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Article(id=1241038860117921814, tenantId=1146029695717560320, journalId=1227999626482147330, issueId=1241038854333985467, articleNumber=null, orderNo=null, doi=10.16579/j.issn.1001.9669.2025.01.010, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1686844800000, receivedDateStr=2023-06-16, revisedDate=1688140800000, revisedDateStr=2023-07-01, acceptedDate=null, acceptedDateStr=null, onlineDate=1773816321639, onlineDateStr=2026-03-18, pubDate=1736870400000, pubDateStr=2025-01-15, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1773816321639, onlineIssueDateStr=2026-03-18, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1773816321639, creator=13701087609, updateTime=1773816321639, updator=13701087609, issue=Issue{id=1241038854333985467, tenantId=1146029695717560320, journalId=1227999626482147330, year='2025', volume='47', issue='1', pageStart='1', pageEnd='154', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1773816320260, creator=13701087609, updateTime=1773819065926, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1241050370550591873, tenantId=1146029695717560320, journalId=1227999626482147330, issueId=1241038854333985467, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1241050370554786178, tenantId=1146029695717560320, journalId=1227999626482147330, issueId=1241038854333985467, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=84, endPage=91, ext={EN=ArticleExt(id=1241038860478631964, articleId=1241038860117921814, tenantId=1146029695717560320, journalId=1227999626482147330, language=EN, title=Analysis of shrinkage performance of U-shaped rubber outer windshield of high-speed train at low temperature, columnId=1228282192162390694, journalTitle=Journal of Mechanical Strength, columnName=Experimental Research·Testing Technology, runingTitle=null, highlight=null, articleAbstract=

Based on the low temperature tensile test data of the rubber, Ansys software was used to fit the Mooney-Rivlin hyperelastic constitutive model of rubber material parameters, and the thermo-solid coupling simulation was carried out on the U-shaped rubber outer windshield according to three real working conditions, and the influence of different working conditions on the U-shaped rubber deformation was studied. The low temperature test was carried out on U-shaped rubber outer windshield and three rubber samples with different batten thicknesses，the influence of temperature and batten thickness on its deformation was studied. The results show that the U-shaped rubber deformation is mainly caused by the temperature change,the U-shaped rubber height decreases obviously, and the shape variable of the side wall thickness and the rubber length is small. In addition, the batten thickness has a greater influence on the rubber shape variable at the bolt hole. Compared with the batten of 5 mm and 6 mm thickness, the 4 mm batten produces a larger deformation under the bolt preload action, resulting in a larger deformation at the bolt hole, and then increasing the batten thickness can effectively reduce the hole removal risk. Comparing the finite element simulation data with the low temperature test results, it is found that the two results are basically consistent，which indicates the finite element analysis feasibility and the low temperature test reliability. The research results provide some guidance basis for the U-shaped rubber outer windshield under low temperature application reliability.

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YU Chengtao, E-mail：
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基于橡胶的低温拉伸试验数据，利用Ansys软件拟合得到橡胶材料Mooney-Rivlin超弹性本构模型参数，并根据3种实际工况对U型橡胶外风挡进行热固耦合仿真分析，研究不同工况对U型橡胶形变的影响；并且对U型橡胶外风挡和3块不同厚度压条预紧的橡胶样件进行低温试验，研究温度及压条厚度对其形变的影响。结果表明，U型橡胶的形变主要因温度变化产生，U型橡胶高度明显减小，而侧壁厚度与橡胶长度的形变量较小；另外，压条的厚度对螺栓孔处橡胶的形变量影响较大，相对于5、6 mm厚度的压条，4 mm压条在螺栓预紧力作用下产生了较大的形变，导致螺栓孔处形变较大，进而增加压条的厚度可有效减小脱孔风险；将有限元仿真数据与低温试验的结果对比发现两者基本一致，表明有限元分析的可行性与低温试验的可靠性。研究结果对U型橡胶外风挡低温下应用的可靠性提供了一定的指导依据。

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俞成涛，男，1987年生，安徽舒城人，博士，副教授，硕士研究生导师；主要研究方向为机械创新设计；E-mail：。
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顾铖，男，1998年生，江苏无锡人，硕士研究生；主要研究方向为轻量化设计与分析；E-mail：。

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顾铖，男，1998年生，江苏无锡人，硕士研究生；主要研究方向为轻量化设计与分析；E-mail：。

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顾铖，男，1998年生，江苏无锡人，硕士研究生；主要研究方向为轻量化设计与分析；E-mail：。

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language=EN, label=Tab.1, caption=

Mesh independence verification of front and rear faces

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编号
Number		M1网格尺寸
Size of M1 mesh/mm		M2网格尺寸
Size of M2 mesh/mm		网格数量
Mesh quantity		最大形变
Maximum deformation/mm
162020 6457.418 4
261522 1927.388
361026 8677.412 4
442022 4737.396 5
522033 9937.436
), ArticleFig(id=1241038878560276999, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1241038860117921814, language=CN, label=表1, caption=

网格无关性验证结果

, figureFileSmall=null, figureFileBig=null, tableContent=
编号
Number		M1网格尺寸
Size of M1 mesh/mm		M2网格尺寸
Size of M2 mesh/mm		网格数量
Mesh quantity		最大形变
Maximum deformation/mm
162020 6457.418 4
261522 1927.388
361026 8677.412 4
442022 4737.396 5
522033 9937.436
), ArticleFig(id=1241038878660940299, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1241038860117921814, language=EN, label=Tab.2, caption=

Finite element data for three working conditions

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形变量
Deformation		工况1Working condition 1工况2Working condition 2工况3Working condition 3
H1形变量
H1 deformation/ mm		0.0026.0546.209
H2形变量
H2deformation/ mm		0.0010.250.246
H3形变量
H3deformation/ mm		0.0011.6811.772
), ArticleFig(id=1241038878845489681, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1241038860117921814, language=CN, label=表2, caption=

3种工况有限元数据

, figureFileSmall=null, figureFileBig=null, tableContent=
形变量
Deformation		工况1Working condition 1工况2Working condition 2工况3Working condition 3
H1形变量
H1 deformation/ mm		0.0026.0546.209
H2形变量
H2deformation/ mm		0.0010.250.246
H3形变量
H3deformation/ mm		0.0011.6811.772
), ArticleFig(id=1241038879025844755, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1241038860117921814, language=EN, label=Tab.3, caption=

Comparison of finite element results of U-shaped rubber samples and low temperature test

, figureFileSmall=null, figureFileBig=null, tableContent=
名称 NameH1H2H3
原始尺寸
Original size/mm		243.516.5400
有限元仿真
Finite element simulation/mm		237.29116.248398.23
仿真形变量
Simulation deformation/mm		6.2090.2461.772
测量1
Measurement 1/mm		23616.3398.5
测量2
Measurement 2/mm		235.516.12399
测量3
Measurement 3/mm		236.616.38397.8
平均形变量
Average deformation/mm		7.4670.2331.567
), ArticleFig(id=1241038879118119448, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1241038860117921814, language=CN, label=表3, caption=

U型橡胶样件有限元结果与低温试验比较

, figureFileSmall=null, figureFileBig=null, tableContent=
名称 NameH1H2H3
原始尺寸
Original size/mm		243.516.5400
有限元仿真
Finite element simulation/mm		237.29116.248398.23
仿真形变量
Simulation deformation/mm		6.2090.2461.772
测量1
Measurement 1/mm		23616.3398.5
测量2
Measurement 2/mm		235.516.12399
测量3
Measurement 3/mm		236.616.38397.8
平均形变量
Average deformation/mm		7.4670.2331.567
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高速列车U型橡胶外风挡低温下收缩性能分析
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顾铖 1 , 徐磊 2 , 俞成涛 1 , 王加政 2
机械强度 | 实验研究·测试技术 2025,47(1): 84-91
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机械强度 | 实验研究·测试技术 2025, 47(1): 84-91
高速列车U型橡胶外风挡低温下收缩性能分析
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顾铖1 , 徐磊2, 俞成涛1 , 王加政2
作者信息
  • 1.江苏理工学院 机械工程学院，常州　213000
  • 2.常州今创风挡系统有限公司，常州　213000

    • 顾铖，男，1998年生，江苏无锡人，硕士研究生；主要研究方向为轻量化设计与分析；E-mail：。

通讯作者:

俞成涛，男，1987年生，安徽舒城人，博士，副教授，硕士研究生导师；主要研究方向为机械创新设计；E-mail：。
Analysis of shrinkage performance of U-shaped rubber outer windshield of high-speed train at low temperature
Cheng GU1 , Lei XU2, Chengtao YU1 , Jiazheng WANG2
Affiliations
  • 1.School of Mechanical Engineering, Jiangsu University of Technology, Changzhou 213000, China
  • 2.Changzhou Jinchuang Windshield System Co., Ltd., Changzhou 213000, China
出版时间: 2025-01-15 doi: 10.16579/j.issn.1001.9669.2025.01.010
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摘要
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基于橡胶的低温拉伸试验数据，利用Ansys软件拟合得到橡胶材料Mooney-Rivlin超弹性本构模型参数，并根据3种实际工况对U型橡胶外风挡进行热固耦合仿真分析，研究不同工况对U型橡胶形变的影响；并且对U型橡胶外风挡和3块不同厚度压条预紧的橡胶样件进行低温试验，研究温度及压条厚度对其形变的影响。结果表明，U型橡胶的形变主要因温度变化产生，U型橡胶高度明显减小，而侧壁厚度与橡胶长度的形变量较小；另外，压条的厚度对螺栓孔处橡胶的形变量影响较大，相对于5、6 mm厚度的压条，4 mm压条在螺栓预紧力作用下产生了较大的形变，导致螺栓孔处形变较大，进而增加压条的厚度可有效减小脱孔风险；将有限元仿真数据与低温试验的结果对比发现两者基本一致，表明有限元分析的可行性与低温试验的可靠性。研究结果对U型橡胶外风挡低温下应用的可靠性提供了一定的指导依据。

U型橡胶外风挡  /  Mooney-Rivlin超弹性本构模型  /  热固耦合  /  有限元分析  /  低温试验

Based on the low temperature tensile test data of the rubber, Ansys software was used to fit the Mooney-Rivlin hyperelastic constitutive model of rubber material parameters, and the thermo-solid coupling simulation was carried out on the U-shaped rubber outer windshield according to three real working conditions, and the influence of different working conditions on the U-shaped rubber deformation was studied. The low temperature test was carried out on U-shaped rubber outer windshield and three rubber samples with different batten thicknesses，the influence of temperature and batten thickness on its deformation was studied. The results show that the U-shaped rubber deformation is mainly caused by the temperature change,the U-shaped rubber height decreases obviously, and the shape variable of the side wall thickness and the rubber length is small. In addition, the batten thickness has a greater influence on the rubber shape variable at the bolt hole. Compared with the batten of 5 mm and 6 mm thickness, the 4 mm batten produces a larger deformation under the bolt preload action, resulting in a larger deformation at the bolt hole, and then increasing the batten thickness can effectively reduce the hole removal risk. Comparing the finite element simulation data with the low temperature test results, it is found that the two results are basically consistent，which indicates the finite element analysis feasibility and the low temperature test reliability. The research results provide some guidance basis for the U-shaped rubber outer windshield under low temperature application reliability.

U-shaped rubber outer windshield  /  Mooney-Rivlin hyperelastic constitutive model  /  Thermo-solid coupling  /  Finite element analysis  /  Low temperature test
顾铖, 徐磊, 俞成涛, 王加政. 高速列车U型橡胶外风挡低温下收缩性能分析. 机械强度, 2025 , 47 (1) : 84 -91 . DOI: 10.16579/j.issn.1001.9669.2025.01.010
Cheng GU, Lei XU, Chengtao YU, Jiazheng WANG. Analysis of shrinkage performance of U-shaped rubber outer windshield of high-speed train at low temperature[J]. Journal of Mechanical Strength, 2025 , 47 (1) : 84 -91 . DOI: 10.16579/j.issn.1001.9669.2025.01.010
正文
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0　引言
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高速铁路集中反映了一个国家铁路线路结构、列车牵引动力、高速运行控制、高速运输组织等多方面的技术水平，代表了一个国家的整体科技和工业水平[1]。德国、日本等传统制造业强国早在20世纪就开始了相应的研究，进行了大量的理论与试验工作[2]。我国于20世纪90年代开始发展高速铁路技术，先后成功研制最大速度212.6、240、321.25 km/h的高速列车。其中，高速列车所用风挡设计技术是四大连接技术之一[3]。高速动车组的风挡分为内风挡和外风挡两部分：内风挡主要作为旅客安全通道，而外风挡主要用来降低车辆运行时产生的噪声，同时还使两个车辆之间弧面连接平滑一致，以降低高速动车组运行时的空气阻力[4]。高速列车外风挡的主要形式有半包式裙板型橡胶外风挡、半包式U型橡胶外风挡、全包式外风挡和隔音风挡等[5]。
目前，对于高速列车外风挡，许多学者从不同方面进行了研究。白夜等[6]进行了系统试验，给出了研究风挡腔内流场气动特性可行的试验方案，此方案为局部减阻之后的研究提供依据。NIU等[7-8]分别对U型橡胶外风挡结构在列车空气动力作用下产生变形及振动问题进行了研究，结果表明，当气动载荷的激励频率接近外风挡结构固有频率时易引起共振现象，此时会严重影响列车运行稳定性、乘客舒适性以及外风挡结构安全性。唐明赞等[9]采用计算流体力学数值计算的方法研究了外风挡与车体外表面的安装间距对风挡气动特性的影响规律。刘国庆等[10]针对不同车型，使用大涡模拟和基于FW-H方程的声类比方法分析了高速列车气动噪声分布的特点。刘翰林等[11]采用数值模拟的方法对400 km/h的高速列车气动声学设计研究给予一定参考价值。杨加寿等[12]对不同风挡形式的气动性能进行研究，通过数值模拟的方法得出了上、下和两侧闭式的风挡形式更适合高速列车的结论。蔡鉴明等[13-14]分别采用不同材料本构模型，研究了模态试验激励点与响应位置对模态参数的影响。DAI等[15]提出了一种混合方法来研究风挡区域周围的运动噪声，为风挡辐射气动噪声研究提供新思路。TANG等[16]通过双向迭代非线性流固耦合模型仿真得到外风挡周围的流场特性，分析其振动机制及特性，为高速列车外风挡的空气弹性问题研究提供参考。谭莲影等[17]探讨了风挡橡胶基材三元乙丙橡胶的防老体系、填充体系以及硫化体系对外风挡橡胶材料性能的影响，并成功开发了性能满足技术要求的风挡橡胶材料。欧阳黎健等[18]分析了风挡的应用情况及相应特点，为风挡选型提供依据。高军等[19]结合相关标准对外风挡进行结构分析及计算，从选材、减阻和隔声方面对外风挡的结构设计优化进行探讨。
目前针对外风挡的研究主要集中在气动性能、噪声、模态参数、选型等方面，而U型橡胶外风挡的低温性能尚未有研究。由于高速列车特殊的工作环境，在国内由南到北的线路上存在从最高温度40 ℃到最低温度-40 ℃的可能性。本处于相互挤压的两U型橡胶，在低温时其间可能会产生一定的缝隙，而当外风挡存在缝隙时，缝隙起到了导流作用，将高速气流导入两车连接处，导致列车风阻增加，同时气动噪声也可能增强[20]。因此，对U型橡胶外风挡低温特性的研究尤为重要。
本文以半包式U型橡胶外风挡为研究对象，采用有限元分析方法分别对3种工况下U型橡胶的收缩性进行研究并比较分析，使用低温试验分析的方法对工况3下的U型橡胶外风挡低温收缩性进行研究，然后对低温试验结果与有限元计算结果进行相互验证，并研究了不同厚度压条对橡胶螺栓孔厚度的影响。
1　U型橡胶外风挡的有限元分析
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1.1　橡胶低温性能
橡胶作为超弹性材料，具有材料非线性和几何非线性的特点，为得到低温-40 ℃下橡胶的力学性能，需对试样在低温环境下做拉伸试验得到应力-应变曲线，为消除偶然因素的影响，本文采用4块相同试样进行试验，试验结果如图1所示。
对橡胶试样进行有限元分析时，主要难点在于本构关系和接触特性的定义和选择，本文采用最常用的Mooney-Rivlin本构模型分别对4块试样在0~150%应变范围内做拟合[21]。该模型在伸长应变为100%之内与压缩应变为30%之内的中小变形有较好的适用性[22]。各试样拟合曲线如图2所示，可以发现，4块试样的试验数据与拟合数据重合度较高，可以用来描述三元乙丙橡胶的超弹性力学行为。取拟合重合度最高的试样3得出的3个参数：C10=13 995、C01=979 864、C11=-1.811 1，作为有限元分析的橡胶本构模型参数。
1.2　U型橡胶外风挡的有限元模型
图3（a）所示为U型橡胶模型及原始尺寸参数，高度H1=243.5 mm，侧壁厚度H2=16.5 mm，长度H3=400 mm，圆弧顶部厚度为6 mm，底部孔距为150 mm。图3（b）所示为装配完整的U型橡胶外风挡安装示意图，主要部件为U型橡胶、内安装条和底座框，并通过螺栓连接装配。在处理模型时，螺栓部分进行相应的简化，便于后续的计算。
1.3　边界条件
使用Ansys软件计算低温环境下U型橡胶的形变，需要利用温度场与静力结构场耦合。在温度场中需设定材料参数、模型接触、网格划分与温度，U型橡胶材料使用的是前面拟合出的Mooney-Rivlin本构模型参数，热膨胀系数为2.5×10-4 ℃-1；内安装条与底座框都为铝合金材质，弹性模量为71 GPa，泊松比为0.33，密度为2.77 g/cm3，热膨胀系数为2.3×10-5 ℃-1；接触设置中U型橡胶与其他部件都为摩擦接触，摩擦因数为0.25，其余接触默认为绑定，温度根据实际工况设定。
如图4所示，先设定好温度场相关边界条件进行计算，并将温度场的计算结果输入到静力结构场中作为计算边界条件，进入静力结构场设定其余的边界条件。
外风挡实际安装过程中，底座两边螺栓使用扭力扳手拧紧，转矩为14 N·m，扭力系数为0.13，螺栓选择为M8，材料为A2-70，由扭力与预紧力换算公式可得预紧力为13.5 kN，按实际安装设定边界条件，分析时2个底座框底部固定，边界条件如图5所示。
1.4　温度场的有限元理论
为分析橡胶因低温而引起的形变，需要了解其温度场的分布，由热力学第一定律、傅里叶导热定律及能量守恒定律可知，需要从3个维度对温度场进行分析，并且根据热传递理论来建立温度场的导热微分方程为
式中，x、y、z为温度场的3个维度；k为物体的导热系数；T为温度场的数学表达式；q‴为单位体积内的能量转换速率；ρ为密度；c为比热容。
导热微分方程是对导热物体内部温度场内在规律的描述，适用于所有导热过程，当需要研究特定情况下的导热问题时，必须给予适当的特定条件，称为定解条件；定解条件包括时间条件和边界条件。
1.4.1　时间条件
初始（时间）条件即物体初始瞬间温度分布规律，其数学表达式为
1.4.2　边界条件
1）第1类边界条件，规定物体边界上任何时刻的温度分布为
2）第2类边界条件，规定物体边界面上的热流密度分布为
式中，q为导热热流密度。
3）第3类边界条件，规定物体边界面的对流条件为
式中，h为介质与物体之间的换热系数；Tf为周围介质的温度。
1.5　网格无关性验证
在进行有限元分析时，由于外风挡模型较为简单，故无须做多余的简化。将模型导入物理场，进行网格划分，底座框底部做固定支撑，温度场设定温度-40 ℃求解。为了更加高效地完成有限元分析，首先使用Ansys软件对划分的网格与分析结果进行无关性验证。橡胶部分采用六面体网格划分方法，其余采用四面体网格划分方法，对橡胶的前后端面与内外圆弧面进行网格大小的设置，如图6所示。经计算得到的网格无关性验证结果如表1所示，其中M1代表前、后端面，M2代表内、外圆弧面。
由表1可知，对局部网格进行加密，并不会导致最终结果有很大的变化，为提高计算效率，最终选择了前、后截面网格尺寸为6 mm，内、外圆弧面网格尺寸为20 mm。
1.6　实际工况与仿真结果分析
1.6.1　实际工况
根据高速列车实际运行工况，在实际过弯时，内侧U型橡胶受压，外侧处于松开状态，同时考虑温度变化对橡胶的影响，给出3种模拟工况：①在常温20 ℃下，U型橡胶外风挡受挤压后松开的形变状态；②初始温度20 ℃，最终温度-40 ℃，U型橡胶产生的形变状态；③结合前两种工况模拟低温环境下U型橡胶受压后松开的形变状态。由于工况3结合了前两种工况，因此下面对工况3进行重点分析。
1.6.2　结果分析
根据工况3，设置初始温度20 ℃，最终温度-40 ℃，保持一段时间-40 ℃后，橡胶产生冷缩形变，再将橡胶压缩140 mm，持续30 min后松开。仿真时，应用静力学模块，设置一块平板对橡胶实行140 mm的压缩，如图7（a）所示。图7（b）所示为模拟工况3得到的U型橡胶的Y方向形变量。由图7（b）可以发现，橡胶的顶部圆弧面和底部均有收缩现象，顶部的收缩较为明显，有5.205 mm的收缩量，U型橡胶整体在Y方向上收缩了6.209 mm。
图8所示为U型橡胶侧壁厚度的形变。应用图8（a）所示的在静力学模块中插入指定路径的方法，能够得到侧壁在这条路径上的形变，得到路径收缩量约为0.246 mm，如图8（b）所示。
图9所示为U型橡胶长度沿Z方向的形变。图9（a）所示为插入指定路径方法得到Z方向长度的形变，如图9（b）所示，路径两端向内产生形变收缩，产生的收缩量为1.772 mm。
应用相同的方法，对工况1和工况2进行了模拟，得到如表2所示的3种工况下H1、H2、H3的形变量。由表2可知，工况1下3个尺寸的形变量都很小，可忽略不计；而在工况2与工况3下，相应尺寸之间的形变量较为接近。由表2可知，U型橡胶在常温的环境下受压后具有较强的回弹性，可恢复至原始尺寸，而温度的降低使得橡胶产生较为明显的收缩。
2　U型橡胶外风挡样件试验分析
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2.1　外风挡样件试验方案
为验证上述仿真结果准确性，制作了U型橡胶外风挡样件，并进行了低温试验，如图10所示。图11所示为试验过程展示，首先将外风挡安装在试验箱内；然后，设置温度为-40 ℃，并持续1 h；接着，采用工装压板对U型橡胶压缩140 mm，维持30 min后松开。试验过程总共维持2 h，试验结束后拆除压缩工装并取出样件，测试样件的各尺寸H1、H2、H3。
2.2　仿真结果与低温试验比较分析
为了减小测量误差每个尺寸均测量了3次，并计算了与原始尺寸对比的平均形变量，结果如表3所示。由表3可知，H1、H2、H3尺寸测量值的平均形变量与仿真形变量分别存在1.258、0.013、0.205 mm的误差。导致误差产生的原因：一方面是在实际测量中H1尺寸与H3尺寸过大，选用钢尺测量，缺少测量的精确度，且H1尺寸顶部为圆弧面，底部为平面的测量方式，进而加大了测量误差，而H2尺寸较小，使用游标卡尺测量精确度较高；另一方面是由于橡胶低温拉伸试验存在一定误差，使拟合出的超弹性参数不够准确进而导致仿真结果存在偏差。
结果表明，3个尺寸误差都在较为合理范围内，因此证明了仿真结果的正确性。
3　橡胶样件试验方案
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为研究外风挡橡胶螺栓孔厚度方向形变与压板厚度及低温下的关系，以补充外风挡试验中卡尺无法测量螺栓孔厚度方向的尺寸问题。图12所示为准备的1块无压条橡胶样件及3块安装压条橡胶样件。其中，3块安装压条橡胶样件都按实际螺栓预紧要求进行了预紧，两侧压板厚度分别为4、5、6 mm。
首先测量各橡胶样件3个螺栓孔处厚度的原始尺寸，分别用D1、D2、D3表示，然后测量压条预紧后的尺寸，之后将所有橡胶样件放入试验箱内，将试验箱温度设置为-40 ℃，维持2 h。试验结束后，对每个样件3个螺栓孔处厚度进行测量并拆除压条后再次测量，记录每次测量数据。
图13所示为压条橡胶样件在-40 ℃低温后的照片。图13（a）与图13（b）分别为橡胶样件的正视图与压条侧的侧视图，图13（c）、图13（d）所示为拆除压条后橡胶样件所留下的压痕，证明压条经过预紧对橡胶样件造成一定程度的压痕。
图14为4种橡胶样件螺栓孔厚度变化的折线图。其中，图14（a）、图14（b）、图14（c）对3种不同厚度压条的橡胶样件给出了3种不同情况下的螺栓孔厚度变化。预紧后4 mm压条橡胶样件发生了最多3 mm的形变，5 mm与6 mm压条橡胶样件均发生最多2 mm的形变；低温后4 mm压条橡胶样件发生了接近0.3 mm的形变，5 mm与6 mm压条橡胶样件发生的形变均在0.2 mm左右；另外，拆除压条后原本被预紧的橡胶发生回弹，4 mm压条橡胶样件发生了2 mm左右的回弹，5 mm与6 mm压条橡胶样件均发生1 mm左右的回弹，回弹后尺寸与原始尺寸相比均收缩1 mm左右。以上结果说明了使用4 mm的压条相对于5 mm和6 mm的压条，橡胶沿着压条方向各处的变形更加不均匀，处于螺栓预紧的部位被压缩得较多，而位于2个螺栓中间的橡胶可能并没有被压紧，这可以从图13（b）中明显地观察到。这是因为压条的厚度较小时，压条在被螺栓预紧后，其在橡胶的反力作用下产生了较大的变形，所以此时橡胶在承受高度方向的载荷时，主要由螺栓处的橡胶承载，而位于两个螺栓中间部分的橡胶，由于并没有被压条压实，无法提供承载能力，从而增加了螺栓处橡胶安装孔的形变甚至脱孔的风险。这就要求在实际安装过程中需要使用厚度得当的压条使橡胶在受压时受力更均匀，从而减小橡胶形变，避免发生脱孔的风险，这也可以作为一项重要的优化参数。
4　结论
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通过对橡胶材料低温拉伸试验测定其应力-应变曲线并使用超弹性本构模型拟合，并对外风挡进行了有限元仿真与低温试验，研究橡胶形变量的大小及其影响因素，主要结论如下：
1）橡胶材料通过低温拉伸试验获得应力-应变曲线，使用Mooney-Rivlin本构模型在0~150%小应变范围内进行拟合曲线，拟合度较高，对橡胶超弹性参数确定具有一定参考价值。
2）基于试验获得的超弹性参数，使用有限元与低温试验相结合的方法，研究了U型橡胶外风挡在实际工况下的形变状态。分析结果表明，U型橡胶外风挡受外力作用时，顶部受压的情况较为明显，且具有较强的回弹性，低温环境下，橡胶自身产生的收缩进一步增大橡胶圆弧顶部的收缩。两个相对安装的外风挡之间产生的这种收缩量，可能会使其间产生缝隙，从而造成一定的风阻，以致增加列车运行功耗。
3）基于低温试验，进一步研究不同厚度的压条对橡胶样件螺栓孔厚度的影响，结果发现，相比于5 mm与6 mm的压条，采用4 mm的压条时，由于螺栓预紧力作用致使压条产生形变，同时橡胶件受压形变不均，螺栓孔处发生过大形变，更加容易发生脱孔的风险。
4）低温试验与有限元计算结果相互验证，这样的方法可以大量减少重复试验和经验判断带来的误差，有效提升后续优化效率，也同样为U型橡胶外风挡后续优化提供有效方法。
基金
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  • 江苏省青蓝工程优秀青年骨干教师项目(202111)
文献
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2025年第47卷第1期
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doi: 10.16579/j.issn.1001.9669.2025.01.010
  • 接收时间：2023-06-16
  • 首发时间：2026-03-18
  • 出版时间：2025-01-15
补充材料
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出版历史
  • 收稿日期：2023-06-16
  • 修回日期：2023-07-01
基金
Jiangsu Qinglan Project Outstanding Young Backbone Teacher Project(202111)
江苏省青蓝工程优秀青年骨干教师项目(202111)
作者信息
    1.江苏理工学院 机械工程学院，常州　213000
    2.常州今创风挡系统有限公司，常州　213000

通讯作者:

俞成涛，男，1987年生，安徽舒城人，博士，副教授，硕士研究生导师；主要研究方向为机械创新设计；E-mail：。
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https://castjournals.cast.org.cn/joweb/jxqd/CN/10.16579/j.issn.1001.9669.2025.01.010
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2种不同金属材料的力学参数
科
Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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