156 电池模组隔板与支架用什么改性尼龙
模组内塑料件的作用
电池模组（Module）里的改性尼龙件有：电芯隔板与支架、模组端板与侧板、CCS 集成母排的支架（线束板）、采样线槽与线夹、电芯间的缓冲垫框。
作用有三类：结构支撑（固定电芯）、电气绝缘（隔离高压）、线束管理（固定采样线）。
共同要求是阻燃 + 绝缘 + 尺寸稳定 + 耐温。
现场还原：一次模组膨胀变形引发的支架重设计
去年三月，一家电池模组厂的量产线反馈：满电态模组的端板支架出现外凸，八小时后回落，装配线上的定位销开始出现插不进的情况。
追查发现是电芯满充后的膨胀力把支架顶出了弹性形变，支架材料的模量在满电温升下进一步下降，形变叠加超出了设计余量。
讨论方案时有个插曲：结构工程师第一反应是加厚支架，材料工程师提出加厚会让支架变笨重且吸收膨胀空间，更好的路线是换高模量牌号加优化支撑筋走向。
两边各让一步：支架换玻纤四成的高刚性牌号，筋位从直筋改成拱形筋，既抗膨胀又给电芯留了呼吸量。改进后的模组通过了两百次满充循环的膨胀跟踪，定位精度全程稳定。
这个案例被模组厂写进了设计教材，章节标题就叫支架不是墙——支架的任务是约束和导向，不是硬抗。材料的任务同样不是无限刚，是在刚性、韧性、尺寸稳定三点之间站好位。
阻燃是强制项
电池模组内的塑料件全部要求 UL94 V-0 阻燃，且主流要求无卤（电池热失控时的烟毒是车内乘员的二次伤害）。
注意壁厚影响——模组内的隔板通常很薄（0.8-1.5 mm），薄壁的阻燃等级会下降。
必须按实际壁厚做阻燃测试，不能用 3.0 mm 试片的报告。这是模组件最常见的返工原因。
尺寸稳定和装配
电芯隔板的尺寸精度直接影响模组装配和电芯的压紧力。PA 的吸湿膨胀在这里是风险（模组内部要求尺寸长期稳定）。
三个应对办法：一是走低吸水体系（矿物填充或 PA12）；
二是控制模组内的湿度（电池包是密封的，实际上湿度可控）；三是设计上用弹性元件吸收尺寸变化（电芯隔板通常带弹性结构）。
耐温和耐电解液
模组内的温度通常在 -30℃ 到 60℃（正常工作），但热失控时局部温度可达数百度。
塑料件在热失控中会被烧毁——这是可接受的（阻燃的作用是延缓蔓延，不是阻止）。
另外要关注电解液相容性——电芯泄漏的电解液（碳酸酯类 + 锂盐）会侵蚀塑料。
PA 对碳酸酯类有一定耐受性，但要做验证。
CCS 母排支架的特殊性
CCS（Cell Contact System）集成母排的支架是模组里的关键塑料件——
它要固定铜排和采样线，同时提供绝缘和阻燃。要求：阻燃 V-0、CTI ≥ 400V、尺寸精度高（母排要精确对位）、且要能承受焊接工艺（母排用激光焊或超声波焊，
支架要耐热不变形）。这是模组里技术含量最高的塑料件。
深一层：阻燃强制项背后的热失控逻辑
模组内塑料件的阻燃是强制项，逻辑要回到热失控场景去理解。电芯热失控时温度瞬间冲上数百度，模组内的隔板、支架是火焰和高温气体的传播路径，阻燃等级不达标的塑料件会成为传播的帮凶。
行业通行的要求是垂直燃烧等级加灼热丝双重考核，隔板类薄壁件还要通过针焰试验。这些测试的费用不低，但它们对应的是整车热安全法规，没有任何讨价还价的空间。
阻燃改性对尺寸稳定的影响是工程落地的难点。阻燃填料让注塑收缩率下降但翘曲风险上升，模组支架这类带安装孔位的零件，孔距精度要在老化后仍保持，蠕变加阻燃双重作用下的尺寸漂移要单独验证。
有家客户的经验是支架类零件做一百小时高温存放后复测孔距，数据不合格的牌号直接出局，这个门槛筛掉了四成候选。
耐电解液是三元电池模组件的附加考题。电芯泄漏是低概率事件，但泄漏发生时电解液对塑料的攻击必须可承受，碳酸酯类电解液对部分牌号有溶胀作用，浸泡验证要用真实电解液而不是替代溶剂。磷酸铁锂体系的模组件这条可以放宽，三元体系必须做全。
延伸判断：模组件的隐性变量
有三件最容易漏掉的隐性变量。一是电芯的膨胀力——电芯充放电会膨胀（膨胀力可达数千牛），隔板要能承受长期膨胀力而不蠕变失效。
二是热蔓延——隔板的设计在热失控时要延缓蔓延，这是安全设计的一部分，材料只是其中一环。
三是回收利用——电池包拆解回收时，塑料件要易于分离，材料标识要清晰。
工程实测：4 条强制测试
测试1：薄壁阻燃（1.0 mm）。专用无卤阻燃牌号达 V-0，通用牌号仅 V-2——必须按实际壁厚测。
测试2：电芯膨胀力（长期）。PA66-GF30 隔板 1000 h 蠕变 0.5%，矿物填充体系 0.2%。
测试3：电解液相容 500 h。PA66 质量变化 +3.5%、强度保持 78%——可接受，但需验证。
测试4：CTI（CCS 支架）。专用体系 450V，通用阻燃体系 350V——母排支架要 ≥ 400V。
边界声明
| 工况 | 推荐材料 |
|---|
| 电芯隔板 / 支架 | 无卤阻燃 + 低吸水体系 |
| CCS 母排支架 | 阻燃 V-0 + CTI ≥ 400V + 耐焊接热 |
| 模组端板 / 侧板 | GF30 增强 + 阻燃 |
| 采样线槽 / 线夹 | 阻燃 PA66 |
| 薄壁件 | 按实际壁厚做阻燃测试 |
工程备忘
电池模组里的塑料件全部要求 V-0 无卤阻燃，且必须按实际薄壁（0.8-1.5 mm）测试——用 3.0 mm 试片报告顶替是模组件最常见的返工原因。CCS 母排支架技术含量最高。
实战案例：常见踩坑与正解
踩坑一：按传统汽车的思路选料，忽略了电气安全要求。正解：新能源车上的塑料件第一判据往往是电气性能——CTI（相比漏电起痕指数）、阻燃等级、耐电弧性，这些在传统车上不重要的指标在这里是硬门槛。踩坑二：只看阻燃等级，忽略了长期湿热下的电痕化。正解：阻燃是着火时的表现，CTI 是长期运行的表现——两者都要，高压件通常要求 CTI ≥ 600V 且阻燃 V-0，缺一项就是长期隐患。踩坑三：把电池的工况简单理解为"高温"，忽略了冷热交变和湿热。正解：电池包内是温度交变 + 湿度变化 + 冷却液的复合环境，验证要做温度冲击 + 湿热 + 冷却液相容性的组合测试。这三个坑都是量产前必须自查的清单。
追问三连：模组件读者的三个高频问题
第一问：隔板和支架可以用一种料吗？可以，但建议分档。隔板薄壁大面积，重点在阻燃和防缩孔；支架厚壁带孔位，重点在模量和蠕变。同一牌号满足两头的产品存在，但价格通常比分档选料贵，量产规模大时分开选更划算。
第二问：CCS 母排支架的特殊性在哪？它同时承担结构支撑和电气绝缘，还要嵌注铜铝母排，嵌件位置的应力集中和注塑后收缩是两大难点。支架料用低收缩高刚性体系，嵌件预热的参数要和材料商共同标定。
第三问：模组件的耐温要求怎么定？按模组的热管理规格加热失控短时耐受两行写。工作温度一档用于选基材，热失控短时一档用于定阻燃和耐热体系，两行都要有数据支撑。
反向案例：一套没做电解液验证的隔板
有家模组厂为抢工期跳过了电解液浸泡验证，量产后某批电芯出现微泄漏，隔板在电解液作用下溶胀变形，挤压电芯引发了更大面积的报警。返工代价是整个批次的模组拆解重装。低概率事件不等于零概率，验证清单上的每一行都对应一种概率。
增补：另外三个读者的实际问题
第四问：模组件的轻量化空间还有多大？支架减薄、集成化、新材料三条线都在走。支架和固定件集成一体化后零件数量下降，装配工时同步省，轻量化的大头其实在集成，不在单纯减薄。
第五问：模组厂的材料验证周期一般多长？阻燃加常规性能一轮约八到十周，含热失控关联验证的项目周期翻倍。定点节奏要倒排，材料选型启动太晚是模组项目最常见的延期原因。
第六问：圆形电池和方形电池的模组件有什么不同？圆形电池模组的支架要适配圆柱的曲面接触，孔型加工精度要求高；方形电池模组的支架承受膨胀力更大，刚性要求更高。两条技术路线的模组件不能互套。
一组现场的观察
观察一，模组内件的失效多在装配环节。支架脆裂的案例里，装配拧紧顺序错误引发的应力集中占大头，材料端配合提供装配扭矩上限说明，能把这类投诉压下去大半。
观察二，CCS 集成化让支架更复杂。母排、采样线束、温度传感器的集成让支架从单一结构件变成多功能载体，嵌件数量翻倍，注塑一次成型的良率成为新的竞争点。
收口的一组数字
数字一，关于电芯膨胀力。方形电芯满充的膨胀力可达数千牛，支架的刚性设计按这个量级反推。不知道这个数字的结构设计，画出来的支架纸面上漂亮，装上模组就现形。
数字二，关于阻燃的成本占比。模组内塑料件的材料成本里，阻燃体系贡献了三成到五成，是第一大成本项。阻燃等级的每一级提升都要问一句规范依据，问着问着，过度设计的钱就省出来了。
数字三，关于孔距精度。支架安装孔距的老化后漂移要求普遍在正负零点二毫米以内，低收缩牌号加模流分析是达标的基本盘。孔距超差的支架装不进线，退货和停线都从这里来。
最后一句话
模组内的塑料件单价不高，却是热安全链条上的一环。阻燃不打折、尺寸不漂移、耐介质不侥幸，三条守住，这个零件就配得上它所在的位置。
附记
另有一条实操建议：模组支架定点前先做一轮装配工艺评审，把拧紧工具、顺序、扭矩上限和材料韧性放在一起核。材料合格但装配失控的故障，售后排查时最容易被误判成材料问题。
补一句
模组件的材料供应商若能随货提供分批次的收缩率实测值，模组厂装配线的参数调整就有依据，这种小服务积累起来就是长期合作的黏性。
结语
这个件用什么料——选料这件事，越早问越省事。
这类件的选料与试模，可以一起聊。
What type of modified nylon is used for the 156 battery module spacers and brackets?
The role of plastic parts in the module
The modified nylon parts in the battery module include: cell separators and brackets, module end plates and side plates, brackets for the CCS integrated busbar (wiring board), sampling wire grooves and wire clips, and cushioning pad frames between cells.
There are three types of functions: structural support (securing the battery cells), electrical insulation (isolating high voltage), and harness management (securing the sampling lines).
The common requirements are flame retardant, insulating, dimensionally stable, and heat resistant.
On-site Restoration: Redesign of the Bracket Triggered by Module Expansion Deformation
Last March, a battery module factory's mass production line reported: the end-plate brackets of fully charged modules were bulging outward, and after eight hours they returned to normal, causing the positioning pins on the assembly line to start failing to fit.
Upon investigation, it was found that the expansion force of the fully charged battery cells pushed the bracket beyond its elastic deformation, and the modulus of the bracket material further decreased under the full charge temperature rise, causing the deformation to exceed the design margin when combined.
There was an interlude during the discussion of the plan: the structural engineer's first reaction was to thicken the bracket, while the materials engineer pointed out that thickening would make the bracket heavier and take up expansion space. A better approach would be to switch to a high modulus grade and optimize the orientation of the support ribs.
Both sides made a compromise: the bracket was replaced with a fiberglass grade with 40% high rigidity, and the ribs were changed from straight ribs to arch-shaped ribs, which not only resist expansion but also allow the battery cells some breathing space. The improved module passed 200 full-charge cycle expansion tracking tests, with positioning accuracy remaining stable throughout.
This case was written into design textbooks by the module manufacturer, with the chapter title being 'Brackets Aren't Walls'—the task of a bracket is to constrain and guide, not to resist force directly. Similarly, the task of a material is not to be infinitely stiff, but to find the right balance between rigidity, toughness, and dimensional stability.
Flame retardancy is mandatory
All plastic parts within the battery module are required to be UL94 V-0 flame retardant, and the mainstream requirement is halogen-free (the smoke toxicity during battery thermal runaway is a secondary hazard to vehicle occupants).
Pay attention to wall thickness impact — the partitions inside the module are usually very thin (0.8-1.5 mm), and the flame retardant rating decreases for thin walls.
Flame retardant testing must be carried out according to the actual wall thickness; reports using 3.0 mm test pieces cannot be used. This is the most common reason for rework in mold components.
Dimensional stability and assembly
The dimensional accuracy of the cell separator directly affects module assembly and the clamping force of the cell. The moisture absorption and swelling of PA is a risk here (the module requires long-term dimensional stability).
Three coping methods: The first is to use a low water absorption system (mineral filling or PA12);
Second is controlling the humidity within the module (the battery pack is sealed, so the humidity is actually controllable); third is using elastic components in the design to absorb dimensional changes (the cell separators usually have elastic structures).
Temperature-resistant and electrolyte-resistant
The temperature inside the module is usually between -30℃ and 60℃ (normal operation), but during thermal runaway, local temperatures can reach several hundred degrees.
Plastic parts will be burned in thermal runaway—this is acceptable (the role of flame retardant is to slow down the spread, not to stop it).
Also, pay attention to electrolyte compatibility — the electrolyte (carbonate-based lithium salts) leaked from the cell can corrode plastics.
PA has a certain tolerance to carbonates, but verification needs to be done.
The Special Characteristics of CCS Busbar Supports
The CCS (Cell Contact System) integrated busbar bracket is a key plastic component in the module—
It needs to secure the copper busbars and sampling wires, while also providing insulation and flame retardancy. Requirements: flame retardant V-0, CTI ≥ 400V, high dimensional accuracy (the busbar must be precisely aligned), and must withstand welding processes (laser welding or ultrasonic welding for the busbar).
The bracket must be heat-resistant and not deform. This is the plastic part with the highest technical content in the module.
A deeper look: The thermal runaway logic behind mandatory flame retardant requirements
The flame retardancy of plastic parts within the module is mandatory, and the logic should be understood in the context of a thermal runaway scenario. When a cell undergoes thermal runaway, the temperature instantly rises by several hundred degrees. The separators and brackets within the module are the pathways for flames and hot gases, and plastic parts that do not meet the flame retardant standard can become accomplices in the spread.
The industry standard requirement is dual assessment of vertical burning rating plus glowing wire test, and thin-walled partition parts must also pass the needle flame test. These tests are not cheap, but they correspond to the vehicle thermal safety regulations, with no room for negotiation.
The impact of flame-retardant modification on dimensional stability is a challenge for engineering implementation. Flame-retardant fillers reduce the shrinkage rate of injection molding but increase the risk of warping. For parts like module brackets with mounting holes, the hole distance accuracy must be maintained even after aging. The dimensional drift under the combined effects of creep and flame retardancy needs to be verified separately.
The experience of a certain customer is that for bracket-type parts, after being stored at high temperature for 100 hours, the hole spacing is remeasured, and grades with data that do not meet the standard are immediately eliminated. This threshold filtered out 40% of the candidates.
Electrolyte resistance is an additional consideration for ternary battery modules. Cell leakage is a low-probability event, but when leakage occurs, the attack of the electrolyte on plastics must be tolerable. Carbonate-based electrolytes can cause swelling in certain grades, and soaking tests must be conducted using real electrolytes rather than substitute solvents. For lithium iron phosphate system modules, this requirement can be relaxed, but for ternary systems, it must be fully implemented.
Extended Judgment: Implicit Variables of Module Components
There are three hidden variables that are most easily overlooked. The first is the swelling force of the battery cell—battery cells expand during charging and discharging (the swelling force can reach several thousand newtons), and the separator must be able to withstand long-term swelling forces without creeping failure.
Secondly, thermal propagation—the design of the separator should slow down the propagation during thermal runaway; this is part of the safety design, with the material being just one component.
Third is recycling and reuse — when disassembling and recycling battery packs, plastic components should be easy to separate, and material labels should be clear.
Engineering field measurement: 4 mandatory tests
Test 1: Thin-wall flame retardant (1.0 mm). Special halogen-free flame retardant grades reach V-0, while general grades only reach V-2 — must be tested according to the actual wall thickness.
Test 2: Cell expansion force (long-term). PA66-GF30 separator 1000 h creep 0.5%, mineral-filled system 0.2%.
Test 3: Electrolyte compatibility 500 h. PA66 mass change 3.5%, strength retention 78% — acceptable, but needs verification.
Test 4: CTI (CCS bracket). Dedicated system 450V, general flame-retardant system 350V — busbar bracket must be ≥ 400V.
Boundary Declaration
| Operating condition | Recommended materials |
|---|
| Battery Cell Separator / Bracket | Halogen-free flame retardant, low water absorption system |
| CCS Busbar Bracket | Flame Retardant V-0 CTI ≥ 400V Welding Heat Resistant |
| Module end plate / side plate | GF30 Reinforced Flame Retardant |
| Sampling Duct / Cable Clamp | Flame-retardant PA66 |
| thin-walled part | Conduct flame retardant tests according to the actual wall thickness |
Engineering Memo
All plastic parts in the battery module are required to be V-0 halogen-free flame retardant, and must be tested according to the actual thin wall (0.8-1.5 mm) — using a 3.0 mm test piece report as a replacement is the most common reason for module rework. The CCS busbar bracket has the highest technical content.
Practical Case Study: Common Pitfalls and Correct Solutions
Pitfall 1: Choosing materials based on traditional automotive thinking ignores electrical safety requirements. Correct answer: The primary criterion for plastic parts in new energy vehicles is often electrical performance—CTI (compared to leakage trace index), flame retardant rating, arc resistance. These insignificant indicators in traditional cars are hard thresholds here. Pitfall 2: Only looking at flame retardant rating, ignoring electric marks under long-term damp heat. Correct answer: Flame retardant is behavior during fire, CTI is long-term operation—both are needed. High-voltage parts usually require CTI ≥ 600V and flame retardant V-0; missing one means long-term hidden dangers. Pitfall 3: Simply interpreting battery conditions as "high temperature," ignoring alternating hot and cold and damp heat. Correct answer: The battery pack is a composite environment of temperature alternating + humidity changes + coolant; verify the combination of temperature shock + damp heat + coolant compatibility. These three pitfalls are all must-check checklists before mass production.
Follow-up Three-Link: Three high-frequency questions from mold module readers
First question: Can the partition and bracket be made of the same material? Yes, but it is recommended to use different tiers. The partition is thin-walled and large-area, focusing on flame-retardant and shrink-resistant holes; The bracket is thick-walled with holes, focusing on modulus and creep. Products of the same grade meet both ends, but the price is usually higher than selecting materials separately for tiering; for large-scale mass production, selecting separately is more cost-effective.
Second question: What is special about the CCS busbar bracket? It serves both structural support and electrical insulation, and also requires embedded copper-aluminum busbars. Stress concentration at insert positions and shrinkage after injection are two major challenges. Support materials use low-shrinkage, high-rigidity systems, and insert preheating parameters must be co-calibrated with material suppliers.
Third question: How should the temperature resistance requirements for mold components be determined? Write two lines according to the module's thermal management specifications for short-term thermal runaway endurance. One working temperature level is used for substrate selection, and one short-term thermal runaway level is used to determine flame-retardant and heat-resistant systems; both lines must be supported by data.
Reverse Case: A partition without electrolyte verification
A module factory skipped electrolyte immersion verification to rush the schedule. After mass production, a batch of cells experienced microleakage, and the partition swelled and deformed under the electrolyte's action, causing the cells to be squeezed and triggered a larger alarm. The cost of rework was disassembly and reassembly of the entire batch of modules. A low-probability event does not mean zero; each line on the verification list corresponds to a certain probability.
Addition: Practical questions from three other readers
Fourth question: How much room is left for lightweight mold components? Bracket thinning, integration, and new materials are all moving forward. After integrating brackets and fixing parts, the number of parts decreases, assembly labor time is saved, and the main focus of lightweight design is actually integration, not simply thinning.
Fifth question: How long is the material verification cycle for module factories? Each round of flame retardant and conventional performance takes about eight to ten weeks, while projects including thermal runaway related verification cycle double. The fixed timing should be reversed; the most common reason for module project delays is the slow start of material selection.
Sixth question: What are the differences between the mold components of round cells and prismatic cells? The bracket of the circular cell module must adapt to the curved contact of the cylindrical cylinder, requiring high precision in hole machining; The bracket of the prismatic cell module must withstand greater expansion force and higher rigidity requirements. Modules and components of the two technical routes cannot be interlocked.
On-site observation from a group
Observation One: Most module internal component failures occur during assembly. In cases of bracket brittle cracking, stress concentration is mainly caused by incorrect assembly tightening sequences. Providing explanations of the upper limit of assembly torque on the material side can reduce most of these complaints.
Observation Two: CCS integration makes brackets more complex. The integration of busbars, sampling wiring harnesses, and temperature sensors turns brackets from single structural components into multifunctional carriers, doubling the number of inserts, and the yield of one-step injection molding becomes a new competitive point.
A set of numbers at the end
Number One, regarding cell expansion force. The expansion force of a square cell when fully charged can reach several thousand newtons, and the rigid design of brackets is based on this magnitude. If you don't know the structural design of this number, the drawn-up bracket looks nice on paper, but once the module is installed, it becomes visible.
Number Two, about the cost proportion of flame retardant. Of the material cost of plastic parts inside the module, the flame-retardant system contributes 30% to 50%, making it the largest cost item. Every upgrade in flame retardant grade requires asking about the standard basis, and the more you ask, the more you save money on over-design.
Number Three, about hole spacing accuracy. After aging of mounting hole spacing, the drift requirement is generally within ±0.2 millimeters. Low-shrinkage grade mold flow analysis is the basic basis for compliance. Brackets with excessively different hole spacing cannot be installed; returns and shutdowns all come from this.
Last Word
The unit price of plastic parts inside the module is not high, but it is a link in the thermal safety chain. Flame retardant is not compromised, dimensions do not drift, and resistance to medium is not lucky. If these three are upheld, this part will deserve its position.
Note
Another practical suggestion: before the module bracket is fixed, conduct a round of assembly process evaluation, including tightening tools, sequence, torque limit, and material toughness together. Faults where materials are qualified but assembly is out of control are most likely to be misjudged as material problems during after-sales inspections.
adds a note
If the material supplier for mold modules can provide actual shrinkage rate measurements for each batch with the goods, the module factory assembly line parameter adjustments will have a basis. These small services accumulate to build long-term cooperation.
Conclusion
What material is used for this piece—the earlier you ask about material selection, the easier it is.
For material selection and mold trial for these parts, you can talk about it together
