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CN-121991485-A - Battery housing for an electric or hybrid vehicle

CN121991485ACN 121991485 ACN121991485 ACN 121991485ACN-121991485-A

Abstract

The invention relates to a battery housing for an electric or hybrid vehicle, wherein the battery housing comprises (A) 30 to 73.8 wt.% of an aliphatic semi-crystalline polyketone consisting of a terpolymer of ethylene, carbon monoxide and a second ethylenically unsaturated hydrocarbon comprising at least three carbon atoms, and (A1) optionally 0 to 15 wt.% of a second thermoplastic different from polyketone comprising a polyolefin and/or a polyamide, and (B) 20 to 60 wt.% of long glass fibers or long carbon fibers, and (C) 0.1 to 2.0 wt.% of an antioxidant, and (D) 0.1 to 2 wt.% of a phosphate/ester compound, and (E) optionally 0 to 3.0 wt.% of a colorant, and (F) 6 to 20 wt.% of a flame retardant, wherein the total content of components (A) to (F) amounts to 100 wt.%.

Inventors

  • HARDER PHILLIPP

Assignees

  • 艾曼斯（苏州）工程塑料有限公司

Dates

Publication Date
20260508
Application Date
20260121
Priority Date
20250710

Claims (16)

  1. 1. A battery housing for an electric or hybrid vehicle, wherein the battery housing comprises the following composition: (A) An aliphatic semi-crystalline polyketone in an amount of from 30% to 73.8% by weight, said aliphatic semi-crystalline polyketone consisting of a terpolymer of ethylene, carbon monoxide and a second ethylenically unsaturated hydrocarbon comprising at least three carbon atoms, and (A1) Optionally a second thermoplastic, different from the aliphatic semicrystalline polyketone, in an amount of from 0 to 15% by weight, the second thermoplastic comprising a polyolefin and/or a polyamide, and (B) Long glass fiber or long carbon fiber in an amount of 20 to 60% by weight, and (C) An antioxidant in an amount of 0.1 to 2.0% by weight, and (D) A phosphate compound in an amount of 0.1 to 2% by weight, and (E) An optional colorant in an amount of 0 wt.% to 3.0 wt.%, and (F) A flame retardant in an amount of 6 to 20 wt%, Wherein the total content of components (A) to (F) amounts to 100% by weight.
  2. 2. The battery housing according to claim 1, wherein the aliphatic semi-crystalline polyketone has a melting temperature in the range of 200 ℃ to 240 ℃, wherein the melting temperature is measured by differential scanning calorimetry at a heating rate of 20 ℃ per minute according to ISO 11357-1:2023, and/or wherein the aliphatic semi-crystalline polyketone has a melt mass flow rate in the range of 10 g/10 minutes to 200 g/10 minutes, the melt mass flow rate being determined at 240 ℃ at a load of 2.16 kg according to ISO 1133-2:2022.
  3. 3. The battery housing of claim 2, wherein the aliphatic semi-crystalline polyketone has a melt mass flow rate in the range of 80 g/10 min to 200 g/10 min.
  4. 4. The battery casing according to claim 1, characterized in that the relative viscosity of the aliphatic semi-crystalline polyketone is from 1.3 to 1.8, measured according to ISO 307:2007 using a capillary viscometer on a solution of 0.5 g polyketone dissolved in 100ml m-cresol at 20 ℃, and/or the number average molecular weight of the aliphatic semi-crystalline polyketone is in the range 20000 g/mol to 100000 g/mol, determined by gel permeation chromatography in hexafluoroisopropanol with respect to polymethyl methacrylate standard.
  5. 5. The battery housing of claim 1, wherein the aliphatic semi-crystalline polyketone is a terpolymer of the general formula: Wherein Q is a divalent radical derived from an ethylenically unsaturated hydrocarbon having at least 3 carbon atoms, x and y are each the number of repeating units, and the molar ratio y: x is less than or equal to 0.5.
  6. 6. The battery housing of claim 1, wherein the long glass fibers are continuous glass fibers having a diameter in the range of 10 μιη to 20 μιη and/or are selected from E-glass fibers, ECR-glass fibers, D-glass fibers, L-glass fibers, S-glass fibers, R-glass fibers, or mixtures thereof.
  7. 7. The battery case of claim 1, wherein the long glass fibers are derived from long glass fiber rovings having a weight of 0.5 kg/km to 2.4 kg/km.
  8. 8. The battery housing of claim 1, wherein the long glass fibers are surface modified with an amino or epoxy functionalized alkoxysilane, chlorosilane, pentaerythritol, dipentaerythritol, resorcinol, or mixtures thereof.
  9. 9. The battery case according to claim 1, wherein the long carbon fiber diameter is in the range of 4 μm to 10 μm.
  10. 10. The battery housing of claim 1, wherein the antioxidant is a sterically hindered phenol.
  11. 11. The battery housing of claim 10, wherein the sterically hindered phenol is selected from pentaerythritol tetrakis [3- (3 ',5' -di-tert-butyl-4 '-hydroxyphenyl) propionate ], ethylene bis (oxyethylene) bis- (3- (5-tert-butyl-4-hydroxy-m-tolyl) propionate), octadecyl- [3- (3, 5-di-tert-butyl-4-hydroxyphenyl) propionate ], 2', 3-bis [ [3- [3, 5-di-tert-butyl-4-hydroxyphenyl ] propionyl ] ] propionyl hydrazine, or mixtures thereof.
  12. 12. The battery case of claim 1, wherein the phosphate compound is selected from calcium phosphate, potassium phosphate, magnesium phosphate, sodium phosphate, ammonium phosphate, aluminum phosphate, or mixtures thereof.
  13. 13. The battery case of claim 1, wherein the phosphate compound is hydroxyapatite and/or tetrakis (2, 4-di-tert-butylphenyl) -4,4' -biphenylene diphosphonite.
  14. 14. The battery housing of claim 1, wherein the colorant is carbon black, an organic dye, a pigment, or a mixture thereof.
  15. 15. The battery housing of claim 1, wherein the flame retardant is a halogen-free organic phosphinate, zinc borate, siloxane, or mixtures thereof.
  16. 16. A method for producing the battery case according to any one of claims 1 to 15 by injection molding or sheet molding compound process.

Description

Battery housing for an electric or hybrid vehicle Technical Field The invention relates to a battery housing for an electric or hybrid vehicle, which is made of a long-fiber-reinforced polyketone and has halogen-free flame retardancy. The battery case is based on a composition comprising a semi-crystalline aliphatic polyketone. The polyketones are flame retardant and long fiber reinforced and meet the V0 flammability class according to UL 94 while exhibiting advantageous mechanical properties. Background The present invention relates to the field of electric vehicles or hybrid vehicles that require the use of a battery. In particular, the present invention relates to a battery case for an electric vehicle or a hybrid vehicle. An "electric vehicle" is understood to be a vehicle within the meaning of united states regulation No. 100 with respect to approval of a vehicle having a battery. A "hybrid vehicle" is understood to be a vehicle that combines two or more different drive systems to improve efficiency and reduce fuel consumption. Most commonly an internal combustion engine (e.g., a gasoline or diesel engine) is combined with one or more electric motors. The main advantage of a hybrid vehicle is the ability to reduce fuel consumption and emissions, in that the hybrid vehicle can be switched between an electric motor and an internal combustion engine depending on the situation of use, for example in urban areas or frequently with low speeds, and with internal combustion engines at higher speeds or during long distance driving. The battery case of the present electric vehicle is generally made of metal, and the metal battery case is produced from a multi-chamber extruded profile, a metal plate, or a cast assembly according to the size. In many applications, fiber reinforced plastics have been able to replace metals because they are lighter, more cost effective, and easier to process. However, in the case of battery cases, attempts to replace metals with plastics as battery cases have not been successful until now due to the demanding combination of properties required for this application, namely rigidity in the temperature range of-40 ℃ to +80 ℃, collision resistance, dimensional stability under conditions of up to 100% relative humidity, and fire resistance (due to commonly used standard plastics, such as Polyethylene (PE) and polypropylene (PP), and engineering plastics, such as Polyoxymethylene (POM), polyamide (PA) and polyethylene terephthalate (PET), being flammable). To increase its fire resistance, a flame retardant may be added to the plastic, which however has an adverse effect on the impact resistance. As a flame retardant plastic, long fiber reinforced flame retardant polyketones absorb less moisture than conventional polyamides. Thus, components made from long fiber reinforced flame retardant polyketones exhibit high dimensional stability. In addition, aliphatic polyketones can be used as film materials for lithium ion batteries, which demonstrates their long-term resistance to battery media (e.g., electrolytes, etc.). Modern lithium ion batteries are extremely high in power, but at the same time are also highly sensitive. Once damaged, a destructive fire may be initiated, endangering the safety of occupants and rescue workers after an accident. Therefore, it is important that the battery housing provides maximum protection for this core component of the electric vehicle. This includes low thermal conductivity to delay thermal runaway. Battery housings for electric or hybrid vehicles must additionally consider the following factors: first, the battery case must be able to provide protection, for example, shielding sensitive battery cells from external influences, such as impact, vibration, moisture, dust, and corrosion. Second, the battery housing must be able to ensure thermal management, for example to help regulate battery temperature and prevent extreme temperatures, and in some cases to integrate cooling or heating elements. In addition, the battery housing must be able to provide safety, such as ensuring structural integrity and protecting the battery from damage in the event of an accident. Modern battery cases made of high strength steel or fiber composite materials are capable of dissipating very high loads when the vehicle is subjected to a side collision. In addition, the battery housing must be able to provide fire protection to help slow or prevent the spread of fire in the event of a battery failure. In this regard, for example, fiber reinforced composites have significantly lower thermal conductivities than aluminum, thereby exhibiting advantages. Typically, different materials are used for the battery case. Metals, particularly aluminum and steel, are widely used. Aluminum provides low weight, while steel provides high strength and good fire resistance. Fiber reinforced composites are also often used because these materials have a combination of low weight and high stiffness an