JP2010077341A - Brake friction material - Google Patents
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本発明は、自動車等のブレーキ摩擦材に関するものである。 The present invention relates to a brake friction material for an automobile or the like.
従来、自動車等のブレーキ摩擦材には、補強材として、スチール繊維などの金属繊維、セラミック繊維、アラミド繊維、チタン酸カリウム繊維、あるいはチタン酸ナトリウム多結晶繊維等の天然または人造の繊維等が使用されている。
このブレーキ摩擦材は、上記の補強材の他、フェノール樹脂などの結合材、黒鉛、二硫化モリブデンなどの潤滑材、カシューダスト、セラミック粉、金属粉などの摩擦調整材、硫酸バリウムなどの充填材、及び水酸化カルシウムなどのｐＨ調整材などを数種混合し、その後、常温にて圧縮成形（予備成形）し、次いで、予め接着剤を塗布した裏金とともに加熱圧縮成形し、さらに熱処理した後、溝加工や表面研磨を施すことにより製造されている。
Conventionally, brake friction materials for automobiles, etc., use natural or artificial fibers such as metal fibers such as steel fibers, ceramic fibers, aramid fibers, potassium titanate fibers or sodium titanate polycrystalline fibers as reinforcing materials. Has been.
In addition to the above reinforcing materials, this brake friction material is a binder such as phenol resin, a lubricant such as graphite and molybdenum disulfide, a friction adjusting material such as cashew dust, ceramic powder and metal powder, and a filler such as barium sulfate. , And several kinds of pH adjusting materials such as calcium hydroxide, and then compression molding at room temperature (preliminary molding), then heat compression molding together with a backing metal previously coated with an adhesive, and further heat treatment, Manufactured by grooving or surface polishing.
このようなブレーキ摩擦材としては、既に、本発明者等により、変性無しのフェノール樹脂及び未加硫のニトリルゴム粉末を結合材とし、金属繊維、チタン酸カリウム板状繊維、ウオラストナイト、ロックウールを含有したブレーキ摩擦材が提案されている（特許文献１）。
このブレーキ摩擦材は、摩擦材中に均一分散が容易な平均粒径が１０〜２０μｍのチタン酸カリウム板状繊維を含んでいることから、剪断強度及び接着強度が高く、摩擦特性の安定性、異音の低減性に優れたものとなっている。
また、硬化性の良い変性無しのフェノール樹脂を含んでいることから、加熱成形の時間が短縮され、製造が容易なものとなっている。
This brake friction material contains potassium titanate plate-like fibers having an average particle diameter of 10 to 20 μm that can be easily uniformly dispersed in the friction material, so that the shear strength and the adhesive strength are high, the stability of the friction characteristics, It has excellent noise reduction.
In addition, since it contains a hardened and unmodified phenolic resin, the time for heat molding is shortened and the production is easy.
ところで、近年の自動車の性能の向上に伴い、ブレーキ摩擦材においても特性の向上が求められており、摩擦特性、異音性能、品質安定性等に対して、さらなる特性の向上が求められている。特に、ブレーキ摩擦材の鳴きは、大きな課題の一つであり、摩擦係数を高くすると鳴きが発生し易くなり、改善が必要であった。
しかしながら、本発明者等が提案したチタン酸カリウム板状繊維を含むブレーキ摩擦材においては、多車種にパッドを装着した場合、特定の車種、特定の条件下にて鳴きが発生するという問題があった。
特に、常用時の摩擦係数を０．４５程度と高く設定した場合、鳴きが発生し易くなり、高くかつ安定した摩擦係数の確保と、鳴きの低減とを両立させることが難しい。
By the way, with improvement in performance of automobiles in recent years, improvement in characteristics is also required in brake friction materials, and further improvement in characteristics is required for friction characteristics, abnormal noise performance, quality stability, etc. . In particular, the squealing of the brake friction material is one of the major problems. When the friction coefficient is increased, the squealing is likely to occur and improvement is required.
However, the brake friction material including the potassium titanate plate-like fibers proposed by the present inventors has a problem that squeal occurs under a specific vehicle type and a specific condition when a pad is attached to multiple vehicle types. It was.
In particular, when the friction coefficient during normal use is set as high as about 0.45, squealing is likely to occur, and it is difficult to achieve both high and stable friction coefficient and reduction of squealing.
本発明は上記事情に鑑みてなされたものであって、摩擦特性の安定性と異音の低減性を両立させることができ、しかも品質安定性に優れ、製造が容易なブレーキ摩擦材を提供することを目的とする。 The present invention has been made in view of the above circumstances, and provides a brake friction material that can achieve both stability of friction characteristics and reduction of abnormal noise, and is excellent in quality stability and easy to manufacture. For the purpose.
本発明者等は、上記課題を解決するために鋭意検討を行った結果、少なくとも強化繊維、結合材、潤滑材、摩擦調整材、及び充填材を含有してなるブレーキ摩擦材の全体量を１００質量％としたときに、スチール繊維を５〜１０質量％、平均繊維長が２〜３ｍｍの銅繊維を５〜１０質量％、粒径が５〜７５μｍの亜鉛粉を２〜５質量％、含有することとすれば、常用時の摩擦係数を高く設定した場合においても、鳴きが発生し難くなり、高くかつ安定した摩擦係数の確保と、鳴きの低減とを両立させることができることを見出し、本発明を完成するに至った。 As a result of intensive studies to solve the above problems, the present inventors have determined that the total amount of brake friction material containing at least reinforcing fibers, binders, lubricants, friction modifiers, and fillers is 100. When 5% by mass, 5 to 10% by mass of steel fibers, 5 to 10% by mass of copper fibers having an average fiber length of 2 to 3 mm, and 2 to 5% by mass of zinc powder having a particle size of 5 to 75 μm are contained. As a result, even if the friction coefficient during normal use is set high, it is difficult for squeal to occur, and it is possible to achieve both high and stable friction coefficient and reduction of squeal. The invention has been completed.
すなわち、本発明のブレーキ摩擦材は、少なくとも強化繊維、結合材、潤滑材、摩擦調整材、及び充填材を含有してなるブレーキ摩擦材において、このブレーキ摩擦材の全体量を１００質量％としたとき、スチール繊維を５〜１０質量％、平均繊維長が２〜３ｍｍの銅繊維を５〜１０質量％、粒径が５〜７５μｍの亜鉛粉を２〜５質量％、含有してなることを特徴とする。 That is, the brake friction material of the present invention is a brake friction material containing at least a reinforcing fiber, a binder, a lubricant, a friction modifier, and a filler, and the total amount of the brake friction material is 100% by mass. When the steel fiber is 5 to 10% by mass, the copper fiber having an average fiber length of 2 to 3 mm is 5 to 10% by mass, and the zinc powder having a particle size of 5 to 75 μm is 2 to 5% by mass. Features.
前記銅繊維の平均繊維径は５０〜１００μｍであることが好ましい。 The average fiber diameter of the copper fibers is preferably 50 to 100 μm.
本発明のブレーキ摩擦材によれば、ブレーキ摩擦材の全体量を１００質量％としたときに、スチール繊維を５〜１０質量％、平均繊維長が２〜３ｍｍの銅繊維を５〜１０質量％、粒径が５〜７５μｍの亜鉛粉を２〜５質量％、含有したので、常用時の摩擦係数を０．４５程度と高く設定することができ、鳴きを発生し難くすることができ、摩耗量を低減することができる。したがって、高くかつ安定した摩擦係数の確保と、鳴きの低減とを両立させることができる。
以上により、低温低速時から高温高速時までの幅広い範囲に亘って、摩擦係数を向上させかつ安定化することができ、鳴きの発生も防止することができる。
According to the brake friction material of the present invention, when the total amount of the brake friction material is 100% by mass, the steel fiber is 5 to 10% by mass and the copper fiber having an average fiber length of 2 to 3 mm is 5 to 10% by mass. In addition, since 2-5% by mass of zinc powder having a particle size of 5 to 75 μm is contained, the friction coefficient during normal use can be set as high as about 0.45, making it difficult to generate squeal and wear. The amount can be reduced. Therefore, it is possible to achieve both the securing of a high and stable friction coefficient and the reduction of squealing.
As described above, the friction coefficient can be improved and stabilized over a wide range from the low temperature and low speed to the high temperature and high speed, and the occurrence of squeal can also be prevented.
また、銅繊維の平均繊維径を５０〜１００μｍとしたので、銅繊維の分散性を確保することができ、摩擦係数を向上させることができる。
また、気孔率を１５〜２０％としたので、スチール繊維、銅繊維及び亜鉛粉それぞれの全質量を最適化することができ、したがって、剪断強度及び接着強度を高めることができ、摩擦特性の変動が小さくかつ安定性に優れたものとすることができ、異音の防止に優れたものとすることができる。
Moreover, since the average fiber diameter of copper fiber was 50-100 micrometers, the dispersibility of copper fiber can be ensured and a friction coefficient can be improved.
In addition, since the porosity is 15 to 20%, the total mass of each of the steel fiber, copper fiber and zinc powder can be optimized, so that the shear strength and the adhesive strength can be increased, and the friction characteristics vary. Can be small and excellent in stability, and can be excellent in prevention of abnormal noise.
本発明のブレーキ摩擦材を実施するための最良の形態について説明する。
なお、この形態は、発明の趣旨をより良く理解させるために具体的に説明するものであり、特に指定のない限り、本発明を限定するものではない。
The best mode for carrying out the brake friction material of the present invention will be described.
This embodiment is specifically described for better understanding of the gist of the invention, and does not limit the present invention unless otherwise specified.
本実施形態のブレーキ摩擦材は、少なくとも強化繊維、結合材、潤滑材、摩擦調整材、及び充填材を含有してなるブレーキ摩擦材であり、このブレーキ摩擦材の全体量を１００質量％としたとき、スチール繊維を５〜１０質量％、平均繊維長が２〜３ｍｍの銅繊維を５〜１０質量％、粒径が５〜７５μｍの亜鉛粉を２〜５質量％、含有している必要がある。 The brake friction material of this embodiment is a brake friction material containing at least a reinforcing fiber, a binder, a lubricant, a friction adjusting material, and a filler, and the total amount of the brake friction material is 100% by mass. When it is necessary to contain 5 to 10% by mass of steel fiber, 5 to 10% by mass of copper fiber having an average fiber length of 2 to 3 mm, and 2 to 5% by mass of zinc powder having a particle size of 5 to 75 μm. is there.
上記の強化繊維としては、その一部に、このブレーキ摩擦材の全体量１００質量％に対して、スチール繊維を５〜１０質量％含有していることが必要であり、このスチール繊維は、強化繊維中に均一分散していることが好ましい。
ここで、強化繊維としてスチール繊維が好ましい理由は、このスチール繊維は、高温高湿等の環境下においてもブレーキ摩擦材が当接するディスクロータと凝着摩擦することで摩擦係数を向上させることができるので、摩擦特性の安定性、品質安定性に優れているからである。
As the above-mentioned reinforcing fiber, it is necessary to contain 5 to 10% by mass of steel fiber with respect to the total amount of the brake friction material of 100% by mass. It is preferable that it is uniformly dispersed in the fiber.
Here, the reason why the steel fiber is preferable as the reinforcing fiber is that the steel fiber can improve the friction coefficient by cohesive friction with the disk rotor with which the brake friction material abuts even in an environment such as high temperature and high humidity. This is because the friction characteristics and the quality stability are excellent.
ここで、スチール繊維の含有量を５〜１０質量％と限定した理由は、この範囲がスチール繊維の高温時の凝着摩擦による摩擦係数の向上を図ることができるからである。なお、スチール繊維の含有量が５％未満では、高速、高温時の摩擦係数を高く維持することができず、また、１０質量％を超えると、摩擦材とロータとの焼き付きによる摩擦係数の急激な増加を抑制することができなくなり、したがって、凝着摩擦による摩擦の影響が大きくなり、スキール音が発生し易くなるので、好ましくない。
この強化繊維は、その他の繊維として、アラミド繊維等の有機繊維、ロックウール、ウォラストナイト、チタン酸カリウム繊維等の無機繊維、等を含んでもよい。
Here, the reason why the content of the steel fiber is limited to 5 to 10% by mass is that this range can improve the friction coefficient due to the adhesion friction of the steel fiber at a high temperature. If the steel fiber content is less than 5%, the friction coefficient at high speed and high temperature cannot be kept high. If the steel fiber content exceeds 10% by mass, the friction coefficient due to seizure between the friction material and the rotor is abrupt. Therefore, it is not possible to suppress such an increase, and therefore, the influence of friction due to adhesion friction becomes large, and a squeal noise is likely to be generated.
This reinforcing fiber may contain organic fiber such as aramid fiber, inorganic fiber such as rock wool, wollastonite, potassium titanate fiber, and the like as other fibers.
また、銅繊維を５〜１０質量％と限定した理由は、この範囲が銅の柔らかさ及び延性という特徴を生かすことで、低温での摩擦係数の向上を図ることができるからである。なお、銅繊維の含有量が５質量％未満では、摩擦係数の向上を図ることができず、また、１０質量％を超えると、高温高速時の運動エネルギーが大きな時に銅の延性が増し、潤滑性も強調され、その結果、摩擦係数が低下するので、好ましくない。
さらに、この銅繊維の平均繊維径を５０〜１００μｍと限定した理由は、平均繊維径が５０μｍ未満では、摩擦係数の向上を図ることができず、また、平均繊維径が１００μｍを超えると、銅繊維の本数が減少し、このブレーキ摩擦材中での分散性が悪化するので、好ましくない。
Moreover, the reason which limited copper fiber to 5-10 mass% is because the friction coefficient in low temperature can be aimed at by making use of the characteristics of the softness and ductility of this range. If the copper fiber content is less than 5% by mass, the coefficient of friction cannot be improved. If the content exceeds 10% by mass, the ductility of copper increases when the kinetic energy at high temperature and high speed is large, and lubrication occurs. As a result, the friction coefficient is lowered, which is not preferable.
Furthermore, the reason for limiting the average fiber diameter of this copper fiber to 50 to 100 μm is that if the average fiber diameter is less than 50 μm, the friction coefficient cannot be improved, and if the average fiber diameter exceeds 100 μm, copper This is not preferable because the number of fibers decreases and the dispersibility in the brake friction material deteriorates.
摩擦調整材としては、粒径が５〜７５μｍの亜鉛粉を２〜５質量％含有していることが必要であり、この亜鉛粉は、摩擦調整材中に均一分散していることが好ましい。
ここで、亜鉛粉を用いた理由は、亜鉛が金属の中で融点が４２０℃と低く、融解熱も７．３２ｋＪ／ｍｏｌと小さく、モース硬度が２．５と柔らかいからである。
As a friction modifier, it is necessary to contain 2-5 mass% of zinc powder having a particle size of 5 to 75 μm, and this zinc powder is preferably uniformly dispersed in the friction modifier.
Here, the reason why zinc powder is used is that zinc has a melting point as low as 420 ° C., a heat of fusion as small as 7.32 kJ / mol, and a Mohs hardness as soft as 2.5.
この亜鉛粉の粒径は５〜７５μｍの範囲が好ましい。亜鉛粉の粒径が７５μｍを越えると、粒径が大き過ぎるために、低速、低温での制動で摩擦面の温度及び運動エネルギーが低く、亜鉛粉が溶融し難くなり、したがって、制動終了近くで摩擦面の亜鉛粉が溶融し、摩擦係数を僅かに下げることができなくなり、その結果、スキール音が発生し易くなるからである。一方、亜鉛粉の粒径が５μｍ未満であると、粒径が小さ過ぎるために、制動面から脱落しやすくなって亜鉛粉が少なくなることで、亜鉛粉が溶融して摩擦係数が僅かに下がり、スキール音が発生し易くなるからである。 The particle size of the zinc powder is preferably in the range of 5 to 75 μm. If the particle size of the zinc powder exceeds 75 μm, the particle size is too large, so the braking surface is low in temperature and kinetic energy at low speed and low temperature, making it difficult for the zinc powder to melt. This is because the zinc powder on the friction surface melts and the friction coefficient cannot be lowered slightly, and as a result, squeal noise is likely to occur. On the other hand, if the particle size of the zinc powder is less than 5 μm, the particle size is too small, so that the zinc powder is easily dropped off from the braking surface and the zinc powder is reduced, so that the zinc powder melts and the friction coefficient slightly decreases. This is because a squeal noise is likely to occur.
また、亜鉛粉を２〜５質量％とした理由は、亜鉛粉が２質量％未満では、上記理由と同様にスキール音が発生し易くなり、また、５質量％を超えると、高速高温時に亜鉛の溶融による摩擦係数の低下が大きくなるからである。
この摩擦調整材は、亜鉛粉以外の材料としては、有機系摩擦調整材及び無機系摩擦調整材のうちいずれか一方または双方が含まれていることが好ましく、有機系摩擦調整材としては、カシューダスト、ゴム粉等が、無機系摩擦調整材としては、珪酸ジルコニウム、アルミナ、酸化鉄、錫等の粉末が好適に用いられる。
The reason why the zinc powder is 2 to 5% by mass is that if the zinc powder is less than 2% by mass, squeal noise is likely to occur as in the above reason. This is because the decrease in the coefficient of friction due to melting of the metal becomes large.
The friction modifier preferably includes one or both of an organic friction modifier and an inorganic friction modifier as a material other than zinc powder. As the organic friction modifier, As the inorganic friction modifier, dust, rubber powder, etc., powders of zirconium silicate, alumina, iron oxide, tin, etc. are preferably used.
なお、潤滑材としては、黒鉛、コークス、三硫化アンチモン、二硫化モリブデン等が好適に用いられる。
充填材としては、硫酸バリウム等が好適に用いられる。
結合材としては、変性無しのフェノール樹脂等が好適に用いられる。
このブレーキ摩擦材は、必要に応じてｐＨ調整材等を含有してもよい。このｐＨ調整材としては、水酸化カルシウム等が用いられる。
As the lubricant, graphite, coke, antimony trisulfide, molybdenum disulfide, or the like is preferably used.
As the filler, barium sulfate or the like is preferably used.
As the binder, an unmodified phenol resin or the like is preferably used.
This brake friction material may contain a pH adjusting material or the like as necessary. As the pH adjusting material, calcium hydroxide or the like is used.
このような構成とすることにより、スチール繊維、銅繊維及び亜鉛粉それぞれの全質量が最適化される。その結果、剪断強度及び接着強度が高まり、摩擦特性の変動が小さくかつ安定性に優れたものとなり、異音の防止に優れたものとなる。 By setting it as such a structure, the total mass of each of steel fiber, copper fiber, and zinc powder is optimized. As a result, the shear strength and the adhesive strength are increased, the variation in friction characteristics is small and the stability is excellent, and the noise is excellent.
以下、実施例及び比較例により本発明を具体的に説明するが、本発明はこれらの実施例によって限定されるものではない。
「実施例１〜８」
実施例１〜８のプレーキパッド（ブレーキ摩擦材）を作製した。
まず、溶剤を用いて裏金を充分に洗浄し、この裏金にショットブラストまたはリン酸処理等の化成処理を施した後、摩擦材と接する面に接着剤を塗布し乾燥した。
EXAMPLES Hereinafter, although an Example and a comparative example demonstrate this invention concretely, this invention is not limited by these Examples.
"Examples 1-8"
The brake pads (brake friction materials) of Examples 1 to 8 were produced.
First, the backing metal was sufficiently washed with a solvent, and after chemical conversion treatment such as shot blasting or phosphoric acid treatment was applied to the backing metal, an adhesive was applied to the surface in contact with the friction material and dried.
また、スチール繊維、平均繊維径が５０〜１００μｍかつ平均繊維長が２〜３ｍｍの銅繊維、粒径が５〜７５μｍの亜鉛粉、粒径が７５μｍ以下の銅粉、結合材として、フェノール樹脂及び未加硫のニトリルゴム粉末、その他の強化繊維として、チタン酸カリウム板状繊維、ウオラストナイト、ロックウール及びアラミド繊維、潤滑材として黒鉛、コークス等、有機系摩擦調整剤としてカシューダスト、加硫済のゴム粉末等、無機系摩擦調整剤として酸化鉄、珪酸ジルコニウム等の粉末、充填材として硫酸バリウム、ｐＨ調整材として水酸化カルシウムを、所定量秤量し、混合した。
実施例１〜８それぞれの配合量（質量％）を表１に示す。
Further, steel fibers, copper fibers having an average fiber diameter of 50 to 100 μm and an average fiber length of 2 to 3 mm, zinc powder having a particle diameter of 5 to 75 μm, copper powder having a particle diameter of 75 μm or less, a binder, Unvulcanized nitrile rubber powder, other reinforcing fibers such as potassium titanate plate fibers, wollastonite, rock wool and aramid fibers, graphite and coke as lubricants, cashew dust as organic friction modifiers, vulcanization A predetermined amount of powdered rubber powder, powders of iron oxide and zirconium silicate as inorganic friction modifiers, barium sulfate as filler and calcium hydroxide as pH adjuster were weighed and mixed.
Table 1 shows the blending amounts (mass%) of Examples 1 to 8.
ここでは、スチール繊維の含有量が下限値のプレーキパッドを実施例１、スチール繊維の含有量が上限値のプレーキパッドを実施例２、銅繊維の平均繊維径が下限値かつ含有量が下限値のプレーキパッドを実施例３、銅繊維の平均繊維径が下限値かつ含有量が上限値のプレーキパッドを実施例４、銅繊維の平均繊維径が上限値かつ含有量が下限値のプレーキパッドを実施例５、銅繊維の平均繊維径が上限値かつ含有量が上限値のプレーキパッドを実施例６、亜鉛粉の含有量が下限値のプレーキパッドを実施例７、亜鉛粉の含有量が上限値のプレーキパッドを実施例８とした。 Here, the steel pad content is the lower limit value in Example 1, the steel fiber content is the upper limit brake pad example 2, and the copper fiber average fiber diameter is the lower limit value and the content is the lower limit value. Example 3 represents a brake pad having an average fiber diameter of copper fibers having a lower limit value and an upper limit value. Example 4 represents a brake pad having an average fiber diameter of copper fibers having an upper limit value and a lower limit value. Example 5 Example 6 of a copper pad having an upper limit and an average fiber diameter of copper fibers of Example 6, Example 7 of a brake pad having a lower limit of zinc powder content, and an upper limit of zinc powder content Example 8 was used as the value of the brake pad.
その後、この混合物を所定の金型を用いて、５０ＭＰａの圧力かつ常温（２５℃）にて冷間圧縮成形した。
次いで、この冷間圧縮成形品と上記の接着剤を塗布した裏金を、１５０℃に加熱した金型内にセットし、この温度にて４０ＭＰａの圧力で２５０秒加熱圧縮成形した。
次いで、この成型品を２２０℃にて６時間熱処理し、さらに、研磨加工、溝加工を施し、実施例１〜８のプレーキパッドとした。
Thereafter, this mixture was cold compression molded at a normal pressure (25 ° C.) with a pressure of 50 MPa using a predetermined mold.
Next, the cold compression molded product and the back metal coated with the above-mentioned adhesive were set in a mold heated to 150 ° C., and were subjected to heat compression molding at this temperature at a pressure of 40 MPa for 250 seconds.
Next, this molded product was heat-treated at 220 ° C. for 6 hours, and further subjected to polishing and grooving to obtain the brake pads of Examples 1-8.
「比較例１〜９」
スチール繊維の含有量が本発明の下限値より少ないプレーキパッドを比較例１、スチール繊維の含有量が本発明の上限値より多いプレーキパッドを比較例２、銅繊維の含有量が本発明の下限値より少ないプレーキパッドを比較例３、銅繊維の含有量が本発明の上限値より多いプレーキパッドを比較例４、銅繊維の平均繊維径が本発明の下限値より小さいプレーキパッドを比較例５、銅繊維の平均繊維径が本発明の上限値より大きいプレーキパッドを比較例６、亜鉛粉の含有量が本発明の下限値より少ないプレーキパッドを比較例７、亜鉛粉の含有量が本発明の上限値より多いプレーキパッドを比較例８、亜鉛粉の粒径が本発明の上限値より大きいプレーキパッドを比較例９とし、上記実施例１〜８と全く同様にして比較例１〜９のプレーキパッド（ブレーキ摩擦材）を作製した。
比較例１〜９それぞれの配合量（質量％）を表２に示す。
"Comparative Examples 1-9"
Comparative example 1 is a brake pad having a steel fiber content less than the lower limit of the present invention, Comparative Example 2 is a brake pad having a steel fiber content higher than the upper limit of the present invention, and the lower limit of the present invention is a copper fiber content. Comparative Example 3 with a smaller number of brake pads, Comparative Example 4 with a copper pad content greater than the upper limit value of the present invention, and Comparative Example 5 with a brake pad having an average fiber diameter smaller than the lower limit value of the present invention. Comparative Example 6 is a brake pad in which the average fiber diameter of copper fibers is larger than the upper limit of the present invention, Comparative Example 7 is a brake pad in which the content of zinc powder is less than the lower limit of the present invention, and the content of zinc powder is in the present invention. The comparative example 8 is a brake pad having a larger amount than the upper limit value of Comparative Example 8, and the comparative example 9 is a brake pad having a zinc powder particle size larger than the upper limit value of the present invention. Pleikipa De (the brake friction material) were prepared.
Table 2 shows the blending amounts (mass%) of Comparative Examples 1 to 9.
このようにして作製された実施例１〜８及び比較例１〜９のプレーキパッドについて、摩擦特性、パッド摩耗量、実車による鳴き発生頻度をそれぞれ測定した。
摩擦特性は、第２効力試験及び第１フェードリカバリ試験の２項目について、自動車技術会規格ＪＡＳＯ Ｃ ４０６「乗用車−ブレーキ装置−ダイナモメータ試験方法」に基づき測定した。
パッド摩耗量も、自動車技術会規格ＪＡＳＯ Ｃ ４０６「乗用車−ブレーキ装置−ダイナモメータ試験方法」に基づき測定した。
With respect to the brake pads of Examples 1 to 8 and Comparative Examples 1 to 9 thus manufactured, the friction characteristics, the amount of pad wear, and the frequency of occurrence of squealing by an actual vehicle were measured.
The friction characteristics were measured based on the Japan Society of Automotive Engineers standard JASO C 406 “Passenger car-brake device-dynamometer test method” for the second efficacy test and the first fade recovery test.
The amount of pad wear was also measured based on the Japan Society of Automotive Engineers standard JASO C 406 “passenger car-brake device-dynamometer test method”.
鳴き発生頻度は、ブレーキパッドの温度を所定温度範囲とし、ディスクブレーキキャリパへの供給液圧を所定範囲としたときの、それぞれの組み合わせで所定回数、ダイナモメータにより制動試験を行い、このときに発生する音の大きさのレベルが一定値以上となったときの回数を計数して、その割合を算出した。
実施例１〜８の測定結果を表３に、比較例１〜９の測定結果を表４に、それぞれ示す。
The occurrence of squeal occurs when a brake test is performed with a dynamometer a predetermined number of times for each combination when the brake pad temperature is within the predetermined temperature range and the hydraulic pressure supplied to the disc brake caliper is within the predetermined range. The number of times when the volume level of the sound to be played was equal to or higher than a certain value was counted, and the ratio was calculated.
The measurement results of Examples 1 to 8 are shown in Table 3, and the measurement results of Comparative Examples 1 to 9 are shown in Table 4, respectively.
表３、４によれば、実施例１〜８は、比較例１〜９に比べて摩擦特性の変動が小さく安定性に優れ、異音の防止に優れていることが確認された。
また、実施例１〜８は、従来の製造方法をそのまま適用することができるので、製造に格別困難性はなく、製造が容易であることが確認された。
According to Tables 3 and 4, it was confirmed that Examples 1 to 8 had a smaller variation in friction characteristics than Comparative Examples 1 to 9 and were excellent in stability and excellent in preventing abnormal noise.
Moreover, since Examples 1-8 can apply the conventional manufacturing method as it is, it was confirmed that there is no special difficulty in manufacture and manufacture is easy.
本発明は、少なくとも強化繊維、結合材、潤滑材、摩擦調整材、及び充填材を含有してなるブレーキ摩擦材の全体量を１００質量％としたとき、スチール繊維を５〜１０質量％、平均繊維長が２〜３ｍｍの銅繊維を５〜１０質量％、粒径が５〜７５μｍの亜鉛粉を２〜５質量％、含有することにより、摩擦特性の安定性と異音の低減性を両立させ、しかも品質安定性に優れ、製造が容易なものであるから、自動車はもちろんのこと、ブレーキ機構を有する動力機械等へも適用可能であり、その工業的意義は極めて大である。 In the present invention, when the total amount of brake friction material containing at least reinforcing fibers, binders, lubricants, friction modifiers, and fillers is 100% by mass, 5-10% by mass of steel fibers, average By containing 5 to 10% by mass of copper fiber with a fiber length of 2 to 3 mm and 2 to 5% by mass of zinc powder with a particle size of 5 to 75 μm, both frictional stability and noise reduction can be achieved. In addition, since it is excellent in quality stability and easy to manufacture, it can be applied not only to automobiles but also to power machines having a brake mechanism, and its industrial significance is extremely large.
Claims (2)
このブレーキ摩擦材の全体量を１００質量％としたとき、
スチール繊維を５〜１０質量％、平均繊維長が２〜３ｍｍの銅繊維を５〜１０質量％、粒径が５〜７５μｍの亜鉛粉を２〜５質量％、含有してなることを特徴とするブレーキ摩擦材。 In a brake friction material containing at least a reinforcing fiber, a binder, a lubricant, a friction modifier, and a filler,
When the total amount of the brake friction material is 100% by mass,
5-10% by mass of steel fibers, 5-10% by mass of copper fibers having an average fiber length of 2-3 mm, and 2-5% by mass of zinc powder having a particle size of 5-75 μm. Brake friction material.
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