化学气相沉积致密针刺C/C复合材料的结构及力学性能研究

以T300炭纤维无纬布、网胎为原材料,层叠针刺成型炭纤维预制体,并采用化学气相沉积工艺对预制体进行致密,制成密度为1.55 g/cm3的针刺C/C复合材料。对针刺C/C复合材料的微观结构进行了观察分析,并对材料力学性能进行了测试。结果表明:化学气相沉积致密的针刺C/C复合材料呈现出以层间大量垂直纤维束为节点的类钉板状网状结构,这种特殊结构使材料层间结合更好,材料整个结构更加紧密;针刺C/C复合材料内部纤维被沉积形成的热解炭所包裹,热解炭的织构类型为光滑层(SL)和粗糙层(RL)并存;针刺C/C复合材料的各项力学性能均达到了较高水平,并且高温力学性能比常温力学性能有了很大幅度的提高。     

高性能C/C复合材料制备工艺研究

对制备C/C复合材料的化学气相渗透工艺进行了系统的实验研究,着重分析了热解碳的沉积过程。研究表明,在化学气相渗透的初始阶段,热解碳主要在碳纤维表面沉积,并与碳纤维之间形成了界面结合;随后,热解碳的沉积继续填充碳纤维预制体内部的气孔。这一过程有助于缓解纤维与陶瓷基体之间的界面应力。研究表明,通过调节热解碳的沉积时间可以得到具有一定密度梯度的C/C复合材料。     

致密化工艺对C/C复合材料性能的影响

以三种致密化工艺对2D炭布针刺预制体进行致密，得到三组C／C复合材料，对其进行力学、热学性能检测及微观结构分析，并用C／C复合材料抗热震指标对三种致密化工艺所制备试样的性能进行综合评价，考察并比较了不同致密化工艺对C／C复合材料性能的影响。结果表明，采用化学气相沉积、沥青高压浸渍炭化及树脂常压炭化工艺所制备的RLS试样具有较好的综合性能。     

载气条件对C/C复合材料CVI致密化效率及性能的影响研究

以天然气为碳源前驱体、N₂作为载气,采用等温、等压化学气相渗透(CVI)工艺,对初始密度为0.42g/cm³的预制体针刺毡进行致密得到C/C复合材料,本文研究了载气条件对C/C复合材料的致密化效率、微观结构及性能的影响。研究结果表明,沉积温度1050℃、沉积压力4KPa条件下,沉积120h后送N₂(天然气与N₂的比例为5∶1),300h致密化后C/C复合材料的密度可达到1.46g/cm³,表观和内层的密度差异仅为0.07g/cm³;复合材料表面可看到明显的预制体孔隙,未出现结壳情况;弯曲强度可达到107.8MPa,断口形貌以假塑性断裂为主,纤维与热解碳之间结合良好;在1000℃下垂直纤维方向的最大热膨胀系数仅为0.925×10^-6/℃,说明复合材料具有优异的热力学性能。     

致密工艺对C/C复合材料摩擦性能的影响

采用针刺全炭纤维网胎无纬布整体结构预制体为骨架，经化学气相沉积（CVD）、树脂浸溃（RD固化致密及炭化、石墨化制得C／C复合材料。研究了粗糙层（RL）和树脂炭（RC）对摩擦性能的影响。结果表明，RL结构的C／C复合材料的摩擦性能较好，稳定性较高，是用作飞机刹车材料的前提；采用CVD＋RI制备且石墨化后的C／C复合材料具有优良的摩擦磨损特性；CVD试样的密度较低时，摩擦系数较高，但磨损较大，较难形成完整的摩擦膜。     

沥青基C/C复合材料浸渍过程的模拟

研究了沥青基C／C复合材料的浸渍过程，把沥青对预制体的浸渍分为束间浸渍和束内浸渍两个阶段，并同时考虑了浸渍过程中沥青中的喹啉不溶物在预制体表面的沉积，建立了束间浸渍模型和束内浸渍模型。使用Matlab软件对模型进行求解并实现了模拟结果的图形化。结果显示：浸渍效率随浸渍压力、浸渍时间的增加而增加，速率逐渐变缓；浸渍效率随孔隙率的增加而增加，速率逐渐增大；浸渍效率以近似正比关系随纤维束平均半径的增加而增加，并随浸渍过程的进行逐渐减小。验证显示模拟结果较好地符合了实验数据，说明了该模型的合理性。     

C/C复合材料CVI致密化过程及影响因素研究进展

综述了C/C复合材料CvI致密化过程中,气相反应、表面反应和扩散共同作用控制热解炭沉积的特点;讨论了沉积温度、气体压力、碳源气体种类、滞留时间、预制体等因素的影响.     

C/C多孔体的制备及其对C/C-SiC-Si复合材料的影响

C／C—SiC—Si材料是一种新型的复合材料。本文通过反应熔渗法将液态硅渗入C／C多孔体中得到致密的C／C—SiC—Si复合材料。重点研究了制备C／C多孔体的树脂浸渍裂解法，并测定了在不同浸渍次数下得到的不同的C／C多孔体的体积密度和气孔率，用扫描电镜观察了其形貌，讨论了不同的C／C多孔体对C／C—SiC—Si复合材料最终形貌的影响。     

基体炭种类对C/C复合材料电导率的影响分析

使用炭毡为增强体分别制备了热解炭基、树脂炭基、沥青炭基和热解炭/树脂炭双基体、树脂炭/沥青炭双基体C/C复合材料,比较研究了复合材料的电导率与不同先驱体含量的关系。结果表明,不同前驱体C/C复合材料电导率有较大的差异,热解炭基C/C复合材料的电导率是沥青炭基C/C复合材料和树脂炭基C/C复合材料电导率近3倍,热解炭和沥青炭双基体C/C复合材料的电导率符合简单并联混合法则,树脂炭和沥青炭双基体C/C复合材料的电导率随树脂炭质量分数的增加而减小。     

基于液相热解沉积的C/C复合材料及其热物性研究

环己烷为前驱体,以体密度0.50g/cm~3左右的T700(12k)炭纤维针刺毡为预制体,在自主设计的专用设备中用化学液相热解沉积工艺再结合热等静压工艺制备出1.75 g/cm~3C/C复合材料。借助偏光显微镜、扫描电镜对C/C复合材料的微观结构进行了研究,用耐驰NETZSCH LFA 457 MicroFlash激光热导仪对C/C复合材料热物性进行了分析,结果表明,该液相热解沉积工艺制备的C/C复合材料炭相多为粗糙层结构,沉积炭呈环形紧密包覆在炭纤维周围,炭纤维力学性能得以充分发挥。热物理性能测试结果表明,该复合工艺制备的C/C复合材料导热性能良好,热力学性能呈明显各向异性,线膨胀系数小,体积稳定性好。     

Oxidation behaviour of C/C–SiC brake discs tested on full-scale bench rig

C/C–SiC composites are considered to be strong candidates for the new generation of high-speed train brake discs. To achieve a better application, it is necessary to improve understanding of the oxidation behaviour of C/C–SiC brake discs after a full-scale bench test rig. In this study, full-scale braking bench tests for C/C–SiC self-mated brake pairs were conducted under a braking speed of 350–420 km/h and a braking pressure of 17–28 kN. Moreover, the oxidation behaviour and mechanisms of the C/C–SiC brake discs during the practical braking process were investigated. The results indicate that the oxidation behaviour is highly dependent on the friction surface region of the C/C–SiC brake disc owing to the distribution of microcracks, the formation of friction films, the difference in temperature, and the contact content with O₂. Specifically, the oxidation depths of the friction layer on the inner circumferential surface, middle friction surface, and outer circumferential surface were 278.3, 252.1, and 359.9 μm, respectively. Furthermore, the oxidation reaction preferentially occurs in the active area of the C fibre and pyrolytic carbon (PyC) during the braking process.     

高温热处理对C/C复合材料刹车盘尺寸的影响

研究了用CVI工艺制备的二维C／C复合材料刹车盘在进行高温热处理时的尺寸变化。第一次热处理时刹车盘直径增大，厚度减小；第二次、第三次热处理时刹车盘直径和厚度均增加。随着热处理次数的增加，刹车盘尺寸变化越来越小，趋于稳定。刹车盘尺寸的变化与C／C复合材料中碳原子的有序化重新分布和不同炭相产生应力裂纹等因素有关。     

Development and tribological studies of a novel metal-ceramic hybrid brake disc

Ceramic matrix composite (CMC) friction materials show promising tribological properties. Typically, carbon ceramic brake discs consist of a C/SiC rotor which is joined to a brake disc bell. Within this work, a novel metal-ceramic hybrid brake disc, consisting of C/SiC friction segments which are mounted by screws onto an aluminum carrier body, was designed and investigated. A prototype was built which was tribologically tested with three different brake pad materials, LowMet reference, modified SF C/SiC as well as C/C. A constant starting sliding velocity of 20 m/s and braking pressures of 1, 2, and 3 MPa were investigated. To simulate emergency braking conditions 10 consecutive brake applications were carried out in close succession for each brake pad material and braking pressure. The C/C brake pad material showed the highest average coefficient of friction followed by the LowMet and C/SiC material. However, the wear rates of the C/C and LowMet material were orders of magnitude higher compared to the C/SiC material.     

碳/碳高速列车闸片的首次台架试验

本文简要叙述了碳／碳（C／C）高速列车闸片的首次台架试验情况，提出了今后的研究方向及研制的技术途径。     

Microstructure and tribological properties of PIP-SiC modified C/C–SiC brake materials

A combination method of precursor infiltration and pyrolysis (PIP), chemical vapor infiltration (CVI) and liquid silicon infiltration (LSI) was proposed to prepare PIP-SiC modified C/C–SiC brake materials. The SiC ceramic matrix pyrolyzed by polymethysilane (PMS) homogeneously dispersed in the fiber bundles region, which improved the plough resistance of local C/C region and the wear resistance of C/C–SiC brake materials. When the braking speed rises to 28 m/s, the fluctuation range of friction coefficient was limited to 0.026. The linear wear rate of the as-prepared composites was could be ~50% less than that of C/C–SiC, when the braking speed was above 15 m/s (for instance, the wear rate of 1.02 μm/(side·cycle) at 28 m/s less than 2.02 μm/(side·cycle) of traditional C/C– SiC). The fading ratio D of CoF under wet conditions was ~11%. The results showed that introducing PIP-SiC could stabilize the braking process and effectively prolong the service life of C/C–SiC brake materials.     

Tribological performance of B4C modified C/C-SiC brake materials under dry air and wet conditions

In this work, boron carbide (B₄C) was selected as additive to improve the tribological performance of C/C-SiC brake materials. It contained four phases (C, B₄C, Si and SiC) in B₄C modified C/C-SiC (C/C-B₄C-SiC) brake materials. Its wear rates were much less than that of C/C-SiC, especially at high braking speeds. The introduction of B₄C particles could reduce the braking temperature. During the braking process, B₄C in the material can be oxidized to B₂O₃. The flow of B₂O₃ could cover the interface of carbon fiber and PyC to prevent them from oxidation and thereby reduce the oxidative wear of the brake materials. Under wet conditions, the braking property of C/C-B₄C-SiC brake materials did not degrade, whereas the braking process was found to be stable.     

炭布高温预处理对C/C复合材料摩擦磨损性能的影响

采用炭布叠层为坯体，经等温ＣＶＤ工艺制备Ｃ／Ｃ复合材料，并对其摩擦磨损性能进行初步探讨，结果表明，炭布高温预处理能改善Ｃ／Ｃ复合材料的摩擦磨损性能，随着刹车压力的增大，试样的磨损率增大而摩擦系数则减小。     

C/C复合刹车材料及防氧化技术研究进展

介绍了Ｃ／Ｃ复合刹车材料的发展进程,国际上主要的飞机刹车机轮公司Ｃ／Ｃ复合材料及防氧化涂料的生产技术和工艺特点,Ｃ／Ｃ复合刹车材料的特性以及国内Ｃ／Ｃ复合刹车材料制备和防氧化技术的部分情况。     

碳/碳化硅复合材料刹车盘/片热应力场分析

采用有限元方法分析二维正交碳纤维增强碳化硅(C/SiC)复合材料制成的汽车刹车盘/片在刹车过程中引起的非线性热力耦合行为,主要研究在强制对流和热辐射作用下刹车结构的温度变化,讨论不同材料属性对刹车温度场的影响以及在温度场和膨胀系数耦合下C/SiC刹车盘/片中热应力和形变情况。数值结果表明:在双重散热条件下需要更多时间用于降温,而垂直于刹车面的热导率分量对温度传导或者降温影响较大;对于C/SiC刹车盘/片每一次刹车行为等效于一次热应力的加载和卸载,而每次产生的热应力可能突破C/SiC的极限弹性强度引起的残余塑性形变,而这种不断累积的残余效果继而引起C/SiC刹车盘/片失效。     

Friction performance of C/C composites prepared using rapid directional diffused chemical vapor infiltration processes

A technology used to prepare C/C composites using a rapid directional diffused (RDD) chemical vapor infiltration process has been investigated. General RDD technologies were explored, and optimal parameters were determined. The friction and wear properties of this material were researched. The results showed that in the RDD process, propylene and nitrogen were rapidly and directionally diffused into the carbon preforms enabling carbon deposition to occur from the inside of the preform to the outside. This method prevents the formation of an outer crust on the surface of preforms and facilitates uniformity of densification. With the RDD process no surface machining was required between chemical vapor infiltration (CVI) cycles thereby enabling continuous densification and reducing the CVI cycle times. The optimum processing conditions for RDD CVI were as follows; furnace temperature 950 °C; and furnace pressure 6.7 kPa. The C/C composites produced using RDD CVI processing exhibited good friction performance. Their curves of the brake moment with the velocity are stable under dry conditions, and their wet brake moment is greatly reduced. The average thickness wear is decreased to 9.5×10⁻⁴ mm/surface/stop.