CN108074466B - Simulation method of new energy vehicle thermal management system - Google Patents
Simulation method of new energy vehicle thermal management system Download PDFInfo
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Abstract
The invention discloses a simulation method of a new energy vehicle thermal management system, relates to the technical field of vehicles, and mainly aims to comprehensively and truly simulate the environment of the new energy vehicle thermal management system. The main technical scheme of the invention is as follows: presetting a motor cooling loop simulation model, a battery pack heating loop simulation model, a battery pack cooling loop simulation model, a passenger compartment refrigeration loop simulation model, a passenger compartment heating loop simulation model and an engine cooling loop simulation model; respectively acquiring a temperature value of a motor, a first temperature value and a second temperature value of a battery pack, a first temperature value and a second temperature value in a passenger cabin and a temperature value of an engine in a corresponding loop simulation model; each temperature value is sent to a vehicle control unit of the new energy vehicle; and the vehicle control unit controls the heat dissipation part in the corresponding loop simulation model according to each temperature value. The method is mainly used for comprehensively and truly simulating the environment of the thermal management system of the new energy vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a simulation method of a new energy vehicle thermal management system.
Background
With the restriction of air pollution control and national fuel consumption targets, new energy vehicles are more and more concerned by people and become the development trend of future vehicles.
The control strategy of the thermal management system of the new energy vehicle plays a vital role in improving the overall performance of the vehicle. In order to improve the overall performance of the new energy vehicle, the thermal management system needs to be simulated, so that the effectiveness of the control strategy is verified. In the prior art, a verification method for thermal management of an engine in a thermal management system or a verification method for thermal management of a battery and the like are included, so that a thermal management control strategy of the engine and the battery is verified.
However, in the thermal management system of the new energy vehicle, the heat generating components include not only the engine and the battery, but also a driving motor, a generator, a passenger compartment, a compressor, a thermistor (PTC), and the like, so that the existing thermal management system verification method cannot completely and truly simulate the environment of the thermal management system of the new energy vehicle, and thus cannot effectively verify the effectiveness of the control strategy of the thermal management system.
Disclosure of Invention
In view of this, the embodiment of the invention provides a simulation method for a new energy vehicle thermal management system, and mainly aims to comprehensively and truly simulate the new energy vehicle thermal management system environment.
In order to achieve the purpose, the invention mainly provides the following technical scheme:
the embodiment of the invention provides a simulation method of a new energy vehicle thermal management system, which comprises the following steps:
presetting a motor cooling loop simulation model, a battery pack heating loop simulation model, a battery pack cooling loop simulation model, a passenger compartment refrigeration loop simulation model, a passenger compartment heating loop simulation model and an engine cooling loop simulation model;
respectively acquiring a temperature value of a motor in the motor cooling loop simulation model, a first temperature value of a battery pack in the battery pack heating loop simulation model, a second temperature value of a battery pack in the battery pack cooling loop simulation model, a first temperature value in a passenger cabin in the passenger cabin cooling loop simulation model, a second temperature value in the passenger cabin heating loop simulation model and a temperature value of an engine in the engine cooling loop simulation model;
sending the temperature value of the motor, the first temperature value and the second temperature value of the battery pack, the first temperature value and the second temperature value in the passenger compartment and the temperature value of the engine to a vehicle control unit of the new energy vehicle;
and the vehicle control unit controls the heat dissipation part in the corresponding loop simulation model according to the temperature value of the motor, the first temperature value and the second temperature value of the battery pack, the first temperature value and the second temperature value in the passenger compartment and the temperature value of the engine.
Specifically, the obtaining of the temperature value of the motor in the motor cooling circuit simulation model includes:
respectively acquiring a heating power value of the motor, a mass value of the motor and a specific heat capacity value of the motor;
and calculating the temperature value of the motor according to the heating power value of the motor, the mass value of the motor and the specific heat capacity value of the motor.
Specifically, the acquiring the heat generation power value of the motor includes:
respectively acquiring a loss power value of the motor, a heat dissipation power value of a water pump and a heat dissipation power value of a fan in the motor cooling loop simulation model and a heat radiation power value of the environment to the motor;
and calculating the heating power value of the motor according to the loss power value of the motor, the heat dissipation power value of the water pump, the heat dissipation power value of the fan and the heat radiation power value of the environment to the motor.
Specifically, the obtaining of the loss power value of the motor includes:
obtaining an efficiency value and a useful power value of the motor according to the rotating speed value and the torque value of the motor;
calculating a loss power value of the motor based on the efficiency value and the useful power value of the motor.
Specifically, obtaining a first temperature value of a battery pack in the battery pack heating circuit simulation model includes:
respectively acquiring a first heating power value of the battery pack, a quality value of the battery pack and a specific heat capacity value of the battery pack;
and calculating a first temperature value of the battery pack according to the first heating power value of the battery pack, the quality value of the battery pack and the specific heat capacity value of the battery pack.
Specifically, the acquiring a first heating power value of the battery pack includes:
respectively acquiring a first heat production power value of the battery pack, a heat production power value of a thermistor in a heating circuit of the battery pack and a first heat radiation power value of the ambient temperature to the battery pack;
calculating a first heat generation power value of the battery pack according to the first heat generation power value of the battery pack, the heat generation power value of the thermistor, and a first heat radiation power value of the ambient temperature to the battery pack.
Specifically, the obtaining of the first heat generation power value of the battery pack includes:
and calculating a first heat generation power value of the battery pack according to the first chemical reaction heat generation power value, the first battery internal resistance heat generation power value and the first loss reaction heat generation power value of the battery pack.
Specifically, the obtaining of the heat generation power value of the thermistor in the battery pack heating loop simulation model includes:
and acquiring the heat generation power value of the thermistor according to the temperature value of the thermistor and the rotating speed value of a water pump in the battery pack heating loop simulation model.
Specifically, the obtaining of the second temperature value of the battery pack in the battery pack cooling circuit simulation model includes:
respectively acquiring a second heating power value of the battery pack, a quality value of the battery pack and a specific heat capacity value of the battery pack;
and calculating a second temperature value of the battery pack according to the second heating power value of the battery pack, the quality value of the battery pack and the specific heat capacity value of the battery pack.
Specifically, the obtaining of the second heat generation power value of the battery pack includes:
respectively acquiring a second heat production power value of the battery pack, a heat dissipation power value of a compressor in a battery pack refrigeration loop simulation model and a second heat radiation power value of the ambient temperature to the battery pack;
and calculating a second heat generation power value of the battery pack according to the second heat generation power value of the battery pack, the heat dissipation power value of the compressor and a second heat radiation power value of the ambient temperature to the battery pack.
Specifically, the obtaining of the second heat generation power value of the battery pack includes:
and calculating a second heat generation power value of the battery pack according to the second chemical reaction heat generation power value, the second battery internal resistance heat generation power value and the second loss reaction heat generation power value of the battery pack.
Specifically, the obtaining of the first temperature value in the passenger compartment refrigeration circuit simulation model includes:
respectively acquiring the heat radiation power value of passengers in the passenger compartment, the temperature value of an outlet end of a duct in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the passenger compartment wall and the heat conduction power value of the passenger compartment wall and the environment;
calculating a first temperature value in the passenger compartment according to a first preset formula according to the heat radiation value of passengers in the passenger compartment, the temperature value of an outlet end of a duct in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the wall of the passenger compartment and the heat conduction power value of the wall of the passenger compartment and the environment;
the first preset formula is as follows: t isout＝Tduct+(Pp+Pw1+Pex)/(mall×C1) Wherein, ToutIs the temperature, T, in the passenger compartmentductIs the temperature at the outlet end of the air duct, PpThe thermal radiation power, P, of the passengers in the passenger compartmentw1Thermal radiation power, P, of the environment to the cabin wall of the passenger cabinexThe heat transfer power of the cabin wall of the passenger cabin and the environment, mallIs the total mass of the passenger compartment, C1Is the specific heat capacity of the passenger compartment.
Specifically, the obtaining of the temperature value at the outlet end of the air duct in the passenger compartment refrigeration loop simulation model includes:
respectively acquiring the surface temperature value of the air duct wall, the surface area value of the air duct wall, the heat exchange temperature value in the passenger compartment refrigerating circuit, the heat radiation power value of the environment to the air duct wall and the heat conduction power value of the air duct wall and the environment;
calculating the temperature value of the air duct outlet end in the passenger compartment refrigeration loop simulation model according to a second preset formula according to the air duct wall surface temperature value, the air duct wall surface area value, the heat exchange temperature value in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the air duct wall and the heat conduction power value of the air duct wall and the environment;
the second preset formula is as follows:
wherein, TductIs the temperature at the outlet end of the air duct, TinFor heat exchange temperature, P is gas heat temperature coefficient, A is air duct wall surface area, n is air duct number, maFor blowing air quality, C2Is the specific heat capacity of air, TwIs the temperature of the surface of the air duct wall,
K1is the heat exchange coefficient, a is the emissivity, PRaThermal radiation power of the environment to the air duct wall, Pw2The heat transfer power of the air duct wall and the environment, C3Is the specific heat capacity of the air duct wall, mductIs the mass of the duct wall.
Specifically, the obtaining of the heat exchange temperature value in the passenger compartment refrigeration loop simulation model includes:
calculating the temperature value of the air blown into the passenger compartment by the blower according to a third preset formula according to the heat dissipation power value of the compressor, the mass value of the air blown into the passenger compartment by the blower and the specific heat capacity value of the air in the passenger compartment refrigeration loop simulation model;
calculating the heat exchange temperature value in the passenger compartment refrigeration loop simulation model according to a fourth preset formula according to the temperature value of the air blown into the passenger compartment by the blower, the temperature value and the mass value of the circulating air in the passenger compartment or the temperature value and the mass value of the circulating air outside the passenger compartment;
the third preset formula is as follows: t isa＝Pcom/(C2×ma) Wherein, TaFor blowing-in air temperature, PcomFor the heat-dissipating power of the compressor, C2Is the specific heat capacity of air, maFor the mass of air blown;
the fourth preset formula is as follows: t isin＝(ma×Ta+mla×Tla)/mallWherein, TinFor heat exchange temperature, mlaFor circulating air quality, TlaFor circulating air temperature, mallIs the total mass of air.
By means of the technical scheme, the simulation method and the simulation device of the new energy vehicle thermal management system at least have the following beneficial effects:
in the technical scheme provided by the embodiment of the invention, after a motor cooling loop simulation model, a battery pack heating loop simulation model, a battery pack cooling loop simulation model, a passenger compartment refrigerating loop simulation model, a passenger compartment heating loop simulation model and an engine cooling loop simulation model are preset, a temperature value of a motor in a corresponding loop simulation model, a first temperature value of a battery pack, a second temperature value of a battery pack, a temperature value in a passenger compartment, a second temperature value in the passenger compartment and a temperature value of an engine are respectively obtained, all the obtained temperature values are sent to a vehicle control unit, and a temperature control part in the corresponding loop simulation model is controlled by the vehicle control unit, so that a control strategy of a new energy vehicle thermal management system is verified. The vehicle control unit can control the temperature control components in the corresponding loop simulation models according to the temperature values, so that the environment of the new energy vehicle thermal management system is simulated more comprehensively and truly, valuable data are provided for the design of the vehicle thermal management system in the later period, and the effectiveness of a thermal management system control strategy can be effectively verified.
Drawings
Fig. 1 is a flowchart of a simulation method of a thermal management system of a new energy vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method for obtaining a temperature value of a motor in a simulation model of a cooling circuit of the motor in FIG. 1;
fig. 3 is a schematic flow chart of a method for acquiring a heating power value of the motor in fig. 2;
FIG. 4 is a schematic diagram of the simulation model in FIG. 2 for obtaining a motor temperature value in the motor cooling circuit simulation model;
FIG. 5 is a flowchart of the method of FIG. 1 for obtaining a first temperature value of a battery pack in a simulation model of a heating circuit of the battery pack;
FIG. 6 is a flowchart illustrating a method for obtaining a first heating power value of the battery pack in FIG. 5;
FIG. 7 is a schematic diagram of the simulation model of FIG. 5 for obtaining a first temperature value of the battery pack in the simulation model of the battery pack heating circuit;
fig. 8 is an equivalent circuit diagram of a battery cell of the battery pack of fig. 5;
FIG. 9 is a flowchart of the method of FIG. 1 for obtaining a second temperature value for a battery pack in a battery pack cooling circuit simulation model;
fig. 10 is a flowchart illustrating a method for obtaining a second heat generation power value of the battery pack in fig. 9;
FIG. 11 is a simulation model diagram of the battery pack cooling circuit simulation model of FIG. 9 illustrating a second temperature value for the battery pack;
FIG. 12 is a flowchart of a method of obtaining a first temperature value within the passenger compartment of the passenger compartment refrigeration circuit simulation model of FIG. 1;
FIG. 13 is a flowchart of a method for obtaining a temperature value at an outlet end of a duct in the passenger compartment refrigeration circuit simulation model of FIG. 12;
FIG. 14 is a flowchart of a method for obtaining a heat exchange temperature value in the passenger compartment refrigeration circuit simulation model of FIG. 13;
FIG. 15 is a schematic view of the simulation model of FIG. 12 for obtaining a first temperature value in the passenger compartment refrigeration circuit simulation model.
Detailed Description
In order to further illustrate the technical means and effects adopted by the invention to achieve the preset invention purpose, the following detailed description is made on the specific implementation mode, structure, characteristics and effects of the simulation method and device of the new energy vehicle thermal management system applied by the invention in combination with the attached drawings and the preferred embodiments. In the following description, different "one embodiment" or "an embodiment" refers to not necessarily the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
As shown in fig. 1, an embodiment of the present invention provides a simulation method of a thermal management system of a new energy vehicle, including:
101. the method comprises the steps of presetting a motor cooling loop simulation model, a battery pack heating loop simulation model, a battery pack cooling loop simulation model, a passenger compartment refrigeration loop simulation model, a passenger compartment heating loop simulation model and an engine cooling loop simulation model.
The thermal management system of the new energy vehicle generally comprises a motor cooling loop, a battery pack heating loop, a battery pack refrigerating loop, a passenger compartment heating loop and an engine cooling loop, when the loops need to be simulated, simulation models of the loops are established first, and the real conditions of the loops during working are simulated.
102. The method comprises the steps of respectively obtaining a temperature value of a motor in a motor cooling loop simulation model, a first temperature value of a battery pack in a battery pack heating loop simulation model, a second temperature value of the battery pack in a battery pack refrigerating loop simulation model, a first temperature value in a passenger cabin refrigerating loop simulation model, a second temperature value in the passenger cabin in a passenger cabin heating loop simulation model and a temperature value of an engine in an engine cooling loop simulation model.
When the motor, the engine and the battery pack work in a working cycle, the motor, the engine and the battery pack are required to work at the optimal working temperature to better exert the efficiency, and the temperature in the passenger cabin is also required to be kept within a preset range to ensure the comfort level of passengers in the cabin, so that the temperature of heating components in each loop simulation model of the new energy vehicle thermal management system is subjected to simulation calculation to more comprehensively and truly simulate the environment of the new energy vehicle thermal management system, and a theoretical basis is provided for the control strategy design of the thermal management system. The method for acquiring the second temperature value in the passenger compartment heating loop simulation model and the engine temperature value in the engine cooling loop simulation model can be selected at will in the prior art, and is not limited in the position, and is similar to a battery pack heating process when the passenger compartment is heated; when the temperature of the engine water cooling loop can meet the requirement of heating the passenger compartment, the engine cooling loop can be directly used for heating the passenger compartment, and the heat exchange relationship of the engine water cooling loop is similar to that of the passenger compartment refrigerating loop.
103. And sending the temperature value of the motor, the first temperature value and the second temperature value of the battery pack, the first temperature value and the second temperature value in the passenger compartment and the temperature value of the engine to a vehicle control unit of the new energy vehicle.
104. And the vehicle control unit controls the heat dissipation part in the corresponding loop simulation model according to the temperature value of the motor, the first temperature value and the second temperature value of the battery pack, the first temperature value and the second temperature value in the passenger compartment and the temperature value of the engine.
The obtained temperature value of the motor, the first temperature value and the second temperature value of the battery pack, the first temperature value and the second temperature value in the passenger compartment and the temperature value of the engine are all sent to a vehicle control unit of the new energy vehicle, each temperature value can be fed back to the vehicle control unit through a simulated temperature sensor, and the vehicle control unit judges whether a heating part in a corresponding loop simulation model needs to be cooled or heated according to each temperature value, so that the heat dissipation part in the corresponding loop simulation model is controlled, namely the on or off of the heat dissipation parts such as a water pump and a fan in the corresponding loop simulation model is controlled, so that the heating part in the corresponding loop simulation model is cooled or heated, the environment of a thermal management system is comprehensively and systematically simulated, and theoretical basis is provided for the design of a thermal management control strategy, the effectiveness of the whole vehicle controller in controlling the thermal management system can be effectively verified.
In the technical scheme provided by the embodiment of the invention, after a motor cooling loop simulation model, a battery pack heating loop simulation model, a battery pack cooling loop simulation model, a passenger compartment refrigerating loop simulation model, a passenger compartment heating loop simulation model and an engine cooling loop simulation model are preset, a temperature value of a motor in a corresponding loop simulation model, a first temperature value of a battery pack, a second temperature value of a battery pack, a temperature value in a passenger compartment, a second temperature value in the passenger compartment and a temperature value of an engine are respectively obtained, all the obtained temperature values are sent to a vehicle control unit, and a temperature control part in the corresponding loop simulation model is controlled by the vehicle control unit, so that a control strategy of a new energy vehicle thermal management system is verified. The vehicle control unit can control the temperature control components in the corresponding loop simulation models according to the temperature values, so that the environment of the new energy vehicle thermal management system is simulated more comprehensively and truly, valuable data are provided for the design of the vehicle thermal management system in the later period, and the effectiveness of a thermal management system control strategy can be effectively verified.
Further, as shown in fig. 2, a method for obtaining a temperature value of a motor in the motor cooling circuit simulation model, and referring to fig. 4, fig. 4 is a simulation model of a temperature value of a motor in the motor cooling circuit simulation model, and the method includes:
201. and respectively acquiring the heating power value of the motor, the mass value of the motor and the specific heat capacity value of the motor.
202. And calculating the temperature value of the motor according to the heating power value of the motor, the mass value of the motor and the specific heat capacity value of the motor.
The heating power value of the motor obtained through simulation calculation may include a loss power value of the motor itself, a heat power value taken away by a water pump in a cooling circuit of the motor for enabling cooling liquid and the motor to form heat exchange, a heat power value taken away by a fan in a radiator for radiating heat of the motor, and a heat radiation power value of the environment to the motor, and the quality value of the motor and the specific heat capacity value of the motor may be obtained through tests or empirical formulas. Specifically, the temperature value of the motor can be obtained through a calculation method, the heating power value of the motor is integrated, the integrated value is divided by the product of the mass value and the specific heat capacity value of the motor, and the temperature value of the motor is obtained finally, so that the heat production condition of the motor is reflected truly, the environment of the thermal management system of the new energy vehicle is simulated more comprehensively and truly, and the effectiveness of the control strategy of the thermal management system can be effectively verified.
Further, as shown in fig. 3, to obtain the heat generation power value of the motor, and referring to fig. 4, the method includes:
301. and respectively obtaining the loss power value of the motor, the heat dissipation power value of a water pump and a fan in the motor cooling loop simulation model and the heat radiation power value of the environment to the motor.
The loss power value of the motor is the thermal power lost by heat generated in the circulating working process of the motor; the heat dissipation power of the water pump and the heat dissipation power of the fan are the heat power taken away by the water pump and the fan in the process of cooling the motor; the thermal radiation power value of the environment to the motor represents the influence of the environment temperature to the motor heat in the process of cooling the motor.
Specifically, the method for obtaining the loss power value of the motor may include the following steps: firstly, acquiring an efficiency value and a useful power value of the motor according to a rotating speed value and a torque value of the motor; wherein, the rotational speed value and the torque value of motor can be obtained through the sensor, according to rotational speed value and the torque value that obtain again, seek the efficiency value that corresponds with current rotational speed value and the torque value of motor in the efficiency table, can obtain the efficiency value of motor, simultaneously, can be according to the rotational speed value and the torque value of motor, through the formula
And calculating to obtain the useful power value of the motor, wherein p is the useful power of the motor, n is the torque of the motor, and r is the rotating speed of the motor. Then calculating the loss power value of the motor according to the efficiency value and the useful power value of the motor; in particular, it can be represented by the formula
And calculating the loss power value of the motor, wherein η is the efficiency value of the motor.
Specifically, the obtaining of the heat dissipation power value of the water pump and the heat dissipation power value of the fan in the motor cooling circuit may include the following steps: the method comprises the steps of firstly obtaining a rotating speed value of a water pump and a rotating speed value of a fan in a motor cooling loop through a sensor, then obtaining a heat dissipation power value corresponding to the current rotating speed value of the water pump through inquiring a heat meter of the water pump, and similarly obtaining a heat dissipation power value corresponding to the current rotating speed value of the fan through inquiring the heat meter of the fan.
Specifically, the manner of obtaining the heat radiation power value of the motor from the ambient temperature may be: by the formula PRadiation＝ξAmotΔ(T4 mot-T4 Ambient) Calculating a first heat radiation power value of the environment temperature to the motor, wherein PRadiationFor the first value of thermal radiation power, ξ is the thermal radiation constant, which here may be 0.73, AmotIs the surface area of the motor, Delta is the Stefan-Boltzmann constant, TmotIs the temperature, T, of the motorAmbientIs ambient temperature.
302. And calculating the heating power value of the motor according to the loss power value of the motor, the heat dissipation power value of the water pump, the heat dissipation power value of the fan and the heat radiation power value of the environment to the motor.
Specifically, the loss power value of the motor and the first heat radiation power value can be added, and then the heat radiation power value of the water pump and the heat radiation power value of the fan are subtracted, so that the heating power value of the motor can be obtained. According to the simulation calculation mode of the motor temperature value provided by the embodiment of the invention, the final heating power value of the motor is obtained by combining the actual efficiency table of the motor, the actual heat meters of the water pump and the fan and a theoretical calculation formula, so that the heat production condition of the motor can be reflected more truly, the environment of the heat management system of the new energy vehicle can be simulated more comprehensively and truly, and the effectiveness of the control strategy of the heat management system can be effectively verified.
Further, as shown in fig. 5, in order to obtain the first temperature value of the battery pack in the battery pack heating circuit simulation model, and referring to fig. 7, fig. 7 is a simulation model of the first temperature value of the battery pack in the battery pack heating circuit simulation model, the method includes:
401. and respectively acquiring a first heating power value of the battery pack, a quality value of the battery pack and a specific heat capacity value of the battery pack.
402. And calculating a first temperature value of the battery pack according to the first heating power value of the battery pack, the quality value of the battery pack and the specific heat capacity value of the battery pack.
The first heating power value of the battery pack obtained through simulation calculation may include a chemical reaction heating power value, a battery internal resistance heating power value, and a loss reaction heating power value, and the quality value of the battery pack and the specific heat capacity value of the battery pack may be obtained through tests or empirical formulas. Specifically, the first temperature value of the battery pack can be obtained through a calculation mode, the first heating power value of the battery pack is integrated, the integrated value is divided by the product of the quality value of the battery pack and the specific heat capacity value, and the first temperature value of the battery pack is obtained finally, so that the heat generation condition of the battery pack during heating is reflected truly, the environment of the new energy vehicle thermal management system is simulated more comprehensively and truly, and the effectiveness of a thermal management system control strategy can be verified effectively.
Further, as shown in fig. 6, to obtain the first heat generation power value of the battery pack, and referring to fig. 7, the method includes:
501. and respectively obtaining a first heat production power value of the battery pack, a heat production power value of a thermistor in the battery pack heating loop simulation model and a first heat radiation power value of the environment temperature to the battery pack.
The first heat generation power value of the battery pack is the heat power value generated by the battery pack when the battery pack is heated; the heat generation power value of the thermistor is the heat power value generated when the thermistor heats the battery pack, and the first heat radiation power value represents the influence of the ambient temperature on the heat of the battery pack when the battery pack is heated.
Specifically, the manner of obtaining the first heat generation power value of the battery pack may include the following steps: and calculating a first heat generation power value of the battery pack according to the first chemical reaction heat generation power value, the first battery internal resistance heat generation power value and the first loss reaction heat generation power value of the battery pack. Wherein the first chemical reaction heat generation power value of the battery pack, the internal resistance heat generation power value of the first battery and the second chemical reaction heat generation power value of the first batteryA specific way to obtain the value of the heat generation power of the loss reaction may be: the single battery is simplified into an equivalent circuit (see fig. 8) in which the internal resistance, the inductance and the RC circuit are connected in series, the first chemical reaction heat generation power value, the first battery internal resistance heat generation power value and the first loss reaction heat generation power value of the battery pack are calculated according to the equivalent circuit, and then the first chemical reaction heat generation power value, the first battery internal resistance heat generation power value and the first loss reaction heat generation power value are added to obtain the first heat generation power value of the battery pack. The heat generation power value of the first chemical reaction can be represented by formula Pchm＝Cchm×IbatIs calculated to obtain, wherein, PchmFor the heat generation power value of the chemical reaction, CchmDetermined by the cell fuel as a cell constant, IbatIs the battery current; the heat power value of the internal resistance of the first battery can be represented by formula Prin＝Ibat×Vloss、Vloss＝Ucell-Vbat、Ucell＝Ncell×Vcell(SOC)、Vloss＝Vri+Vls+Vrc(ct)+Vrc(dif)+VradjAnd Ibat＝Iter-IlosIs calculated to obtain, wherein, PrinFor the value of the heat power generated by the internal resistance of the battery, VlossIs the loss voltage of the battery, VbatIs the battery terminal voltage; the first loss reaction heat generation power value can be represented by formula Plos＝Vbat×Iloss、Iloss＝I0ekAnd
is calculated to obtain, whereinlossIs the loss current of the battery, K1And K2Respectively, the clamp voltage constant and the temperature constant, VNIs the nominal voltage of the cell, TbatIs the battery temperature, TNAt the nominal temperature.
Specifically, the method for acquiring the heat generation power value of the thermistor in the battery pack heating circuit may include the following steps: according to the temperature value of the thermistor and the rotating speed value of a water pump in the battery pack heating loop,and acquiring the heat production power value of the thermistor. The heat generation power value of the thermistor to the battery pack is related to the rotating speed of a water pump in the heating loop, namely when the rotating speed of the water pump is slower, the flowing speed of cooling liquid in the heating loop is slower, the heat exchange speed is slower, the heating speed of the thermistor to the battery pack is slower, when the rotating speed of the water pump is faster, the flowing speed of the cooling liquid in the heating loop is faster, the heat exchange speed is faster, and the heating speed of the thermistor to the battery pack is faster, so that the heat generation power value of the thermistor is required to be obtained according to the temperature value of the thermistor and the rotating speed value of the water pump, specifically, the heat generation power value corresponding to the current temperature value of the thermistor and the rotating speed value of the water pump is searched in a power table according to the temperature value of the thermistor and the rotating speed value of the water pump, namely, the heat generation power value of the thermistor in the. Wherein the temperature value of the thermistor can be calculated by formula
And Qflx＝A1×a×(T1-Tamb) Calculated to obtain δ TptcThe temperature value of the thermistor, V and R are the voltage and resistance of the thermistor, QflxIs the heat radiation of an environmental thermistor, A1And a is the surface area and heat transfer coefficient, T, of the thermistor, respectively1Is the current temperature, T, of the thermistorambIs ambient temperature.
Specifically, the method for obtaining the second heat radiation power value of the ambient temperature to the battery pack may include a step of calculating the second heat radiation power value of the ambient temperature to the battery pack according to the ambient temperature, and may specifically be calculated by formula Qflx＝A2×a×(T2-Tamb) Is calculated to obtain, wherein A2And a is the surface area and heat transfer coefficient, T, of the battery pack, respectively2Is the current temperature of the battery pack.
502. Calculating a first heat generation power value of the battery pack based on the first heat generation power value of the battery pack, the heat generation power value of the thermistor, and the first heat radiation power value.
Specifically, the first heat generation power value of the battery pack may be obtained by adding the first heat generation power value of the battery pack and the heat generation power value of the thermistor and subtracting the first heat radiation heat power value of the environment to the battery pack. According to the simulation calculation method of the battery pack temperature value in the battery pack heating loop, provided by the embodiment of the invention, the influence of the environment on the heat generation of the thermistor, the influence of the thermistor and the environment on the battery pack heating and the influence of the heat generation of the battery pack during the battery pack heating are considered, and the theoretical calculation formula is combined, so that the temperature value of the battery pack in the battery pack heating loop is obtained through comprehensive simulation calculation, the heat generation condition of the battery pack can be reflected more truly, the environment of a thermal management system of a new energy vehicle is simulated more comprehensively and truly, and the effectiveness of a control strategy of the thermal management system can be effectively verified.
Further, as shown in fig. 9, in order to obtain a second temperature value of the battery pack in the battery pack cooling circuit simulation model, and referring to fig. 11, fig. 11 is a simulation model of the second temperature value of the battery pack in the battery pack cooling circuit simulation model, the method includes:
601. and respectively acquiring a second heating power value of the battery pack, a quality value of the battery pack and a specific heat capacity value of the battery pack.
602. And calculating a second temperature value of the battery pack according to the second heating power value of the battery pack, the quality value of the battery pack and the specific heat capacity value of the battery pack.
The second heating power value of the battery pack obtained through simulation calculation may include a chemical reaction heating power value, a battery internal resistance heating power value, and a loss reaction heating power value, and the quality value of the battery pack and the specific heat capacity value of the battery pack may be obtained through experiments or empirical formulas. Specifically, the second temperature value of the battery pack can be obtained through a calculation mode, the second heating power value of the battery pack is integrated, the integrated value is divided by the product of the quality value of the battery pack and the specific heat capacity value, and the second temperature value of the battery pack is obtained finally, so that the heat generation condition of the battery pack during cooling is reflected truly, the environment of the new energy vehicle heat management system is simulated more comprehensively and truly, and the effectiveness of a control strategy of the heat management system can be effectively verified.
Further, as shown in fig. 10, to obtain the second heat generation power value of the battery pack, and referring to fig. 11, the method includes:
701. and respectively obtaining a second heat production power value of the battery pack, a heat dissipation power value of a compressor in the battery pack refrigeration loop simulation model and a second heat radiation power value of the ambient temperature to the battery pack.
The second heat generation power value of the battery pack is the heat power value generated by the battery pack when the battery pack is cooled; the heat dissipation power value of the compressor is the heat power value taken away by the compressor when the compressor dissipates heat for the battery pack, and the second heat radiation power value represents the influence of the ambient temperature on the heat of the battery pack when the battery pack is cooled.
Specifically, the obtaining manner of the second heat generation power value of the battery pack may include the following steps: and calculating a second heat generation power value of the battery pack according to the second chemical reaction heat generation power value, the second battery internal resistance heat generation power value and the second loss reaction heat generation power value of the battery pack. The specific obtaining mode of the second chemical reaction heat power value, the second battery internal resistance heat power value and the second loss reaction heat power value of the battery pack may be as follows: simplifying the single battery into an equivalent circuit (see fig. 8) in which the internal resistance, the inductance and the RC circuit are connected in series, calculating a second chemical reaction heat generation power value, a second battery internal resistance heat generation power value and a second loss reaction heat generation power value of the battery pack according to the equivalent circuit, and adding the second chemical reaction heat generation power value, the second battery internal resistance heat generation power value and the second loss reaction heat generation power value to obtain a second heat generation power value of the battery pack. The heat generation power value of the second chemical reaction can be represented by formula Pchm＝Cchm×IbatIs calculated to obtain, wherein, PchmAs value of heat of reaction power, CchmDetermined by the cell fuel as a cell constant, IbatIs the battery current; the heat power value of the internal resistance of the second battery can be represented by formula Prin＝Ibat×Vloss、Vloss＝Ucell-Vbat、Ucell＝Ncell×Vcell(SOC)、Vloss＝Vri+Vls+Vrc(ct)+Vrc(dif)+VradjAnd Ibat＝Iter-IlosIs calculated to obtain, wherein, PrinFor production of heat power by internal resistance of the battery, VlossIs the loss voltage of the battery, VbatIs the battery terminal voltage; the second loss reaction heat generation power value can be represented by formula Plos＝Vbat×Iloss、Iloss＝I0ekAnd
is calculated to obtain, whereinlossIs the loss current of the battery, K1And K2Respectively, the clamp voltage constant and the temperature constant, VNIs the nominal voltage of the cell, TbatIs the battery temperature, TNAt the nominal temperature.
Specifically, the heat dissipation power value of the compressor in the battery pack refrigeration loop simulation model can be obtained through calculation of the voltage and the resistance of the compressor.
Specifically, the method for obtaining the second heat radiation power value of the environment temperature to the battery pack may include a step of calculating the second heat radiation power value of the environment to the battery pack according to the environment temperature, and may specifically be represented by formula Qflx＝A2×a×(T2-Tamb) Is calculated to obtain, wherein A2And a is the surface area and heat transfer coefficient, T, of the battery pack, respectively2Is the current temperature, T, of the battery packambIs ambient temperature.
702. And calculating a second heat generation power value of the battery pack according to the second heat generation power value of the battery pack, the heat dissipation power value of the compressor and the second heat radiation power value.
Specifically, the second heat generation power value of the battery pack and the third heat radiation power value of the environment to the battery pack may be added, and then the heat radiation power value of the compressor may be subtracted, so as to obtain the second heat generation power value of the battery pack. According to the simulation calculation method of the battery pack temperature value in the battery pack cooling loop, provided by the embodiment of the invention, the temperature value of the battery pack in the battery pack cooling loop is obtained through comprehensive simulation calculation by considering the heat dissipation influence of a compressor, the influence of the environment on the refrigeration of the battery pack and the influence of the heat generation of the battery pack during the refrigeration of the battery pack and combining a theoretical calculation formula, so that the heat generation condition of the battery pack can be reflected more truly, the environment of a heat management system of a new energy vehicle can be simulated more comprehensively and truly, and the effectiveness of a control strategy of the heat management system can be effectively verified.
Further, as shown in fig. 12, in order to obtain a first temperature value in the passenger compartment refrigeration circuit simulation model, and referring to fig. 15, fig. 15 is a first temperature value simulation model in the passenger compartment refrigeration circuit simulation model, the method includes:
801. and respectively acquiring the heat radiation power value of passengers in the passenger compartment, the temperature value of an outlet end of a duct in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the passenger compartment wall and the heat conduction power value of the passenger compartment wall and the environment.
Different from an air conditioning system of an engine of a traditional vehicle, the engine of the new energy vehicle drives a compressor to work through belt transmission, and the compressor directly uses high voltage of a battery pack as a power supply system. The air conditioning system comprises a compressor, a blower, a refrigerant loop, an air duct, a front passenger compartment and a rear passenger compartment; the temperature of the passenger compartment is therefore determined by factors such as the ambient temperature, the air conditioning system heat exchange, the blower and passenger compartment space and the number of passengers.
The temperature in the passenger compartment is related to the number of passengers in the passenger compartment, the temperature at the outlet end of an air duct of the passenger compartment, the heat radiation of the environment to the cabin wall of the passenger compartment and the heat conduction between the cabin wall of the passenger compartment and the environment, so that the temperature in the passenger compartment is calculated by respectively obtaining the number of passengers in the compartment, the temperature at the outlet end of the air duct, the heat radiation of the environment to the cabin wall of the passenger compartment and the heat conduction between the cabin wall of the passenger compartment and the environment, and then the data are integrated to calculate the temperature in the passenger compartment, namely the temperature in the passenger compartment is calculated from the physical characteristics of an actual heat management loop, so that the calculation result is closer to the actual situation, the heat generation situation of the passenger compartment during cooling is truly reflected, the environment of the new energy vehicle heat management system is more comprehensively.
802. And calculating a first temperature value in the passenger compartment according to a first preset formula according to the heat radiation value of passengers in the passenger compartment, the temperature value of an outlet end of a duct in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the wall of the passenger compartment and the heat conduction power value of the wall of the passenger compartment and the environment. The first preset formula may be: t isout＝Tduct+(Pp+Pw1+Pex)/(mall×C1) Wherein, ToutIs the temperature, T, in the passenger compartmentductIs the temperature at the outlet end of the air duct, PpThe thermal radiation power, P, of the passengers in the passenger compartmentw1Value of heat radiation power of the environment to the cabin wall of the passenger cabin, PexFor transmitting thermal power m from the cabin wall to the environmentallIs the total mass of the passenger compartment, C1Is the specific heat capacity of the passenger compartment.
Specifically, the heat radiation power value of the passengers in the passenger compartment can be estimated by a constant P according to the weight of the passengers, for example, the heat radiation value of each passenger is estimated to be 79W, and the estimated constant is multiplied by the number n of the passengers, that is, the heat radiation value of the passengers in the passenger compartment can be calculated by the formula PpCalculated as n × P.
In particular, a fourth thermal radiation power value of the environment to the passenger compartment wall may be formulated
Pw1＝(Aw×Kw+As×Ks)×(Tabm 4-Tout 4) Is calculated to obtain, wherein, Pw1Is a fourth heat radiation power, AwFor the area of the glass window of the passenger compartment, KwFor the thermal emissivity of the glass window of the passenger compartment, AsIs the area of the metallic part of the passenger compartment, KsIs the coefficient of thermal radiation of the metal, TabmIs a ringAmbient temperature, ToutIs the temperature within the passenger compartment;
in particular, the value of the heat transfer power of the passenger compartment bulkhead with the environment can be formulated
Pex＝Ck×A(Tabm-Tout) Wherein P isexFor the heat transfer power of the environment and the passenger compartment walls, CkIs the heat conductivity of the passenger compartment wall, A is the surface area of the passenger compartment wall, TabmIs ambient temperature, ToutIs the temperature within the passenger compartment.
Further, as shown in fig. 13, to obtain the temperature value at the outlet end of the air duct in the passenger compartment refrigeration circuit simulation model, and referring to fig. 15, the method includes:
901. and respectively acquiring the surface temperature value of the air duct wall, the surface area value of the air duct wall, the heat exchange temperature value in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the air duct wall and the heat conduction power value of the air duct wall and the environment.
The temperature of the air duct outlet end in the passenger compartment refrigeration loop simulation model is related to the physical characteristics of the air duct wall, such as the surface area of the air duct wall, the temperature of the air duct wall, the heat exchange temperature of a refrigerant loop in the passenger compartment refrigeration loop, the heat radiation of the environment to the air duct wall and the heat conduction of the air duct wall and the environment, so that the temperature value of the air duct outlet end in the passenger compartment refrigeration loop simulation model is calculated by respectively obtaining the surface temperature of the air duct wall, the surface area of the air duct wall, the heat exchange temperature in the passenger compartment refrigeration loop, the heat radiation power of the environment to the air duct wall and the heat conduction power of the air duct wall and the environment, and then the temperature value is calculated by integrating the data, namely the temperature in the passenger compartment is calculated by further starting from the physical characteristics of an actual heat management loop, so that the calculation result is closer to the actual situation, thereby truly reflecting the heat generation situation of the passenger compartment during cooling, therefore, the environment of the thermal management system of the new energy vehicle is simulated more comprehensively and truly, and the effectiveness of the control strategy of the thermal management system can be effectively verified.
902. According to the surface temperature value of the air duct wall,The surface area value of the air duct wall, the heat exchange temperature value in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the air duct wall and the conduction heat power value of the air duct wall and the environment; calculating the temperature value of the outlet end of the air duct in the passenger compartment refrigeration loop simulation model according to a second preset formula; the second preset formula is as follows:
wherein, TductIs the temperature at the outlet end of the air duct, TinFor heat exchange temperature, P is gas heat temperature coefficient, A is air duct wall surface area, n is air duct number, maFor blowing air quality, C2Is the specific heat capacity of air, TwIs the temperature of the surface of the air duct wall,
K1is the heat exchange coefficient, a is the emissivity, PRaThe heat transfer power between the air duct wall and the environment, Pw2Thermal radiation power of the environment to the air duct wall, C3Is the specific heat capacity of the air duct wall, mductIs the mass of the duct wall. Wherein, the surface area value of the air duct wall can be obtained by calculation according to the radius and the length of the air duct; the heat conduction power of the air duct wall and the environment can be represented by the formula PRa＝A×b×(Tw-Tabm) B is the radiance factor, TabmIs ambient temperature. The heat radiation power value of the environment to the air duct wall can be represented by the formula Pw2＝A×ξ×Δ×(Tw 4-Tabm 4) And ξ is the thermal radiation constant and Δ is the Stefan-Boltzmann constant.
Further, as shown in fig. 14, for the method for obtaining the heat exchange temperature value in the passenger compartment refrigeration circuit simulation model, and referring to fig. 15, the method includes:
1001. calculating the temperature value of the air blown into the passenger compartment by the blower according to a third preset formula according to the heat dissipation power value of the compressor, the mass value of the air blown into the passenger compartment by the blower and the specific heat capacity value of the air in the passenger compartment refrigeration loop simulation model; the third preset formula is as follows: t isa＝Pcom/(C2×ma) Wherein, TaFor blowing-in air temperature, PcomFor the heat-dissipating power of the compressor, C2Is the specific heat capacity of air, maTo blast air mass.
1002. Calculating the heat exchange temperature value in the passenger compartment refrigeration loop simulation model according to a fourth preset formula according to the temperature value of the air blown into the passenger compartment by the blower, the temperature value and the mass value of the circulating air in the passenger compartment or the temperature value and the mass value of the circulating air outside the passenger compartment; the fourth preset formula is as follows: t isin＝(ma×Ta+mla×Tla)/mallWherein, TinFor heat exchange temperature, mlaFor circulating air quality, TlaTo circulate the gas temperature, mallIs the total mass of air.
The heat exchange of the refrigerant loop in the passenger compartment refrigeration loop simulation model is determined by a compressor of the air conditioning system, the ambient temperature and the flow rate of heat exchange, and the heat exchange temperature of the refrigeration loop simulation model can be obtained according to the data.
Specifically, the compressor is controlled by the target torque of the vehicle controller and essentially consists of a permanent magnet synchronous motor and a load; the mechanical energy of the compressor is determined by the distributed power of the vehicle control unit and the working state of the fan: the heat dissipation power of the compressor can be represented by formula Pcom＝Fst×Ccmp×PVCUCalculated and when the fan is turned off FstTaking a value of 0, and taking a value of 1 during working; compressor off time CcmpThe value is 0, and the value is 1 during working and refrigeration.
Specifically, the blower is a direct current motor, and the air quality blown into the passenger compartment by the blower can be calculated according to the formula
The torque, the magnetic flux of the direct current motor and the rotor current of the direct current motor can be calculated to obtain the rotating speed omega; the rotation speed ω of the dc motor determines the mass of the convective gas:
ω＝nFan，mablowing air mass into the blower; n isFanThe rotational speed of the blower; m isnomThe blowing quantity is the nominal rotating speed of the blower; n isnomThe nominal rotating speed of the blower is obtained, so that the air quality blown into the passenger compartment by the blower is calculated according to the rotating speed of the motor.
In the technical scheme provided by the embodiment of the invention, after a motor cooling loop simulation model, a battery pack heating loop simulation model, a battery pack cooling loop simulation model, a passenger compartment refrigerating loop simulation model, a passenger compartment heating loop simulation model and an engine cooling loop simulation model are preset, a temperature value of a motor in a corresponding loop simulation model, a first temperature value of a battery pack, a second temperature value of a battery pack, a temperature value in a passenger compartment, a second temperature value in the passenger compartment and a temperature value of an engine are respectively obtained, all the obtained temperature values are sent to a vehicle control unit, and a temperature control part in the corresponding loop simulation model is controlled by the vehicle control unit, so that a control strategy of a new energy vehicle thermal management system is verified. The vehicle control unit can control the temperature control components in the corresponding loop simulation models according to the temperature values, so that the environment of the new energy vehicle thermal management system is simulated more comprehensively and truly, valuable data are provided for the design of the vehicle thermal management system in the later period, and the effectiveness of a thermal management system control strategy can be effectively verified.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (12)
1. A simulation method of a thermal management system of a new energy vehicle is characterized by comprising the following steps:
presetting a motor cooling loop simulation model, a battery pack heating loop simulation model, a battery pack cooling loop simulation model, a passenger compartment heating loop simulation model and an engine cooling loop simulation model, and simulating the real conditions of the motor cooling loop, the battery pack heating loop, the battery pack cooling loop, the passenger compartment heating loop and the engine cooling loop when the motor cooling loop, the battery pack heating loop, the battery pack cooling loop, the passenger compartment cooling loop and the engine cooling loop work;
respectively acquiring a temperature value of a motor in the motor cooling loop simulation model, a first temperature value of a battery pack in the battery pack heating loop simulation model, a second temperature value of a battery pack in the battery pack cooling loop simulation model, a first temperature value in a passenger cabin in the passenger cabin cooling loop simulation model, a second temperature value in the passenger cabin heating loop simulation model and a temperature value of an engine in the engine cooling loop simulation model;
sending the temperature value of the motor, the first temperature value and the second temperature value of the battery pack, the first temperature value and the second temperature value in the passenger compartment and the temperature value of the engine to a vehicle control unit of the new energy vehicle;
the vehicle control unit controls heat dissipation components in corresponding loop simulation models according to the temperature value of the motor, the first temperature value and the second temperature value of the battery pack, the first temperature value and the second temperature value in the passenger compartment and the temperature value of the engine, and verifies a control strategy of a new energy vehicle heat management system;
the step of obtaining the temperature value of the motor in the motor cooling loop simulation model comprises the following steps:
respectively acquiring a heating power value of the motor, a mass value of the motor and a specific heat capacity value of the motor;
calculating the temperature value of the motor according to the heating power value of the motor, the mass value of the motor and the specific heat capacity value of the motor;
the acquiring of the heat generation power value of the motor includes:
respectively acquiring a loss power value of the motor, a heat dissipation power value of a water pump and a heat dissipation power value of a fan in the motor cooling loop simulation model and a heat radiation power value of the environment to the motor;
and calculating the heating power value of the motor according to the loss power value of the motor, the heat dissipation power value of the water pump, the heat dissipation power value of the fan and the heat radiation power value of the environment to the motor.
2. The method of claim 1, wherein the obtaining the loss power value of the electric machine comprises:
obtaining an efficiency value and a useful power value of the motor according to the rotating speed value and the torque value of the motor;
calculating a loss power value of the motor based on the efficiency value and the useful power value of the motor.
3. The method of claim 1, wherein obtaining a first temperature value for a battery pack in the battery pack heating circuit simulation model comprises:
respectively acquiring a first heating power value of the battery pack, a quality value of the battery pack and a specific heat capacity value of the battery pack;
and calculating a first temperature value of the battery pack according to the first heating power value of the battery pack, the quality value of the battery pack and the specific heat capacity value of the battery pack.
4. The method of claim 3, wherein the obtaining a first power value for the battery pack comprises:
respectively acquiring a first heat production power value of the battery pack, a heat production power value of a thermistor in a heating circuit of the battery pack and a first heat radiation power value of the ambient temperature to the battery pack;
calculating a first heat generation power value of the battery pack according to the first heat generation power value of the battery pack, the heat generation power value of the thermistor, and a first heat radiation power value of the ambient temperature to the battery pack.
5. The method of claim 4, wherein obtaining the first heat generation power value for the battery pack comprises:
and calculating a first heat generation power value of the battery pack according to the first chemical reaction heat generation power value, the first battery internal resistance heat generation power value and the first loss reaction heat generation power value of the battery pack.
6. The method of claim 4, wherein the obtaining the heat generation power value of the thermistor in the battery pack heating loop simulation model comprises:
and acquiring the heat generation power value of the thermistor according to the temperature value of the thermistor and the rotating speed value of a water pump in the battery pack heating loop simulation model.
7. The method of claim 1, wherein obtaining a second temperature value for a battery pack in the battery pack cooling circuit simulation model comprises:
respectively acquiring a second heating power value of the battery pack, a quality value of the battery pack and a specific heat capacity value of the battery pack;
and calculating a second temperature value of the battery pack according to the second heating power value of the battery pack, the quality value of the battery pack and the specific heat capacity value of the battery pack.
8. The method of claim 7, wherein the obtaining the second heat generation power value of the battery pack comprises:
respectively acquiring a second heat production power value of the battery pack, a heat dissipation power value of a compressor in a battery pack refrigeration loop simulation model and a second heat radiation power value of the ambient temperature to the battery pack;
and calculating a second heat generation power value of the battery pack according to the second heat generation power value of the battery pack, the heat dissipation power value of the compressor and a second heat radiation power value of the ambient temperature to the battery pack.
9. The method of claim 8, wherein obtaining the second heat generation power value for the battery pack comprises:
and calculating a second heat generation power value of the battery pack according to the second chemical reaction heat generation power value, the second battery internal resistance heat generation power value and the second loss reaction heat generation power value of the battery pack.
10. The method of claim 1, wherein obtaining a first temperature value within a passenger compartment in the passenger compartment refrigeration circuit simulation model comprises:
respectively acquiring the heat radiation power value of passengers in the passenger compartment, the temperature value of an outlet end of a duct in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the passenger compartment wall and the heat conduction power value of the passenger compartment wall and the environment;
calculating a first temperature value in the passenger compartment according to a first preset formula according to the heat radiation value of passengers in the passenger compartment, the temperature value of an outlet end of a duct in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the wall of the passenger compartment and the heat conduction power value of the wall of the passenger compartment and the environment;
the first preset formula is as follows: t isout＝Tduct+(Pp+Pw1+Pex)/(mall×C1) Wherein, ToutIs the temperature, T, in the passenger compartmentductIs the temperature at the outlet end of the air duct, PpThe thermal radiation power, P, of the passengers in the passenger compartmentw1Thermal radiation power, P, of the environment to the cabin wall of the passenger cabinexThe heat transfer power of the cabin wall of the passenger cabin and the environment, mallIs the total mass of the passenger compartment, C1Is the specific heat capacity of the passenger compartment.
11. The method of claim 10, wherein the obtaining temperature values for a duct outlet end of the passenger compartment refrigeration circuit simulation model comprises:
respectively acquiring the surface temperature value of the air duct wall, the surface area value of the air duct wall, the heat exchange temperature value in the passenger compartment refrigerating circuit, the heat radiation power value of the environment to the air duct wall and the heat conduction power value of the air duct wall and the environment;
calculating the temperature value of the air duct outlet end in the passenger compartment refrigeration loop simulation model according to a second preset formula according to the air duct wall surface temperature value, the air duct wall surface area value, the heat exchange temperature value in the passenger compartment refrigeration loop simulation model, the heat radiation power value of the environment to the air duct wall and the heat conduction power value of the air duct wall and the environment;
the second preset formula is as follows:
wherein, TductIs the temperature at the outlet end of the air duct, TinFor heat exchange temperature, P is gas heat temperature coefficient, A is air duct wall surface area, n is air duct number, maFor blowing air quality, C2Is the specific heat capacity of air, TwIs the temperature of the surface of the air duct wall,
K1is the heat exchange coefficient, a is the emissivity, PRaThermal radiation power of the environment to the air duct wall, Pw2The heat transfer power of the air duct wall and the environment, C3Is the specific heat capacity of the air duct wall, mductIs the mass of the duct wall.
12. The method of claim 11, wherein the obtaining heat exchange temperature values in the passenger compartment refrigeration circuit simulation model comprises:
calculating the temperature value of the air blown into the passenger compartment by the blower according to a third preset formula according to the heat dissipation power value of the compressor, the mass value of the air blown into the passenger compartment by the blower and the specific heat capacity value of the air in the passenger compartment refrigeration loop simulation model;
calculating the heat exchange temperature value in the passenger compartment refrigeration loop simulation model according to a fourth preset formula according to the temperature value of the air blown into the passenger compartment by the blower, the temperature value and the mass value of the circulating air in the passenger compartment or the temperature value and the mass value of the circulating air outside the passenger compartment;
the third preset formula is as follows: t isa＝Pcom/(C2×ma) Wherein, TaFor blowing-in air temperature, PcomFor the heat-dissipating power of the compressor, C2Is the specific heat capacity of air, maFor the mass of air blown;
the fourth preset formula is as follows: t isin＝(ma×Ta+mla×Tla)/mallWherein, TinFor heat exchange temperature, mlaFor circulating air quality, TlaFor circulating air temperature, mallIs the total mass of air.
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