The range of battery electric vehicles (BEV) is directly proportional to their battery capacity. With the current technology of battery cells on average a range of 6.6 kilometers per 1 kWh of battery capacity is achieved.
电动汽车（BEV）的行驶里程与电池容量成正比。目前的电池技术平均每1千瓦时电池容量可行驶6.6千米。
In practice the range of a BEV depends on the climate and environmental conditions. A large portion of the battery's power must be used for regulating the temperature in the passenger cabin.
电动汽车的行驶里程实际取决于气候和环境条件。电池的大部分能量不得不消耗于调节乘员舱内的温度。
Under unfavourable conditions this can lead to a range reduction of up to 40%. For example, during a cold winter day the loss heat of a conventional internal combustion engine is no longer available as a "free" source of energy for heating the cabin.
在不适宜的环境条件下，会导致续航里程最高减少40%。比如说，在寒冷的冬天，电动车没有传统内燃机的散热，因此也就不能为乘员舱加热提供“免费”能源。
Thermal analyses of cabin climatization have always been highly important for the layout of HVAC systems in cars. BEVs call for an even more extensive analysis covering the energy balance of the entire thermal system of the car.
乘员舱气候热分析对于汽车空调系统布置至关重要。电动汽车需要更加广泛地考虑并分析汽车整个热系统的能量平衡。
This necessarily includes the batteries themselves since running within the optimal operating temperature range extends life time and maintains maximum possible capacity. Furthermore, the study has to cover all measures for reducing battery power invested in passenger comfort rather than for the pure purpose of powering the car.
针对电池的分析必不可少，这是因为电池在最佳工作温度范围内运行时，可以延长其使用寿命，并最大限度地保持高电容量。此外，电池热分析研究必须包含所有能降低用于乘员热舒适性的能耗，而不是仅考虑驱动汽车所需的能耗。
电池工作的温度范围
The optimal temperature range for battery electric vehicles is between 20 and 30 °C. Higher temperatures reduce the life expectancy of the battery. Lower temperatures negatively impact the electrical capacity.
电动汽车电池的最佳工作温度范围是20°C至30°C。较高的温度会降低电池的寿命，较低的温度则会对电池容量产生负面影响。
For that reason alone, during summer a separate cooling mechanism has to be applied to the battery independent of the need for air-conditioning of the passenger cabin. During winter there is no heat loss from the engine available for heating. The heat for regulating the internal battery temperature to an optimal range has to be supplied by the battery itself.
因此，在夏季，必须为电池装配单独的冷却机构，而不能依赖于乘员舱的空调冷却系统。在冬季，没有可用于加热电池的发动机散热，调节电池内部温度到最佳范围的热量必须由电池本身提供。
通过智能环境实现最大化汽车续航里程
Thermal Analysis with THESEUS‑FE Helps to Increase the Range of Electric Vehicles. All potential measures listed below can be tested and evaluated by simulations with THESEUS‑FE.
THESEUS‑FE 提供的热管理分析有助于增加电动汽车的续航里程。THESEUS‑FE可以测试和评估下列所有可能帮助实现最高汽车续航里程的措施。
Relying on simulations during the early stage of car development drastically reduces the costs for trying out some variations compared to real physical testing. Most importantly these virtual tests can be done even before any prototype of the car exists. The insight gained during this stage can save a lot of money before a wrong decision materializes in a real prototype.
与实地测试相比，在汽车开发的早期阶段，依靠仿真模拟可以显著降低不必要的成本。最重要的是，这些模拟试验可以在车量试制步骤之前就完成，由此得到的仿真结果可以帮助修正试制车生产环节开始前的错误决策，并节省大量资金。
Measures for intelligent, range increasing climatization concepts include:
智能化、增加续航里程的乘员舱环境方案涵盖：
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Improved insulation of the cabin
提升乘员舱隔热性能
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Application of materials with low thermal capacity to reach the desired cabin temperature faster and with less energy investment
使用热容较低的材料，投入更少的能量，更快达到理想的乘员舱温度
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Zonal climatization, especially if the driver is the only person in the cabin
设计分区空调，特别是当乘员舱内仅有驾驶员一人时
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Increased recirculating air operation of the HVAC system
增强空调系统空气再循环
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Pre-conditioning using auxiliary heating systems
使用辅助加热系统进行预调节
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Electrically heated window panes which is more efficient than heating them up by warm air
电加热玻璃窗比暖风加热玻璃窗更有效
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Fuel-powered heating systems (e.g. ethanol range extender)
燃料加热系统（如乙醇增程器）
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Seat heating to quickly increase local comfort levels
座椅加热以迅速提升局部舒适度
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Infrared radiators and electrically heated surfaces to support classical HVAC systems
红外散热器和电加热表面以支持传统空调系统
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Use of modern glass materials which limit the exchange of thermal energy by radiation through the windows to the visible spectrum (e.g. infrared reflecting windows)
使用现代玻璃材料，限制透过窗户的辐射将热能转换为可见光谱（例如，红外反射窗）
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Use of ventilation systems during parking driven by solar panels
在停车时使用由太阳能电池板驱动的通风系统
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Infrared-reflecting surface coatings
红外线反射表面涂层
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optional shadowing measures to reduce solar energy input into the cabin
可选的遮蔽措施，以减少能进入到乘员舱内的阳光
THESEUS‑FE allows for wavelength-dependent transmission and reflection properties of windows. Several variants of windows and coatings can be simulated with ease to rate their influence on the thermal budget of the car. Simulation results thus give immediate feedback about the effect of the HVAC systems power as well as the thermal comfort of passengers.
THESEUS‑FE 可以计算不同波长辐射传播与车窗反射性能，也支持在软件中轻松模拟多种窗户和涂层变量，以评估这些因素对车辆热预算的影响。因此，仿真结果能立即反馈空调系统功率效果以及乘员的热舒适性。
案例研究：大众E-Golf
As part of the publicly funded BMBF project, E-Komfort involved generating a highly detailed finite element model for simulating the climate control system of the passenger compartment of a Volkswagen e-Golf.
作为公共资助的BMBF研究项目的一部分，E-Komfort使用了一个非常精细的有限元模型, 用于模拟大众E-Golf乘员舱环境控制系统。
大众汽车 E-Golf - 真实模型和仿真模型横截面对比 显示零部件细分
A model originally used for crash simulations was used as a basis for developing a cabin model for interior climate control systems. Simulations were performed in an virtual environmental chamber under winter and summer load conditions relevant to vehicle design and range. This work also involved testing and calibrating special lamp models (for simulating sunlight in environmental chambers), and then using these models in the simulation.
一个原本用于碰撞模拟的模型被采用，作为开发乘员舱环境控制系统的基础。仿真模拟在虚拟环境舱中进行，选用了与车辆设计和续航里程密切相关的冬季与夏季两种工况。该项工作还包括测试和标定特殊的灯具模型（用于模拟环境舱内的阳光），然后在仿真中使用这些模型。
环境热对汽车乘员舱的影响
Using THESEUS‑FE simulations, we were able to demonstrate that employing zonal climate control concepts can massively reduce the amount of energy that the climate control system consumes. Energy can also be conserved through the use of infrared emitters, which were simulated using suitable models and assessed in terms of their impact on local thermal comfort values.
使用 THESEUS‑FE 软件模拟后，我们能够证明采用分区空调控制方案可以大大减少空调控制系统消耗的能量。通过使用红外发射器也可以节约能量，合适的模型用于模拟红外发射器，并评估其对局部热舒适值的影响。
Under winter load conditions, e-vehicle range is significantly limited by the amount of energy consumed by the climate control system. As such, heating or cooling passengers only where needed and/or only to a comfortable temperature makes more sense than heating/cooling the entire passenger compartment.
在冬季工况下，空调系统消耗的能量严重限制了电动汽车的行驶里程。因此，仅在必要时将乘员加热或冷却到舒适的温度比对整个乘员舱进行加热或冷却更有效率。
乘员舱气候变化的计算流体动力学结果
Against this backdrop, our simulation also incorporated a thermophysiological model and used the concept of equivalent temperature as a basis for assessing local thermal comfort. The final portion of the paper provides a discussion of motivation and strategies for coupled cabin simulations - in this case coupling THESEUS‑FE and OpenFOAM - as well as the corresponding validation work.
在此背景下，我们的模拟项目还结合了热生理学模型，并使用等效温度的概念作为评估局部热舒适的基础。论文的最后一部分讨论了耦合乘员舱仿真的动机和策略——THESEUS‑FE与OpenFOAM耦合，并进行了相关验证测试。
关于埃尔科
ARRK Engineering GmbH 原名 P+Z Engineering GmbH，成立于1967年，总部位于德国慕尼黑，在英国、罗马尼亚、日本和中国均设有分公司或办公室，是汽车及航空航天等行业内众多国际一线品牌的长期合作伙伴，为客户提供高端的工程开发咨询服务。
埃尔科工程技术开发(上海)有限公司 是德国 ARRK Engineering GmbH 在中国设立的全资子公司，成立于2019年9月，志为中国汽车领域提供世界一流的工程技术服务。
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版权声明：本文为CSDN博主「ARRK_Engineering」的原创文章，遵循CC 4.0 BY-SA版权协议，转载请附上原文出处链接及本声明。
原文链接：https://blog.csdn.net/ARRK_Engineering/article/details/126142607
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