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KR-20260062941-A - electric vehicle parts

KR20260062941AKR 20260062941 AKR20260062941 AKR 20260062941AKR-20260062941-A

Abstract

The present invention relates to a tracking-resistant electric vehicle component comprising a polymer composition based on at least one polyester and 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneto(2-)-N5,N6,O5,O6)nickel, wherein the color distance ΔE from the L*a*b* coordinates to the color number of the RAL color chart starting with "2" is less than 20, and a polyester-based tracking-resistant electric vehicle component having a color distance ΔE from the L*a*b* coordinates to the color number of the RAL color chart starting with "2" is less than 20, and 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneto(2-)-N5,N6,O5,O6)nickel, wherein the color distance ΔE from the L*a*b* coordinates to the color number of the RAL color chart starting with "2" is less than 20. It is about the use.

Inventors

  • 마이 라르스
  • 키슈케비츠 마빈

Assignees

  • 란세스 도이치란트 게엠베하

Dates

Publication Date
20260507
Application Date
20240801
Priority Date
20230905

Claims (13)

  1. A tracking-resistant electromobility component, wherein the color distance ΔE from the L*a*b* coordinates to a color number on the RAL color chart starting with "2" is less than 20, and is based on at least one type of polyester and 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel, wherein the CTI determineable according to IEC 60112 is in the range of 425 to 600 volts, and the maximum divergence of the CTI compared to a component of the same composition without a colorant is 2.5%, and 0.01 to 3 parts by mass per 100 parts by mass of polyester Tracking-resistant electric vehicle component characterized by the use of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel.
  2. A tracking-resistant electric vehicle component according to claim 1, characterized in that the polyester is C2 - C10 polyalkylene terephthalate or polycarbonate, preferably polybutylene terephthalate.
  3. A tracking-resistant electric vehicle component according to claim 1 or 2, characterized in that 0.01 to 2.5 parts by mass of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel is present per 100 parts by mass of polyester.
  4. A tracking-resistant electric vehicle component according to any one of claims 1 to 3, characterized in that it is a component that functions as a touch guard, warning indicator, or shielding means by being in direct contact with, directly adjacent to, or spatially close to, a voltage-conducting component, preferably a component that is in direct contact with said voltage-conducting component.
  5. A tracking-resistant electric vehicle component according to any one of claims 1 to 4, wherein, in the case of a battery component, the electric vehicle component is a standard and round battery module, a battery housing, a battery connector, a battery contact system, a module connector, a pressure compensation element, a seal, and an intelligent battery management system; in the case of a proton exchange membrane fuel cell, the electric vehicle component is a module or stack module, a metal anode plate, an end and media module, and a seal system; and in the case of an electric drive unit, the electric vehicle component is a seal and functionally integrated housing cover, a housing seal, a shaft seal ring, a disc carrier and a stamped stack, a shielding system, or a dynamic precision component.
  6. For the use of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel to obtain a tracking-resistant polyester-based electric vehicle component having a color distance ΔE from the L*a*b* coordinates to a color number on a RAL color chart starting with "2" less than 20, preferably less than 10, particularly less than 5, wherein the tracking resistance in the form of a CTI determineable according to IEC 60112 is in the range of 425 to 600 volts and the maximum difference of said CTI is 2.5% compared to a component of the same composition without a colorant, provided that 0.01 to 3 parts by mass per 100 parts by mass of at least one type of polyester An application characterized by the use of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel.
  7. The use according to claim 6, characterized in that the polyester is C2 - C10 polyalkylene terephthalate or polycarbonate, preferably polybutylene terephthalate.
  8. The use according to claim 6 or 7, characterized in that 0.01 to 2.5 parts by mass of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel is present per 100 parts by mass of at least one type of polyester.
  9. An application characterized in that, in any one of claims 6 to 8, the electric vehicle component is a component that functions as a touch guard, warning indicator, or shielding means by being in direct contact with, directly adjacent to, or spatially close to, a voltage-conducting component, preferably a component that is in direct contact with the voltage-conducting component.
  10. In any one of claims 6 to 9, the electric vehicle component is characterized in that, in the case of a battery component, the electric vehicle component is a standard and round battery module, a battery housing, a battery connector, a battery contact system, a module connector, a pressure compensation element, a seal, and an intelligent battery management system; in the case of a proton exchange membrane fuel cell, the electric vehicle component is a module or stack module, a metal anode plate, an end and media module, and a seal system; and in the case of an electric drive unit, the electric vehicle component is a seal and a functionally integrated housing cover, a housing seal, a shaft seal ring, a disk carrier and a stamping stack, a shielding system, or a dynamic precision component.
  11. As a method for manufacturing tracking-resistant electric vehicle components, The above tracking-resistant electric vehicle component has a color distance ΔE from the L*a*b* coordinates to a color number on the RAL color chart starting with "2" that is less than 20, a CTI determinable according to IEC 60112 in the range of 425 to 600 volts, and a maximum difference in CTI of 2.5% compared to a component of the same composition without colorants, The above method comprises the steps of: mixing at least one type of polyester with 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneto(2-)-N5,N6,O5,O6)nickel to obtain a polymer composition; extruding the composition; cooling the composition until it can be pelletized; drying the composition to pelletize it; and subsequently further processing the polymer composition by injection molding, e.g., a special process of gas injection, water injection, or projectile injection, or by an extrusion process, e.g., profile extrusion or blow molding. A) per 100 mass parts of at least one type of polyester, B) A method for manufacturing a tracking-resistant electric vehicle component, characterized by using 0.01 to 3 parts by mass of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel.
  12. A method for manufacturing a tracking-resistant electric vehicle component according to claim 11, wherein the polyester used is polycarbonate or C2 - C10 polyalkylene terephthalate, particularly polybutylene terephthalate.
  13. A method for manufacturing a tracking-resistant electric vehicle component according to claim 11 or 12, characterized in that 0.01 to 2.5 parts by mass of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel is used per 100 parts by mass of at least one type of polyester.

Description

electric vehicle parts The present invention relates to a tracking-resistant electromobility component comprising a polymer composition based on at least one polyester and 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel, wherein the color distance ΔE from the L*a*b* coordinates to a color number on an RAL color chart starting with "2" is less than 20, and to a polyester-based tracking-resistant electromobility component wherein the color distance ΔE from the L*a*b* coordinates to a color number on an RAL color chart starting with "2" is less than 20. This relates to the use of 1,3-dihydro-5,6-bis(((2-hydroxy-1-naphthyl)methylene)amino-2H-benzimidazole-2-oneito(2-)-N5,N6,O5,O6)nickel. Technical thermoplastics, such as polyester, are important materials, particularly in the field of automotive parts, due to their excellent mechanical stability, chemical resistance, very good electrical properties, and good workability. Consequently, they have formed a critical component in the manufacturing of demanding automotive parts for many years. Although internal combustion engines have long been the dominant drive concept, new requirements regarding material selection are emerging as research into alternative drive concepts progresses. Electric vehicles play a key role here; electric vehicles replace internal combustion engines with one or more electric motors, either partially (hybrid vehicles [HEV, PHEV, BEV Rex]) or completely (electric vehicles [BEV, FCEV]), and these electric motors are typically powered by electrical energy from batteries or fuel cells. While conventional vehicles with an internal combustion engine (ICE) as their sole means of propulsion generally use a 12V onboard voltage system, hybrid and electric vehicles utilizing electric motors as their drive units require much higher voltages. This poses a potential for serious additional risk to the direct areas of these high-voltage components and adjacent surroundings, playing an increasingly important role in technical specifications or standards. Clearly marking these hazardous areas is crucial, particularly to prevent unintentional contact by personnel such as drivers and mechanics, and clear color coding for these electric vehicle components is especially important. The HEV (Hybrid Electric Vehicle) Advanced Vehicle Team at Idaho National Laboratory has published technical specifications requiring all device objects exposed to high voltages of 60V or higher to be clearly marked in orange . In the context of this invention, electric vehicle components are those components and systems to be used for electric drive units that must be marked in orange for vehicles based on battery or fuel cell technology, specifically for the electric drive units of automobiles. However, for electrical components, voltage-conducting components, or components exposed to voltage, tracking resistance is an essential criterion even for these electric vehicle components. Tracking resistance defines the dielectric strength of the surface of an insulator (tracking path), particularly under the influence of moisture and contaminants. It defines the maximum tracking current that can occur under standardized test conditions (determined voltage, thin film material) and a defined test configuration (electrode distance, electrode geometry). The surface can be contaminated, for example, by wear or dust. In the case of polymer-based components, components can diffuse onto the surface and "contaminate" it. This forms a conductive coating at sufficiently high atmospheric humidity, through which so-called tracking current flows. Some materials react very sensitively to this energy input and are gradually destroyed by electrochemical stress. The resulting carbon-containing decomposition products expand the path through which the tracking current flows, causing treeing until, in some cases, electrical breakdown eventually occurs. The CTI value (Comparative Tracking Index) in volts indicates the tendency to form a conductive path, particularly in the case of contamination or moisture. Typical CTI values for selected materials are: Phenolic resin: 125 V; Polyimide, Kapton: 150 V; PE-LD, PE-HD (Polyethylene): 600 V; Polyester resin: 600 V; PTFE (Polytetrafluoroethylene): 600 V. CTI values are standardized only for voltages of 600 V or lower. For higher voltages, it is also possible to test the high-voltage tracking resistance (IPT or slope tracking value). The CTI value represents the maximum voltage at which the material surface is non-conductive. Standard EN50124 establishes the relationship between the insulator group and the CTI value as follows: Insulator Group I = CTI > 600 V; Insulator Group II = 400 V < CTI < 600 V; Insulator Group IIIa = 175 V < CTI < 400 V; Insulator group IIIb = 100V < CTI < 175V. In the context of the present invention, the CTI value to be determined for tracking resistance defines the maximum voltage a