Vehicle thermal management simulation method, vehicle thermal management simulation system and related device

Abstract

The invention discloses a vehicle thermal management simulation method, a vehicle thermal management simulation system and a related device. The simulation method comprises the following steps: constructing the vehicle thermal management simulation system based on related elements in the vehicle thermal management system; wherein the simulation system comprises an exhaust system simulation model and a warm air loop simulation model which are coupled with each other; setting simulation parameters in the simulation system; wherein the simulation parameters comprise characteristic parameters and boundary condition parameters respectively corresponding to the exhaust system simulation model and the warm air loop simulation model under the preset working condition; the simulation system is operated based on the simulation parameters, and heat loss caused by the exhaust system simulation model under the preset working condition is determined according to the simulation calculation result of the warm air loop simulation model. According to the invention, the vehicle thermal management simulation system can efficiently and accurately evaluate the thermal loss caused by the actual operation of the vehicle thermal management system.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to a vehicle thermal management simulation method, a vehicle thermal management simulation system, and related devices. Background Technology

[0002] Electric vehicle batteries generate a lot of heat when charged and discharged at high currents. To prevent thermal runaway, the development of an electric vehicle thermal management system is essential.

[0003] In the early stages of developing an electric vehicle thermal management system, it is necessary to assess the impact of exhaust heat loss on the system design. In related technologies, extensive bench testing is typically conducted to verify the rationality of the system development.

[0004] However, the above verification methods require significant financial and time costs and cannot efficiently and accurately assess the thermal losses of vehicle thermal management systems. Summary of the Invention

[0005] This application provides a vehicle thermal management simulation method, a vehicle thermal management simulation system, and related devices, which are beneficial for more efficient and accurate assessment of the thermal loss of the vehicle thermal management system.

[0006] The first technical solution adopted in this application is to provide a vehicle thermal management simulation method, including: constructing a vehicle thermal management simulation system based on relevant components in the vehicle thermal management system; wherein, the simulation system includes a coupled exhaust system simulation model and a heating circuit simulation model; setting simulation parameters in the simulation system; wherein, the simulation parameters include characteristic parameters and boundary condition parameters corresponding to the exhaust system simulation model and the heating circuit simulation model under preset operating conditions; running the simulation system based on the simulation parameters, and determining the heat loss caused by the exhaust system simulation model under preset operating conditions based on the simulation calculation results of the heating circuit simulation model.

[0007] In some embodiments, the step of constructing a vehicle thermal management simulation system based on relevant components in the vehicle thermal management system includes: connecting exhaust-related components based on the flow sequence of the gas-liquid two-phase coolant in the vehicle thermal management system, and defining the flow direction of the gas-liquid two-phase coolant to construct an exhaust system simulation model; and connecting heating circuit-related components based on the flow sequence of the liquid phase coolant in the vehicle thermal management system, and defining the flow direction of the liquid phase coolant to construct a heating circuit simulation model.

[0008] In some embodiments, the steps of connecting exhaust-related components based on the flow sequence of the gas-liquid two-phase coolant in the vehicle thermal management system and defining the flow direction of the gas-liquid two-phase coolant to construct an exhaust system simulation model include: establishing component models corresponding to the exhaust hose, the heater core, and the low-temperature radiator; wherein the heater core includes a gas chamber and a liquid chamber; connecting the two ends of the exhaust hose to the gas chambers of the low-temperature radiator and the heater core respectively based on the flow sequence of the gas-liquid two-phase coolant in the vehicle thermal management system; and defining the flow direction of the gas-liquid two-phase coolant as the length extension direction of the exhaust hose to form an exhaust system simulation model.

[0009] In some embodiments, the steps of connecting components related to the heating circuit based on the flow sequence of the liquid coolant in the vehicle thermal management system and defining the flow direction of the liquid coolant to construct a heating circuit simulation model include: establishing component models corresponding to the water pump, the heater core, and the motor heat source; connecting the liquid chamber of the heater expansion tank to the water pump and the motor heat source respectively based on the flow sequence of the liquid coolant in the vehicle thermal management system, and setting the heater core between the water pump and the motor heat source; defining the flow direction of the liquid coolant as flowing into the water pump through the liquid chamber of the heater expansion tank, flowing out to the heater core through the water pump, flowing out to the motor heat source through the heater core, and then flowing back into the liquid chamber of the heater expansion tank through the motor heat source, thereby forming a heating circuit simulation model.

[0010] In some embodiments, the step of setting simulation parameters in the simulation system includes: defining material simulation parameters corresponding to the exhaust hose and the warm air expansion tank respectively; defining multiple heat convection paths corresponding to the exhaust hose and the warm air expansion tank, and setting heat convection boundary conditions based on the multiple heat convection paths to simulate heat transfer; defining gas state boundary conditions in the air cavity of the warm air expansion tank, defining mixture state boundary conditions at the interface end of the low-temperature radiator, and defining air intake boundary conditions at the air intake of the warm air core.

[0011] In some embodiments, the steps of defining multiple thermal convection paths corresponding to the exhaust hose and the warm air expansion tank, and setting thermal convection boundary conditions based on the multiple thermal convection paths to simulate heat transfer include: defining a first thermal convection path along a first direction and a corresponding heat transfer coefficient based on the exhaust hose, and defining a second thermal convection path along a second direction and a corresponding heat transfer coefficient; wherein, the first thermal convection path connects the air cavity of the warm air expansion tank, the inner cavity of the exhaust hose, and the low-temperature radiator; the second thermal convection path connects the external environment, the first hose wall of the exhaust hose, the inner cavity of the exhaust hose, the second hose wall of the exhaust hose, and the external environment; the first direction is the length extension direction of the exhaust hose, the second direction is the direction from the first hose wall to the second hose wall, and the first direction is perpendicular to the second direction.

[0012] The process of defining multiple thermal convection paths corresponding to the exhaust hose and the warm air expansion tank, and setting thermal convection boundary conditions based on these multiple thermal convection paths to simulate heat transfer, further includes: defining a third thermal convection path along a first direction and its corresponding heat transfer coefficient based on the warm air expansion tank, and defining a fourth thermal convection path along a second direction and its corresponding heat transfer coefficient; wherein the third thermal convection path connects the air cavity of the warm air expansion tank and the inner cavity of the exhaust hose; the fourth thermal convection path connects the external environment, the first wall of the warm air expansion tank, the air cavity of the warm air expansion tank, the liquid cavity of the warm air expansion tank, the second wall of the warm air expansion tank, and the external environment.

[0013] In some embodiments, the steps of running the simulation system based on simulation parameters and determining the heat loss caused by the exhaust system simulation model under preset operating conditions based on the simulation calculation results of the heating circuit simulation model include: running the simulation system based on the characteristic parameters and boundary condition parameters corresponding to the exhaust system simulation model and the heating circuit simulation model respectively, and obtaining simulation results; wherein, the simulation results include the total input heat and the total output heat of the heating circuit simulation model; wherein, the total input heat is the total heating amount of the motor heat source, and the total output heat is the total heat dissipation of the heating core; calculating the difference between the total input heat and the total output heat, and defining the difference as the heat loss caused by the exhaust system simulation model under preset operating conditions.

[0014] In some embodiments, after running the simulation system based on simulation parameters and determining the heat loss caused by the exhaust system simulation model under preset operating conditions based on the simulation calculation results of the heating circuit simulation model, the process includes: adjusting multiple simulation parameters and running the simulation system based on the adjusted multiple simulation parameters to continue determining the heat loss caused by the exhaust system simulation model under preset operating conditions based on the simulation calculation results of the heating circuit simulation model; repeating the above steps of adjusting simulation parameters and running the simulation model to obtain the optimal simulation parameters corresponding to the minimum heat loss.

[0015] The second technical solution adopted in this application is to provide a vehicle thermal management simulation system, which includes a coupled exhaust system simulation model and a heating circuit simulation model. The simulation system performs simulation calculations using the vehicle thermal management simulation method described above, so as to determine the heat loss caused by the exhaust system simulation model under preset operating conditions based on the simulation calculation results of the heating circuit simulation model.

[0016] In some embodiments, the exhaust system simulation model includes an exhaust hose, a warm air expansion tank, and a low-temperature radiator; the warm air expansion tank includes an air chamber and a liquid chamber; the warm air circuit simulation model includes a water pump, a warm air core, and a motor heat source; the two ends of the exhaust hose are respectively connected to the low-temperature radiator and the air chamber of the warm air expansion tank; the outlet of the liquid chamber of the warm air expansion tank is connected to the inlet of the water pump; the outlet of the water pump is connected to the liquid inlet of the warm air core; the liquid outlet of the warm air core is connected to the inlet of the motor heat source; and the outlet of the motor heat source is connected to the inlet of the liquid chamber of the warm air expansion tank.

[0017] The third technical solution adopted in this application is to provide an electronic device, including: a memory for storing program data, which, when executed, implements the steps in the vehicle thermal management simulation method described above; and a processor for executing the program data stored in the memory to implement the steps in the vehicle thermal management simulation method described above.

[0018] The fourth technical solution adopted in this application is to provide a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it implements the steps in the vehicle thermal management simulation method described in any of the above claims.

[0019] The beneficial effects of this application are as follows: This application provides a vehicle thermal management simulation method, a vehicle thermal management simulation system, and related devices. By constructing a vehicle thermal management simulation system based on relevant components in the vehicle thermal management system, and including a coupled exhaust system simulation model and a heating circuit simulation model in the simulation system, the heat loss caused by the exhaust system and the heating circuit can be directly correlated in the simulation system, making the heat leakage process clear and traceable. Furthermore, by setting simulation parameters in the simulation system, including characteristic parameters and boundary condition parameters corresponding to the exhaust system simulation model and the heating circuit simulation model under preset operating conditions, the simulation system is run based on the simulation parameters. The heat loss caused by the exhaust system simulation model under preset operating conditions is determined based on the simulation calculation results of the heating circuit simulation model. This allows exhaust-related components to be placed in the heating circuit for system-level analysis, fully considering the mutual influence between relevant components in the exhaust system and relevant components in the heating circuit, thereby improving the authenticity and reliability of the heat loss calculation results. Consequently, the simulation system can more accurately assess the heat loss caused by the actual operation of the vehicle thermal management system. Furthermore, by transforming the high-cost, long-cycle physical experiment process into a simple and easy-to-implement digital simulation process, the system verification efficiency can be effectively improved, thereby reducing the R&D cycle and cost, and thus enabling a more efficient and accurate assessment of the thermal loss of the vehicle thermal management system. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a structural block diagram of one embodiment of the vehicle thermal management simulation system of this application; Figure 2 This is a flowchart illustrating the first embodiment of the vehicle thermal management simulation method of this application; Figure 3 This is a flowchart illustrating the second embodiment of the vehicle thermal management simulation method of this application; Figure 4 This is a schematic diagram of the structure of one embodiment of the electronic device of this application; Figure 5 This is a schematic diagram of a computer-readable storage medium according to an embodiment of the present invention. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, unless otherwise clearly indicated above. “Multiple” generally includes at least two, but does not exclude the inclusion of at least one.

[0024] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0025] It should be understood that the terms "comprising," "including," or any other variations used herein are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0026] Currently, the development of thermal management systems for electric vehicles is a core aspect of vehicle R&D, as its performance directly affects the vehicle's energy consumption, driving range, and reliability. A key design element in a typical thermal management system architecture is the exhaust system: a flexible exhaust hose extends from the outlet of the low-temperature radiator, connecting its end to the air chamber area at the top of the heater core. The design aims to utilize the low density of gases under high-temperature conditions (such as motor cooling in summer) to introduce air bubbles that have precipitated and accumulated at the highest point of the pipe in the circulating coolant into the expansion tank as a gas-liquid mixture. The expansion tank acts as a gas-liquid buffer chamber, achieving gas-liquid separation. After the gas rises to the top air chamber, it can be discharged through the exhaust valve when the pressure reaches a set value, thus maintaining the stability of the entire cooling circuit pressure.

[0027] However, the exhaust design, which performs well under high-temperature conditions, can cause a negative effect that is difficult to detect in the initial design phase when operating at low temperatures. When the vehicle is driving in a low-temperature environment and the heater is turned on, the system switches to heating mode through components such as the six-way valve, and the coolant circulates in the heater loop instead of flowing through the low-temperature radiator. At this time, the low-temperature radiator located in the windward area of ​​the front of the vehicle experiences a rapid temperature drop due to the continuous cooling of the residual coolant inside by the high-speed cold air. This creates a significant temperature and pressure difference between the heater core (high-temperature chamber) connected to the exhaust hose and the low-temperature radiator (low-temperature chamber). Driven by this force, the valuable high-temperature gas in the expansion tank will continuously diffuse through the exhaust hose to the low-temperature radiator, and the heat it contains will eventually be carried away by the cold air, resulting in continuous heat loss. At the same time, the heater core itself will also dissipate heat to the outside in a low-temperature environment. The parasitic heat loss caused by the exhaust hose and expansion tank under low-temperature conditions will lead to an additional increase in the heating power required to maintain passenger compartment comfort, thereby exacerbating battery energy consumption and ultimately reducing the vehicle's driving range.

[0028] In related technologies, physical bench tests are typically used to assess heat loss in order to verify the rationality of the thermal management system design. However, while the above methods are direct and effective, they have inherent drawbacks such as long cycles, high costs, and difficulties in modifying and iterating parameters, making it impossible to efficiently and accurately assess the heat loss of the vehicle's thermal management system.

[0029] Based on the above, this application provides a vehicle thermal management simulation method, a vehicle thermal management simulation system, and related devices, which are beneficial for more efficient and accurate assessment of the thermal loss of the vehicle thermal management system.

[0030] The vehicle thermal management simulation method, vehicle thermal management simulation system, and related devices disclosed in this application can be used in electric vehicles and related thermal management systems.

[0031] This application first provides a vehicle thermal management simulation system.

[0032] In some embodiments, please refer to Figure 1 , Figure 1 This is a structural block diagram of one embodiment of the vehicle thermal management simulation system of this application. In this embodiment, the vehicle thermal management simulation system 100 includes a coupled exhaust system simulation model and a heating circuit simulation model.

[0033] In this embodiment, the exhaust system simulation model includes an exhaust hose 10, a warm air expansion tank 20, and a low-temperature radiator 30. The warm air circuit simulation model includes a water pump 40, a warm air core 50, and a motor heat source 60.

[0034] In some implementations, "vehicle" refers to an electric vehicle, which can be a sedan, SUV (Sport Utility Vehicle), bus, or truck, etc.

[0035] In some embodiments, the warm air expansion tank 20 includes an air chamber 21 and a liquid chamber 22, and a heat transfer connection symbol 23 is provided between the air chamber 21 and the liquid chamber 22.

[0036] The two ends of the exhaust hose 10 are connected to the low-temperature radiator 30 and the air chamber 21 of the warm air expansion tank 20, respectively. The outlet of the liquid chamber 22 of the warm air expansion tank 20 is connected to the inlet of the water pump 40, the outlet of the water pump 40 is connected to the liquid inlet of the warm air core 50, the liquid outlet of the warm air core 50 is connected to the inlet of the motor heat source 60, and the outlet of the motor heat source 60 is connected to the inlet of the liquid chamber 22 of the warm air expansion tank 20.

[0037] In some embodiments, the exhaust hose 10 includes a first hose wall (not shown) and a second hose wall (not shown) disposed opposite to each other. The length extension direction of the exhaust hose 10 is defined as a first direction, and the direction from the first hose wall to the second hose wall is defined as a second direction. The first direction is perpendicular to the second direction.

[0038] In some embodiments, the warm air expansion tank 20 includes a first wall (not shown) and a second wall (not shown) disposed opposite to each other. The air chamber 21 and the liquid chamber 22 are located between the first wall and the second wall, with the air chamber 21 close to the first wall and the liquid chamber 22 close to the second wall. The direction from the first wall to the second wall is parallel to the second direction. The direction in which the air chamber 21 of the warm air expansion tank 20 is connected to the exhaust hose 10 is parallel to the first direction.

[0039] In some embodiments, the heater core 50 is a gas-liquid heat exchanger used to dissipate heat from the high-temperature coolant flowing through the heater core 50 into the cabin to heat the cabin air. The motor heat source 60 is used to reheat the cooled high-temperature coolant to maintain the high-temperature coolant flowing through the heater core 50 at a constant high temperature.

[0040] In some implementations, the motor heat source 60 is a motor heat load element.

[0041] The high-temperature coolant flows out of the water pump 40, first flows through the heater core 50 for heat dissipation, then flows through the motor heat source 60 for heating, then flows into the liquid chamber 22 of the heater expansion tank 20, and finally flows back into the water pump 40 to continue providing high-temperature coolant flow to the heater core 50.

[0042] In some embodiments, the outlet of the water pump 40 is connected to the liquid inlet of the heater core 50 via a first connecting pipe 71, the liquid outlet of the heater core 50 is connected to the inlet of the motor heat source 60 via a second connecting pipe 72, and the outlet of the motor heat source 60 is connected to the inlet of the liquid chamber 22 of the heater expansion tank 20 via a third connecting pipe 73. The liquid chamber 22 of the heater expansion tank 20, the water pump 40, the heater core 50, the motor heat source 60, and the first connecting pipe 71, the second connecting pipe 72, and the third connecting pipe 73 form a high-temperature warm air circuit.

[0043] In the adiabatic state (no heat loss), the input heat of the motor heat source 60 is equal to the heat dissipation of the heater core 50. In the heat loss state, the input heat of the motor heat source 60 is equal to the sum of the heat dissipation of the heater core 50 and the heat loss. The heat loss is caused by the relevant components in the exhaust system simulation model, specifically by the exhaust hose 10 and the heater expansion tank 20.

[0044] Specifically, the exhaust hose 10 has two heat transfer paths: a first heat convection path and a second heat convection path. The first heat convection path connects the air chamber 21 of the warm air expansion tank 20, the inner cavity of the exhaust hose 10, and the low-temperature radiator 30. The second heat convection path connects the external environment, the first hose wall of the exhaust hose 10, the inner cavity of the exhaust hose 10, the second hose wall of the exhaust hose 10, and the external environment. The warm air expansion tank 20 also has two heat transfer paths: a third heat convection path and a fourth heat convection path. The third heat convection path connects the air chamber 21 of the warm air expansion tank 20 and the inner cavity of the exhaust hose 10. The fourth heat convection path connects the external environment, the first wall of the warm air expansion tank 20, the air chamber 21 of the warm air expansion tank 20, the liquid chamber 22 of the warm air expansion tank 20, the second wall of the warm air expansion tank 20, and the external environment.

[0045] The exhaust hose 10 has two ends that exchange heat with the air chamber 21 of the warm air expansion tank 20 and the low temperature radiator 30, respectively. The first hose wall of the exhaust hose 10 exchanges heat with the external environment through convective heat exchange, and the second hose wall of the exhaust hose 10 exchanges heat with the external environment through convective heat exchange.

[0046] In this system, the air chamber 21 of the warm air expansion tank 20 exchanges heat with the exhaust hose 10 at its port; the first wall of the warm air expansion tank 20 exchanges heat with the external environment through convective heat exchange; the first wall of the warm air expansion tank 20 exchanges heat with the air chamber 21 through convective heat exchange; the gas-liquid mixture inside the air chamber 21 exchanges heat with the coolant in the liquid chamber 22 through convective heat exchange; the coolant in the liquid chamber 22 exchanges heat with the second wall of the warm air expansion tank 20; the inlet and outlet of the liquid chamber 22 are connected to the water pump 40 and the motor heat source 60, respectively, to exchange heat with the coolant in the warm air circuit through convective heat exchange; and the second wall of the warm air expansion tank 20 exchanges heat with the external environment through convective heat exchange.

[0047] Among them, the first heat convection path corresponding to the exhaust hose 10 and the third heat convection path corresponding to the warm air expansion tank 20 are both heat transfer paths in the first direction, and the second heat convection path corresponding to the exhaust hose 10 and the fourth heat convection path corresponding to the warm air expansion tank 20 are both heat transfer paths in the second direction.

[0048] In some implementations, multiple sensors are installed in the exhaust system and the high-temperature warm air circuit.

[0049] In some specific embodiments, a first mixture proportion sensor (not shown) is provided at the interface between the air chamber 21 of the warm air expansion tank 20 and the exhaust hose 10, and a second mixture proportion sensor (not shown) is provided at the interface between the low-temperature radiator 30 and the exhaust hose 10. A volumetric flow sensor 15, a mass flow sensor 16, and an eighth pressure sensor 98 are provided in the exhaust hose 10.

[0050] Understandably, multiple sensors in the exhaust system can provide a better understanding of the gas-liquid mixture and gas transport during the exhaust process, thus making it easier to know the specific circumstances causing heat loss.

[0051] In some specific embodiments, the inlet of the liquid chamber 22 of the heater core 20 is equipped with a first temperature sensor 81 and a first pressure sensor 91, which are used to collect the temperature and pressure of the coolant at the inlet of the liquid chamber 22, respectively; the outlet of the liquid chamber 22 is equipped with a second pressure sensor 92, which is used to collect the pressure of the coolant at the outlet of the liquid chamber 22. The outlet of the water pump 40 is equipped with a third pressure sensor 93, which is used to collect the pressure of the coolant at the outlet of the water pump 40. The liquid outlet of the heater core 50 is equipped with a second temperature sensor 82 and a fourth pressure sensor 94, which are used to collect the temperature and pressure of the coolant at the liquid outlet of the heater core 50, respectively; the air inlet of the heater core 50 is equipped with a fifth pressure sensor 95 and an air inlet mass flow sensor 51, which are used to collect the pressure and flow rate of the gas at the air inlet of the heater core 50, respectively; and the air outlet of the heater core 50 is equipped with a sixth pressure sensor 96, which is used to collect the pressure of the gas at the air outlet of the heater core 50. A third temperature sensor 83 and a seventh pressure sensor 97 are installed at the outlet of the motor heat source 60, which are used to collect the temperature and pressure of the coolant at the outlet of the motor heat source 60, respectively.

[0052] Understandably, by collecting the data from multiple temperature and pressure sensors in the high-temperature warm air circuit and the input power of the motor heat source 60, the input heat of the motor heat source 60 and the heat dissipation of the warm air core 50 can be calculated. By calculating the difference between the two, the heat loss caused by the exhaust hose 10 and the warm air expansion tank 20 through various heat convection paths can be determined.

[0053] In this embodiment, a vehicle thermal management simulation system is first built on a simulation platform based on multiple simulation elements corresponding to the above-mentioned exhaust system simulation model and heating circuit simulation model. Then, sub-models are assigned to each simulation element, and the parameters of the sub-models are set. Finally, the simulation is run.

[0054] In some implementations, a vehicle thermal management simulation system is built on Amesim (a multidisciplinary complex modeling and simulation platform) software based on the aforementioned multiple simulation components. Then, using the Submodel mode, the Premiersubmodel function is used to assign a submodel to each simulation component. Subsequently, the Parameter function is used to set parameters for each simulation component submodel to define the characteristic parameters and boundary condition parameters corresponding to each simulation component submodel under preset operating conditions.Specifically, the wall material of the exhaust hose 10 is set to EPDM (ethylene-propylene-diolefin terpolymer); the wall material of the warm air expansion tank 20 is set to PP_GF20 (polypropylene reinforced engineering plastic with 20% glass fiber); the coolant in the warm air circuit is set to a 50% volume concentration ethylene glycol aqueous solution; the proportion of the gas mixture in the warm air expansion tank 20 is set, and a mixture proportion sensor is installed; gas state boundary conditions are set in the gas chamber 21, and coolant parameters are set in the liquid chamber 22; the interface between the exhaust hose 10 and the gas chamber 21 of the warm air expansion tank 20 is set, the interface between the exhaust hose 10 and the low-temperature radiator 30 is set, and the volumetric flow rate and mass flow rate in the exhaust hose 10 are set. The pressure and the ratio of the mixture are set in the inner cavity of the exhaust hose 10; the boundary conditions of the mixture state and the boundary conditions of the gas state are set at the interface end of the low-temperature radiator 30; the exhaust hose 10 is defined to connect the air cavity 21 of the warm air expansion tank 20, the inner cavity of the exhaust hose 10 and the low-temperature radiator 30 along the first heat convection path in the first direction, and the heat transfer coefficients of the two ends of the exhaust hose 10 with the warm air expansion tank 20 and the low-temperature radiator 30 are set respectively; the exhaust hose 10 is defined to connect the external environment, the first hose wall of the exhaust hose 10, the inner cavity of the exhaust hose 10, the second hose wall of the exhaust hose 10 and the external environment along the second heat convection path in the second direction, and the first hose wall of the exhaust hose 10 and the external environment are set. The heat transfer coefficients of the mixture in the inner cavity of the exhaust hose 10 and the second hose wall of the exhaust hose 10 and the external environment are defined; the third heat convection path along the first direction of the warm air expansion tank 20 connects the air chamber 21 of the warm air expansion tank 20 and the inner cavity of the exhaust hose 10, and the heat transfer coefficients between the air chamber 21 and the exhaust hose 10 and between the air chamber 21 and the liquid chamber 22 are set; the fourth heat convection path along the second direction of the warm air expansion tank 20 connects the external environment, the first wall of the warm air expansion tank 20, the air chamber 21 of the warm air expansion tank 20, the liquid chamber 22 of the warm air expansion tank 20, the second wall of the warm air expansion tank 20, and the inlet and outlet of the liquid chamber 22 are set. The heat transfer coefficients between the system and the external environment, the heat transfer coefficient between the first wall and the gas-liquid mixture in the air chamber 21, the heat transfer coefficient between the gas-liquid mixture in the air chamber 21 and the coolant in the liquid chamber 22, the heat transfer coefficient between the coolant in the liquid chamber 22 and the second wall of the heater expansion tank 20, the heat transfer coefficient between the coolant in the liquid chamber 22 and the water pump 40 and the motor heat source 60, and the heat transfer coefficient between the second wall of the heater expansion tank 20 and the external environment are set. The pipe diameters and lengths of the first connecting pipe 71, the second connecting pipe 72, and the third connecting pipe 73 are set respectively. Air intake boundary conditions are set at the air intake of the heater core 50. The input power of the motor heat source 60 is set. The vehicle driving speed and the external ambient temperature are set to obtain the configured vehicle thermal management simulation system 100.Finally, the vehicle thermal management simulation system 100 was simulated on the simulation platform.

[0055] In this embodiment, the operation process of the vehicle thermal management simulation system 100 is as follows: The high-temperature coolant in the liquid chamber 22 of the heater expansion tank 20 is supplied to the heater core 50 by the water pump 40. The high-temperature coolant flows through the heater core 50 to dissipate heat, then flows through the motor heat source 60 for heating, and then flows back into the liquid chamber 22 of the heater expansion tank 20, and finally flows back into the water pump 40 to continue supplying high-temperature coolant flow to the heater core 50. The coolant flowing into the liquid chamber 22 of the heater expansion tank 20 includes a gas-liquid mixture. After the gas rises to the gas chamber 21 of the heater expansion tank 20, it is discharged through the exhaust valve to the low-temperature radiator 30 when the pressure reaches a set value, thereby maintaining the pressure stability of the entire cooling circuit.

[0056] In this embodiment, the principle of calculating heat loss in the vehicle thermal management simulation system 100 is as follows: The total input heat of the vehicle thermal management simulation system 100 is calculated based on the input power of the motor heat source 60. The total heat dissipation of the heater core 50 is then calculated based on the gas boundary conditions corresponding to the heater core 50 and the pressure and temperature data obtained from the corresponding temperature and pressure sensors. Under adiabatic conditions, the input heat of the motor heat source 60 equals the heat dissipation of the heater core 50, with zero heat loss. Under heat loss conditions, the input heat of the motor heat source 60 equals the sum of the heat dissipation of the heater core 50 and the heat loss. The heat loss is caused by heat dissipation from the exhaust hose 10 and the heater expansion tank 20 to the external environment.

[0057] In some embodiments, an air heater (not shown) is provided at the air outlet of the heater core 50. The air heater is used to heat the air outlet when the actual air outlet temperature of the heater core 50 does not reach the target air outlet temperature.

[0058] Understandably, this embodiment sets various simulation parameters for the exhaust system simulation model and the heating circuit simulation model, and runs the vehicle thermal management simulation system 100 based on multiple simulation parameters. It can obtain the heat loss caused by the exhaust system simulation model under preset operating conditions through the simulation calculation results of the heating circuit simulation model.

[0059] Please see Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the vehicle thermal management simulation method of this application. In this embodiment, the simulation method includes: S11: Construct a vehicle thermal management simulation system based on relevant components in the vehicle thermal management system; wherein, the simulation system includes a coupled exhaust system simulation model and a heating circuit simulation model.

[0060] In this embodiment, the relevant components corresponding to the exhaust system simulation model include an exhaust hose, a warm air expansion tank, and a low-temperature radiator. The warm air expansion tank and the low-temperature radiator are connected to both ends of the exhaust hose, respectively.

[0061] In this embodiment, the relevant components corresponding to the heating circuit simulation model include a water pump, a heating element, and a motor heat source. The heating expansion tank is connected to both the water pump and the motor heat source, and the heating element is positioned between the water pump and the motor heat source.

[0062] Understandably, by coupling the exhaust system with the heating circuit through the heating expansion tank, the heat loss caused by the exhaust system can be directly linked to the heating circuit, making the heat leakage process clear and traceable.

[0063] S12: Set simulation parameters in the simulation system; the simulation parameters include the characteristic parameters and boundary condition parameters corresponding to the simulation models of the exhaust system and the heating circuit under the preset operating conditions.

[0064] In this embodiment, the preset operating conditions include high temperature operating conditions and low temperature operating conditions.

[0065] High-temperature operating conditions correspond to relatively high ambient temperatures, such as 30℃~40℃. Low-temperature operating conditions correspond to relatively low ambient temperatures, such as 0℃~-20℃.

[0066] In this embodiment, the characteristic parameters corresponding to the exhaust system simulation model and the heating circuit simulation model respectively include the material simulation parameters corresponding to multiple components in the exhaust system simulation model, the material parameters inside the components (such as the type of material and the proportion of gas-liquid mixture), the heat transfer coefficient in different heat transfer paths, and the operating power corresponding to the components (such as the input power of the motor heat source).

[0067] In this embodiment, the boundary condition parameters include boundary condition parameters corresponding to multiple components (e.g., gas boundary conditions corresponding to the heater expansion tank and gas boundary conditions corresponding to the heater core) as well as global boundary conditions (e.g., vehicle speed and ambient temperature).

[0068] S13: Run the simulation system based on the simulation parameters, and determine the heat loss caused by the exhaust system simulation model under the preset operating conditions based on the simulation calculation results of the heating circuit simulation model.

[0069] In this embodiment, the simulation calculation results of the heating circuit simulation model include total input heat and total output heat. The difference between the total input heat and the total output heat is the heat loss caused by the exhaust system simulation model under the preset operating conditions.

[0070] In some implementations, the total input heat is calculated based on the input power of the motor heat source, and the total output heat is calculated based on the heat dissipation of the heater core.

[0071] Unlike related technologies, this embodiment constructs a vehicle thermal management simulation system based on relevant components within the vehicle thermal management system. This simulation system includes coupled exhaust system and heating circuit simulation models, directly linking heat loss from the exhaust system to the heating circuit, making the heat leakage process clear and traceable. Furthermore, by setting simulation parameters that include characteristic parameters and boundary condition parameters corresponding to the exhaust system and heating circuit simulation models under preset operating conditions, the simulation system runs based on these parameters. The heat loss caused by the exhaust system simulation model under preset operating conditions is determined based on the simulation calculation results of the heating circuit simulation model. This allows exhaust-related components to be placed within the heating circuit for system-level analysis, fully considering the mutual influence between relevant components in the exhaust system and the heating circuit, thereby improving the realism and reliability of the heat loss calculation results. Ultimately, this enables the simulation system to more accurately assess the heat loss caused by the actual operation of the vehicle thermal management system. Furthermore, by transforming the high-cost, long-cycle physical experiment process into a simple and easy-to-implement digital simulation process, the system verification efficiency can be effectively improved, thereby reducing the R&D cycle and cost, and thus enabling a more efficient and accurate assessment of the thermal loss of the vehicle thermal management system.

[0072] Please see Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the vehicle thermal management simulation method of this application. In this embodiment, the simulation method includes: S21: Construct a vehicle thermal management simulation system based on relevant components in the vehicle thermal management system; wherein, the simulation system includes a coupled exhaust system simulation model and a heating circuit simulation model.

[0073] In this embodiment, based on the flow sequence of the gas-liquid two-phase coolant in the vehicle thermal management system, the exhaust-related components are connected, and the flow direction of the gas-liquid two-phase coolant is defined to construct an exhaust system simulation model.

[0074] In some embodiments, the exhaust-related components include an exhaust hose, a heater expansion tank, and a low-temperature radiator. The flow sequence of the gas-liquid two-phase coolant is from the gas chamber of the heater expansion tank to the exhaust hose, and then from the exhaust hose to the low-temperature radiator.

[0075] In some specific implementations, component models corresponding to the exhaust hose, heater core, and cryogenic radiator are first established. The heater core includes both a gas chamber and a liquid chamber. Then, based on the flow sequence of the gas-liquid two-phase coolant in the vehicle's thermal management system, the two ends of the exhaust hose are connected to the gas chambers of the cryogenic radiator and the heater core, respectively. The flow direction of the gas-liquid two-phase coolant is then defined as the length extension direction of the exhaust hose to form a simulation model of the exhaust system.

[0076] In this embodiment, based on the flow sequence of the liquid coolant in the vehicle thermal management system, the components related to the heating circuit are connected, and the flow direction of the liquid coolant is defined to construct a simulation model of the heating circuit.

[0077] In some embodiments, the components related to the heating circuit include a water pump, a heating core, and a motor heat source. The flow sequence of the liquid coolant is as follows: from the liquid chamber of the heating expansion tank to the water pump, then supplied to the heating core by the water pump, subsequently flowing through the motor heat source, and finally returning to the liquid chamber of the heating expansion tank.

[0078] In some specific implementations, component models corresponding to the water pump, heater core, and motor heat source are first established. Then, based on the flow sequence of the liquid coolant in the vehicle's thermal management system, the liquid chamber of the heater expansion tank is connected to both the water pump and the motor heat source, with the heater core positioned between them. The flow direction of the liquid coolant is defined as follows: flowing from the liquid chamber of the heater expansion tank into the water pump, flowing out through the water pump to the heater core, flowing out through the heater core to the motor heat source, and then flowing back into the liquid chamber of the heater expansion tank via the motor heat source, thus forming a heater loop simulation model.

[0079] In some implementations, multiple sensors are also installed in the exhaust system and the high-temperature warm air circuit.

[0080] In some specific embodiments, a first mixture proportioning sensor is installed at the interface between the air chamber of the warm air expansion tank and the exhaust hose, and a second mixture proportioning sensor is installed at the interface between the low-temperature radiator and the exhaust hose. A volumetric flow sensor, a mass flow sensor, and an eighth pressure sensor are installed in the exhaust hose.

[0081] Understandably, multiple sensors in the exhaust system can provide a better understanding of the gas-liquid mixture and gas transport during the exhaust process, thus making it easier to know the specific circumstances causing heat loss.

[0082] In some specific embodiments, the inlet of the liquid chamber of the warm air expansion tank is equipped with a first temperature sensor and a first pressure sensor, and the outlet of the liquid chamber is equipped with a second pressure sensor. The outlet of the water pump is equipped with a third pressure sensor. The liquid outlet of the warm air core is equipped with a second temperature sensor and a fourth pressure sensor, the air inlet of the warm air core is equipped with a fifth pressure sensor and an inlet air mass flow sensor, and the air outlet of the warm air core is equipped with a sixth pressure sensor. The outlet of the motor heat source is equipped with a third temperature sensor and a seventh pressure sensor.

[0083] Understandably, by using the measurement results of multiple temperature and pressure sensors in the high-temperature warm air circuit and the input power of the motor heat source, the input heat of the motor heat source and the heat dissipation of the warm air core can be calculated. By calculating the difference between the two, the heat loss caused by the exhaust hose and the warm air expansion tank through various heat convection paths can be determined.

[0084] S22: Set simulation parameters in the simulation system; the simulation parameters include the characteristic parameters and boundary condition parameters corresponding to the simulation models of the exhaust system and the heating circuit under the preset operating conditions.

[0085] In this embodiment, material simulation parameters are defined for the exhaust hose and the warm air expansion tank, respectively. Multiple thermal convection paths are defined for the exhaust hose and the warm air expansion tank, and thermal convection boundary conditions are set based on these paths to simulate heat transfer. Gas state boundary conditions are defined in the gas chamber of the warm air expansion tank, mixture state boundary conditions are defined at the interface of the low-temperature radiator, and air inlet boundary conditions are defined at the air inlet of the warm air core.

[0086] Among them, the gas state boundary conditions and the air intake boundary conditions both refer to the gas pressure, temperature, and the ratio of the gas-liquid mixture.

[0087] In some implementations, the ratio of gas to liquid in the gaseous state boundary condition is 80%:20%.

[0088] In some implementations, multiple thermal convection paths corresponding to the exhaust hose and the warm air expansion tank are defined, and thermal convection boundary conditions are set based on these multiple thermal convection paths to simulate heat transfer. This includes: defining a first thermal convection path along a first direction and its corresponding heat transfer coefficient based on the exhaust hose, and defining a second thermal convection path along a second direction and its corresponding heat transfer coefficient. The first thermal convection path connects the air chamber of the warm air expansion tank, the inner cavity of the exhaust hose, and the low-temperature radiator. The second thermal convection path connects the external environment, the first hose wall of the exhaust hose, the inner cavity of the exhaust hose, the second hose wall of the exhaust hose, and the external environment. The first direction is the length extension direction of the exhaust hose, and the second direction is the direction from the first hose wall to the second hose wall; the first direction is perpendicular to the second direction.

[0089] In some embodiments, the steps of defining multiple thermal convection paths corresponding to the exhaust hose and the warm air expansion tank, and setting thermal convection boundary conditions based on the multiple thermal convection paths to simulate heat transfer, further include: defining a third thermal convection path along a first direction and its corresponding heat transfer coefficient based on the warm air expansion tank, and defining a fourth thermal convection path along a second direction and its corresponding heat transfer coefficient. The third thermal convection path connects the air cavity of the warm air expansion tank and the inner cavity of the exhaust hose. The fourth thermal convection path connects the external environment, the first wall of the warm air expansion tank, the air cavity of the warm air expansion tank, the liquid cavity of the warm air expansion tank, the second wall of the warm air expansion tank, and the external environment.

[0090] Understandably, the thermal convection boundary condition is the thermal convection path and the corresponding heat transfer coefficient.

[0091] Understandably, by defining multiple heat transfer paths corresponding to the exhaust hose and the heating expansion tank in the simulation system, and setting corresponding heat convection boundary conditions based on different heat transfer paths, the heat leakage paths of the exhaust hose and the heating expansion tank can be quantified, thereby better simulating the heat loss process in actual operation.

[0092] In some implementations, vehicle speed and ambient temperature are set to define global boundary conditions.

[0093] In some implementations, the Amesim default value is used for multiple sensors installed in the exhaust system and the high-temperature warm air circuit.

[0094] In some implementations, the input power of the motor heat source is set.

[0095] S23: Run the simulation system based on the characteristic parameters and boundary condition parameters corresponding to the exhaust system simulation model and the heating circuit simulation model, respectively, and obtain the simulation results; among which, the simulation results include the total input heat and total output heat of the heating circuit simulation model; where the total input heat is the total heating amount of the motor heat source, and the total output heat is the total heat dissipation of the heating core.

[0096] In this embodiment, the total heating capacity of the motor heat source is calculated based on the input power of the motor heat source.

[0097] In some implementations, the total heating capacity of the motor heat source is calculated using a software formula built into the simulation software; that is, the total input heat is obtained by integrating the input power.

[0098] In this embodiment, the total heat dissipation of the heater core is calculated based on the air inlet boundary conditions of the heater core, the air inlet pressure, and the coolant temperature at the outlet of the heater core.

[0099] In some implementations, the total heat dissipation of the heating core is calculated using a software formula built into the simulation software, whereby the total input heat is the result of multiplying the enthalpy difference between the air inlet and outlet by the flow rate.

[0100] In some specific implementations, the inlet air enthalpy is calculated based on the air inlet boundary conditions of the heater core and the pressure data collected by the fifth pressure sensor; the outlet air enthalpy is calculated based on the coolant temperature data collected by the second temperature sensor at the liquid outlet of the heater core; and the flow rate is obtained based on the flow rate data collected by the inlet air mass flow sensor at the air inlet of the heater core.

[0101] S24: Calculate the difference between the total input heat and the total output heat, and define the difference as the heat loss caused by the exhaust system simulation model under the preset operating conditions.

[0102] S25: Adjust multiple simulation parameters and run the simulation system based on the adjusted simulation parameters to continue to determine the heat loss caused by the exhaust system simulation model under the preset operating conditions based on the simulation calculation results of the heating circuit simulation model.

[0103] In this embodiment, the characteristic parameters and related boundary condition parameters of the exhaust hose and the warm air expansion tank are adjusted. For example, the material simulation parameters corresponding to the exhaust hose and the warm air expansion tank are adjusted respectively; and / or, the thermal convection boundary conditions corresponding to multiple thermal convection paths in the exhaust hose and the warm air expansion tank are adjusted; and / or, the gas state boundary conditions corresponding to the warm air expansion tank and the mixture state boundary conditions corresponding to the low temperature radiator are adjusted.

[0104] In some implementations, only the material simulation parameters corresponding to the exhaust hose and the warm air expansion tank are adjusted, or only the thermal convection boundary conditions corresponding to multiple thermal convection paths in the exhaust hose and the warm air expansion tank are adjusted, or only the gas state boundary conditions corresponding to the warm air expansion tank and the mixture state boundary conditions corresponding to the low-temperature radiator are adjusted.

[0105] In other implementations, the material simulation parameters corresponding to the exhaust hose and the warm air expansion tank are adjusted, as are the thermal convection boundary conditions corresponding to multiple thermal convection paths in the exhaust hose and the warm air expansion tank.

[0106] In other implementations, the material simulation parameters corresponding to the exhaust hose and the warm air expansion tank are adjusted, as are the gas state boundary conditions corresponding to the warm air expansion tank and the mixture state boundary conditions corresponding to the low-temperature radiator.

[0107] In other embodiments, the thermal convection boundary conditions corresponding to multiple thermal convection paths in the exhaust hose and the warm air expansion tank are adjusted, as are the gas state boundary conditions corresponding to the warm air expansion tank and the mixture state boundary conditions corresponding to the low-temperature radiator.

[0108] In other implementations, the material simulation parameters corresponding to the exhaust hose and the warm air expansion tank are adjusted, the thermal convection boundary conditions corresponding to multiple thermal convection paths in the exhaust hose and the warm air expansion tank are adjusted, and the gas state boundary conditions corresponding to the warm air expansion tank and the mixture state boundary conditions corresponding to the low-temperature radiator are adjusted.

[0109] Understandably, by adjusting different simulation parameters and running the simulation system based on the adjusted simulation parameters, the heat loss caused by the exhaust system simulation model under the preset operating conditions can be determined based on the simulation calculation results of the heating circuit simulation model. This allows for a more comprehensive and accurate assessment of the impact of different simulation parameters on heat loss, as well as the impact of the motor heat source on system heating. Consequently, the simulation system can more accurately reflect the actual operation of the vehicle thermal management system.

[0110] S26: Repeat the above steps of adjusting simulation parameters and running the simulation model to obtain the optimal simulation parameters corresponding to the minimum heat loss.

[0111] Understandably, by repeating the steps of adjusting simulation parameters and running the simulation model, and obtaining the optimal simulation parameters corresponding to the minimum heat loss, the vehicle thermal management simulation system can be effectively optimized, thereby improving its performance and reliability. Furthermore, by obtaining the optimal simulation system, the development and design of the vehicle thermal management system can be better guided, thereby improving R&D efficiency and shortening the development cycle.

[0112] Unlike related technologies, this embodiment constructs a vehicle thermal management simulation system based on relevant components within the vehicle thermal management system. This simulation system includes coupled exhaust system and heating circuit simulation models, directly linking heat loss from the exhaust system to the heating circuit, making the heat leakage process clear and traceable. Furthermore, by setting simulation parameters that include characteristic parameters and boundary condition parameters corresponding to the exhaust system and heating circuit simulation models under preset operating conditions, the simulation system runs based on these parameters. The heat loss caused by the exhaust system simulation model under preset operating conditions is determined based on the simulation calculation results of the heating circuit simulation model. This allows exhaust-related components to be placed within the heating circuit for system-level analysis, fully considering the mutual influence between relevant components in the exhaust system and the heating circuit, thereby improving the realism and reliability of the heat loss calculation results. Ultimately, this enables the simulation system to more accurately assess the heat loss caused by the actual operation of the vehicle thermal management system. Furthermore, by transforming the costly and time-consuming physical experimental process into a simple and easy-to-implement digital simulation process, the efficiency of system verification can be effectively improved, thereby reducing the R&D cycle and cost, and enabling a more efficient and accurate assessment of the thermal loss of the vehicle thermal management system. Moreover, by repeating the steps of adjusting simulation parameters and running the simulation model to obtain the optimal simulation system, the development and design of the vehicle thermal management system can be better guided, thereby improving R&D efficiency and shortening the development cycle.

[0113] This application provides an electronic device.

[0114] Please see Figure 4 , Figure 4 This is a schematic diagram of one embodiment of the electronic device of this application. For example... Figure 4 As shown, in this embodiment, the electronic device 400 includes a memory 410 and a processor 420.

[0115] In this embodiment, the memory 410 is used to store program data, which, when executed, implements the steps in the vehicle thermal management simulation method described above. The processor 420 is used to execute the program instructions stored in the memory 410 to implement the steps in the vehicle thermal management simulation method described above.

[0116] Specifically, processor 420 controls itself and memory 410 to implement the steps in the vehicle thermal management simulation method described above. Processor 420 can also be referred to as a CPU (Central Processing Unit). Processor 420 may be an integrated circuit chip with signal processing capabilities. Processor 420 can also be a general-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. A general-purpose processor can be a microprocessor or any conventional processor. Furthermore, processor 420 can be implemented using multiple integrated circuit chips.

[0117] This embodiment constructs a vehicle thermal management simulation system based on relevant components in the vehicle thermal management system using processor 420. The simulation system includes coupled exhaust system and heating circuit simulation models, directly linking heat loss from the exhaust system to the heating circuit, making the heat leakage process clear and traceable. Furthermore, by setting simulation parameters in the simulation system, including characteristic parameters and boundary condition parameters corresponding to the exhaust system and heating circuit simulation models under preset operating conditions, the simulation system runs based on these parameters. The heat loss caused by the exhaust system simulation model under preset operating conditions is determined based on the simulation calculation results of the heating circuit simulation model. This allows exhaust-related components to be placed within the heating circuit for system-level analysis, fully considering the mutual influence between relevant components in the exhaust system and the heating circuit, thereby improving the realism and reliability of the heat loss calculation results. Consequently, the simulation system can more accurately assess the heat loss caused by the actual operation of the vehicle thermal management system. Furthermore, by transforming the high-cost, long-cycle physical experiment process into a simple and easy-to-implement digital simulation process, the system verification efficiency can be effectively improved, thereby reducing the R&D cycle and cost, and thus enabling a more efficient and accurate assessment of the thermal loss of the vehicle thermal management system.

[0118] This application provides a computer-readable storage medium.

[0119] Please see Figure 5 , Figure 5 This is a schematic diagram of a computer-readable storage medium according to an embodiment of the present invention.

[0120] The computer-readable storage medium 500 includes a computer program 501 stored on it. When executed by the aforementioned processor, the computer program 501 implements the steps in the vehicle thermal management simulation method described above. Specifically, if the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium 500. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a computer-readable storage medium 500 and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods of various embodiments of this application. The aforementioned computer-readable storage medium 500 includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

Claims

1. A vehicle thermal management simulation method, characterized in that, include: A vehicle thermal management simulation system is constructed based on relevant components in the vehicle thermal management system; wherein, the simulation system includes a coupled exhaust system simulation model and a heating circuit simulation model; Simulation parameters are set in the simulation system; wherein, the simulation parameters include characteristic parameters and boundary condition parameters corresponding to the exhaust system simulation model and the heating circuit simulation model under preset operating conditions, respectively; The simulation system is run based on the simulation parameters, and the heat loss caused by the exhaust system simulation model under the preset operating conditions is determined based on the simulation calculation results of the heating circuit simulation model.

2. The vehicle thermal management simulation method according to claim 1, characterized in that, The steps for constructing a vehicle thermal management simulation system based on relevant components in the vehicle thermal management system include: Based on the flow sequence of the gas-liquid two-phase coolant in the vehicle thermal management system, exhaust-related components are connected, and the flow direction of the gas-liquid two-phase coolant is defined to construct a simulation model of the exhaust system; and, Based on the flow sequence of the liquid coolant in the vehicle thermal management system, the components related to the heating circuit are connected, and the flow direction of the liquid coolant is defined to construct a simulation model of the heating circuit.

3. The vehicle thermal management simulation method according to claim 2, characterized in that, The steps of connecting exhaust-related components based on the flow sequence of the gas-liquid two-phase coolant in the vehicle thermal management system and defining the flow direction of the gas-liquid two-phase coolant to construct the exhaust system simulation model include: Establish component models corresponding to the exhaust hose, the warm air expansion tank, and the low-temperature radiator; wherein, the warm air expansion tank includes an air chamber and a liquid chamber; Based on the flow sequence of the gas-liquid two-phase coolant in the vehicle thermal management system, the two ends of the exhaust hose are respectively connected to the air chamber of the low-temperature radiator and the heater expansion tank. The flow direction of the gas-liquid two-phase coolant is defined as the length extension direction of the exhaust hose to form a simulation model of the exhaust system.

4. The vehicle thermal management simulation method according to claim 3, characterized in that, The steps of connecting components related to the heating circuit based on the flow sequence of the liquid coolant in the vehicle thermal management system and defining the flow direction of the liquid coolant to construct the heating circuit simulation model include: Establish component models corresponding to the water pump, the heater core, and the motor heat source; Based on the flow sequence of the liquid coolant in the vehicle thermal management system, the liquid chamber of the heater expansion tank is connected to the water pump and the motor heat source respectively, and the heater core is set between the water pump and the motor heat source. The flow direction of the liquid coolant is defined as follows: it flows into the water pump through the liquid chamber of the warm air expansion tank, flows out through the water pump to the warm air core, flows out through the warm air core to the motor heat source, and then flows back into the liquid chamber of the warm air expansion tank through the motor heat source, thus forming the simulation model of the warm air circuit.

5. The vehicle thermal management simulation method according to claim 4, characterized in that, The step of setting simulation parameters in the simulation system includes: Define the material simulation parameters for the exhaust hose and the warm air expansion tank, respectively; Multiple heat convection paths are defined corresponding to the exhaust hose and the warm air expansion tank, and heat convection boundary conditions are set based on the multiple heat convection paths to simulate heat transfer; Gas state boundary conditions are defined in the gas chamber of the warm air expansion tank, mixture state boundary conditions are defined at the interface end of the low temperature radiator, and air inlet boundary conditions are defined at the air inlet of the warm air core.

6. The vehicle thermal management simulation method according to claim 5, characterized in that, The steps of defining multiple heat convection paths corresponding to the exhaust hose and the warm air expansion tank, and setting heat convection boundary conditions based on the multiple heat convection paths to simulate heat transfer, include: Based on the exhaust hose, a first heat convection path and its corresponding heat transfer coefficient are defined along a first direction, and a second heat convection path and its corresponding heat transfer coefficient are defined along a second direction; wherein, the first heat convection path connects the air chamber of the warm air expansion tank, the inner cavity of the exhaust hose, and the low-temperature radiator; the second heat convection path connects the external environment, the first hose wall of the exhaust hose, the inner cavity of the exhaust hose, the second hose wall of the exhaust hose, and the external environment; the first direction is the length extension direction of the exhaust hose, the second direction is the direction from the first hose wall to the second hose wall, and the first direction is perpendicular to the second direction.

7. The vehicle thermal management simulation method according to claim 6, characterized in that, The steps of defining multiple heat convection paths corresponding to the exhaust hose and the warm air expansion tank, and setting heat convection boundary conditions based on the multiple heat convection paths to simulate heat transfer, further include: Based on the defined heating expansion tank, a third heat convection path and its corresponding heat transfer coefficient are defined along the first direction, and a fourth heat convection path and its corresponding heat transfer coefficient are defined along the second direction; wherein, the third heat convection path connects the air chamber of the heating expansion tank and the inner cavity of the exhaust hose; the fourth heat convection path connects the external environment, the first wall of the heating expansion tank, the air chamber of the heating expansion tank, the liquid chamber of the heating expansion tank, the second wall of the heating expansion tank, and the external environment.

8. The vehicle thermal management simulation method according to claim 7, characterized in that, The step of running the simulation system based on the simulation parameters and determining the heat loss caused by the exhaust system simulation model under the preset operating conditions based on the simulation calculation results of the heating circuit simulation model includes: The simulation system is run based on the characteristic parameters and boundary condition parameters corresponding to the exhaust system simulation model and the heating circuit simulation model, respectively, to obtain simulation results; wherein, the simulation results include the total input heat and total output heat of the heating circuit simulation model; wherein, the total input heat is the total heating amount of the motor heat source, and the total output heat is the total heat dissipation of the heating core; Calculate the difference between the total input heat and the total output heat, and define the difference as the heat loss caused by the exhaust system simulation model under the preset operating conditions.

9. The vehicle thermal management simulation method according to claim 8, characterized in that, After the step of running the simulation system based on the simulation parameters and determining the heat loss caused by the exhaust system simulation model under the preset operating conditions based on the simulation calculation results of the heating circuit simulation model, the process includes: Adjust multiple simulation parameters and run the simulation system based on the adjusted simulation parameters to continue to determine the heat loss caused by the exhaust system simulation model under the preset operating conditions based on the simulation calculation results of the heating circuit simulation model. Repeat the steps of adjusting simulation parameters and running the simulation model to obtain the optimal simulation parameters corresponding to the minimum heat loss.

10. A vehicle thermal management simulation system, characterized in that, The simulation system includes a coupled exhaust system simulation model and a heating circuit simulation model; wherein, the simulation system performs simulation calculations using the vehicle thermal management simulation method as described in any one of claims 1 to 9, so as to determine the heat loss caused by the exhaust system simulation model under the preset operating conditions based on the simulation calculation results of the heating circuit simulation model.

11. The vehicle thermal management simulation system according to claim 10, characterized in that, The exhaust system simulation model includes an exhaust hose, a warm air expansion tank, and a low-temperature radiator; the warm air expansion tank includes an air chamber and a liquid chamber; the warm air circuit simulation model includes a water pump, the warm air core, and a motor heat source. The two ends of the exhaust hose are respectively connected to the air chamber of the low-temperature radiator and the air chamber of the warm air expansion tank; The outlet of the liquid chamber of the warm air expansion tank is connected to the inlet of the water pump; The outlet of the water pump is connected to the liquid inlet of the heater core; The liquid outlet of the heating core is connected to the inlet of the motor heat source; The outlet of the motor heat source is connected to the inlet of the liquid chamber of the warm air expansion tank.

12. An electronic device, characterized in that, include: A memory for storing program data, which, when executed, implements the steps in the vehicle thermal management simulation method as described in any one of claims 1 to 9; A processor is configured to execute the program data stored in the memory to implement the steps in the vehicle thermal management simulation method as described in any one of claims 1 to 9.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the vehicle thermal management simulation method as described in any one of claims 1 to 9.

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