Anti-icing and de-icing coating structure for automobile part, preparation method and application of anti-icing and de-icing coating structure and anti-icing and de-icing method

Abstract

The invention provides an anti-icing and deicing coating structure for an automobile part and a preparation method, application and an anti-icing and deicing method of the anti-icing and deicing coating structure, and relates to the technical field of automobiles, in the anti-icing and deicing coating structure for the automobile part, a heat insulation layer, a heating layer and a composite functional layer cover the surface of the automobile part in a laminated mode. The method solves the problem of function loss (failure) caused by surface icing of automobile parts in the environments of freezing, rain and snow, sudden change of temperature and humidity and the like, is good in process operability and high in adaptability, can meet the requirements of subsequent batch production, and ensures the stability of the quality of the subsequent batch production. The coating is good in stability, high in efficiency and low in energy consumption, reliability of all-weather work of automobile parts can be achieved, and safe operation of an automobile is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to an anti-icing and de-icing coating structure for automotive components, its preparation method, its application, and an anti-icing and de-icing method. Background Technology

[0002] As an all-weather mode of transportation, automobiles are often exposed to complex environments such as low temperatures, rain, snow, and sudden changes in temperature and humidity. Ice and snow can easily accumulate on the surfaces of components, affecting their safety and reliability. With the development of new energy and intelligent connected vehicle technologies, the requirements for environmental adaptability of battery systems, sensors, and various electric actuators are increasing, making the problem of anti-icing and de-icing of component surfaces more and more prominent.

[0003] The formation and accumulation of ice and snow on automotive parts can affect the reliability of mechanical mechanisms, reduce sensor sensitivity, increase mass, increase wind resistance, and impair driver visibility. This can lead to inconvenience or even serious accidents, significantly impacting people's lives and work. In winter, ice and snow can freeze the chassis battery pack, leading to significantly longer battery swapping times, affecting taxi operations and normal travel for users. Sensors such as radar and cameras covered in ice and snow may malfunction, creating safety hazards. Freezing can also prevent door handles from popping out, doors from opening, trunks from opening, and rearview mirrors from unfolding, resulting in a poor customer experience.

[0004] To address the aforementioned issues, various de-icing methods have been proposed in existing technologies, such as mechanical de-icing, applying anti-icing agents, compressed air de-icing, and heating de-icing. Passive de-icing employs coating anti-icing technology. However, single de-icing technologies have shortcomings: active de-icing technology cannot prevent the re-formation of ice, the water film after de-icing may refreeze, and the de-icing process consumes a large amount of kinetic energy; chemicals may pollute the air and soil. Passive de-icing is a low-energy, low-cost method of preventing icing, but it cannot remove ice layers already frozen on the surface of components. Furthermore, most current automotive de-icing methods use hot air blowing and electric heating, with the devices mostly located inside the components or fabricated as films applied to the surface, making the manufacturing process complex. Moreover, repairs are inconvenient after device damage, sometimes requiring replacement of the entire assembly, which is time-consuming, labor-intensive, and costly.

[0005] In view of this, the present invention is hereby proposed. Summary of the Invention

[0006] One objective of this invention is to provide an anti-icing and de-icing coating structure for automotive components, thereby addressing at least one of the technical problems existing in the prior art. This invention solves the problem of functional loss (failure) of automotive components due to surface icing in environments such as freezing, rain, snow, and sudden changes in temperature and humidity. The process is easy to operate, highly adaptable, and can meet the requirements of subsequent batch production, ensuring the stability of subsequent batch production quality. The coating exhibits good stability, high efficiency, and low energy consumption, enabling reliable all-weather operation of automotive components and ensuring safe vehicle operation.

[0007] The second objective of this invention is to provide a method for preparing an anti-icing coating structure for automotive parts.

[0008] The third objective of this invention is to provide a method for preventing and removing ice.

[0009] The fourth objective of this invention is to provide an anti-icing and de-icing coating structure for automotive parts, its preparation method, its application, and an anti-icing and de-icing method.

[0010] In order to achieve the above-mentioned objectives of the present invention, the following technical solution is adopted: In a first aspect, the present invention provides an anti-icing coating structure for automotive components, comprising: A heat-insulating layer is applied to the surface of automotive parts; A heating layer is disposed on the heat insulation layer; A composite functional layer is disposed on the heating layer, the composite functional layer including a thermally conductive insulating layer and / or an ice-repellent insulating layer; The heat insulation layer, the heating layer, and the composite functional layer are stacked on the surface of the automotive component.

[0011] Furthermore, the thickness of the heat insulation layer is 1-2.5 mm; Preferably, the composition of the heat insulation layer includes, but is not limited to, at least one of insulating materials such as acrylic resin, silicone resin, and ceramic microspheres.

[0012] Furthermore, the thickness of the heating layer is 0.5-1.5 mm; Preferably, the heating layer includes, but is not limited to, at least one of graphene, carbon nanotubes, photothermal materials and electromagnetic wave heating materials, as well as optional sound-absorbing materials; Preferably, the external energy input to the heating layer includes at least one of electricity, electromagnetic waves, light, invisible light, sound waves, and ultrasound.

[0013] Furthermore, the heating layer is connected to an external power supply device via plate-shaped electrodes and wires; Preferably, the power supply device provides an operating voltage of 10V-15V, a current of 0.5A-2A, and a power-on duration of 30 seconds to 5 minutes.

[0014] Furthermore, the thickness of the de-icing insulating layer is 0.8-2 mm; Preferably, the ice-repellent insulating layer comprises ice-repellent materials and insulating materials; Preferably, the material of the ice-repellent insulating layer includes at least one of hydrophobic materials, superhydrophobic materials, oleophobic materials and superlubricating materials, as well as optional self-healing coating materials; Preferably, the insulating material includes, but is not limited to, at least one of acrylic resin, silicone resin, and ceramic microspheres.

[0015] Furthermore, the thermally conductive insulating layer is disposed between the heating layer and the ice-repellent insulating layer; Preferably, the thickness of the thermally conductive insulating layer is 0.8-2.0 mm; Preferably, the composition of the thermally conductive insulating layer includes, but is not limited to, organosilicon resin, and at least one of thermally conductive insulating materials such as alumina and boron nitride.

[0016] Secondly, the present invention provides a method for preparing an anti-icing coating structure for automotive parts, comprising the following steps: sequentially stacking a heat insulation layer, a heating layer, and a composite functional layer on the surface of the automotive parts.

[0017] Furthermore, the method for preparing the anti-icing coating structure for automotive components includes the following steps: (a) Applying thermal insulation material to the surface of automotive parts and curing it to form a thermal insulation layer; (b) Apply the heating layer material to the heat insulation layer formed in step (a), and after curing, form the heating layer; (c) Apply the composite functional layer onto the heat insulation and heating layer formed in step (b), and after curing, form the composite functional layer; Preferably, in step (a), the application method includes high-pressure spraying, the pressure of the high-pressure spray gun is 0.5-0.7 MPa, the curing temperature is 75-85℃, and the curing time is 20-40 minutes; Preferably, in step (b), the application method includes high-pressure spraying, the pressure of the high-pressure spray gun is 0.5-0.7 MPa, the curing temperature is 85-95℃, and the curing time is 0.5-1.5 hours; Preferably, in step (c), the method of applying the de-icing insulating layer material includes high-pressure spraying, with a pressure of 0.5-0.7 MPa, a curing temperature of room temperature, and a curing time of 10-15 hours; or, a curing temperature of 85-95°C and a curing time of 0.5-1.5 hours. Preferably, in step (c), the thermally conductive insulating layer material is applied by spraying, with a curing temperature of 120-150°C and a curing time of 20-40 minutes.

[0018] Thirdly, the present invention provides the application of the anti-icing coating structure for automotive parts described above, or the anti-icing coating structure for automotive parts prepared by the preparation method described above, in the manufacture of automobiles with functions such as de-icing, anti-icing, anti-condensation, and anti-frost.

[0019] Fourthly, the present invention provides an anti-icing and de-icing method based on the aforementioned anti-icing and de-icing coating structure for automotive parts or the anti-icing and de-icing coating structure for automotive parts prepared by the aforementioned preparation method, comprising: When environmental conditions meet the requirements for icing formation, an ice-reducing insulating layer is used to reduce the adhesion between ice and the surface of automotive parts, so that ice and snow can be removed from the surface under the action of external force. When the ice cannot be removed by external force, external energy is input into the heating layer to melt the ice or form a water film between the ice and the surface of the component through thermal energy, and the ice is removed by the action of external force.

[0020] Compared with the prior art, the present invention has the following beneficial effects: This invention provides an anti-icing coating structure for automotive components. It forms a multi-layered, synergistic functional coating system by sequentially setting a thermal insulation layer, a heating layer, and a composite functional layer on the surface of the automotive component. The thermal insulation layer effectively reduces heat loss to the substrate during heating, improving heat utilization efficiency, especially suitable for metal components with high thermal conductivity, thus avoiding energy waste; it also provides electrical insulation, ensuring electrical safety during the operation of the heating layer. The heating layer, integrated into the coating system, can directly generate heat in response to control signals, achieving rapid, targeted heating of iced areas without relying on external blowers or additional heating devices. The outermost layer of the composite functional layer possesses excellent environmental durability and electrical insulation properties. Furthermore, its anti-icing properties significantly reduce the adhesion of ice and snow to the surface, allowing ice and snow to easily detach under the influence of natural external forces such as vehicle airflow, vibration, or gravity, achieving passive anti-icing. The overall coating structure is applied to the component surface in a layered manner, offering strong process adaptability, allowing for mass production, and convenient maintenance and replacement. This avoids the problems of complex application and the need to replace the entire assembly after damage associated with traditional heating films, significantly reducing manufacturing and maintenance costs. This structure combines active de-icing and passive anti-icing functions, improving the reliability and safety of vehicles in harsh environments such as low temperatures, rain, and snow. Attached Figure Description

[0021] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of a vehicle-mounted radar probe; Figure 2 This is a schematic diagram of the electrode positions; Figure 3 This is a schematic diagram of the battery swapping structure; Figure 4 This is a schematic diagram of the border structure; Figure 5 This is a schematic diagram of the battery pack structure; Figure 6 This is a schematic diagram of the locking mechanism.

[0023] Icons: 1-Border; 2-Battery pack; 3-Locking mechanism. Detailed Implementation

[0024] Unless otherwise defined herein, the scientific and technical terms used in conjunction with this invention shall have the meanings commonly understood by one of ordinary skill in the art. The meaning and scope of terms shall be clear; however, in any case of potential ambiguity, the definitions provided herein shall prevail over any dictionary or foreign definitions. In this application, unless otherwise stated, the use of "or" means "and / or". Furthermore, the use of the term "comprising" and other forms is non-limiting.

[0025] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] The first aspect of the present invention provides an anti-icing coating structure for automotive components, comprising: a heat-insulating layer disposed on the surface of the automotive component; a heating layer disposed on the heat-insulating layer; and a composite functional layer disposed on the heating layer, wherein the composite functional layer includes an insulating layer and / or an anti-icing insulating layer; wherein the heat-insulating layer, the heating layer, and the composite functional layer are stacked on the surface of the automotive component.

[0027] The anti-icing and de-icing coating structure provided by this invention is a multi-layered structure, sequentially stacked on the surface of automotive components. It solves the problem of functional failure caused by ice and snow adhering to the surface of critical components by combining passive anti-icing and active de-icing. This structure is suitable for areas prone to icing, such as battery pack shells, sensor probes, headlight covers, door and window frames, rearview mirror brackets, body panels, and wheel arch covers. The passive anti-icing coating (located on the outermost layer of the component surface, in direct contact with ice) significantly reduces the adhesion between ice and the component surface, delays ice freezing, and prevents ice from remaining on the component surface or detaching from the component surface under external force. The active de-icing coating (heating layer) uses external energy input to heat the ice covering the component, causing the ice to melt and detach from the component surface; or it forms a water film between the ice and the component surface, allowing the ice to detach from the component under external force, thus achieving de-icing. A heat-insulating layer is placed between the component substrate and the active de-icing coating to prevent heat loss.

[0028] The "ice" mentioned in this invention refers to ice crystals that adhere to the surface of a component, and generally includes ice, snow, frost, ice-water mixtures, ice-snow mixtures, snow-water mixtures, ice-snow-water mixtures, and freezing caused by sudden changes in temperature and humidity.

[0029] In some preferred embodiments, the thermal insulation layer comprises a thermal insulation material and an insulating material; In this invention, the heat insulation layer, as the innermost layer, is directly set on the surface of the automotive component substrate. Its main function is to prevent the heat generated by the heating layer from being rapidly conducted to the metal substrate (such as aluminum alloy or steel) with high thermal conductivity, thus preventing energy loss. At the same time, it has electrical insulation properties to prevent leakage or short circuit risks.

[0030] Preferably, the thickness of the heat insulation layer is 1-2.5 mm, for example, it can be 1 mm, 1.5 mm, 2 mm, 2.5 mm, etc., preferably 2 mm. If the thickness is too small, the heat insulation effect will be insufficient; if it is too thick, it will increase the weight and may affect the assembly gap of the components.

[0031] Preferably, the composition of the heat insulation layer includes, but is not limited to, at least one of insulating materials such as acrylic resin, silicone resin, and ceramic microspheres.

[0032] In some preferred embodiments, the thickness of the heating layer is 0.5-1.5 mm, for example, it can be 0.5 mm, 1 mm, 1.5 mm, etc.

[0033] In this invention, the heating layer is located above the thermal insulation layer and is used to receive external energy input and convert it into heat energy to achieve active heating and de-icing of the iced area. The thickness of the heating layer is 0.5-1.5 mm, preferably 1 mm. This thickness range ensures sufficient heating area and continuity of the conductive path, while avoiding stress cracking or reduced flexibility due to excessive thickness.

[0034] Preferably, the heating layer includes, but is not limited to, at least one of the following materials: graphene, carbon nanotubes, photothermal materials, and electromagnetic wave heating materials, as well as optional sound-absorbing materials; In this invention, the heating layer is made of at least one of the following materials: graphene, carbon nanotubes, photothermal conversion materials (such as gold nanorods, Prussian blue analogues), and electromagnetic wave heating materials (such as ferrite nanoparticles). It may also include sound-absorbing materials (such as porous carbon fibers) to provide noise reduction. These materials have high specific surface area, excellent electrical / thermal conductivity, and good environmental stability.

[0035] Preferably, the external energy input to the heating layer includes at least one of electricity, electromagnetic waves, light, invisible light, sound waves, and ultrasound.

[0036] In this invention, the external energy input for the heating layer includes at least one of electrical energy, electromagnetic waves, visible light, invisible light (such as infrared), sound waves, or ultrasound. When electrical energy is used, an electrode system is required; when light or sound energy is used, the material itself should possess the corresponding energy absorption and conversion capabilities. The introduction of external energy input must not affect other performance characteristics of the component, and the coating arrangement must not affect other functions of the component. If electrothermal heating is used, the heating coating must be insulated from the component substrate and the external environment; if electromagnetic heating is used, the electromagnetic waves must not affect the measurement accuracy of components such as radar; if photothermal heating is used, the light must not affect the measurement accuracy of camera-type components.

[0037] In some preferred embodiments, the heating layer is connected to an external power supply device via plate electrodes and wires; Preferably, the operating voltage provided by the power supply device is 10V-15V, such as 10V, 11V, 12V, 13V, 14V, 15V, etc., the current is 0.5A to 2A, such as 0.5A, 1A, 1.5A, 2A, etc., and the power-on time is 30 seconds to 5 minutes, such as 30 seconds, 1 minute, 1.5 minutes, 2 minutes, 2.5 minutes, 3 minutes, 3.5 minutes, 4 minutes, 4.5 minutes, 5 minutes, etc.

[0038] In some preferred embodiments, the constituent materials of the ice-repellent insulating layer include ice-repellent materials and insulating materials; In this invention, the composite functional layer is the outermost functional coating layer, which is directly exposed to the external environment and has functions such as de-icing, waterproofing, anti-fouling and electrical insulation.

[0039] Preferably, the composite functional layer is an ice-repellent insulating layer, which combines the properties of reducing ice adhesion and electrical insulation. Its thickness is 0.8-2 mm, for example, 0.8 mm, 1 mm, 1.5 mm, 2 mm, etc., preferably 1.5 mm. Too thin a layer results in poor durability, while too thick a layer affects heat transfer efficiency.

[0040] Preferably, the material of the ice-repellent insulating layer includes at least one of hydrophobic materials, superhydrophobic materials, oleophobic materials and superlubricating materials, as well as optional self-healing coating materials; In this invention, the ice-repellent insulating layer is composed of both an ice-repellent material and an insulating material. The ice-repellent material is selected from at least one of the following: hydrophobic materials (polyethylene, polypropylene, etc.), superhydrophobic materials (nano-silica modified materials, polydimethylsiloxane micro / nano-structure materials, etc.), oleophobic materials (fluororubber, perfluorooctyltriethoxysilane, etc.), and superlubricating materials (polytetrafluoroethylene, liquid-wetting superlubricating coatings, etc.). It may also contain a self-healing coating material (polyurethane composite microcapsule self-healing coating, shape memory polyurethane coating, etc.) to enhance long-term service capability. The insulating material includes, but is not limited to, at least one of the following: acrylic resin, silicone resin, and ceramic microspheres.

[0041] In another embodiment, the composite functional layer is merely a thermally conductive and insulating layer, disposed above the heating layer, and directly serves as the outermost functional coating exposed to the environment. This solution is suitable for components with relatively low requirements for de-icing performance, but which need to ensure effective external transfer of heating heat and possess basic protective capabilities, such as structural supports or internal connectors in some non-critical areas. The thermally conductive and insulating layer is still composed of silicone resin and highly thermally conductive insulating fillers dispersed therein, achieving electrical insulation while promoting heat conduction and avoiding localized overheating or energy waste.

[0042] In another preferred embodiment, the composite functional layer includes a thermally conductive insulating layer and an ice-repellent insulating layer, with the thermally conductive insulating layer disposed between the heating layer and the ice-repellent insulating layer. This multi-level stacked structure achieves functional decoupling and performance optimization: the thermally conductive insulating layer focuses on efficient heat transfer and electrical isolation, while the ice-repellent insulating layer is dedicated to reducing ice adhesion and improving de-icing efficiency. The two work synergistically to significantly improve the response speed and reliability of the overall anti-icing and de-icing system.

[0043] Preferably, the thickness of the thermally conductive insulating layer is 0.8-2 mm, for example, 0.8 mm, 1 mm, 1.5 mm, 2 mm, etc., and preferably 1.0 mm. This thickness range can minimize material usage and reduce coating stress while ensuring sufficient mechanical strength and thermal conductivity, and avoid the risk of cracking or peeling due to excessive thickness. If the thickness is too thin, it is difficult to form a continuous and dense film layer, affecting the insulation performance; if it is too thick, microcracks are easily generated, which weakens the thermal conductivity and protective effect.

[0044] Preferably, the thermally conductive insulating layer comprises, but is not limited to, silicone resin, and at least one of alumina and boron nitride. In the composition of the thermally conductive insulating coating, silicone resin serves as the continuous phase matrix, and alumina and / or boron nitride serve as functional fillers. The silicone resin provides excellent flexibility, temperature resistance, and insulation properties, while alumina micropowder (average particle size 1-20 μm) and hexagonal boron nitride (h-BN) exhibit good thermal conductivity.

[0045] A second aspect of the present invention provides a method for preparing the anti-icing coating structure for automotive parts, comprising the following steps: sequentially stacking a heat insulation layer, a heating layer and a composite functional layer on the surface of the automotive parts.

[0046] The method for preparing the anti-icing coating structure for automotive parts includes the following steps: (a) Applying thermal insulation material to the surface of automotive parts and curing it to form a thermal insulation layer; (b) Apply the heating layer material to the heat insulation layer formed in step (a), and after curing, form the heating layer; (c) Apply the composite functional layer onto the heat insulation and heating layer formed in step (b), and after curing, form the composite functional layer; Preferably, in step (a), the application method includes high-pressure spraying, the pressure of the high-pressure spray gun is 0.5-0.7MPa, the curing temperature is 75-85℃, and the curing time is 20-40 minutes, for example, 20 minutes, 30 minutes, 40 minutes, etc. Preferably, in step (b), the application method includes high-pressure spraying, the pressure of the high-pressure spray gun is 0.5-0.7MPa, the curing temperature is 85-95℃, for example, 85℃, 90℃, 95℃, etc., and the curing time is 0.5-1.5 hours, for example, 0.5 hours, 1 hour, 1.5 hours, etc. Preferably, in step (c), the method of applying the de-icing insulating layer material includes high-pressure spraying, the pressure of the high-pressure spray gun is 0.5-0.7 MPa, the curing temperature is room temperature, and the curing time is 10-15 hours, for example, 10 hours, 11 hours, 12 hours, 13 hours, 14 hours, 15 hours, etc., or the curing temperature is 85-95℃ and the curing time is 0.5-1.5 hours; Preferably, in step (c), the thermally conductive insulating layer material is applied by spraying, the curing temperature is 120-150℃, for example, 120℃, 130℃, 140℃, 150℃, etc., and the curing time is 20-40 minutes, for example, 20 minutes, 30 minutes, 40 minutes, etc.

[0047] The third aspect of the present invention provides the application of the anti-icing coating structure for automotive parts described above, or the anti-icing coating structure for automotive parts prepared by the preparation method described above, in the manufacture of automobiles with functions such as de-icing, anti-icing, anti-condensation, and anti-frost.

[0048] A fourth aspect of the present invention provides an anti-icing and de-icing method based on the above-described coating structure, comprising: When environmental conditions meet the requirements for icing formation, an ice-reducing insulating layer is used to reduce the adhesion between ice and the surface of automotive parts, so that ice and snow can be removed from the surface under the action of external force. When the ice cannot be removed by external force, external energy is input into the heating layer to melt the ice or form a water film between the ice and the surface of the component through thermal energy, and the ice is removed by the action of external force.

[0049] This invention provides an anti-icing and de-icing method that combines passive anti-icing with a de-icing layer and active de-icing with a heating layer, based on the automotive structure, to address the functional loss (failure) of automotive components caused by surface ice and snow in environments such as freezing, rain, snow, and sudden changes in temperature and humidity.

[0050] This method includes two hierarchical schemes: The first level is passive anti-icing: when the ambient temperature is below 0°C and the humidity is high, and there is a risk of icing, the outermost de-icing insulating layer significantly reduces the interfacial adhesion between ice crystals and the surface, slows down the freezing process, and allows light icing to automatically fall off during vehicle operation due to external forces such as airflow disturbance, vibration or slight scratches, without requiring additional energy consumption.

[0051] The second level is active de-icing: When the passive mechanism cannot remove frozen ice and snow (such as severe icing after prolonged parking), or when the system determines that it is about to enter a battery swapping station, an active heating program is activated: external energy is input to the heating layer (such as connecting a 12V power supply); the heating layer heats up rapidly, and the heat is conducted through the thermally conductive insulation layer to the interface between the ice and the coating. This achieves the following: the ice is directly melted, and a thin water film is formed between the ice and the coating, which greatly weakens the shear adhesion strength. Under the aerodynamic and mechanical action (such as camera rotation, battery removal force) or other external forces during vehicle operation, the ice is completely peeled off.

[0052] Optionally, active de-icing control can be manually controlled or automatically controlled. Manual control refers to manually controlling the heating timing and duration; automatic control refers to the active de-icing control system automatically controlling the heating timing and duration based on external signals. External signals include, but are not limited to, those triggered by ice and snow detection systems and onboard intelligent systems. These signals can be obtained from ice and snow sensors located on components or the vehicle body, from other types of onboard sensors, or from signals indicating the need for active de-icing obtained from onboard intelligent systems (such as weather forecasts indicating icy or snowy weather, or the onboard intelligent system determining the need for active heating when approaching icy or snowy areas).

[0053] The appropriate time to introduce an active de-icing solution is when: if there is no external force sufficient to break the ice layer during component operation, and passive de-icing cannot meet the component's de-icing requirements, active heating is required until the ice layer completely falls off. If an external force F exists on the ice-covered surface during component operation, and the ice layer can fall off under the action of the external force, active de-icing is not required; otherwise, active de-icing is required.

[0054] This invention is applicable to applications such as de-icing, anti-icing, anti-condensation, and defrosting of automotive parts, for example: Application Scenario 1: Quick-swap battery pack technology has become the preferred choice for many commercial and private vehicles due to its speed and convenience. However, in high-latitude and high-altitude regions, the winter climate is cold, and the outdoor temperature can easily drop below zero. When vehicles are driven on the road in rainy or snowy weather, the chassis can become icy, making it impossible for the vehicle to be properly removed from the quick-swap frame and replaced during the battery swapping process at the battery swapping station. This significantly reduces the battery swapping efficiency and affects the overall battery swapping work efficiency, resulting in a very poor driving experience. Therefore, rapid de-icing is required. The quick-swap frame and battery pack in contact with ice and snow adopt a passive anti-icing solution, while the locking mechanism and other icy parts can adopt a combination of active and passive anti-icing solutions.

[0055] Application Scenario 2: With the rapid development of intelligent connected vehicle technology and the improvement of automated driving technology, automobiles are becoming increasingly reliant on sensors. The accuracy of these sensors has a crucial impact on vehicle safety. Environmental perception sensors in automobiles, such as lidar, onboard cameras, millimeter-wave radar, ultrasonic radar, and infrared radar, are mostly exposed to the outside of the vehicle. The presence of rain, snow, and ice can significantly affect sensor accuracy, leading to erroneous results and even safety accidents. Therefore, de-icing is essential. Active and passive de-icing coatings can be applied to the sensor surface and housing, but the coating must not affect sensor performance; therefore, a reasonable coating range and application method must be selected. It is important to avoid placing components of the de-icing system within the field of view of the sensor / transmitter or receiver, and the heat from active heating should not affect sensor accuracy.

[0056] Application Scenario 3: Driving on icy and snowy roads causes ice and snow to accumulate on the underbody protection, battery pack, door sills, wheel arches, mudguards, and other parts of the vehicle. The ice and snow covering the vehicle also alters wind resistance, directly impacting handling, ride comfort, and NVH (noise, vibration, and harshness), while increasing energy consumption. Since the efficiency of batteries in new energy vehicles decreases at low temperatures, minimizing this energy consumption is crucial; therefore, anti-icing and de-icing measures are necessary. Passive de-icing solutions are the primary approach, while active de-icing solutions are selected for key areas requiring de-icing, without compromising vehicle performance.

[0057] Application Scenario 4: After rain or snow, if parked cars are not promptly cleared of snow and ice, the ice and snow can easily freeze to the car's surface in low temperatures. This makes it difficult to open doors and windows, obstructs visibility due to ice on the glass, and reduces the illuminance of the headlights, all of which affect driving safety. Furthermore, de-icing becomes extremely difficult, causing significant inconvenience for the driver. Therefore, a convenient method for de-icing the vehicle is needed. Passive anti-icing coatings can be applied to door and window frames, the car body, headlights, and glass surfaces. Headlights and glass surfaces should use transparent coatings that do not affect illuminance and transparency. Active de-icing coatings can also be added if necessary.

[0058] Application Scenario 5: To improve the driver's field of vision, vehicles are equipped with rearview cameras, rearview mirrors (which are gradually being replaced by rearview cameras), reversing cameras, front-view cameras, side-view cameras, and reversing radars to reflect the situation in front of, behind, to the sides, and below the vehicle, allowing the driver to directly or indirectly see the road conditions in these areas. In icy weather, snow and ice can cover radars or cameras, causing cameras to have poor visibility and radar to issue false alarms. When a car enters an indoor parking lot from the outdoors, the sudden change in temperature and humidity can also cause cameras to have poor visibility, posing a significant safety hazard. Therefore, anti-icing and rapid de-icing are necessary. Active and passive de-icing coatings can be applied to the surface and housing of radars and cameras, but the coating must not affect sensor performance; therefore, an appropriate coating area and application method should be selected.

[0059] This invention utilizes a passive anti-icing coating to prevent ice and snow from adhering to the surface of automotive components. An active de-icing coating, heated, detaches ice and snow from the working surface of the components. This ensures reliable all-weather operation and guarantees vehicle safety. This invention is characterized by high efficiency and low energy consumption.

[0060] The present invention will be further illustrated by the following examples. Unless otherwise specified, the materials in the examples are prepared according to existing methods or purchased directly from the market.

[0061] Example 1 This embodiment provides an anti-icing coating structure for battery swapping, see [link to documentation]. Figures 3-6 .

[0062] Figure 3 This is a diagram of the battery swapping structure, consisting of a frame 1 fixed to the vehicle body (e.g., ...). Figure 4 (as shown), and battery pack 2 (as shown) Figure 5 The battery pack is constructed using a locking mechanism 3 (as shown). Figure 6 (As shown in the red circle) It is fixed to the frame 1. In rainy or snowy weather, the ice and snow kicked up by the wheels accumulate on the sides of the battery pack 2 and the frame 1, and even accumulate on part of the upper surface of the battery pack 2. Under low temperature conditions, the ice and snow freeze.

[0063] Based on this working condition, the solution adopted in this embodiment is as follows: an ice-repellent insulating layer is prepared on the outer surface of the frame 1, the side of the battery pack 2, the upper and lower surfaces of the battery pack 2 near the frame 1 within a range of 20cm, and the upper and lower surfaces of the front end of the battery pack 2 (near the front wheel side) within a range of 50cm.

[0064] The locking mechanism 3 is fixed to the battery swapping mechanism with bolts. On the upper and lower surfaces of the locking mechanism 3 and the side surface opposite to the battery pack 2, a heat insulation layer, an electrothermal heating layer, and an ice-repellent insulation layer are sequentially prepared as the outermost layer of the coating.

[0065] An insulating and heat-insulating pad is installed between the locking mechanism 3 and the battery frame 1.

[0066] Electrothermal layer electrodes are arranged on the front and rear sides of locking mechanism 3, respectively. They are powered by 12V and connected to an independent 12V power supply line via wires. The control switch is manually controlled, with an energizing current of 0.5A-1A and an energizing time of 5 minutes.

[0067] The preparation process of the above-mentioned anti-icing coating structure is as follows: (1) Preparation of thermal insulation layer: Polypropylene resin is selected as the material for thermal insulation layer. The coating thickness is 2mm. High pressure spray gun is used for spraying. The pressure is 0.6 MPa and the curing temperature is 80℃ for 30 minutes.

[0068] (2) Preparation of heating layer: The materials of electrothermal coating are graphene and epoxy resin. The coating thickness is 1 mm. It is sprayed with a high-pressure spray gun at a pressure of 0.6 MPa and a curing temperature of 90℃ for 1 hour.

[0069] (3) Preparation of ice-repellent insulation layer: The raw materials of ice-repellent insulation layer include nano-silica modified material, organosilicon resin and adhesive epoxy resin (the mass ratio of the three is 1:1:1), with a thickness of 1 mm. It is sprayed with a high-pressure spray gun at a pressure of 0.6 MPa and a curing temperature of room temperature for 12 hours.

[0070] The locking mechanism is connected to the 12V power bus via an independent wiring harness, fuse, and push-button switch. The push-button switch is located on the central control panel.

[0071] Experiments show that, at -20℃, ice and snow on the battery pack and its frame can be removed by the external force of the battery pack disassembly and assembly mechanism after being electrically heated for 5 minutes.

[0072] Example 2 This embodiment provides an anti-icing and de-icing structure for radar, see [link / reference]. Figures 1-2 .

[0073] Vehicle-mounted radar sensors, such as Figure 1As shown, in icy and snowy weather, the vehicle is easily covered with a layer of ice due to splashed snow or the refreezing of melted ice water from the upper part of the vehicle, which can cause it to malfunction.

[0074] Since electric heating does not affect the operation of the radar, an electric heating de-icing technology can be used without affecting radar sensitivity.

[0075] An insulating and heat-insulating gasket is installed between the radar probe and the vehicle body.

[0076] Electrothermal coated electrodes are arranged on the left and right sides of the radar probe, with wires leading out from the back, such as... Figure 2 As shown. It uses a 12V power supply. The electrodes are connected to an independent 12V power supply line via wires. This line has an independent fuse and control switch, which is manually operated. The current is 1A, and the power-on time is 5 minutes.

[0077] The coating process is as follows: (1) The heat insulation layer material is polypropylene resin with a coating thickness of 1 mm. It is sprayed with a high-pressure spray gun at a pressure of 0.6 MPa and a curing temperature of 80℃ for 30 minutes.

[0078] (2) The electrothermal layer is made of graphene and epoxy resin, with a thickness of 1 mm. It is sprayed with a high-pressure spray gun at a pressure of 0.6 MPa and a curing temperature of 90℃ for 1 hour.

[0079] (3) Preparation of thermally conductive insulating layer: The raw materials of thermally conductive insulating layer include silicone resin and epoxy resin as binder. The thickness is 1.5 mm. It is sprayed with a high-pressure spray gun at a pressure of 0.6 MPa and a curing temperature of 90℃ for 1 hour.

[0080] The radar probe surface is coated with a heat-insulating layer, an electrothermal layer, and a thermally conductive insulating layer in sequence.

[0081] If the radar probe surface is covered with ice and snow, active heating is implemented until the ice falls off.

[0082] After painting, the radar assembly is installed on the vehicle and connected to the 12V power bus via an independent wiring harness, fuse, and push-button switch. The push-button switch is located on the center console.

[0083] Experiments show that ice and snow can be removed after 5 minutes of electric heating at -20℃.

[0084] Example 3 This embodiment provides an anti-icing coating structure for battery swapping, which differs from Embodiment 1 in that the thickness of each layer is changed; The thickness of the thermal insulation layer is 1 mm; The thickness of the heating layer is 1.5mm; The thickness of the de-icing insulation layer is 2mm.

[0085] Experiments show that, at -20℃, the ice and snow on the battery pack and its frame can be removed by the external force of the battery pack disassembly and assembly mechanism after being electrically heated for 4 minutes.

[0086] Example 4 This embodiment provides an anti-icing coating structure for battery swapping, which differs from Embodiment 1 in that the thickness of each layer is changed; The thickness of the thermal insulation layer is 2.5 mm; The thickness of the heating layer is 0.5 mm; The thickness of the de-icing insulation layer is 0.8 mm.

[0087] Experiments show that, at -20℃, ice and snow on the battery pack and its frame can be removed by the external force of the battery pack disassembly and assembly mechanism after 10 minutes of electric heating.

[0088] Comparative Example 1 This embodiment provides an anti-icing coating structure for battery swapping, which differs from Embodiment 1 in that: no composite functional layer is prepared on the upper and lower surfaces of the locking mechanism 3 and the side surface opposite to the battery pack 2.

[0089] Experiments show that the ice and snow on the battery pack and its frame can be removed by the external force of the battery pack disassembly and assembly mechanism after being electrically heated for 40 minutes.

[0090] The experimental results show that the thickness of the heating layer has a significant impact on de-icing efficiency. Appropriately increasing the thickness to 1-1.5 mm can improve heat output and accelerate the melting process. However, while an excessively thick heating layer can enhance local heat generation, it significantly increases power demand and energy consumption. Under limited power supply conditions, this can easily lead to uneven temperature rise or thermal stress cracking, thus reducing system stability and energy efficiency. Therefore, a synergistic optimization between heating performance and power consumption is needed to achieve a fast, low-energy, and reliable de-icing effect.

[0091] Comparative Example 1, lacking an ice-repellent insulating layer, took 40 minutes to de-ice, indicating that the composite functional layer can significantly reduce ice adhesion and improve de-icing efficiency. The differences in de-icing time among the various embodiments suggest that the thickness of each coating layer needs to be optimized in a coordinated manner to balance thermal conductivity, insulation, and interface performance.

[0092] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An anti-icing coating structure for an automobile component, characterized by, include: A heat-insulating layer is applied to the surface of automotive parts; A heating layer is disposed on the heat insulation layer; A composite functional layer is disposed on the heating layer, the composite functional layer including a thermally conductive insulating layer and / or an ice-repellent insulating layer; The heat insulation layer, the heating layer, and the composite functional layer are stacked on the surface of the automotive component.

2. The anti-icing coating structure for an automobile component according to claim 1, characterized by, The thickness of the heat insulation layer is 1-2.5 mm; Preferably, the composition of the heat insulation layer includes at least one of acrylic resin, silicone resin and ceramic microspheres.

3. The anti-icing coating structure for an automobile component according to claim 1, characterized by, The thickness of the heating layer is 0.5-1.5 mm; Preferably, the heating layer comprises at least one of graphene, carbon nanotubes, photothermal materials and electromagnetic wave heating materials, and optionally a sound-absorbing material; Preferably, the external energy input to the heating layer includes at least one of electricity, electromagnetic waves, light, invisible light, sound waves, and ultrasound.

4. The anti-icing coating structure for an automobile component according to claim 1, wherein The heating layer is connected to the external power supply equipment via plate electrodes and wires; Preferably, the power supply device provides an operating voltage of 10V-15V, a current of 0.5A-2A, and a power-on duration of 30 seconds to 5 minutes.

5. The anti-icing coating structure for an automobile component according to claim 1, characterized by, The thickness of the de-icing insulating layer is 0.8-2 mm; Preferably, the ice-repellent insulating layer comprises ice-repellent materials and insulating materials; Preferably, the material of the ice-repellent insulating layer includes at least one of hydrophobic materials, superhydrophobic materials, oleophobic materials and superlubricating materials, as well as optional self-healing coating materials; Preferably, the insulating material includes at least one of acrylic resin, silicone resin, and ceramic microspheres.

6. The anti-icing coating structure for an automobile component according to claim 1, characterized by The thermally conductive insulating layer is disposed between the heating layer and the ice-repellent insulating layer; Preferably, the thickness of the thermally conductive insulating layer is 0.8-2.0 mm; Preferably, the thermally conductive insulating layer comprises an organosilicon resin, and at least one of aluminum oxide and boron nitride.

7. The production method of an anti-icing coating structure for an automobile component according to any one of claims 1 to 6, characterized in that, Includes the following steps: A thermal insulation layer, a heating layer, and a composite functional layer are sequentially stacked on the surface of an automotive component.

8. The preparation method according to claim 7, characterized in that, Includes the following steps: (a) Applying thermal insulation material to the surface of automotive parts and curing it to form a thermal insulation layer; (b) Apply the heating layer material to the heat insulation layer formed in step (a), and after curing, form the heating layer; (c) Apply the composite functional layer onto the heat insulation and heating layer formed in step (b), and after curing, form the composite functional layer; Preferably, in step (a), the application method includes high-pressure spraying, the pressure of the high-pressure spray gun is 0.5-0.7 MPa, the curing temperature is 75-85℃, and the curing time is 20-40 minutes; Preferably, in step (b), the application method includes high-pressure spraying, with a pressure of 0.5-0.7 MPa, a curing temperature of 85-95°C, and a curing time of 0.5-1.5 hours; Preferably, in step (c), the method of applying the de-icing insulating layer material includes high-pressure spraying, with a pressure of 0.5-0.7 MPa, a curing temperature of room temperature, and a curing time of 10-15 hours; or, a curing temperature of 85-95°C and a curing time of 0.5-1.5 hours. Preferably, in step (c), the heat-conducting insulating layer material is applied by spraying, the curing temperature is 120-150℃, and the curing time is 20-40 minutes.

9. Use of the anti-icing coating structure for automobile parts according to any one of claims 1-6 or the anti-icing coating structure for automobile parts prepared by the preparation method of claim 7 or 8 in the preparation of automobiles with the functions of deicing, anti-icing, anti-condensation and anti-frosting.

10. Anti-icing method for an anti-icing coating structure for a car part according to any one of claims 1 to 6 or for an anti-icing coating structure for a car part obtained by using the production method according to claim 7 or 8, characterized in that, Comprise: In the case where environmental conditions meet the formation of ice, the adhesion of ice to the surface of the automobile part is reduced by the ice-repellent insulating layer, so that the ice and snow are separated from the surface under the action of external force; When the ice cannot be separated by external force, an external energy source is input to the heating layer, the ice is melted by heat or a water film is formed between the ice and the surface of the part, and the ice is separated by the action of external force.

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