initially silicon close to the substrate 10, but gradually changes to harder silicon carbide, and thence to still harder amorphous hydrogenated carbon (Figure 5). Durability of the amorphous hydrogenated carbon, which is by itself limited in thickness by intrinsic stress, may be enhanced over what is obtained with a simpler silicon layer alone. To optimize adhesion, the interlayer 42 may have a thickness of about 2 x 10 -8 m (200 angstroms). Thicker interlayers, however, such as those primarily designed for supporting significant mechanical loads, may have a thickness of up to 30µm (30 microns). Because the stress state of the disclosed coating systems can be controlled, the compressive stress of the amorphous hydrogenated carbon film can be cancelled by tensile stress in the interlayer beneath. Inclusion of 1%-35 atomic percent silicon (exclusive of hydrogen) in the amorphous hydrogenated carbon coating has been shown simultaneously to reduce friction and compressive stress. Additionally, a thick, durable, low-stress coating system may be built by alternating tensile hard layers with compressive amorphous hydrogenated carbon layers, or doped amorphous hydrogenated carbon layers as described above. By careful choice of the compositional profile in the graded layer, film adhesion to certain substrate materials may be obtained in combination with surface properties which are optimized for low friction, low wear, hardness, and lubricant compatibility. Such substrates include aluminum, an aluminum-silicon alloy, an aluminum-copper-silicon alloy, magnesium, magnesium alloys, aluminum nitride, titanium Ti-Al alloys, ceramics, and mixtures thereof. The inclusion of Si, Ge, or one or some of the many metals which form strong carbides from columns IVB, VB and VIB of the periodic table can also be used to modify the properties of carbon-rich compositions. For example, because silicon itself is a strong carbide-former, Si-rich compositions adhere well to most metal substrates. Ceramic components are well matched by intermediate compositions, which may even match the ceramic exactly. Another advantage of the graded layer technique disclosed herein is that it offers an engineering margin in that once the outer layer is worn through, the desirable surface properties are lost only gradually. Catastrophic de-adhesion is suppressed. Turning again to Figures 4-5, there is depicted an exemplary compositional profile for a silicon-silicon carbide-amorphous hydrogenated carbon graded layer system. Figure 4 schematically illustrates a powertrain component 10 which serves as a substrate for a graded interlayer 42, upon which is deposited a low wear coating 30. Figure 5 depicts the compositional changes of silicon and amorphous hydrogenated carbon with distance from the substrate 10. Close to the substrate 10, the amount of silicon is relatively high, and the amount of amorphous hydrogenated carbon is correspondingly low. The converse is true in regions close to the outer surface S of the coating 30. A graded interlayer 42 comprises essentially SiC, except at the interfacial layer between the interlayer 42 and the coating 30. It will thus be apparent that the disclosed coating system may include a composition gradient such that the outside surface of the coating system comprising a film which predominantly includes a first group consisting of amorphous hydrogenated carbon, silicon-doped amorphous hydrogenated carbon, boron-, nitrogen-, boron nitride-, or metal-doped amorphous hydrogenated carbon. Intermediate portions of the coating system comprise an interlayer which predominantly includes a constituent selected from a second group consisting of silicon, silicon carbide, silicon nitride, boron nitride, and mixtures thereof. The proportion of the constituent selected from the second group increases with proximity to the substrate. Alternatively, the interlayer, the film, or both may embody the composition profile. Within each structure, the composition profile varies continuously. Preferably, where the substrate is of a relatively soft material, such a aluminum, the interlayer should be relatively thick (exceeding >1 µm). The provision of a relatively thick (exceeding >1 µm) silicon interlayer serves to improve adhesion and durability of low-wear coatings (having a thickness for example of about 1-½µm (1-½ microns) on mechanical components which are subject to sliding contact, rolling contact, or both. For example, a 3 µm silicon interlayer results in a system having a performance akin to that exhibited by an amorphous hydrogenated carbon film when applied directly to silicon. As noted earlier, depending on the substrate material and component operating conditions, the interlayer may have a thickness between 2 x 10 -8 m (200 angstroms) (for adhesion only) and 30µm (30 microns) (for additional mechanical support). Sputtered or vapor-deposited amorphous silicon is ideal and is preferable for use as a thick interlayer because its hardness approaches that of ceramics and it is chemically compatible with many film coatings and substrate materials, such as steel and other ferrous materials, titanium, magnesium, aluminum, Ti-Al, Al-N, SiC, SiN, and other ceramics. Additionally, silicon also assures excellent adhesion and is readily deposited at high rates by a variety of chemical and physical vapor deposition methods. These include but are not limited to sputtering, thermal or electron-beam evaporation, and thermal or plasma decomposition of a silicon-containing vapor. Results of studying a silicon interlayer system for amorphous hydrogenated carbon coatings shows that at high loads, the low friction of hydrogenated coatings (0.1) is preserved only on very hard substrates, such as silicon. Coatings on steel exhibit higher friction (0.3) while those on softer aluminums were higher still (0.36), for which the films failed rapidly. It has also been found that the use of a 1µm (1 micron) silicon interlayer on an aluminum substrate restores the low friction and durability of an amorphous hydrogenated carbon film to its original values. The advantages of the silicon interlayer are maximized for substrates significantly softer than the coating, such as steel, magnesium or aluminum-based lightweight components which although strong, tend to have poor surface wear characteristic Such test results among others are depicted in Figures 6-12. Turning first to Figures 6A-6B, optical micrographs are depicted which show that the adhesion and durability of certain coating systems can be significantly increased by, for example, a silicon interlayer deposited on an aluminum silicon alloy. Under ideal test conditions, the film on the substrate with no interlayer was completely removed. However, the film remained intact for the component with the silicon interlayer. Figure 7 shows that the durability of the coating system can be improved by increasing the thickness of, for example, a silicon interlayer. This is because the hard silicon interlayer provides a mechanical support to the softer aluminum alloy and tends to prevent plastic deformation. The data points with a vertical arrow indicate that the coating did not fail at the end of the test. However, for the specimens with an interlayer with 0.3 µm and 1 µm in thickness, post test inspection revealed that failure was imminent. Figure 7 also illustrates that the friction coefficient of the coating system decreases as the silicon interlayer thickness increases. Turning now to Figure 8, there is a graph which illustrates that the wear rate of a steel ball sliding against a film decreases with thickness of the silicon interlayer. The optical micrographs depicted in Figures 9A-9C illustrate the advantage of a silicon interlayer in preventing plastic deformation of a hardened steel. The wear track on uncoated steel (Figure 9A) shows signs of severe wear and plastic deformation. The extent of plastic deformation appears to be somewhat reduced with an aluminum interlayer (Figure 9B). However, with a silicon interlayer (Figure 9C), the wear track appears to be significantly smoother -- although a few wear marks are evident. The spall (white area) on the wear track (Figure 9C) of the specimen with a silicon interlayer occurred during post-testing storage. The spalled area reveals the deformation under the film. In Figure 10, there is a graph of friction coefficients in amorphous hydrogenated carbon films containing various amounts of silicon. Those films were deposited on silicon substrates. The data suggests that at certain film compositions, it is possible to obtain friction coefficients which are lower than silicon-free films. The film deposited at -1000V exhibited similar friction characteristics. The advantage is that films deposited at -1000V have less compressive stress. Thus, it is possible to grow thicker films (over 10 µm), while undoped amorphous hydrogenated carbon films are typically limited in thickness to about 2 µm or less. Figure 11 illustrates the wear rate of amorphous hydrogenated carbon films containing various amounts of silicon. At certain film compositions, the wear rate of the film is comparable to or less than a silicon-free film. Turning now to Figure 12, there is a graph of friction coefficients of silicon-free and silicon-containing amorphous hydrogenated carbon films versus relative humidity. The friction coefficients of silicon-free films increase as the humidity increases. However, for silicon-containing films (Si/C=0.05-0.55), the friction coefficients remained fairly constant over the humidity range tested. The wear of a steel ball, for example, also increases significantly with increase in humidity for silicon-free films. But for the silicon-containing films, the wear of the steel ball did not increase with humidity. The incorporation of silicon stabilized friction coefficients and also reduced the wear of the steel balls. Extremely hard and wear resistant coating systems include metal-doped amorphous hydrogenated carbon, where the metal is any good carbide former, as disclosed earlier, such that the non-carbon component does not exceed 40 atomic percent exclusive of hydrogen. When boron and nitrogen are used to form boron nitride-doped amorphous hydrogenated carbon, the boron and nitrogen should be present in approximately equal amounts. Boron nitride-doped amorphous hydrogenated carbon can be deposited from a mixture of borazine and a hydrocarbon precursor such as methane. In that case, an approximately equal B-N stoichiometric mix is required. An additional source of nitrogen may usefully be deployed in the form of methyl amine or ammonia. A preferred way of depositing the disclosed coating systems is in a capacitively-coupled parallel-plate RF-driven plasma reactor. Good results have been obtained where the electrode to which the component is attached for coating and the other electrode to which sputtering a target may be mounted (if one is used) are water-cooled. Further, the component may be heated, cooled, or electrically biased through application of DC or radio frequency potential to vary the film properties. For example, ion bombardment associated with a large negative potential tends to increase density and compressive stress. The entire assembly generally is enclosed in a vacuum chamber. Advantageously, the substrate may be cleaned and degreased by ultrasonic cleaning in a detergent (such as Alconox) and a solvent (such as acetone). For greatest flexibility, the inventors have found that the use of a low pressure plasma enhanced chemical vapor deposition (PE-CVD) technique is suitable for film formation. The hydrocarbon source is preferably methane, but possible substituents include ethane, ethylene, acetylene, butane, propane, hexane, benzene, toluene, xylene, and mixtures thereof. Other constituents may also be included as vapor. The growth mixture is composed of the hydrocarbon and various combinations of silane, disilane, silicon chlorides and fluorides, or one of the many organo-silane compounds (for Si), oxygen (for O), nitrogen, ammonia, or methyl aminel (for N), diborane (for B), borazine (for boron in combination with nitrogen), and hydrogen. Metals may be incorporated through the use of an organometallic vapor, sputtering, or evaporation. Precursor elements may also be included in other combinations such as diethyl-silane (SiH 2 (C 2 H 3 ) 2 ) and organo-siloxane (which contains C, Si, and O), nitrous and nitric oxide (N and O). The degreased component is inserted into a vacuum chamber, which is than evacuated to a system base pressure which is 133.3 x 10 -6 Pa (10 -6 torr) or less in order to minimize oxygen from ambient water vapor. The substrate may further be cleaned by a sputtering technique using an inert gas such as argon by ion bombardment. This entails admitting argon gas to a pressure in the range of .133 Pa to 13.3 Pa (1 to 100 milli-torr) and directing all RF-power to the substrate. This generates a large negative potential relative to the plasma, which draws ions from the plasma and accelerates them to the substrate. Chemically inert argon ions dislodge other atoms, thereby cleaning the substrate. Deposition is commenced by introducing the film-depositing precursor vapors into the reaction chamber as the flow of inert gas is stopped. As the gas mixture gradually changes from etching to deposition, an atomically mixed film-substrate transition zone assures good adhesion. Deposition is then continued until a desired film thickness is attained. In general, for optimal properties of carbon-rich film compositions, precursor ions are accelerated toward the substrate in the ion kinetic energy range of 50-200 electron volts per carbon atom. The interlayer may be sputter-deposited before carbon film deposition by directing most of the RF-power to a sputtered target (another electrode). This shift is performed continuously without shutting off the plasma, so that all surfaces remain very clean at all times. The target then takes on a large potential relative to the plasma and it becomes sputter-etched with dislodged atoms depositing on the substrate. The inventors have found that the compressive stress engendered during film formation tends to decrease with the absolute value of the voltage between the plasma and the substrate. Additionally, they have found that the presence of silicon in the coating system allows a higher voltage to be used. This results in a higher deposition rate, film thickness in a given interval of time, and in general, to lower compressive stresses, other things being equal. For many applications, as illustrated in Figures 6-12, the interlayer may be formed from silicon. It should be realized, however, that in some environments, the deployment of an interlayer of aluminum, germanium, or elements selected from columns IVB, VB, or VIB of the periodic table, may be made with good results. In general, the selection of a suitable interlayer tends to be guided by availability of an interlayer material which tends not to be water soluble and exhibits good stability as a carbide. Precursors for silicon and most metals are available, but almost all are toxic, corrosive, and/or explosive. The inventors have found that diethyl-silane (SiH 2 )(C 2 H 3 ) 2 as supplied by Schumacher Chemicals, Inc., is a safe source of silicon for deposition of Si-doped amorphous hydrogenated carbon. The disclosed films may be usefully applied to various components, such as engine and journal bearings, besides a valve stem and a valve guide. Other applications include the use of hydrogenated carbon films or doped amorphous hydrogenated carbon films at the piston-cylinder interface, and on swash plates used in compressors. When it is desired to deposit hydrogenated carbon films on ferrous alloys, a difficulty tends to arise because carbon has a high solubility in ferrous alloys. In such cases, the interposition of the adherent interlayer may serve as an effective barrier between the substrate and the film. Suitable substrates may include aluminum, an aluminum-silicon alloy, an aluminum-copper-silicon alloy, magnesium, magnesium alloys, aluminum nitride, titanium, Ti-Al alloys, ceramics, and mixtures thereof. Accordingly, there has been provided in accordance with the present invention an improved powertrain component and its method of preparation. The component includes one or more coating systems of films and interlayers having a composition gradient which impart the characteristics of low friction and wear resistance to the component. As a result, the average service intervals required by the component tend to be prolonged and therefore less frequent.

Claims: A powertrain component for use in an internal combustion engine, the powertrain component (10) comprising: a coating system including a film (30) and an interlayer (42) formed on a wear surface of the component; the film (30) being selected from a first group consisting of amorphous hydrogenated carbon, silicon-doped amorphous hydrogenated carbon, boron-, nitrogen-, boron nitride-, or metal doped amorphous hydrogenated carbon, and mixtures thereof, the film (30) being formed on the powertrain component (10), the film imparting the characteristics of low friction and wear resistance to the component; the interlayer (42) being formed between the film (30) and the component (10), the interlayer being selected from a second group consisting of silicon, silicon carbide, silicon nitride, boron nitride and mixtures thereof, the interlayer (42) accommodating stresses engendered by formation of the film, the interlayer thereby providing mechanical support to the film and chemical compatibility between the film and the powertrain component, thereby improving adherence of the film to the powertrain component; the component being selected from a group consisting of aluminum, an aluminum-silicon alloy, an aluminum-copper-silicon alloy, magnesium, a magnesium alloy, aluminum nitride, titanium, titanium-aluminum alloy, an aluminum alloy and mixtures thereof; and the film and/or interlayer having a composition gradient having a continuously varying composition. A powertrain component as claimed in claim 1, wherein the interlayer has a thickness between 2 x 10 -8 m (200 angstroms) and 3 x 10 -5 m (and 30 microns). A powertrain component as claimed in claim 1, wherein the film selected from the first group also includes an element selected from the group consisting of germanium, elements from columns IVB, VB or VIB of the periodic table, and mixtures thereof. A powertrain component as claimed in claim 1, wherein the interlayer selected from the second group also includes an element selected from the group consisting of aluminum, germanium, elements from columns IVB, VB or VIB of the periodic table, and mixtures thereof. A powertrain component as claimed in claim 1, wherein the silicon-doped amorphous hydrogenated carbon film comprises between 1-35 atomic percent of silicon. A process for depositing a coating system upon a powertrain component as claimed in claim 1, the process including the steps of: cleaning and degreasing the component; positioning the component within a reaction chamber to define a surface upon which deposition may occur; providing a source of a precursor vapor selected from the group consisting of silicon, carbon, oxygen, nitrogen, boron, nitrogen, and mixtures thereof in communication with the reaction chamber; evacuating the reaction chamber so that residual water vapor will be absent therefrom; sputter etching the component by ion bombardment using a supply of inert gas in communication with the reaction chamber; forming an interlayer upon the component and a film upon the interlayer by applying an accelerating potential to ions formed from the precursor vapor while sputter etching is in progress to provide an atomically mixed and highly adherent interface so that precursor ions are accelerated toward the substrate, the proportions of the precursor communicated into the reaction chamber being varied continuously ; and shutting off the inert gas, thereby forming the coating system by a gradual change from etching to deposition. A process as claimed in claim 6, wherein the precursor vapor is selected from the group consisting of ethane, ethylene, acetylene, methane, silane, disilane, silicon chloride, silicon fluoride, an organosilane compound, diethyl silane, trimethyl silane, butane, propane, hexane, benzene, toluene, xylene, oxygen, nitrogen, methylamine, ammonia, diborane, borazine, hydrogen, and mixtures thereof. A process as claimed in claim 6, wherein the forming step is selected from the group of steps consisting of sputtering, chemical vapor deposition (CVS), or both.

Inventors: GANGOPADHYAY ARUP KUMAR, TAMOR MICHAEL ALAN, VASSELL WILLIAM CHRIS, WILLERMET PIERRE ANDRE, GANGOPADHYAY, ARUP KUMAR, TAMOR, MICHAEL ALAN, VASSELL, WILLIAM CHRIS, WILLERMET, PIERRE ANDRE
Applicants: FORD FRANCE, FORD MOTOR CO, FORD WERKE AG, FORD FRANCE S. A., FORD MOTOR COMPANY LIMITED, FORD-WERKE AKTIENGESELLSCHAFT
Application year: 1993
Main classification: C23C28
IPC codes: C23C28, F01L1, C23C16