JP2016146031A - Prediction method of component temperature - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a prediction method of component temperature capable of predicting the temperature on components which are disposed near a heat source such as an engine v2 or an exhaust tube v3 in a predetermined space like an engine room v1, even when the shape and the size are not determined.SOLUTION: The prediction method includes the steps of: after creating an analytic model M which has a calculation space m1 simulating a predetermined space disposed with models m2 to m5 of at least a heat source (an engine v2 or an exhaust tube v3 etc.), disposing virtual heat transfer media (seed body S) each having preset heat conductivity, heat transfer rate and heat conductivity at plural points around the heat source (step ST2); and calculating the temperature on the heat transfer media which receive the heat transfer from the heat source to obtain the temperature distribution (step ST3, ST4).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a method for predicting the temperature of a component arranged in a predetermined space, such as an engine room of an automobile, by thermal fluid analysis.

  In recent years, the engine room of automobiles tends to increase in temperature due to an increase in exhaust temperature of the engine and a decrease in ventilation rate. For example, there are concerns about deterioration of parts that are not inherently highly heat-resistant, such as rubber hoses and resin brackets. Has been. With respect to this point, it has been proposed that a model of a heat source such as an engine or an exhaust pipe and parts arranged around the heat source is arranged in a calculation space to construct an analysis model, and a temperature distribution is obtained by thermal fluid analysis.

  Patent Document 1 also proposes measuring the temperature in the engine room with a temperature sensor. In the thermal environment monitoring apparatus described in this document, a white body sphere with an emissivity close to 0 and a black body sphere with an emissivity close to 1 are arranged adjacent to each other in an engine room of an experimental vehicle, and their temperatures are measured. . And while calculating | requiring atmospheric temperature based on the temperature of a white body sphere, evaluating the amount of thermal radiation from a heat source based on a temperature difference with a black body sphere, and estimating the temperature of several components in an engine room from these results I have to.

JP-A-10-253460

  However, in the thermal environment monitoring device of the conventional example (Patent Document 1), it is necessary to actually measure the temperature in the engine room, and an automobile must be completed even though it is an experimental vehicle. Even when predicting the temperature of parts by thermal fluid analysis, not only heat sources such as engines and exhaust pipes, but also large parts such as transmissions and accessories, as well as small items such as hoses, harnesses, brackets, etc. A model that simulates the shape and size of parts is also required.

  In other words, in the conventional method, the shape and size of the parts are determined at the latest, and the temperature rise of the parts can be predicted only after deciding where to place them in the engine room. Even if a part that is expected to be damaged by heat is found, there is not much freedom to change the arrangement of the part. In other words, the conventional method has a problem that it is not possible to sufficiently change the arrangement that does not require the most cost as a measure for reducing the temperature of the component.

  Therefore, the object of the present invention is to determine the shape and size of the components arranged around the heat source such as the engine and the exhaust pipe after determining the arrangement of the heat source such as the engine and the exhaust pipe in a predetermined space such as an engine room of an automobile. It is to be able to predict the temperature even if it is not decided.

  In order to achieve the above object, the present invention is directed to a method for predicting the temperature of a component arranged in a predetermined space by thermo-fluid analysis, and at least a heat source model is arranged in a calculation space simulating the predetermined space. A virtual heat transfer medium having a predetermined heat conductivity, heat transfer coefficient, and heat emissivity (emissivity) is arranged at each of a plurality of locations around the heat source in the analysis model. And calculating a temperature of the heat transfer medium that receives heat transfer from the heat source to obtain a temperature distribution in the predetermined space.

  According to the above method, it is sufficient that at least the heat source model is arranged in the calculation space that simulates the predetermined space in the analysis model, and the shape and size of the part whose temperature is to be predicted need not be determined. . For example, in the engine room of an automobile, a model that represents the shape and size of the engine that serves as the heat source and the exhaust pipe need only be placed. The shape and size of large parts such as transmissions and accessories are also included. If it is decided, a model should be arranged.

  In such an analysis model, a virtual heat transfer medium is arranged at each of a plurality of locations around the heat source, and heat transfer from the heat source and heat via the air and heat transfer inside the heat transfer medium are performed. As simulated, the temperature of each heat transfer medium can be calculated by performing a thermal fluid analysis. Thereby, the temperature distribution in a predetermined space can be obtained even if the shape and size of the parts arranged around the heat source are not determined.

  Thus, it is preferable to arrange the heat transfer media arranged around the heat source in the analysis model so as to be appropriately dispersed throughout the calculation space. In this case, if the interval between adjacent heat transfer media is suitably set It is possible to preferably reproduce the influence of the air flow and thermal radiation in the space. For example, in a place where thermal damage often occurs empirically, it is preferable to set a narrow interval between adjacent heat transfer media in order to increase the accuracy of the calculation of the thermal fluid analysis.

  On the other hand, in places where heat damage is less likely to occur empirically, it is preferable to reduce the load of analysis calculation by setting a wider interval between adjacent heat transfer media. In addition, or in addition to that, in places where parts are likely to be placed empirically, the spacing between adjacent heat transfer media is likely to be reduced, and parts are unlikely to be placed. The space may be widened at the place.

  The heat transfer medium may be a sphere as an example, and the heat conductivity, heat transfer rate, and heat radiation rate may be set assuming rubber or resin, for example. This is because, as a part in the engine room for which the temperature is to be predicted, specifically, a part having a low heat resistance such as a rubber hose, a wire harness, a resin bracket and a clamp is assumed. Similarly, the specific heat of the heat transfer medium may be set assuming rubber or resin, and the heat capacity can be obtained by multiplying this by the volume.

  If the heat capacity of the heat transfer medium required in this way is too small, heat transfer from the heat source and heat transfer between the heat transfer mediums cannot be simulated suitably, so the heat transfer medium needs to have a certain size or larger. If the heat transfer medium is too large, the air flow in the engine room cannot be suitably simulated. Therefore, the size of the heat transfer medium is preferably about φ5 to 15 mm, for example.

  According to the component temperature prediction method of the present invention, for example, in an analysis model in which an engine or the like (heat source) is arranged in an engine room of an automobile, a plurality of virtual heat transfer media are arranged around the engine and the like. Since the temperature of the heat transfer medium is calculated by the fluid analysis, it is possible to predict the temperature even if the shape and size of the parts are not determined.

It is a figure which shows typically schematic structure of the prediction apparatus of the component temperature which concerns on embodiment. It is a perspective view which shows an example of the motor vehicle which estimates the temperature in an engine room. It is a perspective view which shows the image of an analysis model. It is sectional drawing of the analysis model in the vertical cross section which passes along an exhaust pipe. It is a flowchart figure which shows an example of the procedure of component temperature prediction. FIG. 5 is a diagram corresponding to FIG. 4 illustrating an example of a temperature distribution during travel of the automobile. FIG. 7 is a diagram corresponding to FIG. 6 when the key is off. It is a graph of the experimental result investigated about the error of component temperature prediction, (a) is during driving | running | working of a motor vehicle, (b) shows the time of key-off, respectively.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, the component temperature prediction apparatus according to this embodiment includes a known computer device 1 such as a general-purpose personal computer or a workstation, and includes an analysis model setting unit 11, an analysis calculation unit 12, a memory, and the like. Unit 13 and display processing unit 14. Note that the computer apparatus 1 may not be a general-purpose product but may be equipped with a dedicated signal processing circuit.

  Further, the computer device 1 is connected to the LAN 15 and displays an input device 16 such as a mouse and a keyboard or a touch panel for a user to perform various operations, and details of settings and operations, image data, and the like are displayed to the user. A monitor 17 (a liquid crystal display, a CRT, etc.) is connected. If a touch panel is adopted as the monitor 17, it can also be used as the input device 16.

  The computer apparatus 1 loads a program for realizing the functions of the units 11 to 14 into a memory and executes it in response to a user operation via the input device 16. As a result, the computer device 1 functions as a component temperature prediction device that performs thermal fluid analysis using an analysis model in the engine room and outputs the result as described below.

  That is, the analysis model setting unit 11, as an example, in the engine room v1 (predetermined space) of the automobile V schematically shown in FIG. 2 as an example, as will be described later with reference to FIG. And an analysis model M in which an exhaust pipe v3 and the like are arranged. As will be described later with reference to FIG. 5, the analysis calculation unit 12 uses the analysis model M to execute a thermal fluid analysis that simulates air flow and heat transfer in the engine room v1 in accordance with the input analysis conditions. To do.

  The memory unit 13 is configured by a semiconductor element such as a DRAM or a flash memory, a hard disk, or the like, and stores the processing contents in the analysis model setting unit 11 and the analysis calculation unit 12. The display processing unit 14 includes, in addition to the analysis processing setting screen and operation screen, the content of the processing performed by the analysis calculation unit 12, for example, the temperature distribution in the engine room v1 of the automobile V (see FIGS. 6 and 7). Is displayed on the monitor 17.

-Analysis model-
As shown in FIG. 3, the analysis model M used in the present embodiment includes a calculation space m1 that simulates the interior of the engine room v1, an engine v2 (including an intake manifold, auxiliary equipment, and the like) that serves as a heat source, and an exhaust pipe. In addition to v3 (including the exhaust manifold) and the inverter v4, models m2 to m5 representing the shape of the transmission v5 and the like are arranged. Except for these models m2 to m5, a predetermined calculation grid is generated in advance in the calculation space m1 using CFD mesh software.

  Although not shown, a model simulating the shape and size of the vehicle body parts surrounding the engine room v1 is arranged so as to surround the calculation space m1. A heat exchanger such as a radiator and a condenser disposed at an air intake port to the engine room v1 and a fan are modeled as a volume region, and a passage resistance such as traveling wind is given as an equation of pressure loss characteristics.

  The data of the models m2 to m5 such as the vehicle body parts, the engine v2, the exhaust pipe v3, the inverter v4, and the transmission v5 can be automatically created based on CAD data created in advance. That is, CAD data is read from another computer apparatus via the LAN 15 in accordance with a user operation on the input device 16.

  As described above, a large component having a predetermined shape and size is arranged in the calculation space m1 as a solid model, for example, but small components such as a hose, a wire harness, a clamp, and a bracket are not modeled. This is to predict the temperature before the shape and size of these small parts are determined in order to effectively prevent the thermal deterioration of small parts that are inherently not heat resistant, such as rubber or resin. It is.

  In other words, the most effective measure to prevent thermal damage to parts, but not costly, is to change the arrangement to lower the temperature, but generally the shape and size of the parts, etc. After it is decided, it is generally decided where to place them in the engine room, so there is not much freedom to change the arrangement. In other words, there is a demand for predicting the temperature before the shape, size, arrangement, etc. of the parts are determined.

  However, if the thermal fluid analysis is performed without arranging the small component models around the large component models m2 to m5, the heat transfer from the heat source to the air and the flow of the air can be simulated, but from the air Heat transfer to small parts cannot be simulated, and heat radiation to small parts cannot be simulated. In addition, since air freely flows where there are actually small parts, the accuracy of simulating the air flow is also lowered.

  In this embodiment, in this embodiment, models m2 to m5 such as the engine v2, the exhaust pipe v3, the inverter v4, the transmission v5, etc. in the calculation space m1 that simulates the inside of the engine room v1 as shown in FIGS. The virtual heat transfer medium S for analysis calculation is appropriately distributed around the space. The heat transfer medium S is an image of a sphere of about φ10 mm made of, for example, rubber or resin, and is hereinafter referred to as a seed body S.

  The seed body S is for simulating the heat transfer state of small rubber or resin parts such as the above-described hose, wire harness, clamp, etc. Conductivity, heat transfer rate, and heat radiation rate are set. The specific heat of the seed body S is also set assuming rubber or resin, and heat capacity can be obtained by multiplying this by the volume.

  If the heat capacity of the seed body S required in this way is too small, the influence of the heat transfer from the engine v2 and the exhaust pipe v3 and the heat transfer between the seed bodies S cannot be suitably reproduced. A size is necessary. On the other hand, it is not preferable that the seed body S is too large in order to simulate the air flow in the engine room v1. Therefore, in this embodiment, as an example, the size of the seed body S is set to about φ10 mm.

  In the present embodiment, the seed bodies S are arranged in a grid pattern in the front-rear, left-right, and up-down directions of the vehicle V in the entire calculation space m1. The front and rear arrangement directions are not horizontal but are inclined according to the inclination of the engine v2. Similarly, the vertical direction is not vertical but is inclined along the general surface of the dash panel. Note that the seed bodies S are arranged substantially horizontally in the left-right direction.

  Specifically, in FIG. 4, the seed bodies S arranged in a vertical section passing through the exhaust pipe v <b> 3 of the analysis model M are exaggerated, and the direction in which the seed bodies S are arranged in the front-rear direction of the automobile V is indicated by a one-dot chain line L. As shown, the engine v2 (model m2 in the figure) is inclined so as to become lower toward the rear in the horizontal direction in accordance with the inclination of the upper surface of the engine v2. This makes it possible to arrange the seed bodies S while maintaining a predetermined interval without interfering with the model m2 as much as possible.

  That is, in order to preferably simulate the heat transfer, it is desirable to arrange the seed bodies S so as to maintain a predetermined interval. However, the seed bodies S are arranged in a place where they interfere with the models m2 and m5 such as the engine v2 and the transmission v5. S cannot be placed. Therefore, by arranging the seed bodies S according to the inclination of the engine v2 and the dash panel, interference with them is avoided, and the interval between the adjacent seed bodies S is not changed so much.

  In addition, the narrower the interval between the seed bodies S adjacent to each other, the easier it is to improve the accuracy of the analytical calculation. However, the calculation load increases as the distance between the seed bodies S decreases. In order to increase the accuracy of the analysis operation in a place where damage often occurs, the interval between the seed bodies S is set to be relatively narrow. On the other hand, in places where heat damage is less likely to occur empirically, the spacing between the seed bodies S is increased to reduce the computation load.

  That is, as shown exaggeratedly in FIG. 4, the distance between the seed bodies S arranged in the front-rear and top-bottom directions is compared above and behind the exhaust pipe v3 (model m3 in the figure) above and behind the engine v2 (model m2 in the figure). (Not shown in FIG. 4, but the distance between the left and right is also narrowed). This is because the temperature tends to be particularly high due to the influence of the engine v2 and the exhaust pipe v3 which are heat sources, as will be described later with reference to FIGS.

  In addition, the space | interval of the seed bodies S in a place with such a comparatively narrow space | interval shall be about 50-100 mm, for example, and it is set as the space | interval of about 100-150 mm in other places. This is because when the size of the seed body S is set to about φ10 mm, if the distance between the seed bodies S becomes narrower than 50 mm, the accuracy of the analytical calculation decreases as a result of the seed body S hindering the air flow.

-Flow of analysis process-
Next, an example of a specific procedure of thermal fluid analysis performed using the above-described analysis model M will be described with reference to the flowchart of FIG. In this thermal fluid analysis routine, first, an analysis model M is set in step ST1. This is a process performed in the analysis model setting unit 11, and in the calculation space m1 that simulates the interior of the engine room v1 of the automobile V as described above, the engine v2 and the exhaust pipe v3 according to the operation of the user by the input device 16. The models m2 to m5 are arranged, and the seed bodies S are distributed around the models m2 to m5.

  In the subsequent step ST2, conditions for thermal fluid analysis are input (input of analysis conditions). For example, when simulating the traveling state of the automobile V, a predetermined wind speed distribution (preset for each vehicle speed) is set in the air intake port to the calculation space m1 as a boundary condition in consideration of traveling wind flowing into the engine room v1 from the front. On the other hand, a constant pressure condition (atmospheric pressure) is given to the air discharge part. A predetermined thermal boundary condition (temperature or heat flux) is set for the model of the vehicle body part surrounding the engine room v1.

  Moreover, about heat exchangers, such as a radiator and a condenser arrange | positioned at the air intake port, the temperature distribution and heat flux distribution according to the site | part are set. Separately, using a one-dimensional model that simplifies the flow of cooling water and refrigerant in the heat exchange circuit, the amount of heat received from the components included in each heat exchange circuit is calculated, and each heat exchange investigated through experiments, etc. Based on the heat dissipation characteristics of the device, it may be stored in advance as time-series data.

  Further, regarding the surface temperatures of the engine v2, the exhaust pipe v3, etc., the time series data of the temperature distribution and the heat flux distribution, which have been examined in advance through experiments or the like, are given to the surfaces of the models m2 and m3. For exhaust manifolds with particularly large temperature changes, the heat flux change from the exhaust gas to the exhaust manifold is calculated separately using a three-dimensional model that simulates the internal gas flow and stored as time-series data. You may keep it.

  Under the conditions set in such a manner, that is, the conditions of the surface temperature of the engine v2 and the exhaust pipe v3 that are the heat source and the running wind that flows into the engine room v1 through the radiator or the like, in step ST3, the three-dimensional navigation system A numerical calculation (CFD operation) for analytically solving the Stokes equation is performed. This is a process performed by the analysis calculation unit 12. As an example, SST k-ω may be used for the turbulent flow model, and a low Reynolds number range comprehensive wall function may be used for the wall condition.

  Based on the air flow field thus calculated and the thermal conductivity, heat transfer coefficient, and thermal radiation rate of the seed body S, in step ST4, each seed body S arranged in the calculation space m1 is supplied to each seed body S1. The amount of heat transfer is calculated, and the temperature of the seed body S is calculated. Note that the initial value of the temperature of the seed body S is included in the analysis conditions input in step ST2, and for example, a view factor method may be used for calculation of thermal radiation.

  Then, the temperature distribution in the calculation space m1 of the analysis model M, that is, the engine room v1, is obtained from the temperatures of the seed bodies S thus calculated. At this time, interpolation calculation may be performed between adjacent seed bodies S. The temperature distribution in the engine room v1 thus obtained is stored in the memory unit 13 in step ST5, and screens as shown in FIGS.

  The output of such a screen to the monitor 17 is a process performed in the display processing unit 14, and from FIG. 6 showing a vertical cross section passing through the exhaust pipe v3, it is almost up and down behind the engine v2 (model m2 in the figure). It can be seen that the temperature is particularly high in the central position, that is, in the vicinity of the exhaust pipe v3 (model m3 in the drawing), that is, in the region indicated by fine hatching in the drawing. In the figure, the temperature decreases in the order of the middle hatched area and the rough hatched area.

  The reason for this temperature distribution is that, as shown by an arrow W in FIG. 6, the traveling wind that flows in from the air intake port in front of the engine room v1 (calculation space m1 in the figure) while the vehicle V is traveling is This is thought to be due to passing above and to the side of v2 (model m2 in the figure) and flowing out under the floor. Due to the flow of the traveling wind, the air heated in the vicinity of the exhaust pipe v3 (model m3 in the figure) is continuously pushed downward and discharged out of the engine room v1.

  FIG. 7 shows an example of the temperature distribution in the dead soak period after key-off as another example. In a general automobile engine room v1, it is known that the temperature becomes the highest in a period until a predetermined time elapses after the ignition key is turned off after stopping, and the temperature of a part in this period is predicted. Therefore, the same analysis calculation as that in the above-described traveling is performed.

  Specifically, as the initial condition of the thermal fluid analysis set in step ST2 of the flow, the calculation result (temperature distribution etc.) of the above-described thermal fluid analysis during traveling is input, while the traveling wind flowing into the calculation space m1 The flow velocity of was zero. Further, since the engine v2 is stopped, the surface temperature of the exhaust pipe v3 and the like is gradually lowered by heat radiation, and other conditions are the same as in the case of traveling.

  As shown in FIG. 7, in the temperature distribution after the key-off, the temperature is high behind the engine v2 (model m2 in the figure) and in the vicinity of the exhaust pipe v3 (model m3 in the figure) as in the running state. However, not only that, it can be seen that the temperature between the upper part of the exhaust pipe v3 and the hood of the hood above the engine v2 also increases from the upper part of the exhaust pipe v3 (indicated by fine hatching in the figure). This is considered to be due to the air heated by the exhaust pipe v3 rising by natural convection (indicated by the arrow W in the figure) and staying in the upper part of the engine room v1 (in the figure, the calculation space m1).

  As described above, according to the component temperature prediction method according to the present embodiment described above, the models m2 to m5 of the engine v2 and the like (heat source) are arranged in the calculation space m1 that simulates the engine room v1 of the automobile V, and appropriately around the surroundings, In the analysis model M in which a large number of seed bodies S are arranged in a dispersed manner, the temperature of the seed body S can be calculated by performing a calculation of a thermal fluid analysis that simulates heat transfer. Thereby, the temperature distribution in the engine room v1 can be predicted.

  That is, the temperature when these parts are arranged in the engine room v1 even if the shape and size of the small parts that are not so high in heat resistance such as a hose, a wire harness, and a clamp are not determined. Can be predicted. FIG. 8 shows an example of an experimental result obtained by comparing the predicted temperature of the small component with the actual measurement value and examining the prediction error. As the small parts, those which are arranged from the upper side of the exhaust pipe v3 where the temperature becomes high to the rear side and the upper side of the engine v2 are selected as described above.

  Specifically, among the wire harnesses for controlling the operation of the engine v2, those arranged at the upper part of the engine v2, and those arranged at the rear right side, the left side and the middle of the engine v2 ( In the figure, shown as W / H1-4), a brake tube that covers the hydraulic piping of the brake, a high-voltage wire harness (shown as high-pressure W / H in the figure) that transfers power to the inverter, and for experiments The prediction error was examined for each of the dummy clamps 1 to 6 provided in FIG.

  The dummy clamps 1 to 6 are for the engine v2 which is likely to be actually disposed and the temperature is considered to be high in order to estimate the temperature rise of the clamp, which is a small plastic part. Clamps are disposed at six locations on the upper rear side. In the analysis model M of the present embodiment, the temperatures of the dummy clamps 1 to 6 are predicted from the temperature distribution in the engine room v1 calculated as described above. On the other hand, in the case of the experiment, clamps were disposed at the six locations, and the temperatures were measured.

  As shown in FIG. 8A, when traveling, the temperature of the dummy clamps 1 to 3 is highest, and the temperature distribution of W / H 2 to 4 is lower than them. I'm doing it. Further, except for the high pressure W / H, the temperature predicted by the method of the present embodiment is higher than the actually measured value, but the temperature difference is about 7 ° C. at the maximum and less than 4 ° C. on the average, The predicted temperature and the measured value are in good agreement.

  Further, as shown in FIG. 8B, the temperature of the dummy clamp 2 is also the highest at the time of key-off, and the temperature of W / H2 to 4 is lower than that, while the temperature of W / H1 is higher. Match. In this case, the prediction error of the component temperature is about 11 ° C. at maximum and about 7 ° C. on the average, but it has been found that still sufficient accuracy can be obtained for application to the design and development of automobiles.

  That is, the predicted temperature is displayed on the screen of the monitor 7 as a temperature distribution in any cross section in the engine room v1 as shown in FIGS. 6 and 7, for example. The temperature when a hose, a wire harness, a clamp, etc. are arranged can be grasped intuitively. If any of the parts is predicted to be damaged by heat, the temperature of the part can be reduced without much cost by changing the arrangement.

  Further, instead of displaying the two-dimensional temperature distribution in the engine room v1, a three-dimensional temperature distribution may be displayed. That is, although not shown, if the coordinates of the surface having the same temperature (isothermal surface) are calculated from the temperature distribution in the engine room v1 calculated as described above and output in the CAD format, the user can The arrangement of parts can be changed while viewing the temperature distribution on the three-dimensional CAD screen.

-Other embodiments-
The above-described embodiments are merely examples, and the configuration and application of the present invention are not limited. For example, the analysis model M in the embodiment simulates the inside of the engine room v1 of the automobile V as an example, and examples of the heat source include the engine v2 and the exhaust pipe v3. It is also possible to simulate various spaces such as the inside of the case or the facility of the plant.

  In the analysis model M of the above embodiment, the seed bodies S are arranged in a grid pattern in the front and rear, left and right, and up and down directions of the vehicle V. However, the seed bodies S are not limited to this arrangement. For example, you may arrange in the radial lattice point centering on a heat source. Further, in the place where the occurrence of heat damage is expected as in the above-described embodiment, it is considered that parts are often arranged empirically rather than setting the intervals between the seed bodies S narrowly. The interval between the seed bodies S may be set to be narrow at a place where the seed body S is located.

  In addition, it is not necessary to set the physical properties (specific heat, thermal conductivity, heat transfer rate, and heat radiation rate) assuming a seed S made of rubber or resin, and the seed that assumes the part whose temperature is to be predicted. What is necessary is just to set the physical property of the body S. FIG. Regarding the size and interval of the seed body S, the description of the above embodiment is merely an example, and although depending on the analysis conditions, the size of the seed body S may be, for example, about φ5 to 15 mm. The interval between the bodies S may be about 50 to 200 mm, for example.

  According to the present invention, for example, in an analysis model that simulates the inside of an engine room, even if the shape and size of parts arranged around the engine or the like are not determined, it is possible to predict the temperature, Since heat damage can be effectively prevented at low cost, it is extremely useful, for example, in the design and development of automobiles.

1 Computer device (Part temperature prediction device)
V car v1 Inside the engine room (predetermined space)
v2 engine v3 exhaust pipe v4 inverter v5 transmission M analysis model m1 calculation space m2 engine model (heat source model)
m3 Exhaust pipe model (heat source model)
m4 inverter model (heat source model)
m5 Transmission model S Seed body (virtual heat transfer medium)

Claims (1)

A method for predicting the temperature of a component for predicting the temperature of a component arranged in a predetermined space by thermal fluid analysis,
Creating an analysis model in which at least a model of a heat source is arranged in a calculation space simulating the predetermined space;
Arranging virtual heat transfer media each having a preset thermal conductivity, heat transfer rate, and heat radiation rate at a plurality of locations around the heat source in the analysis model;
Calculating a temperature of the heat transfer medium that receives heat transfer from the heat source, and obtaining a temperature distribution in the predetermined space.

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