關于電池系統的熱仿真手段，其實有幾種不同的方法，就CFD軟件而言，個人認為1D和3D最具有代表性。
本文僅就1D 軟件做一個簡單的說明，希望大家有機會嘗試一下。
1D 軟件的代表- kuli和 flowmaster
網上搜了一些信息，關于兩個軟件的介紹，簡述一下如下：

KULI軟件隸屬于全球第三大汽車零部件供應和整車開發商Magna International (麥格納國際)汽車集團旗下，公司全稱為Engineer Center Steyr(斯太爾工程中心)，總部設在奧地利，就是當年與中國重汽合作，一起推動中國重型汽車業蓬勃發展的Steyr-Diamler-Puch(斯太爾)。
KULI的特長應該在算散熱器和引擎匹配以及空調部分，Flowmaster我不是很熟，但他在流體方面側重的更多，也許做內部的管路設計會更好些。在乘用車方面可以做一些概念設計：零部件尺寸、位置最優化；更換發動機后冷卻系統的改進設計；行駛過程模擬、道路試驗仿真；空調系統模擬：乘客艙內溫升和溫降過程研究 。目前而言使用的人也不是很多，關鍵是銷售和售后策略有點保守！


個人最感興趣的是其參數敏感性分析，這個有意思。


關于KULI:

Although the KULI battery cell model is mainly intended for simulating the behavior of one individual battery cell, it can also be used to simulate battery modules (i.e. several cells grouped together) or even complete battery packages. To do so (for a battery module):

• Enter the geometric size, so that it represents the complete module

• Enter the total module mass and the effective surface for heat transfer

• For simple geometries (e.g. several cylindrical cells grouped to a “stick”) plate theory can be used for convective heat approximation, for more complex layouts we recommend using measurements and direct input into 2d-curves.

• Enter electric properties for the complete module. Be aware that depending on whether the individual cells are connected in parallel or in serial, either the total capacity or the external voltage will be a multiple of the individual cell values.

對于電池系統熱管理的分析，在求解過程中需要了解幾個參數：電池的soc，ocv 內阻，電池單體的材料屬性（比熱容，導熱系數，密度，溫度系數），有了這些參數，結合電池系統的熱管理方式，就可以做一個快速有效的分析，關于內部的一些元器件（散熱器，水泵，cf模塊，管道，空調系統，電池單體，模組等）名稱及設置方法，具體見help文檔。


Modeling modules and battery packages this way allows quick and easy “black box” assessments, but does not allow the evaluation of individual cell temperatures. If this is required, model each cell individually. KULI 9.1 will contain dedicated “Battery Module” and “Battery Pack” components, which will further facilitate this process.

混合動力汽車熱管理模式搭建和分析結果

下例就是nrel結合空調系統的一個原理圖，結合空調特性和控制策略，開啟和關閉空調，系統可以給出不同的響應，完成不同工況的分析。

完整的模型搭建如下：

To validate the KULI model, the cell temperatures for a defined charging and discharging cycle, which is run several times, are compared with CFD results. In KULI, the cell itself is 
represented by two point masses that are connected with a thermal conductivity component. On the one hand this allows heat conduction in both directions and on the other hand the 
cell’s thermal lag is also modeled appropriately. The final 1D simulation model of the entire battery module consists of the individual cells, piping and tubing, heat exchanger and coolant 
pump。

參考文獻：Simulating Thermal Management of Battery Modules for the Propulsion of Hybrid Vehicles  Peter Drage, Christian Kussmann, SebastianJagsch MAGNA STEYR Fahrzeugtechnik AG & CO KG  Graz, Austria

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