Thermal management system simulation method and system

Abstract

The application discloses a kind of thermal management system simulation method and system, comprising: the heat exchangeable object in the established thermal management model is abstracted as heat port.According to current temperature, target temperature, heat generation power, heat capacity, working mode and safety margin, heat source port and heat sink port are identified.The heat source available amount of heat source port and the heat sink demand amount of heat sink port are calculated.The effective heat transfer path between heat source port and heat sink port is determined, and the maximum heat transfer capacity between heat source port and heat sink port and the heat grade match degree of effective heat transfer path are calculated using adaptive algorithm.With maximum heat transfer capacity, heat sink demand amount and heat source available amount as constraint, the set objective function is optimized according to heat grade match degree, to realize heat distribution of heat source port and heat sink port.Finally, the waste heat utilization rate and heat source contribution degree of heat source port are determined by heat distribution result, to realize heat distribution simulation of thermal management system.

Description

Technical Field

[0001] This invention relates to the field of computer-aided design technology, specifically to a thermal management system simulation method and system. Background Technology

[0002] Thermal management in new energy vehicles is no longer limited to engine cooling, but also includes multiple components such as the power battery, motor, electronic control system, OBC / DC-DC converter, compressor, cabin, coolant circuit, refrigerant circuit, heat exchanger, heat pump, PTC heater, and ambient heat exchanger. The roles of different components as heat sources / sinks change under different operating conditions. For example, the battery needs to be heated in low winter temperatures, but becomes a high-heat source during fast charging. The cabin is a heating target in winter and a heat-removing target in summer. Waste heat from the electric drive system can be used for battery preheating or cabin heating in winter, but needs to be promptly removed in summer.

[0003] Existing one-dimensional thermal management simulation methods typically focus on temperature, flow rate, pressure, and component energy consumption, and can simulate the coupling of battery circuits, electric drive circuits, and air conditioning heat pump circuits. However, existing thermal management models often treat the battery, electric drive, cabin, or environment as fixed heat sources or heat sinks, making it impossible for one-dimensional thermal management models to accurately reflect changes in the direction of heat flow for the same component under different operating conditions. For example, batteries require heating in winter and cooling during fast charging; if their roles are fixed, it will affect the assessment of thermal safety, energy consumption, and waste heat utilization. Furthermore, traditional models usually only consider the amount of heat, relying heavily on preset modes or fixed proportions, without fully assessing the temperature level of the heat, heat pump transport efficiency, and path losses. This may result in low-grade heat sources supplying high-temperature demands, premature activation of PTC or compressors, leading to inaccurate assessments of energy consumption and heat source contribution. It is difficult to dynamically allocate heat or cooling capacity according to thermal safety, comfort, and energy consumption targets, making it difficult to evaluate the waste heat utilization rate of heat sources and the heat source of heat sinks. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention proposes a simulation method and system for a thermal management system, which can accurately evaluate the waste heat utilization rate of different heat sources and the contribution of heat sources to different heat sinks. The specific technical solution is as follows: In a first aspect, a simulation method for a thermal management system is provided, wherein in a first implementable mode of the first aspect, the method includes: A thermal management model is established based on the loop topology of the vehicle's thermal management system, and the heat exchangeable objects in the thermal management model are abstracted as heat ports to generate a set of heat ports. Identify the heat source ports and heat sink ports in the heat port set based on the current temperature, target temperature, heating power, heat capacity, operating mode, and safety margin of the heat port. The available heat source quantity at each heat source port is calculated based on the corresponding power loss, input and output power and current temperature, and the heat sink demand at each heat sink port is calculated based on the corresponding current temperature, target temperature and equivalent heat capacity. The effective heat transfer path between the heat source port and the heat sink port is determined by the valve opening degree, pump status, compressor status and mode switch in the thermal management model. Based on the heat transfer mode corresponding to the effective heat transfer path between the heat source port and the heat sink port, calculate the maximum heat transfer capacity between each heat source port and the heat sink port and the heat grade matching degree of the effective heat transfer path. Using the maximum heat transfer capacity, heat sink demand and available heat source as constraints, the objective function is optimized and solved according to the heat quality matching degree to obtain the heat allocated from each heat source port to different heat sink ports. By analyzing the heat distributed from each heat source port to different heat sink ports, the heat source contribution of each heat source port to different heat sink ports is determined. Similarly, by analyzing the heat distributed from each recoverable heat source port to different heat sink ports, the waste heat utilization rate of each recoverable heat source port is determined.

[0005] In conjunction with the first implementable method of the first aspect, in the second implementable method of the first aspect, identifying the heat source ports and heat sink ports in the set of heat ports includes: Calculate the temperature deviation between the current temperature and the target temperature of each heat port, the protection power deviation between the heating power and the protection requirements, and the demand power deviation between the heating power and the heat sink requirements. Identify the heat source port and heat sink port based on temperature deviation, protection power deviation, and demand power deviation.

[0006] In conjunction with the first feasible method of the first aspect, in the third feasible method of the first aspect, the maximum heat transfer capacity between the heat source port and the heat sink port is calculated, including...

[0007] Calculate the heat transfer capacity value of each effective heat transfer path between the heat source port and the heat sink port according to the corresponding heat transfer mode. When multiple effective heat transfer paths cannot work simultaneously, the maximum heat transfer capacity value is selected from all calculated heat transfer capacity values ​​as the maximum heat transfer capacity between the heat source port and the heat sink port. When multiple effective heat transfer paths can operate simultaneously, the maximum heat transfer capacity is determined by combining the available heat source, the heat sink demand, and the heat transfer capacity values ​​of all effective heat transfer paths.

[0008] In conjunction with the first possible implementation of the first aspect, in the fourth possible implementation of the first aspect, calculating the heat grade matching degree of the effective heat transfer path includes: When the effective heat transfer path is a direct heat exchange path, the heat grade matching degree is calculated based on the heat exchange efficiency factor, loss correction factor and temperature driving force factor corresponding to the effective heat transfer path. When the effective heat transfer path is a heat pump transport path, the heat grade matching degree is calculated based on the loss correction factor, heat exchange efficiency factor and heat pump conversion efficiency factor corresponding to the effective heat transfer path. When the effective heat transfer path is an electric heating path, the heat quality matching degree is calculated based on the loss correction factor, heat exchange efficiency factor and power consumption penalty coefficient corresponding to the effective heat transfer path.

[0009] In conjunction with the first implementable method of the first aspect, in the fifth implementable method of the first aspect, the specific expression of the objective function is as follows: ; in, For priority weighting of heat exchange, As slack variables, , , , These are the energy consumption of the compressor, water pump, fan, and PTC, respectively. , , , These are the weighting coefficients for compressor energy consumption, water pump energy consumption, fan energy consumption, and PTC energy consumption, respectively. This is the weighting coefficient for the heat quality loss term. The heat from heat source port i is distributed to heat sink port j through an effective heat transfer path. For calorie quality matching, The weighting coefficient for the mode switching cost. For actuator control quantity, For the simulation time step, The incentive coefficient for effective utilization of waste heat. Waste heat that can be effectively utilized It represents the first norm.

[0010] In conjunction with the fifth possible implementation of the first aspect, in the sixth possible implementation of the first aspect, the priority weight of the heat sink is dynamically adjusted according to the safety margin and comfort deviation of the heat sink port.

[0011] In conjunction with the first implementable method of the first aspect, the seventh implementable method of the first aspect also includes: The network state of each heat port in the thermal management model is updated using the heat distributed from each heat source port to different heat sink ports as the node heat flow boundary.

[0012] In conjunction with the first implementable method of the first aspect, the eighth implementable method of the first aspect also includes: Based on the heat allocated from each heat source port to different heat sink ports, the effective heat transfer path between the heat source port and the heat sink port, the heat quality matching degree of the effective heat transfer path, and the maximum heat transfer capacity between each heat source port and the heat sink port, the heat management mode and actuator control quantity of the heat management system are deduced.

[0013] In conjunction with the first implementable method of the first aspect, the ninth implementable method of the first aspect also includes: Acquire simulation data of the thermal management system, compare the simulation data with the measured data, and determine the simulation residual between the simulation data and the measured data; Based on the simulation residuals, a parameter optimization algorithm is used to optimize the various model parameters in the thermal management model.

[0014] Secondly, a thermal management system simulation system is provided, including: The port simulation modeling module is configured to establish a thermal management model based on the loop topology of the vehicle's thermal management system, and abstract the heat exchangeable objects in the thermal management model as hot ports to generate a set of hot ports. Identify the heat source ports and heat sink ports in the heat port set based on the current temperature, target temperature, heating power, heat capacity, operating mode, and safety margin of the heat port. The port heat calculation module is configured to calculate the available heat source quantity of each heat source port based on the corresponding power loss, input and output power and current temperature, and to calculate the heat sink demand of each heat sink port based on the corresponding current temperature, target temperature and equivalent heat capacity. The heat transfer path identification module is configured to determine the effective heat transfer path between the heat source port and the heat sink port by using the valve opening degree, pump status, compressor status and mode switch in the thermal management model. The path parameter calculation module is configured to calculate the maximum heat transfer capacity and heat grade matching degree of each heat source port and heat sink port based on the heat transfer mode corresponding to the effective heat transfer path between the heat source port and the heat sink port. The heat distribution optimization module is configured to use the maximum heat transfer capacity, heat sink demand and available heat source as constraints, and optimize and solve the set objective function according to the heat quality matching degree to obtain the heat distributed from each heat source port to different heat sink ports. The simulation index calculation module is configured to determine the heat source contribution of each heat source port to different heat sink ports by distributing heat to each heat source port, and to determine the waste heat utilization rate of each recyclable heat source port by distributing heat to different heat sink ports by distributing heat to each recyclable heat source port.

[0015] Beneficial Effects: The thermal management system simulation method and system of this invention can identify heat source ports and heat sink ports in the heat port set according to the vehicle's operating conditions. It enables role switching of various heat exchangeable objects in the thermal management system and determines the heat transfer path based on their roles. By using valve opening, pump status, compressor status, and mode switching in the model, the reachability between heat source ports and heat sink ports can be determined, thus identifying the effective heat transfer path between them and providing a foundation for subsequent heat allocation. Introducing a heat quality matching degree allows for the evaluation of the heat utilization value of effective heat transfer paths. Combining maximum heat transfer capacity, heat quality matching degree, available heat source quantity, and heat sink demand, a competitive allocation mechanism is used. By solving an objective function that optimizes unmet heat sink demand, thermal management energy consumption, heat quality loss, mode switching costs, and waste heat utilization, heat allocation can avoid distributing heat to disconnected or low-value paths, thereby rationally allocating heat from each heat source port to different heat sink ports. Finally, by allocating the heat from each heat source port to different heat sink ports, the heat source contribution of each heat source port to different heat sink ports is determined, and by allocating the heat from each recoverable heat source port to different heat sink ports, the waste heat utilization rate of each recoverable heat source port is determined. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of the present invention, the accompanying drawings used in the specific embodiments will be briefly described below. In all the drawings, the elements or parts are not necessarily drawn to scale.

[0017] Figure 1 A flowchart of a thermal management system simulation method provided in an embodiment of the present invention; Figure 2 This is a system block diagram of a thermal management system simulation system provided in an embodiment of the present invention. Detailed Implementation

[0018] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solution of the present invention and are therefore intended to limit the scope of protection of the present invention.

[0019] like Figure 1 The flowchart shown illustrates a simulation method for a thermal management system, which includes: Step 1: Establish a thermal management model based on the loop topology of the vehicle's thermal management system, and abstract the heat exchangeable objects in the thermal management model as heat ports to generate a set of heat ports; Step 2: Identify the heat source ports and heat sink ports in the heat port set based on the current temperature, target temperature, heating power, heat capacity, operating mode, and safety margin of the heat port. Step 3: Calculate the available heat source quantity for each heat source port based on the corresponding power loss, input and output power and current temperature, and calculate the heat sink demand for each heat sink port based on the corresponding current temperature, target temperature and equivalent heat capacity. Step 4: Determine the effective heat transfer path between the heat source port and the heat sink port by using the valve opening, pump status, compressor status and mode switch in the thermal management model. Step 5: Based on the heat transfer mode corresponding to the effective heat transfer path between the heat source port and the heat sink port, calculate the maximum heat transfer capacity between each heat source port and the heat sink port and the heat grade matching degree of the effective heat transfer path. Step 6: Using the maximum heat transfer capacity, heat sink demand and available heat source as constraints, optimize the set objective function according to the heat quality matching degree to obtain the heat allocated from each heat source port to different heat sink ports. Step 7: Determine the heat source contribution of each heat source port to different heat sink ports by allocating heat to each heat source port, and determine the waste heat utilization rate of each recyclable heat source port by allocating heat to different heat sink ports by allocating heat to each recyclable heat source port.

[0020] Specifically, firstly, a thermal management model can be established based on the loop topology of the vehicle's thermal management system. Then, the heat exchange objects in the thermal management model, such as the power battery, drive motor, electronic control / inverter, OBC / DC-DC converter, passenger compartment, ambient air, heat pump evaporator, heat pump condenser, chiller, radiator, condenser, evaporator, PTC heater, and compressor, are abstracted as heat ports, and a corresponding set of heat ports is generated.

[0021] Then, based on the current temperature, target temperature, heating power, heat capacity, operating mode, and safety margin of the heat port, the heat source ports and heat sink ports in the heat port set under the current operating conditions can be identified, thereby avoiding the fixed role of heat transfer objects under different operating conditions. Then, the available heat source quantity of each heat source port can be calculated based on the corresponding power loss, input and output power, and current temperature, and the heat sink demand of each heat sink port can be calculated based on the corresponding current temperature, target temperature, and equivalent heat capacity.

[0022] Then, based on the valve status, pump / fan / compressor status, and medium connection relationship of the heat transfer path between the heat source port and the heat sink port, an effective heat transfer path that can transfer heat between the heat source port and the heat sink port can be determined, thereby avoiding the allocation of heat to the non-transferable heat transfer path during the subsequent heat distribution process.

[0023] Then, based on the heat transfer mode of the effective heat transfer path, the maximum heat transfer capacity between the heat source port and the heat sink port can be calculated using a matching calculation method, as well as the heat grade matching degree of each effective heat transfer path, to evaluate the heat utilization value of the effective heat transfer path.

[0024] Then, using the maximum heat transfer capacity, heat sink demand, and available heat source as constraints, and with unmet heat sink demand, thermal management energy consumption, heat quality loss, mode switching costs, and waste heat utilization as optimization objectives, the heat allocated from each heat source port to different heat sink ports can be optimized and solved based on the heat quality matching degree, thus realizing the heat allocation between heat source ports and heat sink ports in the thermal management model. Finally, by using the heat allocated from each heat source port to different heat sink ports, the heat source contribution of each heat source port to different heat sink ports can be obtained, realizing the heat allocation simulation of the thermal management system. Moreover, the waste heat utilization rate of each recyclable heat source port can be determined by using the heat allocated from each recyclable heat source port to different heat sink ports.

[0025] In this embodiment, the thermal management model is a one-dimensional thermal management model composed of one-dimensional fluid branches, thermal capacity nodes, and thermal ports. A thermal capacity node refers to a physical component with significant thermal inertia (i.e., the ability to store and release heat). In the thermal network, it is abstracted as a lumped-parameter thermal mass unit, and its temperature change with heat inflow or outflow is characterized by its equivalent heat capacity. In this embodiment, batteries, motors, cabins, heat exchanger walls, etc., can all serve as thermal capacity nodes.

[0026] A heat port is a heat exchange interface abstracted from a heat-exchangeable object. It is used in a one-dimensional thermal management model to uniformly describe parameters such as the object's temperature, available or required heat, equivalent heat capacity, equivalent thermal resistance, maximum heat transfer capacity, operating status, and port role.

[0027] Heat-exchangeable objects refer to physical components or model objects, such as power batteries, drive motors, cabins, radiators, chillers, condensers, evaporators, PTC heaters, etc. A heat port is the computational boundary of these heat-exchangeable objects in the thermal network. One heat-exchangeable object can correspond to one heat port or multiple heat ports. For example, a heat pump system may include evaporation ports and condensation ports, and a heat exchanger may include hot-side ports and cold-side ports.

[0028] Each hot port in the hot port set includes information such as port temperature, available or required heat capacity, equivalent heat capacity, equivalent thermal resistance, and equivalent maximum heat transfer capacity. The roles of hot ports can be categorized as heat source ports, heat sink ports, and reversible ports. Before conducting simulations, it is necessary to determine the role of each hot port in the hot port set under the current operating conditions.

[0029] In this embodiment, optionally, identifying heat source ports and heat sink ports in the set of heat ports includes: Calculate the temperature deviation between the current temperature and the target temperature of each heat port, the protection power deviation between the heating power and the protection requirements, and the demand power deviation between the heating power and the heat sink requirements. Identify the heat source port and heat sink port based on temperature deviation, protection power deviation, and demand power deviation.

[0030] Specifically, components such as batteries, electric drives, cabins, heat pumps, and the environment in the thermal management system are abstracted as hot ports with attributes such as temperature, heat capacity, and thermal resistance. By comparing the thermal equilibrium state of each port, temperature deviation, and protection requirements across three dimensions, the role of each hot port under the current operating conditions is dynamically determined. (1) Determination of heat source port: A heat source port is determined to be a heat source port when it meets any of the following conditions and its net heat flow is outward: The heat port has internal heat generation power, such as motor loss power, battery charging and discharging heat generation power, PTC electric heating power, etc., and the internal heat generation power is greater than the natural heat dissipation of the heat port to the environment. The current temperature of the hot port is higher than its safe protection temperature limit, and heat needs to be actively dissipated to limit the temperature from rising further. This hot port is the condenser end of the heat pump system, and it is releasing heat to the high-temperature side.

[0031] (2) Determination of heat sink port: A heat sink port is determined to be a heat sink port when it meets any of the following conditions and its net heat flow is internal heat absorption: The current temperature of the hot port is below its target lower limit, and it needs to absorb heat to warm up, such as for battery preheating in winter or cabin heating. The current temperature of the hot port is higher than its target temperature limit, so it needs to actively dissipate heat through the cooling cycle to cool down, such as cabin cooling in summer or fast-charging battery cooling. This hot port is the evaporator end of the heat pump system, and it is absorbing heat from the low-temperature side.

[0032] (3) Priority determination and dynamic switching: First, based on the working mode of the hot port itself (such as battery charging and discharging status, air conditioning working mode, PTC switch status, etc.), determine whether the hot port has an internal heat source or active cooling / heating demand; second, calculate the temperature deviation ΔT=T 当前 -T 目标When ΔT is greater than the upper limit of the safety margin and there is an internal heating requirement, it is identified as a heat source port; when ΔT is less than the lower limit of the safety margin and there is a heating requirement, it is identified as a heat sink port. For ports with two heat flow directions simultaneously (such as the hot and cold sides of a heat exchanger), they can be divided into two independent sub-ports and their roles determined separately. When changes in operating conditions cause the above conditions to reverse, the port role switches synchronously when the simulation step size is updated.

[0033] In this embodiment, the heat source port can be divided into a heating element and an electric heating element. After determining the heat source port and heat sink port in the model, for the heating element, such as a drive motor, the available heat source of the heating element can be calculated based on the corresponding power loss and protection power requirements. The specific calculation formula is as follows: ; in, The amount of heat source available. To reduce power loss, This refers to the heat power lost to the environment or non-target objects. For power loss, it can be determined by the equipment's input power and effective output power, as shown in the following formula: ; in, The input power can be calculated from parameters such as the voltage and current of the device. Effective output power can be calculated from the equipment's operating parameters, such as torque, speed, or output voltage and current. Loss power can be obtained by consulting component efficiency characteristic graphs or loss efficiency characteristic graphs obtained from supplier data, bench tests, or model calibration.

[0034] For equivalent heat capacity, The current temperature. The retention temperature is determined based on the target temperature, allowable temperature range, operating mode, and safety margin. The simulation step size and the hold temperature refer to the lowest temperature that can be reached after the heat source port releases recyclable heat. It is not a fixed value but is dynamically determined based on the current operating mode. Specifically, it can be expressed as:

[0035] in, This is the lowest permissible temperature for the component under the current operating mode. For safety margin, For the target temperature, This refers to the allowable target temperature deviation. Different operating modes call for corresponding temperature limits. For example, a higher retention temperature is used for power batteries in low-temperature fast charging or high-power output modes, while a lower retention temperature can be used in normal driving modes. Relevant values ​​can be determined based on component technical specifications, thermal management control targets, and bench calibration results.

[0036] For electrically heated components, such as PTC heaters, the available heat source can be calculated using the following formula: ; in, The available heat source for the PTC heater. This represents the actual input power of the PTC heater. The equivalent heat exchange efficiency is taken in the range of 0.9 to 1.0.

[0037] Heat sink ports can be divided into heating demand ports and cooling demand ports. For heating demand ports, the heat sink demand can be calculated based on the current temperature, target temperature, equivalent heat capacity, and heat loss. The specific calculation formula is as follows: ; For cooling demand ports, the heat sink demand of the cooling demand ports can be calculated based on the corresponding current temperature, target temperature, equivalent heat capacity, and heat load. The specific calculation formula is as follows: ; in, The equivalent heat capacity of the heat sink port. This is the current temperature at the heat exchanger port. The target temperature for the heat exchanger port. For the simulation time step, This is the amount of heat loss. This represents the heat load.

[0038] In this embodiment, based on the management topology diagram of the thermal management system and combined with the valve opening, pump status, compressor status, mode switch and fan status in the thermal management model under the current operating conditions, the effective heat transfer path between the heat source port and the heat sink port can be determined, and the heat reachability matrix corresponding to the thermal management system can be generated.

[0039] Specifically, the current valid topology can first be filtered based on actuator status and operating mode, such as valve opening, pump / compressor operating status, mode switch, and fan status. Then, a path search is performed on each pair of heat source-heat sink ports to determine if there is a continuous path that satisfies the four constraints of medium connectivity, valve opening, pump operation, and heat pump operating area. If such a continuous path exists, it is considered a valid heat transfer path.

[0040] In this embodiment, when screening the current valid topology, the conductive branches in the management topology diagram can be screened first based on valve opening, mode switching, and media connection relationships. Then, the operating status of pumps, fans, compressors, etc., is used to determine whether the conductive branches have the ability to form effective flow or heat exchange. When heat pump paths are involved, it is also necessary to determine whether the compressor speed, evaporation pressure, condensation pressure, evaporation temperature, condensation temperature, electronic expansion valve opening, and refrigerant state are within the allowable operating range. If there is a conductive branch that satisfies the above constraints between the heat source port and the heat sink port, the conductive branch is determined as an effective heat transfer path, and the corresponding element in the heat reachability matrix is ​​set to 1; otherwise, it is set to 0. This avoids allocating heat to paths that are not conductive, have insufficient heat exchange capacity, or are not allowed to operate under the current topology during subsequent heat allocation.

[0041] In this embodiment, optionally, the calculation of the maximum heat transfer capacity between the heat source port and the heat sink port includes...

[0042] Calculate the heat transfer capacity value of each effective heat transfer path between the heat source port and the heat sink port according to the corresponding heat transfer mode. When multiple effective heat transfer paths cannot work simultaneously, the maximum heat transfer capacity value is selected from all calculated heat transfer capacity values ​​as the maximum heat transfer capacity between the heat source port and the heat sink port. When multiple effective heat transfer paths can operate simultaneously, the maximum heat transfer capacity is determined by combining the available heat source, the heat sink demand, and the heat transfer capacity values ​​of all effective heat transfer paths.

[0043] Specifically, after determining the effective heat transfer path between the heat source port and the heat sink port, the heat transfer capacity value corresponding to each effective heat transfer path can be calculated based on the determined heat reachability matrix and the heat transfer mode corresponding to the effective path by selecting an appropriate method.

[0044] Specifically, for direct heat exchange paths, the heat transfer capacity of the path can be calculated using the following formula: ; For heat pump transport paths, the heat transfer capacity can be calculated using the following formula: ; For environments that utilize air for heat transfer, the heat transfer capacity can be calculated using the following formula: ; For electric heating paths, the heat transfer capacity can be calculated using the following formula:

[0045] in, , , , These represent the heat transfer capacity values ​​for the direct heat exchange path, heat pump transport path, environmental heat dissipation path, and electric heating path, respectively. , , , These are the path reachability identifiers for the direct heat exchange path, heat pump transport path, environmental heat exhaust path, and electric heating path, respectively. This indicates that the heat transfer path is a reachable and effective heat transfer path. This indicates that the heat transfer path is an unreachable and invalid heat transfer path. The equivalent heat transfer capacity of the heat transfer path. The temperature difference is the logarithmic mean. The amount of heat source available. This represents the demand for heat exchange. This represents the maximum heat absorption capacity of the evaporator. The coefficient of performance (COP) of the heat pump transport path from heat source port i to heat sink port j. This is the compressor's maximum input power. This represents the maximum heat dissipation capacity at the condenser end. The air-side heat transfer coefficient is... The effective heat exchange area between the heat exchanger (such as a radiator or condenser) and the air. The current temperature at the heat source port. This represents the maximum input electrical power of the PTC heater. The ambient temperature.

[0046] When multiple effective heat transfer paths are limited by valve position, heat pump mode, refrigerant circuit status, or actuator interlock, and only one path can be selected at any given time, the calculated heat transfer capacity values ​​of all effective heat transfer paths between the heat source port and the heat sink port can be compared, and the largest heat transfer capacity value can be selected as the maximum heat transfer capacity between the heat source port and the heat sink port.

[0047] When there are multiple alternative or parallel effective heat transfer paths between heat source port i and heat sink port j, let For the set of valid paths, Let be the heat transfer capacity value of the r-th path.

[0048] Set reachability indicators for each path. When the path meets the requirements of medium connectivity, valve opening, normal pump operation, and heat pump operating area, ,otherwise .

[0049] For mutually exclusive paths where only one path is allowed to work at any given time, set a path selection variable. And satisfy:

[0050] The optimal path is selected based on a comprehensive evaluation of heat grade matching, heat transfer loss, actuator energy consumption, and mode switching cost. The corresponding path's... Set it to 1, and set the rest of the paths to 0. The maximum heat transfer capacity between heat source port i and heat sink port j is:

[0051] For parallel paths that can work independently at the same time, set the path opening coefficient. and satisfy The maximum heat transfer capacity is:

[0052] in, This indicates the percentage of the r-th parallel path that is active or utilized. When no reachable path exists, all... Both are 0, and .

[0053] in, The available heat source at the heat source port. This refers to the demand for heat exchange at the heat exchange port.

[0054] Finally, a maximum heat transfer capacity matrix can be established based on the calculated maximum heat transfer capacity between all heat source ports and heat sink ports, which can be used for subsequent optimization solutions.

[0055] In this embodiment, optionally, calculating the heat quality matching degree of the effective heat transfer path includes: When the effective heat transfer path is a direct heat exchange path, the heat grade matching degree is calculated based on the heat exchange efficiency factor, loss correction factor and temperature driving force factor corresponding to the effective heat transfer path. When the effective heat transfer path is a heat pump transport path, the heat grade matching degree is calculated based on the loss correction factor, heat exchange efficiency factor and heat pump conversion efficiency factor corresponding to the effective heat transfer path. When the effective heat transfer path is an electric heating path, the heat quality matching degree is calculated based on the loss correction factor, heat exchange efficiency factor and power consumption penalty coefficient corresponding to the effective heat transfer path.

[0056] Specifically, after determining the effective heat transfer path between the heat source port and the heat sink port, the heat quality matching degree of each effective heat transfer path can be evaluated by selecting an appropriate method based on the heat transfer mode corresponding to the effective path, according to the determined heat reachability matrix.

[0057] Specifically, for direct heat exchange paths, the heat grade matching degree can be calculated based on the heat transfer efficiency factor, loss correction factor, and temperature driving force factor corresponding to the effective heat transfer path. The specific calculation formula is as follows: ; ; For the heat pump transport path, the heat grade matching degree can be calculated based on the loss correction factor, heat transfer efficiency factor, and heat pump conversion efficiency factor corresponding to the effective heat transfer path. The specific calculation formula is as follows: ; ; For the electric heating path, the heat quality matching degree can be calculated based on the loss correction factor, heat transfer efficiency factor, and energy consumption penalty coefficient corresponding to the effective heat transfer path. The specific calculation formula is as follows: ; in, , and These represent the heat grade matching degree corresponding to the direct heat exchange path, the heat pump transport path, and the electric heating path, respectively. The heat transfer efficiency factor for the direct heat transfer path. This is a correction factor for losses caused by piping, heat exchangers, contact thermal resistance, etc., with a value range of [value missing]. , Temperature-driven factor The required or target temperature for the heat exchanger port. The normalized reference temperature difference has a range of 5~20K. To avoid positive decimals with a denominator of zero, the range of values ​​is 10. -6 ~10 -3 .

[0058] This represents the heat transfer efficiency factor along the heat pump's transport path. The coefficient of performance (COP) of the heat pump transport path from the heat source port to the heat sink port under current evaporation temperature, condensation temperature, compressor speed, and environmental conditions. . This is the COP normalization mapping function, used to convert heat pump transport efficiency into a grade evaluation factor in the range of 0 to 1. This is used to identify the operating area of ​​a heat pump. The heat pump path must meet the constraints of compressor speed range, evaporation pressure range, condensation pressure range, evaporation / condensation temperature range, electronic expansion valve opening range, and refrigerant state. =1 indicates that the heat pump is located within the permissible operating range. When any critical constraint is not met... =0 indicates that the heat pump does not allow heat to be transported through this path. Alternatively, it can be... Set to a continuous value between 0 and 1 to characterize the capacity decay as the operating boundary approaches. This is the penalty coefficient for energy consumption, with a value ranging from 0.2 to 0.6.

[0059] After calculating the heat quality matching degree of each effective heat transfer path between all heat source ports and heat sink ports, a heat quality matching degree matrix can be established based on the calculated results for subsequent optimization solutions.

[0060] In this embodiment, optionally, the specific expression of the objective function is: ; in, For priority weighting of heat exchange, As a slack variable, it is used to characterize the unmet heat demand at the heat sink port. When the system's cooling or heating capacity is insufficient, the slack variable can be used to quantify temperature control risks. , , , These are the energy consumption of the compressor, water pump, fan, and PTC, respectively. , , , These are the weighting coefficients for compressor energy consumption, water pump energy consumption, fan energy consumption, and PTC energy consumption, respectively. , where is the weighting coefficient for the calorific grade loss term, used to adjust the penalty intensity of calorific grade loss in the overall optimization objective. When the value is large, the optimizer will prioritize the heat transfer path with high quality matching to avoid using high-temperature waste heat for low-temperature demand (using a large amount of waste heat) or using low-quality heat for high-quality demand (inefficient).

[0061] The heat from heat source port i is distributed to heat sink port j through an effective heat transfer path. For calorie quality matching, The weighting coefficient for mode switching cost, when When the value is large, the optimizer tends to keep the actuator state stable, avoiding frequent start-stop or large adjustment of components such as compressors, valves, and water pumps, thereby reducing mechanical wear, reducing the impact of mode switching, and improving system stability and ride comfort.

[0062] For actuator control quantity, For the simulation time step, This is the reward coefficient for effective utilization of waste heat. Since this term is a minus sign in the objective function, when... The larger the value, the more the optimizer tends to maximize waste heat recovery and utilization, prioritizing the allocation of recoverable waste heat to heat sink ports that require it, rather than discharging it directly into the environment, thereby reducing the energy consumption of PTC and compressor. Waste heat that can be effectively utilized This refers to the L1 norm. The L1 norm favors sparse changes, tending to allow a few actuators to change significantly while the majority remain unchanged, rather than allowing all actuators to change only slightly. This aligns better with the "minimize changes" control strategy in practical engineering. It represents the sum of the absolute changes in the actuator control vector at adjacent time points.

[0063] Specifically, this invention is based on a heat competition allocation mechanism, with an objective function constructed to address unmet heat sink demand, thermal management energy consumption, heat quality loss, mode switching costs, and waste heat utilization. By optimizing the heat allocation results obtained from solving this objective function, a dynamic trade-off can be achieved between battery safety, drive system temperature control, passenger cabin comfort, and energy consumption.

[0064] The following constraints must be followed during the optimization process: ; ; .

[0065] In this embodiment, optionally, the priority weight of the heat sink can be dynamically adjusted based on the safety margin and comfort deviation of the heat sink port.

[0066] Specifically, when prioritizing the solution of the objective function, the current heat sink priority weight of the heat sink port can be calculated based on the safety margin and comfort deviation of the heat sink port. The specific calculation formula is as follows: ; in, Based on the weights, Temperature weighting coefficient, For normalized temperature deviation, For safety weighting coefficients, For the normalized security risks, For comfort weighting coefficient, This is the normalized comfort bias.

[0067] Temperature weighting coefficient, safety weighting coefficient, and comfort weighting coefficient are used to characterize the relative impact of temperature deviation, safety risk, and comfort deviation on heat sink priority. When setting these coefficients, they can first be normalized to 0-1, and then calibrated based on simulation results of typical operating conditions. Following the principle of "safety first, temperature control second, and comfort considered in between," the three weighting coefficients typically satisfy the following: ; During the initial calibration phase, the following example values ​​can be used: , , ; ; The above values ​​are only initial values ​​and can be corrected based on the results of thermal safety, temperature tracking, and comfort under typical operating conditions such as high-temperature fast charging, low-temperature preheating, and cabin temperature regulation. Different weighting coefficient calibration tables can also be established for different operating modes.

[0068] In this embodiment, after obtaining the heat distribution results of the thermal management system, the waste heat utilization rate of each recyclable heat source port can be determined by the heat distributed from each recyclable heat source port to different heat sink ports. Furthermore, the heat source contribution of each heat source port to different heat sink ports can be determined by the heat distributed from each heat source port to different heat sink ports. The specific calculation formula is as follows: ; ; in, To improve the waste heat utilization rate at the recyclable heat source port, Waste heat absorbed by battery preheating, cabin heating, or other effective targets. This is unused waste heat. Let i be the heat source contribution of heat source port i to heat sink port j. The heat is distributed from heat source port i to different heat sink ports j. The label coefficient for source r in heat source port i represents the proportion of heat from sources such as waste heat from electric drive, battery heat, ambient heat, compressor input power, and PTC heat.

[0069] Example 2 Example 2 is largely the same as Example 1, except that it also includes: The network state of each heat port in the thermal management model is updated using the heat distributed from each heat source port to different heat sink ports as the node heat flow boundary.

[0070] Specifically, the network state is the set of state variables in the current step-size thermal management model, including node temperature, branch inlet and outlet temperatures, flow rate, pressure drop, heat exchange, port role, allocation matrix, heat pump status, and actuator control variables. After obtaining the heat allocation results of the thermal management system, the network state of each heat port in the thermal management model can be updated by allocating heat from each heat source port to different heat sink ports. For heat capacity nodes, the following calculation formula can be used for updating: ; in, The equivalent heat capacity of the heat capacity node. Let be the temperature of the heat capacity node at the current time t. The internal heat generated by the heat capacity node within the current simulation step. This refers to the heat flowing into the heat capacity node from other heat source ports or upstream nodes. The heat flowing out from the heat capacity node and distributed to the heat sink port or downstream node, This refers to the heat loss transferred from the heat capacity node to the environment or non-target objects. This is the node temperature for the next simulation step.

[0071] For heat exchangers, the following calculation formula can be used for updating: ; in, For the heat of the heat exchanger, The heat exchange efficiency of the heat exchanger. This represents the smaller value of the heat capacity flow rate on the hot and cold sides. This is the inlet temperature of the hot-side fluid when it enters the heat exchanger. This is the inlet temperature when the cold-side fluid enters the heat exchanger.

[0072] For heat pump nodes, energy conservation must be satisfied: .

[0073] in, This refers to the heat released from the condenser end of the heat pump to the high-temperature side or the target heat sink. This refers to the heat absorbed by the evaporator of a heat pump from a low-temperature heat source or the ambient environment. Input power to the compressor.

[0074] Example 3 Example 3 is largely the same as Example 1, except that it also includes: Based on the heat allocated from each heat source port to different heat sink ports, the effective heat transfer path between the heat source port and the heat sink port, the heat quality matching degree of the effective heat transfer path, and the maximum heat transfer capacity between each heat source port and the heat sink port, the heat management mode and actuator control quantity of the heat management system are deduced.

[0075] Specifically, after obtaining the heat distribution results of the thermal management system, a heat distribution matrix can be established based on the heat distribution results obtained from the optimization solution. Combining the heat distribution matrix, heat accessibility matrix, heat quality matching matrix, and maximum heat transfer capacity matrix, the management mode and actuator control variables of the thermal management system can be derived using a mode inversion function. The specific expression of the mode inversion function is as follows: ; in, These are actuator control parameters, including valve opening, pump speed, fan speed, compressor speed, electronic expansion valve opening, PTC power, and heat pump mode. For the heat distribution matrix, For heat reachability matrix, This is the matrix representing the maximum heat transfer capacity. This is the calorific quality matching matrix. This is the temperature state vector of the thermal management model, including the current temperature of each heat port, heat capacity node, heat exchanger inlet / outlet, coolant branch, and refrigerant branch. This is a heat sink demand vector, including the heating demand, cooling demand, or temperature limiting demand of each heat sink port within the current simulation step. The thermal safety risk and comfort deviation vector can be obtained by weighting temperature deviation, safety risk, and comfort deviation, as shown in the following formula: ; in, for, for, The weights are assigned to temperature deviation, safety risk, and comfort deviation.

[0076] Example 4 Example 4 is largely the same as Example 1, except that it also includes: Acquire simulation data of the thermal management system, compare the simulation data with the measured data, and determine the simulation residual between the simulation data and the measured data; Based on the simulation residuals, a parameter optimization algorithm is used to optimize the various model parameters in the thermal management model.

[0077] Specifically, measured data can be obtained through supplier MAP, bench tests, 3D simulation, and real vehicle sensor data. During the simulation of the thermal management system, various operating parameters of each heat exchanger can be collected in real time as simulation data. The corresponding simulation data is compared with the measured data of the heat exchanger obtained through actual bench tests, and the simulation residual between the simulation data and the measured data is calculated. Then, existing optimization algorithms such as recursive least squares algorithm, extended Kalman filter algorithm, or unscented Kalman filter algorithm are used to optimize and update various model parameters in the thermal management model, such as UA, COP, flow coefficient, flow resistance, battery heat generation, and contact thermal resistance. The optimized and updated parameters are written back to the maximum heat transfer capacity matrix and heat grade matching matrix to improve the model's adaptability to vehicle aging, heat exchanger performance degradation, refrigerant state changes, and environmental changes.

[0078] For example, the simulated voltage, current, SOC, and temperature data of the battery can be subtracted from the measured voltage, current, SOC, and temperature data, respectively, to calculate the voltage simulation residual, current simulation residual, SOC simulation residual, and temperature simulation residual. Based on these residuals, a recursive least squares algorithm is used to optimize the battery's internal resistance and heat capacity in the thermal management model.

[0079] Specifically, the battery internal resistance is updated using voltage simulation residuals combined with an equivalent circuit model and algorithms such as recursive least squares. The battery equivalent heat capacity is updated using temperature residuals combined with the battery thermal balance equation. Physical upper and lower limits are set for internal resistance and heat capacity during the update, and the update is paused when there is insufficient excitation or sensor malfunction. Finally, the updated parameters are written back to the one-dimensional thermal management model to correct the battery's heat generation, temperature rise rate, heat sink demand, and subsequent heat distribution results. The specific expression of the one-dimensional thermal management model is as follows: ; in, The updated battery k generates heat. Entropy heat term In this embodiment, updating the battery internal resistance using algorithms such as recursive least squares includes: The open-circuit voltage is obtained by looking up a table based on the battery's SOC and temperature, and the terminal voltage is represented using a first-order equivalent circuit model: ; in, Terminal voltage, Open circuit voltage, Polarization voltage, This refers to the battery's internal resistance. For current, The voltage simulation residual at sampling time k is used to characterize the terminal voltage measurement error, equivalent circuit simplification error, and unmodeled polarization error.

[0080] The first-order equivalent circuit model is rewritten in standard recursive least squares form. The observed quantity, regressor, and parameter to be identified are defined as follows: ; ; ; ; The parameters are updated using a recursive least squares algorithm with a forgetting factor. The core recursive relationship is: ; ; ; in, Estimate the covariance matrix of the parameters at the previous sampling time. The forgetting factor has a value range of 0 < ≤1, For the projection operator of the physically feasible region, This is the allowable range of battery internal resistance, used to avoid the identified internal resistance value exceeding the physically reasonable boundary. Estimate the covariance matrix of the parameters at the current sampling time. It is an identity matrix.

[0081] In this embodiment, the battery's equivalent heat capacity should be corrected by the battery thermal balance equation. Its basic physical meaning is: the product of the battery's equivalent heat capacity and the rate of temperature rise equals the sum of the heat generated internally and the heat input externally, minus the heat output and heat loss. The continuous form of the battery thermal balance equation can be written as: ; in, The equivalent heat capacity of the battery. To generate heat for the battery Heat transferred to the battery from external heat sources or upstream heat nodes. This refers to the heat output from the battery to the heat sink port or downstream nodes. This refers to the heat lost by the battery to the environment or non-target objects.

[0082] Discretizing the above continuous-form battery thermal balance equation allows it to be converted into a net heat form: ; ; in, The current temperature of the battery. t is the simulation step size. To reduce the heat entering the battery, The heat output from the battery to the heat sink port. The heat lost by the battery to the environment or non-target objects can be estimated based on heat transfer from the environment or cooling medium. The specific calculation formula is as follows: ; in, The equivalent heat transfer coefficient between the battery and the environment or cooling medium. This is the equivalent heat exchange area of ​​the battery. The ambient temperature or equivalent temperature of the cooling medium at sampling time k.

[0083] In this embodiment, the equivalent heat capacity can be updated based on the relationship between net heat and temperature change, and the heat balance equation in the form of net heat can be reorganized into an identifiable form: ; ; ; in, For temperature residual, The measured battery temperature at sampling time k. This represents the simulated battery temperature output by the one-dimensional thermal management model at sampling time k. It is the reciprocal of the battery's equivalent heat capacity. This is the equivalent heat capacity of the battery.

[0084] The equivalent heat capacity of a battery affects the net heat output. The proportional relationship between the current equivalent heat capacity and the change in battery temperature can be determined by first calculating the reciprocal of the current equivalent heat capacity. The model predicts the temperature change, and then the temperature residual between the measured temperature change of the battery and the predicted temperature change is used to construct the heat capacity correction residual, which is then used to update the model. Ultimately by The corrected equivalent heat capacity of the battery is obtained.

[0085] To avoid erroneous corrections without thermal excitation, heat capacity updates should be paused when net heat capacity is too low, temperature sensor malfunctions, temperature residual exceeds limits, or the model is in an unstable sampling phase. Furthermore, the update results should be limited to the physical upper and lower limits of the battery pack's equivalent heat capacity.

[0086] like Figure 2 The system block diagram of the thermal management system simulation system shown is shown. The simulation system includes: The port simulation modeling module is configured to establish a thermal management model based on the loop topology of the vehicle's thermal management system, and abstract the heat exchangeable objects in the thermal management model as hot ports to generate a set of hot ports. Identify the heat source ports and heat sink ports in the heat port set based on the current temperature, target temperature, heating power, heat capacity, operating mode, and safety margin of the heat port. The port heat calculation module is configured to calculate the available heat source quantity of each heat source port based on the corresponding power loss, input and output power and current temperature, and to calculate the heat sink demand of each heat sink port based on the corresponding current temperature, target temperature and equivalent heat capacity. The heat transfer path identification module is configured to determine the effective heat transfer path between the heat source port and the heat sink port by using the valve opening degree, pump status, compressor status and mode switch in the thermal management model. The path parameter calculation module is configured to calculate the maximum heat transfer capacity and heat grade matching degree of each heat source port and heat sink port based on the heat transfer mode corresponding to the effective heat transfer path between the heat source port and the heat sink port. The heat distribution optimization module is configured to use the maximum heat transfer capacity, heat sink demand and available heat source as constraints, and optimize and solve the set objective function according to the heat quality matching degree to obtain the heat distributed from each heat source port to different heat sink ports. The simulation index calculation module is configured to determine the waste heat utilization rate of each heat source port and the heat source contribution of each heat source port to different heat sink ports by distributing the heat to each heat source port through each heat source port.

[0087] Specifically, the simulation system includes a port simulation modeling module, a port heat calculation module, a heat transfer path identification module, a path parameter calculation module, a heat distribution optimization module, and a simulation index calculation module. The simulation modeling module can establish a thermal management model based on the loop topology of the vehicle's thermal management system. The heat-exchangeable objects in the thermal management model are abstracted as hot ports, generating a corresponding set of hot ports.

[0088] The simulation modeling module can also identify the heat source port and heat sink port in the heat port set under the current operating conditions based on the current temperature, target temperature, heating power, heat capacity, working mode and safety margin of the heat port, thereby avoiding the fixed role of the heat transfer object under different operating conditions.

[0089] The port heat calculation module can calculate the available heat source at each heat source port based on the corresponding power loss, input and output power and current temperature, and calculate the heat sink demand at each heat sink port based on the corresponding current temperature, target temperature and equivalent heat capacity.

[0090] The heat transfer path identification module can determine the effective heat transfer path between the heat source port and the heat sink port based on the fan status, valve status, pump / fan / compressor status, and medium connection relationship of the heat transfer path between the heat source port and the heat sink port, thereby avoiding the allocation of heat to the non-transferable heat transfer path during the subsequent heat distribution process.

[0091] The path parameter calculation module can calculate the maximum heat transfer capacity between the heat source port and the heat sink port, as well as the heat grade matching degree of each effective heat transfer path, based on the heat transfer mode of the effective heat transfer path and using a matching calculation method, thereby evaluating the heat utilization value of the effective heat transfer path.

[0092] The heat distribution optimization module uses the maximum heat transfer capacity, heat sink demand, and available heat source as constraints, and takes unmet heat sink demand, thermal management energy consumption, heat quality loss, mode switching costs, and waste heat utilization as optimization objectives. Based on the heat quality matching degree, it optimizes and solves for the heat distribution from each heat source port to different heat sink ports, thus realizing the heat distribution between heat source ports and heat sink ports in the thermal management model. The simulation index calculation module can determine the waste heat utilization rate of each heat source port and the heat source contribution of each heat source port to different heat sink ports by using the heat distributed from each heat source port to different heat sink ports, thereby realizing the heat distribution simulation of the thermal management system.

[0093] To verify the technical effect of the present invention, the simulation method provided by the present invention was used to simulate the operation of the thermal management system under different operating conditions, and simulation data of the thermal management system under different operating conditions were obtained.

[0094] Operating Condition 1: Low-temperature waste heat recovery and battery preheating in winter.

[0095] The ambient temperature is -10℃, the vehicle is operating in low-temperature conditions, the power battery temperature is below the target temperature, the passenger compartment has a heating requirement, and the drive motor generates waste heat during operation. Under these conditions, the system needs to allocate the waste heat from the electric drive, ambient heat, compressor input power, and PTC supplementary heating among battery safe preheating, passenger compartment thermal comfort, and minimum energy consumption.

[0096] The input simulation parameters are shown in Table 1 below: Table 1. Example of input parameters for low-temperature waste heat recovery in winter.

[0097] The model first identifies the power battery as the heat sink port, the passenger compartment as the heat sink port, the drive motor as the heat source port, the ambient air as the low-grade heat source port that can be transported via a heat pump, and the PTC as the electric heating heat source port. If the battery temperature is lower than the preheating target and there is a high risk of fast charging reservation or low-temperature power limitation, the battery preheating weight is greater than the passenger compartment comfort weight.

[0098] The simulation results are shown in Table 2 below: Table 2 Comparison of Simulation Results for Low-Temperature Waste Heat Recovery in Winter

[0099] As can be seen from the table above, the present invention can identify the contributions of electric drive waste heat, ambient heat, compressor input power and PTC heat under low temperature conditions, prioritize the use of high-grade waste heat, and only activate PTC supplementary heating when waste heat is insufficient, thereby reducing PTC energy consumption, shortening battery heating time and improving waste heat utilization.

[0100] Operating Condition 2: Competition of Cooling Capacity for Fast Charging in Summer High Temperatures With an ambient temperature of 40°C and the vehicle in high-power fast charging mode, the power battery generates significant heat, creating a cooling demand in the passenger compartment. The drive system also needs to maintain a temperature limit. Under these conditions, the cooling capacity comprised of the compressor, chiller, evaporator, and condenser needs to be dynamically distributed among the battery, passenger compartment, and drive system.

[0101] The input simulation parameters are shown in Table 3 below: Table 3. Example of input parameters for high-temperature fast charging and cooling capacity competition in summer.

[0102] The simulation results are shown in Table 4 below: Table 4 Comparison of Simulation Results for High-Temperature Fast Charging Cooling Capacity Competition Conditions in Summer

[0103] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A simulation method for a thermal management system, characterized in that, include: A thermal management model is established based on the loop topology of the vehicle's thermal management system, and the heat exchangeable objects in the thermal management model are abstracted as heat ports to generate a set of heat ports. Identify the heat source ports and heat sink ports in the heat port set based on the current temperature, target temperature, heating power, heat capacity, operating mode, and safety margin of the heat port. The available heat source quantity at each heat source port is calculated based on the corresponding power loss, input and output power and current temperature, and the heat sink demand at each heat sink port is calculated based on the corresponding current temperature, target temperature and equivalent heat capacity. The effective heat transfer path between the heat source port and the heat sink port is determined by the valve opening degree, pump status, compressor status and mode switch in the thermal management model. Based on the heat transfer mode corresponding to the effective heat transfer path between the heat source port and the heat sink port, calculate the maximum heat transfer capacity between each heat source port and the heat sink port and the heat grade matching degree of the effective heat transfer path. Using the maximum heat transfer capacity, heat sink demand and available heat source as constraints, the objective function is optimized and solved according to the heat quality matching degree to obtain the heat allocated from each heat source port to different heat sink ports. By analyzing the heat distributed from each heat source port to different heat sink ports, the heat source contribution of each heat source port to different heat sink ports is determined. Similarly, by analyzing the heat distributed from each recoverable heat source port to different heat sink ports, the waste heat utilization rate of each recoverable heat source port is determined.

2. The thermal management system simulation method according to claim 1, characterized in that, Identify the heat source ports and heat sink ports in the set of heat ports, including: Calculate the temperature deviation between the current temperature and the target temperature of each heat port, the protection power deviation between the heating power and the protection requirements, and the demand power deviation between the heating power and the heat sink requirements. Identify the heat source port and heat sink port based on temperature deviation, protection power deviation, and demand power deviation.

3. The thermal management system simulation method according to claim 1, characterized in that, Calculate the maximum heat transfer capacity between the heat source port and the heat sink port, including: Calculate the heat transfer capacity value of each effective heat transfer path between the heat source port and the heat sink port according to the corresponding heat transfer mode. When multiple effective heat transfer paths cannot work simultaneously, the maximum heat transfer capacity value is selected from all calculated heat transfer capacity values ​​as the maximum heat transfer capacity between the heat source port and the heat sink port. When multiple effective heat transfer paths can operate simultaneously, the maximum heat transfer capacity is determined by combining the available heat source, the heat sink demand, and the heat transfer capacity values ​​of all effective heat transfer paths.

4. The thermal management system simulation method according to claim 1, characterized in that, Calculating the heat grade matching degree of the effective heat transfer path includes: When the effective heat transfer path is a direct heat exchange path, the heat grade matching degree is calculated based on the heat exchange efficiency factor, loss correction factor and temperature driving force factor corresponding to the effective heat transfer path. When the effective heat transfer path is a heat pump transport path, the heat grade matching degree is calculated based on the loss correction factor, heat exchange efficiency factor and heat pump conversion efficiency factor corresponding to the effective heat transfer path. When the effective heat transfer path is an electric heating path, the heat quality matching degree is calculated based on the loss correction factor, heat exchange efficiency factor and power consumption penalty coefficient corresponding to the effective heat transfer path.

5. The thermal management system simulation method according to claim 1, characterized in that, The specific expression for the objective function is: ； in, For priority weighting of heat exchange, As slack variables, , , , These are the energy consumption of the compressor, water pump, fan, and PTC, respectively. , , , These are the weighting coefficients for compressor energy consumption, water pump energy consumption, fan energy consumption, and PTC energy consumption, respectively. This is the weighting coefficient for the heat quality loss term. The heat from heat source port i is distributed to heat sink port j through an effective heat transfer path. For calorie quality matching, The weighting coefficient for the mode switching cost. For actuator control quantity, For the simulation time step, The incentive coefficient for effective utilization of waste heat. Waste heat that can be effectively utilized It represents the first norm.

6. The thermal management system simulation method according to claim 5, characterized in that, The priority weight of the heat sink is dynamically adjusted based on the safety margin and comfort deviation of the heat sink port.

7. The thermal management system simulation method according to claim 1, characterized in that, Also includes: The network state of each heat port in the thermal management model is updated using the heat distributed from each heat source port to different heat sink ports as the node heat flow boundary.

8. The thermal management system simulation method according to claim 1, characterized in that, Also includes: Based on the heat allocated from each heat source port to different heat sink ports, the effective heat transfer path between the heat source port and the heat sink port, the heat quality matching degree of the effective heat transfer path, and the maximum heat transfer capacity between each heat source port and the heat sink port, the heat management mode and actuator control quantity of the heat management system are deduced.

9. The thermal management system simulation method according to claim 1, characterized in that, Also includes: Acquire simulation data of the thermal management system, compare the simulation data with the measured data, and determine the simulation residual between the simulation data and the measured data; Based on the simulation residuals, a parameter optimization algorithm is used to optimize the various model parameters in the thermal management model.

10. A thermal management system simulation system, characterized in that, include: The port simulation modeling module is configured to establish a thermal management model based on the loop topology of the vehicle's thermal management system, and abstract the heat exchangeable objects in the thermal management model as hot ports to generate a set of hot ports. Identify the heat source ports and heat sink ports in the heat port set based on the current temperature, target temperature, heating power, heat capacity, operating mode, and safety margin of the heat port. The port heat calculation module is configured to calculate the available heat source quantity of each heat source port based on the corresponding power loss, input and output power and current temperature, and to calculate the heat sink demand of each heat sink port based on the corresponding current temperature, target temperature and equivalent heat capacity. The heat transfer path identification module is configured to determine the effective heat transfer path between the heat source port and the heat sink port by using the valve opening degree, pump status, compressor status and mode switch in the thermal management model. The path parameter calculation module is configured to calculate the maximum heat transfer capacity and heat grade matching degree of each heat source port and heat sink port based on the heat transfer mode corresponding to the effective heat transfer path between the heat source port and the heat sink port. The heat distribution optimization module is configured to use the maximum heat transfer capacity, heat sink demand and available heat source as constraints, and optimize and solve the set objective function according to the heat quality matching degree to obtain the heat distributed from each heat source port to different heat sink ports. The simulation index calculation module is configured to determine the heat source contribution of each heat source port to different heat sink ports by distributing heat to each heat source port, and to determine the waste heat utilization rate of each recyclable heat source port by distributing heat to different heat sink ports by distributing heat to each recyclable heat source port.

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