裂解连杆用V-Ti-N微合金钢的开发及组织与性能研究
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摘要
发动机连杆裂解加工技术是目前国际上连杆生产的最新技术，有着传统连杆加工方法无可比拟的优越性。其对裂解连杆材料要求具有高强度来减轻发动机连杆重量和提高疲劳性能，合适的脆性和较小塑性变形来减少裂解加工过程中的变形量，同时裂解连杆材料还需具备良好的切削加工性能来提高刀具寿命，改善连杆表面质量，节约加工成本。在我国，对汽车连杆裂解技术的研究刚刚起步，而裂解连杆材料也还是以引进为主。因此，开发出具有良好性能的汽车发动机裂解连杆用钢成为国内汽车用钢开发的热点之一。
本文以裂解连杆用钢为研究对象，研究了微合金化元素V、Ti、N含量对中碳微合金钢组织和性能的影响，开发了用于裂解连杆的中碳V-Ti-N微合金钢。通过精炼工艺研究了脱氧工艺和精炼渣组成对V-Ti-N微合金钢的夹杂物组成、形态及分布的影响。采用热膨胀法测试了V-Ti-N微合金钢的奥氏体连续冷却转变曲线（CCT曲线），基于CCT曲线研究了轧后冷却速度和锻造温度对V-Ti-N微合金钢组织和性能的影响，在此基础上，对比研究了V-Ti-N微合金钢、C70S6BY和42CrMo三种汽车发动机连杆用钢的疲劳性能，探讨其疲劳裂纹形成机理，取得如下研究结果：
开发了一种裂解连杆用V-Ti-N微合金钢，其化学成分为（wt%）：C0.35～0.40，Si0.50～0.70，Mn0.90～1.20，S0.040～0.070，V0.20～0.30，Ti0.010～0.020，N0.0100～0.0150。该微合金钢的强化机制是，V、N等微合金元素在轧制冷却过程中析出弥散分布的V（C，N）强化相；而适量的Ti在钢中形成弥散分布的TiN相阻止热加工过程中奥氏体晶粒的过分长大，细化了微合金钢的组织。
对V-Ti-N微合金钢的精炼工艺研究发现，在精炼过程中，采用Si-Mn脱氧和精炼渣扩散脱氧，减少钢中Al脱氧数量，有利于钢水的浇注性能和减少钢中AlN夹杂物。LF精炼工艺采用前期高碱度白渣、后期低碱度渣，其钢中氧含量能降低到0.0016%，硫的回收率达75%。通过钢包钙处理，可以将长条状MnS夹杂转变为球状复合夹杂。
应用FORMASTOR-F热膨胀试验仪对V-Ti-N微合金钢的奥氏体连续冷却转变进行研究。结果表明，随着冷却速度的增大，相变时间变短，相变开始点和结束点均呈下降趋势，而晶粒逐渐细化。在0.1～5.0℃/s的冷却速度下，首先发生γ→α+P转变，最终产物是铁素体和珠光体两相组织；在5.0～30.0℃/s的冷却速度下，试验钢在先共析少量铁素体后，不发生珠光体和贝氏体转变，而发生马氏体转变，其最终组织为少量铁素体和马氏体组织。而在冷却速度达到50.0℃/s时，会直接发生γ→M转变，最终产物为马氏体组织。同时，随着冷却速度的增大，试验钢中析出相多而细小，但当冷却速度增大到一定程度后（≥10.0℃/s），共析相变被抑制，造成析出相数量显著减少。
轧后冷却速度和锻造温度对裂解连杆用V-Ti-N微合金钢的组织和性能有重要影响。提高轧后冷却速度和锻造温度有利于钢中珠光体的增加，降低铁素体晶粒尺寸和珠光体片层间距，增加析出相，提高抗拉强度和屈服强度，在高的冷却强度下和1200℃锻造温度下，其屈服强度和抗拉强度分别达到840MPa、1050MPa，其中析出相对屈服强度的贡献达到174MPa。冲击断口表现出典型的脆性断口特征，钢中的硫化物、碳氮化物和氧化物成为断裂的裂纹源。
对比研究了V-Ti-N微合金钢、C70S6BY、42CrMo三种连杆用钢的疲劳强度、疲劳断口形貌和疲劳裂纹形成机理，结果表明，V-Ti-N微合金钢的中值疲劳强度σ-1约为400MPa，优于对比钢C70S6BY和42CrMo的疲劳极限。试验钢疲劳裂纹萌生于试样表面的铁素体-珠光体边界，并主要沿着铁素体-珠光体边界及珠光体内部扩展，疲劳断口呈韧窝状，属韧性断裂。C70S6BY中先共析铁素体呈薄片状断续分布在珠光体周围，疲劳裂纹在晶界铁素体处萌生及扩展，疲劳断口呈解理状，属脆性疲劳断裂。42CrMo钢是空冷贝氏体+铁素体组织，在应力载荷下，原粗奥氏体晶界处较长贝氏体-铁素体板条成为疲劳微裂纹。
Connecting-rod fracture splitting is the newest engine connecting-rod processinginternationally and it has irreplaceable superiority. The high duty materials are requiredfor decreasing the weight and improving the fatigue strength of engine connecting-rod.Appropriate brittleness and low ductile of connecting-rod materials can reduce thedistortion. Meanwhile, good machinability is required for increasing the life of machinetool, improving the surface quality of connecting-rod, and reducing the cost. In domestic,the research and development of connecting-rod fracture splitting technology just start andthe fracture splitting material also is mainly dependent on import. Therefore, thedevelopment of automobile engine fracture splitting materials with good performance hasbeen the focus of research and exploitation of automobile steels.
In this paper, with the steel for engine fracture splitting connecting-rod as the studyobject, the effects of microalloying elements such as V, Ti and N on microstructure andmechanical properties of medium carbon microalloyed steel were studied. The V-Ti-Nmicroalloyed steel used for fracture splitting connecting-rod was developed. The effects ofdeoxidation and the composition of refining slag on its inclusion composition,morphology and distribution were studied by the refining process. The CCT diagram ofaustenite continuous cooling transformation was gained by the thermal expansion methods.Based on the diagram, the effects of the cooling rate after rolling and the forgingtemperature on microstructure and properties of the V-Ti-N microalloyed steel wereinvestigated. Finally, the fatigue performance of V-Ti-N microalloyed steel, C70S6BYand42CrMo for automobile engine connecting rod steel were comparative studied and theforming mechanism of fatigue cracks was explored. The following results were obtained:
A new type of V-Ti-N microalloyed steel, whose chemical composition (wt%) wasC0.35～0.40，Si0.50～0.70，Mn0.90～1.20，S0.040～0.070，V0.20～0.30，Ti0.010～0.020， N0.0100～0.0150used for fracture splitting conrods was developed. Thestrengthening mechanism of microalloying elements mainly lie on that the V, Ti and Nelements precipitate a tiny V (C, N) phase in V-Ti-N microalloyed steel in the coolingprocess of rolling. At the same time, because of a suitable amount of Ti content, dispersedTiN particles could contribute to prevent austenitic graining excessively duringhot-working and obtain fine microstructure.
The research of the refining technology of V-Ti-N medium carbon microalloyed steelshowed that, it was helpful for casting performance and reducing AlN inclusions in steelby improving the Si-Mn deoxidization and reducing Al deoxidization in the refiningprocess. By changing the refine slag basicity from high to low, the oxygen content of steelreached0.0016%, while the sulfur recovery reached75%. After calcium treatment,inclusion shape MnS inclusions were changed into ball shape inclusions.
The results of the FORMASTOR-F test of V-Ti-N medium carbon microalloyed steelshowed that, with the cooling rate increasing, the time required for phase transformationwas shorten. The starting point and the end point of phase transformation tended to declineand the grains were refined gradually. At a cooling rate of0.1~5℃/s, austenitic firstlytransformed to ferrite and pearlite. The final microstructure was the mixture of ferrite andpearlite. At a cooling rate of5~30℃/s, proeutectoid ferrite was obtained on the boundaryof prior austenite grains without pearlite and bainite transformation. Instead, martensitetransformation took place and its final microstructure was composed of martensite and afew ferrites. When the cooling rate was up to50℃/s, martensite transformation happeneddirectly and the final microstructure was martensite. At the same time, as the cooling rateincreased, the number of tiny precipitations in steel increased. However, when the coolingrates increased to over10℃/s, precipitations were suppressed, leading to less precipitatedphase.
The cooling rate after rolling and the forging temperature have important influenceson the composites, microstructure and performance properties of the V-Ti-N mediumcarbon microalloyed steel used as fracture splitting con-rods. The contents of pearlite andnumbers of precipitated phases increase while ferrite grain size and interlayer spacing ofpearlite decrease when the cooling rate and the forging temperature get higher. Thus thetensile strength and the yield strength improve. After higher cooling rate was appliedunder a forging temperature of1200℃, the yield strength and tensile strength went up to840MPa and1050MPa respectively. The precipitant phase in the steel gave a contributionof174MPa to the yield strength. The impact test shows typical brittle fracturecharacteristics with sulfide, carbon nitrides and oxides as the origins of the fracture cracks.
Fatigue fracture and its mechanism have been studied by fatigue test of V-Ti-Nmedium carbon microalloyed steel, C70S6BY and42CrMo. The results show that thefatigue strength of V-Ti-N medium carbon microalloyed steel was about400MPa, whichis better than C70S6BY and42CrMo. Fatigue cracks in the V-Ti-N medium carbon microalloyed steel initiated in the boundaries of ferrite and pearlite, then expanded alongthe boundaries and expanded into the internal pearlite. The surface of the fatigue fractureshowed typical ductile fracture characters, which was dimple and necking. Fatigue cracksin C70S6BY initiated and expanded from the ferrites in the boundaries of a thin anduncontinuous network of proeutectoid ferrite, the surface of the cracks showed distinctbrittle fracture character. The microstructure of42CrMo steel was composed ofair-cooling bainite and ferrite, when applied under a condition of stress, the longbainite-ferrite stick in the boundaries of original coarsen austenite became the initiationsof fatigue micro cracks.
本文以裂解连杆用钢为研究对象，研究了微合金化元素V、Ti、N含量对中碳微合金钢组织和性能的影响，开发了用于裂解连杆的中碳V-Ti-N微合金钢。通过精炼工艺研究了脱氧工艺和精炼渣组成对V-Ti-N微合金钢的夹杂物组成、形态及分布的影响。采用热膨胀法测试了V-Ti-N微合金钢的奥氏体连续冷却转变曲线（CCT曲线），基于CCT曲线研究了轧后冷却速度和锻造温度对V-Ti-N微合金钢组织和性能的影响，在此基础上，对比研究了V-Ti-N微合金钢、C70S6BY和42CrMo三种汽车发动机连杆用钢的疲劳性能，探讨其疲劳裂纹形成机理，取得如下研究结果：
开发了一种裂解连杆用V-Ti-N微合金钢，其化学成分为（wt%）：C0.35～0.40，Si0.50～0.70，Mn0.90～1.20，S0.040～0.070，V0.20～0.30，Ti0.010～0.020，N0.0100～0.0150。该微合金钢的强化机制是，V、N等微合金元素在轧制冷却过程中析出弥散分布的V（C，N）强化相；而适量的Ti在钢中形成弥散分布的TiN相阻止热加工过程中奥氏体晶粒的过分长大，细化了微合金钢的组织。
对V-Ti-N微合金钢的精炼工艺研究发现，在精炼过程中，采用Si-Mn脱氧和精炼渣扩散脱氧，减少钢中Al脱氧数量，有利于钢水的浇注性能和减少钢中AlN夹杂物。LF精炼工艺采用前期高碱度白渣、后期低碱度渣，其钢中氧含量能降低到0.0016%，硫的回收率达75%。通过钢包钙处理，可以将长条状MnS夹杂转变为球状复合夹杂。
应用FORMASTOR-F热膨胀试验仪对V-Ti-N微合金钢的奥氏体连续冷却转变进行研究。结果表明，随着冷却速度的增大，相变时间变短，相变开始点和结束点均呈下降趋势，而晶粒逐渐细化。在0.1～5.0℃/s的冷却速度下，首先发生γ→α+P转变，最终产物是铁素体和珠光体两相组织；在5.0～30.0℃/s的冷却速度下，试验钢在先共析少量铁素体后，不发生珠光体和贝氏体转变，而发生马氏体转变，其最终组织为少量铁素体和马氏体组织。而在冷却速度达到50.0℃/s时，会直接发生γ→M转变，最终产物为马氏体组织。同时，随着冷却速度的增大，试验钢中析出相多而细小，但当冷却速度增大到一定程度后（≥10.0℃/s），共析相变被抑制，造成析出相数量显著减少。
轧后冷却速度和锻造温度对裂解连杆用V-Ti-N微合金钢的组织和性能有重要影响。提高轧后冷却速度和锻造温度有利于钢中珠光体的增加，降低铁素体晶粒尺寸和珠光体片层间距，增加析出相，提高抗拉强度和屈服强度，在高的冷却强度下和1200℃锻造温度下，其屈服强度和抗拉强度分别达到840MPa、1050MPa，其中析出相对屈服强度的贡献达到174MPa。冲击断口表现出典型的脆性断口特征，钢中的硫化物、碳氮化物和氧化物成为断裂的裂纹源。
对比研究了V-Ti-N微合金钢、C70S6BY、42CrMo三种连杆用钢的疲劳强度、疲劳断口形貌和疲劳裂纹形成机理，结果表明，V-Ti-N微合金钢的中值疲劳强度σ-1约为400MPa，优于对比钢C70S6BY和42CrMo的疲劳极限。试验钢疲劳裂纹萌生于试样表面的铁素体-珠光体边界，并主要沿着铁素体-珠光体边界及珠光体内部扩展，疲劳断口呈韧窝状，属韧性断裂。C70S6BY中先共析铁素体呈薄片状断续分布在珠光体周围，疲劳裂纹在晶界铁素体处萌生及扩展，疲劳断口呈解理状，属脆性疲劳断裂。42CrMo钢是空冷贝氏体+铁素体组织，在应力载荷下，原粗奥氏体晶界处较长贝氏体-铁素体板条成为疲劳微裂纹。
Connecting-rod fracture splitting is the newest engine connecting-rod processinginternationally and it has irreplaceable superiority. The high duty materials are requiredfor decreasing the weight and improving the fatigue strength of engine connecting-rod.Appropriate brittleness and low ductile of connecting-rod materials can reduce thedistortion. Meanwhile, good machinability is required for increasing the life of machinetool, improving the surface quality of connecting-rod, and reducing the cost. In domestic,the research and development of connecting-rod fracture splitting technology just start andthe fracture splitting material also is mainly dependent on import. Therefore, thedevelopment of automobile engine fracture splitting materials with good performance hasbeen the focus of research and exploitation of automobile steels.
In this paper, with the steel for engine fracture splitting connecting-rod as the studyobject, the effects of microalloying elements such as V, Ti and N on microstructure andmechanical properties of medium carbon microalloyed steel were studied. The V-Ti-Nmicroalloyed steel used for fracture splitting connecting-rod was developed. The effects ofdeoxidation and the composition of refining slag on its inclusion composition,morphology and distribution were studied by the refining process. The CCT diagram ofaustenite continuous cooling transformation was gained by the thermal expansion methods.Based on the diagram, the effects of the cooling rate after rolling and the forgingtemperature on microstructure and properties of the V-Ti-N microalloyed steel wereinvestigated. Finally, the fatigue performance of V-Ti-N microalloyed steel, C70S6BYand42CrMo for automobile engine connecting rod steel were comparative studied and theforming mechanism of fatigue cracks was explored. The following results were obtained:
A new type of V-Ti-N microalloyed steel, whose chemical composition (wt%) wasC0.35～0.40，Si0.50～0.70，Mn0.90～1.20，S0.040～0.070，V0.20～0.30，Ti0.010～0.020， N0.0100～0.0150used for fracture splitting conrods was developed. Thestrengthening mechanism of microalloying elements mainly lie on that the V, Ti and Nelements precipitate a tiny V (C, N) phase in V-Ti-N microalloyed steel in the coolingprocess of rolling. At the same time, because of a suitable amount of Ti content, dispersedTiN particles could contribute to prevent austenitic graining excessively duringhot-working and obtain fine microstructure.
The research of the refining technology of V-Ti-N medium carbon microalloyed steelshowed that, it was helpful for casting performance and reducing AlN inclusions in steelby improving the Si-Mn deoxidization and reducing Al deoxidization in the refiningprocess. By changing the refine slag basicity from high to low, the oxygen content of steelreached0.0016%, while the sulfur recovery reached75%. After calcium treatment,inclusion shape MnS inclusions were changed into ball shape inclusions.
The results of the FORMASTOR-F test of V-Ti-N medium carbon microalloyed steelshowed that, with the cooling rate increasing, the time required for phase transformationwas shorten. The starting point and the end point of phase transformation tended to declineand the grains were refined gradually. At a cooling rate of0.1~5℃/s, austenitic firstlytransformed to ferrite and pearlite. The final microstructure was the mixture of ferrite andpearlite. At a cooling rate of5~30℃/s, proeutectoid ferrite was obtained on the boundaryof prior austenite grains without pearlite and bainite transformation. Instead, martensitetransformation took place and its final microstructure was composed of martensite and afew ferrites. When the cooling rate was up to50℃/s, martensite transformation happeneddirectly and the final microstructure was martensite. At the same time, as the cooling rateincreased, the number of tiny precipitations in steel increased. However, when the coolingrates increased to over10℃/s, precipitations were suppressed, leading to less precipitatedphase.
The cooling rate after rolling and the forging temperature have important influenceson the composites, microstructure and performance properties of the V-Ti-N mediumcarbon microalloyed steel used as fracture splitting con-rods. The contents of pearlite andnumbers of precipitated phases increase while ferrite grain size and interlayer spacing ofpearlite decrease when the cooling rate and the forging temperature get higher. Thus thetensile strength and the yield strength improve. After higher cooling rate was appliedunder a forging temperature of1200℃, the yield strength and tensile strength went up to840MPa and1050MPa respectively. The precipitant phase in the steel gave a contributionof174MPa to the yield strength. The impact test shows typical brittle fracturecharacteristics with sulfide, carbon nitrides and oxides as the origins of the fracture cracks.
Fatigue fracture and its mechanism have been studied by fatigue test of V-Ti-Nmedium carbon microalloyed steel, C70S6BY and42CrMo. The results show that thefatigue strength of V-Ti-N medium carbon microalloyed steel was about400MPa, whichis better than C70S6BY and42CrMo. Fatigue cracks in the V-Ti-N medium carbon microalloyed steel initiated in the boundaries of ferrite and pearlite, then expanded alongthe boundaries and expanded into the internal pearlite. The surface of the fatigue fractureshowed typical ductile fracture characters, which was dimple and necking. Fatigue cracksin C70S6BY initiated and expanded from the ferrites in the boundaries of a thin anduncontinuous network of proeutectoid ferrite, the surface of the cracks showed distinctbrittle fracture character. The microstructure of42CrMo steel was composed ofair-cooling bainite and ferrite, when applied under a condition of stress, the longbainite-ferrite stick in the boundaries of original coarsen austenite became the initiationsof fatigue micro cracks.
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