As a functional accessory, friction materials are used in many sports machinery and equipment to play a role in transmission, braking, deceleration, steering, and parking. According to the function and installation part, it is mainly divided into brake lining and clutch face. In the automobile industry, friction materials are key safety parts. The starting, braking, and parking of automobiles cannot be separated from friction materials. The quality of friction materials is directly related to the safety of people’s lives and property, and its function and status it goes without saying

Friction materials are widely used as brake materials in clutches, brakes and friction transmission devices of various transportation tools such as automobiles, trains, airplanes, ships and various mechanical equipment. In the braking device, the friction performance of the friction material is used to convert the kinetic energy of rotation into heat energy and other forms of energy, and then the transmission device is braked.

Today's automobile friction materials are composite materials with friction as the main function and structural performance requirements. During operation, it is mainly subjected to repeated changes of thermal and mechanical stress fields, and the source of force and heat is the infinitely forming friction interface of the new working surface.

The friction materials for automobiles are mainly clutch plates and brake friction plates, which are not only security parts, but also vulnerable parts. The amount of these two products in automobiles is not very large, but they occupy a vital position in automobile compartment materials. The research and development of non-asbestos low-noise friction materials is a high-tech involving multiple disciplines.

Before the mid-1970s, most of the braking systems of automobiles were four-wheel drums, and the brake pads were basically asbestos-based friction materials. Only super-heavy vehicles would use gold-based friction materials. As asbestos-based friction materials have high thermal degradation and are strong carcinogens, in the mid-1970s to the mid-1980s, the structure of automobile brakes began to transition to "front disc and rear drum" and non-asbestos friction materials. Since the mid-1980s, it has been a period of vigorous development, industrial production and application of disc brakes and new non-asbestos friction materials.

Modern society has higher and higher requirements for environmental protection and safety. Countries with developed automobile industries in the world have rapidly launched the research and development of non-asbestos friction materials, and successively introduced non-asbestos semi-metal friction materials, sintered metal friction materials, and substitute fibers. Reinforced or polymer bonded friction materials, composite fiber friction materials, ceramic fiber friction materials, etc. These new friction materials have the following common features:

(1) The metal component is added to improve the humidity and life of the friction material;

(2) All of them do not contain asbestos, and instead use substitute fibers or polymers as reinforcement materials;

(3) Add a variety of additives or fillers to reduce braking noise and tremor, and optimize friction stability and anti-adhesion.

Nowadays, friction materials are closely related to daily life, such as brake pads. The quality of the product can even be said to completely determine the safety guarantee, and the quality of magnesium oxide also completely affects the quality of the product.

The role of magnesium oxide in friction materials

High temperature resistance, wear resistance, increase toughness, increase friction coefficient, reduce braking noise, and stabilize product performance.

The friction material industry's requirements for magnesium oxide

Magnesium oxide ≥ 93%, calcium oxide ≤ 1.5%, fineness of 325 mesh, there are no special requirements for calcium, but there are requirements for silica, relatively large volume is easier to use.

Clutch facings have relatively high requirements for magnesium oxide content. Both heavy magnesia and light magnesia can be used. The addition amount of heavy magnesia should be larger, and the addition amount of light magnesia should be less. The products produced by using light magnesium oxide are more stable, better quality, and higher pass rate

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