Electric drive vehicle thermal management system modeling method based on generalized bonding theory

Abstract

The invention relates to the technical field of electric drive vehicle thermal management systems, and provides an electric drive vehicle thermal management system modeling method based on a generalized bonding theory, and the method comprises the steps: S1, carrying out the mechanism analysis of a vehicle driving, braking, rotating and suspending thermal system; s2, modeling the vehicle electromechanical element; s3, vehicle liquid magnetic element modeling; s4, performing integrated modeling based on thermal management, decomposing the coupling relationship of each subsystem on the thermal management level, and uniformly representing the energy interaction relationship among the domains by using a bonding graph tool; and S3, summarizing an integrated global energy conservation relation of the thermal management system according to the key subsystem models established in S1, S2 and S3, and integrating the dynamic base tuple electromechanical liquid magnetism and the thermal management system based on cooperative cooperation of thermal management, a power system and a chassis system and considering the vehicle performance under the thermal boundary constraint, so as to obtain the dynamic base tuple electromechanical liquid magnetism thermal management system. On the basis of a generalized bonding theory, a unified model integrating thermal management of an electric drive chassis, a power system and a thermal system is constructed, so that the overall thermal management efficiency is optimized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric drive vehicle thermal management system, in particular to a modeling method of electric drive vehicle thermal management system based on generalized bond graph theory. BACKGROUND

[0002] With the rapid development of electric vehicles, the importance of its thermal management system is increasingly prominent. The electric drive vehicle thermal management system is responsible for temperature control of key components such as batteries, motors, and electronic controls, ensuring that they work within the optimal temperature range, thereby improving vehicle performance, extending service life, and ensuring safety.

[0003] Traditional electric drive vehicle thermal management system design usually uses empirical formulas and simplified models, which are difficult to accurately reflect the complex energy flow and conversion relationship inside the system, resulting in low design precision and great optimization difficulty. In addition, traditional methods usually model each component of the thermal management system independently, ignoring the coupling relationship between components, making it difficult to achieve system-level optimization design.

[0004] In recent years, modeling methods based on physical models have been gradually applied to electric drive vehicle thermal management system design. Among them, the generalized bond graph theory as a unified modeling method in multiple fields can effectively describe the energy exchange and interaction between different physical domains, providing a new idea for the integrated modeling of electric drive vehicle thermal management system. However, the existing modeling methods of electric drive vehicle thermal management system based on generalized bond graph theory still have deficiencies.

[0005] There are few patents on modeling of electric drive vehicle thermal management system based on generalized bond graph theory. Chinese patent CN114239427A discloses a modeling method of electric vehicle thermal management system based on moving boundary method, considering different heat exchange processes in different phases of heat exchanger, establishing a dynamic model of thermal management system, Chinese patent CN119042316A discloses an AMT gear decision-making method for electric heavy commercial vehicles based on EKF-DDPG algorithm, establishing an integrated bond graph model of electric drive system for electric heavy commercial vehicles, based on which the loss mechanism and dynamic efficiency characteristics of each component of the electric drive system are analyzed in depth, and a shift strategy based on system efficiency optimization is developed. The above-mentioned patents can realize dynamic modeling of electric drive vehicle thermal management system and in-depth analysis of electric drive system loss mechanism, but cannot realize comprehensive thermal management system modeling based on generalized bond graph theory, especially system overall modeling under multi-component coupling and complex working conditions. SUMMARY

[0006] The purpose of the application is to construct a multi-component management model covering the electric drive chassis, power system and thermal system based on the generalized bond graph theory, and to realize efficient coupling between systems. Through an integrated modeling method, the thermal management of the electric drive chassis, power system and thermal system is integrated into a unified model, thereby optimizing the overall thermal management efficiency.

[0007] The application provides a generalized bond graph theory-based electric drive vehicle thermal management system modeling method, which comprises the following steps: S1, mechanism analysis of the vehicle drive-to-suspension thermal system, specifically comprising S11-S14: S11, analysis of the physical response of the electric drive vehicle; S12, analysis of the coupling degree of the drive-to-suspension thermal system; S13, analysis of the response boundary of the drive-to-suspension thermal system; S14, weight level analysis of the vehicle drive-to-suspension thermal system; S2, modeling of the vehicle electromechanical component, specifically comprising S21-S23: S21, modeling of the key electromechanical component of the electric drive chassis; S22, modeling of the electromechanical component of the power system; S23, modeling of the electromechanical component of the thermal system; S3, modeling of the vehicle liquid magnetic component, specifically comprising S31-S33: S31, modeling of the key liquid magnetic component of the electric drive chassis; S32, modeling of the liquid magnetic component of the power system; S33, modeling of the liquid magnetic component of the thermal system; In S4, integrated modeling based on thermal management, specifically comprising S41-S42: S41, modeling of the electromechanical liquid magnetic component of the dynamic chassis, analyzing the coupling relationship of the subsystem, and establishing the electromechanical liquid magnetic model of the dynamic chassis based on the key subsystem model established in S2 and S3 and the coupling relationship of the subsystem; S42, integrated modeling of the thermal management system, analyzing the coupling relationship of the subsystem, summarizing the global energy conservation relationship of the integrated thermal management system based on the mechanism analysis results of the vehicle drive-to-suspension thermal system obtained in S1, the key subsystem model established in S2 and S3, and the overall vehicle performance under the constraint of the thermal boundary, and integrating the electromechanical liquid magnetic component of the dynamic chassis and the thermal management system into an integrated model based on the coordination of the thermal management and the power system and the chassis system.

[0008] Preferably, S11, analysis of the physical response of the electric drive vehicle, establishes a high-precision coupling model of the vehicle including the drive, brake, steering, suspension and thermal management system; S12 Drive-Brake-Steering-Suspension-Thermal System Coupling Analysis: Based on the high-precision vehicle coupling model already constructed in S11, this study analyzes the dynamic interaction characteristics of the drive, braking, steering, suspension, and thermal management systems, clarifies the performance boundaries under multi-physics coupling, collects dynamic signals of the vehicle under acceleration, braking, and steering conditions, and analyzes the interactions between the subsystems. S13 drive-braking-suspension-heating system response boundary analysis, based on the model and simulation results in S11, formulate a vehicle-level evaluation index system, and test and verify the system performance boundary.

[0009] S14. Weighted hierarchical analysis of the vehicle's drive and suspension thermal system: Based on the output of steps S11-S13, the importance weight of each subsystem and coupling relationship in the vehicle thermal management system is determined by the weighted hierarchical analysis method (AHP).

[0010] S11, Physical Response Analysis of Electric Drive Vehicles, S11 is completed in three stages: Step 1: Vehicle physical model construction.

[0011] Section 2: Dynamic Characteristics and Thermal Management Analysis.

[0012] Section 3: Vehicle Evaluation Indicators and Testing; This section is based on the models and simulation results of Sections 1 and 2 in S11, and formulates a vehicle-level evaluation indicator system and tests and verifies the system performance boundaries.

[0013] S12, Coupling analysis of the driven-transfer heat transfer system, S12 is completed in two steps: Step 1: Establishing Coupling Indicators.

[0014] Step Two: Coupling Degree Calculation. This step, based on the coupling index established in Step One, quantifies the coupling strength between the subsystems of the driven-to-suspended heat transfer system, providing a basis for system optimization.

[0015] S13, Response Boundary Analysis of Driven-Transfer Heat Transfer System, S13 is completed in three steps: Step 1: Construction of the physical model of the driven suspended heat subsystem.

[0016] Step 2: Boundary Condition Assessment.

[0017] Step 3: Response Boundary Analysis.

[0018] S14. Weighted hierarchical analysis of the vehicle's drive-braking-suspension thermal system requires establishing performance evaluation indicators for the vehicle's thermal management system subsystems, constructing a hierarchical analysis structure and judgment matrix, calculating the weights of each subsystem, and performing consistency checks. The input signals for this step are the coupling relationship table, the comprehensive coupling degree value, and the physical state and performance response data of the vehicle and each subsystem; the output signal is the weighted hierarchical analysis result.

[0019] Preferably, in S2, the vehicle electromechanical components are modeled, specifically including S21-S23: S21, Modeling of Key Electromechanical Components of the Electric Drive Chassis. S21 is completed in three stages: Step 1: Modeling of key mechanical components for the electric drive chassis; Step 2: Modeling of Key Electrical Components for the Electric Drive Chassis; Step 3: Modeling of Key Electromechanical Components of the Electric Drive Chassis. Based on the key mechanical component models and key electrical component models of the electric drive chassis obtained in Steps 1 and 2 of S21, the energy transfer relationship between mechanical and electrical components is described in a unified manner. The specific coupling connection mode and energy conversion of the core components in the electrical domain are obtained, and the total energy conservation of the system from battery chemical energy to wheel mechanical energy / loss is obtained. Power bonds are used to connect the sub-models to establish the key mechanical component model of the electric drive chassis.

[0020] S22, Modeling of the electromechanical components of the power system, S22 is completed in three stages: Step 1: Modeling of mechanical components in the power system; Step 2: Modeling of electrical components in the power system; Step 3: Modeling of electromechanical components of the power system. Based on Step 1 and Step 2 of S22, the energy flow of key electromechanical components of the power system is integrated to obtain the overall energy conservation relationship of the system.

[0021] S23, Modeling of the electromechanical components of the thermal system, S23 is completed in three steps: Step 1: Modeling the mechanical components of the thermal system; Step 2: Modeling the electrical components of the thermal system; Step 3: Modeling of the electromechanical components of the thermal system. After completing the independent modeling of Step 1 and Step 2, the two need to be coupled through the energy conversion interface to form a complete electromechanical-thermal integrated bond graph model. The electromechanical coupling of the thermal system needs to be achieved through dual paths of thermoelectric conversion and electromechanical conversion.

[0022] Preferably, in S3, the vehicle's hydraulic-magnetic elements are modeled, specifically including S31-S33: S31, the modeling of key hydraulic-magnetic components for the electric drive chassis is completed in four stages.

[0023] Step 1: Modeling of key liquid components in the electric drive chassis; Step 2: Modeling of key magnetic elements in the electric drive chassis; Step 3: Modeling of key hydraulic-magnetic components for the electric drive chassis; Based on the models established in steps one and two of S31, the overall energy balance relationship in the multi-domain system is solved. S32, Modeling of the Hydraulic-Magnetic Units of the Dynamic System. S32 is completed in three steps: Step 1: Modeling of liquid tuples in the dynamic system.

[0024] Step 2: Modeling of magnetic tuples in dynamic systems.

[0025] Step 3: Modeling of the Fluid-Magnetic System. Based on Steps 1 and 2 in S32, summarize the key components of the fluid-magnetic system and solve for the overall energy conservation relationship of the system. S33, Modeling of the Fluid-Magnetic Units in the Thermal System: S33 is completed in three steps: Step 1: Modeling of liquid tuples in thermal systems; Step 2: Modeling the magnetic tuples of the thermal system; Step 3: Modeling of the liquid-magnetic components of the thermal system. Based on Step 1 and Step 2 of S33, the key components of the liquid-magnetic system of the thermal system are summarized, and the liquid components and magnetic components of the thermal system are coupled.

[0026] Preferably, in S4, there is an integrated modeling based on thermal management, specifically including S41-S42: S41, the dynamic bottom element electromechanical-hydraulic-magnetic modeling and association method, S41 is completed in two steps: Section 1, Subsystem Coupling Analysis, analyzes the coupling relationships between mechanical, electrical, fluid, and magnetic fields. The four physical domains are coupled through four paths: heat exchange, electromagnetic induction, mechanical transmission, and fluid drive. The coupling relationships include: electromechanical coupling, mechanical-hydraulic coupling, and hydraulic-magnetic coupling.

[0027] Step 2: Multi-system coupling modeling; This step couples the subsystems based on the key subsystem models established in S2 and S3 and the coupling relationships listed in Step 1 of S41, and establishes a dynamic bottom tuple electromechanical-hydraulic-magnetic model.

[0028] S42, Integrated Modeling of Thermal Management System, S42 is completed in two stages: Step 1: Subsystem Coupling Analysis. The coupling relationships of each subsystem at the thermal management level are decomposed, and the energy interaction relationships between each domain are uniformly represented using bond graph tools. Step 2: Multi-system coupling modeling. Based on the mechanism analysis results of the vehicle drive-braking-suspension-thermal system obtained in S1, and the key subsystem models established in S2 and S3, the global energy conservation relationship of the integrated thermal management system is summarized. Based on the synergistic cooperation between thermal management, power system, and chassis system, and considering the overall vehicle performance under thermal boundary constraints, the integrated thermal management system model is obtained by integrating the dynamic chassis element electromechanical-hydraulic-magnetic system with the thermal management system into an integrated model.

[0029] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following: 1) The electric drive vehicle thermal management system modeling method based on generalized bonding theory described in this invention establishes a thermal management system model through four steps: vehicle drive-to-suspension thermal system mechanism analysis, vehicle electromechanical element modeling method, vehicle hydraulic-magnetic element modeling method, and integrated modeling method based on thermal management. It can accurately reflect the complex energy flow and conversion relationship inside the system, reveal the spatiotemporal evolution mechanism of energy flow inside the system, and has high model accuracy. 2) The modeling method for the thermal management system of electric drive vehicles based on generalized bonding theory described in this invention analyzes the mechanism of the vehicle's drive-braking-transfer thermal system by constructing and analyzing the physical model of the whole vehicle and modeling the physical model of the subsystems, clarifying the response boundaries of each subsystem and performing weight hierarchical analysis, thereby improving the system's collaborative efficiency and promoting the integrated design of the system. 3) The electric drive vehicle thermal management system modeling method based on generalized bonding theory described in this invention quantifies the structure of the electromechanical components of the vehicle's electric drive chassis, power system, and thermal system, analyzes and constructs the structure of different systems in the same electromechanical domain, and forms a multi-system collaborative modeling system. 4) The electric drive vehicle thermal management system modeling method based on generalized bonding theory described in this invention optimizes and selects the modeling object at the system level through the vehicle hydraulic-magnetic element modeling method. By selecting key components and determining the connection relationship between key components, the collaborative work between different subsystems is realized, thereby enhancing the accuracy of modeling. 5) The electric vehicle thermal management system modeling method based on generalized bonding theory described in this invention integrates various components and subsystems in the thermal management system into a complete model for comprehensive analysis based on integrated thermal management modeling. This can more realistically reflect the overall working condition of the thermal management system and clearly show the energy transfer and heat exchange relationships between various components in the thermal management system. 6) The modeling method for the thermal management system of electric vehicles based on generalized bonding theory described in this invention unifies the elements of different physical fields such as mechanical, electrical, and thermal in the thermal management system of electric vehicles through the form of bond graphs, clearly showing the energy flow and interaction relationships between the elements, comprehensively and accurately describing the coupling characteristics of the system, and providing a solid foundation for in-depth analysis of system behavior. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1This is a schematic diagram illustrating the overall steps of the modeling method for the thermal management system of an electric drive vehicle based on generalized bonding theory as described in this invention.

[0032] Figure 2 This is a schematic diagram of the overall architecture of the modeling method for the thermal management system of an electric vehicle based on generalized bonding theory, as described in this invention.

[0033] Figure 3 This is a schematic diagram of the overall architecture of S1 as described in this invention.

[0034] Figure 4 This is a schematic diagram of the overall architecture of S2 as described in this invention.

[0035] Figure 5 This is a schematic diagram of the overall architecture of S3 as described in this invention.

[0036] Figure 6 This is a schematic diagram of the overall architecture of S4 as described in this invention.

[0037] Figure 7 This is a flowchart of the S21 algorithm described in this invention.

[0038] Figure 8 This is a flowchart of the algorithm S41 in S4 of the present invention.

[0039] Figure 9 This is an example diagram of the key mechanical component model of the electric drive chassis in S21 of the present invention.

[0040] Figure 10 This is an example diagram of the electromechanical-hydraulic-magnetic model of the moving bottom element S41 in S4 of the present invention.

[0041] Figure 11 This is an example diagram of the integrated thermal management system model of S42 in S4 of the present invention. Detailed Implementation

[0042] The technical solution of the present invention will now be described with reference to the accompanying drawings.

[0043] In embodiments of the present invention, words such as "exemplarily," "for example," etc., are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" in the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the word "exemplary" is intended to present the concept in a concrete manner. Furthermore, in embodiments of the present invention, the meaning expressed by "and / or" can be both, or either one.

[0044] In the embodiments of this invention, the terms "image" and "picture" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning. Similarly, the terms "of," "corresponding (relevant)," and "corresponding" may sometimes be used interchangeably. It should be noted that, without emphasizing the distinction between them, they convey the same meaning.

[0045] In this embodiment of the invention, sometimes a subscript such as W1 may be written in a non-subscript form such as W1. When the difference is not emphasized, the meaning they express is the same.

[0046] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0047] This invention provides a modeling method for the thermal management system of an electric drive vehicle based on generalized bonding theory. The method is applied to the overall thermal management system of a drive vehicle and is described below: S1. Mechanism analysis of vehicle drive suspension heating system; S2. Establish a vehicle electromechanical element model; S3. Establish a vehicle hydraulic-magnetic element model; S4. Integrated modeling based on thermal management.

[0048] In S1, the process of analyzing the mechanism of the vehicle's drive-braking suspension heating system specifically includes S11-S14: S11, Physical Response Analysis of Electric Drive Vehicles, S11 is completed in three stages: Step 1: Vehicle Physical Model Construction. The main task of this step is to establish a high-precision coupled model of the entire vehicle, including the drive, braking, steering, suspension, and thermal management systems, clarifying the interaction relationships between each subsystem, and providing a simulation basis for subsequent response boundary analysis. Therefore, the input signals for this step are vehicle system parameter signals, vehicle operating conditions, operational input signals, and safety constraint signals; the output signals are the physical state and performance response data of the entire vehicle and each subsystem.

[0049] Section Two: Dynamic Characteristics and Thermal Management Analysis. The main task of this section is to analyze the dynamic interaction characteristics of the drive, braking, steering, suspension, and thermal management systems based on the high-precision coupled vehicle model established in Section One of S11. This involves clarifying the performance boundaries under multi-physics coupling, collecting dynamic signals of the vehicle under acceleration, braking, and steering conditions, and analyzing the interactions between the subsystems. Specifically, this includes: Dynamic characteristic analysis: quantifying the mechanical response of the drive, braking, steering, and suspension systems under typical operating conditions; Thermal management analysis: evaluating the thermal load and heat dissipation requirements of the motor, battery, and brake discs. Therefore, the input signals for this section are vehicle state signals, dynamic control signals, and thermal constraint signals; the output signals are dynamic response signals and thermal management output signals.

[0050] Step 3: Vehicle Evaluation Indicators and Testing. This step, based on the models and simulation results from Steps 1 and 2 in S11, establishes a vehicle-level evaluation indicator system and tests and verifies the system performance boundaries. Specifically, this includes: defining key evaluation indicators: quantifying the comprehensive performance of the drive-braking-suspension-heating system, namely, power performance, safety, comfort, and thermal stability; designing test conditions: covering typical and extreme scenarios, comparing simulation and measured data, calibrating the model, and confirming the validity of the boundaries. The input signals for this step are the physical state and performance response data of the vehicle and its subsystems, dynamic response signals, thermal management output signals, and evaluation indicators; the output signal is the performance indicator data.

[0051] S12, Coupling analysis of the driven-transfer heat transfer system, S12 is completed in two steps: Step 1: Establishing Coupling Indicators. The purpose of this step is to quantify the coupling relationship between the drive, braking, and suspension systems. By establishing multi-dimensional coupling indicators, a theoretical basis is provided for subsequent coupling degree calculations. The entire vehicle system is decomposed into independent but interactive sub-modules. An independent model is established for each subsystem, clarifying the energy flow, signal flow, and physical constraints between subsystems. Quantifiable parameters are constructed to characterize the coupling strength and directionality. The input signals for this step are dynamic characteristic signals, control logic and signals, and measured interaction data; the output signals are subsystem interface specifications and coupling relationship tables. The interface specifications include the types, units, ranges, transmission directions, and constraints of the physical quantities interacting between each subsystem. The coupling relationship table reflects the coupling objects, coupling methods, coupling metrics, and coupling modes.

[0052] Step 2: Coupling Degree Calculation. This step, based on the coupling index established in Step 1, quantifies the coupling strength between the subsystems of the driven-to-suspended heat transfer system, providing a basis for system optimization. The comprehensive coupling degree is calculated as shown in equation (1): (1); In the formula, ω E , ω S ,ω R , ω C These are the weights of the indicators for energy interaction strength, signal correlation, dynamic response coupling, and constraint dependence, respectively. E 传递 The energy transferred from the active subsystem to the passive subsystem, E 主动方输出 This represents the total output energy of the active subsystem. Corr ( X A , Y B () is the active subsystem signal X A With passive subsystem signals Y B Pearson correlation coefficient K t For response timeliness coefficient; ΔX A This refers to the change in parameters of the active subsystem. X Amax This represents the maximum value of the active subsystem parameters; ΔY B This refers to the change in the parameter response of the passive subsystem. Y Bmax This represents the maximum value of the passive subsystem parameters; P B受限 This refers to the performance loss of the passive subsystem due to the constraints of the active subsystem. P B额定 Rated performance for the passive subsystem.

[0053] The input signals for this stage are subsystem interface specifications, coupling relationship table, subsystem parameter signals, operating condition signals, and interaction interface signals, and the output signal is the static integrated coupling degree value.

[0054] S13, Response Boundary Analysis of Driven-Transfer Heat Transfer System, S13 is completed in three steps: Step 1: Construction of the Physical Model of the Drive-to-Suspension Heat Transfer Subsystem. This step, based on the models and coupling analysis results of S11 and S12, constructs a high-precision physical model including boundary conditions. The input signals for this step are subsystem parameters, coupling relationship table, and comprehensive coupling degree value; the output signals are the whole vehicle simulation model with integrated boundary constraints and the initial list of boundary parameters.

[0055] Step Two: Boundary Condition Assessment. This step identifies key boundary thresholds for each subsystem of the drive-braking-suspension-heating system during interaction through multi-scenario simulation, parameter sensitivity analysis, and verification with measured data. It assesses the rationality of the initial boundary parameters, providing a quantitative basis for subsequent boundary analysis. The input signals for this step are the vehicle simulation model with integrated boundary constraints, the initial parameter list, the definition of extreme operating conditions, and environmental parameters; the output signal is the boundary parameters.

[0056] Step 3: Response Boundary Analysis. This step, based on the model building and boundary assessment results of the previous two steps, comprehensively analyzes the overall performance boundaries of the drive-to-suspension heating system. It integrates the independent boundaries of each subsystem and identifies the key parameters that have the greatest impact on the boundaries. The input signals for this step are the integrated boundary constraints of the whole vehicle simulation model and the boundary parameters; the output signal is a ranked list of key parameters.

[0057] S14, Weighted Hierarchical Analysis of Vehicle Drive-Switch Thermal System: Based on the outputs of S11, S12, and S12, S14 uses the Weighted Hierarchical Analysis (AHP) to determine the importance weights of each subsystem and coupling relationship in the vehicle thermal management system, providing a basis for subsequent optimization and decision-making. This requires establishing performance evaluation indicators for the vehicle thermal management system subsystems, constructing a hierarchical analysis structure and judgment matrix, calculating the calculated weights of each subsystem, and performing consistency checks. The input signals for this step are the coupling relationship table, the comprehensive coupling degree value, and the physical state and performance response data of the vehicle and each subsystem; the output signal is the weighted hierarchical analysis result.

[0058] In S2, the vehicle's electromechanical components are modeled, specifically including S21-S23: S21, Modeling of Key Electromechanical Components of the Electric Drive Chassis. S21 is completed in three stages: Step 1: Modeling of Key Mechanical Components in the Electric Drive Chassis. The key mechanical components within the vehicle chassis system include five systems: drive motor, reducer, drive shaft, wheels, and suspension system. This is achieved through the rotational inertia of the mechanical domain components. I Resistive components R converter TF This involves constructing and integrating the coupling relationships between five systems within the vehicle chassis system: the drive motor, reducer, drive shaft, wheels, and suspension system. The drive motor conversion section in the key mechanical element model of the electric drive chassis utilizes a rotary mechanism. GY : KT This indicates that the frictional resistance of the rotating parts of a machine is represented by a resistive element. R_r This indicates that the moment of inertia is represented by an inductive element. I_r This indicates that the load torque of the drive motor is supplied by a variable potential source. Se_T This indicates that the components are connected via nodes "0" and "1"; then, considering the drive shaft and reducer section, the stiffness of the gear meshing is determined. C_gear DampingR_gear Drive shaft inertia I_shaft Capacitive components C_ shaaft Damping R_shaft Represented as an element, and connected to the output of the drive motor element; the wheel system includes transmission inertia. I_J and wheel rotational inertia I_wheel The suspension system includes the vehicle's weight. I_body Suspension springs C_sus Dampers R_ sus , , and displacement potential source Se_y The above components are represented by bond graph components, and the sub-models are connected using power bonds to establish a bond graph model of key mechanical elements for the electric drive chassis.

[0059] By connecting the common flow node "1" and the common potential node "0", the energy flow and mechanical coupling relationship of "drive motor → reducer → drive shaft → wheel → suspension →" are connected in series. The output of the drive motor is transmitted through the rotary valve. GY : KT and transmission ratio converter TF The drive shaft and reducer section are connected. The reducer output is coupled to the wheel and suspension system through a "1" node. The transmission system output is connected to the wheel rotational inertia through a "1" node.

[0060] The overall energy conservation is shown in equation (2): (2); In the formula, I_total For the sum of inertial elements, C_total It is the sum of capacitive components. R_total It is the sum of resistive components. ω shaft It is the angular velocity of the shaft system, Δ θ total It is the total angular displacement difference, Δ ω total It is the difference in total angular velocity. τ wheel , ω wheel It refers to the output torque and angular velocity of the wheel.

[0061] exist Figure 9 The diagram shows an example of the key mechanical component model of the electric drive chassis in S21 of S2.

[0062] Step Two: Modeling of Key Electrical Components in the Electric Drive Chassis. In the chassis domain, key mechanical components include three parts: the power battery, the drive motor controller, and the DC / AC converter. In the model of key electrical components for the electric drive chassis, the power battery element includes an ideal voltage source. Se_Voc Internal resistance lossR_r The drive motor controller components include power switching devices. IGBT Bus capacitor C 1 Switching losses R_loss Inductive energy storage I_es and capacitor filtering C_fil Diode loss using resistive components R_d This indicates that the winding resistance is achieved using resistive elements. R This indicates that the winding inductor uses inductive elements. I_r This indicates that the three-phase input voltage of the drive motor uses a variable voltage source. Se_V This indicates that the components are connected via nodes "0" and "1", and the components are connected via power keys. The main path is: power battery → DC / AC converter → drive motor controller → drive motor.

[0063] The specific connection method is as follows: battery voltage source Se_Voc As the system's total energy source, its output is connected to a "1" node, at which the battery's internal resistance is connected. R_r Connect from node "1" to node "0", and connect the bus capacitor at node "0". C1 and switching losses R_loss The "0" node is connected to the DC / AC converter, and the converter output is connected to a "1" node, on which a filter inductor is connected. I_es The other end of the filter inductor is connected to the "0" node, and the filter capacitor is also connected to this "0" node. C_fil and ideal output voltage source Se_V .

[0064] In the aforementioned key electrical component model of the electric drive chassis, electrical energy is stored as chemical energy through an electrochemical reaction inside the battery. The battery then chemically discharges, converting the electrical energy into mechanical energy via a motor. The voltage level of electrical energy is adjusted through a DC / AC converter.

[0065] Step 3: Modeling of Key Electromechanical Components in the Electric Drive Chassis. This step involves modeling the coupling of mechanical and electrical components in the electric drive chassis, requiring a unified description of the energy transfer relationships between mechanical and electrical components. Based on Steps 1 and 2 of S21 in S2, the core component types in the mechanical domain are inertia... I Damping R Stiffness C ,elasticity C converter TF The core component types in the electrical domain are inductors. I ,capacitance C ,resistance R Modulation converter MTF_DThe two domains are connected by a rotary valve. GY To achieve electromechanical energy conversion.

[0066] The specific coupling connection method and energy conversion: battery Se As a voltage source, through internal resistance R_r The released electrical energy, after being modulated by the inverter, drives the inductance of the motor windings. I_r and resistance R_closs The current generated by the drive motor passes through the rotary valve. GY Converted into mechanical torque T_em It enters the mechanical domain. Mechanical torque is transmitted through the gearbox input shaft inertia. I_J Passed to converter TF_ r Moment of inertia of the drive shaft I_J With stiffness C_gear and bearing wear friction R_bloss In parallel operation, the output torque of the drive shaft is transmitted through the differential converter. TF_r_s Distributed to inertia I_s The torque is fed into node "0". Node "0" distributes the torque evenly to the left and right wheels, driving the wheel hub inertia. I_w Overcoming rolling resistance is necessary R_w .

[0067] The total energy flow potential is: battery chemical energy → electrical energy → drive motor electromagnetic energy → torque mechanical energy → inertia stored kinetic energy → stiffness elastic potential energy → friction loss heat energy.

[0068] The total energy conservation formula from battery chemical energy to wheel mechanical energy / loss system is shown in equation (3) below: (3); in, E chem Indicates the chemical energy of a power battery. E I_J Indicates the moment of inertia of the drive shaft I_J Rate of change of energy E I_w Indicates the moment of inertia of the drive hub I_w Rate of change of energy E C_gear Indicates the stiffness of the drive shaft C_gear Rate of change of energy P loss_all This represents the total energy loss of the system.

[0069] S22, Modeling of the electromechanical components of the power system, S22 is completed in three stages: Step 1: Modeling the Mechanical Components of the Powertrain System. The mechanical components of the powertrain system include six parts: drive motor, clutch, transmission, drive shaft, differential, and wheels. These six parts are summarized as inertial elements, capacitive elements, resistive elements, and converters. Inertial elements include the rotational inertia of the drive motor. I_J Mass inertia I_m and moment of inertia I_i Capacitive elements include spring stiffness. C Resistive components include load friction. R_L air resistance R_area and converter gearbox TF .

[0070] The components are connected via nodes "1" and "0" to form a mechanical energy transmission chain: "drive motor → clutch → transmission → drive shaft → differential → wheel". Specifically, the drive motor output is connected to a node "0", and the moment of inertia is connected to this node. I_J and load friction R_L Connect from node "0" to node "1", and connect the mass inertia to node "1". I_m Node "1" is also connected to the clutch, and the clutch output is connected to another node "1". At this node "1", the moment of inertia is connected. I_i and spring stiffness C Node "1" is also connected to the converter gearbox. TF , TF The output is connected to a "0" node, and the air resistance is connected to this "0" node. R_area The "0" node is also connected to the drive shaft, and the output end of the drive shaft is connected to a "1" node, on which the moment of inertia is connected. I_i Spring stiffness C and load friction R_L The "1" node is then connected to the differential, and the other end of the differential is connected to a "0" node. Two "1" nodes branch off from the "0" node, and each "1" node is connected to a moment of inertia. I_i Load friction R_L and air resistance R_area Finally, node "1" is connected to the wheel.

[0071] The change in the total energy of the system is shown in equation (4): (4); In the formula, Indicates the moment of inertia of the drive shaft I_J Rate of change of energy Represents the moment of inertia I_i Rate of change of energy Indicating mass inertia I_mRate of change of energy This represents the rate of change of energy of a capacitive element. P loss_R_L For load friction loss, P loss_R_area For air resistance loss, P input This is the input power for driving the motor.

[0072] Step 2: Modeling the Electrical Components of the Power System. The electrical component of the power system includes the potential source. Se Source Sf ,inductance I_L ,capacitance C Drive load R_L ,resistance R_s Inductor filtering I_Ls Driving moment of inertia I_J Rotary GY_K Components. Potential source. Se Provide constant or time-varying voltage and current sources Sf Provide constant current, inductance I_L Storing magnetic field energy, impeding changes in electric current, capacitance C Storing electric field energy, hindering voltage changes, resistance R_s The electrical energy is dissipated as heat and by the rotary valve. GY_K Achieving energy conversion between the electrical and mechanical hydraulic domains. Potential source. Se As the system's total energy source, its output is connected to a "1" node. A resistor R_s is connected to this "1" node, and from the "1" node, a capacitor is connected in parallel to the "0" node. C and source Sf The "0" node is connected to the inductor filter. I_Ls The other end of the inductor filter is connected to a "1" node, and an inductor is connected in series at this "1" node. I_ L Node "1" is connected to the rotary engine. GY_K Electrical side, rotary GY_K The mechanical side is connected to a "1" node, and the driving rotational inertia is connected in series at this "1" node. I_J and drive load R_L .

[0073] Integrating the electrical and mechanical domains, the energy flow from potential source input to mechanical output satisfies the following equation (5): (5); in, P Se Input power to the potential source P loss_R_s For resistive loss, Ploss_mech For losses due to mechanical friction, Indicating inductor filtering I_Ls Rate of change of energy.

[0074] Step 3: Modeling of Electromechanical Components in the Power System. Based on Steps 1 and 2 of S22 in S2, the key electromechanical components of the power system include motor inertia. I_J Moment of inertia I_i、 Load friction R_L Transformer gearbox TF and rotary GY_K Wait, voltage potential source Se Drive current i pass R_s and I_L Arrival Rotary GY_K Rotary GY_K Converting current into torque to drive rotational inertia I_J Moment of inertia I_J The rotational motion is transmitted through the transformer. TF This is converted into different torques and speeds, and the output torque drives the parallel springs. C ,inertia I_i and damping R_L On the other side TF Convert rotational motion into translational motion to drive the mass block. I_m , I_m The translational speed is affected by air resistance R_area The effects are ultimately dissipated as heat energy.

[0075] Integrating the energy flows of stage one and stage two, the overall energy conservation formula of the system is shown in equation (6) below: (6).

[0076] S23, Modeling of the electromechanical components of the thermal system, S23 is completed in three steps: Step 1: Modeling the Mechanical Components of a Thermal System. In a thermal system, potential is represented by a temperature difference. ΔT Flow is expressed as heat flow. Q ,power P=ΔT·Q Heat capacity C Thermal resistance represents an object's ability to store heat energy. R This refers to a component that impedes heat conduction or convection.

[0077] This section decomposes the thermo-mechanical coupling components, thereby designing some key bond graph components. In the mechanical domain, these components have rotor inertia. I_J Impeller inertia I_i Brake disc inertia I_disk Resistance torque R_k bearing friction R_bearing Braking frictionI_brake and braking heat capacity C_brake In the thermal domain, the component has a high-temperature heat source. Se_hot Heat dissipation thermal resistance R_diss Thermal resistance R_h Heat capacity C_h and thermo-mechanical converter TF_h .

[0078] High temperature heat source Se_hot Through thermal resistance R_h Connect to node "0", and node "0" branches into two paths. One of the connection heat capacity C_h Through the thermo-mechanical conversion rotary device TF_h Coupled to the mechanical domain, and secondly directly connected to the rotational inertia of the mechanical domain. I_J Energy is transferred through thermomechanical coupling, high-temperature heat source Se_hot Heat through R_h The transmission to node "0" is also divided into two parts, one of which is hot-capacitated. C_h Storage, another part is through a thermo-mechanical converter. TF_h Converted into mechanical work. Rotary heat-work conversion device. TF_h Output terminal connected to moment of inertia I_J Then through bearing damping R_bearing Connected to mechanical load potential source Se_load Moment of inertia I_J Through braking damping R_brake Connected to the brake thermal power conversion rotary unit TF_ brake Its output terminal is connected to the braking heat capacitor. C_brake and heat dissipation thermal resistance R_diss Finally connected to the ambient heat source Se_env .

[0079] Integrating the thermal and mechanical domains, the energy flow satisfies the following equation (7): (7); in, P hot Indicates heat flow rate of heat source Se_hot 'output power' Indicates the rate of change of thermal energy. This indicates the dissipation of heat energy.

[0080] Step 2: Modeling the Electrical Components of the Thermal System. Considering the electrochemical heat generation, heat transfer processes, and thermo-electric coupling effects, the electrochemical heat generation port includes components such as current input. Se_I Internal resistance R_r Entropy change of reaction TF_t The above components are coupled to the thermal domain via a converter; the thermal domain port contains components: battery material heat capacity. C_th Internal heat conduction、R_cond Surface convection / radiation R_ conv Current I Flow through internal resistance R_r Joule fever I 2 R_r Current passes through a reversible entropy thermal converter TF The heat generated by the reaction; the heat generated by electrochemical reaction and the heat generated by the thermal domain are superimposed at the "0" node and connected to the heat capacity. C_th ,temperature T As it rises, heat passes through the thermal resistance. R_ conv Dissipated into the environment T — env Through a constant heat source Se With controlled heat source Sf Simulating losses, the drive motor side connects the winding heat capacity through "0" and "1" nodes. C_cu Contact thermal resistance R_case Casing heat capacity C_case and environmental thermal resistance R_env The drive motor controller also uses "0" and "1" nodes to control the chip's thermal capacity. C_ctrl Thermal resistance of heat sink R_hsnk Connect to the environment.

[0081] Integrating the heat generated by electrochemical processes and the heat flow from the drive motor side and the drive motor controller side, the overall energy conservation formula of the system is shown in equation (8) below: (8); In the formula, k t The electrothermal coupling coefficient is... P case_loss For contact thermal resistance loss, P hsnk_loss This refers to the thermal resistance loss of the heat sink.

[0082] Step 3: Modeling the Electromechanical Components of the Thermal System. After completing the independent modeling in Steps 1 and 2, the two need to be coupled through an energy conversion interface to form a complete electromechanical-thermal integrated bond graph model. The electromechanical coupling of the thermal system needs to be achieved through a dual path of thermoelectric conversion and electromechanical conversion. Key components include: thermoelectric coupling elements and reversible entropy heat exchangers. TF Electromechanical coupling element thermo-power conversion rotary device TF_h Thermo-mechanical coupling element thermo-work conversion rotary device TF_brake .

[0083] Current source Se_I Drive current i Through internal resistance R_r Joule heating P=I2 R_r Directly injecting heat into the "0" node of the thermal domain to heat the battery material's heat capacity. Ct_h Current i Through a reversible entropy heat converter TF The heat of reaction is generated and superimposed on the Joule heat at the "0" node. (Heat-work conversion rotary device) TF_h To achieve electromechanical energy conversion, voltage and current in the electrical domain pass through... GY Converted into mechanical torque and speed, driving the rotational inertia of the mechanical domain. I_J thermal domain TF_h Converting heat into mechanical work to drive I_J Rotation to overcome bearing friction R_bearing and load torque Se_load During braking, mechanical kinetic energy is transferred through... R_brake and TF_brake Converted into heat energy and stored in the braking heat capacity. C_brake and through R_diss Heat dissipation, high-temperature heat source Se_hot The heat through R_h Transmitted to C_h and TF_h , TF_h heat flow Q Converted into mechanical power P ,drive I_J , I_J rotational speed ω pass GY Generating current i Electrical energy is stored in the electrical domain or drives the load, and mechanical friction... R_bearing and electrical internal resistance R_r The heat generated is all passed through thermal resistance. R_conv , R_ diss , R_env It is lost to the environment.

[0084] Integrating steps one, two, and three yields the overall electrical domain balance formula as shown in equation (9): (9); In the formula, kg The electromechanical coupling coefficient is... C elec For capacitive components in the electrical domain, v This indicates the voltage of an electrical component.

[0085] The overall equilibrium formula for the mechanical domain is shown in equation (10) below: (10); In the formula, k h The thermo-mechanical coupling coefficient, kb This is the braking coupling coefficient.

[0086] The overall thermal equilibrium formula is shown in equation (11) below: (11); Vehicle hydraulic-magnetic element modeling in S3, specifically including S31-S33: S31, Modeling of Key Hydraulic-Magnetic Elements for Electric Drive Chassis; S31 is completed in three stages: Step 1: Modeling Key Fluid Components of the Electric Drive Chassis. This step integrates the dynamic behaviors of the mechanical and hydraulic domains to construct a multi-domain coupled energy conversion model. The fluid system of the electric drive chassis involves a cooling system, a lubrication system, and a hydraulic control system. Key components include: coolant pumps, throttle valves, solenoid valves, heat exchangers, and reservoirs. These are categorized as resistive components, inertial components, capacitive components, and heat exchangers. Components include: potential sources. Se Valve damping R_valve Environmental damping R_ env Pipeline inertia I_pipe Storage tank C_tank Liquid heat capacity C_liquid , drive motor heat capacity C_motor Heat exchanger TF Environmental heat dissipation TF_env .

[0087] In the fluid mechanical domain, the potential variable manifests as pressure. P The flow variable is expressed as volumetric flow rate. Q In the thermal domain, the potential variable manifests as temperature. T The flow variable is expressed as heat flow. Q th The liquid pump acts as a potential source. Se Provides the driving pressure for the hydraulic system, drives the fluid flow, and connects to downstream components through the "0" node to ensure that the pump outlet pressure matches the pipeline pressure, and mitigates pipeline inertia. I_pipe Describes the inertial effect of a liquid accelerating in a pipe; inertial parameters. I=ρL / A , ρ For the density of the liquid, L For the length of the pipe, A The cross-sectional area is [value], connected between node "0" and the throttling valve to allow continuous flow of fluid. Valve damping [function]. R_valve Connected to pipe inertia I_pipe and with the storage tank C_tank In parallel operation, the power flow is converted into heat energy through valves, and the liquid storage tank... C_tank Storing liquids and buffering pressure fluctuations, capacitive parameters C_tank = V / β ,in, V For volume,β The volumetric elastic modulus of the liquid is connected in parallel with the valve through the "0" node. The potential change is equal to the pressure at both ends of the valve, and the power flow flows into or out of the storage tank according to the pressure change.

[0088] The energy balance of the mechanical domain nodes is shown in equation (12): (12); In the thermal domain, the heat capacity of the liquid C_liquid Through node "1" and heat exchanger TF The connection allows heat energy to dissipate from the liquid mechanical domain through the valve and flow into the system. C_liquid heat exchanger TF Through another "1" node and the thermal capacity of the drive motor C_motor Connection, power flow from the high-temperature end to the low-temperature end, environmental damping. R_env and environmental heat capacity C_env Through node "1" and environmental heat exchanger TF_env Connection, power flow from the system to the environment for heat dissipation, environmental thermal converter TF_env Through node "1" and C_liquid Parallel connection transfers waste heat from the liquid to the environment; environmental heat exchanger. TF_env The other side directly with C_motor The connection allows the motor's heat to directly enter the environment, while the power flow moves from the high-temperature components to the environment, affecting the motor's heat capacity. C_motor Through node "1" and heat exchanger TF and environmental heat dissipation TF_env They are connected in parallel and simultaneously receive the internal heat source generated by the motor operation. The power flow includes the heat transferred from the heat exchanger, the heat generated by the motor itself, and the heat dissipated to the environment.

[0089] The overall heat dissipation balance of the system is shown in equation (13): (13); In the formula, T_liquid For liquid temperature, T_motor For motor temperature, R_env-liquid The thermal resistance between the liquid and the environment. R_env-motor This refers to the thermal resistance between the motor and the environment. P_motor This refers to the output power of the motor.

[0090] Step Two: Modeling of Key Magnetic Components in the Electric Drive Chassis. The core magnetic components of the electric drive chassis are the drive motor, magnetic gears, and sensors. These are categorized as resistive elements, inertial elements, capacitive elements, and gyrators. Components include: magnetic field potential sources. SE_pm Magnetic reluctance iron loss R_f Winding resistance R_cu Copper loss R_c ;inductance I_s ; Gap-capacitive element C_mRotary GY .

[0091] In the magnetic field domain, the magnetic potential source SE_pm The magnetomotive force of the permanent magnet, as the energy input to the magnetic field domain, is connected to the downstream element of the "0" node domain, via the air gap capacitive element. C_m This indicates magnetic field energy storage, transmitted through node "1" and the reluctance iron loss. R_f Parallel connection, jointly describing the magnetic field distribution, electromagnetic coupling gyroscope GY Connecting the electrical and mechanical domains respectively, the inverter converts electrical energy into mechanical energy through electromagnetic induction. Inverter output voltage. V_inverter Drive current through inductor I_s and winding resistance R_cu Part of the electrical energy is stored in the inductor as magnetic field energy, and the other part is stored through copper losses. R_c It is converted into heat energy. The current passing through the winding generates a magnetic field, which then flows through the rotator. GY The electrical domain relationship between current and voltage is converted into a magnetic flux and magnetomotive force relationship in the magnetic field domain. (Magnetic motive force of a permanent magnet) SE_pm Interacting with the winding magnetic field, via an electromagnetically coupled rotator GY The electromagnetic torque is generated, which drives the rotor to rotate. The gyroscope converts the magnetic flux magnetomotive force relationship in the magnetic field domain into the angular velocity torque relationship in the mechanical domain, thus realizing the electromechanical energy conversion.

[0092] The energy balance of the magnetic field domain is shown in equation (14): (14); in, It represents magnetic flux.

[0093] Step 3: Modeling of Key Fluid-Magnetic Components for the Electric Drive Chassis. Based on Steps 1 and 2 of S31 in S3, the key components of the fluid-magnetic system include: potential source... Se Valve damping R_valve Environmental damping R_env Pipeline inertia I_pipe Storage tank C_tank Liquid heat capacity C_liquid , drive motor heat capacity C_motor Heat exchanger TF Environmental heat dissipation TF_env Magnetic potential source SE_pm Magnetic reluctance iron loss R_f Winding resistance R_cu Copper loss R_c ;inductance I_s ; Gap-capacitive element C_m Rotary GY .

[0094] The liquid domain and the magnetic domain exchange energy through heat source and mechanical coupling. The magnetic domain loss is injected into the liquid domain as heat flow, driving the liquid heat transfer process. The pump torque of the mechanical domain is driven by a motor and coupled through electromagnetic torque. GY The components form a pressure source in the liquid domain, realizing the conversion of mechanical energy into liquid kinetic energy.

[0095] pressure source SE_pump pass GY The component couples drive the liquid to flow in the pipe, forming a pipe fluid sensation. I_pipe and pipeline fluid resistance R_pipe Connect the liquid sensor via node "1" I_pipe Liquid resistance R_pipe and liquid storage tank C_tank This represents the diversion and energy storage of the liquid flow. Liquid heat capacity. C_liquid The thermal energy stored in the liquid is transferred through the heat flow path and the thermal resistance of the heat exchanger. R_h Serial, then through a converter TF Connected to ambient heat dissipation, the energy loss of the magnetic domain is injected into the liquid domain as heat flow. This heat flow is superimposed on the liquid heat capacity and heat exchanger via node "0". The inverter output voltage drives the motor windings, connected to the winding inductance. I_s Copper loss resistor R_cu Forming a voltage source SE_V Permanent magnet magnetomotive force source SE_pm Connecting air gap magnet C_m and iron loss resistance R_ f The "0" node represents the shunting of the magnetic potential; part of the energy is stored in the air gap, and part is dissipated as iron loss. The electrical domain current and the magnetic flux linkage in the magnetic field domain pass through... GY Component coupling outputs electromagnetic torque to the mechanical domain, load torque Se_load With rotor inertia I_rotor Mechanical damping R_friction Series connection.

[0096] Based on the models established in steps one and two of S31, the overall energy balance relationship of the multi-domain system is solved, and the overall energy balance of the multi-domain system is shown in equation (15) below: (15); S32, Modeling of the Hydraulic-Magnetic Units of the Dynamic System. S32 is completed in three steps: Step 1: Modeling the hydraulic system using fluid components. The hydraulic system is broken down into independent components: coolant pump, piping, throttle valve, and heat exchanger; pump pressure... P_pump Provides pressure drive source for liquid flow Se_pump Pipeline liquid sensing I_pipe The fluid resistance of a pipe represents the inertial effect of a liquid flowing in the pipe. R_pipe The viscous loss during liquid flow, heat exchanger thermal resistanceR_h The liquid volume of the storage tank represents the resistance to heat exchange between the liquid and the external environment. C_tank Storing liquid volume or pressure energy. C_liquid Storing liquid thermal energy, thermal flux coupling TF Achieving energy conversion between the liquid and thermal domains, the rotary valve GY Coupled mechanical domain and fluid domain.

[0097] Potential source Se_pump Pressure is provided and connected to the pipe via node "0". This pressure acts as a potential variable, driving the liquid flow within the pipe. The flow rate in the pipe is the flow variable, and the liquid in the pipe is... I_pipe and liquid resistance R_pipe With storage tank C_tank When connected in parallel to node "0", the liquid flow in the pipe is hindered by liquid resistance, and part of the liquid flows into the storage tank to store pressure energy. The liquid's heat capacity... C_ liquid Thermal resistance of heat exchanger R_h Through a series connection at node "1", heat flow is transferred from the liquid to the heat exchanger, and then to the environment through thermal resistance.

[0098] The energy balance of the liquid domain nodes is shown in equation (16): (16); Step 2: Modeling the Magnetic Elements of the Dynamic System. Magnetic elements have potential sources. Se_v Magnetic potential source Se_f ,inductance I Air gap magnetron C_m Copper loss R_cu Hysteresis, eddy current loss, and iron loss in the core of the magnetic circuit R_f converter TF Rotary GY_KT .

[0099] Potential source Se_v Provides energy input to the electrical domain, with the potential variable being voltage. V The flow variable is current. i The power flows from the power source to the inductor, and the winding inductance is... I With potential source Se_v Series connection, storing magnetic field energy, copper loss resistance R_cu With inductance I Series connection indicates Joule losses caused by winding resistance, magnetomotive force source Se_f The magnetomotive force generated by the permanent magnet provides potential input to the magnetic field domain, and the potential variable is the magnetomotive force. F The flux variable is the magnetic flux. Φ The power flows from the permanent magnet to the air gap, and the air gap magnetocapacitance and permanent magnetomotive force are related. Se_f Series connection indicates the magnetocapacitive property of the air gap and the iron loss resistance. R_fThe converter is connected in parallel across the air gap magnetor. TF Connecting the electrical and magnetic domains represents the electromechanical conversion relationship in electromagnetic induction, where the current in the electrical domain... i pass TF Electromagnetic energy coupling is achieved by converting the magnetomotive force increment into the magnetic field domain. Mechanical domain torque output load torque. Se_load Provides resistance torque to the mechanical domain; power flow direction: from the mechanical system to the load; rotor inertia. I_rotor With load torque Se_load Series connection, storing mechanical kinetic energy, mechanical damping R_friction With rotor inertia I_rotor Parallel connection indicates mechanical friction loss, and the rotary valve is connected in parallel. GY_KT Connecting the magnetic field domain and the mechanical domain, it represents the electromechanical conversion relationship of electromagnetic torque. The magnetic flux in the magnetic field domain... Φ and current in the electrical domain i pass GY It generates mechanical torque, thereby achieving magneto-mechanical energy coupling.

[0100] The energy balance of the magnetic field domain is shown in equation (17): (17); in, P em_coupling The total power of the electromechanical coupling, P mech_coupling Indicates via rotary GY_KT The power coupled to the mechanical domain is shown in equation (18) below: (18); Step 3: Modeling of the Hydraulic-Magnetic System Components. Based on Steps 1 and 2 of S32 in S3, the key components of the hydraulic-magnetic system include the pump and pressure source. Se_pump Pipeline liquid sensor I_pipe Pipeline fluid resistance R_pipe、 voltage source Se_v Copper loss R_ cu Magnetic potential source Se_f Potential Source Se_v Magnetic potential source Se_f ,inductance I Air gap magnetron C_m Copper loss R_cu Hysteresis, eddy current loss, and iron loss in the core of the magnetic circuit R_f converter TF Rotary GY_KT .

[0101] Pump pressure source Se_pump Directly connected to node "0", it outputs constant pressure, converting mechanical energy into hydraulic energy, via a pipeline fluid sensor. I_pipe、 Pipeline fluid resistanceR_pipe Connected in parallel with node "0", it simulates the inertia and viscous damping of the liquid in the pipeline to store kinetic energy and dissipate energy. The liquid volume of the storage tank is... C_tank Parallel connection to node "0" stores pressure energy, heat capacity C_liquid Connected in series to node "0", it stores liquid thermal energy, heat capacity C_liquid The branch has two paths: one is connected in series with the environment for heat dissipation, and the other receives losses from the magnetic field and voltage source. Se_v Provide constant voltage V To achieve the conversion of electrical energy into magnetic energy, inductors I With power supply, copper loss R_cu Magnetic potential source Se_f Series storage of magnetic energy, copper loss R_cu Connected in series in the circuit, it simulates the winding resistance loss and magnetomotive force source. Se_f It is connected in series to the magnetic circuit to provide a constant magnetic potential.

[0102] Combining steps one, two, and three, the overall energy conservation formula for the system is shown in equation (19): (19); S33, Modeling of the Fluid-Magnetic Units in the Thermal System: S33 is completed in three steps: Step 1: Modeling of Liquid Elements in Thermal Systems. Liquid elements in thermal systems primarily involve the coupling of heat transfer and fluid dynamics. Core bond graph components include: potential sources and high-temperature sources. Se_supply Pressure source Se_P Thermal resistance R_heat Fluid friction resistance R_friction Heat capacity C_liquid Fluid inertia I_m converter TF Rotary GY .

[0103] High temperature source Se_supply Through thermal resistance R_heat Connected to heat capacity C_liquid Finally connected to the ambient temperature source T_env This indicates that the liquid is dissipating heat to the environment; the "0" node represents the equilibrium of nodes in heat conduction, and the pressure source... Se_P Through fluid inertia I_m Connected to resistive element R_friction Ultimately, it couples with the heat conduction path through node "0". This is achieved through the converter. TF Connecting the thermal and mechanical domains, heat energy originates from a high-temperature source. Se_supply Through heat conduction R_heat Transfer to liquid C_liquid Some of the heat energy is lost to the environment through convection or radiation. T_env Pressure source Se_PPressure energy drives the flow of liquid, while mechanical energy is transmitted through inertial elements. I_m Stored as kinetic energy and through fluid friction resistance R_friction It is converted into heat energy.

[0104] The energy balance of the fluid domain is shown in equation (20): (20); Step 2: Modeling Magnetic Elements in Thermal Systems. Magnetic elements in thermal systems mainly involve thermomagnetic coupling effects, with core bond graph components including inductors. I_L hysteresis R_hyst Magnetic Capacitor C_m Thermal resistance R_th Rotary GY .

[0105] voltage source Se_V Drive current through resistor R and inductor I_L Storing magnetic energy, the magnetomotive force passes through the hysteresis resistor. R_hyst The hysteresis loss is converted into heat flow, and the magnetic energy is stored in the magnetocapacitor. C_m And through eddy current resistor R_eddy Eddy current loss and thermal resistance are generated. R_th Connect to environment T_env Current source Sf The drive coil generates an alternating magnetic field, which passes through the rotator. GY To achieve the magnetocaloric effect, the hot end Se_hot Through thermal resistance R_th1 With the heat capacity of magnetocaloric materials C_th Connection, cold end Se_cold Through thermal resistance R_th2 When connected to a magnetocaloric material, the material temperature rises when the magnetic field is enhanced, and heat flows towards... Se_hot When the magnetic field weakens, the material temperature decreases. Se_ cold Absorbs heat.

[0106] The energy balance of the magnetic field domain is shown in equation (21): (twenty one); in, P_mag This represents the total power of the magnetic field domain. P_thermo Indicates via rotary GY Power coupled to the thermal domain.

[0107] Step 3: Modeling of the Liquid-Magnetic Components in the Thermal System. Based on Steps 1 and 2 of S33 in S3, the liquid and magnetic components of the thermal system are coupled. The key components of the liquid-magnetic system are: potential source and high-temperature source. Se_supply Pressure source Se_P Thermal resistance R_heatFluid friction resistance R_friction Heat capacity C_liquid Fluid inertia I_m converter TF Rotary GY ,inductance I_L hysteresis R_hyst Magnetic Capacitor C_m Thermal resistance R_th .

[0108] The specific connection method is as follows: Potential source, high temperature source Se_supply As the total energy source of the thermal domain, its output is connected to a "0" node, at which a thermal resistance is connected. R_heat and heat capacity C_liquid Connect from node "0" to the converter TF converter TF The other end is connected to node "1" of the magnetic field, and an inductor is connected to node "1". I_L and hysteresis R_hyst Node "1" is connected to the rotary engine. GY Rotary GY The output is connected to node "0" of the fluid domain, and a pressure source is connected in parallel at node "0". Se_P and fluid friction resistance R_friction Node "0" is connected to node "1", and fluid inertia is connected to node "1". I_m The "1" node branches into two paths: one connecting to the "0" node (and...) Se_supply , R_heat (forming a thermal cycle), another "0" node connecting the magnetic domain, at which a magnetic capacitor is connected in parallel. C_m and thermal resistance R_th .

[0109] In S4, integrated modeling based on thermal management specifically includes S41-S42: S41, the dynamic bottom element electromechanical-hydraulic-magnetic modeling and association method, S41 is completed in two steps: The goal of this step is to integrate the four major physical domains of mechanics, electrical engineering, fluid dynamics, and magnetism through a rotary mechanism. GY converter TF Equal conversion elements enable multi-field coupling and achieve multi-physics collaborative modeling.

[0110] Section 1: Subsystem Coupling Analysis. This section requires analyzing the coupling relationships between mechanical, electrical, fluid, and magnetic fields. These four physical domains are coupled through four paths: heat exchange, electromagnetic induction, mechanical transmission, and fluid drive. The coupling relationships include: electromechanical coupling, mechanical-hydraulic coupling, and hydraulic-magnetic coupling.

[0111] The specific path of the mechanical-electrical coupling relationship is the battery voltage source. Se_Voc via inverter MTF_D drive motor windings I_r , R_r via rotary GY Converting electric current into mechanical torque drives the gearbox's inertia. I_J The path realizes the conversion of electrical energy into mechanical energy. In the path, the winding resistance... R_cu Joule heat is generated, which is then transferred to the heat capacity of the motor. C_motor Transferred to the liquid domain or environment; The mechanical-hydraulic coupling relationship is specifically manifested in the pump torque in the mechanical domain being transmitted through the rotary head. GY Drive liquid pump Se_ pump This generates pressure that drives the liquid to flow, creating inertia in the pipe. I_pipe and valve damping R_valve The path achieves the conversion of mechanical energy into hydraulic energy. During the path process, the fluid flow resistance is overcome through... R_valve Feedback to the mechanical domain affects the pump's load torque. Se_pump ; The hydraulic magnetic coupling relationship is specifically manifested in the liquid heat capacity. C_liquid Temperature changes are transmitted through the converter TF Affecting magnet capacity C_m If the temperature rises, the magnetic permeability decreases, affecting the flow of conductive fluid in the pipe. I_pipe via rotary GY Inductance of the magnetic field I_s Electromagnetic induction is generated, resulting in a magnetohydrodynamic effect.

[0112] Step 2: Multi-system coupling modeling. This step couples the various subsystems based on the key subsystem models established in S2 and S3 and the coupling relationships listed in Step 1 of S41 in S4.

[0113] The bond graph models of each key subsystem are treated as independent modules and integrated in a modular fashion. The specific connection method is as follows: Potential source Se_pump Connect to node "0", from which a branch connects to the inductive element representing the inertia of the pipeline. I_pipe Simultaneously, this "0" node is also connected to another "1" node, which is connected to the converter. TF Connected, this "1" node is connected to the liquid heat capacity. C_liquid converter TF And capacitive elements C _ motor connect, C _ motor It is also related to the potential source of interaction with the environment. Se _ envAnd another converter TF 2. Converter TF 2. The other end is connected to a capacitive element. C_m Connected; potential source Se_ The output terminal f is connected to node "0", which is then connected to node "1", and the moment of inertia is connected to node "1". I_J and resistance R_r Node "1" is also related to the rotary valve. GY Connected, GY The other end is connected to node "1" with a capacitive element. C_m and resistive components R_f Potential source Se_supply The output terminal is connected to node "0", and a resistor is connected to node "0". R_r Wheel inertia I_wheel Current I , I3 Connect from node "0" to node "1", where node "1" has a capacitive element. C_h And through the converter TF_r_s It connects to other parts and is also associated with a multi-pass converter. MTF , MTF Connected to capacitive components C_brake , source of power Se_cold The output is connected to node "1", and the resistance is connected to node "1". R_brake It also interacts with other "1" nodes to jointly participate in the transfer of thermal and mechanical energy.

[0114] Integrating all subsystems, the total input energy = energy storage change in each domain + power loss in each domain, as shown in equation (22): (twenty two); In the formula, Indicating inductive element I_pipe Rate of change of energy Indicates capacitive element C_tank Rate of change of energy Indicates the heat capacity of a liquid C_liquid Rate of change of energy Inertial element I_wheel Rate of change of energy Indicates the rate of change of energy storage in the braking system. P loss_pipe For pipeline loss, P loss_env For environmental damage, P loss_cold This is the loss at the cold end.

[0115] exist Figure 10 The figure shows an example diagram of the electromechanical-hydraulic-magnetic model of the moving bottom element S41 in S4.

[0116] S42, Integrated Modeling of Thermal Management System, S42 is completed in two stages: This step focuses on the synergy between thermal management and the powertrain and chassis systems, taking into account the overall vehicle performance under thermal boundary constraints, and integrating the dynamic chassis element electromechanical-hydraulic-magnetic system with the thermal management system into an integrated model.

[0117] Section 1: Subsystem Coupling Analysis. This section decomposes the coupling relationships of each subsystem at the thermal management level, coupling the mechanical, electrical, fluid, and magnetic domains of the electric drive chassis, power system, and thermal system. Bond graph tools are used to uniformly represent the energy interaction relationships between these domains. The coupling relationships include: electromechanical coupling, electro-hydraulic coupling, fluid-magnetic coupling, electro-thermal coupling, fluid-thermal coupling, and magneto-thermal coupling.

[0118] Electromechanical coupling is specifically manifested in the power battery acting as the power source for the electrical domain. Its output electrical energy is modulated by components such as inverters to drive the motor windings. The current generated by the drive motor then passes through the rotary valve. GY This is converted into mechanical torque, which enters the mechanical domain and drives the mechanical components to move, while simultaneously generating rotational inertia. I_J It will also provide feedback on parameters such as current and voltage that affect the electrical domain; The specific manifestation of mechanical-hydraulic coupling is that the pump torque in the mechanical domain is transmitted through the rotary valve. GY The pressure source that drives the liquid flow and forms a liquid domain; the inertia of the pipe as the liquid flows through the pipe. I_pipe and pipeline fluid resistance R_pipe It will generate a reaction force on the mechanical system, affecting the pump's load and operating status; The specific manifestation of liquid-magnetic coupling is that it connects to a liquid thermal capacity element through a converter TF. C_liquid With magnetic capacitive elements C_m This demonstrates the effect of liquid temperature changes on the properties of magnetic materials; using a rotary device. GY Connecting fluid inertial elements I_m With inductor I_L This describes the electromagnetic induction interaction between fluid flow and magnetic field; Mechanical-thermal coupling specifically manifests as the loss of mechanical energy through friction in the mechanical domain, involving a series of resistive components. R The dissipated power is input into the thermal domain as a heat flow source Sf; Electrothermal coupling manifests itself in the electrical domain as heat generation from resistive losses, switching losses, iron losses, internal resistance of the power battery, and losses in magnetic components, as well as from a series of resistive components. R The dissipated power is input as a heat flow source Sf to the heat capacity of the corresponding component in the thermal domain. C superior; Liquid-thermal coupling specifically manifests as liquid convection heat transfer: through a converter TF and thermal resistance RPotential connecting the flow of a liquid and the heat flow; viscous heat generation: resistive elements in the liquid domain. R Power dissipation generates heat; Magnetothermal coupling specifically manifests as the hysteresis and eddy current losses of the drive motor and inductor acting as resistive elements. R_hyst Energy is dissipated to the thermal domain.

[0119] Step 2: Multi-system coupling modeling. This step couples the subsystems based on the key subsystem bond graph model established in S2 and S3 and the coupling relationships listed in Step 1 of S42 in S4.

[0120] The bond graph models of each subsystem are treated as independent modules and integrated in a modular fashion. The specific connection method is as follows: Potential source Se_voc The output terminal is connected to node "0", and a resistive component is connected to node "0". R_r Simultaneously with the control converter MTF_D Connected; control converter MTF_D Connect to node "1", on which an inductive element is connected. I_L converter TF converter TF It is also connected to the moment of inertia of the wheel. I_wheel Node "1" is also related to the rotary valve. GY Connected, rotary GY The other end is connected to an inertial element. I_J And the source of power Se_pump Also with the rotary device GY The path in question is related; potential source Se_env The output is connected to node "1", and the resistance is connected to node "1". R_pipe It is also connected to another "1" node, on which a resistive element is connected. R_diss Connect from node "1" to node "0", with pipe inertia connected to node "0". I_pipe And the source of power Se It is also related to the "0" node; the "1" node is also related to the rotary engine. GY1 Connected, rotary GY1 The other end is connected to a capacitive element. C_liquid Source Sf The output is connected to node "1", and the mass inertia is connected to node "1". I_m , drive motor heat capacity C_motor and resistive components R_cold .

[0121] Integrating S1, S2, and S3, the global energy conservation formula for the integrated thermal management system can be summarized as follows (23): (twenty three); In the formula, Q _1 represents current flow rate. Q _2 represents the fluid flow rate. Q _ th For heat flow variables, P_cold For energy input at the cooling end, P loss_r For resistive losses, P GY For rotary GY loss, P GY1 For rotary GY1 loss.

[0122] The integrated model of the thermal management system, which integrates the dynamic bottom element electromechanical-hydraulic-magnetic system with the thermal management system into a unified model, is obtained in... Figure 11 The diagram shows an example of the integrated thermal management system model obtained from S42 in S4.

[0123] The above embodiments can be implemented, in whole or in part, by software, hardware (such as circuits), firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more sets of available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium. A semiconductor medium can be a solid-state drive.

[0124] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for modeling an electrically driven vehicle thermal management system based on a generalized bond graph theory, characterized in that, The method comprises: S1, vehicle drive suspension thermal system mechanism analysis, specifically comprising S11-S14: S11, vehicle physical response analysis of electric drive; S12, coupling degree analysis of drive suspension thermal system; S13, response boundary analysis of drive suspension thermal system; S14, vehicle drive suspension thermal system weight level analysis; S2, vehicle mechatronic component modeling, specifically comprising S21-S23: S21, modeling of key mechatronic components of electric drive chassis; S22, modeling of mechatronic components of power system; S23, modeling of mechatronic components of thermal system; S3, modeling of liquid magnetic components of vehicle, specifically comprising S31-S33: S31, modeling of key liquid magnetic components of electric drive chassis; S32, modeling of liquid magnetic components of power system; S33, modeling of liquid magnetic components of thermal system; S4, integrated modeling based on thermal management, specifically comprising S41-S42: S41, modeling of mechatronic liquid magnetic components of dynamic chassis, analyzing the coupling relationship of the subsystem, establishing the model of mechatronic liquid magnetic components of dynamic chassis according to the key subsystem models and the coupling relationship of the subsystems established in S2 and S3; S42, integrated modeling of thermal management system, analyzing the coupling relationship of the subsystem, summarizing the global energy conservation relationship of the integrated thermal management system according to the vehicle drive suspension thermal system mechanism analysis results obtained in S1, the key subsystem models established in S2 and S3, and the vehicle performance under the thermal boundary constraint based on the coordination of thermal management, power system and chassis system, integrating the mechatronic liquid magnetic components of dynamic chassis and the thermal management system into an integrated model.

2. The intelligent agent allocation method for parallel main tasks and auxiliary tasks according to claim 1, characterized in that, S11, vehicle physical response analysis of electric drive, S11 is completed by three links: Link one, vehicle physical model construction; Link two, dynamics characteristic and thermal management analysis; Link three, vehicle evaluation index and test; this link formulates a vehicle-level evaluation index system based on the model and simulation results of link one and link two in S11, and tests and verifies the system performance boundary; 3. The method of claim 1, wherein, S12, coupling degree analysis of drive suspension thermal system, S12 is completed by two links: Link one, coupling index establishment; ​ ​ ​ ​ Step 2, coupling degree calculation, based on the coupling index established in step 1, quantifying the coupling strength between the subsystems of the drive-to-suspension thermal system, providing a basis for system optimization; S13, drive-to-suspension thermal system response boundary analysis, S13 is completed by three steps: Step 1, construction of the physical model of the drive-to-suspension thermal subsystem; Step 2, boundary condition evaluation; Step 3, response boundary analysis; S14, vehicle drive-to-suspension thermal system weight analytic hierarchy process, the performance evaluation index of the vehicle thermal management system subsystem needs to be established, the hierarchical analytic hierarchy process structure and judgment matrix are constructed, the calculation weight of each subsystem is calculated, and consistency test is performed; the input signal of this step is the coupling relationship table, the comprehensive coupling degree value, the physical state and performance response data of the whole vehicle and each subsystem; the output signal is the weight analytic hierarchy process result.

4. The intelligent agent allocation method for parallel main tasks and auxiliary tasks according to claim 1, characterized in that, In S2, the vehicle electromechanical element group is modeled, specifically including S21-S23: S21, modeling of key electromechanical elements of the electric drive chassis, S21 is completed by three steps: Step 1, modeling of key mechanical elements of the electric drive chassis; Step 2, modeling of key electrical elements of the electric drive chassis; Step 3, modeling of key electromechanical elements of the electric drive chassis, the key mechanical element group model and the key electrical element group model of the electric drive chassis obtained from step 1 and step 2 of S21 are combined to describe the energy transmission relationship between mechanical components and electrical components, obtain the specific coupling connection mode and energy conversion of the key electrical element, obtain the total energy conservation of the battery chemical energy to the wheel mechanical energy / loss system, connect the sub-models using power keys, and establish the key mechanical element group model of the electric drive chassis; S22, modeling of electromechanical elements of the power system, S22 is completed by three steps: Step 1, modeling of mechanical elements of the power system; Step 2, modeling of electrical elements of the power system; Step 3, modeling of electromechanical elements of the power system, the energy flow integration of the key electromechanical elements of the power system is obtained by summarizing step 1 and step 2 of S22 to obtain the overall energy conservation relationship of the system; S23, modeling of electromechanical elements of the thermal system, S23 is completed by three steps: Step 1, modeling of mechanical elements of the thermal system; Step 2, modeling of electrical elements of the thermal system; Step 3, modeling of electromechanical elements of the thermal system, after completing the independent modeling of step 1 and step 2, the two are coupled through the energy conversion interface to form a complete mechatronic thermal integration bond graph model, and the mechatronic coupling of the thermal system is realized through the thermoelectric conversion and electromechanical conversion double paths.

5. The method of claim 4, wherein, In S3, the vehicle liquid magnetic element group is modeled, specifically including S31-S33: S31, modeling of key liquid magnetic elements of the electric drive chassis, completed by four steps: Step 1, modeling of key liquid elements of the electric drive chassis; Step 2, modeling of key magnetic elements of the electric drive chassis; Step 3, modeling of key liquid magnetic elements of the electric drive chassis; Combining the models built in step 1 and step 2 of S31, the total energy balance relationship is solved; S32, modeling of liquid magnetic elements of the power system, S32 is completed by three steps: Step 1, modeling of liquid elements of the power system; Step 2, modeling of magnetic elements of the power system; Step 3, modeling of liquid magnetic elements of the power system, Step 3, modeling of the liquid-magnetic element of the power system, which is based on the key element of the liquid-magnetic system summarized in step 1 and step 2 of S32, and the overall energy conservation relationship of the system is solved; S33, modeling of the liquid-magnetic element of the thermal system, which is completed by three steps: Step 1, modeling of the liquid element of the thermal system; Step 2, modeling of the magnetic element of the thermal system; Step 3, modeling of the liquid-magnetic element of the thermal system, which is based on the key element of the liquid-magnetic system summarized in step 1 and step 2 of S33, and the liquid element and the magnetic element of the thermal system are coupled.

6. The method of claim 5, wherein, In S4, integrated modeling based on thermal management, which specifically includes S41-S42: S41, modeling correlation method of the mechanical-electric-liquid-magnetic element of the dynamic chassis, which is completed by two steps: Step 1, analysis of the coupling relationship of the subsystems, which analyzes the coupling relationship in the fields of mechanics, electricity, liquid, and magnetism. The four physical domains are coupled through four paths of heat exchange, electromagnetic induction, mechanical transmission, and fluid driving. The coupling relationship includes mechanical-electric coupling, mechanical-liquid coupling, and liquid-magnetic coupling; Step 2, multi-system coupling modeling, which couples each subsystem based on the key subsystem models established in S2 and S3 and the coupling relationship listed in step 1 of S41, and establishes the mechanical-electric-liquid-magnetic model of the dynamic chassis; S42, integrated modeling of the thermal management system, which is completed by two steps: Step 1, analysis of the coupling relationship of the subsystems, which analyzes the coupling relationship in the fields of mechanics, electricity, liquid, and magnetism. The four physical domains are coupled through four paths of heat exchange, electromagnetic induction, mechanical transmission, and fluid driving. The coupling relationship includes mechanical-electric coupling, mechanical-liquid coupling, and liquid-magnetic coupling; Step 2, multi-system coupling modeling, which couples each subsystem based on the key subsystem models established in S2 and S3 and the coupling relationship listed in step 1 of S41, and establishes the mechanical-electric-liquid-magnetic model of the dynamic chassis; Step 2, multi-system coupling modeling, which couples each subsystem based on the key subsystem models established in S2 and S3 and the coupling relationship listed in step 1 of S41, and establishes the mechanical-electric-liquid-magnetic model of the dynamic chassis;

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