JPH0925970A - Brake material for aircraft - Google Patents
Brake material for aircraftInfo
- Publication number
- JPH0925970A JPH0925970A JP17625095A JP17625095A JPH0925970A JP H0925970 A JPH0925970 A JP H0925970A JP 17625095 A JP17625095 A JP 17625095A JP 17625095 A JP17625095 A JP 17625095A JP H0925970 A JPH0925970 A JP H0925970A
- Authority
- JP
- Japan
- Prior art keywords
- carbon fiber
- torque value
- brake
- lbs
- carbon
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Braking Arrangements (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は環状ディスク形状の炭素
繊維強化炭素（Ｃ／Ｃ）複合材よりなり、特に航空機の
車輪に取付けられる多層ディスクブレーキ用のブレーキ
ディスク材に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an annular disc-shaped carbon fiber reinforced carbon (C / C) composite material, and more particularly to a brake disc material for a multi-layer disc brake mounted on an aircraft wheel.
【０００２】[0002]
【従来の技術】一般のブレーキ材料は回転体と固定体を
摩擦接合することにより運動エネルギーを熱エネルギー
へ変換させ、運動している物体を減速、さらには停止さ
せる機能を持っているものである。近年高速化や大型化
による重量増により、特に航空機用ブレーキ材として
は、Ｃ／Ｃ複合材が、その優れた熱伝導率と、大きな熱
容量、高強度等から、多くの飛行機で実用化される様に
なってきている。2. Description of the Related Art A general brake material has a function of converting kinetic energy into heat energy by frictionally connecting a rotating body and a fixed body, and decelerating and stopping a moving object. . In recent years, due to the increase in weight due to the increase in speed and size, C / C composite materials have been put to practical use in many airplanes due to their excellent thermal conductivity, large heat capacity, high strength, etc., especially as aircraft brake materials. It is becoming like.
【０００３】一般にＣ／Ｃ複合材はＰＡＮ系、ピッチ
系、或いはレーヨン系などの長又は短炭素繊維にフェノ
ール樹脂、フラン樹脂などの熱硬化性樹脂或いはピッチ
類などの熱可塑性樹脂等を含浸又は混合して加熱成形し
たものを非酸化性ガス雰囲気において焼成し、更に緻密
化、黒鉛化処理することにより製造されている。In general, a C / C composite material is prepared by impregnating a long or short carbon fiber such as PAN, pitch or rayon with a thermosetting resin such as phenol resin or furan resin or a thermoplastic resin such as pitch. It is manufactured by baking in a non-oxidizing gas atmosphere, mixing and heat-molding, and further densifying and graphitizing.
【０００４】[0004]
【発明が解決しようとする課題】そして航空機用のＣ／
Ｃブレーキ材として望まれている特性としては、第一に
定められた停止距離以内に停止できる制動能力を有する
材料であること、つまり適度な摩擦係数を有する材料で
あることである。第２に着陸時や走行時のブレーキ操作
時に過大な制動トルク値を発生し、いわゆるガク効きを
起こせしめたり、機体の脚部に過大な荷重を負わせたり
しない性状を有していることが望まれる。すなわち過大
な摩擦係数を有しない材料で且つ最大ピークトルク値が
適度な値を示す材料であることである。C / for aircraft and
The characteristic desired as a C-brake material is that it is a material having a braking ability capable of stopping within the first determined stopping distance, that is, a material having an appropriate friction coefficient. Secondly, it has the property that excessive braking torque value is generated during landing and braking during running, so that it does not cause so-called stuttering effect and does not impose excessive load on the legs of the aircraft. desired. That is, it means that the material does not have an excessive friction coefficient and the maximum peak torque value shows an appropriate value.
【０００５】第３に航空機は滑走路上においてエンジン
起動時においても停止状態を維持する制動力を有する必
要がある。つまり適度なブレーキ圧力において停止状態
を維持するだけの静的トルク値を示す材料であることで
ある。最後に摩耗量が小さいことが必要である。Ｃ／Ｃ
複合材はマトリックス炭素と炭素繊維からなるものであ
るが、ブレーキ材として使用した時には摺動面から炭素
繊維又はマトリックス炭素がはがれ落ちることにより、
摩耗し使用回数に限界があるがこれを大巾に改良し、ブ
レーキの寿命を延ばすことである。Thirdly, the aircraft needs to have a braking force on the runway that maintains a stopped state even when the engine is started. In other words, it is a material that exhibits a static torque value sufficient to maintain the stopped state at an appropriate brake pressure. Finally, it is necessary that the amount of wear is small. C / C
The composite material consists of matrix carbon and carbon fiber, but when used as a brake material, carbon fiber or matrix carbon peels off from the sliding surface,
Although it wears and there is a limit to the number of times it can be used, it is necessary to greatly improve this to prolong the life of the brake.
【０００６】[0006]
【課題を解決するための手段】そこで発明者等は、上記
の課題を解決すべく鋭意検討を繰り返した結果、特定の
材料と製法を用いることにより、環状ディスク形状のＣ
／Ｃ複合材製のステーターとローターを交互に配置して
使用されるブレーキ材であって、該Ｃ／Ｃ複合材が、 （１）動的摩擦係数が０．１７〜０．２３ （２）最大ピークトルク値 ５７００〜６３００（ＦＴ−ＬＢＳ） （３）最小静的トルク値 ２０００〜３０００（ＦＴ−ＬＢＳ） （４）摩耗量 ３×１０-4ｍｍ／回／面以下 である航空機用Ｃ／Ｃブレーキ材が得られ、上述の課題
が容易に達成されることを見出し、本発明に到達した。Therefore, as a result of repeated studies to solve the above-mentioned problems, the inventors of the present invention have found that by using a specific material and manufacturing method, an annular disk-shaped C
Brake material used by alternately arranging stators and rotors made of / C composite material, wherein the C / C composite material has (1) a dynamic friction coefficient of 0.17 to 0.23 (2) Maximum peak torque value 5700 to 6300 (FT-LBS) (3) Minimum static torque value 2000 to 3000 (FT-LBS) (4) Abrasion amount 3 × 10 -4 mm / time / surface C / for aircraft The present invention has been accomplished by finding that a C-brake material can be obtained and the above-mentioned problems can be easily achieved.
【０００７】以下、本発明を詳細に説明する。本発明で
用いる炭素繊維としては、ピッチ系、ＰＡＮ系、あるい
はレーヨン系炭素繊維等の公知のものが使用出来るが特
にピッチ系炭素繊維を用いるのが望ましくさらに云え
ば、炭素繊維の引張弾性率が１０〜２５ｔ／ｍｍ2 のも
ので、不活性ガス雰囲気下で１６００〜２０００℃で焼
成して引張弾性率が５０ｔ／ｍｍ 2 以上に変換される性
質を有するものであるとさらに望ましい。Hereinafter, the present invention will be described in detail. In the present invention
The carbon fibers used are pitch-based, PAN-based, or
Known materials such as rayon-based carbon fiber can be used, but
It is desirable to use pitch-based carbon fiber for
For example, the tensile elastic modulus of carbon fiber is 10-25t / mmTwoNomo
So it should be baked at 1600 to 2000 ° C in an inert gas atmosphere.
The tensile modulus of elasticity is 50t / mm TwoSex converted to more
It is more desirable that it has quality.
【０００８】用いられる炭素繊維の形態としては複数の
単繊維からなるトウ、ストランド、ロービング、ヤーン
等の形態であり、これらをカッティングすることにより
得られる短繊維を用いるのが好ましい。これら短繊維は
複数の短繊維の束から形成されており、本発明において
は、通常０．３〜１００ｍｍ、好ましくは５〜５０ｍｍ
程度の短繊維を使用し、Ｃ／Ｃ複合材とする際に該短繊
維を解繊し、分散し、二次元ランダムのシートを作製
し、マトリックス物質をその間に充填させることが好ま
しい。The carbon fiber used may be in the form of tow, strand, roving, yarn or the like composed of a plurality of single fibers, and it is preferable to use short fibers obtained by cutting these. These short fibers are formed from a bundle of a plurality of short fibers, and in the present invention, usually 0.3 to 100 mm, preferably 5 to 50 mm.
It is preferable to use short fibers of a certain degree and disintegrate and disperse the short fibers when forming a C / C composite material to prepare a two-dimensional random sheet, and fill the matrix substance between them.
【０００９】ここで、乾式解繊し、二次元ランダムに配
向したシートの具体的な製造方法としては例えば紡績に
おいて一般的な機械的に炭素繊維をモノフィラメント化
し、シートを作製するランダムウェバーを使用して製造
したり、またはエアーにより解繊し、シートを製造する
方法などがある。Here, as a specific method for producing a sheet which is dry defibrated and is oriented in a two-dimensional random manner, for example, a random webber is used which is generally used in spinning to mechanically convert carbon fibers into monofilaments to produce a sheet. And a method of defibrating with air to produce a sheet.
【００１０】また、湿式解繊し、二次元ランダムに配向
したシートを製造する方法としては、例えばパルプ等の
叩解処理に通常使用されているビーターや解繊処理に用
いられるパルパーを使用し、溶媒中で短繊維状炭素繊維
を解繊後、例えば底部にスクリーンを有する型枠等に少
量ずつ供給したり、解繊後攪拌等の手段で均一に分散さ
せ、金網等で抄紙後、乾燥させて作製する方法がある。
短繊維状の炭素繊維を均一に分散させる溶媒としては、
好ましくは水、あるいはアセトン、炭素数１〜５のアル
コール、アントラセン油等を用いるがその他の有機溶剤
を用いてもよい。又該溶媒中にフェノール樹脂、フラン
樹脂あるいはピッチ等を分散もしくは溶解させておく
と、炭素繊維同志が接着された状態となり、次工程での
取り扱いをより容易とするので好ましい。更に、繊維素
グリコール酸ナトリウム、ポリビニルアルコール、ヒド
ロキシセルロース等の増粘剤を溶媒中に加えておくと、
その効果が更に増大となるので好ましい。As a method for wet-defibration to produce a two-dimensionally randomly oriented sheet, for example, a beater usually used for beating of pulp or the like or a pulper used for defibration is used, and a solvent is used. After defibrating the short fibrous carbon fibers in the medium, for example, it is supplied little by little to a mold having a screen at the bottom, or after the defibration, it is uniformly dispersed by means such as stirring, papermaking with a wire mesh etc., and drying. There is a method of making.
As a solvent for uniformly dispersing short fiber carbon fibers,
Preferably, water, acetone, alcohol having 1 to 5 carbon atoms, anthracene oil, or the like is used, but other organic solvent may be used. Further, it is preferable to disperse or dissolve the phenol resin, furan resin, pitch or the like in the solvent, because the carbon fibers are adhered to each other and the handling in the next step becomes easier. Furthermore, if a thickening agent such as sodium fibrin glycolate, polyvinyl alcohol, or hydroxycellulose is added to the solvent,
This is preferable because the effect is further increased.
【００１１】シートの目付（１ｍ2 当りの重量）として
は、種々のものが取り得るが、取り扱い性、含浸性、均
一性を考えると１０〜５００ｇ／ｍ2 が最適である。こ
の様にして得られた二次元ランダムに配向したシートに
フェノール樹脂、フラン樹脂、あるいは石油系、石炭系
ピッチ等のマトリックスを含浸させた後乾燥する。その
際、マトリックスはアルコール、アセトン、アントラセ
ン油等の溶媒に溶解して適正な粘度に調整したものを使
用する。The basis weight (weight per 1 m 2 ) of the sheet may be various, but 10 to 500 g / m 2 is optimal in view of handleability, impregnation property and uniformity. The two-dimensional randomly oriented sheet thus obtained is impregnated with a phenol resin, furan resin, or a matrix such as petroleum-based or coal-based pitch and then dried. At this time, the matrix used is one dissolved in a solvent such as alcohol, acetone, anthracene oil or the like and adjusted to an appropriate viscosity.
【００１２】次いで、この乾燥したシートを積層して金
型へ充填し１００〜５００℃の温度で加圧成形してＶｆ
（繊維含有量）＝５〜６５％、好ましくは１０〜６５
％、さらに好ましくは４５〜５５％程度の成形体を得
る。その後、Ｎ2 ガスなどの不活性ガス雰囲気中で１〜
２００℃／ｈの昇温速度で８００〜２５００℃まで昇温
し、焼成してＣ／Ｃ複合材を得る。Then, the dried sheets are laminated, filled in a mold, and pressure-molded at a temperature of 100 to 500 ° C. to obtain Vf.
(Fiber content) = 5-65%, preferably 10-65
%, More preferably about 45 to 55% of a molded product is obtained. After that, in an inert gas atmosphere such as N 2 gas,
The temperature is raised to 800 to 2500 ° C. at a heating rate of 200 ° C./h and fired to obtain a C / C composite material.
【００１３】上記焼成したＣ／Ｃ複合材を適宜、例えば
ＣＶＤを単独又はピッチ及び／又はピッチと組み合わせ
ることにより緻密化処理を行ない、さらに強度の向上を
図るのが良い。具体的には、次の２種が挙げられる。The sintered C / C composite material may be appropriately densified by, for example, CVD alone or in combination with pitch and / or pitch to further improve the strength. Specifically, there are the following two types.
【００１４】１）樹脂又はピッチによる緻密化処理 所定温度に加熱された槽に上記Ｃ／Ｃ複合材を載置し、
槽内を真空とした後、樹脂又は溶融ピッチを供給し、焼
成により生じた空隙にマトリックスを含浸する。この後
再度８００〜２５００℃の温度で焼成する。上記工程を
繰り返すことにより目的のＣ／Ｃ複合材の緻密化処理を
行う。1) Densification treatment with resin or pitch The above C / C composite material is placed in a bath heated to a predetermined temperature,
After the inside of the tank is evacuated, resin or molten pitch is supplied, and the voids formed by firing are impregnated with the matrix. After that, firing is performed again at a temperature of 800 to 2500 ° C. By repeating the above steps, the target C / C composite material is densified.
【００１５】２）ＣＶＤによる緻密化処理 誘導加熱コイル又は、抵抗加熱等により反応器内に載置
した上記Ｃ／Ｃ複合材を加熱し、メタン又はプロパンの
様な炭化水素類あるいはハロゲン化炭化水素類の蒸気を
Ｈ2 ガス、Ａｒガス或いはＮ2 ガスと共に反応器内へ供
給し、生成する熱分解炭素で空隙を含浸し、緻密化す
る。さらに必要に応じて黒鉛化処理を行うことができ
る。2) Densification treatment by CVD The above-mentioned C / C composite material placed in the reactor is heated by an induction heating coil or resistance heating, and hydrocarbons such as methane or propane or halogenated hydrocarbons are heated. The same kind of vapor is supplied into the reactor together with H 2 gas, Ar gas or N 2 gas, and the generated pyrolytic carbon impregnates the voids to densify. Further, a graphitization treatment can be performed if necessary.
【００１６】ＣＶＤ又はＣＶＤとピッチ及び／又は樹脂
による緻密化はＣＶＤ体積％が１５〜３０％となる迄緻
密化した後、必要に応じて嵩密度が１．５０〜１．９
０、好ましくは１．５５〜１．８５、さらに好ましくは
１．６０〜１．７５になるまで緻密化される。In the densification with CVD or CVD and pitch and / or resin, the densification is performed until the CVD volume% is 15 to 30%, and then the bulk density is 1.50 to 1.9 if necessary.
It is densified to 0, preferably 1.55 to 1.85, and more preferably 1.60 to 1.75.
【００１７】そして、緻密化の後に黒鉛化される場合
も、黒鉛化後の嵩密度が１．５０〜１．９０、好ましく
は１．５５〜１．８５、さらに好ましくは１．６０〜
１．７５になるまで緻密化される。該黒鉛化処理は１４
００〜２４００℃、好ましくは１５００℃〜２０００℃
で行なわれる。Also, when graphitized after densification, the bulk density after graphitization is 1.50 to 1.90, preferably 1.55 to 1.85, and more preferably 1.60.
It is densified to 1.75. The graphitization treatment is 14
00-2400 ° C, preferably 1500 ° C-2000 ° C
It is done in.
【００１８】この様にして製造されたＣ／Ｃ複合材はロ
ックウェル硬度計で測定した硬度が７０〜１２５ＨＲ
Ｐ、好ましくは９５〜１２０ＨＲＰであることが好まし
く、Ｖｆ（ＣＦ体積含有率）としては１０〜５０％、好
ましくは３０〜４５％が好ましい。The C / C composite material thus manufactured has a hardness of 70 to 125 HR as measured by a Rockwell hardness tester.
P, preferably 95 to 120 HRP, and Vf (CF volume content) is 10 to 50%, preferably 30 to 45%.
【００１９】以下にブレーキ性能の試験方法について説
明する。 （ブレーキ性能試験）航空機ブレーキ用材料としての試
験は、図１の様にＣ／Ｃ複合材からローター３枚、ステ
ーター２枚、オグジアリーステーター２枚を加工して作
成したブレーキ部品を組み立て行なう。The method of testing the braking performance will be described below. (Brake Performance Test) As a test for an aircraft brake material, as shown in FIG. 1, a brake component made by processing three rotors, two stators, and two auxiliary stators from a C / C composite material is assembled. .
【００２０】回転表面速度が１７０ｋｍ／ｈｒに調節
し、この初速度から停止までの吸収エネルギーが１．８
５×１０6 〜２．５３ＦＴ−ＬＢＳになる様に設定され
たフライホイールに外径５５．８ｃｍのタイヤに上記ブ
レーキ部品を取り付けたものをタイヤがフライホイール
表面で空滑りしないのに充分な押し付け圧で押し当て、
ブレーキ材に対して面圧５〜７ｋｇ／ｃｍ2 の圧力をか
けて４２０ｍ以内の制動距離で停止させたときの停止時
間と面圧から動摩擦係数（μ）を算出する。The rotating surface speed was adjusted to 170 km / hr, and the absorbed energy from the initial speed to the stop was 1.8.
5 × 10 6 to 2.53 FT-LBS flywheel set to a tire with an outer diameter of 55.8 cm with the above brake parts attached to it so that the tire does not slip on the flywheel surface. Press with pressure,
The dynamic friction coefficient (μ) is calculated from the stop time and the surface pressure when the surface pressure of 5 to 7 kg / cm 2 is applied to the brake material and the brake material is stopped within a braking distance of 420 m.
【００２１】最大ピークトルク値は、上記と同様の試験
装置でフライホイールの回転表面速度を９２．６ｋｍ／
ｈｒとし、ブレーキ材に対して面圧１３ｋｇ／ｃｍ2 で
停止させた時に発生した最大トルク値として計測され
る。静的トルク値は、上記と同様の試験装置でブレーキ
材に対して面圧１３ｋｇ／ｃｍ2 で、停止させた状態で
フライホイール又はタイヤを回転させる時に必要なトル
ク値から計測される。The maximum peak torque value was obtained by using the same test equipment as above for the flywheel rotating surface speed of 92.6 km / km.
It is set as hr and is measured as the maximum torque value generated when the brake material is stopped at a surface pressure of 13 kg / cm 2 . The static torque value is measured from the torque value required when the flywheel or the tire is rotated in a stopped state with a surface pressure of 13 kg / cm 2 against the brake material with the same test device as described above.
【００２２】摩耗量は動的摩擦係数を算出する為の試験
を５〜５０回繰り返し行ない、試験終了前後の厚さの変
化から計測される。The amount of wear is measured by repeating the test for calculating the dynamic friction coefficient 5 to 50 times and changing the thickness before and after the test.
【００２３】[0023]
【実施例】以下、本発明を、実施例を用いて、より詳細
に説明するが、本発明はその要旨を越えない限り、実施
例に限定されるものではない。EXAMPLES Hereinafter, the present invention will be described in more detail with reference to examples, but the present invention is not limited to the examples unless it exceeds the gist thereof.
【００２４】（実施例１）３０ｍｍ長に切断したピッチ
系炭素繊維（三菱化学製「ダイアリード」Ｋ３２１）を
解繊し、二次元ランダムに配向した１７６ｇ／ｍ2 の炭
素繊維シートを得た。このシートへエタノールで希釈し
たフェノール樹脂を含浸させた後、乾燥し、目付量３１
６ｇ／ｍ2 のフェノール樹脂を含浸したシートを作製し
た。このシートを金型内へ積層し、２５０℃にて加圧成
形しＶｆ≒５０％の成形体を得た。この成形体を加熱炉
で焼成したあと前述のＣＶＤによる緻密化処理（ＣＶＤ
体積％≒２０％）樹脂又はピッチによる緻密化処理を行
ない嵩密度≒１．６８、Ｖｆ＝４０％、ロックウェル硬
度１００〜１１０ＨＲＰのＣ／Ｃ複合材を得た。(Example 1) Pitch-based carbon fibers ("DIAREAD" K321 manufactured by Mitsubishi Chemical Co., Ltd.) cut into a length of 30 mm were defibrated to obtain a two-dimensional randomly oriented carbon fiber sheet of 176 g / m 2 . This sheet is impregnated with a phenol resin diluted with ethanol and then dried.
A sheet impregnated with 6 g / m 2 of phenolic resin was prepared. This sheet was laminated in a mold and pressure-molded at 250 ° C. to obtain a molded body having Vf≈50%. This compact is fired in a heating furnace and then densified by the above-mentioned CVD (CVD
Densification treatment with a resin or pitch was performed to obtain a C / C composite material having a bulk density of 1.68, Vf = 40%, and Rockwell hardness of 100 to 110 HRP.
【００２５】このＣ／Ｃ複合材のブレーキ性能試験を摺
動面半径１０５ｍｍ、７枚の合計厚さ１０５ｍｍとして
行ったところ、 動的摩擦係数 ０．２１ 最大ピークトルク値 ６１２０（ＦＴ−ＬＢＳ） 最小静的トルク値 ２２００〜２９５０（ＦＴ−
ＬＢＳ） 摩耗量 ２．５×１０-4ｍｍ／回／面 の結果を得た。A brake performance test of this C / C composite material was carried out with a sliding surface radius of 105 mm and a total thickness of 7 sheets of 105 mm. Dynamic friction coefficient 0.21 maximum peak torque value 6120 (FT-LBS) minimum Static torque value 2200-2950 (FT-
LBS) Abrasion amount of 2.5 × 10 −4 mm / time / face was obtained.
【００２６】（実施例２）実施例１と同様の２次元ラン
ダム炭素繊維シート（１２２ｇ／ｍ2 ）にフェノール樹
脂を含浸させ、目付２４２ｇ／ｍ2 のシートとした。こ
れを実施例１と同様に成形し、Ｖｆ≒４５％の成形体を
得た。この成形体に実施例１と同様の方法で緻密化処理
を行い、嵩密度≒１．６３、Ｖｆ＝３５％、ロックウェ
ル硬度１１０〜１２０ＨＲＰのＣ／Ｃ複合材を得た。(Example 2) The same two-dimensional random carbon fiber sheet (122 g / m 2 ) as in Example 1 was impregnated with phenol resin to obtain a sheet having a basis weight of 242 g / m 2 . This was molded in the same manner as in Example 1 to obtain a molded product having Vf≈45%. The compact was subjected to a densification treatment in the same manner as in Example 1 to obtain a C / C composite material having a bulk density of 1.63, Vf = 35%, and Rockwell hardness of 110 to 120 HRP.
【００２７】このＣ／Ｃ複合材のブレーキ性能試験をし
たところ、 動的摩擦係数 ０．１７ 最大ピークトルク値 ５７３０（ＦＴ−ＬＢＳ） 最小静的トルク値 ２０４０〜２３００（ＦＴ−
ＬＢＳ） 摩耗量 ２．４×１０-4ｍｍ／回／面 の結果を得た。A brake performance test of this C / C composite material was carried out. As a result, dynamic friction coefficient 0.17 maximum peak torque value 5730 (FT-LBS) minimum static torque value 2040 to 2300 (FT-
LBS) The amount of wear was 2.4 × 10 −4 mm / time / face.
【００２８】（比較例１）実施例１と同様の成形体を加
熱炉で焼成したあと、ピッチのみで緻密化を行い、嵩密
度≒１．８２、Ｖｆ＝４０％、ロックウェル硬度１００
〜１１０ＨＲＰのＣ／Ｃ複合材を得た。(Comparative Example 1) A compact similar to that of Example 1 was fired in a heating furnace and then densified only by the pitch to obtain a bulk density of 1.82, Vf = 40%, and Rockwell hardness of 100.
A C / C composite of ~ 110 HRP was obtained.
【００２９】このＣ／Ｃ複合材のブレーキ性能試験を行
った結果、実施例１と硬度もＶｆも同等で密度はむしろ
高いにもかかわらず、 動的摩擦係数 ０．３４ 摩耗量 ４．９×１０-4ｍｍ／回／面 と、実施例１に比べ、大きく劣る結果となった。As a result of a brake performance test of this C / C composite material, the coefficient of dynamic friction was 0.34, the wear amount was 4.9 ×, even though the hardness and Vf were the same as in Example 1 and the density was rather high. The result was 10 −4 mm / turn / side, which was significantly inferior to that of Example 1.
【００３０】[0030]
【発明の効果】本発明により、航空機用ブレーキとして
最適な炭素繊維強化炭素材を得た。According to the present invention, the optimum carbon fiber reinforced carbon material as an aircraft brake was obtained.
【図１】図１は、本発明にて用いたブレーキ材の試験方
法の説明図である。FIG. 1 is an explanatory diagram of a test method for a brake material used in the present invention.
１ ローター ２ ステーター ３ オグジアリステータ 1 Rotor 2 Stator 3 Oggia Restator
───────────────────────────────────────────────────── フロントページの続き (72)発明者 岡本 隆行 神奈川県相模原市麻溝台１丁目12番１号 カヤバ工業株式会社内 (72)発明者 山本 巌 香川県坂出市番の州町１番地 三菱化学株 式会社坂出事業所内 (72)発明者 深川 敏弘 香川県坂出市番の州町１番地 三菱化学株 式会社坂出事業所内 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Takayuki Okamoto 1-12-1, Asamizodai, Sagamihara-shi, Kanagawa Kayaba Industry Co., Ltd. Inside the Sakaide Plant (72) Inventor Toshihiro Fukagawa 1 Kyushu Town, Sakaide City, Kagawa Prefecture Mitsubishi Chemical Co., Ltd. Inside the Sakaide Plant
Claims (1)
（Ｃ／Ｃ）複合材製のステーターとローターを交互に配
置して使用されるブレーキ材であって、該Ｃ／Ｃ複合材
が、 （１）動的摩擦係数が０．１７〜０．２３ （２）最大ピークトルク値 ５７００〜６３００（ＦＴ−ＬＢＳ） （３）最小静的トルク値 ２０００〜３０００（ＦＴ−ＬＢＳ） （４）摩耗量 ３×１０-4ｍｍ／回／面以下 である航空機用Ｃ／Ｃブレーキ材。1. A brake material made of carbon fiber reinforced carbon (C / C) composite material in the shape of an annular disk, wherein the stator and the rotor are alternately arranged, and the C / C composite material comprises: ) Dynamic friction coefficient is 0.17 to 0.23 (2) Maximum peak torque value 5700 to 6300 (FT-LBS) (3) Minimum static torque value 2000 to 3000 (FT-LBS) (4) Wear amount 3 C / C brake material for aircraft having a density of x10 -4 mm / turn / surface or less
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17625095A JP3859748B2 (en) | 1995-07-12 | 1995-07-12 | Aircraft brake materials |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17625095A JP3859748B2 (en) | 1995-07-12 | 1995-07-12 | Aircraft brake materials |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0925970A true JPH0925970A (en) | 1997-01-28 |
| JP3859748B2 JP3859748B2 (en) | 2006-12-20 |
Family
ID=16010286
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17625095A Expired - Lifetime JP3859748B2 (en) | 1995-07-12 | 1995-07-12 | Aircraft brake materials |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3859748B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10040543B2 (en) * | 2010-03-12 | 2018-08-07 | Goodrich Corporation | Tapered brake disk |
-
1995
- 1995-07-12 JP JP17625095A patent/JP3859748B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10040543B2 (en) * | 2010-03-12 | 2018-08-07 | Goodrich Corporation | Tapered brake disk |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3859748B2 (en) | 2006-12-20 |
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