Electric car hood and heating control method thereof

Abstract

The invention provides an electric car hood and a heating control method thereof, the electric car hood comprises a hood outer plate and a hood inner plate which are arranged in a stacked mode, and a reinforcing part clamped between the hood inner plate and the hood outer plate, and the reinforcing part is made of an electric heating material so as to generate heat in an electrified state. According to the electric car hood, on one hand, accumulated snow covering the hood can be conveniently melted, and the influence of the accumulated snow on the sight of a car driver is reduced; and on the other hand, the reinforcer has certain rigidity, and the overall structural rigidity of the electric car hood can be improved.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a tram engine cover. Furthermore, this invention also relates to a heating control method for the tram engine cover. Background Technology

[0002] A pure electric vehicle is a vehicle that uses a single battery as its energy storage and power source. It utilizes the battery to supply electrical energy to the electric motor, which in turn drives the motor and propels the vehicle. Pure electric vehicles store electrical energy in their batteries to power the motor. The rechargeable batteries used in pure electric vehicles mainly include lead-acid batteries, nickel-cadmium batteries, nickel-metal hydride batteries, and lithium-ion batteries, which provide the power for the vehicle.

[0003] Electric vehicles are driven by electric motors, which have relatively high operating efficiency. Most of the energy can be converted into the vehicle's kinetic energy, and the heat mainly comes from the battery. Therefore, even during long-distance driving, the heat generated is much less than that of a gasoline-powered car's engine. Thus, in snowy winter conditions, gasoline-powered cars can use the heat generated by their internal combustion engines to heat the surface of the engine compartment hood to melt snow. However, electric vehicles do not have internal combustion engines, so the surface temperature of their hoods is much lower.

[0004] After snowfall in cold regions, especially in the harsh winters of northern China, snow or ice can accumulate on the hood of vehicles. If this snow isn't cleared for a long time, it can freeze solid. Electric vehicle hoods have low heat conductivity and few heat sources, resulting in insufficient heat to clear the snow or melt the ice. This causes snow or ice to accumulate on the hood for extended periods, sometimes even obstructing the driver's view and affecting driving safety. Therefore, drivers usually need to manually remove the snow or ice from the hood. However, when the snow or ice is firmly attached to the hood, it is difficult to remove, inefficient, and time-consuming, increasing the driver's workload. Furthermore, ineffective removal can damage the paint on the hood, affecting its appearance. Summary of the Invention

[0005] In view of this, the present invention aims to provide a tram engine cover to facilitate the melting of snow covering the cover.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] A tram cover includes an outer cover panel and an inner cover panel stacked together, and a reinforcing member sandwiched between the inner cover panel and the outer cover panel. The reinforcing member is made of an electrically heating material to generate heat when energized.

[0008] Furthermore, the reinforcing member is constructed as a mesh made of strips of electrically heated material interwoven together.

[0009] Furthermore, the electric heating material is made of nickel-chromium alloy or carbon fiber.

[0010] Furthermore, the density of the electric heating material constituting the edge region of the reinforcing member is greater than the density of the electric heating material constituting the central region of the reinforcing member.

[0011] Furthermore, the electric heating material forms the edge region of the reinforcing member in a ring-nested manner; the electric heating material forms the central region of the reinforcing member in a cross-connected manner.

[0012] Furthermore, an insulating layer is sandwiched between the reinforcing member and the inner panel of the hood.

[0013] The present invention further proposes a method for controlling the heating of a tram engine cover, the method comprising the following steps:

[0014] Startup steps;

[0015] In the heating step, electricity is controlled to be supplied to the reinforcing member of the tram cover to generate heat in the reinforcing member.

[0016] Furthermore, the following steps are provided between the start-up step and the heating step:

[0017] The information collection step involves acquiring the external temperature of the tram and the snow accumulation parameters on the outer panel of the hood in real time; the parameter determination step involves presetting the electric power of the reinforcing member, the final heating temperature of the reinforcing member, and the target snow melting time based on the collected external temperature and snow accumulation parameters.

[0018] Furthermore, a display step is provided after the parameter determination step to display the final heating temperature of the reinforcing member and the time required to achieve the snow melting target preset in the parameter determination step.

[0019] Furthermore, during the heating step, the following steps are included:

[0020] The adjustment steps involve adjusting the electrical power of the reinforcing member based on the target snow melting time and the changes in snow accumulation parameters collected during the information collection steps.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The tram cover of this invention features a reinforcing member sandwiched between the inner and outer panels. This reinforcing member is made of an electrically heating material and generates heat when energized. This design facilitates the melting of snow covering the cover, reducing its impact on the driver's visibility. Furthermore, the reinforcing member's rigidity enhances the overall structural strength of the tram cover.

[0023] The reinforcement is constructed as a mesh made of strips of electrically heated material, which can improve the snow melting efficiency of the tram engine cover.

[0024] Setting the cross-sectional diameter of the electric heating material to 4mm to 8mm can give the mesh structure formed by the strip electric heating material more suitable rigidity.

[0025] The electric heating materials are made of nickel-chromium alloy or carbon fiber. Nickel-chromium alloy has high high-temperature strength, maintaining high strength even in high-temperature environments and is not easily deformed. It also has good plasticity at room temperature, making it easy to process and repair. Furthermore, it is highly corrosion-resistant, allowing for long-term use in harsh environments. Therefore, nickel-chromium alloy has a long service life, resulting in a long service life for nickel-chromium alloy heating wires. Nickel-chromium alloy also has high resistivity, converting most electrical energy into heat energy when energized, making it suitable as an electric heating element. Carbon fiber can improve heating speed; electric heating materials made of carbon fiber can reach the set temperature quickly after being energized, significantly shortening heating time. In addition, carbon fiber has high energy utilization efficiency, converting almost all energy into infrared radiation, resulting in high efficiency and energy saving. Carbon fiber also has a long service life, typically exceeding 5000 hours. When energized, none of the above materials produce electromagnetic waves or radiation, and there are no harmful emissions, posing no harm to human health or the environment, thus offering safety and environmental advantages.

[0026] The density of the electrically heating material forming the edge region of the reinforcing member is greater than the density of the electrically heating material forming the central region of the reinforcing member. This arrangement allows snow accumulated at the edge of the tram cover to melt and slide off first. Then, as the temperature is conducted to the entire outer surface of the tram cover, even snow in the center that has not completely melted can smoothly slide off the cover without being obstructed by snow at the edges. This improves snow melting efficiency and saves energy.

[0027] The electric heating materials are arranged in a ring-like nested pattern to form the edge region of the reinforcing member; the electric heating materials are also arranged in a cross-connected pattern to form the central region of the reinforcing member. This arrangement can improve the overall structural rigidity of the tram cover while minimizing the injury to pedestrians caused by a vehicle collision.

[0028] An insulating layer is sandwiched between the reinforcing member and the inner panel of the hood, which allows most of the heat generated by the reinforcing member to dissipate upwards to heat the outer panel of the hood. In addition, the insulating layer also protects the reinforcing member and effectively prevents it from being damaged by other objects after the hood is opened.

[0029] The electric vehicle hood heating control method of the present invention generates heat by energizing the reinforcing member through a start-up step and a heating step, which can efficiently melt the snow covering the hood and reduce the impact of snow on the driver's vision. Attached Figure Description

[0030] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0031] Figure 1 This is a schematic diagram of the structure of the tram cover according to Embodiment 1 of the present invention from one perspective;

[0032] Figure 2 This is a schematic diagram of the trolley cover described in Embodiment 1 of the present invention from another perspective;

[0033] Figure 3 for Figure 1 Sectional view along line AA;

[0034] Figure 4 for Figure 3 Enlarged view of point C in the middle;

[0035] Figure 5 This is a schematic diagram of the tram engine cover described in Embodiment 1 of the present invention from a third perspective;

[0036] Figure 6 This is a schematic diagram of the structure of the tram cover after an insulating layer has been added, as described in Embodiment 1 of the present invention.

[0037] Figure 7 for Figure 6 Sectional view along the BB direction;

[0038] Figure 8 for Figure 7 Enlarged view at point D;

[0039] Figure 9 This is a schematic diagram of the arrangement of electric heating materials in the trolley cover according to Embodiment 1 of the present invention;

[0040] Figure 10 This is a system connection diagram of the tram engine cover heating control method described in Embodiment 2 of the present invention;

[0041] Figure 11This is a flowchart of the tram engine cover heating control method according to Embodiment 2 of the present invention;

[0042] Explanation of reference numerals in the attached figures:

[0043] 1. Outer panel of the machine cover; 2. Inner panel of the machine cover; 3. Reinforcing components; 4. Insulation layer;

[0044] 201. Machine cover lock; 301. Electric heating material. Detailed Implementation

[0045] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0046] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "back" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, if terms such as "first" to "fifth" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0047] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways, rotated 90 degrees, or in other orientations, and the spatial relative descriptions used herein will be interpreted accordingly.

[0048] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0049] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0050] Example 1

[0051] This embodiment relates to a tram cover, which includes an outer cover panel 1 and an inner cover panel 2 stacked together, and a reinforcing member 3 sandwiched between the inner cover panel 2 and the outer cover panel 1. The reinforcing member is made of an electric heating material 301 to generate heat when energized.

[0052] Based on the above overview, an exemplary structure of the tram engine cover described in this embodiment is as follows: Figure 1-5 As shown in the diagram, the outer hood panel 1, the inner hood panel 2, and the reinforcing member 3 sandwiched between the inner hood panel 2 and the outer hood panel 1 are assembled into the tram hood structure of this embodiment by means of a fixed connection. The tram hood is generally hinged to the vehicle body. The force point for manually or automatically lifting the hood is close to the front of the hood. When lifted, the tram hood rotates around the rear hinge axis, thereby opening the hood.

[0053] like Figure 2 As shown, Figure 2 for Figure 1 Viewed from the back, the outer panel 1 of the hood typically possesses a certain strength and rigidity to provide protection for the outer layer of the hood. It can be integrally formed from a steel plate with a thickness of 0.55-0.65mm. In this embodiment, the outer panel 1 can also be constructed with a certain upward arch in the middle, so that when the hood is laid flat, the height at the center is higher than the surrounding area, making it easier for snow falling on the hood to slide off. In addition, the arched structure can also improve the rigidity of the outer panel 1. The reinforcing member 3 can also reinforce the rigidity of the outer panel 1, making it less prone to collapse and improving its overall integrity. Furthermore, the reinforcing member 3 easily generates heat when energized. When the surface of the outer panel 1 is covered with snow, the reinforcing member 3 can provide heat to melt the snow, reducing the impact of snow on the driver's visibility. The power source can be the vehicle's battery, powered through the engine compartment wiring harness. The inner panel 2 of the hood can be connected to structural components such as the hood lock 201 to lock the hood in place when it is closed. Figure 1 and Figure 5 The inner panel 2 of the machine cover shown is a ring-shaped structure with a hollow center, which can save material costs and has a certain aesthetic appeal.

[0054] To improve the snow melting efficiency of tram engine covers, such as Figure 3 , Figure 4 and Figure 9As shown, the reinforcing member 3 is constructed as a mesh made of strip-shaped electric heating material 301 interwoven together. The key point of the mesh arrangement is that the gaps between the solid interweaving of the electric heating material 301 form multiple hollow areas. On the one hand, this can reduce the amount of electric heating material 301 used, and on the other hand, it also plays a certain role in reinforcing the outer panel 1 of the machine cover.

[0055] Furthermore, for ease of processing and better electrical conductivity, the cross-section of the electric heating material 301 can be circular. When the cross-section is circular, to ensure that the mesh structure formed by the strip-shaped electric heating material 301 has suitable rigidity, the cross-sectional diameter of the electric heating material 301 is preferably 4mm to 8mm, such as 5mm, 6mm, or 7mm. In addition to the above preferred shapes, the cross-section of the electric heating material 301 can also be quadrilateral or other shapes.

[0056] Electric heating materials 301 encompass a broad category of materials used to generate heat through electric current, including both metallic and non-metallic materials. When using metallic materials, either electrothermal alloys or pure metals can be selected. Electrothermal alloys are among the most common electric heating materials, such as Ni-Cr (nickel-chromium) alloys and Fe-Cr-Al (iron-chromium-aluminum) alloys. These alloys possess high resistivity, good oxidation and corrosion resistance, and a stable temperature coefficient of resistance, making them ideal for manufacturing electric heating elements. While not as common as alloys, some pure metals, such as tungsten and molybdenum, also exhibit high melting points and good electrical conductivity. When using non-metallic electric heating materials, ceramic electric heating materials and conductive ceramics can be selected. Ceramic electric heating materials, such as silicon carbide and alumina, possess excellent high-temperature resistance and chemical stability. Conductive ceramics, such as PTC (positive temperature coefficient) ceramics and NTC (negative temperature coefficient) ceramics, not only have electrical conductivity but also specific temperature-resistance characteristics, making them suitable for temperature control elements. Of course, composite materials of metals and non-metals can also be used. Electric heating composite materials combine the advantages of various materials, such as metal-ceramic composites, which possess both the electrical conductivity of metals and the high-temperature resistance and corrosion resistance of ceramics. Additionally, novel materials such as carbon fiber and graphene can be selected. Due to their excellent electrical conductivity, thermal conductivity, and mechanical properties, they are gradually becoming research hotspots and new application materials in the field of electric heating.

[0057] To improve the overall performance of the reinforcing member 3, the electric heating material 301 in this embodiment is preferably a nickel-chromium alloy or carbon fiber. The density of the nickel-chromium alloy is typically between 8.2 and 8.8 g / cm³. 3The specific temperature range depends on the alloy's composition and manufacturing process. Nickel-chromium alloys have a high melting point, typically between 1300-1400℃, which gives them good stability at high temperatures. Their moderate coefficient of thermal expansion helps maintain good dimensional stability at high temperatures. Furthermore, nickel-chromium alloys have good thermal conductivity, effectively transferring heat and thus providing excellent heat dissipation. Moreover, nickel-chromium alloys maintain good mechanical strength at high temperatures, exhibiting excellent high-temperature tensile, compressive, and creep resistance. This allows them to withstand large loads and stresses in high-temperature working environments. They also possess good plasticity and toughness, allowing for a certain degree of machining and deformation. They are easy to process and manufacture, and can be formed through various processes such as casting, forging, and welding. This gives them a significant advantage in manufacturing components with complex shapes and structures to meet different shape and size requirements. Nickel-chromium alloys have excellent corrosion resistance, resisting the erosion of various corrosive media, including acids, alkalis, and salts. In high-temperature environments, its corrosion resistance is even more outstanding, enabling stable operation for extended periods. Nickel-chromium alloys exhibit excellent oxidation resistance in high-temperature oxidizing environments, effectively preventing material oxidation, melting, and degradation, thus resulting in a long service life. Due to these characteristics, nickel-chromium alloy heating wires have a long service life and high hardness, exhibiting excellent wear resistance. Nickel-chromium alloys also have high resistivity, allowing them to convert most electrical energy into heat energy when energized, making them suitable as heating elements.

[0058] Carbon fiber is a high-strength, high-modulus fiber material with a carbon content of over 90%, possessing a variety of excellent properties. Carbon fiber has extremely high tensile strength, typically several times higher than steel, and its modulus (i.e., stiffness) is also higher than steel, even exceeding that of aluminum and titanium. This high strength and high modulus allow carbon fiber to maintain stable shape and performance under load. Carbon fiber has low density and is lightweight, with a relative density only about 1 / 4 that of steel, yet it possesses strength similar to or even higher than steel. This characteristic makes carbon fiber an ideal material for achieving lightweight structures. Because carbon fiber is mainly composed of carbon, it has good corrosion resistance to most chemicals, such as acids, alkalis, and salts. This allows carbon fiber to maintain stable performance even in harsh environments. Carbon fiber has excellent high-temperature resistance, maintaining stable mechanical properties at high temperatures. The graphite microcrystalline structure of carbon fiber gives it high strength and modulus along the fiber axis, resulting in excellent performance in friction resistance. This characteristic makes carbon fiber advantageous in applications requiring wear resistance.

[0059] Carbon fiber possesses excellent fatigue and durability properties, capable of withstanding prolonged use and deformation without failure. This makes it more reliable in applications requiring long-term load bearing. Carbon fiber also has high thermal conductivity, making it suitable as a heat-conducting material in applications requiring heat dissipation. Despite its rigidity, carbon fiber exhibits good machinability, allowing it to be manufactured into components of various shapes and structures. This gives it an advantage in manufacturing complex shapes and structures. Furthermore, carbon fiber possesses excellent electromagnetic shielding properties, effectively blocking electromagnetic interference. This characteristic makes it valuable in applications requiring electromagnetic shielding. Carbon fiber can improve heating speed; electric heating materials made of carbon fiber (e.g., 301) can reach the set temperature quickly after being energized, significantly reducing heating time. Additionally, carbon fiber has high energy utilization efficiency, converting almost all energy into infrared radiation, resulting in high efficiency and energy saving. Finally, carbon fiber also boasts a long service life, typically exceeding 5000 hours.

[0060] When the reinforcing component 3, made of the aforementioned nickel-chromium alloy or carbon fiber material, is powered on, it will not generate electromagnetic waves or electromagnetic radiation, will not emit any harmful substances, and will not cause harm to the human body or the environment, thus having the advantages of safety and environmental protection.

[0061] To improve snow melting efficiency and save energy, the density of the electric heating material 301 constituting the edge region of the reinforcing member 3 is greater than the density of the electric heating material 301 constituting the central region of the reinforcing member 3. Here, density refers to the density of the solid distribution of the electric heating material 301 that interweaves to form a mesh. This arrangement results in more electric heating material 301 distributed at the edge of the tram cover compared to the central region. This allows the snow at the edge of the tram cover to melt first and slide off the cover surface when the reinforcing member 3 is energized and heated. Then, as the temperature is conducted to the entire outer surface of the tram cover, the snow that is in contact with and frozen firmly on the cover surface is also melted. Even if the thicker layer of snow in the center has not completely melted, it can be easily removed from the cover without being blocked by the edge snow. Even if manual removal is used, it is more convenient and easier. Therefore, in this embodiment, the outer panel 1 of the cover is designed with a certain upward arching shape, with the central part arching upward, which is more conducive to the sliding of snow. Therefore, the electric heating material 301 at the edge of the reinforcing member 3 is more densely distributed, which concentrates the heat at the edge of the tram cover, making full use of electric heating energy, which is conducive to energy conservation and increases the snow melting rate.

[0062] Furthermore, to further improve the arrangement of the electric heating material 301, in this embodiment, the electric heating material 301 forms the edge region of the reinforcing member 3 in a ring-nested manner; the electric heating material 301 forms the central region of the reinforcing member 3 in a cross-connected manner. For example... Figure 1 , Figure 3 and Figure 9 As shown, the edge portion of the reinforcing member 3 in this embodiment is provided with four rings of electrically heating material 301. The shape of each ring is flexibly set according to the outer contour edge of the tram cover, with rounded corners at the bends, which is more conducive to heat dissipation and electrical conductivity than a right-angle transition. The spacing between each ring can be set to 20-40mm to make the edge area larger and prevent excessive heat concentration.

[0063] In this embodiment, the heating material in the center section of the tram cover is arranged longitudinally, which strengthens the bending tensile stress in the front-to-back direction of the cover and improves its durability after repeated opening and closing. Two transverse heating materials are arranged perpendicularly to the longitudinally arranged heating material, with a spacing of 60-80mm. These transverse heating materials strengthen the bending tensile stress in the left-to-right direction of the cover, preventing deformation even if the force point is shifted to the left or right when lifting the cover. Additionally, eight diagonal heating materials are provided in the center of the cover. Four groups are formed by two parallel, close heating materials, with a spacing of 20-40mm between the materials in each group. Two groups of heating materials extending backward from the midpoint of the front of the cover form an angle of 45°-75°, and two groups extending forward from the midpoint of the rear of the cover also form an angle of 45°-75°. This creates a diamond-like shape where the heating materials in the center intersect, resulting in a more even heat distribution over a larger area and better support for the cover. This embodiment is only a preferred arrangement. Of course, the component arrangement can be adjusted and flexibly set according to the different sizes and shapes of the tram cover.

[0064] This solution offers flexible layout and low development costs, eliminates mold costs, maximizes platform utilization, and meets the hood's dent resistance rigidity requirements, achieving an overall hood rigidity of 300MPa. It's easy to understand that the collision point between a vehicle and a pedestrian is typically the front of the vehicle. After an accident, the pedestrian is thrown onto the tram's hood by the impact, with their head striking the central area of ​​the hood. Therefore, to minimize impact injury to the pedestrian's head, this embodiment preferably uses this method to arrange the electric heating material 301. This improves snow melting efficiency while maintaining hood rigidity and reducing pedestrian injury after impact.

[0065] In addition, such as Figure 6-8 As shown, in order to improve the snow melting effect and transfer heat energy as much as possible to the outer panel 1 of the hood, an insulating layer 4 is sandwiched between the reinforcing member 3 and the inner panel 2 of the hood in this embodiment. Figure 7 The diagram shown is a schematic of the hood structure with the insulation layer 4 added. Figure 6 BB-direction sectional view, Figure 8 for Figure 7In the enlarged view at point D, the insulating layer 4 can be made of materials with poor thermal and electrical conductivity, such as rubber, so that most of the heat generated by the reinforcing member 3 can be dissipated upwards to heat the outer panel 1 of the machine cover, preventing excessive heat from escaping below the insulating layer 4, thus saving energy. Furthermore, to further protect the electric heating material 301 from damage by other foreign objects during assembly and use, a thermally conductive insulating layer can be provided on the outer surface of the strip-shaped electric heating material 301.

[0066] The aforementioned insulation layer is a crucial component of vehicle design, primarily serving to insulate against heat, moisture, and sound, as well as protect internal components of the hood. This insulation layer includes heat-insulating felt, flame-retardant insulation cotton, polymer materials, and reinforcing fillers. Heat-insulating felt is a commonly used automotive insulation material with excellent heat insulation properties, effectively reducing heat transfer from the engine and exhaust system and lowering the temperature inside the engine compartment. Flame-retardant insulation cotton not only provides good heat insulation but also possesses flame-retardant properties, helping to prevent fires to some extent. Furthermore, it is moisture-proof, chemically resistant, and mildew-proof, contributing to extending the vehicle's lifespan.

[0067] In this embodiment, the assembly sequence of the various components in the trolley cover structure can be as follows: First, the reinforcing member 3 is fixed to the inner surface of the outer cover panel 1. The fixing method can be structural adhesive bonding or snap-fitting, etc. In this embodiment, structural adhesive bonding is preferred to make the connection more aesthetically pleasing. Then, the insulating and heat-preserving layer 4 is laid and bonded to the inner surface of the outer cover panel 1. Finally, the inner cover panel 2 is bonded to the outer cover panel 1, and the assembly of each component is completed.

[0068] Structural adhesives can utilize high-temperature resistant adhesives, which are adhesives that maintain stable bonding performance even at high temperatures. Commonly used organic heat-resistant adhesives mainly include epoxy, phenolic, silicone, and heterocyclic adhesives. Each of these adhesives has its own characteristics. For example, epoxy and phenolic heat-resistant adhesives can be used continuously at temperatures ranging from -60 to 232 degrees Celsius, with a maximum service temperature of 260 to 316 degrees Celsius; silicone adhesives and modified silicone adhesives can be used continuously at temperatures ranging from -60 to 300 degrees Celsius, with short-term use reaching 350 to 500 degrees Celsius, and instantaneous use temperatures as high as 800 to 1000 degrees Celsius.

[0069] High-temperature resistant adhesives typically possess good oxidation resistance, enabling them to resist oxidants and corrosive substances in high-temperature environments, thus maintaining their chemical stability and adhesive properties. This oxidation resistance helps extend the adhesive's service life and ensures long-term reliability in high-temperature environments. High-temperature resistant adhesives resist various chemical corrosions, including acids, alkalis, and salts. This allows them to maintain stable performance in various chemical environments and not lose their adhesive ability due to chemical corrosion. High-temperature resistant adhesives have excellent insulation properties, making them suitable for use in electrical equipment in high-temperature environments. This helps protect electrical equipment from damage caused by high temperatures and electric shock, ensuring the normal operation and safety of the equipment. High-temperature resistant adhesives typically have good toughness, maintaining the stability and integrity of the bond while withstanding high temperatures and mechanical stress. This high toughness allows the adhesive to withstand greater vibration and impact in high-temperature environments without easily breaking or detaching. High-temperature resistant adhesives typically feature rapid curing, completing the bonding and curing process in a short time. This helps improve production efficiency and simplify the manufacturing process, reducing production cycles and costs.

[0070] The aforementioned high-temperature resistant adhesives can be organic high-temperature resistant adhesives, including polyimide, phenolic resin adhesives, heat-resistant epoxy adhesives, and silicone adhesives. Polyimide (PI) is a high-performance organic polymer material with excellent high-temperature resistance, radiation resistance, and corrosion resistance. Polyimide adhesives are widely used in aerospace, electronics, and other fields. Phenolic resin adhesives are resins formed by the condensation polymerization of phenols and aldehydes in the presence of a catalyst, possessing good heat resistance, water resistance, and electrical insulation. Phenolic resin adhesives maintain good bonding strength at high temperatures and are suitable for bonding materials such as metals and ceramics. Heat-resistant epoxy adhesives are a commonly used adhesive matrix material; through modification, epoxy adhesives with excellent heat resistance can be prepared. These adhesives maintain good bonding performance and mechanical strength even at high temperatures. Silicone adhesives are organic polymer materials with excellent high-temperature resistance, aging resistance, and chemical corrosion resistance. Silicone adhesives are not easily decomposed at high temperatures and can maintain good bonding performance, making them widely used in electronics, aerospace and other fields.

[0071] Example 2

[0072] This embodiment relates to a heating control method for a tram engine cover. The method is based on the tram engine cover of Embodiment 1 and specifically includes the following steps:

[0073] Following the start-up and heating steps, and the control method, power is supplied to the reinforcing member 3 of the tram cover to generate heat. The reason for starting can be varied. For example, if the driver believes that snow covering the tram cover is obstructing visibility and needs to melt it, the driver can manually initiate the start command. Alternatively, the vehicle's electronic control unit (ECU or on-board computer) can automatically initiate the start command when it detects that the snow covering the tram cover has reached a certain thickness. Therefore, the core of the start-up step lies in the initial activation of the heating control method of this invention, while the reason for activation is not limited. Furthermore, the start-up can be achieved remotely via a remote key or through network control via software installed on a mobile communication terminal. Remote start-up can help drivers save more waiting time.

[0074] The heating step relies on the tram cover structure described in Embodiment 1 of this invention. Specifically, it is achieved by energizing the reinforcing member 3 by receiving power from the vehicle; the material properties of the reinforcing member 3 itself can convert electrical energy into heat energy. The method of this embodiment can easily melt snow covering the tram cover, allowing the snow to melt and detach from the cover on its own, or reducing the adhesion between the snow and the cover, facilitating manual snow removal.

[0075] To further enhance the intelligence of the hood heating control method, an information acquisition step and a parameter determination step are included between the startup step and the heating step. In the information acquisition step, the external temperature of the tram and snow accumulation parameters on the outer panel 1 of the hood are acquired in real time using temperature sensors mounted on the vehicle. These snow accumulation parameters include snow images, which are video or graphic information of snow accumulation captured by the vehicle's cameras. The snow images can intuitively reflect the thickness, softness, and partial melting of the snow, providing information helpful in determining the snow melting time. Therefore, the vehicle's computer control module can perform multi-dimensional information analysis on the snow images to provide a basis for calculating subsequent heating control parameters. The parameter determination step, based on the acquired external temperature and snow accumulation parameters, uses the vehicle's computer control module to calculate and predict the snow melting process, preset the electrical power of the reinforcing member 3, the final heating temperature of the reinforcing member 3, and the target snow melting time.

[0076] For example, when the snow accumulation image captured by the vehicle's camera shows a snow thickness of approximately 100mm, with relatively dense snow and slight surface melting, and the temperature sensor detects an outside temperature of -10℃, the vehicle's computer control module can use this information, along with the outside temperature data, to perform calculations and predict the snow melting process. For instance, the calculated preset power of reinforcement component 3 might be 1000W, the final heating temperature of reinforcement component 3 50℃, and the target snow melting time 5 minutes. These calculation parameters are for ease of listing only; in actual implementation, the various parameters of the snow accumulation and the outside temperature of the vehicle may differ, therefore the actual preset snow melting process may also vary.

[0077] In addition, to improve the coordination between the snow melting function and the windshield wipers, the control method in this embodiment can also detect whether the windshield wipers are in automatic mode after the snow melting function is activated and the vehicle starts moving. If not, the wipers will automatically turn on if the windshield is obstructed by water from melted snow, using a rain sensor to detect this, thus avoiding affecting driving safety. Of course, the wipers can also be manually turned on or off, with manual control having higher priority than automatic control.

[0078] To provide drivers with a clear understanding of the snow melting time required for the vehicle, a display step is included after the parameter determination step. This display step shows the final heating temperature of the reinforcing component 3 and the time required to achieve the snow melting target, as preset in the parameter determination step. The final heating temperature and the time required to achieve the snow melting target are only the most intuitive and important indicators for the driver. In addition to these, other indicators such as heating power, battery consumption, and snow accumulation images can also be displayed. In this embodiment, the display step following the parameter determination step means that its initial start time is later than that of the parameter determination step. Since subsequent adjustment steps can be dynamically adjusted as the snow melting process progresses, and the power of the reinforcing component 3 can be adjusted accordingly, if the display step could only show the initial snow melting parameters, there might be a lag in updating snow melting information, potentially leading to misjudgments by the driver and affecting their assessment of the vehicle's condition and the snow melting progress. Therefore, the information displayed in the display step can be updated in real-time according to the parameter determination step, allowing the driver to have a clear understanding and expectation of the snow melting process and remaining snow melting time.

[0079] The display medium can be an in-vehicle display screen or a head-up display (HUT) system, or other devices that provide the driver with information about the vehicle's status. This allows the driver to understand the approximate time required for snow melting and make informed decisions. However, the displayed steps do not necessarily need to be shown in real-time on the in-vehicle display screen or HUT system. The information displayed regarding snow melting can be prioritized based on its importance as the melting process progresses; only information at crucial time points will be displayed on the device.

[0080] To better adjust the electrical power of the reinforcing component 3 dynamically in real time, this embodiment includes an adjustment step during the heating process. This adjustment step adjusts the electrical power of the reinforcing component 3 based on the target snow melting time and changes in snow accumulation parameters collected during the information acquisition step. This step evaluates the snow melting process by comparing the collected snow melting image parameters with database parameters in real time. The database parameters can be modeled using parameters such as snow area, thickness, initial snow cover time, initial snowfall temperature, and vehicle interior and exterior temperatures. The difference between the snow melting progress determined by the real-time snow melting image parameters and the standard progress calculated from the corresponding values ​​in the database parameters is analyzed. The power of the reinforcing component 3 is then adjusted to ensure the overall snow melting progress closely approximates the standard progress. This power adjustment can be achieved by adjusting the current. Of course, to save energy, when heating has reached a certain time and the remaining snow accumulation is low, or when melting the bottom snow and manual removal is convenient, heating the reinforcing component 3 can be stopped, and the residual heat of the reinforcing component 3 can be used for snow melting. The time required to achieve the snow melting target during the adjustment process can be updated in real time on the vehicle display screen or the HUT system.

[0081] In the adjustment steps of this embodiment, although the heating power of the reinforcing member 3 can be kept constant, it is more preferable to use a variable heating power. The preferred method of power variation is to start high and then decrease. For example, a higher heating power can be used at the beginning of the heating process, so that the reinforcing member 3 can be rapidly raised to a certain temperature in a short time, such as 45-55°C, so that the bottom of the snow can quickly absorb heat and melt. Then the heating power is gradually reduced so that the temperature of the reinforcing member 3 is kept within a certain range. After the heating has been carried out for a certain period of time, the heating power can be further reduced so that the temperature of the reinforcing member 3 slowly decreases, but the snow can still be melted. At this time, the vehicle computer can perform calculations based on the collected parameters such as the snow thickness, the temperature of the reinforcing member 3, and the outside temperature to determine the snow thickness that the residual heat of the reinforcing member 3 can melt, and thus calculate when to stop heating the reinforcing member 3 so as to use the residual heat of the reinforcing member 3 to melt the snow, which can save more energy consumption.

[0082] Of course, the ambient temperature outside the vehicle may rise or fall during the snow melting process, which may affect the melting process. When the outside temperature rises, the snow melting process may be faster than the preset time, and when the outside temperature falls, the snow melting process may be slower than the preset time. Therefore, when the vehicle's computer calculates the remaining snow melting time and adjusts the heating power of the reinforcing component 3 according to the outside temperature, it can also take the influence of the outside temperature into account to achieve a more intelligent snow melting method.

[0083] Accordingly, the display steps can be shown in the following manner. For example, the initial parameter determination steps predict the final heating temperature, snow melting time, heating power, battery power consumption, snow accumulation image, and estimated power consumption of reinforcement component 3. This information can then be hidden to prevent excessive information from occupying the interactive interface of the display device, causing the driver to overlook or miss important information such as vehicle and road conditions. When the heating power of reinforcement component 3 reaches its maximum, the in-vehicle display or head-up display system (HUT system) can remind the driver of the change in snow melting parameters by flashing icons. The driver can click on the flashing icon to display the snow melting parameters in a concrete way on the in-vehicle display or head-up display system (HUT system). When the heating power of reinforcement component 3 is dynamically adjusted with the snow melting process, after the driver clicks on the flashing icon to display the snow melting parameters, the power change of reinforcement component 3 can be displayed through animated images. When reinforcement component 3 stops heating and the remaining snow melts through the residual heat of reinforcement component 3, an animated reminder of unused energy can be provided to the driver. When the vehicle's remaining power is low, the driver will be prompted that the power battery is low and whether the snow melting heating program should be turned off in advance. The specific graphical interface can be designed appropriately based on the size and pixel density of the display device and the processing power of the vehicle's computer; this invention does not impose excessive limitations on this. This display method provides the driver with information about the snow melting process and allows the driver to choose whether to display changing snow melting parameters to prevent accidents caused by sudden pop-up windows displaying snow melting parameters while the vehicle is in motion. Of course, the display method is not limited to this; in addition to the aforementioned graphical image display, it can also be combined with sound prompts and text-to-audio prompts.

[0084] To coordinate the power consumption of the vehicle's snow melting function, when the vehicle is charging, if the user activates the automatic snow melting function, after the vehicle is fully charged, the external camera will capture images of the hood every half hour. These images will be compared with a database to confirm whether the hood is covered with snow and the snow thickness. If the snow thickness is greater than or equal to the system's set value (typically 5cm or more), the controller will automatically start the snow melting function, and the subsequent operation logic will be the same. When the snow melting progress determined by the real-time snow melting image parameters has been completed, but if the user visually perceives that there is still snow, the heating element can remain on at low power, without activating the HUT (Heated Adapter) during this process. This function only activates automatically after charging is complete to prevent the vehicle from running out of power. The maximum low-power operation time mentioned above can be set to 6 hours; after 6 hours, the heating element will automatically stop working.

[0085] Furthermore, to make the snow melting method easier for the driver to control, it can also be manually adjusted. For example, the driver can manually input the expected snow melting time. The vehicle's computer, based on the driver's requirements, calculates the appropriate heating power according to the current snow area, thickness, outside temperature, battery charge, and electrothermal efficiency. This solution has different power designs depending on the material and shape of the reinforcing member 3. Suitable design parameters can be selected through actual testing; this invention does not impose excessive limitations on this. Of course, the driver can also choose to start with the maximum heating power, visually observe the snow melting process, and manually stop when the appropriate melting level is reached. Alternatively, the driver can choose a suitable temperature to start. The vehicle's computer selects the appropriate heating power based on the driver's temperature setting and predicts the snow melting process based on the collected snow images, displaying the melting time and power consumption. When the temperature set by the driver exceeds the safety limit, the vehicle's computer warns of overheating and maintains the highest power heating state. When heating has reached a certain time, the vehicle's computer can prompt the driver to stop heating for greater energy efficiency.

[0086] While some of the methods for intelligently regulating the electrical power of the reinforcing component 3 involve automatic calculations by the vehicle's computer control module, to prevent potential deviations in each step, the electric vehicle hood heating control method in this embodiment can also be actively regulated by the driver, with active regulation having higher priority than automatic regulation. After the driver actively activates the hood heating, when the vehicle is powered on (i.e., the driver starts the vehicle), the external camera captures images of the covering material on the hood surface, compares them with a database to confirm whether there is snow accumulation on the hood and the snow thickness. If the snow thickness is greater than or equal to the system set value (e.g., typically 3cm or more), the controller automatically activates the snow melting function, and the subsequent operating logic is the same as above. The driver can also control whether the HUT (Head-Up Display) needs to be activated during the heating process to display a visual snow melting process.

[0087] The above is the electric vehicle cover heating control method of this embodiment. The heating control can be ended when the snow melting target is achieved or the vehicle driver actively turns off the snow melting function.

[0088] The procedure of the method described in this embodiment is summarized as follows, using the following... Figure 10 The connection diagram of the tram engine cover heating control system shown below illustrates the specific steps of the process. Figure 11As shown in the diagram, the process begins with startup: heating control is activated; then information acquisition: temperature sensors and cameras acquire real-time external temperature and snow accumulation parameters of the electric vehicle, and parameter determination: the ECU presets the electric power, final heating temperature, and target snow melting time of the reinforcing component 3; next is display: the display device shows the preset final heating temperature and target snow melting time of the reinforcing component 3; finally, heating: the ECU commands the electric heating material 301 of the reinforcing component 3 to be energized, and simultaneously adjusts: dynamically adjusting the energizing power; after the heating control is completed, the program can be closed.

[0089] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A tram engine cover, characterized in that: It includes an outer hood panel (1) and an inner hood panel (2) stacked together, and a reinforcing member (3) sandwiched between the inner hood panel (2) and the outer hood panel (1); The reinforcing member (3) is made of an electrically heating material (301) to generate heat when energized.

2. The tram engine cover according to claim 1, characterized in that: The reinforcing member (3) is constructed as a mesh made of strip-shaped electrically heated material (301).

3. The tram engine cover according to claim 2, characterized in that: The electric heating material (301) is made of nickel-chromium alloy or carbon fiber.

4. The tram engine cover according to claim 2, characterized in that: The density of the electric heating material (301) constituting the edge region of the reinforcing member (3) is greater than the density of the electric heating material (301) constituting the central region of the reinforcing member (3).

5. The tram engine cover according to claim 4, characterized in that: The electric heating material (301) forms the edge region of the reinforcing member (3) in a ring-nested manner; the electric heating material (301) forms the middle region of the reinforcing member (3) in a cross-connected manner.

6. The tram engine cover according to any one of claims 1 to 5, characterized in that: An insulating layer (4) is sandwiched between the reinforcing member (3) and the inner panel (2) of the machine cover.

7. A method for controlling the heating of a tram engine cover, characterized in that, The method includes: Startup steps; In the heating step, power is controlled to be supplied to the reinforcing member (3) of the tram cover according to any one of claims 1-6 so that the reinforcing member (3) generates heat.

8. The tram engine cover heating control method according to claim 7, characterized in that, Between the start-up step and the heating step, the following steps are provided: The information collection steps involve obtaining the external temperature of the tram and the snow accumulation parameters on the outer panel (1) of the hood in real time. The parameter determination step involves presetting the electrical power of the reinforcing member (3), the final heating temperature of the reinforcing member (3), and the target snow melting time based on the collected external temperature and snow accumulation parameters.

9. The tram engine cover heating control method according to claim 8, characterized in that: After the parameter determination step, there is a display step that displays the final heating temperature of the reinforcing member (3) and the time required to achieve the snow melting target as preset in the parameter determination step.

10. The tram engine cover heating control method according to any one of claims 7 to 9, characterized in that, During the heating step, the following steps are included: The adjustment steps involve adjusting the electrical power of the reinforcing member (3) based on the target snow melting time and the changes in snow accumulation parameters collected during the information collection steps.

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