CN115366508B - 船舶艉轴承用固-液协同润滑降噪高分子复合材料 - Google Patents

船舶艉轴承用固-液协同润滑降噪高分子复合材料 Download PDF

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CN115366508B
CN115366508B CN202210704438.2A CN202210704438A CN115366508B CN 115366508 B CN115366508 B CN 115366508B CN 202210704438 A CN202210704438 A CN 202210704438A CN 115366508 B CN115366508 B CN 115366508B
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杨雪
何琳
帅长庚
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Naval University of Engineering PLA
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Abstract

本发明公开了一种船舶艉轴承用降噪高分子复合材料，解决了现有轴承用降噪高分子复合材料在启动和停车时有异常摩擦噪音。技术方案为先将全氟醚橡胶、四氟乙烯‑全氟烷氧基乙烯基醚共聚物、纳米氟化石墨烯、纳米聚四氟乙烯在密炼机中进行共混，在开炼机中混炼出胶片；将聚偏氟乙烯、可溶性聚四氟乙烯、硅油和桐油经静电纺丝方法加工成纤维膜；最后将胶片和纤维膜交错叠放，在开炼机上进行多次层压得到复合胶片；最后放入模具中硫化成型，得到润滑降噪高分子复合材料。本发明材料用于船舶艉轴承，可消除异常摩擦振动和噪声，尤其是在启动和停车在内的任何转速下无异常摩擦噪声、适应船舶使用要求的低噪声、低摩擦系数、低磨损、长寿命。

Description

船舶艉轴承用固-液协同润滑降噪高分子复合材料
技术领域
本发明涉及船舶制造领域，具体的说是一种船舶艉轴承用固-液协同润滑降噪高分子复合材料。
背景技术
船舶艉轴承的润滑主要采用水润滑，而水润滑艉轴承的关键技术是轴承材料的选取。水润滑轴承常采用的材料有：各种金属合金、陶瓷、工程塑料以及橡胶，其中金属合金及陶瓷因不符合减振降噪要求而使其应用受到限制。很多工程塑料都具有较好的自润滑性能，如聚四氟乙烯(PTFE)、超高分子量聚乙烯(UHMWPE)、聚酰亚胺(PI)，但其减振降噪性能还不够理想,单独使用不能满足低噪声的要求。橡胶具有优异的减振降噪性能，常被作为水润滑轴承使用，在完全水润滑条件下，其具有极低的摩擦系数，无异常摩擦噪声，然而在干摩擦或边界水润滑时(这种状态在低速航行工况时经常出现)，其摩擦系数及磨耗量均快速增大，当在此工作状态持续时间较长时，往往会因摩擦生热而引起烧焦现象，导致材料被破坏，从而使船舶艉部出现异常噪声问题和降低船舶轴系安全性。专利CN201110271115.0公开了一种船舶艉轴承用低噪声纳米/高分子复合材料，由基体和自润滑组分经混合压片、硫化而成。基体为丁腈橡胶、超高分子量聚乙烯和聚四氟乙烯混合物；自润滑组分为纳米石墨、纳米二硫化钼、短切聚四氟乙烯纤维、碳纤维及碳纳米管的混合物；自润滑组分/基体的重量比为5～15％。制备方法是将自润滑组分进行表面改性处理，加入到基体混合物中进行预混，预混后再加入过氧化二异丙苯和异丁烯酸甲酯复合硫化剂进行混合，混合均匀后出片模压硫化成型。采用上述方法制备的纳米/高分子复合材料是一种低噪声、低摩擦系数、低磨损、长寿命的船舶艉轴承用纳米/高分子复合材料，可有效降低船舶艉部噪声，提高轴系安全性。该技术填补了船舶轴承降噪材料领域的空白，但申请人发现，使用该高分子材料的船舶艉轴承虽然在运行时有明显的降噪效果，但在启动、停车过程中却常常产生异常摩擦噪声，分析原因可能是因为在启动、停车过程中，润滑水膜难易建立，使轴和轴承界面直接接触，从而导致轴承异常磨损和异常摩擦噪声。该技术问题难以通过局部结构改进来解决，仍存在进一步设计材料配方的迫切需求。
发明内容
本发明的目的是为了解决上述技术问题，提供一种固-液协同润滑降噪高分子复合材料，采用该材料制造的船舶艉轴承在任何转速下，包括启动和停车在内的任何转速下无异常摩擦噪声、适应船舶使用要求的无摩擦噪声、低摩擦系数、低磨损、长寿命的船舶艉轴承用降噪高分子复合材料。
本发明的方法为：
一)将全氟醚橡胶40-60重量份、四氟乙烯-全氟烷氧基乙烯基醚共聚物40-60重量份、纳米氟化石墨烯10-20重量份、纳米聚四氟乙烯10-20重量份在密炼机中进行共混，然后在开炼机中混炼出胶片；
二)将聚偏氟乙烯5-16重量份、可溶性聚四氟乙烯5-18重量份、硅油1-10重量份和桐油1-10重量份经静电纺丝方法加工成纤维膜；
三)将步骤一)得到的胶片和步骤二)得到的纤维膜交错叠放，在开炼机上进行多次层压得到复合胶片；
四)将复合胶片放入模具中硫化成型，得到润滑降噪高分子复合材料。
所述步骤一)中，所述纳米氟化石墨烯经表面改性后加入原料中，所述改性工艺为：将纳米氟化石墨烯放于80℃的烘箱中干燥24h；然后置于Co60中辐照30天，辐照剂量为500kGy。所述步骤一)中，所述纳米聚四氟乙烯经表面改性后加入原料中，所述改性工艺为：将纳米聚四氟乙烯置于Co60中辐照15天，辐照剂量为600kGy。
所述步骤一)中，在所述密炼机中进行共混时，控制温度120℃、混炼20分钟。
所述步骤一)中，控制开炼机的开炼温度为120℃、辊距4～6mm，在开炼机中出胶片。
所述步骤一)中，所述胶片厚度3-5mm。
所述步骤一)中，所述的纳米氟化石墨烯粒径为10-15纳米；所述纳米聚四氟乙烯粒径为10-15纳米。
所述步骤二)中，所述静电纺丝方法中采用三轴静电纺丝设备，在30kV将聚偏氟乙烯、可溶性聚四氟乙烯、硅油和桐油加工成纤维膜。
所述步骤二)中，所述纤维膜的厚度为10～30μm。
所述步骤三中)在多次层压时控制层压温度为120℃、辊距1～3mm。
针对背景技术中存在的问题，发明人对现有高分子材料进行了深入研究，创造性的将聚偏氟乙烯、可溶性聚四氟乙烯包覆桐油和硅油并通过静电纺丝的方法制成纤维膜，将全氟醚橡胶、四氟乙烯-全氟烷氧基乙烯基醚共聚物、纳米氟化石墨烯、纳米聚四氟乙烯经共混、密炼制成胶片，然后将纤维膜和胶片在开炼机上进行多次层压成复合胶片，再经硫化得到纤维膜/高分子复合材料。由其制备的高分子复合材料用于船舶艉轴承时，不仅能够大幅降低运行时的摩擦噪声，而且在启动和停车时也没有异常摩擦噪声，产生了意想不到的技术效果。
船舶艉轴承工作原理是依靠主轴高速运转时与轴承内表面之间形成一层高压水膜，在主轴-轴承摩擦界面形成流体动压润滑，从而降低摩擦系数和消除摩擦噪声。然而由于润滑水粘度较小，当转速较低时，摩擦界面间难以形成润滑水膜，使主轴和轴承表面直接接触，发生相对运动时，需要克服摩擦界面粗糙峰的不平整，发生粘滑现象，这就导致产生异常摩擦噪声。将具有自润滑性能的全氟醚橡胶与四氟乙烯-全氟烷氧基乙烯基醚共聚物、聚偏氟乙烯、可溶性聚四氟乙烯和液体油进行创造性的复合，在启动和停车过程中利用油作为润滑剂，隔离摩擦界面直接接触，从而提高摩擦界面润滑特性，降低摩擦系数，消除异常摩擦噪声，在低速下，利用自润滑高分子材料润滑特性消除异常摩擦噪声，在高速下，利用液体动压润滑消除异常摩擦噪声。
综上，本发明成分简单、包括启动和停车在内的任何转速下无异常摩擦噪声、适应船舶使用要求，与现有用于船舶艉轴承的高分子材料相比，具有更优异的低噪声、低摩擦系数、低磨损、长寿命的优点。
具体实施方式
表1实施例配比
Figure RE-GDA0003847184890000051
实施例1
按表1中的实施例1重量比称取各种材料。
将纳米氟化石墨烯放于80℃的烘箱中干燥24h；然后置于Co60 中辐照30天，辐照剂量为500kGy。
将纳米聚四氟乙烯置于Co60中辐照15天，辐照剂量为600kGy。
将聚偏氟乙烯、可溶性聚四氟乙烯、硅油和桐油加入三轴静电纺丝仪中，接通30kV电压，经过10分钟后加工成厚度为30μm的纤维膜。
将全氟醚橡胶、四氟乙烯-全氟烷氧基乙烯基醚共聚物、纳米氟化石墨烯、纳米聚四氟乙烯在密炼机中进行共混，控制温度120℃、混炼20分钟，然后在开炼机中混炼出厚度5mm的胶片，控制温度为 120℃、辊距5mm。
将胶片和纤维膜交错叠放在开炼机上进行5次层压，控制温度为 120℃、辊距2mm。
将胶片放入模具中，在180±5℃,压力12±1MPa下硫化成型60 分钟，然后再升温到230±5℃硫化成型10h，放置1周后测试其摩擦磨损性能和摩擦噪声，并且将CN201110271115.0公开的实施例1作为对比例与本申请实施例1进行比较，测试结果如表2所示。
表2
Figure RE-GDA0003847184890000061
采用本发明实施例1的材料制造了1：2陆上台架试验用轴承样机，测试其摩擦振动特性，并与CN201110271115.0中的轴承样机的摩擦振动特性进行了对比。对比结果表明：本发明的高分子复合材料振动加速度级比CN201110271115.0中实施例1的轴承材料降低6dB以上。
实施例2
按表1中的实施例2重量比称取各种材料，其中，加工成厚度为 10μm的纤维膜；在开炼机中混炼时，控制辊距为4mm；层压时控制辊距为1mm；其余同实施例1，采用同样的测试方法，测试结果见表 3：
表3
Figure RE-GDA0003847184890000071
实施例3
按表1中的实施例3重量比称取各种材料，其中，加工成厚度为 20μm的纤维膜；在开炼机中混炼时，控制辊距为6mm；层压时控制辊距为3mm；其余同实施例1，采用同样的测试方法，测试结果见表 4，并与美军标中轴承材料摩擦性能进行对比。对比结果表明，本发明的复合材料摩擦性能满足、甚至超过了美国军用标准要求：
表4
Figure RE-GDA0003847184890000081
实施例4
按表1中的实施例4重量比称取各种材料，其余同实施例1，采用同样的测试方法，测试结果见表5，并与美军标中轴承材料摩擦性能进行对比。对比结果表明，本发明的复合材料摩擦性能满足、甚至超过了美国军用标准要求：
表5
Figure RE-GDA0003847184890000091
实施例5
按表1中的实施例5重量比称取各种材料，其余同实施例1，采用同样的测试方法，测试结果见表6。
表6
Figure RE-GDA0003847184890000092
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Claims (10)

1.一种船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，其特征在于，进行以下步骤：
一)将全氟醚橡胶40-60重量份、四氟乙烯-全氟烷氧基乙烯基醚共聚物40-60重量份、纳米氟化石墨烯10-20重量份、纳米聚四氟乙烯10-20重量份在密炼机中进行共混，在开炼机中混炼出胶片；
二)将聚偏氟乙烯5-16重量份、可溶性聚四氟乙烯5-18重量份、硅油1-10重量份和桐油1-10重量份经静电纺丝方法加工成纤维膜；
三)将步骤一)得到的胶片和步骤二)得到的纤维膜交错叠放，在开炼机上进行多次层压得到复合胶片；
四)将复合胶片放入模具中硫化成型，得到润滑降噪高分子复合材料。
2.如权利要求1所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，其特征在于，所述步骤一)中，所述纳米氟化石墨烯经表面改性后加入原料中，所述改性工艺为：将纳米氟化石墨烯放于80℃的烘箱中干燥24h；然后置于Co60中辐照30天，辐照剂量为500kGy。
3.如权利要求1所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，其特征在于，所述步骤一)中，所述纳米聚四氟乙烯经表面改性后加入原料中，所述改性工艺为：将纳米聚四氟乙烯置于Co60中辐照15天，辐照剂量为600kGy。
4.如权利要求1-3任一项所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，其特征在于，所述步骤一)中，在所述密炼机中进行共混时，控制温度120℃、混炼20分钟。
5.如权利要求1-3任一项所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，其特征在于，所述步骤一)中，控制开炼机的开炼温度为120℃、辊距4～6mm，在开炼机中出胶片。
6.如权利要求1-3任一项所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，所述步骤一)中，所述胶片厚度3-5mm。
7.如权利要求1-3任一项的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，其特征在于，所述步骤一)中，所述的纳米氟化石墨烯粒径为10-15纳米；所述纳米聚四氟乙烯粒径为10-15纳米。
8.如权利要求1-3任一项所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料，其特征在于，所述步骤二)中，所述静电纺丝方法中采用三轴静电纺丝设备，在30kV将聚偏氟乙烯、可溶性聚四氟乙烯、硅油和桐油加工成纤维膜。
9.如权利要求1-3任一项所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，所述步骤二)中，所述纤维膜的厚度为10～30μm。
10.如权利要求1-3任一项所述的船舶艉轴承用固-液协同润滑降噪高分子复合材料的制备方法，其特征在于，所述步骤三中)中在多次层压时控制层压温度为120℃、辊距1～3mm。
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CN112406244A (zh) * 2020-11-10 2021-02-26 长春工业大学 一种高性能夹层玻璃中间聚合物膜材料及其制备方法

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JPH04153348A (ja) * 1990-05-12 1992-05-26 Bridgestone Corp 制振防音材
CN102382339A (zh) * 2011-09-14 2012-03-21 中国人民解放军海军工程大学 船舶艉轴承用低噪声纳米/高分子复合材料及其制备方法
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