CN101341273A - 汽车配管用钢管 - Google Patents
汽车配管用钢管 Download PDFInfo
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Abstract
提供一种不需要较厚的保护树脂包覆层就能够将作为燃料配管及刹车配管等的车辆用钢管所要求的耐腐蚀性、耐碎石性强化、并且末端加工性良好的汽车配管用钢管钢管。为了解决该问题,在利用包括镀层被膜的多层的被膜来包覆钢管的镀层钢管中,上述被膜由热侵镀被膜(12)、其外侧层的化成处理被膜(14)、和最外层的较薄的PA树脂被膜(18)形成。
Description
技术领域
本发明主要涉及在汽车的燃料配管及刹车配管等的车辆配管中使用的钢管,特别涉及提高了对于配管中与小石子等碰撞而损伤的部位的防锈性能的汽车配管用钢管。
背景技术
对于这种汽车配管用钢管,对于耐腐蚀性及耐药品性要求较高的性能。以往,在这种汽车配管用钢管上,对其表面实施镀锌,并在其之上用铬酸盐化成被膜进行包覆,实现耐腐蚀性的强化。
汽车配管用钢管一般引绕到车体的下侧而延伸到发动机,需要提高耐碎石性,以使得不会在行驶中碰到跳起的小石子等而将镀层被膜损伤。因此,多在最外层设置较厚的树脂包覆层。
所以,在以往的汽车配管用钢管中,有将钢管的表面用镀锌被膜包覆、在该镀锌被膜的表面上实施铬酸盐化成处理、进而在其上经由底涂料用PA11及PP树脂双层地包覆的结构。
发明内容
但是,在以往的汽车配管用钢管中,通过电镀锌来进行镀层处理是较普遍的。一般而言,镀层被膜以锌镀层为代表,具有充分的耐腐蚀性,但对于与小石子等碰撞时受到的冲击的耐冲击力较弱。此外,在电镀锌时,难以生成较厚的被膜,在需要强化耐碎石性(耐受与小石子等碰撞的冲击的性质)的汽车配管用钢管的情况下,无论如何镀层被膜的膜厚都不足。因此,若由于与小石子等碰撞所产生的冲击而发生破裂,则伤痕有可能达到钢管的铁基体,所以为了提高耐碎石性,需要尽量将最外层的树脂层增厚来保护镀锌被膜。
此外,在汽车配管用钢管的情况下,为了在管的末端与接头连接,需要进行外扩加工或胀形加工等的末端加工。此时,在通过较厚的树脂层提高耐碎石性的结构中,存在如果不在末端的部分将树脂剥离就不能进行末端加工的问题。
所以,本发明的目的是消除上述现有技术存在的问题,提供一种不需要较厚的保护树脂包覆层就能够强化作为车辆用钢管所要求的耐腐蚀性、耐碎石性而具有高耐腐蚀性、且能够提高对管末端的加工性的热侵镀钢管。
为了实现上述目的,本发明是利用包括镀层被膜的多层的被膜来包覆钢管的镀层钢管,其特征在于,上述被膜包括热侵镀被膜、其外侧层的化成处理被膜、和最外层的薄PA树脂被膜。
此外,本发明是利用包括镀层被膜的多层的被膜来包覆钢管的镀层钢管,其特征在于,上述被膜包括热侵镀被膜、其外侧层的化成处理被膜、和最外层的膜厚较薄的PA树脂被膜,所述PA树脂被膜与上述热侵镀被膜的膜厚相关联而均衡耐腐蚀性的提高和在包覆有树脂被膜的状态下的对管末端的加工性。
在本发明中,上述热侵镀被膜具有10~150μm的膜厚。优选的是,上述热侵镀被膜的膜厚是10~50μm,并且PA树脂被膜的膜厚是50~150μm。此外,热侵镀的扩散层优选为10μm以下。
此外,优选的是,上述热侵镀被膜的组成由Zn-Al-Mg类合金构成,上述化成处理被膜由不含有6价铬化合物的无铬化成处理被膜构成。经由底涂料而在该无铬化成处理被膜上由膜厚为50~150μm的薄树脂被膜进行包覆。
根据本发明,热侵镀被膜具有足够的耐腐蚀性,并且能够使膜厚变厚。因此,不再需要如以往的膜厚较薄的电镀锌那样用较厚的树脂层来进行保护。并且,由于具有强化作为汽车配管用钢管所要求的耐腐蚀性及耐碎石性、并且与末端加工性取得平衡的较薄的最外层的PA树脂被膜,所以不需要将树脂被膜剥离,末端的加工变得容易。
附图说明
图1是表示本发明的汽车配管用钢管的实施方式的横剖视图。
图2是表示在该汽车配管用钢管的末端加工出的外扩部的局部剖视侧视图。
图3是形成在本发明的汽车配管用钢管上的热侵镀被膜的扩展层的说明图。
具体实施方式
以下,参照附图对本发明的汽车配管用钢管的实施方式进行说明。
图1是表示本发明的实施方式的汽车配管用钢管的横截面的图。在该图1中,附图标记10表示钢管。在该实施方式中,钢管的外径是4.76mm,是在汽车的燃料配管及刹车配管等中使用的钢管。
钢管10的外周面遍及全长地被热侵镀被膜12包覆,重叠在该热侵镀被膜12之上而形成有化成处理形成的化成处理被膜14。对于形成热侵镀被膜12的镀层液,优选地使用Zn-Al-Mg热侵镀液。
在形成化成处理被膜14的化成处理中,采用使用不含有6价铬化合物的无铬化成处理熔液进行的化成处理。
进而,在本实施方式的热侵镀钢管中,化成处理被膜14的表面,为了提高与树脂被膜的粘接性而经由底涂料被膜16而被以热塑性树脂为材料的树脂被膜18包覆。作为树脂而使用PA,最优选的是PA11。
根据以上那样地构成的汽车配管用钢管,由于代替以往的电镀而通过实施热侵镀来形成对钢管10实施的防锈用的镀层被膜,所以与电镀相比能够在短时间内形成膜厚较厚的被膜。例如,在电镀锌的情况下,镀层被膜的厚度充其量做成30μm左右就是极限了。
相对于此,在热侵镀的情况下,能够在短时间内容易地在10~150μm的范围内实现均匀的成膜。并且,为了提高耐腐蚀性并且强化耐冲击性,在该实施方式的情况下,热侵镀被膜12的膜厚优选地需要在10~50μm的范围。
这样,热侵镀被膜12具有10~150μm的膜厚而提高耐腐蚀性,从而与其膜厚相关,最外层的树脂被膜18的膜厚能够减薄为50~150μm左右。
这样,热侵镀被膜12由Zn-Al-Mg类合金构成而具有充分的耐腐蚀性,并且能够将膜厚较厚地形成,所以不再需要如以往的膜厚较薄的电镀锌那样、为了保护镀层被膜不受与小石子碰撞等时受到的冲击的伤害而用两层树脂被膜较厚地进行包覆。
此外,在本实施方式的热侵镀钢管中,如图2所示,为了与接头的连接而需要在钢管10的末端部加工出外扩部20。以往,如上所述,由于最外层的树脂被膜较厚,所以有如果不将树脂被膜剥离就不能进行末端加工的问题。相对于此,在本实施方式的热侵镀钢管中,由于最外层的树脂被膜18较薄,所以不需要剥离,能够在被树脂被膜18包覆的状态下实施末端加工。
在本实施方式的热侵镀钢管中,通过形成膜厚较厚的热侵镀被膜12,如图3所示,在该热侵镀被膜12与钢管10的表面之间形成热侵镀的扩散层13。该扩散层的厚度若达到10μm以上的厚度,则在终端加工外扩部20时会破裂而加工性变差。因而,该扩散层13的厚度为10μm以下。
在热侵镀被膜12的组成是Zn-Al-Mg类合金的情况下,在热侵镀被膜12损坏时,从热侵镀被膜12析出Zn、Al、Mg等,起到将损坏的部分修补的替代防腐蚀作用。
试验例
接着,说明对本发明的汽车配管用钢管进行了性能试验的结果。
[表1]表1盐水喷雾试验结果
○:无红锈发生
×:发生红锈
表1表示对形成有不同膜厚的热侵镀被膜的钢管(JASO M101)进行盐水喷雾试验并调查热侵镀被膜的耐腐蚀性的结果。
膜厚为5μm左右的热侵镀被膜显示出与膜厚为25μm左右即以往的电镀锌被膜的极限的膜厚同等的耐腐蚀性能。
但是,将热侵镀被膜的膜厚均匀地以5μm形成在钢管的外周面上在实际的制造阶段中是困难的。可知为了使均匀的膜厚变得容易而最低需要10μm。
由表1可知,在膜厚为13μm的情况下,如果与5μm比较,则耐腐蚀性显著地提高。从该性质与均匀的膜厚形成的平衡的角度出发,热侵镀被膜的膜厚优选为10μm以上。
另一方面,虽然随着热侵镀被膜的膜厚变厚而耐腐蚀性提高,但如果过厚,则有可能因冲击而在被膜上发生破裂。只要具有即使经过10000小时也不发生红锈程度的耐腐蚀性能,在实用上就能够有富余地满足汽车的燃料配管及刹车配管所需要的耐腐蚀性能。因而,热侵镀被膜的膜厚的最大限度为150μm。
如上所述,主要从耐腐蚀性能的观点来看,热侵镀被膜的膜厚优选地是10~150μm的范围,但从综合了耐腐蚀性、末端处的加工性、材料费用等的效果的观点来看,热侵镀被膜的膜厚与PA树脂被膜的膜厚的最合适范围被相关地进一步限定。
表2是从生产性、材料费、耐腐蚀性能、末端加工性等的观点汇总热侵镀被膜与PA树脂被膜的膜厚的相关关系的表。
[表2]表2◎:优选○:适宜×:不适宜
PA11挤压包覆厚度(μm) | 50 | 80 | 150 | 200 | |
生产性 | × | ○ | ○ | ○ | |
材料费 | ◎ | ○ | ○ | × | |
耐腐蚀性能 | △ | ○ | ○ | ○ | |
末端加工性 | ◎ | ◎ | ◎ | × | |
热侵镀膜厚(μm) | 5 | 20 | 50 | 150 | 200 |
生产性 | × | ◎ | ○ | ○ | △ |
材料费 | ◎ | ○ | ○ | × | × |
耐腐蚀性能 | △ | ◎ | ○ | ○ | ○ |
在热侵镀被膜的膜厚是5μm的情况下,显示出与以往的电镀锌中使膜厚很厚的结构相同程度的耐腐蚀性,有能够将材料费用相应于减薄的量而降低的优点,但难以使其薄而均匀而存在生产性降低的缺点。这一点在使PA树脂被膜的膜厚为50μm以下的情况下也同样。
另一方面,在热侵镀被膜的膜厚为150μm以上的情况下,有与耐腐蚀性能相反材料费用增大的缺点。此外,如果PA树脂被膜的膜厚成为200μm以上,则失去了能够不将树脂被膜剥离而原样实施末端加工的末端加工性的优点,并且材料费用也增大。
所以,可知能够使耐腐蚀性能与以往的电镀锌被膜相比显著地提高且使树脂被膜尽可能地薄、能够综合地使耐腐蚀性能、生产性、材料费用、末端加工性的优点最为平衡的是热侵镀被膜的膜厚为约20μm且PA树脂被膜的膜厚为80μm的情况。这样的耐腐蚀性能、末端加工性、材料费用降低效果的均衡界限是热侵镀被膜为10~50μm而PA树脂被膜是50~150μm。
以上,举出外径4.76mm的钢管为例说明了本发明,但本发明的技术范围并不限于此,也可以应用在其他的例如φ4~10mm左右的细径钢管中。
Claims (9)
1、一种汽车配管用钢管,是利用包括镀层被膜的多层的被膜来包覆钢管的镀层钢管,其特征在于,上述被膜包括热侵镀被膜、其外侧层的化成处理被膜、和最外层的较薄的PA树脂被膜。
2、一种汽车配管用钢管,是利用包括镀层被膜的多层的被膜来包覆钢管的镀层钢管,其特征在于,上述被膜包括热侵镀被膜、其外侧层的化成处理被膜、和最外层的膜厚较薄的PA树脂被膜,所述PA树脂被膜与上述热侵镀被膜的膜厚相关联而使耐腐蚀性的提高和在包覆有树脂被膜的状态下的对管末端的加工性取得均衡。
3、如权利要求1或2所述的汽车配管用钢管,其特征在于,上述热侵镀被膜具有10~150μm的膜厚。
4、如权利要求2所述的汽车配管用钢管,其特征在于,上述热侵镀被膜的膜厚是10~50μm,并且PA树脂被膜的膜厚是50~150μm。
5、如权利要求2所述的汽车配管用钢管,其特征在于,形成在上述热侵镀被膜与钢管表面之间的热侵镀的扩散层为10μm以下。
6、如权利要求1或2所述的汽车配管用钢管,其特征在于,上述热侵镀被膜的组成由Zn-Al-Mg类合金构成。
7、如权利要求1或2所述的汽车配管用钢管,其特征在于,上述化成处理被膜由不含有6价铬化合物的无铬化成处理被膜构成。
8、如权利要求7所述的汽车配管用钢管,其特征在于,经由底涂料而在上述无铬化成处理被膜上由膜厚为50~150μm的PA树脂被膜进行包覆。
9、如权利要求2~8中任一项所述的汽车配管用钢管,其特征在于,上述汽车配管用钢管是具有形成有外扩部的末端部的燃料配管或刹车配管。
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Cited By (2)
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CN107208828A (zh) * | 2015-02-13 | 2017-09-26 | 三樱工业株式会社 | 车辆配管用被覆金属管及其制造方法 |
CN113833916A (zh) * | 2019-02-22 | 2021-12-24 | 三樱工业株式会社 | 管接头 |
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JP5225662B2 (ja) * | 2007-11-21 | 2013-07-03 | 三桜工業株式会社 | 車両配管用鋼管 |
CN103993251A (zh) * | 2014-04-28 | 2014-08-20 | 山东科瑞钢板有限公司 | 锌铝镁钢板 |
WO2016021610A1 (ja) * | 2014-08-06 | 2016-02-11 | 旭硝子株式会社 | 樹脂被覆金属管およびその製造方法 |
JP6271067B1 (ja) * | 2017-06-01 | 2018-01-31 | 日新製鋼株式会社 | 高強度Zn−Al−Mg系表面被覆鋼板およびその製造方法 |
JP2017193339A (ja) * | 2017-07-24 | 2017-10-26 | 株式会社旭スプリング製作所 | 金属製ブレーキ配管 |
CN108561679A (zh) * | 2018-03-30 | 2018-09-21 | 长江大学 | 一种防腐油套管及其制作方法 |
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JPS58177447A (ja) * | 1982-04-08 | 1983-10-18 | Nisshin Steel Co Ltd | 耐食性、塗装性に優れた溶融亜鉛めつき鋼板の製造法 |
JPS61166961A (ja) * | 1985-01-17 | 1986-07-28 | Nippon Kokan Kk <Nkk> | 高耐食性溶融メツキ鋼板 |
JP3161572B2 (ja) * | 1994-06-03 | 2001-04-25 | 日本鋼管株式会社 | 配管材料 |
JP2891892B2 (ja) * | 1995-01-24 | 1999-05-17 | 三桜工業株式会社 | 多層保護被覆鋼管 |
JPH09249956A (ja) * | 1996-03-15 | 1997-09-22 | Nkk Corp | 耐食性、りん酸塩処理性及び耐黒変性に優れた溶融Zn−Al系合金めっき鋼材及びその製造方法 |
JPH10296910A (ja) * | 1997-04-25 | 1998-11-10 | Usui Internatl Ind Co Ltd | 重合被覆金属管およびその被覆形成方法 |
JP4634652B2 (ja) * | 2001-06-08 | 2011-02-16 | 新日本製鐵株式会社 | 耐食性に優れた溶融Zn−Al−Mg−Si合金めっき鋼管 |
JP2004232010A (ja) * | 2003-01-29 | 2004-08-19 | Sanoh Industrial Co Ltd | 多層保護被覆鋼管 |
JP2005002415A (ja) * | 2003-06-12 | 2005-01-06 | Nippon Steel Corp | 溶接性に優れた溶融Zn系めっき鋼材 |
-
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CN107208828A (zh) * | 2015-02-13 | 2017-09-26 | 三樱工业株式会社 | 车辆配管用被覆金属管及其制造方法 |
US10281078B2 (en) | 2015-02-13 | 2019-05-07 | Sanoh Industrial Co., Ltd. | Coated metal pipe for vehicle piping and method for producing same |
CN113833916A (zh) * | 2019-02-22 | 2021-12-24 | 三樱工业株式会社 | 管接头 |
CN113833916B (zh) * | 2019-02-22 | 2023-02-10 | 三樱工业株式会社 | 管接头 |
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US20090176041A1 (en) | 2009-07-09 |
TW200732576A (en) | 2007-09-01 |
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EP1953255A1 (en) | 2008-08-06 |
JPWO2007052683A1 (ja) | 2009-04-30 |
WO2007052683A1 (ja) | 2007-05-10 |
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