摘要
分别采用国产聚丙烯腈基(即PAN基)炭纤维CCF700(A)和CCF300(B)及日本东丽PAN基炭纤维T300(C)编织二维针刺毡预制体,通过化学气相沉积结合树脂浸渍炭化增密技术制备飞机刹车副用炭/炭复合材料,在HJDS-Ⅱ型地面惯性台上测试这3种炭/炭复合材料的制动摩擦特性。结果表明:用国产炭纤维制备的炭/炭复合材料样件的整体石墨化度低于用进口炭纤维制备的样件。在模拟正常着陆能载下,国产炭纤维增强样件的减速率高于进口纤维增强样件。其中,采用CCF700炭纤维制备的材料A的摩擦因数较高、波动明显,而采用CCF300炭纤维制备的材料B的摩擦因数稳定在0.28左右。同时,刹车盘A和B的刹车过程相对平稳,刹停时间短,但刹车盘C在刹车结束前有明显的刹车力矩回升,有利于刹车过程的稳定性。材料A表面形成较厚的摩擦层,而材料B的摩擦表面摩擦层较薄,这与CCF300炭纤维具有良好的耐磨性有关。
Three kinds of carbon-carbon composites for aircraft braking were made by using domestic PAN-based carbon fiber CCF700 （A） and CCF300 （B） as well as Toray T300 （C）. The carbon fibers were fabricated into two-dimensional needle carbon felt and then were densitied by chemical vapor deposition with resin impregnation and carbonization process. Brake properties of the three C/C composites were tested on HJDS- Ⅱ dynamometer. The results show that the graphitization degrees of the samples reinforced by domestic carbon fiber are lower than that of the sample reinforced by Toray carbon fiber. The deceleration rates of domestic samples are higher than that of the T300-reinforced composites （C） under normal landing. Friction coefficient of CCF700-reinforced composites （A） is high and fluctuant, but the friction coefficient of CCF300-reinforced composites （B） is stabilized on 0.28. At the same time, the braking processes of composites A and B are relatively stable and the braking time is short. However, the braking moment of composites C has an obvious rally at the end of the brake, which is conducive to the stability of the braking process. Morphology of the wear surface shows that a thick friction layer forms on the surface of composites A while the friction layer on composites B appears to be thin, which is directly related to the different wear resistance of the carbon fibers.
出处
《粉末冶金材料科学与工程》
EI
北大核心
2017年第1期108-114,共7页
Materials Science and Engineering of Powder Metallurgy
基金
国家XX规划项目相关基础研究资助项目
关键词
国产炭纤维
炭/炭复合材料
刹车盘
制动摩擦
刹车力矩
domestic carbon fibers
carbon/carbon composites
brake discs
braking friction
brake moment
