CN113249018A

CN113249018A - Anti-collision and anti-impact aluminum alloy tank body and preparation method thereof

Info

Publication number: CN113249018A
Application number: CN202110524910.XA
Authority: CN
Inventors: 黄微波; 王旭; 马明亮; 张锐; 许圣鸣; 梁龙强
Original assignee: Qingdao Shamu Advanced Material Co ltd; Qingdao University of Technology
Current assignee: Qingdao Shamu Advanced Material Co ltd; Qingdao University of Technology
Priority date: 2021-05-14
Filing date: 2021-05-14
Publication date: 2021-08-13
Anticipated expiration: 2041-05-14
Also published as: CN113249018B

Abstract

The invention provides an anti-collision and anti-impact aluminum alloy tank body with an anti-impact composite coating and a preparation method thereof. The anti-collision composite coating comprises at least one constraint damping structure consisting of a viscoelastic polyurea damping layer and an impact-resistant polyurea constraint layer. In the single constraint damping structure, the viscoelastic polyurea damping layer is positioned on one side close to the tank body substrate, and the impact-resistant polyurea constraint layer is positioned on one side far away from the tank body substrate. In the single constraint damping structure, the thickness ratio of the viscoelastic polyurea damping layer to the impact-resistant polyurea constraint layer is 1: 1; the thickness of the viscoelastic polyurea damping layer and the thickness of the impact-resistant polyurea restraint layer are both 1.0-2.0 mm. The impact-resistant composite coating can absorb or dissipate impact energy of a structure, has energy-absorbing and energy-consuming effects, and has good mechanical strength and elasticity, so that the anti-collision performance of the tank body is greatly improved, the safety coefficient is increased, the transportation industry is out of the dilemma of dangerous goods transportation, and the impact-resistant composite coating has important practical application value.

Description

Anti-collision and anti-impact aluminum alloy tank body and preparation method thereof

Technical Field

The invention relates to the field of transportation and protection of dangerous goods, in particular to an anti-collision and anti-impact aluminum alloy tank body beneficial to transportation of dangerous goods and a preparation method thereof.

Background

The aluminum alloy tank body is used as important equipment for logistics transportation, and is extremely widely applied to the transportation industry of dangerous goods. According to statistics, accidents of the dangerous goods transport vehicles in road transportation account for 30% of road transportation accidents, and the dangerous goods transport vehicles are positioned at the top. Different from common vehicles, the aluminum alloy tank for dangerous goods transportation is often seriously deformed under the action of impact load when the vehicles are accidentally collided, and even the tank is damaged, so that dangerous goods are leaked. If combustible dangerous goods are leaked, explosion accidents are easy to happen even in case of open fire, so that serious consequences such as casualties, property loss, environmental pollution and the like are caused. Therefore, the improvement of the safety protection performance of the aluminum alloy tank body for dangerous goods transportation becomes a problem to be solved urgently in the transportation industry.

At present, for the safety protection of the aluminum alloy tank body for dangerous goods transportation, a method of arranging a buffer plate on the aluminum alloy tank body, arranging the aluminum alloy tank body into a multi-layer structure or installing an anti-collision beam device on a tank car is frequently used. The protection modes play a role in protection to a certain extent, but certain disadvantages still exist. Although the method of arranging the buffer plate on the aluminum alloy tank body avoids the impact of falling objects on the tank body, the cost of the protective structure is high, and a large amount of space of the tank body is occupied. The method for arranging the aluminum alloy tank body into the multi-layer structure can prevent dangerous goods in the tank body from being leaked when the shell of the tank body is impacted to generate cracks, but increases the load of the tank body, and causes the defects of heavy vehicle body, low maneuverability of the vehicle and reduced carrying capacity. The method for installing the anti-collision beam device on the tank car has the advantages that when the vehicle is impacted, the rigid spring is used for buffering huge energy generated by the impact, but the most dangerous aluminum alloy tank body is not protected, and the anti-collision performance of the dangerous goods transportation aluminum alloy tank body is not substantially improved.

Polyurea is a new high polymer material, and is widely applied to the fields of building structure water resistance, structure wear resistance, structure corrosion resistance and the like at present due to the characteristics of wear resistance, good medium resistance, compact material and the like. Most of viscoelastic damping materials in the prior art are rubber materials, and are mainly used in the field of vibration and noise control. Due to the solid nature of rubber and the bonding process, it is not suitable for the surfaces of complex structures such as tanks. Therefore, the damping material is used for protecting the aluminum alloy tank body, and no relevant report is found at present.

Disclosure of Invention

Aiming at the problems in the protection field of aluminum alloy tank bodies for storing hazardous articles in the prior art, the invention provides an anti-collision and anti-impact aluminum alloy tank body with an anti-impact composite coating and a preparation method thereof. The anti-impact composite coating is composed of an anti-impact polyurea restraint layer and a viscoelastic polyurea damping layer, can absorb or dissipate impact energy of a structure, has energy absorption and energy consumption effects, and has good mechanical strength and elasticity, so that the anti-collision performance of the tank body is greatly improved, the safety coefficient is increased, the transportation industry is stranded in dangerous goods transportation, and the anti-impact composite coating has important practical application value.

The technical scheme of the invention is as follows:

the anti-collision and anti-impact aluminum alloy tank body is characterized in that an anti-collision composite coating is arranged on a base plate of the tank body, and the thickness of the anti-collision composite coating is 2-15 mm. The anti-collision composite coating comprises at least one constraint damping structure consisting of a viscoelastic polyurea damping layer and an impact-resistant polyurea constraint layer. In the single constraint damping structure, the viscoelastic polyurea damping layer is positioned on one side close to the tank body substrate, and the impact-resistant polyurea constraint layer is positioned on one side far away from the tank body substrate. In the single constraint damping structure, the thickness ratio of the viscoelastic polyurea damping layer to the impact-resistant polyurea constraint layer is 1: 1; the thickness of the viscoelastic polyurea damping layer and the thickness of the impact-resistant polyurea restraint layer are both 1.0-2.0 mm. The viscoelastic polyurea damping layer and the impact-resistant polyurea restraining layer form a restraining damping structure, and the structure effectively improves the energy absorption effect of the viscoelastic polyurea damping layer and the impact-resistant protection effect of the integral composite coating. This is because when the can body is subjected to a strong impact load, the can body surface coating deforms, and there is an asynchronism in the deformation between the viscoelastic polyurea damping layer and the impact-resistant polyurea constraining layer during the deformation. This asynchronism appears in two ways: on one hand, the upper surface of the tank body anti-collision composite coating is locally compressed and deformed by a collision part, and at the moment, the lower surface of the anti-collision composite coating is stretched and deformed, so that the relative displacement between the viscoelastic polyurea damping layer and the impact-resistant polyurea restraining layer is increased, and the relative displacement between molecules on a microscopic layer is increased; on the other hand, in the process, due to the fact that the two materials are different in strength, the viscoelastic polyurea damping layer with lower strength can drive the impact-resistant polyurea restraint layer, and the two materials can generate small-amplitude displacement between the interfaces, so that the shear deformation of the composite coating is increased. In addition, the viscoelastic polyurea damping layer is used as a transition layer between the impact-resistant polyurea restraint layer and the substrate, and deformation between the viscoelastic polyurea damping layer and an adjacent interface is further expanded while deformation occurs. Therefore, due to the asynchronous stretching/compression deformation, the viscoelastic polyurea damping layer generates shearing stress and strain in the middle, namely the viscoelastic polyurea damping layer generates shearing energy consumption with the tank body substrate, the viscoelastic polyurea damping layer generates shearing energy consumption with the impact-resistant polyurea constraining layer (two shearing energy consumption layers in total), and the friction energy consumption between the hard section and the soft section in the material, so that the impact energy of the structure is dissipated.

The viscoelastic polyurea damping layer is made of a viscoelastic damping polyurea material obtained by reacting A, B two components according to the weight ratio of 1.05: 1. The component A of the viscoelastic polyurea damping layer is a synthetic prepolymer of HMDI and polyether glycol. The HMDI is a cyclohexyl six-membered ring substituted benzene ring, belongs to alicyclic diisocyanate, and enables the viscoelastic polyurea damping layer to have excellent light stability, weather resistance and mechanical properties. The light stability and the weather resistance can enable the viscoelastic damping material to have good aging resistance, enable the impact-resistant composite coating to have better durability and enable the use period to be longer; the mechanical properties are specifically shown in that the material has higher tensile strength, elongation at break and elastic modulus, so that the viscoelastic polyurea damping layer can not be damaged under the action of impact load. A large number of ether bonds exist in a polyether glycol molecular chain, the flexibility of the nonpolar ether bonds is good, the internal resistance is small when the molecular chain moves, the dynamic performance is excellent, the breaking elongation of the viscoelastic polyurea damping layer is improved, the tank body structure can completely cover an impact damage area when being subjected to impact load, and dangerous goods inside the tank body are prevented from being leaked.

The component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 40-60 parts of high molecular weight amino-terminated polyether, 25-35 parts of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 10-20 parts of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 5-10 parts of pigment. 4, 4' -diamino-isobutyl-dicyclohexyl methane is used as a chain extender, and a molecular chain of the chain extender contains two fatty rings, so that the gelling speed of the viscoelastic polyurea damping layer is accelerated, and the curing time of the composite coating is shortened. The 3,3 '-dichloro-4, 4' -diaminodiphenylmethane is an important chain extender for preparing the viscoelastic polyurea damping layer, and the molecule of the 3,3 '-dichloro-4, 4' -diaminodiphenylmethane contains two benzene rings, so that carbamido generated by the reaction with-NCO has stronger polarity and larger intermolecular force, and the viscoelastic polyurea damping layer prepared from the diamine chain extender has good thermal stability.

The hard segment area of the viscoelastic damping polyurea material consists of dicyclohexylmethane diisocyanate (HMDI), 4 ' -diamino-isobutyl-dicyclohexylmethane and 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane in a formula; the soft segment region is composed of polyether glycol and high molecular weight amino-terminated polyether components in the formula. The cross-linking density and the molecular weight of the viscoelastic damping polyurea material are continuously increased along with the chemical reaction generated after the component A and the component B are mixed in the system, macroscopically, the material hardness is increased, and the composite coating can be prevented from being torn and damaged due to the stress concentration generated on the surface of the tank body by external impact load. In conclusion, the viscoelastic damping polyurea material has the characteristics of short curing time, high elongation at break and excellent thermal stability.

The anti-impact polyurea restraint layer is made of an anti-impact polyurea material obtained by reacting A, B two components according to the weight ratio of 1.05: 1. The component A of the impact-resistant polyurea restraint layer is a prepolymer synthesized by MDI and polyester diol. One methylene in the MDI molecular structure is symmetrically connected with two benzene rings, so that the molecular structure regularity of the MDI molecular structure is higher, and the high tensile strength and good thermal stability of the impact-resistant polyurea restraint layer are ensured. In addition, the polyester diol has stronger polarity, large molecular weight and high structural regularity, and the tensile strength of the impact-resistant polyurea restraint layer is improved along with the increase of the molecular weight of the polyester diol. The component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 15-25 parts of low molecular weight amino-terminated polyether, 40-60 parts of medium molecular weight amino-terminated polyether, 15-20 parts of diethyl toluene diamine and 5-10 parts of pigment. The polyurea constraining layer is prepared from amine-terminated polyethers because: (1) the reaction speed of the amino compound and isocyanate is higher than that of hydroxyl, so that the curing speed of the impact-resistant composite coating can be increased, and the curing time of the coating is shortened, so that the impact-resistant composite coating is rapidly cured and crosslinked in the spraying process to form a compact protective coating, and the construction quality of the composite coating is ensured; (2) the carbamido generated by the reaction of amino and isocyanate has the polarity far stronger than the carbamate group formed by the reaction of hydroxyl and isocyanate group under the action of adjacent double hydrogen bonds, the interaction force between molecules (between chains) is strong, the micro-phase separation of the hard segment and the soft segment is more obvious, when the impact-resistant polyurea restraint layer deforms due to impact and generates relative displacement, the friction energy absorption between the hard segment and the soft segment is better, the external impact energy can be better converted into internal energy consumption, and the restraint layer has better impact resistance. The diethyl toluene diamine is used as a chain extender, has high reaction activity, enables the curing time of a system to be reduced within 1min, and the prepared impact-resistant polyurea restraint layer has better thermal stability and tensile strength. In addition, the polyurea damping layer is prepared by adopting the amino-terminated polyether and has the same polyurea restraint layer.

In conclusion, the impact-resistant polyurea material has the characteristics of short curing time, strong adhesive force, excellent tensile strength and excellent elongation at break. The hard segment area of the impact-resistant polyurea material comprises diphenylmethane diisocyanate (MDI) and diethyltoluenediamine components in a formula and is responsible for the overall strength and reaction curing time of the material, and the soft segment area comprises polyester, low-molecular-weight amino-terminated polyether and medium-molecular-weight amino-terminated polyether components in the formula and provides elasticity and damping for the material. The hard section area of the impact-resistant polyurea material forms a physical cross-linking structure, so that when the material is subjected to impact load, the hard section area can move together, thereby increasing the dissipation of external input energy and expressing the absorption of impact energy; the hydrogen bonding and the weak interaction (pi-pi accumulation) between the aromatic compounds can generate reversible damage in the process of being impacted and loaded, namely, a damage reconstruction process exists, and the process is also beneficial to absorbing impact energy. In addition, under the action of impact load, according to the time-temperature equivalence principle of high polymer, the impact-resistant polyurea material can generate the phenomena of 'transient hardening and strengthening', and resist the impact action. The deformation of the base plate of the aluminum alloy tank for transporting the dangerous goods is greatly reduced, and the damage of the tank and the leakage of the dangerous goods are prevented by the organic combination of the base plate and the base plate.

In addition, under the high-temperature condition, the weak bonds C-H, C-C and C-N in macromolecular chains of the impact-resistant polyurea restraint layer and the viscoelastic polyurea damping layer are aged and broken, the thermal degradation speed of the composite coating is reduced, the char formation amount of the composite coating is increased, and the char layer further isolates the release of smoke, so that the smoke inhibition performance of the polyurea coating is improved, and the diffusion of the burning of the dangerous goods and the influence on the surrounding environment are greatly prevented under the burning condition of the dangerous goods.

The anti-collision and anti-impact aluminum alloy tank body comprises a tank body front part, a tank body side surface and a tank body tail part, wherein the tank body side surface consists of a tank body side surface I close to the tank body front part and a tank body side surface II close to the tank body tail part. In the collision accident, the tail part of the tank body and the side surface II of the tank body close to the tail part of the tank body are most seriously impacted, and the front part of the tank body and the front part close to the tank bodyThe side surface I of the tank body is relatively safe. Therefore, the thickness of the coating to be sprayed on different parts of the tank body is different due to different impact energy. The minimum thickness delta of the shock-resistant composite coating at the front part of the tank body and the side surface I of the tank body₂The minimum thickness delta of the impact-resistant composite coating at the tail part of the tank body and the side surface II of the tank body is obtained by Eq.2 calculation₁Calculated by eq.1.

In the formula: delta₁The minimum thickness of the side impact-resistant composite coating of the tank tail and the tank side II is mm; delta₂-minimum thickness, mm, of the impact-resistant composite coating of the can body front and of the can body sides I; delta₀-minimum thickness of the metal can body, mm; r_m-lower limit of standard tensile strength, MPa, of the composite coating material; a. the₁Elongation at break,%, of the composite coating material.

According to the technical requirements of GB 18564.1-2019 metal normal-pressure tank bodies, the minimum thickness delta of the metal tank bodies set according to the standard can be known₀Should meet the requirement that when the inner diameter is less than or equal to 1800mm, delta₀Not less than 5 mm; when the inner diameter is larger than 1800mm, delta₀≥6mm。

When the road grade of the dangerous goods transportation aluminum alloy tank car in transportation is a highway, a first-level or second-level road, the driving speed is more than or equal to 40km/h, the driving speed of the dangerous goods transportation aluminum alloy tank car is high, at the moment, the tail part of the dangerous goods transportation aluminum alloy tank body and the part from the tail part of the tank body to one half of the side surface of the tank body are sprayed with relatively thick composite coatings, and the specific thickness delta of the composite coatings is₁Calculated from eq.1. Spraying a relatively thin composite coating with a specific thickness delta on the left half part of the side surface of the tank body and the front part of the tank body₂Calculated from eq.2. When the dangerous goods are transported by the aluminum alloy tank carWhen the road grade is three-grade or four-grade, the speed is high<40km/h, the running speed of the aluminum alloy tank truck for transporting the dangerous goods is low, at the moment, the tail part of the aluminum alloy tank body for transporting the dangerous goods and one fifth part from the tail part of the tank body to the side surface of the tank body are sprayed with relatively thick composite coatings, and the specific thickness delta of the composite coatings is₁Calculated from eq.1. Spraying a relatively thin composite coating on the remaining four fifths of the side surface of the tank body and the front part of the tank body, wherein the composite coating has a specific thickness delta₂Calculated from eq.2. Namely, when the traveling speed is more than or equal to 40km/h, the side surface I and the side surface II of the tank body respectively account for one half of the side surface of the tank body; when the speed of the vehicle<At 40km/h, the side surface I of the tank body is four fifths of the side surface of the tank body, and the side surface II of the tank body is one fifth of the side surface of the tank body.

Preferably, a polyurethane primer layer is arranged between the surface of the tank body substrate and the viscoelastic polyurea damping layer, so that the adhesive force between the viscoelastic polyurea damping layer and the tank body substrate is improved.

The preparation method of the anti-collision and anti-impact aluminum alloy tank body comprises the following steps:

(1) carrying out surface treatment on the tank substrate: polishing the surface of the tank structure, removing attachments such as surface rust and the like, and then spraying polyurethane primer;

(2) preparing a viscoelastic polyurea damping layer: spraying a viscoelastic polyurea damping material with a certain thickness on the tank body treated in the step (1) to obtain a viscoelastic polyurea damping layer; the viscoelastic polyurea damping layer is a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1; the component A of the viscoelastic polyurea damping layer is a synthetic prepolymer of HMDI and polyether glycol; the component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 40-60 parts of high molecular weight amino-terminated polyether, 25-35 parts of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 10-20 parts of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 5-10 parts of pigment;

(3) preparing an impact-resistant polyurea restraint layer: spraying impact-resistant polyurea damping materials with a certain thickness on the viscoelastic polyurea damping layer in the step (2) to obtain an impact-resistant polyurea restraint layer; the viscoelastic polyurea damping layer is a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1; wherein the component A of the impact-resistant polyurea restraint layer is a synthetic prepolymer of MDI and polyester diol; the component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 15-25 parts of low molecular weight amino-terminated polyether, 40-60 parts of medium molecular weight amino-terminated polyether, 15-20 parts of diethyl toluenediamine and 5-10 parts of pigment;

(4) and (5) repeating the step (2) and the step (3) until the thickness of the anti-collision composite coating meets the requirement.

The invention has the beneficial effects that:

(1) the polyurea material is applied to the anti-collision field of the tank body structure for the first time, the improvement of the shock resistance of the constraint layer and the damping layer is realized through the optimization of the formula, the safety protection of the tank body structure is realized through the shock-resistant composite coating formed by the constraint damping structure, and the problems of space occupation, dead weight increase and the like existing in the existing protection means are solved.

(2) In the impact-resistant composite coating, the restraint layer has high tensile strength and high elongation and has excellent impact resistance; and the damping layer can absorb and dissipate a large amount of impact energy, and the deformation of the tank body is greatly reduced, so that the probability of the tank body breaking is reduced, and the safety of the tank body is improved.

(3) The application the anti-impact composite coating is simple in construction process, the spraying thickness and the spraying area can be flexibly adjusted, the waste of resources is avoided, and the cost for protecting the dangerous goods transportation aluminum alloy tank body is reduced.

Drawings

FIG. 1 is a schematic structural view of an anti-collision and anti-impact aluminum alloy tank body and an anti-impact composite coating layer according to the present application;

FIG. 2 is a schematic diagram of the structure and tensile-compressive deformation of the single constrained damping structure;

FIG. 3 is a front view of a spray part of the anti-collision impact-resistant aluminum alloy tank body;

FIG. 4 is a side view of a spray-coated portion of an aluminum alloy tank with impact and impact resistance as described herein;

FIG. 5 is a graph showing the change in light absorption rate during combustion after a high temperature test of the impact resistant composite coating described herein;

FIG. 6 is a graph showing the change in light absorption rate during combustion after a low temperature experiment of the impact resistant composite coating described herein;

FIG. 7 is a TG and DTG curve of the pre-and post-polyurea coating of the impact-resistant composite coating after 180d of high temperature testing;

FIG. 8 is a TG and DTG curve of the pre-and post-polyurea coating of the impact-resistant composite coating at low temperature test 180d according to the present application;

FIG. 9 is a diagram of the effect of an unprotected canister after impact;

FIG. 10 is a graph of post-impact results for a canister sprayed with the impact-resistant composite coating described herein.

FIG. 11 is a plot of storage modulus versus temperature frequency for the viscoelastic polyurea damping material described herein.

FIG. 12 is a graph of loss modulus versus temperature frequency for the viscoelastic polyurea damping material described herein.

Wherein: 1. a can body substrate; 2. a viscoelastic polyurea damping layer; 3. an impact resistant polyurea restraint layer; 4. the front part of the tank body; 5. a tank body side surface I; 6. a tank side surface II; 7. the tail part of the tank body.

Detailed Description

The present invention will be further described with reference to the following examples.

Example 1:

the anti-collision and anti-impact aluminum alloy tank body is characterized in that an anti-collision composite coating is arranged on a substrate 1 of the tank body; and a polyurethane primer layer is arranged between the tank body substrate 1 and the anti-collision composite coating. The anti-collision and anti-impact aluminum alloy tank body comprises a tank body front part 4, a tank body side surface and a tank body tail part 7, wherein the tank body side surface consists of a tank body side surface I5 close to the tank body front part and a tank body side surface II 6 close to the tank body tail part. The thickness of the anti-impact composite coating on the front part 4 and the side surface I5 of the tank body is 2.0mm, and the thickness of the anti-impact composite coating on the tail part 7 and the side surface II 6 of the tank body is 2.0 mm. The anti-collision composite coating comprises a plurality of constraint damping structures consisting of viscoelastic polyurea damping layers 2 and impact-resistant polyurea constraint layers 3. In the single constraint damping structure, the viscoelastic polyurea damping layer 2 is positioned on one side close to the tank body substrate 1, and the impact-resistant polyurea constraint layer 3 is positioned on one side far away from the tank body substrate 1. The thickness of the single viscoelastic polyurea damping layer 2 and the thickness of the impact-resistant polyurea restraint layer 3 are both 1.0 mm.

Wherein the minimum thickness delta of the impact resistant composite coating of the front part 4 and the side surface I5 of the tank body₂The minimum thickness delta of the impact-resistant composite coating of the tank tail 7 and the tank side surface II 6 is calculated according to Eq.1₁Calculated according to Eq.1.

(1) performing surface treatment on the can body substrate 1: polishing the surface of the tank structure, removing attachments such as surface rust and the like, and then spraying polyurethane primer;

(2) preparation of viscoelastic polyurea damping layer 2: and (2) spraying a viscoelastic polyurea damping material on the tank body treated in the step (1) to obtain a viscoelastic polyurea damping layer 2. The viscoelastic polyurea damping layer 2 is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1. The component A of the viscoelastic polyurea damping layer is isocyanate prepolymer with 14 percent of NCO content synthesized by HMDI and polyether glycol. The component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 60 parts by weight of high molecular weight amino-terminated polyether, 25 parts by weight of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 10 parts by weight of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 5 parts by weight of pigment;

(3) preparing an impact-resistant polyurea restraint layer 3: and (3) spraying an impact-resistant polyurea damping material on the viscoelastic polyurea damping layer obtained in the step (2) to obtain an impact-resistant polyurea restraining layer. The viscoelastic polyurea damping layer is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to a weight ratio of 1.05: 1. Wherein the component A of the impact-resistant polyurea restraint layer is an isocyanate prepolymer with 14 percent of NCO content of the synthesis of MDI and polyester diol. The component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 15 parts of low molecular weight amino-terminated polyether, 60 parts of medium molecular weight amino-terminated polyether, 15 parts of diethyltoluenediamine and 10 parts of pigment;

Example 2: in contrast to the embodiment 1, the process of the invention,

the anti-collision and anti-impact aluminum alloy tank body is characterized in that an anti-collision composite coating is arranged on a substrate 1 of the tank body; and a polyurethane primer layer is arranged between the tank body substrate 1 and the anti-collision composite coating. The thickness of the anti-impact composite coating on the front part 4 and the side surface I5 of the tank body is 3.0mm, and the thickness of the anti-impact composite coating on the tail part 7 and the side surface II 6 of the tank body is 3.0 mm. The anti-collision composite coating comprises a plurality of constraint damping structures consisting of viscoelastic polyurea damping layers 2 and impact-resistant polyurea constraint layers 3. In the single constraint damping structure, the viscoelastic polyurea damping layer 2 is positioned on one side close to the tank body substrate 1, and the impact-resistant polyurea constraint layer 3 is positioned on one side far away from the tank body substrate 1. The thickness of the single viscoelastic polyurea damping layer 2 and the thickness of the impact-resistant polyurea restraint layer 3 are both 1.5 mm. The preparation method of the anti-collision and anti-impact aluminum alloy tank body comprises the following steps:

(2) preparation of viscoelastic polyurea damping layer 2: and (2) spraying a viscoelastic polyurea damping material on the tank body treated in the step (1) to obtain a viscoelastic polyurea damping layer 2. The viscoelastic polyurea damping layer 2 is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1. The component A of the viscoelastic polyurea damping layer is isocyanate prepolymer with 15% of NCO content synthesized by HMDI and polyether glycol. The component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 53 parts of high molecular weight amino-terminated polyether, 30 parts of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 12 parts of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 5 parts of pigment;

(3) preparing an impact-resistant polyurea restraint layer 3: and (3) spraying an impact-resistant polyurea damping material on the viscoelastic polyurea damping layer obtained in the step (2) to obtain an impact-resistant polyurea restraining layer. The viscoelastic polyurea damping layer is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to a weight ratio of 1.05: 1. Wherein the component A of the impact-resistant polyurea restraint layer is an isocyanate prepolymer with 15 percent of NCO content of the synthesis of MDI and polyester diol. The component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 18 parts of low molecular weight amino-terminated polyether, 58 parts of medium molecular weight amino-terminated polyether, 16 parts of diethyl toluene diamine and 8 parts of pigment;

Example 3: in contrast to the embodiment 1, the process of the invention,

the anti-collision and anti-impact aluminum alloy tank body is characterized in that an anti-collision composite coating is arranged on a substrate 1 of the tank body; and a polyurethane primer layer is arranged between the tank body substrate 1 and the anti-collision composite coating. The thickness of the anti-impact composite coating on the front part 4 and the side surface I5 of the tank body is 4.0mm, and the thickness of the anti-impact composite coating on the tail part 7 and the side surface II 6 of the tank body is 6.0 mm. The anti-collision composite coating comprises 4 constraint damping structures consisting of a viscoelastic polyurea damping layer 2 and an impact-resistant polyurea constraint layer 3. In the single constraint damping structure, the viscoelastic polyurea damping layer 2 is positioned on one side close to the tank body substrate 1, and the impact-resistant polyurea constraint layer 3 is positioned on one side far away from the tank body substrate 1. The thickness of the single viscoelastic polyurea damping layer 2 and the thickness of the impact-resistant polyurea restraint layer 3 are both 1.0 mm. The preparation method of the anti-collision and anti-impact aluminum alloy tank body comprises the following steps:

(2) preparation of viscoelastic polyurea damping layer 2: and (2) spraying a viscoelastic polyurea damping material on the tank body treated in the step (1) to obtain a viscoelastic polyurea damping layer 2. The viscoelastic polyurea damping layer 2 is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1. The component A of the viscoelastic polyurea damping layer is isocyanate prepolymer with 16% NCO content synthesized by HMDI and polyether glycol. The component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 50 parts by weight of high molecular weight amino-terminated polyether, 29 parts by weight of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 15 parts by weight of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 6 parts by weight of pigment;

(3) preparing an impact-resistant polyurea restraint layer 3: and (3) spraying an impact-resistant polyurea damping material on the viscoelastic polyurea damping layer obtained in the step (2) to obtain an impact-resistant polyurea restraining layer. The viscoelastic polyurea damping layer is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to a weight ratio of 1.05: 1. Wherein the component A of the impact-resistant polyurea restraint layer is an isocyanate prepolymer with 16 percent of NCO content of the synthesis of MDI and polyester diol. The component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 23 parts of low molecular weight amino-terminated polyether, 55 parts of medium molecular weight amino-terminated polyether, 17 parts of diethyl toluene diamine and 5 parts of pigment;

Example 4: in contrast to the embodiment 1, the process of the invention,

the anti-collision and anti-impact aluminum alloy tank body is characterized in that an anti-collision composite coating is arranged on a substrate 1 of the tank body; and a polyurethane primer layer is arranged between the tank body substrate 1 and the anti-collision composite coating. The thickness of the anti-impact composite coating on the front part 4 and the side surface I5 of the tank body is 6.0mm, and the thickness of the anti-impact composite coating on the tail part 7 and the side surface II 6 of the tank body is 8.0 mm. The anti-collision composite coating comprises a plurality of constraint damping structures consisting of viscoelastic polyurea damping layers 2 and impact-resistant polyurea constraint layers 3. In the single constraint damping structure, the viscoelastic polyurea damping layer 2 is positioned on one side close to the tank body substrate 1, and the impact-resistant polyurea constraint layer 3 is positioned on one side far away from the tank body substrate 1. The thickness of the single viscoelastic polyurea damping layer 2 and the thickness of the impact-resistant polyurea restraint layer 3 are both 1.0 mm.

(2) preparation of viscoelastic polyurea damping layer 2: and (2) spraying a viscoelastic polyurea damping material on the tank body treated in the step (1) to obtain a viscoelastic polyurea damping layer 2. The viscoelastic polyurea damping layer 2 is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1. The component A of the viscoelastic polyurea damping layer is an isocyanate prepolymer with 17 percent of NCO content synthesized by HMDI and polyether glycol. The component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 45 parts of high molecular weight amino-terminated polyether, 35 parts of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 13 parts of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 7 parts of pigment;

(3) preparing an impact-resistant polyurea restraint layer 3: and (3) spraying an impact-resistant polyurea damping material on the viscoelastic polyurea damping layer obtained in the step (2) to obtain an impact-resistant polyurea restraining layer. The viscoelastic polyurea damping layer is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to a weight ratio of 1.05: 1. Wherein the component A of the impact-resistant polyurea restraint layer is an isocyanate prepolymer with 17 percent of NCO content of the synthesis of MDI and polyester diol. The component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 25 parts of low molecular weight amino-terminated polyether, 50 parts of medium molecular weight amino-terminated polyether, 18 parts of diethyl toluene diamine and 7 parts of pigment;

Example 5: in contrast to the embodiment 1, the process of the invention,

the anti-collision and anti-impact aluminum alloy tank body is characterized in that an anti-collision composite coating is arranged on a substrate 1 of the tank body; and a polyurethane primer layer is arranged between the tank body substrate 1 and the anti-collision composite coating. The thickness of the anti-impact composite coating on the front part 4 and the side surface I5 of the tank body is 8.0mm, and the thickness of the anti-impact composite coating on the tail part 7 and the side surface II 6 of the tank body is 10.0 mm. The anti-collision composite coating comprises a plurality of constraint damping structures consisting of viscoelastic polyurea damping layers 2 and impact-resistant polyurea constraint layers 3. In the single constraint damping structure, the viscoelastic polyurea damping layer 2 is positioned on one side close to the tank body substrate 1, and the impact-resistant polyurea constraint layer 3 is positioned on one side far away from the tank body substrate 1. The thickness of the single viscoelastic polyurea damping layer 2 and the thickness of the impact-resistant polyurea restraint layer 3 are both 1.0 mm.

(2) preparation of viscoelastic polyurea damping layer 2: and (2) spraying a viscoelastic polyurea damping material on the tank body treated in the step (1) to obtain a viscoelastic polyurea damping layer 2. The viscoelastic polyurea damping layer 2 is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1. The component A of the viscoelastic polyurea damping layer is isocyanate prepolymer with NCO content of 18% synthesized by HMDI and polyether glycol. The component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 40 parts of high molecular weight amino-terminated polyether, 30 parts of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 20 parts of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 10 parts of pigment;

(3) preparing an impact-resistant polyurea restraint layer 3: and (3) spraying an impact-resistant polyurea damping material on the viscoelastic polyurea damping layer obtained in the step (2) to obtain an impact-resistant polyurea restraining layer. The viscoelastic polyurea damping layer is made of a viscoelastic polyurea damping material obtained by reacting A, B two components according to a weight ratio of 1.05: 1. Wherein the component A of the impact-resistant polyurea restraint layer is an isocyanate prepolymer with 18 percent of NCO content of the synthesis of MDI and polyester diol. The component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 25 parts of low molecular weight amino-terminated polyether, 40 parts of medium molecular weight amino-terminated polyether, 20 parts of diethyltoluenediamine and 10 parts of pigment;

TABLE 1 minimum thickness of the impact-resistant composite coatings and parameters on which the calculation is based in examples 1-5

	δ₂/mm	δ₁/mm	δ₀/mm	A₁,％	R_m/MPa
						Example 1	1.54	1.92	5.0	290	14.90
Example 2	2.28	2.85	6.0	296	15.35
						Example 3	3.99	4.99	8.0	320	14.99
Example 4	5.57	6.96	10.0	330	16.26
						Example 5	7.63	9.53	12.0	309	17.15

Example 6:

the mechanical properties of the impact-resistant composite coatings prepared in examples 1 to 5 were examined. High speed tensile testing was performed using an Instron VHS 160-100/20 high speed hydraulic servo material tester. The specific method comprises the following steps: uniformly coating a release agent on the surface of the sampling plate, and after the release agent is dried, sequentially pouring a viscoelastic polyurea damping material and an impact-resistant polyurea damping material on the sampling plate by using a spraying machine to obtain an impact-resistant composite coating; maintaining at room temperature of 25 deg.C for 7 days, and performing high-speed tensile test to obtain material with tensile strength of 7.13s^-1And 229.56s^-1Lower tensile strength, elongation at break and stress strain curve; and intercepting the elastic stage of the stress-strain curve, and fitting the elastic stage to obtain the elastic modulus of the material, wherein specific values are shown in the following table.

TABLE 2 test results of mechanical properties of the impact-resistant composite coatings prepared in examples 1 to 5

As can be seen from Table 2, the mechanical properties of the impact resistant composite coatings prepared in examples 1-5 are substantially the same, and the material of example 1 is used as an example for illustration. The strain rate of the anti-impact composite coating is 7.13s^-1And 229.56s^-1The tensile strength is 14.90MPa and 21.06MPa respectively, and the tensile strength is higher; as the strain rate increases, the tensile strength also increases, and the strain rate increases to 229.56s^-1When the material is used, the tensile strength of the material is increased by 41.34%, and the material has obvious strain rate sensitivity; the strain rate of the material is 7.13s^-1And 229.56s^-1When the composite coating is used, the elongation at break is 335.08% and 246.75%, and the elongation at break of the composite coating is large, so that the composite coating can be subjected to large deformation caused by impact load.

Respectively intercepting the elastic stages of the anti-impact composite coating under different strain rates, fitting the intercepted elastic stages to obtain the elastic modulus of the material under different strain rates, wherein the strain rate of the anti-fragment polyurea coating is 7.13s^-1And 229.56s^-1The elastic modulus is 85.72MPa and 136.23MPa respectively, and the elastic modulus is improved by 58.92 percent along with the increase of the strain rate.

Through the mechanical property experiment of the impact-resistant composite coating under the action of different strain rates, the tensile strength, the elongation at break and the elastic modulus of the material are analyzed and verified to obtain: when the impact-resistant composite coating acts at different strain rates, the material has excellent mechanical properties, the deformation of the tank structure under the action of impact load can be effectively reduced, and the safety protection performance of the aluminum alloy tank for transporting dangerous goods is improved.

Example 7: thermal stability of impact resistant composite coating on anti-collision impact resistant aluminum alloy tank body

The thermal stability of the impact resistant composite coatings on the impact resistant aluminum alloy tank bodies prepared in examples 1-5 at different ambient temperatures was characterized. The specific method comprises the following steps: the thermal stability of the impact-resistant composite coating at different experimental stages is tested in a nitrogen atmosphere by adopting a comprehensive thermal analyzer produced by American TA company, and TG and DTG change curves of the initial coating and the initial coating after 180d of experiment in a high-temperature environment and a low-temperature environment are obtained. The thermal stability of the impact resistant composite coatings prepared in examples 1-5 is substantially consistent and is illustrated below by way of example 1.

As can be seen from fig. 7 (high temperature environment), after the impact-resistant composite coating is placed at a high temperature for 180 days, the initial degradation temperature T5 and the decomposition temperature T2 of the macromolecular soft segment such as polyether are both increased, the change rates are respectively 6.07% and 0.66%, the mass loss W1 of the decomposition of the hard segment such as carbamido, the mass loss W2 and the maximum mass loss WLmax of the decomposition stage of the macromolecular soft segment such as polyether are both reduced, and the reduction rates are 45.82%, 9.26% and 2.28%, respectively. As can be seen from fig. 8 (low temperature environment), after the impact-resistant composite coating is placed at a low temperature for 180 days, the initial degradation temperature T5 and the decomposition temperature T2 of the macromolecular soft segment such as polyether are both increased, the change rates are 4.95% and 0.01%, the mass loss W1 of the decomposition of the hard segment such as carbamido, the mass loss W2 and the maximum mass loss WLmax of the decomposition stage of the macromolecular soft segment such as polyether are both decreased, and the decrease rates are 63.86%, 14.45% and 8.26%, respectively.

As can be seen from the analysis of fig. 7 and 8, through the thermal stability performance experiment of the impact-resistant composite coating under the action of different environmental temperatures, the thermal degradation temperature of the impact-resistant composite coating is increased, and the mass loss at each stage is reduced, so as to obtain: the material of the impact-resistant composite coating has good thermal stability in high-temperature and low-temperature environments. The good thermal stability of the impact-resistant composite coating is that molecular chains in the composite coating are degraded under high-temperature and low-temperature environments, molecular bonds such as C-H, C-O-C and the like are broken, internal holes are increased, and the impact-resistant composite coating has excellent thermal stability under the combined action of the molecular bonds and the internal holes.

Example 8: smoke suppression performance of impact-resistant composite coating on anti-collision and impact-resistant aluminum alloy tank body

The smoke suppression performance of the impact resistant composite coatings on the anti-collision and impact resistant aluminum alloy tank bodies prepared in examples 1-5 at different ambient temperatures was characterized. The specific method comprises the following steps: the smoke suppression performance of the impact-resistant composite coating is characterized along with the increase of the service time under the high-temperature environment (50 ℃) and the low-temperature environment (-15 ℃) by adopting a building material smoke density tester provided by Suzhou Yang Yi Wal detection technology Limited company. The light absorption rate of the anti-impact composite coating in the high-temperature environment and the low-temperature environment is increased along with the time, the smoke density grade of the material during combustion is reflected by the light absorption rate, and the smoke suppression performance of the material is further obtained; i.e., the lower the light absorption, the higher the smoke suppression performance. The smoke suppression properties of the impact resistant composite coatings prepared in examples 1-5 are substantially the same and are illustrated below by way of example 1.

As can be seen from fig. 5 (high temperature environment) and fig. 6 (low temperature environment), the maximum light absorption rate of the original impact-resistant composite coating layer when burned was 47.59%; with the increase of experimental days in a high-temperature environment, the maximum light absorption rate of the impact-resistant composite coating is reduced to 46.60%, 12.95%, 12.55% and 10.56% in sequence; with the increase of experimental days in a low-temperature environment, the maximum light absorption rate of the impact-resistant composite coating is reduced to 16.88%, 12.57%, 10.82% and 5.33% in sequence. The improvement of the smoke suppression performance shows that the environmental temperature has certain influence on the structure of the impact-resistant composite coating along with the increase of the service time, and the molecular chain is aged and broken due to the interaction between the impact-resistant composite coating and oxygen in the atmosphere along with the increase of the service time in an extreme high-temperature environment, so that the carbon forming amount is increased; and the too low temperature also causes the polyurea coating macromolecules to be subjected to brittle fracture along with the increase of the service time, so that pores with uneven internal sizes are formed. But both of the two components increase the content of small molecules in the polyurea coating, thereby changing the transfer speed of free radicals during the combustion of the polyurea coating, limiting the smoke generation amount before and after the combustion of the impact-resistant composite coating, enabling the material to have good smoke suppression performance, effectively preventing the fire from spreading and toxic gas from diffusing in smoke when a fire disaster occurs after the tank body structure is impacted, and improving the self protection performance of the tank body after the impact.

Example 9: mechanical property of viscoelastic damping material adopted by impact-resistant composite coating

In order to verify the energy absorption effect of the impact-resistant composite coating, the damping materials of the viscoelastic polyurea damping layers used in examples 1 to 5 were subjected to dynamic thermo-mechanical property tests of 10Hz and 100 Hz. A DMA-Q800 dynamic mechanical analyzer manufactured by American TA company is adopted, and the temperature range is-100 ℃ to 100 ℃. The storage modulus (FIG. 11) and loss modulus (FIG. 12) of the viscoelastic polyurea damping material were plotted against temperature frequency. The results of the tests on the damping materials of examples 1 to 5 are substantially the same, and example 1 is described below.

From fig. 11, it can be seen that the storage modulus of the viscoelastic polyurea damping material has a tendency of gradually decreasing with the temperature increase as a whole at a certain frequency, and the storage modulus of the material is larger and slowly decreases in the range of-80 ℃ to-40 ℃, because the material is in a glass state, the molecular chain segment is in a frozen state, and the storage modulus of the material is higher. However, with the increasing temperature, the storage modulus decreases more and more in the range of-40 ℃ to-20 ℃, because the material is in the glass transition region at this time, and the molecular chain segment starts to be active, so that the storage modulus decreases rapidly. Within the range of-20 ℃ to 100 ℃, the material is in a rubber state, and the storage modulus tends to be stable and does not decrease any more. In addition, when the temperature is constant, the variation trend of the storage modulus of the material under different frequencies is similar, while the storage modulus of the material under high frequency is higher, which shows the rule that the higher the frequency is, the higher the storage modulus of the material is when the temperature is constant.

From fig. 12, it can be seen that the loss modulus of the viscoelastic polyurea damping material shows a tendency of increasing first and then decreasing with increasing temperature at a certain frequency. The loss modulus of the material is gradually increased within the range of-80 ℃ to-40 ℃, the loss modulus of the material reaches the maximum within the range of-40 ℃ to-30 ℃, and then the loss modulus of the material gradually decreases and tends to be stable within the range of-30 ℃ to 100 ℃. The change in loss modulus of a material in three stages is related to the different morphologies of the material at different temperatures. When the material is in a glass state, the loss modulus of the material is relatively stable; the loss modulus increases rapidly when the material is in the glass transition region; and when the material is completely transformed from the glassy state to the rubbery state, the loss modulus of the material decreases and remains stable.

According to the mechanical property experiment results of the impact-resistant composite coating under the action of different strain rates, the storage modulus and the loss modulus of the viscoelastic polyurea damping material are higher when the frequency is higher. The impact load that the tank body structure receives belongs to high frequency load, therefore the polyurea damping material of viscoelasticity can absorb more energy when bearing impact load as the damping layer, plays the effect of buffering energy-absorbing.

Example 10: dynamic mechanical property of anti-collision and anti-impact aluminum alloy tank under impact load

The dynamic mechanical properties of the anti-collision and anti-impact aluminum alloy tank bodies prepared in examples 1 to 5 under impact load were characterized. The specific method comprises the following steps: the method comprises the steps of carrying out an experiment by adopting an equal-proportion reduced tank body of the dangerous goods transportation aluminum alloy tank body, collecting experiment data by adopting a dynamic signal collecting analyzer, analyzing the experiment data by utilizing DHDAS software, and carrying out an accelerated impact experiment by using a separated Hopkinson pressure bar system to obtain an effect diagram (figure 10) of the collision between the equal-proportion reduced non-protection small tank (figure 9) of the dangerous goods transportation aluminum alloy tank body and the equal-proportion reduced spray composite coating small tank. The results after impact of crashworthy impact resistant aluminum alloy can bodies prepared in examples 1-5 are substantially the same and are illustrated below by way of example 1.

As can be seen from FIG. 9 (comparative example, ordinary can body is reduced in equal proportion), after the small unprotected can reduced in equal proportion is impacted, a huge recess is generated at the impacted part, and the maximum deformation is 50.3 mm. Because the contact edge part of the impact rod and the small tank and the welding part of the circular arc part of the small tank and the cylindrical part have concentrated stress and are weaker, the edge of the impact contact part of the impact rod and the small tank is cracked, and the welding part of the circular arc part of the small tank and the cylindrical part is also partially cracked.

As can be seen from fig. 10 (isometric reduction of the can body prepared in example 1), the impact of the spray composite coated can with the same scale reduction resulted in a relatively small indentation deformation at the impact site, with a maximum deformation of 35.85 mm. The impact-resistant composite coating is a viscoelastic material, is soft in texture and can protect the aluminum shrinkage ratio small tank inside in collision, so that the collision contact part of the impact rod and the small tank has obvious marks but no crack.

According to the DHDAS test analysis system, the maximum strain (maximum strain in tension) of the proportionally reduced unprotected small tank is 12500, and the minimum strain (maximum strain in compression) is-12000. The maximum strain (maximum canister tensile strain) of the spray coated composite coating canister with the same scale reduction was 9000 and the minimum strain (maximum canister compressive strain) was-9500. The fact that the small tank sprayed with the composite coating absorbs a large amount of energy when being subjected to impact load shows that the deformation and the surface vibration of the small tank sprayed with the composite coating are small, the maximum strain value of the small tank sprayed with the composite coating is larger than that of the small tank without protection, and the minimum strain value of the small tank sprayed with the composite coating is smaller than that of the small tank without protection.

In addition, in order to verify the actual impact resistance and breakage resistance of the composite coating of the aluminum alloy tank for dangerous goods transportation, the inventor adopts a loader with the self weight of 17 tons and carries out an impact test on the aluminum alloy tank for dangerous goods transportation after a collision device is additionally arranged.

According to the collision result, after the unprotected tank body is impacted, the impact surface of the tank body is subjected to stress concentration due to the impact action, so that the surface of the tank body is subjected to strong tearing damage. The welding seam at the lower part of the tank body bearing beam plate is also influenced by impact to generate stress concentration, so that the surface of the tank body and the lower bearing platform are torn and damaged. Because the tank body is of a metal shell structure, the side surface connected with the collision-facing surface is subjected to metal crushing, so that the side surface of the tank body is compressed in a corrugated shape, and the maximum sunken deformation of the tank body reaches 925 mm. The upper half part of the tank body impact surface is bent under the stretching influence of the lower half part, and the middle part of the tank body impact surface is subjected to the action of the reinforcing ribs in the tank body, so that the surface of the tank body is recessed regularly.

After the tank body sprayed with the impact-resistant composite coating is impacted, the impact-facing surface of the tank body has no fracture phenomenon, and the maximum indentation deformation of the tank body is only 190 mm. The side surface connected with the impact-facing surface has a crushing tendency, but the crushing phenomenon is not generated. After the tank body is impacted at the joint of the impact surface and the side surface, although the stress concentration phenomenon occurs, the part is only slightly sunken due to the combined action of the composite coating and the tank body reinforcing ribs, and the bending phenomenon is not generated. The composite coating is wrapped completely at the large deformation part of the tank body without the phenomenon of damage.

Through the impact experiment contrast of the non-protection tank body and the spraying anti-impact composite coating tank body, the method can obtain that: when the tank body sprayed with the composite coating is impacted, the impact-resistant composite coating has good safety protection effect. Further prove, this application the shock-resistant composite coating can absorb the huge impact energy that produces when the hazardous articles transportation aluminum alloy jar body strikes, the deformation that produces when greatly reducing jar body striking to prevent the leakage of hazardous articles in the jar body, the effectual security protection problem of having solved the hazardous articles transportation aluminum alloy jar body.

To sum up, this application the crashproof aluminum alloy jar body that shocks resistance, the composite coating that shocks resistance that its adopted has effectively improved the energy-absorbing effect on viscoelasticity polyurea damping layer and whole composite coating's the protective effect that shocks resistance. This is because, first, the viscoelastic polyurea damping layer has excellent tensile strength, elongation at break and elastic modulus, and the impact-resistant polyurea constraining layer has fast curing time, strong adhesion, and excellent tensile strength and elongation at break; secondly, friction energy consumption between the hard section and the soft section in the material is realized, the hard section and the soft section form a constraint damping structure, and a plurality of shear energy consumption layers are generated due to the asynchronism of deformation when the material is subjected to impact load, so that the impact energy of the structure is dissipated. In addition, the excellent thermal stability and smoke suppression performance of the impact-resistant composite material are also beneficial to the improvement of the anti-collision and impact-resistant performance of the impact-resistant composite material. This application the crashproof aluminum alloy jar body that shocks resistance promote crashproof performance greatly, increased factor of safety, overcome the dilemma of hazardous articles transportation, have important social meaning.

Claims

1. The anti-collision and anti-impact aluminum alloy tank body is characterized in that an anti-collision composite coating is arranged on a substrate of the tank body; the method is characterized in that: the anti-collision composite coating comprises at least one constraint damping structure consisting of a viscoelastic polyurea damping layer and an impact-resistant polyurea constraint layer; the viscoelastic polyurea damping layer is a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1; wherein the A component of the viscoelastic polyurea damping layer is a synthetic prepolymer of HMDI and polyether; the component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 40-60 parts of high molecular weight amino-terminated polyether, 25-35 parts of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 10-20 parts of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 5-10 parts of pigment; the anti-impact polyurea restraint layer is made of an anti-impact polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1; the component A of the impact-resistant polyurea restraint layer is a synthetic prepolymer of MDI and polyester; the component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 15-25 parts of low molecular weight amino-terminated polyether, 40-60 parts of medium molecular weight amino-terminated polyether, 15-20 parts of diethyl toluene diamine and 5-10 parts of pigment.

2. The aluminum alloy can body with impact resistance and collision resistance as claimed in claim 1, wherein: in the single constraint damping structure, the viscoelastic polyurea damping layer is positioned on one side close to the tank body substrate, and the impact-resistant polyurea constraint layer is positioned on one side far away from the tank body substrate.

3. The aluminum alloy can body with impact resistance and collision resistance as claimed in claim 1, wherein: the thickness of the anti-collision composite coating is 2-15 mm; the thickness ratio of the viscoelastic polyurea damping layer to the impact-resistant polyurea restraining layer in the single restraining and damping structure is 1: 1.

4. An anti-collision and anti-impact aluminum alloy tank body as claimed in claim 3, wherein: the thickness of each viscoelastic polyurea damping layer is 1.0-2.0mm, and the thickness of each impact-resistant polyurea restraint layer is 1.0-2.0 mm.

5. An anti-collision and impact-resistant aluminum alloy tank body as claimed in any one of claims 1 to 4, wherein: the anti-collision and anti-impact aluminum alloy tank body comprises a tank body front part, a tank body side surface and a tank body tail part, wherein the tank body side surface consists of a tank body side surface I close to the tank body front part and a tank body side surface II close to the tank body tail part; the minimum thickness of the shock-resistant composite coating at the front part of the tank body and the side surface I of the tank body

The minimum thickness of the impact-resistant composite coating at the tail part of the tank body and the side surface II of the tank body is obtained by Eq.2 calculation

Calculated by eq.1:

（Eq.1）

（Eq.2）

in the formula:

the minimum thickness of the side impact-resistant composite coating of the tank tail and the tank side II is mm;

-minimum thickness, mm, of the impact-resistant composite coating of the can body front and of the can body sides I;

-minimum thickness of the metal can body, mm;

-lower limit of standard tensile strength, MPa, of the composite coating material;

elongation at break,%, of the composite coating material.

6. The aluminum alloy can body with impact resistance and collision resistance as claimed in claim 5, wherein: when the traveling speed is more than or equal to 40km/h, the side surface I and the side surface II of the tank body respectively account for one half of the side surface of the tank body; when the traveling speed is less than 40km/h, the side surface I of the tank body is four fifths of the side surface of the tank body, and the side surface II of the tank body is one fifth of the side surface of the tank body.

7. The aluminum alloy can body with impact resistance and collision resistance as claimed in claim 5, wherein: and a polyurethane primer layer is arranged between the surface of the tank body substrate and the viscoelastic polyurea damping layer.

8. A method for manufacturing an anti-collision impact-resistant aluminum alloy tank body as claimed in any one of claims 1 to 7, wherein: the method comprises the following steps:

(2) preparing a viscoelastic polyurea damping layer: spraying a viscoelastic polyurea damping material with a certain thickness on the tank body treated in the step (1) to obtain a viscoelastic polyurea damping layer; the viscoelastic polyurea damping layer is a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1; the component A of the viscoelastic polyurea damping layer is a synthetic prepolymer of HMDI and polyether; the component B of the viscoelastic polyurea damping layer comprises the following components in parts by weight: 40-60 parts of high molecular weight amino-terminated polyether, 25-35 parts of 4,4 ' -diamino-isobutyl-dicyclohexylmethane, 10-20 parts of 3,3 ' -dichloro-4, 4 ' -diaminodiphenylmethane and 5-10 parts of pigment;

(3) preparing an impact-resistant polyurea restraint layer: spraying impact-resistant polyurea damping materials with a certain thickness on the viscoelastic polyurea damping layer in the step (2) to obtain an impact-resistant polyurea restraint layer; the viscoelastic polyurea damping layer is a viscoelastic polyurea damping material obtained by reacting A, B two components according to the weight ratio of 1.05: 1; wherein the component A of the impact-resistant polyurea restraint layer is a synthetic prepolymer of MDI and polyester; the component B of the impact-resistant polyurea restraint layer comprises the following components in parts by weight: 15-25 parts of low molecular weight amino-terminated polyether, 40-60 parts of medium molecular weight amino-terminated polyether, 15-20 parts of diethyl toluenediamine and 5-10 parts of pigment;

9. The method for preparing the anti-collision and anti-impact aluminum alloy tank body according to claim 8, characterized by comprising the following steps of: the thickness of the anti-collision composite coating is 2-15 mm; the thickness ratio of the viscoelastic polyurea damping layer to the impact-resistant polyurea restraining layer in the single restraining and damping structure is 1: 1; the thickness of each viscoelastic polyurea damping layer is 1.0-2.0mm, and the thickness of each impact-resistant polyurea restraint layer is 1.0-2.0 mm.

10. The method for preparing the anti-collision and anti-impact aluminum alloy tank body according to the claim 8 or 9, characterized by comprising the following steps: anti-collision and anti-impact aluminum alloy tank body bagThe tank comprises a tank front part, a tank side surface and a tank tail part, wherein the tank side surface consists of a tank side surface I close to the tank front part and a tank side surface II close to the tank tail part; when the traveling speed is more than or equal to 40km/h, the side surface I and the side surface II of the tank body respectively account for one half of the side surface of the tank body; when the speed of the vehicle<At 40km/h, the side I of the tank body is four fifths of the side of the tank body, and the side II of the tank body is one fifth of the side of the tank body; the minimum thickness of the impact-resistant composite coating of the front part and the side surface I of the tank body

The minimum thickness of the impact-resistant composite coating of the tail part of the tank body and the side surface II of the tank body is obtained by Eq.2 calculation