Some standard content:
Mechanical Industry Standard of the People's Republic of China
JB/T5071-91
Terms of Friction Materials
Published on June 11, 1991
Published by the Ministry of Machinery and Electronics Industry of the People's Republic of China
Implemented on July 1, 1992
Mechanical Industry Standard of the People's Republic of China
Terms of Friction Materials
1 Subject Content and Scope of Application
This standard specifies the terms and definitions of friction materials. JB/T5071-91
This standard applies to terms related to products such as metal-based friction materials, non-metal-based organic friction materials and semi-metal friction materials in friction brakes and clutches. This standard does not apply to brakes and clutches of the magnetic powder series. 2 Products and Terms Related to Products
2.1 Friction Material
Material used in the friction part of friction clutches and friction brakes for the purpose of improving friction and wear performance. 2.2 Asbestos friction material asbestos friction material is a friction material made of asbestos fiber with suitable filler, resin as binder, and hot pressing process. 2.3 Sintered metal friction material sintered metal friction material is a friction material made of metal powder as a matrix with suitable lubricating components and friction components, and sintering method. 2.4 Metal ceramic friction material ceramet friction material is a friction material with a certain proportion of gold mesh oxide with ceramic properties added. Semi-gold mesh friction material semimetal friction material 2.5
Friction material made of asbestos inorganic fiber, metal reinforcement fiber, high carbon iron powder and filler, resin as binder, and hot pressing process.
2.6 Asbestos-free friction material asbestos-free friction material is an organic friction material that does not contain asbestos fiber. 2.7 Paper-based friction material Paper friction material Friction material made of asbestos, pulp, etc. as the matrix, adding appropriate amount of filler, using resin as binder, and using papermaking and hot pressing process. 2.8 Metal friction material Full metal friction material Friction material made of cast iron or steel plate. 2.9 Carbon-based friction material Carbon friction material Friction material made of carbon powder or carbon fiber as the matrix, adding appropriate amount of organic binder and filler, and using hot pressing process. 2.10 Carbon/carbon composite friction material Carbon-carbon composite material Friction material made of carbon fiber (or carbon cloth) by repeated carbonization or gas phase deposition process. 2.11 Friction facing Friction facing
Sheet parts made of friction material, mainly including clutch facing and brake sealing plate. 2.12 Steel-based friction plate Copper base friction plate Friction plate made of copper powder or copper alloy powder as the matrix, adding appropriate amount of friction and lubrication components, using powder metallurgy process and chip sintering.
2.13 Iron-based friction plate ironbasefrictionplate is a friction plate made of iron powder as the base and adding appropriate friction and lubrication components, using powder metallurgy process and chip sintering. Approved by the Ministry of Machinery and Electronics Industry on June 11, 1991 and implemented on July 1, 1992
JB/T5071-91
2.14 High elastic friction plate elastomerfrictionplate is a friction plate made of fluororubber and other materials as the base and adding appropriate fillers, which can withstand high specific pressure. 2.15 Opposing material opposing material and friction material constitute the mating material of the friction pair. 2.16 Friction plate frictionplate
Component composed of chip and friction lining or friction material layer. Usually called driven plate or driven disc assembly in brakes and clutches. 2.17 Mating plate
Metal parts that form the friction pair with end face barrier friction plate. Friction disc frictiondisc
The general term for a disc-shaped friction plate and a mating part. 2.19
Outer plate outerplate
The outer circumference is fitted with the outer transmission part, and its end face and the inner plate end face form a circular ring plate of the shaking pair. 2.20 Inner plate innerplate
The inner circumference is fitted with the inner transmission part, and its end face and the outer plate wax surface form a ring plate of the friction pair. Backplate
The metal plate with friction material bonded or riveted on its surface is a part that constitutes the friction plate assembly. 2.22 Coreplate
The metal plate or non-metal plate with the end face integrated with the friction lining or friction material layer. 2.23 Oil groove
The groove designed and processed on the surface of the wet friction lining for the passage of lubricating oil or cooling oil. Groove pattern groovepattern
The plane pattern of the groove.
Sectional pattern of groove 2.25
Sectional pattern of groove.
2.26Spline
A number of teeth projected on the outer or inner circumference of the friction plate to transmit friction. 2.27
Woven friction materialWoven triction materialFriction material made of asbestos cloth or other fibers without glue or resin after drying and hot pressing. 2.28Special woven friction materialSpecial woven friction materialWoven friction material made by special processing methods. 2.29Molded friction materialMolded frictian materialFriction material formed by heating and pressurizing in a closed mold cavity. 2.30Flexible molded friction materialFlexible molded friction materialGood elasticity, low hardness, easy to bend, soft molded friction material, usually refers to rubber-based friction material. Dry production of friction material dry mixing friction material 2.31
Friction material products produced by dry process using solid resin, 2.32 Wet production of friction material wet mixing friction material Friction material products produced by wet process using liquid resin. 2.33 Winding clutch facing Asbestos (containing copper wire) wire or other wire, after panning, a certain winding method and hot molding, the clutch facing plate is made, 2.34 Weaving clutch facing Asbestos cloth and other textiles are dipped, wound, and hot molded. 2.35 Pressure plate pressure plate
A disc that applies pressure to the friction pair.
2.36 Brake disc brake disc
JB/T5071-91
A disc-shaped metal part with the end plane as the friction working surface. 2.37 Brake liner
In drum brakes, it is a part made of friction material that forms a friction pair with the brake drum. 2.38 Brake band
In band brakes, it is a strip of friction material that is wound around the friction surface of the brake drum to produce a braking effect. It is usually called a brake band.
2.39 Asbestos woven brake band
woven asbestos brake band
Asbestos woven band is made of a strip of friction material by hot pressing after being diffused with resin and glue (containing fillers) and dried. Laminated asbestos brake band laminated asbestos brake band 2.402
Asbestos cloth is impregnated with glue (containing fillers) and dried, and then a strip of friction material is made by hot pressing multiple layers of impregnated tapes. 2.41 Asbestos fiber rubber brake band A band-shaped friction material made of asbestos fiber, filler and rubber through smelting, pressing or molding. 2.42 Resin type brake band A brake band with resin as a binder.
2.43 Rubber type brake band A brake band with rubber as a binder.
2.44 Brake drum brakedrum
In drum brakes or band brakes, a cylindrical metal part that forms a friction pair with the brake lining or brake band. 2.45 Brake block The friction lining that forms a friction pair with wheels or brake discs in locomotives, vehicles or oil rigs. 2.48 O-ring brake
Ring-shaped friction material products.
2.47 Friction block frictionblock
Block-shaped friction parts made of friction materials in clutches or brakes. 3 Friction and damage terms
3.1 Friction surface (frictional surface) Surface set for the purpose of friction.
(Surface generated by friction)
3.2 Coveting coefficient The ratio of the apparent area of the friction plate and the mating part in a friction pair. 3.3 Coefficient of friction coefficientofriction The ratio of the tangential force (i.e. friction force) that hinders the relative motion of two objects to the normal force acting on the surface of the object. Indicated.
The infinite quantity of friction divided by the normal force between contact surfaces, usually expressed as = Where: F——friction;
Normal force between contact surfaces.
3.4Coefficient of static frictionThe ratio of the maximum friction force generated on the contact surface of the paint under static friction state to the normal force (normal pressure). 3.5Coefficient of dynamic frictionThe ratio of dynamic friction to normal force (normal pressure). 3.6Mean coefficient of dynamic frictionMean coefficient of dynamic frictionThe average value of the dynamic friction coefficient during sliding friction. 3
(1)Expressed by the average value of time:
(2)Expressed by the average value of distance:
JB/T507191
3.7Instantaneous coefficient of dynamic frictionInstantaneous value of the dynamic friction coefficient that changes with time. 3.8 Dry friction
Friction between completely clean surfaces without any other media, usually refers to the friction between friction surfaces when there is no oil or other liquid.
Wet application
Rate friction that occurs when there is oil or other liquid. Wet clutch and other friction states are equivalent to explicit friction. 3.10 Wear rate
The friction pair does not produce burns, the maximum wear plate (single side) under unit friction work, heat affected layer heat affected layer
The part of the material that causes temperature rise, deformation, transfer, etc. due to friction and wear, resulting in changes in the chemical composition, organization, physical and mechanical properties of the material.
3.12 Hot spot heatspot
Due to local overheating, the friction surface produces a spot-like deteriorated part. 3.13 Burn burning
The temperature rise caused by friction heat causes thermal deterioration of the solid surface. Craze cracking (crazing) 3.14
Irregular cracks on the friction surface caused by repeated cycles of heating and cooling caused by friction. Sweating
The phenomenon of objects seeping out of the friction material like sweating due to high temperature. Dishing
The phenomenon or state of concave deformation of the friction lining due to high friction temperature. Buckling (waveness)
The phenomenon or state of corrugated deformation of the friction lining due to high friction temperature. 3.18 Spalling
The phenomenon of friction material turning into flakes and falling off. 4 Test methods and performance terms
4.1 Friction tester Friction tester (friction testing machine) ① A testing machine used to evaluate the friction and wear characteristics of friction materials or lubricants. Typical tests include fixed-speed friction testers and inertia friction testers.
②Testing machines for evaluating the performance of friction plate product parts. Representative testing machines include inertia dynamometers and physical testing machines. 4.2 Constant speed friction tester Constant speed friction tester is a testing machine that presses a friction material specimen onto a plate or ring rotating at a certain speed to measure friction and wear. In order to adjust the rigidity of the friction surface, this testing machine has heating and cooling devices. 4.3 Inertia type friction tester Inertia type friction tester is a testing machine that absorbs the rotational energy of a flywheel with a set inertia moment through the friction between the friction material and the mating material to evaluate the friction and wear performance.
4.4 Inertia type dynamometer (dynamometer, dynamometer) Inertia type dynamometer JB/T5071-S1
A dynamometer for testing the working performance of clutches and brakes. 4.5 Full size performance test Full size performance test A test to evaluate the performance of a real object by using an inertial dynamometer, using a real clutch or brake, and applying an inertia moment equivalent to that of a real vehicle as a load.
4.6 Inertia inertla
The general term for the inertia moment of an inertial friction tester or dynamometer. 4.7 Engagement force
The external force that causes the friction brush of a friction clutch or brake to produce positive pressure. 4.8 Specific pressure interface pressure (unit pressure) The ratio of the vertical force on the contact surface to the macroscopic contact area. 4.9 Allowable specific pressure allowable interface pressure The range of specific pressure within which the clutch or brake can operate normally without abnormal damage or abnormal reduction in function. 4.10 Test temperature testtemperature
The temperature set as the friction test condition, 4. 11
Frictional surface temperature frictional surfacetemperature ① The average temperature of the macroscopic contact surface of friction, ② The sleep temperature of the actual contact surface of friction, 4.12 Allowable friction surface temperature allowabletemperatureoffrictionalsurface The range of friction surface dimensions allowed for the clutch and brake to work normally without abnormal damage such as burning or abnormal functional decline.
4.13 Number of friction surfaces numberofrictionfaces The number of effective friction contact surfaces when the friction pair transmits power or motion. 4.14 Actual number of friction surfaces numberof activefrictionfaces In a single-plate clutch or brake, the number of friction surfaces formed by the friction plate and the mating parts. 4.15 Running-in (running-in) running-in
The friction movement carried out under low load conditions in order to make the friction surface have good contact. It is also called adjustment and smoothing operation. 4.16 Friction torque frictiontorque
In friction clutches and brakes, the torque generated by friction is expressed by the following formula: M fpA,ZR
wherein M
is the friction torque;
is the friction coefficient:
is the specific pressure,
is the contact area of a friction surface;
is the number of friction surfaces:
is the effective radius.
4.17StatletrictiontorgueThe torque generated by the friction pair of a clutch or brake in a static friction state. 4.18Dynamic friction torque dynamicfrictiontarqueThe torque generated by the friction pair of a clutch or brake in a sliding friction state. 4.19Torque curve torquecurve
is a curve showing the change of dynamic friction torque relative to speed or time. 4.20 torque capacity torquecapacity
The permissible limit of the friction torque of the clutch or brake. 4.21 slipping time slippingtime
The time when the friction surfaces slide relative to each other.
JB/T5071—91
4.22 Mean dynamic friction forcemeandynamic frictionforce The average value of dynamic friction force generated during sliding, ① The average value with time as variable:
② The average value with distance as variable:
Where: Mean dynamic friction force
S-initial time of sliding;
4-end time of sliding
S-distance.
P, =S- S
4.23 Mean friction radius
msan friction radius
For disc clutch and disc brake, when R represents the maximum radius of friction surface and R represents the minimum radius, the mean friction radius.
4.24 Equivalent friction radiusequivalentfrictionradiusof facing the radius of action of the combined force of friction pair.
4.25 Friction workfrietlonwark
The work done by friction.
4.26 Absorption energy energydissipation The kinetic energy of the friction work absorbed by the clutch and brake, usually expressed as the equivalent value (work) per unit friction area. 4.27
Allowable absorption energy allowableenergydissipation (R+R) is the rate
The range of energy absorbed by the clutch and brake for normal operation without abnormal damage such as burning or functional decline. 4.28 Absorption power rateofenergydissipation The energy absorbed per unit time.
Usually expressed as the average value of one engagement (braking). It can also be expressed as an instantaneous value or the average value of the absorbed energy within a certain period of time. It is often expressed as the energy value per unit area.
4.29 Allowable absorption power allowablerateofenergydissipation The range of absorption power allowed for the clutch and brake to work normally without abnormal wear, burning or abnormal damage or functional decline.
4.30 PV value PV valus (PV factor) The product of friction pressure (N/cm2) and surface linear speed (m/s). Limit PV value PVlimit
The maximum PV value allowed for normal operation of clutches and brakes without abnormal wear, burns or other abnormal damage or abnormal functional reduction.
4.32 Heat dissipation capacity heatdissipationcapacity The ability of clutches and brakes to dissipate friction heat generated by friction work. 4.33 Degeneration
The phenomenon of decreased clutch or brake working capacity due to performance changes of the friction pair caused by the engagement process or external factors.
4.34 Recovery
recovery
The phenomenon of recovery of clutch or brake working capacity after degeneration. 4.35 Scars scar
JB/T5071—91
Traces of pulling, abrasion, groove, burn, etc. left on the friction surface after friction. 4.36 Unevenness
Irregular unevenness on the surface of molded friction material products, warp
Irregular deformation of friction material products caused by temperature. 4.38 Swelling
Geometry increase in friction material during testing or use. 4.39 Cracks crack
Irregular seams in the material caused by temperature, stress, fatigue, etc. during molding and use. 4.40 Blisting
Surface bulge caused by gas accumulation inside the material during molding or use. 4. 41
Friction oscillation
Vibration caused by non-constant friction surfaces, noise (chatter)
Sound caused by friction chatter.
Tremor
The phenomenon of vibration and noise during the working process. 4.44Buildup
The phenomenon of a sharp increase in friction torque at the beginning of the clutch and brake or before the end of work. 4.45Starting frictionStarting frictionThe sum of the friction resistance generated by each friction part when the machine starts to start. 4.46Morning sickness
The phenomenon of unstable friction when the friction brake is re-braked after a long period of inactivity. 4.47 Positive actuation When input force is applied to the clutch or brake, the transmission of engagement or braking is realized; 4.48 Negative actuation When input force is removed from the clutch or brake, the transmission of engagement or braking is realized. 4.49
Engagement time engagement time
The time from the start of clutch operation to the completion of engagement. 4.50 Actual engagement time actualengagement time The time from the start of friction torque generation to the completion of engagement of the clutch. 4.51 Engagement torque engagement torque The friction torque required for the clutch to engage the drive shaft and the driven shaft within the set time. 4.52 Transmitting torque
The torque required for the clutch to transmit by force. 4.53 Clutch capacity clutchcapacity The permissible limit of the clutch's friction torque, absorbed energy, absorbed power, etc. 4.54 Braking braking
The action of the brake in working state for braking or deceleration. 4.55 Shockless braking Deceleration or stopping without impact. 4.56 Braking time braking time
The time from the start of brake action to the stop or the time to complete deceleration. 4.57 Actual braking time actual braking time JB/T5071—91
The time from the start of the generation of braking torque to the completion of braking or deceleration. Braking distance braking oistance
The distance traveled during the braking time.
Actual braking distance actual braking distance The distance traveled during the actual braking time. Efficiency efficiency
The ratio of braking force to applied force. It is usually called brake efficiency. 4.61
Braking ratio braking ratio
The ratio of braking deceleration to gravity acceleration. Brakinginterval
The time from the start of braking to the start of the next braking under continuous braking conditions. Brakecapacity
The allowable limit of the braking force, absorbed energy, absorbed power, etc. of the brake. 4.64
Burst test strengthThe limit rotation speed when the clutch plate rotates on the rotating strength tester until it breaks. Shear strength of adhesion
The shear strength of the adhesion between the friction material and the lining. 4.66
Acetone extractable rate
Acetone extractabfe ratic
The content of acetone in friction materials, determined by the extraction method, additional notes:
This standard is proposed and managed by the Wuhan Materials Protection Research Institute of the Ministry of Machinery and Electronics Industry. This standard is drafted by the Wuhan Materials Protection Research Institute. The main drafters of this standard are Gu Jiang and Zhang Cheng. 827
Allowable energy dissipation (R+R) is the rate
of energy dissipation that the clutch and brake can absorb without abnormal damage such as burning or functional degradation. 4.28 Absorption power rate of energy dissipation The energy absorbed per unit time.
Usually expressed as the average value of one engagement (braking). It can also be expressed as an instantaneous value or the average value of the absorbed energy within a certain period of time. It is often expressed as the energy value per unit area.
4.29 Allowable rate of energy dissipation The range of power absorption allowed for the clutch and brake to work normally without abnormal wear, burning or abnormal damage or functional degradation.
4.30 PV value (PV factor) The product of friction pressure (N/cm2) and surface linear speed (m/s). PVlimit
The maximum PV value allowed for the normal operation of the clutch and brake without abnormal wear, burns or other abnormal damage or abnormal functional reduction.
4.32 Heat dissipation capacity heatdissipationcapacity The ability of the clutch and brake to dissipate the friction heat generated by friction work. 4.33 Degeneration
The phenomenon that the working capacity of the clutch or brake decreases due to the change in the performance of the friction pair caused by the engagement process or external factors.
4.34 Recovery
recovery
The phenomenon that the working capacity of the clutch and brake is restored after the decline. 4.35 Scar
JB/T5071—91
The marks of strain, abrasion, groove, burn, etc. left on the friction surface after friction. 4.36 Unevenness
Irregular surface unevenness of friction material molded products, warp
Irregular deformation of friction material products caused by temperature. 4.38 Swelling
The phenomenon of geometric size increase during friction material testing or use. 4.39 Crack
Irregular seams caused in the material due to temperature, stress, fatigue, etc. during molding and use. 4.40 Blisting
The surface bulge caused by the accumulation of gas generated inside the material during molding or use. 4. 41
Friction oscillation
The vibration caused by non-constant friction relay surface, noise (chatter)
The sound caused by friction chatter. Tremor
The phenomenon of vibration and noise caused by high-frequency grinding during work. 4.44 Buildup
The phenomenon of a sharp increase in friction torque at the beginning of the clutch and brake or before the end of work. 4.45 Starting friction startingfriction The sum of the friction resistance generated by each friction part when the machine starts to start. 4.46 Morning sickness
The phenomenon of unstable friction when the friction brake is re-braked after a long period of inactivity. 4.47 Positive actuation When input force is applied to the clutch or brake, the transmission of engagement or braking is achieved. 4.48 Negative actuation When input force is removed from the clutch or brake, the transmission of engagement or braking is achieved. 4.49
Engagement time engagementtime
The time from the start of clutch operation to the completion of engagement. 4.50 Actual engagement time actualengagementtime The time from the start of friction torque generation to the completion of engagement of the clutch. 4.51 engagement torque engagementtorque The friction torque required for the clutch to engage the drive shaft with the driven shaft within the set time. 4.52 transmitting torque
The torque required for the clutch to transmit the clutch force. 4.53 clutchcapacity clutch friction torque, the permissible limit of absorbed energy, absorbed power, etc. 4.54 braking braking
The action of the brake in the working state for braking or deceleration. 4.55 shockless braking deceleration or stopping without shock. 4.56 braking time braking time
The time from the start of brake action to the stop or the time to complete deceleration. 4.57 actual braking time actualbraking time JB/T5071—91
The time from the start of the braking torque to the completion of braking or deceleration. Braking distance brakingoistance
The distance traveled during the braking time.
Actual braking distance actualbrakingdistanceThe distance traveled during the actual braking time. Efficiency efficiency
The ratio of braking force to applied force. It is usually called brake efficiency. 4.61
Braking ratio brakingratio
The ratio of braking deceleration to gravity acceleration. Braking interval
The time from the start of braking to the start of the next braking under continuous braking conditions. Braking capacity brakecapacity
The allowable limit of the braking force, absorbed energy, absorbed power, etc. of the brake. 4.64
Rising breaking strength burstingteststrengthThe limit rotation speed when the clutch plate rotates on the rotating strength tester until it breaks. Shear strength of bonding shear strength
The shear strength of the bonding between the barrier material and the lining. 4.66
Acetone extractable rate
acetone extractabfe ratic
Acetone extractable substances in friction materials are determined by the extraction method. Additional remarks:
This standard is proposed and managed by Wuhan Materials Protection Research Institute of the Ministry of Machinery and Electronics Industry. This standard is drafted by Wuhan Materials Protection Research Institute. The main drafters of this standard are Gu Jiang and Zhang Cheng. 827
Allowable energy dissipation (R+R) is the rate
of energy dissipation that the clutch and brake can absorb without abnormal damage such as burning or functional degradation. 4.28 Absorption power rate of energy dissipation The energy absorbed per unit time.
Usually expressed as the average value of one engagement (braking). It can also be expressed as an instantaneous value or the average value of the absorbed energy within a certain period of time. It is often expressed as the energy value per unit area.
4.29 Allowable rate of energy dissipation The range of power absorption allowed for the clutch and brake to work normally without abnormal wear, burning or abnormal damage or functional degradation.
4.30 PV value (PV factor) The product of friction pressure (N/cm2) and surface linear speed (m/s). PVlimit
The maximum PV value allowed for the normal operation of the clutch and brake without abnormal wear, burns or other abnormal damage or abnormal functional reduction.
4.32 Heat dissipation capacity heatdissipationcapacity The ability of the clutch and brake to dissipate the friction heat generated by friction work. 4.33 Degeneration
The phenomenon that the working capacity of the clutch or brake decreases due to the change in the performance of the friction pair caused by the engagement process or external factors.
4.34 Recovery
recovery
The phenomenon that the working capacity of the clutch and brake is restored after the decline. 4.35 Scar
JB/T5071—91
The marks of strain, abrasion, groove, burn, etc. left on the friction surface after friction. 4.36 Unevenness
Irregular surface unevenness of friction material molded products, warp
Irregular deformation of friction material products caused by temperature. 4.38 Swelling
The phenomenon of geometric size increase during friction material testing or use. 4.39 Crack
Irregular seams caused in the material due to temperature, stress, fatigue, etc. during molding and use. 4.40 Blisting
The surface bulge caused by the accumulation of gas generated inside the material during molding or use. 4. 41
Friction oscillation
The vibration caused by non-constant friction relay surface, noise (chatter)
The sound caused by friction vibration. Tremor
The phenomenon of vibration and noise caused by high-frequency grinding during work. 4.44 Buildup
The phenomenon of a sharp increase in friction torque at the beginning of the clutch and brake or before the end of work. 4.45 Starting friction startingfriction The sum of the friction resistance generated by each friction part when the machine starts to start. 4.46 Morning sickness
The phenomenon of unstable friction when the friction brake is re-braked after a long period of inactivity. 4.47 Positive actuation When input force is applied to the clutch or brake, the transmission of engagement or braking is achieved. 4.48 Negative actuation When input force is removed from the clutch or brake, the transmission of engagement or braking is achieved. 4.49
Engagement time engagementtime
The time from the start of clutch operation to the completion of engagement. 4.50 Actual engagement time actualengagementtime The time from the start of friction torque generation to the completion of engagement of the clutch. 4.51 engagement torque engagementtorque The friction torque required for the clutch to engage the drive shaft with the driven shaft within the set time. 4.52 transmitting torque
The torque required for the clutch to transmit the necessary torque by force. 4.53 clutchcapacity clutchcapacity The friction torque of the clutch, the permissible limit of absorbed energy, absorbed power, etc. 4.54 braking braking
The action of the brake in the working state for braking or deceleration. 4.55 shockless braking deceleration or stopping without shock. 4.56 braking time braking time
The time from the start of brake action to the stop or the time to complete deceleration. 4.57 actual braking time actualbraking time JB/T5071—91
The time from the start of the braking torque to the completion of braking or deceleration. Braking distance brakingoistance
The distance traveled during the braking time.
Actual braking distance actualbrakingdistanceThe distance traveled during the actual braking time. Efficiency efficiency
The ratio of braking force to applied force. It is usually called brake efficiency. 4.61
Braking ratio brakingratio
The ratio of braking deceleration to gravity acceleration. Braking interval
The time from the start of braking to the start of the next braking under continuous braking conditions. Braking capacity brakecapacity
The allowable limit of the braking force, absorbed energy, absorbed power, etc. of the brake. 4.64
Rising breaking strength burstingteststrengthThe limiting rotational speed when the clutch plate rotates on the rotating strength tester until it breaks. Shear strength of bonding shear strength
The shear strength of the bonding between the barrier material and the lining. 4.66
Acetone extractable rate
acetone extractabfe ratic
Acetone extractable substances in friction materials are determined by the extraction method. Additional remarks:
This standard is proposed and managed by Wuhan Materials Protection Research Institute of the Ministry of Machinery and Electronics Industry. This standard is drafted by Wuhan Materials Protection Research Institute. The main drafters of this standard are Gu Jiang and Zhang Cheng. 839crack
Irregular seams caused in materials during molding and use due to temperature, stress, fatigue, etc. 4.40blisting
Surface bulges caused by the accumulation of gas generated inside the material during molding or use of friction materials. 4. 41
friction oscillation
Vibration caused by non-constant friction surfaces, noise (chatter)
Sound caused by friction.
tremor
Vibration and noise caused by high-frequency abrasion during operation. 4.44buildup
The phenomenon of a sharp increase in friction torque at the beginning of the clutch and brake or before the end of work. 4.45 Starting friction starting friction The sum of the friction resistances generated by each friction part when the machine starts to start. 4.46 Morning sickness || tt || The phenomenon of unstable friction force when the friction brake is re-braked after a long period of inactivity. 4.47 Positive transmission (positive action) positive actuation When the input force is applied to the clutch or brake, the transmission of engagement or braking is realized. 4.48 Negative transmission (negative action) negative actuation When the input force is removed from the clutch or brake, the transmission of engagement or braking is realized. 4.49 || tt || Engagement time engagement time || tt || The time from the start of clutch operation to the completion of engagement. 4.50 Actual engagement time actual engagement time The time from the start of friction torque generation to the completion of engagement of the clutch. 4.51 Engagement torque engagement torque The friction torque required for the clutch to engage the drive shaft with the passive shaft within the set time. 4.52 Transmitting torque
transmitting torque
The torque required for clutch to transmit force. 4.53 Clutch capacityclutchcapacityThe friction torque of the clutch, the permissible limit of absorbed energy, absorbed power, etc. 4.54 Braking
The action of the brake in working state for braking or deceleration. 4.55 Shockless brakingDeceleration or stopping without shock. 4.56 Braking timebrakingtime
The time from the start of brake action to the stop or the time to complete deceleration. 4.57 Actual braking timeactualbrakingtimeJB/T5071—91
The time from the start of the brake torque to the completion of braking or deceleration. Braking distancebrakingoistance
The distance traveled during the braking time.
Actual braking distanceactualbrakingdistanceThe distance traveled during the actual braking time. Efficiency efficiency
The ratio of braking force to applied force. It is usually called brake efficiency. 4.61
Braking ratio
The ratio of braking deceleration to gravity acceleration. Braking interval
The time from the start of braking to the start of the next braking under continuous braking conditions. Brake capacity brakecapacity
The allowable limit of the braking force, absorbed energy, absorbed power, etc. of the brake. 4.64
Bursting test strength bursting test strength The maximum rotation speed when the clutch plate rotates on the rotating strength tester until it breaks. Shear strength of bonding shear strength
The shear strength of the bonding between the barrier material and the lining. 4.66
Acetone extractable rate
acetone extractabfe ratic
Acetone extractable substances in friction materials are determined by the extraction method. Additional remarks:
This standard is proposed and managed by Wuhan Materials Protection Research Institute of the Ministry of Machinery and Electronics Industry. This standard is drafted by Wuhan Materials Protection Research Institute. The main drafters of this standard are Gu Jiang and Zhang Cheng. 839crack
Irregular seams caused in materials during molding and use due to temperature, stress, fatigue, etc. 4.40blisting
Surface bulges caused by the accumulation of gas generated inside the material during molding or use of friction materials. 4. 41
friction oscillation
Vibration caused by non-constant friction surfaces, noise (chatter)
Sound caused by friction.
tremor
Vibration and noise caused by high-frequency abrasion during operation. 4.44buildup
The phenomenon of a sharp increase in friction torque at the beginning of the clutch and brake or before the end of work. 4.45 Starting friction starting friction The sum of the friction resistances generated by each friction part when the machine starts to start. 4.46 Morning sickness || tt || The phenomenon of unstable friction force when the friction brake is re-braked after a long period of inactivity. 4.47 Positive transmission (positive action) positive actuation When the input force is applied to the clutch or brake, the transmission of engagement or braking is realized. 4.48 Negative transmission (negative action) negative actuation When the input force is removed from the clutch or brake, the transmission of engagement or braking is realized. 4.49 || tt || Engagement time engagement time || tt || The time from the start of clutch operation to the completion of engagement. 4.50 Actual engagement time actual engagement time The time from the start of friction torque generation to the completion of engagement of the clutch. 4.51 Engagement torque engagement torque The friction torque required for the clutch to engage the drive shaft with the passive shaft within the set time. 4.52 Transmitting torque
transmitting torque
The torque required for clutch to transmit force. 4.53 Clutch capacityclutchcapacityThe friction torque of the clutch, the permissible limit of absorbed energy, absorbed power, etc. 4.54 Braking
The action of the brake in working state for braking or deceleration. 4.55 Shockless brakingDeceleration or stopping without shock. 4.56 Braking timebrakingtime
The time from the start of brake action to the stop or the time to complete deceleration. 4.57 Actual braking timeactualbrakingtimeJB/T5071—91Www.bzxZ.net
The time from the start of the brake torque to the completion of braking or deceleration. Braking distancebrakingoistance
The distance traveled during the braking time.
Actual braking distanceactualbrakingdistanceThe distance traveled during the actual braking time. Efficiency efficiency
The ratio of braking force to applied force. It is usually called brake efficiency. 4.61
Braking ratio
The ratio of braking deceleration to gravity acceleration. Braking interval
The time from the start of braking to the start of the next braking under continuous braking conditions. Brake capacity brakecapacity
The allowable limit of the braking force, absorbed energy, absorbed power, etc. of the brake. 4.64
Bursting test strength bursting test strength The maximum rotation speed when the clutch plate rotates on the rotating strength tester until it breaks. Shear strength of bonding shear strength
The shear strength of the bonding between the barrier material and the lining. 4.66
Acetone extractable rate
acetone extractabfe ratic
Acetone extractable substances in friction materials are determined by the extraction method. Additional remarks:
This standard is proposed and managed by Wuhan Materials Protection Research Institute of the Ministry of Machinery and Electronics Industry. This standard is drafted by Wuhan Materials Protection Research Institute. The main drafters of this standard are Gu Jiang and Zhang Cheng. 8
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