?剎車片“神秘”的摩擦材料涂層

有愛車的動手達人在買到某些品牌的剎車片后，發現摩擦材料表面有一層涂層，涂層寬度或寬或窄，方向或橫或縱或斜，顏色更是五花八門。這是什么東東？沒見過啊。

人類本能對未知的東西保持敬畏，于是此物在心中的地位自然升高幾分。然而，達人顯然不會滿足于未知。今天，就由小布帶大家來認識一下神秘的摩擦材料涂層。

想知道涂層是做什么用的，問誰？當然是發明者。打開美國zhuanli商標局網站（www.uspto.gov），搜索coating & brake，一篇名為“一種應用于剎車系統摩擦材料上的摩擦表面涂層”的zhuanli浮出水面。這就是今天我們要學習的zhuanli了。

Friction surface coating for a friction material of a brakesystem

一種應用于剎車系統摩擦材料上的摩擦表面涂層

Assignee:AlliedSignal Bremsbelag GmbH (Glinde, DE)

受讓人：聯合信號剎車片股份有限公司（德國格林德）

聯合信號？聽起來很陌生吧，不過提到它合并后的名字大家就知道了，那就是大名鼎鼎的霍尼韋爾。

BACKGROUNDOF THE INVENTION

For the tribological system disk brake, a desired coefficient of friction arisesbetween a disk brake  a brake lining only after a certain number of brakingactions. These braking actions, in which a new friction pairing which is notyet run-in possesses a coefficient of friction which greatly depends on therunning-in state, are also designated as running-in braking actions.

對于摩擦系統盤式制動器，制動片和制動襯片之間的摩擦系數只有經過一定數量的制動后，才會產生達到理想值。這種制動稱作磨合制動，期間，新的摩擦對偶還未摩擦好，其摩擦系統主要取決于磨合狀態。

For the coefficient of friction, geometrical adaptations between the brake liningand the brake disk  a tribological boundary layer constitution, generallydesignated as friction coal, are essential influence parameters. Only when theboundary layer  the geometry are sufficiently constituted by the running-inbraking actions, we come with the coefficient of friction of the system to theso-called steady condition. Thus, the friction pairing reaches a run-in stateand thus the desired coefficient of friction level only after a relatively highnumber of running-in braking actions.

制動襯片和制動盤之間的幾何結構和摩擦邊界層通常被稱為摩擦碳，其是摩擦系數必不可少的影響參數。只有當邊界層和幾何結構被充分磨合，我們才得到所謂的穩定條件摩擦系數，摩擦對偶達到磨合好的狀態。因此，期望的的摩擦系數只有經過一個相對多次的磨合才能達到。

Under certain automotive engineering operating conditions, there comes however toproblems due to the difference between the run-in system  the  run-insystem. For example truck trailers are brake tested after manufacturing.Referred to nine tons axle load extrapolated to 6,5 bar, the vehicle must reachat least 45% (50%) deceleration. The decelerations must also be dynamicallyreached when testing the brake system of the double train on the road by higherspeeds. Here it has been found as a problem that a new disk brake system in notrun-in state most of the time does  comply with the above mentionedrequirements.

在一定的汽車工程運行條件下，由于系統的磨合和未磨合的差異，產生了一些問題。例如卡車拖車是在制造后進行的制動試驗。方法為使用九噸的軸載外推到6.5桿，車輛必須達到至少45%（50%）的減速。在路面使用更高速度測試雙層列車的制動系統時，也必須達到減速要求。在這里發現了一個問題，一個新的盤式制動系統在未磨合的狀態時，大部分的時候都不符合上述要求。

The aim of this invention is to make available an improvement of the tribologicalsystem brake, especially of a disk brake, which eliminates the above mentioneddisadvantages  also reaches sufficient coefficients of friction in notrun-in state.

本發明的目的是改善摩擦系統的制動，特別是盤式制動器，從而消除上述缺點，并在未磨合的狀態下，達到足夠的摩擦系數。

This aim is achieved by a friction surface coating of the above mentioned type andby a brake lining of the above mentioned type, wherein the friction surfacecoating contains 0 to 30% in weight phenolic resin, 5 to 95% in weight aluminumoxide, 0 to 20% in weight silicium oxide, 5 to 75% bonding agent, 0 to 10% in weightinterlacing agent, 0 to 50% in weight elastomer  0 to 50% in weight filler.

這個目標是通過摩擦表面涂層和襯片來實現的，其中的摩擦表面涂層含有0至30%重量的酚醛樹脂，5～95%重量的鋁氧化物，0至20%重量的硅氧化物，5至75%的粘接劑，0到10%重量的交錯劑，0 50%重量的彈性體和0～50%重量的填料。

This has the advantage that a sufficient  reliable coefficient of friction isobtained in each test state of a brake installation, for example of a vehicle,even with a (disk) brake system which is  yet run-in. Moreover there is nodownfall of the coefficient of friction by the transition  the effect ofthe coating to the run-in state.

這具有的優點是，即使對于一個制動系統尚未磨合的車輛，制動片與制動盤間的摩擦系數基本上與磨合好的摩擦系數一致。此外，當由涂層切換到磨合好的狀態時，摩擦系數沒有衰減。

好了，講完了，伙伴們明白了吧？新剎車片剛換上時制動效果差，這個涂層是就是為了提高新剎車片磨合好之前的摩擦系數，使剎車片剛換上就可以得到好的制動效果。

  今天剎車片講堂就到這里，歡迎大家關注，共同學習。