CN213361391U - 多层冷却水管 - Google Patents
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Abstract
多层冷却水管。涉及冷却管技术领域,具体涉及一种新能源汽车电池包内部的多层冷却水管。提供了一种耐渗透,且耐环境应力开裂,适用于新能源车辆电池包散热应用场合的多层冷却水管。包括最外侧的耐磨层和至少一层阻隔层,各层之间设有粘结层,所述阻隔层为改性HDPE层。进一步地,所述水管的最内侧设有耐磨层。进一步地,所述耐磨层的材料为聚酰胺。进一步地,所述粘结层的材料为粘合树脂。进一步地,所述水管的外径为8~25 mm,所述耐磨层的厚度为0.1~0.6mm,粘结层的厚度为0.05~0.2mm,阻隔层的厚度为0.05~1mm,总壁厚为0.8~2.6mm。本实用新型提高了电池包的运行可靠性,降低漏电、起火等安全事故风险。
Description
技术领域
本实用新型涉及冷却管技术领域,具体涉及一种新能源汽车电池包内部的多层冷却水管。
背景技术
随着新能源汽车工业的发展,国内国际市场对于新能源汽车的电池系统的冷却要求越来越高。最初借用燃油车的冷却管路结构越来越不能满足新能源车对于冷却系统的要求,特别是电池包内对于塑料管路水渗透的要求,其根本性原因是:电池包整体的密封结构和包内电池绝缘的环境都要求包内的冷却液塑料管路在高温工作环境下的水渗透越低越好。
电池包作为新能源汽车的动力来源,具有至关重要的作用。汽车运行过程中,电池包发热量较大,以传统的散热风扇等采用空气作为媒介进行热量交换,难以满足电池包散热需求。且目前电池包大多呈扁平状,其中心部位与边缘部位在工作过程中由于散热条件不同,会形成较大的温度差异,进而影响电池包整体的工作效能。对此,有设计单位提出对电池包进行分区冷却的改进理念,这就需要形成多个区域的换热板块实现对不同区域电池的散热。然而,在电池包狭小、密闭的空间内设置冷却介质传输管路,对管路自身的材质提出了以下两方面核心要求:一是耐水渗透,电池包在密封后,需严格杜绝内部环境内的湿度变化;二是弯曲变形能力,电池包内空间狭小,布设管路时需要管路本身具有良好的变形能力,且能保证其强度。
而现有技术中,水管多由单层PP(聚丙烯)、PA(聚酰胺)、HDPE(高密度聚乙烯)制得或通过PP+PA复合制得,但存在以下缺陷:PP、PA能耐120℃高温工况且可在150℃高温下定型加工以适应电池包的空间要求,但其耐水渗透功能弱;而HDPE具有一定的耐水渗透性能,但其熔点低(130℃),不能适应150℃的高温定型加工,且易发脆、发生应力开裂,不能满足在电池包内进行弯折盘绕的布设要求;电池包内部为封闭空间,出现水分渗漏会极大降低电池的使用寿命,甚至引发安全事故,故现有水管难以直接应用于电池包进行液冷冷却。
因此,以传统燃油车的塑料冷却管路结构为基础,如何选择一种高阻水性塑料材料作为多层结构中的一层或者多层,以满足新能源汽车电池包内外的阻水性要求,进而适应电池包散热应用场合的冷却管路,成为本领域亟待解决的技术问题。
实用新型内容
本实用新型针对以上问题,提供了一种耐渗透,且耐环境应力开裂,适用于新能源车辆电池包散热应用场合的多层冷却水管。
本实用新型的技术方案为:
多层冷却水管,包括最外侧的耐磨层和至少一层阻隔层,各层之间设有粘结层,所述阻隔层为改性HDPE层。
进一步地,所述水管的最内侧设有耐磨层。
进一步地,所述耐磨层的材料为聚酰胺。
进一步地,所述粘结层的材料为粘合树脂。
进一步地,所述水管的外径为8~25 mm,所述耐磨层的厚度为0.1~0.6mm,粘结层的厚度为0.05~0.2mm,阻隔层的厚度为0.05~1mm,总壁厚为0.8~2.6mm。
进一步地,所述水管为直壁管或波纹管。
本实用新型的多层冷却水管,通过改性HDPE层与耐磨层的配合使用,消除了传统HDPE材料不耐高温、不耐环境应力开裂和耐渗透性不足的缺陷,使得制成的水管适应高温加工定型,具有优异的耐渗透、耐环境应力开裂和耐腐蚀性能,适用电池包狭小空间的弯折布设要求。
本实用新型通过多层材料特性的相辅相成,具有优异的耐腐蚀、耐渗透和耐环境应力开裂性能,能够在高温工况可靠弯折成型。成型后,仍具有良好的盘曲、折弯稳定性,适应在电池包内的布设需求。改性HDPE层的采用有效避免液冷介质从冷却管材中渗透进入电池包内部的密闭空间,大幅提高电池包使用寿命的同时,还提高了电池包的运行可靠性,降低漏电、起火等安全事故风险。
附图说明
图1是本实用新型的结构示意图,
图2是本实用新型另一实施方式的结构示意图。
图中:1-耐磨层一,2-粘结层一,3-阻隔层,4-粘结层二,5-耐磨层二。
具体实施方式
多层冷却水管,水管的多层结构通过多层模具共同挤出,再经固化成型制得,水管包括最外侧的耐磨层和至少一层阻隔层,各层之间设有粘结层,阻隔层为改性HDPE层,优选为硅烷交联高密度聚乙烯。
常规HDPE材料耐酸碱,耐有机溶剂,电绝缘性优良,有一定的耐渗透能力(但不能满足电池包内严格的湿度控制要求),且机械性能差,易老化,易发脆,难以适应电池包内弯折盘绕的布设环境;
改性HDPE层的硅烷交联高密度聚乙烯材料,先通过乙烯基硅烷共聚物法制得接枝料,再将接枝料与催化剂在挤出机内熔融混炼,并经存水条件(温水或蒸汽)下交联固化制成,交联后的化合物分子结构呈网状,分子之间通过C-C键连接,而C-C键的作用力远大于常规HDPE分子间的范德华作用力,分子结构的宏观特性由“脆”变“韧”,使得硅烷交联高密度聚乙烯具有显著优于常规HDPE的耐蠕变性、耐冲击性、耐热性和耐环境应力开裂性能;将硅烷交联高密度聚乙烯与耐磨层材料结合,并通过粘合树脂进行粘结,制得的多层管材耐高温工况,可在150℃下弯折成型,成型管材具有稳定的机械性能(耐环境应力开裂)和高阻渗能力,有效降低液冷介质的渗透析出,严格限制电池包内的湿度,可大幅提高电池包的使用寿命。
应当考虑,硅烷交联高密度聚乙烯作为常规HDPE的一种化学改性材料,通常作为阻燃、保温材料,本领域技术人员难以想到利用其高耐渗透的性能,将其应用于高耐渗透要求的电池包内的液冷管材。
水管的最内侧设有耐磨层,耐磨层通常采用耐磨、耐腐蚀性能优良的工程塑料,如聚偏氟乙烯、聚丙烯、聚酰胺等。
进一步地,耐磨层的材料为聚酰胺,其具有优良的耐腐蚀、电绝缘和耐磨性能,适用于高温工况加工且成本适中。
粘结层的材料为粘合树脂,优选为马来酸酐或其类似材料改性的高密度聚乙烯,一方面,这种粘结层与改性HDPE层亲和粘附,另一方面,马来酸酐能够与聚酰胺分子链的官能团形成强有力的化学键,因而这种粘结层能够在改性HDPE层与聚酰胺类耐磨层之间形成双面可靠粘结,适用(改性HDPE+粘结层+聚酰胺)复合材料的共挤成型。
水管的外径为8~25 mm,耐磨层的厚度为0.1~0.6mm,粘结层的厚度为0.05~0.2mm,阻隔层的厚度为0.05~1mm,总壁厚为0.8~2.6mm;在上述数值范围内的多层冷却水管,具有较好的阻隔性能和耐老化性能,同时具有适中的制备成本。
水管为直壁管或波纹管,直壁管不同位置的横截面积相同,管壁为均匀平滑曲面;波纹管的管壁存在褶皱,不同位置的横截面积不等,波纹管较直壁管具有更佳的结构稳定性。
本实用新型材料的选择过程:
除了适合和尼龙类防护材料共挤出外,该材料还要满足对于水和水蒸气的阻隔性好,耐汽车所处环境的高低温要求,耐冷却液工作温度的极限要求,耐乙二醇冷却液以及其他汽车常见液体(燃油、润滑油、清洗剂等)的腐蚀性要求,汽车管路的耐低温冲击要求等。
在常见的、能够适合挤出加工的塑料原料中,具备对水和水蒸气由一定阻隔性的材料包括HDPE、LDPE、PP、PVDC以及某些特种改性氟塑料。
PVDC材料虽然具备阻水性,但是由于加工条件极为苛刻,及其难于和尼龙材料共挤出,机械性能比较差等原因,我们排除了PVDC材料。
氟塑料材料虽然阻水性能好于HDPE、 LDPE、 PP等材料,但是由于成本高昂,以及难于和其他塑料粘合,我们也排除了氟塑料材料。
在HDPE、 LDPE、PP之中,我们选择了HDPE材料,因为它在三者中的阻水性最好,耐低温冲击性能也最好。HDPE在汽车上的经典应用是塑料汽车油箱,它的耐汽车常见液体的腐蚀性极好(包括耐乙二醇冷却液腐蚀)。
但是HDPE的熔点只有130℃,长期使用温度最高不过60-70℃,不能满足冷却液工作温度80-90℃的要求。
于是本实用新型人想到了采用硅烷交联高密度聚乙烯的改性HDPE材料,硅烷交联高密度聚乙烯较常规HDPE具有更强的耐高温、耐渗透和耐环境应力开裂性能,它的长期使用温度可以达到90℃,中短期耐温性甚至超过PA12,是电池包管路应用中的理想材料。
下面将参照附图详细地描述实施例。
实施例一
参见图1,三层管实施例,水管外径8~18mm,由外到内共有三层,耐磨层一1为由PA12,厚度为0.1~0.6mm;第二层为粘结层一2,使用材料为市售普通粘合树脂,厚度为0.05~0.2mm,优选为0.12mm;第三层为阻隔层3,使用材料为改性高密度聚乙烯(HDPE),厚度为0.05~1mm;水管的总壁厚为0.8~1.4mm。
该多层水管具有较好的低析出性能以及阻隔性能,同时,该多层管造价相对较低,能够节约一定的成本。
实施例二
参见图2,五层管实施例,水管外径12~25mm,耐磨层一1为由PA12,厚度为0.1~0.6mm,优选为0.49mm;粘结层一2为市售普通粘合树脂,厚度为0.05~0.2mm;阻隔层3为改性高密度聚乙烯(HDPE),厚度为0.05~1mm;粘结层二4为市售普通粘合树脂,厚度为0.05~0.2mm;耐磨层二5为耐水解改性的PA12,厚度为0.1~0.6 mm,优选为0.49mm;水管的总壁厚为1.1~2.6mm。
该五层管相对于实施例一的三层管,在内层增加了粘结层和耐水解型聚酰胺层,提高了管内侧的物理稳定性能,使管道内部具有优异抗冲击性、耐水解和化学稳定性,延长了冷却水管的使用寿命。
对实施例一、二的多层冷却水管进行渗透率性能测试,并采用市售普通PP+PA复合管进行对照。
耐渗透性能测试中,首先将被测量管材在150℃温度下加热软化、弯折90°,再冷却定型,再将被测量管材的一端竖直设置,管材内通入液冷介质(水),管材周围放置含有无水氯化钙的水汽捕集器,用以捕集从管道中渗透析出的水汽,测试周期为八周,每周测试两次,具体试验条件参数参见表1,
表1试验参数
测试结果表明,本实用新型的多层冷却水管,具有显著优于传统管材的耐渗透性能,且管材弯折处结构稳定,耐环境应力开裂性能优良,较之传统管材,更能适应新能源汽车电池包内部空间的液冷散热需求,可用以提高电池包的使用寿命和运行可靠性。
对于本案所公开的内容,还有以下几点需要说明:
(1)、本案所公开的实施例附图只涉及到与本案所公开实施例所涉及到的结构,其他结构可参考通常设计;
(2)、在不冲突的情况下,本案所公开的实施例及实施例中的特征可以相互组合以得到新的实施例;
以上,仅为本案所公开的具体实施方式,但本公开的保护范围并不局限于此,本领域技术人员根据本案所公开的内容,对其中某些技术特征作出的变换均应在本案保护范围内。
Claims (6)
1.多层冷却水管,其特征在于,包括最外侧的耐磨层和至少一层阻隔层,各层之间设有粘结层,所述阻隔层为改性HDPE层。
2.根据权利要求1所述的多层冷却水管,其特征在于,所述水管的最内侧设有耐磨层。
3.根据权利要求1所述的多层冷却水管,其特征在于,所述耐磨层的材料为聚酰胺。
4.根据权利要求1所述的多层冷却水管,其特征在于,所述粘结层的材料为粘合树脂。
5.根据权利要求1所述的多层冷却水管,其特征在于,所述水管的外径为8~25 mm,所述耐磨层的厚度为0.1~0.6mm,粘结层的厚度为0.05~0.2mm,阻隔层的厚度为0.05~1mm,总壁厚为0.8~2.6mm。
6.根据权利要求1所述的多层冷却水管,其特征在于,所述水管为直壁管或波纹管。
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