本文關鍵詞：樹脂基摩擦材料的設計及其制動性能研究　出處：《太原理工大學》2017年碩士論文　論文類型：學位論文

  更多相關文章： 樹脂基摩擦片 配方正交設計 摩擦 磨損 制動性能

【摘要】：制動摩擦材料作為制動器的關鍵性部件,其性能的好壞直接關系著制動系統(tǒng)運行的安全性和穩(wěn)定性。然而,現(xiàn)有的礦山機械制動系統(tǒng)的制動摩擦材料,都不同程度存在摩擦因數(shù)低、制動性能差、使用壽命短等不足,難以滿足礦山機械制動中特有的制動力矩大、制動次數(shù)頻繁、工礦條件惡劣等要求。本課題針對上述現(xiàn)實問題,通過理論和試驗研究,以自行制備的樹脂基制動材料為研究對象,探討樹脂基體、混雜纖維、工況條件對摩擦材料制動性能的影響及其摩擦磨損機理,以期為高摩擦長壽命樹脂基摩擦材料的研究和應用提供理論和試驗依據(jù)。采用熱壓燒結(jié)技術分別研制了以酚醛樹脂(PF)、腰果殼油改性酚醛樹脂(CNSLPF)、環(huán)氧改性酚醛樹脂(EMPF)為基體的摩擦材料,并在不同制動速度、制動壓力下研究其制動性能,研究結(jié)果表明:CNSLPF試樣具有較為穩(wěn)定的摩擦系數(shù)和最小的磨損率,并且對偶制動輪磨損較小;磨損表面平整光滑,磨損形式為微犁溝和疲勞剝落。制備的四種不同CNSLPF含量的樹脂基摩擦材料的硬度隨樹脂含量的增加明顯增大,摩擦因數(shù)與摩擦表面溫度隨時間均為先增加后趨于穩(wěn)定,較高的表面溫度有利于減小摩擦系數(shù)的波動;樹脂含量在26%~28%時,摩擦磨損綜合性能最佳。采用體積分數(shù)28%的CNSLPF作為粘結(jié)劑,采用陶瓷纖維、碳纖維、礦物纖維、芳綸纖維作為增強組元,采用L_9(3~4)正交試驗表進行正交優(yōu)化設計,通過信噪比分析、方差分析,確定出因子的主次影響以及纖維配比,研究表明:芳綸纖維對摩擦因數(shù)與磨損率的影響顯著,能最大程度的增大摩擦因數(shù)、減小磨損;陶瓷纖維和礦物纖維由于纖維本身較脆,不利于摩擦材料磨損量的提高;碳纖維本身的潤滑性與高導熱性對摩擦表面層有重要影響,對磨損量影響顯著。最后,在干、濕兩種制動工況下,研究了摩擦因數(shù)、磨損率隨不同制動壓力、制動速度的變化規(guī)律,并對磨損機理進行了相關探討。干摩擦條件下,摩擦因數(shù)波動范圍為0.36~0.5;水制動條件下,摩擦因數(shù)波動范圍為0.2~0.4。干、濕兩種制動工況下,摩擦因數(shù)均隨滑動速度增加先增大后減小,摩擦因數(shù)的最大值隨著制動載荷的增加向坐標原點移動。低載荷制動條件下,摩擦因數(shù)變化曲線只有上升部分;高載荷制動條件下,摩擦因數(shù)變化曲線只有下降部分。干摩擦條件下,摩擦接觸面磨屑分布較多、質(zhì)量較差,磨損機理為三體磨損,并伴隨有第二接觸面的生成、消退,摩擦性能不穩(wěn)定,磨損較大;潮濕工況下,摩擦面光滑平整、表面質(zhì)量更好,磨損機理為裂紋與犁溝,水分的潤滑、冷卻、滲透起到了降低摩擦因數(shù)、減小磨損的作用。
[Abstract]:Brake friction materials as the key components of the brake, its performance will directly affect the brake system's safety and stability. However, the brake friction material of the existing mine mechanical brake system, there are different degrees of low friction factor, poor braking performance, short service life, difficult to meet the specific braking torque of mining machinery the brake, brake in frequent mining conditions. Aiming at the above problems, through theoretical and experimental research, research on resin matrix brake material self prepared to investigate resin matrix, hybrid fiber, working conditions affect the braking performance of friction materials and friction and wear mechanism, to provide theoretical and experimental basis for the research and Application of high friction and long service life of resin based friction materials were developed. Based on phenolic resin by hot pressing sintering technology (PF), Cashew oil modified phenolic resin (CNSLPF), modified epoxy resin (EMPF) as the matrix of friction material, and at different braking speeds, the braking performance of the brake pressure, the results show that the CNSLPF sample has stable friction coefficient and minimum wear rate, and dual wheel brake wear small. Wear; smooth surface, wear form of micro furrow and fatigue spalling. The preparation of four kinds of different content of CNSLPF resin based friction material hardness with increasing resin content increased, friction coefficient and friction surface temperature increase at first and then tends to be stable, higher surface temperature is beneficial to reduce the friction coefficient fluctuation; resin content in 26%~28%, the friction and wear the best performance. The 28% volume fraction of CNSLPF as binder, ceramic fiber, carbon fiber, mineral fiber, aramid fiber as the reinforcing group Yuan, using L_9 (3~4) orthogonal optimized design of orthogonal experiment, the signal-to-noise ratio analysis, variance analysis, determine the primary and secondary factors and fiber ratio, research shows that the aramid fiber had significant effects on the friction coefficient and wear rate, to the maximum extent increase the coefficient of friction, reducing wear of ceramic fiber; because the fiber and mineral fiber itself more brittle, is not conducive to the quantity of materials to improve the friction and wear; lubrication and high thermal conductivity of carbon fibers have an important effect on the friction surface layer significantly affect the amount of wear. Finally, in the dry, wet two kinds of braking condition, friction coefficient, wear rate with different pressure brake, brake speed variation, and the wear mechanism were discussed. The dry friction condition, the friction coefficient fluctuation range is 0.36~0.5; the water brake condition, the friction coefficient fluctuation range was 0.2 ~0.4. dry, wet two kinds of braking Next, the friction coefficient increased with increasing the sliding velocity increases first and then decreases, the friction coefficient increased with the maximum braking load moves to the origin of coordinates. The low load under braking curve, the change of friction coefficient only increased; high load under braking, the friction coefficient curve changes only decreased. Under the dry friction condition of chip distribution more, the friction contact surface of poor quality, the wear mechanism for three body wear, and accompanied by the second generation of contact surface, friction dissipated, unstable performance, wear large; damp condition, friction surface smooth, better surface quality, wear mechanism for cracks and furrows, water lubrication, cooling, permeability to reduce the friction coefficient, wear reducing effect.

【學位授予單位】：太原理工大學
【學位級別】：碩士
【學位授予年份】：2017
【分類號】：TD404

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