Thermal management method and device of brake disc, computer equipment and storage medium

Abstract

The invention discloses a thermal management method and device of a brake disc, computer equipment and a storage medium. The thermal management method of the brake disc comprises the steps that a whole vehicle fluid mechanics model is used for calculating convective heat transfer coefficients of all positions on the brake disc at the current vehicle braking moment; obtaining the temperature of each position on the brake disc at the current vehicle braking moment and the vehicle speed at the current vehicle braking moment; according to the convective heat transfer coefficient and the temperature of each position on the brake disc and the vehicle speed of the vehicle, the temperature variation of each position on the brake disc is calculated; predicting a temperature peak value on the brake disc at the next moment according to the temperature variation and the temperature of each position on the brake disc; and when the temperature peak value on the brake disc at the next moment does not meet the preset temperature condition, a cooling system of the vehicle is controlled to cool the brake disc till the temperature peak value on the brake disc meets the preset temperature condition. According to the method, the heat dissipation effect of the brake disc is enhanced.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a thermal management method, device, computer equipment and storage medium for a brake disc. Background Art

[0002] In the existing brake disc cooling system, the temperature of individual positions of the brake disc is mainly detected by using thermocouples or infrared temperature measurement. When the temperature at these positions reaches a specific threshold, natural wind is used to dissipate the heat of the brake disc, and the heat dissipation process is controlled by changing the structure of the ventilation ribs. When this method detects the temperature of the brake disc, it can only detect the temperature at some positions on the brake disc, and the temperature at these positions cannot accurately represent the temperature state of the brake disc as a whole. Therefore, the measured brake disc temperature has low accuracy. When the brake disc is cooled by natural wind, the heat dissipation process is controlled by changing the structure of the ventilation ribs, which often requires comprehensive consideration of various issues such as the stability and safety of the brake disc. Not only is the implementation complexity high, but the heat dissipation effect of the brake disc is also poor. Summary of the invention

[0003] Based on this, a brake disc thermal management method, device, computer equipment and storage medium are provided to solve the problem of poor heat dissipation effect of the brake disc caused by low accuracy of brake disc temperature detection in the prior art.

[0004] In a first aspect, an embodiment of the present invention provides a thermal management method for a brake disc, the method comprising the following steps:

[0005] The convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment is calculated using a preset vehicle fluid dynamics model;

[0006] Acquire the temperature of each position on the brake disc at the current moment of the vehicle braking, and acquire the vehicle speed at the current moment of the vehicle braking;

[0007] Calculate the temperature change at each position on the brake disc according to the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment;

[0008] Predicting the temperature peak value of the brake disc at the next moment according to the temperature variation of each position on the brake disc and the temperature of each position on the brake disc at the current vehicle braking moment;

[0009] When the temperature peak value on the brake disc at the next moment does not meet the preset temperature condition, the cooling system of the vehicle is controlled to cool the brake disc until the temperature peak value on the brake disc meets the preset temperature condition.

[0010] In a second aspect, an embodiment of the present invention provides a thermal management device for a brake disc, the device comprising:

[0011] A convection heat transfer coefficient calculation module is used to calculate the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment using a preset vehicle fluid dynamics model;

[0012] A data acquisition module, used to acquire the temperature of each position on the brake disc at the current moment of the vehicle braking, and to acquire the vehicle speed at the current moment of the vehicle braking;

[0013] a temperature variation calculation module, configured to calculate the temperature variation at each position on the brake disc according to the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment;

[0014] A temperature peak prediction module, used to predict the temperature peak of the brake disc at the next moment according to the temperature variation of each position on the brake disc and the temperature of each position on the brake disc at the current vehicle braking moment;

[0015] The heat dissipation processing module is used to control the vehicle's cooling system to cool the brake disc when the temperature peak on the brake disc at the next moment does not meet the preset temperature condition, until the temperature peak on the brake disc meets the preset temperature condition.

[0016] In a third aspect, an embodiment of the present invention provides a computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above-mentioned brake disc thermal management method when executing the computer program.

[0017] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the thermal management method of the brake disc are implemented.

[0018] In a fifth aspect, an embodiment of the present invention provides a computer program product, which, when executed on a terminal device, enables the terminal device to execute the steps of the above-mentioned thermal management method for brake discs.

[0019] The above-mentioned brake disc thermal management method, device, computer equipment and storage medium, at the current vehicle braking moment, calculate the temperature change at each position on the brake disc by obtaining the convective heat transfer coefficient, temperature and current vehicle speed of each position on the brake disc, and predict the temperature peak of the brake disc at the next moment based on the temperature change and the temperature of each position on the brake disc at the current vehicle braking moment. When the temperature peak at the next moment does not meet the preset temperature condition, the vehicle's cooling system is controlled to cool the brake disc until the temperature peak on the brake disc meets the preset temperature condition.

[0020] Through the above steps, compared with the existing brake disc cooling system, the present invention obtains the real-time temperature of the entire brake disc by detecting the temperature of each position on the brake disc at the current moment of vehicle braking, thereby improving the accuracy of the brake disc temperature detection result, and calculates the temperature change of each position on the brake disc through the convective heat transfer coefficient and temperature at each position on the brake disc at the current moment of vehicle braking, and the vehicle speed at the current moment of vehicle braking, and predicts the temperature peak of the brake disc at the next moment based on the temperature change. When the temperature peak does not meet the preset temperature condition, the cooling system is timely controlled to cool the brake disc, thereby realizing accurate prediction of the temperature change trend of the brake disc and heat dissipation control, so that the temperature of the brake disc is always maintained in the optimal temperature range, which not only has low implementation complexity but also enhances the heat dissipation effect of the brake disc. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0022] Figure 1 is a schematic diagram of an application environment of a thermal management method for a brake disc in one embodiment of the present invention;

[0023] Figure 2 is a flow chart of a thermal management method for a brake disc according to an embodiment of the present invention;

[0024] Figure 3 is a flow chart for calculating the convection heat transfer coefficient in a thermal management method for a brake disc in one embodiment of the present invention;

[0025] Figure 4 A flow chart for predicting the peak temperature of a brake disc at the next moment in a thermal management method of a brake disc in one embodiment of the present invention;

[0026] Figure 5is a flow chart of a brake disc cooling process in a brake disc thermal management method according to an embodiment of the present invention;

[0027] Figure 6 is a principle block diagram of a thermal management device for a brake disc in one embodiment of the present invention;

[0028] Figure 7 is a schematic diagram of a computer device in one embodiment of the present invention. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0030] The thermal management method of the brake disc provided in this application can be applied to Figure 1 In an application environment, a client (computer device) communicates with a server through a network. The client obtains the thermal management request of the brake disc at the current vehicle braking moment, and sends the thermal management request of the brake disc to the server. After the server obtains the thermal management request of the brake disc, it performs corresponding processing based on the thermal management request of the brake disc and responds to the thermal management request of the brake disc. Among them, the computer device can be but is not limited to various personal computers, laptops, smart phones, tablet computers and portable wearable devices. The server can be implemented with an independent server or a server cluster consisting of multiple servers.

[0031] In one embodiment, if Figure 2 As shown, a thermal management method for a brake disc is provided, and the method is applied in Figure 1 The server in the example is used as an example to illustrate the following steps:

[0032] S10: Calculate the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment using a preset vehicle fluid dynamics model.

[0033] The convective heat transfer coefficient of the brake disc represents the heat transfer capacity between the brake disc surface and the surrounding fluid, which can change instantaneously according to time.

[0034] Specifically, the fluid mechanics model of the whole vehicle is constructed by the starccm+ software to calculate the convective heat transfer coefficient at various positions on the brake disc. First, the geometric model of the whole vehicle is created by the modeling software, and the geometric model includes the necessary brake disc geometric model. Secondly, the meshing tool is used to mesh the created geometric model and divide it into small discrete units for numerical calculation. Then, the created geometric model is physically modeled by the computational fluid dynamics software, including selecting an appropriate turbulence model, setting boundary conditions and defining the material properties of the brake disc, etc. For example, the K-Epsilon turbulence model is selected, and boundary conditions such as the fluid domain range, air flow velocity, and atmospheric pressure of the whole vehicle are set. Finally, an appropriate solver is selected in the computational fluid dynamics software, and appropriate solution parameters are set to calculate the convective heat transfer coefficient at different positions on the brake disc surface. Among them, the solver can usually use the Navier-Stokes equation and the energy equation. The setting of the solver parameters mainly includes the selection of iterative algorithms and the setting of convergence criteria, etc., which can be set according to actual conditions.

[0035] S20: Acquire the temperature of each position on the brake disc at the current moment of braking the vehicle, and acquire the vehicle speed at the current moment of braking the vehicle.

[0036] Specifically, by installing a temperature detection device on the shaft joint near the brake disc, the temperature of each position on the brake disc is collected in real time. By arranging a wheel speed sensor on the shaft joint within a set distance from the brake disc, the vehicle speed at the current braking moment is measured. The set distance can be set according to actual conditions. Preferably, the set distance can be one to two centimeters.

[0037] S30: Calculate the temperature change at each position on the brake disc according to the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment.

[0038] Specifically, the finite element analysis model of the whole vehicle is constructed by abaqus software to calculate the temperature change at each position on the brake disc. First, the geometric model of the whole vehicle is created by using the modeling software, which includes the necessary brake disc geometric model. Secondly, the created whole vehicle geometric model is meshed by the meshing tool to divide the geometric model into small mesh units. Then, the material properties of the brake disc are defined, such as thermal conductivity, specific heat capacity, density and other parameters, and the initial conditions and boundary conditions are defined, such as the initial temperature, friction and heat transfer coefficient of the brake disc. Finally, according to the calculated convective heat transfer coefficient at each position on the brake disc, the temperature at each position on the brake disc and the vehicle speed at the current vehicle braking moment, the corresponding convective heat transfer partial differential equations are solved to obtain the temperature change at each position on the brake disc.

[0039] Among them, it should be noted that the set of partial differential equations for convective heat transfer is the basic formula in the existing heat transfer science. For details, please refer to the description of the specific relevant chapters of the textbook "Heat Transfer (Fifth Edition)" edited by Tao Wenquan and published by Higher Education Press in 2019.

[0040] In this step, the temperature change at each position on the brake disc is calculated based on the convective heat transfer coefficient, temperature at each position on the brake disc at the current vehicle braking moment and the vehicle speed at the current vehicle braking moment, thereby achieving an accurate prediction of the temperature change trend of the brake disc.

[0041] S40: predicting the temperature peak value of the brake disc at the next moment according to the temperature change of each position on the brake disc and the temperature of each position on the brake disc at the current vehicle braking moment.

[0042] Specifically, the temperature of each position on the brake disc at the next moment is obtained by adding the temperature change of each position of the brake disc calculated by the finite element analysis model and the temperature of the corresponding position of the brake disc detected by the thermal imager, and the temperatures of each position on the brake disc at the next moment are sorted, and the highest temperature is selected from the sorting results, and the highest temperature is used as the peak temperature of the brake disc at the next moment.

[0043] In other embodiments, n higher temperatures can be selected from the temperatures of various positions on the brake disc at the next moment after sorting, and the arithmetic average of the n temperature values ​​can be calculated, and the temperature value after the arithmetic average calculation can be used as the predicted temperature peak value at the next moment, wherein the n value can be set according to the specific situation.

[0044] S50: When the temperature peak on the brake disc at the next moment does not meet the preset temperature condition, control the cooling system of the vehicle to cool the brake disc until the temperature peak on the brake disc meets the preset temperature condition.

[0045] Among them, the preset temperature condition is the maximum value that the temperature at each position of the brake disc can reach when the vehicle is braking normally and does not require cooling treatment. The temperature condition can be set according to the actual conditions such as the material properties and structural design of the brake disc. Preferably, the preset target temperature value can be set to 110 degrees. It should be noted that under normal braking of the vehicle, the peak temperature on the brake disc needs to be controlled to be less than or equal to the preset target temperature value.

[0046] Specifically, by comparing the temperature peak on the brake disc at the next moment with the preset temperature condition, when the predicted temperature peak on the brake disc at the next moment does not meet the preset temperature condition, the cooling wind speed value in the cooling system can be iteratively optimized through the vehicle fluid mechanics model and the vehicle finite element analysis model to obtain the optimal cooling wind speed value that meets the preset temperature condition, and control the cooling system to always cool the brake disc according to the calculated optimal wind speed value until the temperature peak on the brake disc meets the preset temperature condition.

[0047] In this embodiment, by obtaining the convective heat transfer coefficient, temperature and current vehicle speed of each position on the brake disc, the temperature change at each position on the brake disc is calculated, and based on the temperature change and the temperature of each position on the brake disc at the current vehicle braking moment, the temperature peak on the brake disc at the next moment is predicted. When the temperature peak at the next moment does not meet the preset temperature condition, the vehicle's cooling system is controlled to cool the brake disc until the temperature peak on the brake disc meets the preset temperature condition. Through the above steps, compared with the existing brake disc cooling system, the present invention obtains the real-time temperature of the entire brake disc by detecting the temperature of each position on the brake disc at the current moment of vehicle braking, thereby improving the accuracy of the brake disc temperature detection result, and calculates the temperature change of each position on the brake disc through the convective heat transfer coefficient and temperature at each position on the brake disc at the current moment of vehicle braking, as well as the vehicle speed at the current moment of vehicle braking, and predicts the temperature peak of the brake disc at the next moment based on the temperature change. When the temperature peak does not meet the preset temperature condition, the cooling system is timely controlled to cool the brake disc, thereby realizing accurate prediction of the temperature change trend of the brake disc and heat dissipation control, and always keeping the temperature of the brake disc in the optimal temperature range. It not only has low implementation complexity, but also enhances the heat dissipation effect of the brake disc.

[0048] In one embodiment, if Figure 3As shown, in step S10, the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment is calculated using a preset vehicle fluid dynamics model, including the following steps:

[0049] S11: Preset the initial temperature of each position on the brake disc and collect the vehicle speed at the current vehicle braking moment.

[0050] Specifically, when the vehicle is not braked, a thermal imager is arranged at the joint of the brake disc near the brake disc to detect the temperature of various positions on the brake disc, and the detected temperature is used as the initial temperature of various positions on the brake disc. When the vehicle is braked, a wheel speed sensor is arranged on the joint of the brake disc to measure the vehicle speed at the current moment of braking.

[0051] S12: Substitute the initial temperature at each position on the brake disc and the vehicle speed at the current vehicle braking moment into the preset vehicle fluid dynamics model to obtain the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment.

[0052] Specifically, the initial temperature at each position of the brake disc detected by the thermal imager and the vehicle speed at the current moment of braking collected by the wheel speed sensor are uploaded to the vehicle fluid mechanics model in the cloud computing platform through wireless transmission technology, and the convective heat transfer coefficient at each position on the brake disc at the current moment of braking of the vehicle is calculated.

[0053] In this embodiment, by presetting the initial temperatures at various positions on the brake disc and collecting the vehicle speed at the current moment of vehicle braking, the obtained initial temperatures and vehicle speeds of the brake disc are substituted into a preset vehicle fluid dynamics model to calculate the convective heat transfer coefficients at various positions on the brake disc at the current moment of vehicle braking. The convective heat transfer coefficients obtained by the calculation are used to evaluate the heat transfer capacity between the brake disc surface and the surrounding gas at the current moment of vehicle braking, providing data support for calculating the instantaneous disc temperature of the brake disc at the next moment, thereby improving the accuracy of the calculation results.

[0054] In one embodiment, in step S20, obtaining the temperature of each position on the brake disc at the current moment of braking of the vehicle, and obtaining the vehicle speed at the current moment of braking of the vehicle, include:

[0055] The temperature distribution cloud map of the brake disc is collected by a thermal imager fixedly installed on the shaft joint of the brake disc, and the coordinates and temperature of each position on the brake disc are identified according to the temperature distribution cloud map.

[0056] Specifically, the thermal imager is based on the principle of thermal radiation. Through the tiny array of sensitive elements on the infrared sensor, it can measure the temperature electrical signals at various positions of the brake disc in a relatively short period of time, and convert the measured temperature electrical signals into a temperature distribution map on the brake disc surface through image processing technology. Based on this temperature distribution map, the corresponding temperature at each position of the brake disc can be obtained.

[0057] In this embodiment, by arranging a thermal imager on the shaft joint of the brake disc, the temperature distribution diagram of each position on the brake disc is collected in real time, and the temperature corresponding to each position on the brake disc is obtained, thereby improving the accuracy of the brake disc temperature detection result, and further improving the accuracy of the prediction of the temperature change of the brake disc at the next moment.

[0058] In one embodiment, in step S30, the temperature change at each position on the brake disc is calculated based on the convective heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment, including:

[0059] The convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment are substituted into a preset vehicle finite element analysis model to obtain the temperature change at each position on the brake disc.

[0060] Specifically, at the current moment of vehicle braking, the convective heat transfer coefficient at each position on the brake disc calculated by the fluid mechanics model of the whole vehicle, the temperature at each position on the brake disc detected by the thermal imager and the current vehicle speed are substituted into the whole vehicle finite element analysis model constructed by the abaqus software, and the temperature change at each position on the brake disc is obtained through model calculation.

[0061] In this embodiment, the convective heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc and the vehicle speed at the current vehicle braking moment are substituted into the preset vehicle finite element analysis model, and the temperature change at each position on the brake disc is obtained through model calculation. By calculating the temperature change at each position on the brake disc between the current vehicle braking moment and the next vehicle braking moment, data support is provided for calculating the instantaneous temperature at each position on the brake disc at the next vehicle moment, thereby improving the accuracy of the calculation result.

[0062] In one embodiment, if Figure 4 As shown, in step S40, according to the temperature variation of each position on the brake disc and the temperature of each position on the brake disc at the current vehicle braking moment, predicting the temperature peak value on the brake disc at the next moment includes the following steps:

[0063] S41: Add the temperature of each position on the brake disc at the current vehicle braking moment to the temperature change of the corresponding position on the brake disc to obtain the temperature of each position on the brake disc at the next moment.

[0064] Specifically, the temperature at each position on the brake disc measured by the thermal imager is added to the temperature change at the corresponding position on the brake disc calculated by the vehicle finite element analysis model, so that the temperature of each position on the brake disc at the next moment can be obtained.

[0065] S42: Among the temperatures of all positions on the brake disc at the next moment, compare and select the maximum temperature as the temperature peak value on the brake disc at the next moment.

[0066] The temperatures of various positions on the brake disc at the next moment are sorted by the selection sorting algorithm, and the highest temperature is selected as the peak temperature of the brake disc at the next moment. Specifically, the entire temperature sequence to be sorted is traversed from the temperature at a certain position of the brake disc at the next moment. Assuming that the temperature at the current position is the maximum value, the temperature is marked as the maximum value index, and compared with the maximum value starting from the next position of the current temperature. If a value greater than the maximum temperature is found, the maximum value index is updated until the entire temperature sequence to be sorted is traversed, the highest temperature is found, and the highest temperature is set as the peak temperature of the brake disc at the next moment.

[0067] In this embodiment, at the current moment of vehicle braking, the instantaneous temperature of each position on the brake disc at the next moment is obtained by adding the temperature of each position on the brake disc to the temperature change of the corresponding position on the brake disc, and the highest temperature is selected from the obtained temperatures of each position at the next moment as the temperature peak of the brake disc at the next moment. By predicting the temperature peak of the brake disc at the next moment by the temperature of each position on the brake disc at the current moment of vehicle braking and the temperature change of each position on the brake disc, the cooling system can be controlled to perform corresponding cooling treatment on the brake disc in advance for the temperature peak, thereby eliminating the risk of brake thermal decay and thermal cracks of the brake disc and improving the braking performance of the brake disc.

[0068] In one embodiment, if Figure 5 As shown, in step S50, when the temperature peak value on the brake disc at the next moment does not meet the preset temperature condition, the cooling system of the vehicle is controlled to cool the brake disc until the temperature peak value on the brake disc meets the preset temperature condition, including the following steps:

[0069] S51: adding a cooling system model to the whole vehicle fluid dynamics model and the whole vehicle finite element analysis model respectively.

[0070] Specifically, the cooling system model can be connected in series with the vehicle fluid dynamics model and the vehicle finite element analysis model through cascade integration, and the values ​​of the fan blowing angle, fan blowing distance and cooling wind speed output by the cooling system model are input into the vehicle fluid dynamics model and the vehicle finite element analysis model. Among them, the cascade integration refers to connecting multiple models together in a specific order to form a hierarchical structure, and the output of each model can be used as the input of the next model, so that information can be transmitted and processed between different models.

[0071] S52: Taking the fan blowing angle, fan blowing distance and wind speed in the cooling system as variables, the whole vehicle fluid mechanics model and the whole vehicle finite element analysis model are optimized and simulated to obtain the optimal blowing angle, optimal blowing distance and optimal wind speed that meet the preset temperature conditions.

[0072] Specifically, firstly, three design variables, namely, the fan blowing angle, the fan blowing distance and the cooling wind speed, are set through the cooling system model, and an initial value is assigned to each of the three design variables. Secondly, these initial values ​​are respectively input into the vehicle fluid mechanics model and the vehicle finite element analysis model, and the values ​​of the fan blowing angle, the fan blowing distance and the cooling wind speed are controlled to change dynamically within a certain range through the cooling system model. Then, these three changing values ​​are respectively input into the vehicle fluid mechanics model and the vehicle finite element analysis model, and multiple rounds of iterative optimization calculations are performed to obtain the time domain variation curve of the temperature peak drop on the brake disc under multiple combinations of three combination variables. Finally, according to the time domain variation curve of the temperature peak drop, a set of variable combinations with the shortest time required to reduce the temperature peak to the preset temperature is selected as the optimal blowing angle, optimal blowing distance and optimal wind speed that meet the preset temperature conditions. Among them, the values ​​of the optimal blowing angle, optimal blowing distance and optimal wind speed obtained by the calculation are not fixed, but change dynamically with time.

[0073] S53: controlling the air cooling system of the vehicle according to the optimal blowing angle, optimal blowing distance and optimal wind speed to cool the brake disc.

[0074] Specifically, the fan in the cooling system model is controlled by the vehicle fluid mechanics model and the vehicle finite element analysis model to always cool the brake disc at the optimal blowing angle, optimal blowing distance and optimal wind speed, reducing the peak temperature of the brake disc to the preset temperature condition and controlling the temperature of the brake disc within the optimal temperature range.

[0075] For example, assume that the preset temperature value is T. When the current vehicle braking moment is t0, the corresponding peak temperature of the brake disc is T0. Since T0 < T1, there is no need to cool the brake disc at the current moment. Assume that when the next vehicle braking moment is t1, the predicted peak temperature of the brake disc is T1. The temperature change amount of this peak temperature T1 relative to the peak temperature T0 of the previous moment is ΔT. If T1 > T0 and T1 > T, then this temperature change amount ΔT is a positive increment and the peak temperature T1 has reached the preset temperature condition, and it is necessary to immediately control the cooling system to cool the brake disc with the optimal combination setting; if T1 > T0 and T1 < T, then this temperature change amount ΔT is a positive increment, but the peak temperature T1 has not reached the preset temperature condition, and there is no need to cool the brake disc; if T1 < T0, then this temperature change amount is a negative increment, and there is no need to cool the brake disc.

[0076] In this embodiment, through the integration of the cooling system model with the vehicle's computational fluid dynamics model and the vehicle's finite element analysis model respectively, the numerical values of the fan blowing angle, fan blowing distance, and wind speed output by the cooling system model are subjected to multiple rounds of iterative optimization calculations to obtain the time-domain change curve of the peak temperature drop. The variable combination with the shortest time required to reduce the peak temperature to the preset temperature is selected as the optimal combination, and the fan is controlled according to the optimal combination to cool the brake disc, so that the temperature of the brake disc is always controlled within the optimal temperature range. Through the above real-time multiple rounds of iterative optimization calculations of the fan blowing angle, fan blowing distance, and fan wind speed by the vehicle's computational fluid dynamics model and the vehicle's finite element analysis model in the cloud computing platform, the real-time and accurate control of the heat dissipation process of the brake disc is achieved, the heat dissipation effect of the brake disc is enhanced, and the braking performance of the brake disc is improved.

[0077] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0078] In one embodiment, a thermal management device for a brake disc is provided, and the thermal management device for the brake disc corresponds one-to-one to the thermal management method of the brake disc in the above embodiment. As Figure 6 shown, the thermal management device for the brake disc includes a convective heat transfer coefficient calculation module 61, a data acquisition module 62, a temperature change amount calculation module 63, a peak temperature prediction module 64, and a heat dissipation processing module 65. The detailed description of each functional module is as follows:

[0079] The convective heat transfer coefficient calculation module 61 is used to calculate the convective heat transfer coefficient at each position on the brake disc at the current vehicle braking moment by using the preset vehicle computational fluid dynamics model;

[0080] The data acquisition module 62 is used to acquire the temperature of each position on the brake disc at the current moment of the vehicle braking, and acquire the vehicle speed at the current moment of the vehicle braking;

[0081] The temperature variation calculation module 63 is used to calculate the temperature variation of each position on the brake disc according to the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature of each position on the brake disc, and the vehicle speed at the current vehicle braking moment;

[0082] A temperature peak prediction module 64, configured to predict a temperature peak on the brake disc at a next moment according to the temperature variation at each position on the brake disc and the temperature at each position on the brake disc at the current vehicle braking moment;

[0083] The heat dissipation processing module 65 is used to control the vehicle's cooling system to cool the brake disc when the temperature peak on the brake disc does not meet the preset temperature condition at the next moment, until the temperature peak on the brake disc meets the preset temperature condition.

[0084] Optionally, the above-mentioned convection heat transfer coefficient calculation module 61 further includes:

[0085] An initial value preset unit, used to preset the initial temperature at each position on the brake disc and collect the vehicle speed at the current vehicle braking moment;

[0086] The vehicle fluid dynamics model calculation unit is used to substitute the initial temperature at each position on the brake disc and the vehicle speed at the current vehicle braking moment into the preset vehicle fluid dynamics model to obtain the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment.

[0087] Optionally, the data acquisition module 62 further includes:

[0088] An image acquisition unit, used to acquire a temperature distribution cloud map of the brake disc through a thermal imager fixedly mounted on the shaft joint of the brake disc;

[0089] The temperature acquisition unit is used to identify the coordinates and temperature of each position on the brake disc according to the temperature distribution cloud map.

[0090] Optionally, the temperature change calculation module 63 further includes:

[0091] The whole vehicle finite element analysis model calculation unit is used to substitute the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment into a preset whole vehicle finite element analysis model to obtain the temperature change at each position on the brake disc.

[0092] Optionally, the above-mentioned temperature peak prediction module 64 further includes:

[0093] a temperature calculation unit, configured to add the temperature of each position on the brake disc at the current moment of vehicle braking to the temperature change at the corresponding position on the brake disc to obtain the temperature of each position on the brake disc at the next moment;

[0094] The temperature peak value determination unit is used to compare and select the maximum temperature among the temperatures of all positions on the brake disc at the next moment as the temperature peak value on the brake disc at the next moment.

[0095] Optionally, the heat dissipation processing module 65 further includes:

[0096] A cooling system model built-in unit, used for respectively adding the cooling system model to the whole vehicle fluid mechanics model and the whole vehicle finite element analysis model;

[0097] An optimization simulation unit is used to perform optimization simulation on the vehicle fluid mechanics model and the vehicle finite element analysis model by taking the fan blowing angle, the fan blowing distance and the wind speed in the cooling system as variables, so as to obtain the optimal blowing angle, the optimal blowing distance and the optimal wind speed that meet the preset temperature condition;

[0098] The air cooling system control unit is used to control the air cooling system of the vehicle according to the optimal blowing angle, optimal blowing distance and optimal wind speed to cool the brake disc.

[0099] The specific definition of the thermal management device of the brake disc can be found in the definition of the thermal management method of the brake disc above, which will not be repeated here. Each module in the thermal management device of the brake disc can be implemented in whole or in part by software, hardware and a combination thereof. Each of the above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0100] Figure 7 This is a schematic diagram of the structure of a terminal device provided in Embodiment 4 of the present invention. Figure 7 As shown, the terminal device of this embodiment includes: at least one processor ( Figure 7 Only one is shown in the figure), a memory, and a computer program stored in the memory and executable on at least one processor, wherein when the processor executes the computer program, the steps in any of the above-mentioned thermal management method embodiments of the brake disc are implemented.

[0101] The terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that Figure 7 It is only an example of a terminal device and does not constitute a limitation on the terminal device. The terminal device may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, it may also include a network interface, a display screen, and an input device.

[0102] The processor may be a CPU, or other general-purpose processors, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0103] The memory includes a readable storage medium, an internal memory, etc., wherein the internal memory may be the memory of the terminal device, and the internal memory provides an environment for the operation of the operating system and the computer-readable instructions in the readable storage medium. The readable storage medium may be the hard disk of the terminal device, and in other embodiments, it may also be an external storage device of the terminal device, for example, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), etc. equipped on the terminal device. Further, the memory may also include both an internal storage unit of the terminal device and an external storage device. The memory is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of a computer program, etc. The memory may also be used to temporarily store data that has been output or is to be output.

[0104] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention. The specific working process of the units and modules in the above-mentioned device can refer to the corresponding process in the above-mentioned method embodiment, which will not be repeated here. If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned method embodiment can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device capable of carrying computer program code, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0105] The present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by a computer program product. When the computer program product runs on a terminal device, the terminal device can implement the steps in the above-mentioned method embodiment when executing it.

[0106] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0107] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0108] In the embodiments provided by the present invention, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0109] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0110] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments can still be modified, or some of the technical features can be replaced by equivalents, and these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A method for thermal management of a brake disc, characterized in that: The thermal management method of the brake disc comprises the following steps: The preset vehicle fluid dynamics model is used to calculate the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment; Acquire the temperature of each position on the brake disc at the current moment of the vehicle braking, and acquire the vehicle speed at the current moment of the vehicle braking; Calculate the temperature change at each position on the brake disc according to the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment; Predicting the temperature peak value of the brake disc at the next moment according to the temperature variation of each position on the brake disc and the temperature of each position on the brake disc at the current vehicle braking moment; When the temperature peak value on the brake disc at the next moment does not meet the preset temperature condition, the cooling system of the vehicle is controlled to cool the brake disc until the temperature peak value on the brake disc meets the preset temperature condition.

2. The thermal management method of a brake disc according to claim 1, characterized in that: The method of calculating the convective heat transfer coefficient at each position on the brake disc at the current vehicle braking moment by using a preset vehicle fluid dynamics model includes: Presetting the initial temperature at each position on the brake disc and collecting the vehicle speed at the current vehicle braking moment; The initial temperature at each position on the brake disc and the vehicle speed at the current vehicle braking moment are substituted into the preset vehicle fluid dynamics model to obtain the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment.

3. The thermal management method of a brake disc according to claim 1, characterized in that: The obtaining of the temperature of each position on the brake disc at the current vehicle braking moment includes: The temperature distribution cloud map of the brake disc is collected by a thermal imager fixedly installed on the shaft joint of the brake disc, and the coordinates and temperature of each position on the brake disc are identified according to the temperature distribution cloud map.

4. The thermal management method of a brake disc according to claim 1, characterized in that: The temperature change at each position on the brake disc is calculated based on the convective heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment, including: The convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment are substituted into a preset vehicle finite element analysis model to obtain the temperature change at each position on the brake disc.

5. The thermal management method of a brake disc according to claim 1, characterized in that: The predicting of the temperature peak value on the brake disc at the next moment according to the temperature variation of each position on the brake disc and the temperature of each position on the brake disc at the current vehicle braking moment comprises: Adding the temperature of each position on the brake disc at the current moment of vehicle braking to the temperature change at the corresponding position on the brake disc to obtain the temperature of each position on the brake disc at the next moment; Among the temperatures of all positions on the brake disc at the next moment, the maximum temperature is compared and selected as the temperature peak value on the brake disc at the next moment.

6. The thermal management method of a brake disc according to claim 1, characterized in that: The cooling system of the vehicle is controlled to cool the brake disc until the temperature peak on the brake disc meets the preset temperature condition, including: By adding cooling system models to the vehicle fluid mechanics model and the vehicle finite element analysis model respectively; Taking the fan blowing angle, fan blowing distance and wind speed in the cooling system as variables, the vehicle fluid mechanics model and the vehicle finite element analysis model are optimized and simulated to obtain the optimal blowing angle, optimal blowing distance and optimal wind speed that meet the preset temperature conditions; The air cooling system of the vehicle is controlled according to the optimal blowing angle, optimal blowing distance and optimal wind speed to cool the brake disc.

7. The thermal management method of a brake disc according to claim 1 or 6, characterized in that: The preset temperature conditions are: The temperature peak value on the brake disc is less than or equal to a preset target temperature value.

8. A thermal management device for a brake disc, characterized in that: include: A convection heat transfer coefficient calculation module is used to calculate the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment using a preset vehicle fluid dynamics model; A data acquisition module, used to acquire the temperature of each position on the brake disc at the current moment of the vehicle braking, and to acquire the vehicle speed at the current moment of the vehicle braking; a temperature variation calculation module, configured to calculate the temperature variation at each position on the brake disc according to the convection heat transfer coefficient at each position on the brake disc at the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed at the current vehicle braking moment; A temperature peak prediction module, used to predict the temperature peak of the brake disc at the next moment according to the temperature variation of each position on the brake disc and the temperature of each position on the brake disc at the current vehicle braking moment; The heat dissipation processing module is used to control the vehicle's cooling system to cool the brake disc when the temperature peak on the brake disc at the next moment does not meet the preset temperature condition, until the temperature peak on the brake disc meets the preset temperature condition.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the thermal management method of the brake disc according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the thermal management method of a brake disc according to any one of claims 1 to 7 are implemented.

Images