Simulink

Most thermal modelling projects in automotive spend the majority of their time not solving physics — but configuring it. Setting up geometry representations, mapping cell sensor signals to Simulink ports, assigning material properties, wiring the cooling boundary conditions from CFD into the thermal solver. The same steps, repeated for every new battery variant, every new pack geometry, every new cooling configuration. The Battery Thermal Model Configurator was built to eliminate that overhead — and to produce something better than what the manual process was generating. ...

An EV thermal management system is not one problem. It’s eight problems that happen to share coolant. The battery wants to stay between 15 and 35°C. The power electronics want active cooling at high load. The cabin wants heat in winter and cooling in summer, and it’s competing for the same refrigerant circuit the battery uses. The motor generates heat during aggressive driving. The DC-DC converter has its own overtemperature failure mode. All of these are connected — through coolant loops, refrigerant circuits, and control logic — and all of them interact dynamically. ...