不同刹车压力下C/C复合材料的摩擦磨损性能

研究了粗糙层和光滑层2种不同热解炭与树脂炭混合基体炭/炭复合材料在不同制动压力下的摩擦磨损性能,且对摩擦表面与磨屑进行了SEM观察和分析,并采用X射线衍射与激光喇曼光谱测定了在不同刹车压力下摩擦表面的石墨化度.研究结果表明:C/C复合材料的摩擦因数由摩擦表面所形成的摩擦膜所决定,随着刹车压力的增大,摩擦膜更完整平滑,摩擦因数呈降低趋势,磨损则随刹车压力的增大而呈增大趋势;粗糙层结构C/C复合材料即使在高制动压力下,仍能具有较高的摩擦因数,显示出优良的高压摩擦性能;高压下摩擦表面会发生应力石墨化作用,这是高压下摩擦因数下降的原因之一.     

不同载荷和对偶下C/C-Cu复合材料的摩擦磨损性能

以炭纤维针刺整体毡为预制体,用化学气相渗透（CVI）、浸渍/炭化（I/C）的方法制备密度和基体炭不同的C/C多孔坯体,采用真空熔渗将铜合金液渗入C/C坯体中制备C/C-Cu复合材料,研究试验条件对复合材料摩擦磨损性能影响。研究结果表明：随着时间的延长,C/C-Cu复合材料摩擦因数趋于稳定;随着载荷的增加,摩擦因数和体积磨损先增后减,当载荷为80 N时达到最大值;试样摩擦因数和体积磨损与对偶件有关,当采用硬度较高的40Cr钢为对偶件时,试样摩擦因数随着时间的延长而增加并趋于稳定,且磨损量最大;当采用硬度低的黄铜和紫铜为对偶件时,试样摩擦因数随着时间变化不大,与紫铜对偶时的磨损量最小;C/C-Cu复合材料的磨损机制主要为磨料磨损、粘着磨损,采用40Cr钢作对偶时氧化磨损加大。     

不同能载水平下C/C复合材料的摩擦特性

对具有粗糙层热解炭结构的针刺毡C/C复合材料在MM 1000型摩擦试验机上模拟某飞机正常着陆、超载着陆和中止起飞3种不同的能载水平进行摩擦磨损性能试验,并对磨损表面和磨屑进行扫描电镜观察.结果表明:C/C复合材料在不同能载水平下均具有高达0.31～0.32的摩擦因数,刹车力矩曲线均较平稳,磨损随能载水平的增加而增大;样件的磨损表面在正常着陆条件下形成较光滑、完整、连续的磨屑层,随着能载水平的增加,形成粗糙的磨屑层,在极高的能载水平(中止起飞条件)下又形成光滑的磨屑层;而样件的磨屑尺寸随能载水平的增加而急剧减小.表明该C/C复合材料具有极好的摩擦制动性能,尤其是在大能载水平下,摩擦性能更加优良,适用作飞机刹车材料.     

热解炭结构对炭/炭复合材料摩擦磨损性能的影响

通过控制化学气相沉积工艺条件,得到粗糙层、光滑层、过渡结构、各向同性等几种具有不同微观结构的热解炭.通过金相观察、石墨化度、摩擦磨损性能的测试,得出:热解炭的微观结构对炭/炭复合材料的摩擦磨损性能有较大影响;制动过程中形成的薄膜使摩擦因数降低;粗糙层结构的炭/炭复合材料石墨化程度高,摩擦因数高,线型平稳,且随着压力的增加,其力矩上升明显,是一种优良的摩擦材料;光滑层结构的炭/炭复合材料石墨化度低,摩擦因数低,磨损小.     

湿式C/C制动材料的摩擦特性及其数值模拟

利用多元耦合场CVI工艺将炭毡增密至1.58 g/cm3,再进行树脂浸渍/炭化增密至1.85 g/cm3制备C/C复合材料。测试由其制成的摩擦实验环的湿式摩擦磨损性能,并利用软件建立的有限元模型对2 500 r/min及1.5 MPa时摩擦实验环的温度场分布进行模拟。结果表明:该湿式摩擦材料的摩擦因数在0.07~0.13间波动,当初始转速恒定时,摩擦因数随刹车压力的增大而减小;当刹车压力恒定时,摩擦因数先增大后减小。建立了C/C复合材料湿式制动过程模型,通过模拟获得了制动盘的各个部位温度场在本模拟研究中呈岛形分布,最高温度出现在0.875 s,这为制动材料的设计提供了参考。     

航空刹车用C/C复合材料断口分析

利用SEM断口形貌分析了现役航空刹车用C/C复合材料的结构和界面结合状况,探讨了其断裂机理,分析了化学气相沉积炭的沉积机理.结果表明:C/C复合材料的断裂以"弱界面断裂"为主.裂纹优先在基体炭、炭布层间或长纤维束和短纤维间的弱界面等薄弱环节处产生.当裂纹尖端扩展到基体炭中的微裂纹处时,裂纹扩展转向;当裂纹扩展到纤维时,取道纤维与基体炭间弱界面层向前扩展,纤维经历与基体炭脱粘、弯曲、拔出、断裂等过程,导致整个材料断裂.航空刹车用C/C复合材料中的CVD炭以粗糙层状结构为主,CVD过程包括碳氢气体热解、成核、炭化、沉积生长等过程,其中,成核以物理成核为主.图2,表1,参16.     

Fe_xSi_y改性C/C-SiC制动材料的制备及其性能

以针刺整体炭毡为预制体,采用化学气相渗透法(CVI)增密制备C/C多孔体,采用反应熔体浸渗法(RMI),将Fe与Si同时熔渗进C/C坯体中制备FexSiy改性C/C-SiC复合材料。研究FexSiy改性C/C-SiC复合材料的组织结构、力学性能和摩擦磨损性能。研究结果表明:硅铁化合物被SiC基体包围填充于C/C坯体孔隙中;FexSiy改性C/C-SiC复合材料的弯曲强度为189.65 MPa,垂直和平行摩擦面的压缩性能分别为296.93 MPa和201.32 MPa;分别采用30Cr钢和自身材料作对偶时,FexSiy改性C/C-SiC复合材料的平均摩擦因数均为0.24左右,线磨损均小于3.5μm.面-1.次-1,但与铬钢对摩静系数明显增大,而与自身对摩制动曲线出现明显翘尾现象,其摩擦磨损过程是由磨粒磨损、黏着磨损和氧化磨损相互作用的结果。     

一种高性能C/C-SiC复合材料摩擦偶件优化选择研究

采用超声波渗硅技术,经化学气相沉积、硅化处理、浸渍/炭化增密和石墨化处理制备C/C-SiC复合材料.用偏光显微镜、扫描电子显微镜观测其微观组织结构,用X射线衍射仪进行物相分析,用MM一1000性摩擦磨损试验机检测C/C-SiC复合材料分别与C/C复合材料、30 CrSiMoVA钢和铁基粉末冶金材料组成摩擦副的摩擦性能.结果表明:C/C-SiC复合材料中只有C相和13-SIC相,C相的组成为炭纤维、沉积炭和树脂炭同时存在;C/C-SiC复合材料与铁基粉末冶金材料组成的摩擦副的摩擦性能优异,其摩擦因数为0.42,摩擦稳定性为85%,磨损值为3.9 μm/(次·面).     

用CVI增密技术制备航空刹车用C/C复合材料

以炭布与炭纤维薄毡交替成叠层,采用针刺技术在垂直布面方向引入增强纤维,制成准三维预制体,在自行研制的热梯度CVI炉中制备了航空刹车用C/C复合材料;采用偏光显微镜研究了沉积炭的显微结构.研究结果表明该CVI炉可实现多试样同时沉积,且位于料柱不同位置的试样密度分布较均匀;对外径为110 mm,内径为45 mm,厚度为15～20 mm的试样,在80 h内,试样的平均密度可达1.60 g/cm3,炭的有效利用率可达27%;在料柱的不同位置以及同一试样中沿径向的不同位置,沉积炭的显微结构都有所不同;沉积炭的显微结构有粗糙层结构、带状结构以及光滑层结构;通过工艺参数的优化,可以得到以粗糙层结构为主的C/C复合材料.     

刹车速度对RMI-C/C-SiC复合材料摩擦磨损行为的影响

以针刺整体炭毡为坯体,采用化学气相浸渗法（CVI）增密制备C/C多孔体,然后采用熔硅浸渗C/C多孔体制备C/C-SiC复合材料。在MM-1000摩擦磨损试验机上测试该材料在不同刹车速度下的摩擦磨损行为,分别用金相显微镜和扫描电子显微镜观察摩擦表面及磨屑形貌。结果表明：复合材料摩擦因数随刹车速度的增加先升高后降低最后趋于稳定;在速度为2 500 r/min时,摩擦因数达到0.52;磨损量随刹车速度的提高而降低,在速度为1 000 r/min时,线性磨损量为最大值21.3μm/（面·次）;当刹车速度小于4 000 r/min时,摩擦磨损机理为很严重的磨粒磨损,当速度大于4 000 r/min时,摩擦磨损机理以粘着磨损和氧化磨损为主。     

Enhancement of tribological properties in siliconized graphite via hierarchically hybrid SiC/C composite

This study aims to investigate tribological properties in a siliconized graphite(СГ-П-0.5) and hierarchically hybrid Si C/C composites at the load ranging from 10-40 N under dry air/water lubrication conditions. A feasible liquid silicon infiltration(LSI) was used to fabricate the Si C/C composites. Morphology and phase identification of two materials were characterized and analyzed by scanning electron microscope(SEM) and energy dispersive spectrometer(EDS). An image feature extraction was used to post-process the data of wear test, further to gain the wear properties of the samples. The results demonstrated that a lower coefficient of friction(COF) and wear rate can be achieved in the LSI Si C composites than that in the sample of СГ-П-0.5. Both COF decreased under waterlubricated conditions, compared with that under the dry air lubrication. The excellent tribological properties in two materials can be due mainly to the microstructure of the СГ-П-0.5 sample, showing much more graphite and Si dispersed on the matrix. The СГ-П-0.5 sample indicated the typical oxidative wear mechanism, whereas, the sample of LSI Si C demonstrated the combined oxidative and fatigue wear. This finding can provide a promising new siliconized graphite materials for ceramic rolling bearings.     

Friction and Wear Behaviors of C/C-Si C Composites under Water Lubricated Conditions

C/C-SiC composites have the potentiality to be applied in shield pumps of nuclear reactors as the bearing material because of their low density, good mechanical properties and excellent tribological properties. The C/C-SiC composites are fabricated via reactive melt infiltration(RMI) using silicon liquid infiltrated in C/C matrix composites. Friction and wear behaviors of C/C-SiC composites under water lubricated conditions are investigated using the block-on-ring test at room temperature, and compared with those of the resin graphite which is used as the bearing material in shield pumps at present. In addition, friction and wear mechanisms of C/C-SiC composites under water lubricated conditions have been discussed. Results show that tensile strengths of C/C-SiC composites are 150-210 MPa, and compressive strengths are 403-536 MPa. Friction and wear behaviors of C/C-SiC composites are closely related to the load and the speed. The time to reach a stable friction status decreases with the increase of the speed. Though the friction coefficient of C/C-SiC composites under water lubricated conditions is slightly higher than that of graphite, the wear rate of C/C-SiC composites is much lower, which suggests that the C/C-SiC composites can sustain a longer life during operation.     

Influence of applied load on wear behavior of C/C-Cu composites under electric current

Using carbon fiber needled fabrics with Cu-mesh and graphite powder as the preform, Cu mesh modified carbon/carbon(C/C-Cu) composites were prepared by chemical vapor deposition (CVD) with C3H6 and impregnation-carbonization (I/C) with furan resin. C/C composites, as a comparison, were also prepared. Their microstructures and wear morphologies were observed by optical microscopy (OM) and scanning electron microscope (SEM), respectively. Wear behavior of C/C and C/C-Cu composites under different applied loads were investigated on a pin-on-disc wear tester. The results show that Cu meshes are well dispersed and pyrolytic carbon is in rough laminar structure. Both C/C and C/C-Cu composites had good wear properties. The current-carrying capacity of C/C-Cu composites increases and the arc discharge is hindered as the applied load increases from 40 N to 80 N. Both C/C and C/C-Cu composites had good wear properties. The mass wear rate of C/C-Cu composites under 80 N was only 4.2% of that under 60 N. In addition, C/C-Cu composites represent different wear behaviors because wear mechanisms of arc erosion, abrasive wear, adhesive wear, and oxidative wear are changing under different applied loads.     

不同制动速度下针刺毡炭/炭复合材料的摩擦磨损行为

用模拟刹车制动的摩擦试验机,研究了1种针刺毡结构炭/炭复合材料在不同制动速度下的摩擦磨损性能,并在光学显微镜下直接对摩擦表面进行了观察和分析．研究结果表明在制动速度为5m/s或静态条件下,针刺毡炭/炭复合材料的摩擦因数很低,但在制动速度为10m/s、能量较小时摩擦因数出现了峰值;在制动速度升高到20m/s后,摩擦因数较高且随刹车速度变化趋于稳定,显示出优良的高能高温制动性能;只要制动速度不是极高(如28m/s),这种材料均具有很好的抗磨损性能,其中磨损量在制动速度为15m/s时达到最大值,该制动速度对应于飞机进出场滑行制动速度;摩擦表面微观结构及氧化状况取决于制动条件的影响,炭磨屑和基体炭在制动过程中会优先氧化．     

三维编织碳/环氧复合材料的摩擦学特性

为研究三维编织复合材料的摩擦学行为，采用RTM工艺制备了三维编织碳纤维增强环氧树脂复合材料，讨论了纤维体积比、纤维表面处理和润滑条件等因素对复合材料摩擦磨损性能的影响。结果表明，随着纤维含量的增加，复合材料的摩擦系数先降后升，在35％时有最小值；磨损率则一直下降。纤维表面处理使复合材料的磨损率降低，耐磨性提高，水润滑条件下复合材料的摩擦磨损性能远优于干摩擦条件下的性能。干摩擦条件下复合材料的磨损机制主要为黏着磨损，水润滑条件下则以磨粒磨损为主。     

准三维C/C复合材料的压缩性能及其破坏机理

以炭纤维针刺毡为预制体,分别采用CVI法和CVI与结合液相法相结合的方法制备热解炭、树脂炭和沥青炭基质的准三维C/C复合材料,并研究了这些材料的压缩性能及其破坏机理。研究结果表明:压缩强度随致密度提高而增大;炭基体对压缩强度的影响从大到小依次为CVI炭,树脂炭和沥青炭;树脂炭的垂直压缩强度与CVI炭的垂直压缩强度相近,两者都高于沥青炭;3类基质炭试样的压缩破坏均表现为韧性断裂方式,其中平行压缩主要以分层劈裂的方式破坏,致密度较低的试样垂直压缩呈现出压溃破坏,致密度较高的试样垂直压缩表现为剪切破坏或分层破坏。