A power motor thermal characteristic simulation device for automobile thermal management system test

Abstract

The application relates to the field of automobile thermal management system testing, and discloses a power motor thermal characteristic simulation device for automobile thermal management system testing, which comprises a simulation main body and a controller. The simulation main body comprises a shell, an outer thermal capacity simulation body, an inner thermal capacity simulation body and a heating body arranged between the outer thermal capacity simulation body and the inner thermal capacity simulation body. The outer thermal capacity simulation body is detachably connected with a plurality of uniformly distributed thermal capacity adjusting bodies. The shell is sleeved on the outer thermal capacity simulation body, the outer thermal capacity simulation body is sleeved on the inner thermal capacity simulation body, first end covers are arranged at both ends of the shell, and a cooling flow channel is arranged in the shell. First temperature sensors are arranged on the outer surface of the outer thermal capacity simulation body, second temperature sensors are arranged on the inner wall of the inner thermal capacity simulation body, and the first temperature sensors, the second temperature sensors and the heating body are connected with the controller. The thermal capacity of different parts in the power motor is simulated, and the problem that the performance evaluation of the existing device on the thermal management system is not comprehensive is solved.

Description

Technical Field

[0001] This invention relates to the field of automotive thermal management system testing, and more specifically to a device for simulating the thermal characteristics of a power motor used in automotive thermal management system testing. Background Technology

[0002] With strong government support for the development and widespread adoption of electric vehicles, the research and development of electric vehicles has become a key research project for major automakers. Among these, the thermal management system is a crucial component, directly impacting the vehicle's power, safety, and comfort. The motor is the primary heat-generating component in an electric vehicle, making efficient cooling one of the thermal management system's key tasks.

[0003] In the development of electric vehicle thermal management systems, bench testing is necessary to shorten the development cycle and reduce vehicle testing time, ensuring that the actual performance of the thermal management system meets design requirements. However, bench testing of the thermal management system using a real vehicle motor requires various high-cost equipment, such as a high-voltage DC power supply, a motor controller, and a load simulator, resulting in a complex testing process and high costs. Furthermore, the motor operates at high power, converting most of its electrical energy into mechanical energy, with only a small portion converted into heat. Therefore, when using a real vehicle motor for testing, energy costs must be considered, or additional energy recovery devices may be required. Therefore, bench testing of the thermal management system necessitates a device that can simulate the thermal characteristics of the motor to replace the actual vehicle motor.

[0004] Patent CN115064044A discloses a motor simulation heating and control assembly, including a stator, a simulated heating element fitted outside the stator, a heating component, and an automatic heating control box. The simulated heating element has evenly distributed circular holes for mounting cylindrical heating components, and the automatic heating control box controls the operating status of the heating components. This device includes a cooling fan and a shroud, but lacks a motor housing with liquid-cooled channels, making it suitable only for heat dissipation testing of air-cooled motors; however, liquid cooling is commonly used in electric vehicle motors. Additionally, patent CN115309202B discloses a heat simulation device, including a metal pipe for coolant flow, a resistance wire wound around the outer wall of the metal pipe, and a heat simulator connected to the resistance wire. The heat simulator can control the heating power of the resistance wire to simulate the heating conditions of various components, including a power motor. However, this device can only simulate the heating of the motor and does not take into account the heat capacity of the motor itself. Therefore, if this device is used in a thermal management test bench, it is impossible to evaluate the control effect of the thermal management system on the motor temperature, nor can it evaluate the impact of the liquid cooling channel on the heat dissipation rate of the motor and the resistance of the coolant pipe. Summary of the Invention

[0005] The present invention aims to provide a power motor thermal characteristic simulation device for testing automotive thermal management systems, so as to simulate the heat capacity of different parts inside the power motor and solve the problem that existing devices are not comprehensive enough in evaluating the performance of thermal management systems.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a power motor thermal characteristic simulation device for testing automotive thermal management systems, comprising a simulation body and a controller. The simulation body includes a shell, an outer thermal capacity simulation body, an inner thermal capacity simulation body, and a heating element disposed between the outer and inner thermal capacity simulation bodies. The outer thermal capacity simulation body has several uniformly distributed thermal capacity regulating elements detachably connected inside. The shell is fitted onto the outer thermal capacity simulation body, and the outer thermal capacity simulation body is fitted onto the inner thermal capacity simulation body. Both ends of the shell are provided with first end caps, and the shell has cooling channels inside. A first temperature sensor is provided on the outer surface of the outer thermal capacity simulation body, and a second temperature sensor is provided on the inner wall of the inner thermal capacity simulation body. The first temperature sensor, the second temperature sensor, and the heating element are all connected to the controller.

[0007] The beneficial effects of this solution are as follows: 1. By setting an outer heat capacity simulator, a heat capacity regulating body and an inner heat capacity simulator in the simulation body, the heat capacity of different parts of the power motor can be simulated and tested, which makes up for the deficiency of existing technology that can only simulate the heat generation power of the power motor, and further facilitates a more comprehensive evaluation and testing of the performance of the thermal management system.

[0008] 2. By setting cooling channels on the housing that match the power motor, the cooling power of the thermal management system to the power motor can be evaluated through the same cooling channels during the testing of the thermal management system, while the temperature control effect of the thermal management system on the power motor can also be evaluated. 3. Because it is equipped with the same cooling channels as the actual vehicle's power motor, this simulation device can further study the cooling channels' effect on the power motor's heat dissipation and evaluate the impact of the cooling channels on the flow resistance of the coolant circuit.

[0009] Preferably, the heating element is a flexible heating element, which includes a flexible insulating and heat-conducting material and a plurality of heating wires uniformly distributed inside the flexible insulating and heat-conducting material; the end of the heating element is provided with a wiring terminal, which extends beyond the first end cover, and the wiring terminal realizes the connection between the heating element and the controller.

[0010] Preferably, the controller includes a power adjustment module, a temperature detection module, and an alarm module; the wiring terminals of the heating element are connected to the power adjustment module, and both the first temperature sensor and the second temperature sensor are connected to the temperature detection module.

[0011] Preferably, the mass and specific heat capacity of the outer heat capacity simulator and the heat capacity regulator satisfy the following relationship:

[0012] In the formula: The total mass of the outer heat capacity simulator. The specific heat capacity of the outer heat capacity simulating the volume. For the i-th block quality For the i-th block The specific heat capacity, n is Total quantity This refers to the total mass of the core and windings in the actual vehicle's power motor. This represents the average specific heat capacity of the core and windings in the actual vehicle's power motor.

[0013] Preferably, the mass and specific heat capacity of the inner heat capacity simulator should satisfy the following relationship:

[0014] In the formula: The mass of the inner heat capacity simulating the volume. The specific heat capacity of the inner heat capacity simulation body. This refers to the mass of the permanent magnet in the actual vehicle's power motor. This represents the average specific heat capacity of the permanent magnets in the actual vehicle's power motor.

[0015] Preferably, it also includes a host computer, which is connected to the controller. The host computer is used to process the test data collected in the controller and to issue instructions to the controller.

[0016] Preferably, a method for reconstructing the temperature field of the thermal characteristics of a power motor for testing an automotive thermal management system, applied to the aforementioned power motor thermal characteristic simulation device, includes the following steps: A finite element model of the power motor thermal characteristic simulation device was established based on the power motor thermal characteristic simulation device. Based on the data obtained from the temperature detection module and the power adjustment module, the boundary conditions of the finite element model are set. Based on the local temperature data obtained from the temperature detection module in the power motor thermal characteristic simulation device, the temperature values ​​of each node in the power motor thermal characteristic simulation device are calculated. Based on the temperature values ​​of each node, a three-dimensional display is generated to obtain the reconstructed temperature field of the power motor thermal characteristic simulation device.

[0017] The beneficial effects of this solution are as follows: based on the temperature data in the simulated body obtained by the temperature detection module and the heating power of the heating element set by the power adjustment module, more comprehensive test data is obtained, and the internal temperature field of the simulated body is reconstructed and displayed in real time, thereby more accurately evaluating the temperature control capability of the thermal management system for the power motor, and further helping the research on the thermal characteristics of the power motor in the R&D stage of electric vehicles.

[0018] Preferably, when setting the boundary conditions of the finite element model, the specific requirements include: Based on the outer heat capacity simulated outer surface temperature and the inner heat capacity simulated inner surface temperature obtained by the first and second temperature sensors, the temperature boundary of the finite element model surface is set. Based on the heating power value of the flexible heating element set in the power adjustment module, the heat flow boundary on the surface of the finite element model is set.

[0019] Preferably, the shell is a hollow cylinder with a plurality of cooling channels spaced apart. Both sides of the shell are connected to annular second end caps, each with an annular channel, and both annular channels are connected to the ends of all the plurality of cooling channels. Each second end cap has two or more connection ports. By selecting different connection ports on two second end caps as the coolant inlet and outlet, the shell can provide three types of cooling channels: parallel cooling, series cooling, and series-parallel cooling. Parallel cooling means that the coolant flows out in the same direction in each cooling channel; Series cooling means that the coolant enters from one end of the shell, flows through each cooling channel in series, and then flows out from the other end of the shell. Series-parallel cooling means that the coolant enters in parallel through two or more cooling channels and then flows out from the other end of the casing through two or more cooling channels.

[0020] The beneficial effects of this scheme are: without replacing the housing, by adjusting the regulating block and the inlet and outlet of the coolant, the flow pattern of the housing cooling channel can be adjusted, so as to evaluate the cooling effect of different cooling channel patterns on the power motor, and further improve the comprehensiveness of the simulation test of this simulation device.

[0021] Preferably, it also includes adjusting blocks, which are detachably connected to the annular flow channel, and after connection, the adjusting blocks are all located between two adjacent cooling flow channels; When the shell is cooled in parallel, adjustment blocks are installed in the flow channels at both ends, and the second end cover at one end of the shell opens a connection port as an inlet, and the second end cover at the other end of the shell opens a connection port as an outlet. When the housing is cooled in series, the adjusting blocks are spaced between the two cooling channels, and the adjusting blocks at the left and right ends of the housing are staggered. The two adjacent connection ports at the same end are opened as the inlet and outlet respectively. When the housing is cooled in series and parallel, the adjusting blocks are set between three or more cooling channels, and the adjusting blocks at the left and right ends of the housing are staggered. Two adjacent connection ports on the same end are opened as the inlet and outlet, respectively. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the simulation device in Embodiment 1 of the present invention; Figure 2 This is a three-dimensional exploded view of the simulated subject in Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the internal structure of the simulated main body in Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the cooling channel structure in Embodiment 1 of the present invention; Figure 5 This is a schematic diagram of the structure of the outer heat capacity simulator in Embodiment 1 of the present invention; Figure 6 This is a schematic diagram of the structure of the inner heat capacity simulator in Embodiment 1 of the present invention; Figure 7 This is a flowchart illustrating the testing method in Embodiment 1 of the present invention; Figure 8 This is a three-dimensional exploded view of the shell in Embodiment 2 of the present invention; Figure 9 This is a schematic diagram of the simulation device in Embodiment 2 of the present invention; Figure 10 This is a schematic diagram of the simulation device in Embodiment 2 of the present invention; Figure 11 This is a schematic diagram of the simulation device in Embodiment 2 of the present invention. Detailed Implementation

[0023] The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings include: simulation body 1, first end cap 11, shell 12, cooling channel 121, liquid inlet 122, liquid outlet 123, second end cap 124, connection port 125, annular channel 126, adjusting block 127, fixing bolt 128, outer heat capacity simulation body 13, first temperature sensor 131, heat capacity regulating body 14, heating element 15, inner heat capacity simulation body 16, second temperature sensor 161, controller 2, power adjustment module 21, temperature detection module 22, alarm indicator light 23, and host computer 3.

[0024] Example 1 Example 1 is basically as shown in the appendix. Figure 1-7 As shown, Figure 1 The illustrated device is a power motor thermal characteristic simulation device for testing automotive thermal management systems. It includes a simulation body 1 and a controller 2. The controller 2 is connected to the simulation body 1 and includes a power adjustment module 21, a temperature detection module 22, and an alarm module. The power adjustment module 21 adjusts the power output of the simulation body 1 during testing. The temperature detection module 22 acquires real-time temperature data of the simulation body 1 during testing. The alarm module monitors the temperature of the simulation body 1 during testing and issues an alarm and cuts off the power supply to the simulation body 1 when the temperature exceeds the limit, thus protecting the simulation device. Additionally, a host computer 3 is included. The host computer 3 is connected to the controller 2 via a signal connection. The host computer 3 receives and processes the data acquired by the controller 2 and sends relevant commands to the controller 2, enabling remote control of the test.

[0025] like Figure 2 As shown, the simulation body 1 includes a shell 12, an outer heat capacity simulation element 13, an inner heat capacity simulation element 16, and a heating element 15 disposed between the outer heat capacity simulation element 13 and the inner heat capacity simulation element 16. To more accurately simulate the heating conditions of the starter motor, the simulation body 1 is designed as a cylinder with the same structure as the starter motor; therefore, the shell 12, the outer heat capacity simulation element 13, the inner heat capacity simulation element 16, and the heating element 15 are all hollow cylinders. Figure 3 As shown, the shell 12 is fitted onto the outer heat capacity simulation body 13, and a certain assembly gap is left between the shell 12 and the outer heat capacity simulation body 13; the outer heat capacity simulation body 13 is fitted onto the heating element 15, and the heating element 15 is fitted onto the inner heat capacity simulation body 16. The heating element 15 is a flexible heating element, so that the outer surface of the heating element 15 is in close contact with the inner wall of the outer heat capacity simulation body 13, and the inner wall of the heating element 15 is in close contact with the outer surface of the inner heat capacity simulation body 16, so as to ensure the heat transfer effect between the internal structures of the simulation body 1; then, a first end cap 11 is fixed at both ends of the shell 12 with bolts, and the assembly of the simulation body 1 is completed.

[0026] The material and dimensions of the housing 12 are consistent with those of the actual vehicle's power motor to be tested. The housing 12 has internal cooling channels 121 for coolant flow. Figure 4As shown, the cooling channel 121 is designed identically to the cooling channel 121 in the housing of the actual vehicle's power motor, allowing for more accurate heat dissipation simulation. The end of the housing 12 has an inlet 122 and an outlet 123 communicating with the cooling channel 121, allowing the simulation body 1 to connect to the coolant piping in the thermal management system. By making the housing 12 a replaceable, modular design, the influence of the cooling channel 121 on the power motor's heat dissipation capacity and the coolant circuit flow resistance can be studied by replacing the housing with different internal cooling channels 121, without altering other structural elements. This increases the test content and provides a better basis and direction for the development of thermal management systems in electric vehicles.

[0027] like Figure 2 As shown, the outer heat capacity simulator 13 has several uniformly distributed heat capacity regulators 14 detachably connected inside. The heat capacity regulators 14 are configured as follows: several circumferentially distributed mounting holes are opened in the side wall of the outer heat capacity simulator 13. The length and cross-sectional area of ​​the mounting holes are the same as the length and cross-sectional area of ​​the heat capacity regulators 14. The heat capacity regulators 14 are fitted into the mounting holes one by one. In order to better fit the hollow cylindrical shape of the outer heat capacity simulator 13, the cross-sectional area of ​​the heat capacity regulators 14 is fan-shaped. The outer heat capacity simulator 13 and the heat capacity regulators 14 realize the simulation of the heat capacity of the iron core and winding part of the actual vehicle power motor. The outer heat capacity simulation body 13 is made of a metal material with good thermal conductivity. In this embodiment, the outer heat capacity simulation body 13 is made of the same material as the iron core and windings in the actual vehicle power motor. The heat capacity adjustment body 14 can be installed by selecting materials with different specific heat capacities, thereby adjusting the heat capacity of the outer heat capacity simulation body 13. Under the condition that other structures remain unchanged, the heat generation of power motors with different heat capacities can be simulated by replacing the heat capacity adjustment body 14, thereby increasing the flexibility of the simulation device.

[0028] Semi-solid thermally conductive media are filled between the shell 12 and the outer heat capacity simulator 13, between the outer heat capacity simulator 13 and the heat capacity regulator 14, between the outer heat capacity simulator 13 and the heating element 15, and between the heating element 15 and the inner heat capacity simulator 16. This further ensures efficient heat transfer between the components and improves the accuracy of the simulation body 1 mode test. By setting the outer heat capacity simulator 13, the heat capacity regulator 14, and the inner heat capacity simulator 16 in the simulation body 1, the heat capacity of different parts of the power motor can be simulated and tested. This overcomes the limitation of existing technologies that can only simulate the heating power of the power motor, and further facilitates a more comprehensive evaluation and testing of the performance of the thermal management system.

[0029] Furthermore, in order to ensure that the thermal characteristic parameters of the simulated body 1 are the same as those of the actual vehicle's power motor under test, the mass and specific heat capacity of the outer heat capacity simulation body 13 and the heat capacity regulating body 14 should satisfy the following relationship:

[0030] Where: Where: The total mass of the outer heat capacity simulator. The specific heat capacity of the outer heat capacity simulating the volume. For the i-th block quality For the i-th block The specific heat capacity, n is Total quantity This refers to the total mass of the core and windings in the actual vehicle's power motor. This represents the average specific heat capacity of the core and windings in the actual vehicle's power motor.

[0031] In addition, in this embodiment, the heating element 15 is specifically made of a flexible insulating thermally conductive material and a resistive heating wire embedded inside the flexible insulating thermally conductive material, and the heating wire is evenly distributed in the flexible insulating thermally conductive material to achieve uniform heating. Furthermore, combined with... Figure 1 and Figure 2 As shown, the end of the heating element 15 is provided with a terminal block. Correspondingly, a through hole is provided on the first end cover 11 on the left side. The terminal block extends through the through hole to the outside of the first end cover 11. The terminal block enables the wire connection between the heating element 15 and the power adjustment module 21 in the controller 2. This allows the heating power of the heating element 15 to be controlled by adjusting the voltage applied to the heating element 15, thereby simulating the heating power curve of the power motor under different operating conditions according to the test requirements.

[0032] The inner surface of the outer heat capacity simulator 13 is provided with a flexible material, which is the same as the flexible material in the heating element 15. After the flexible heating element 15 is tightly installed against the inner wall of the outer heat capacity simulator 13, heat can be generated uniformly on the inner surface of the outer heat capacity simulator 13 to simulate the uniform heat generation in the circumferential direction of the iron core, windings, permanent magnets, and other parts in the power motor. The inner heat capacity simulator 16 is fitted inside the heating element 15 to simulate the heat capacity of the permanent magnet part in the power motor. The inner heat capacity simulator 16 is also made of a metal material with good thermal conductivity, and in this embodiment, the material of the inner heat capacity simulator 16 is the same as the material of the permanent magnet in the actual vehicle power motor.

[0033] Similarly, in order to make the thermal characteristic parameters of the simulated body 1 the same as those of the actual vehicle's power motor, the mass and specific heat capacity of the inner heat capacity simulation body 16 should satisfy the following relationship:

[0034] In the formula: The mass of the inner heat capacity simulating the volume. The specific heat capacity of the inner heat capacity simulation body. This refers to the mass of the permanent magnet in the actual vehicle's power motor. This represents the average specific heat capacity of the permanent magnets in the actual vehicle's power motor.

[0035] like Figure 5 As shown, a plurality of first temperature sensors 131 are bonded and fixed to the outer surface of the outer heat capacity simulation body 13, and the plurality of first temperature sensors 131 are evenly distributed along the circumference of the outer heat capacity simulation body 13. Figure 6 As shown, a number of second temperature sensors 161 are fixed on the inner wall of the inner heat capacity simulation body 16. The second temperature sensors 161 are also evenly distributed along the circumference of the inner wall of the inner heat capacity simulation body 16. In this embodiment, the first temperature sensor 131 and the second temperature sensor 161 are both selected from a single thermocouple wire with a diameter of less than or equal to 1.0 mm. The surface temperatures of the outer heat capacity simulator 13 and the inner heat capacity simulator 16 are measured in real time by the first temperature sensor 131 and the second temperature sensor 161. Both the first temperature sensor 131 and the second temperature sensor 161 are connected to the temperature detection module 22 in the controller 2 via signal lines, which also pass through the through holes on the left first end cover 11. The temperature detection module 22 feeds back the acquired temperature values ​​of the outer heat capacity simulator 13 and the inner heat capacity simulator 16 to the host computer 3. The host computer 3 monitors the received temperature data, and when the temperature is higher than the set warning temperature, it sends a command to the alarm module in the controller 2. The alarm module includes an alarm indicator light 23. After receiving the command, the alarm module lights up the alarm indicator light 23 and controls the power adjustment module 21 to cut off the power supply to the heating element 15 to achieve the purpose of the protection device.

[0036] Finally, as Figure 7 As shown, this embodiment also provides a method for reconstructing the temperature field of the power motor thermal characteristics in automotive thermal management system testing. Based on the temperature data in the simulated body 1 obtained by the temperature detection module 22 and the heating power of the heating element 15 set by the power adjustment module 21, more comprehensive test data is obtained. The internal temperature field of the simulated body 1 is reconstructed and displayed in real time, thereby more accurately evaluating the thermal management system's temperature control capability of the power motor and further assisting in the research of the thermal characteristics of the power motor in the R&D stage of electric vehicles.

[0037] The specific steps of the temperature field reconstruction method are as follows: S1. Based on the thermal characteristic simulation device for power motors, a finite element model of the thermal characteristic simulation device for power motors is established.

[0038] When establishing the finite element model of the power motor thermal characteristic simulation device, it is necessary to perform the finite element modeling work according to the specific parameters of the outer heat capacity simulation body 13, the heat capacity regulating body 14, the heating body 15 and the inner heat capacity simulation body 16.

[0039] S2, based on the data obtained from the temperature detection module 22 and the power adjustment module 21, set the boundary conditions of the finite element model.

[0040] Based on the outer surface temperature of the outer heat capacity simulation body 13 and the inner surface temperature of the inner heat capacity simulation body 16 obtained by the first temperature sensor 131 and the second temperature sensor 161, the temperature boundaries of the corresponding surfaces in the finite element model are set; and based on the heating power data of the flexible heating element set in the power adjustment module 21, the heat flow boundaries of the corresponding surfaces in the finite element model are set.

[0041] S3. Based on the local temperature data in the power motor thermal characteristic simulation device obtained from the temperature detection module 22, calculate the temperature value of each node in the power motor thermal characteristic simulation device.

[0042] Based on the first temperature sensor 131 and the second temperature sensor 161 locally distributed within the simulated body 1, the temperature detection module 22 collects temperature data from local locations on the outer surface of the outer heat capacity simulator 13 and the inner wall of the inner heat capacity simulator 16. Even with a dense array of temperature sensors, it is still impossible to obtain the temperature value of any node inside the simulated body 1. This results in insufficient temperature data obtained during the test of the power motor thermal characteristic simulation device, which is not enough to support a more comprehensive study of the internal thermal characteristics of the actual vehicle power motor.

[0043] Therefore, this step further utilizes the Fourier heat conduction equation and the energy conservation equation to calculate the temperature values ​​of any node in the internal structure of the simulated body 1 during the test, based on the local temperature data obtained in real time by the first temperature sensor 131 and the second temperature sensor 161.

[0044] S4, based on the temperature values ​​of each node, performs a three-dimensional display to obtain the reconstructed temperature field results of the power motor thermal characteristic simulation device.

[0045] In the finite element model of the established power motor thermal characteristic simulation device, the temperature values ​​of each node are displayed in three dimensions using 3D drawing tools, thus obtaining the reconstruction results of the internal temperature field of the simulation device. This provides richer research data for the simulation testing of power motor thermal characteristics in automotive thermal management systems.

[0046] S5. If the sampling of temperature and power data has not ended, repeat S2 to S4 according to the signal sampling frequency in the host computer 3 to realize the real-time reconstruction of the temperature field of the internal structure of the simulation device.

[0047] In summary, addressing the shortcomings of existing power motor thermal characteristic simulation devices that do not consider the heat capacity characteristics of the power motor and the coolant flow channels in the power motor housing 12, this invention discloses a power motor thermal characteristic simulation device that can not only simulate the heat generation characteristics of the power motor under various operating conditions but also simulate the heat capacity of the power motor body. Furthermore, this simulation device employs a cooling flow channel 121 matched to the power motor, allowing for the evaluation of the cooling power of the thermal management system on the power motor during thermal management system testing, while simultaneously assessing the thermal management system's temperature control effect on the power motor. Moreover, since it is equipped with the same cooling flow channel 121 as the actual vehicle power motor, this simulation device can further study the heat dissipation and impact of the cooling flow channel 121 on the power motor and evaluate the influence of the cooling flow channel 121 on the flow resistance of the coolant circuit.

[0048] The further provided method for reconstructing the temperature field of the power motor thermal characteristics is based on several first temperature sensors 131 and second temperature sensors 161 set in the simulation body 1. The surface temperatures of the outer heat capacity simulation body 13 and the inner heat capacity simulation body 16 are monitored in real time. The temperature field inside the power motor is reconstructed in real time according to the measured temperature information and the heating power of the flexible heating element, thereby accurately evaluating the temperature control capability of the thermal management system for the power motor.

[0049] Example 2 like Figure 8-11 The power motor thermal characteristic simulation device shown is for testing automotive thermal management systems. Unlike Embodiment 1, this embodiment improves the cooling channel 121 inside the housing 12, enabling the housing 12 to be replaced with various cooling channels, including parallel cooling, series cooling, and series-parallel cooling. This allows for testing the cooling effect of different cooling channels on the power motor without replacing the housing 12, reducing testing costs and improving testing efficiency.

[0050] like Figure 8As shown, each end of the housing 12 is detachably connected to an annular second end cap 124. Each second end cap 124 has an annular flow channel 126. In this embodiment, the second end cap 124 is detachably connected by hot melt adhesive sealing, and after bonding, the cross-section of the second end cap 124 is in contact with the cross-section of the housing 12. Inside the housing 12, multiple elongated cooling channels 121 are evenly spaced along the circumference of the housing 12. The cooling channels 121 are parallel to each other, and when the two second end caps 124 are sealed and fixed at both ends of the housing 12, both ends of all cooling channels 121 are connected to the annular flow channels 126 at both ends. The second end cap 124 is provided with several connection ports 125 for coolant to enter or exit. Each connection port 125 is welded and fixed with a connector with internal thread to connect the coolant pipeline in the thermal management system to the cooling channel 121 inside the housing 12. In this embodiment, eight cooling channels 121 are spaced apart, and each second end cap 124 is provided with two connection ports 125.

[0051] It also includes several adjusting blocks 127, all of which are arc-shaped blocks. The thickness and length of each adjusting block 127 are the same as the width and depth of the annular flow channel 126. The adjusting blocks 127 can be fixed in the annular flow channel 126 by fixing bolts 128. The fixing method of the adjusting blocks 127 is as follows: Figure 8 As shown: Several threaded holes are formed on the second end cap 124, and these threaded holes are located between two adjacent cooling channels 121. The same threaded through holes are formed on the adjusting block 127. Depending on different simulation requirements, fixing the adjusting block 127 in the annular channel 126 can isolate the two adjacent cooling channels 121 at that location. The fixing bolts 128 are all round-head bolts, and the outer cross-section of the round-head bolts coincides with the end face of the adjusting block 127. Furthermore, the outer surface of the adjusting block 127 is provided with a sealing layer to ensure the sealing effect of the adjusting block 127 on the coolant at that location. Simultaneously, by selecting different connection ports 125 on the second end caps 124 at both ends as the coolant inlet and outlet, three cooling channels—parallel cooling, series cooling, and series-parallel cooling—can be provided inside the housing 12.

[0052] like Figure 9As shown (for ease of understanding, the adjusting block 127 is connected to the housing 12 in the figure), the housing 12 is a parallel cooling channel, meaning that the coolant flows in the same direction in each cooling channel 121. At this time, no adjusting blocks 127 are installed in the annular channels 126 at either end. A connection port 125 is opened on the second end cap 124 at the right end as an inlet, and another connection port 125 is opened on the second end cap 124 at the left end as an outlet. The unused connection ports 125 are all sealed with threaded plugs. After entering through the connection port 125 at the right end, the coolant flows along the annular channel 126 and then enters each of the eight cooling channels 121, flowing to the left along the cooling channels 121, and finally exiting through the connection port 125 on the second end cap 124 at the left end.

[0053] like Figure 10 As shown, the housing 12 is a series cooling channel, meaning the coolant flows in series through eight cooling channels 121. At this time, the adjusting blocks 127 at the left end are spaced one threaded hole apart in the annular channel 126, and the adjusting blocks 127 in the left and right annular channels 126 are staggered. Simultaneously, the two connection ports 125 at the right end are opened as the coolant inlet and outlet, respectively, and another adjusting block 127 is fixed between the coolant inlet and outlet at the right end. Due to the obstruction of the spaced adjusting blocks 127, the coolant enters from the connection port 125 and is immediately... Figure 10 The cooling channel 121 at point A flows to the left and enters the annular channel 126 at the left end. Then, it flows from left to right from the left end of the adjacent cooling channel 121 at point A. The coolant flows through each cooling channel 121 in an S-shape and then flows out from the right end of the cooling channel 121 at point B.

[0054] like Figure 11 As shown, the housing 12 is a series-parallel cooling channel, meaning the coolant flows in a series in multiple parallel channels. In this embodiment, specifically, the coolant flows in a parallel S-shaped series through two cooling channels 121. At this time, the adjusting block 127 at the left end is positioned in the annular channel 126 with two threaded holes spaced apart, and the adjusting blocks 127 at both ends of the annular channel 126 are staggered. Simultaneously, the two connection ports 125 at the right end are opened as the coolant inlet and outlet, respectively, and another adjusting block 127 is fixed between the coolant inlet and outlet at the right end. Under the obstruction of the spaced adjusting blocks 127, the coolant enters from the connection port 125 and immediately... Figure 11 The right ends of the two cooling channels 121 at point C enter the two cooling channels 121 together, then flow to the right from the two adjacent cooling channels 121 at point C, and finally exit from the two cooling channels 121 at point D side by side.

[0055] In this embodiment, the power motor thermal characteristic simulation device is equipped with a housing 12 with variable flow channels. Without replacing the housing 12, the flow pattern of the cooling channel 121 of the housing 12 can be adjusted by adjusting the regulating block 127 and the inlet and outlet of the coolant. This is to facilitate the evaluation of the cooling effect of different cooling channel 121 forms on the power motor and further improve the comprehensiveness of the simulation test of this device.

[0056] The above descriptions are merely embodiments of the present invention, and common knowledge such as specific technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solutions of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A device for simulating the thermal characteristics of a power motor for testing automotive thermal management systems, characterized in that: The device includes a simulation body and a controller. The simulation body includes a shell, an outer heat capacity simulation body, an inner heat capacity simulation body, and a heating element located between the outer and inner heat capacity simulation bodies. The outer heat capacity simulation body has several uniformly distributed heat capacity regulating elements detachably connected inside. The shell is fitted onto the outer heat capacity simulation body, and the outer heat capacity simulation body is fitted onto the inner heat capacity simulation body. Both ends of the shell are provided with first end caps, and the shell has cooling channels inside. A first temperature sensor is provided on the outer surface of the outer heat capacity simulation body, and a second temperature sensor is provided on the inner wall of the inner heat capacity simulation body. The first temperature sensor, the second temperature sensor, and the heating element are all connected to the controller.

2. The power motor thermal characteristic simulation device for testing automotive thermal management systems according to claim 1, characterized in that: The heating element is a flexible heating element, which includes a flexible insulating and heat-conducting material and several heating wires evenly distributed inside the flexible insulating and heat-conducting material; the end of the heating element is provided with a wiring terminal, which extends beyond the first end cover, and the wiring terminal realizes the connection between the heating element and the controller.

3. The power motor thermal characteristic simulation device for testing automotive thermal management systems according to claim 2, characterized in that: The controller includes a power adjustment module, a temperature detection module, and an alarm module; the wiring terminals of the heating element are connected to the power adjustment module, and both the first temperature sensor and the second temperature sensor are connected to the temperature detection module.

4. The power motor thermal characteristic simulation device for testing automotive thermal management systems according to claim 3, characterized in that: The mass and specific heat capacity of the outer heat capacity simulator and the heat capacity regulator satisfy the following relationship: In the formula: The total mass of the outer heat capacity simulator. The specific heat capacity of the outer heat capacity simulating the volume. For the i-th block quality For the i-th block The specific heat capacity, n is Total quantity This refers to the total mass of the core and windings in the actual vehicle's power motor. This represents the average specific heat capacity of the core and windings in the actual vehicle's power motor.

5. The power motor thermal characteristic simulation device for testing automotive thermal management systems according to claim 4, characterized in that: The mass and specific heat capacity of the inner heat capacity simulator should satisfy the following relationship: In the formula: The mass of the inner heat capacity simulating the volume. The specific heat capacity of the inner heat capacity simulation body. This refers to the mass of the permanent magnet in the actual vehicle's power motor. This represents the average specific heat capacity of the permanent magnets in the actual vehicle's power motor.

6. The power motor thermal characteristic simulation device for testing automotive thermal management systems according to claim 5, characterized in that: It also includes a host computer, which is connected to the controller. The host computer is used to process the test data collected in the controller and issue instructions to the controller.

7. The power motor thermal characteristic simulation device for testing automotive thermal management systems according to claim 6, characterized in that: The shell is a hollow cylinder with several cooling channels spaced apart. Both sides of the shell are connected to annular second end caps, each with annular channels that connect to the ends of all the cooling channels. Each second end cap has two or more connection ports. By selecting different connection ports on two second end caps as the coolant inlet and outlet, the shell can provide three types of cooling channels: parallel cooling, series cooling, and series-parallel cooling. Parallel cooling means that the coolant flows out in the same direction in each cooling channel; Series cooling means that the coolant enters from one end of the shell, flows through each cooling channel in series, and then flows out from the other end of the shell. Series-parallel cooling means that the coolant enters in parallel through two or more cooling channels and then flows out from the other end of the casing through two or more cooling channels.

8. The power motor thermal characteristic simulation device for testing automotive thermal management systems according to claim 7, characterized in that: It also includes adjusting blocks, which are detachably connected to the annular flow channel, and after connection, the adjusting blocks are all located between two adjacent cooling flow channels; When the shell is cooled in parallel, adjustment blocks are installed in the flow channels at both ends, and the second end cover at one end of the shell opens a connection port as an inlet, and the second end cover at the other end of the shell opens a connection port as an outlet. When the housing is cooled in series, the adjusting blocks are spaced between the two cooling channels, and the adjusting blocks at the left and right ends of the housing are staggered. The two adjacent connection ports at the same end are opened as the inlet and outlet respectively. When the housing is cooled in series and parallel, the adjusting blocks are set between three or more cooling channels, and the adjusting blocks at the left and right ends of the housing are staggered. Two adjacent connection ports on the same end are opened as the inlet and outlet, respectively.

9. A method for reconstructing the temperature field of a power motor's thermal characteristics in an automotive thermal management system test, applied to the power motor thermal characteristic simulation device described in claim 6, characterized in that: Includes the following steps: A finite element model of the power motor thermal characteristic simulation device was established based on the power motor thermal characteristic simulation device. Based on the data obtained from the temperature detection module and the power adjustment module, the boundary conditions of the finite element model are set. Based on the local temperature data obtained from the temperature detection module in the power motor thermal characteristic simulation device, the temperature values ​​of each node in the power motor thermal characteristic simulation device are calculated. Based on the temperature values ​​of each node, a three-dimensional display is generated to obtain the reconstructed temperature field of the power motor thermal characteristic simulation device.

10. The method for reconstructing the temperature field of the thermal characteristics of a power motor for testing an automotive thermal management system according to claim 9, characterized in that: When setting the boundary conditions for a finite element model, the specific requirements include: Based on the outer heat capacity simulated outer surface temperature and the inner heat capacity simulated inner surface temperature obtained by the first and second temperature sensors, the temperature boundary of the finite element model surface is set. Based on the heating power value of the flexible heating element set in the power adjustment module, the heat flow boundary on the surface of the finite element model is set.

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