A four-factor constraint-based brake disc optimization method, device and medium

Abstract

This invention relates to a brake disc optimization method, device, and medium based on four-factor constraints. The method includes: obtaining the mass of a target brake disc; establishing a model with an undercarriage structure based on the parameters of the target brake disc, and obtaining the maximum limiting temperature of each part; performing optimization design without exceeding the original mass to obtain the optimized brake disc; performing CFD steady-state simulation to calculate the steady-state cooling pump air ratio; when the maximum temperature is lower than the maximum limiting temperature, determining whether it meets the preset optimization target based on the steady-state cooling pump air ratio; performing CFD transient simulation analysis on candidate brake discs to calculate the transient cooling pump air ratio; when the maximum temperature is lower than the maximum limiting temperature, determining whether it meets the optimization target based on the transient cooling pump air ratio; if so, the target brake disc is the preferred brake disc. Compared with the prior art, this invention solves or partially solves the problem that existing brake disc optimization methods lack constraints during the optimization process, leading to unsatisfactory optimization.

Description

Technical Field

[0001] This invention relates to the field of train braking technology, and in particular to a method, device, and medium for optimizing brake discs based on four-factor constraints. Background Technology

[0002] Increased train speed poses the most severe challenge to brake discs. Train kinetic energy increases with the square of its speed, and under certain braking distance conditions, the braking power (the train's kinetic energy transferred per unit time) is a cubic function of train speed. Braking essentially involves converting or transferring the train's kinetic energy; therefore, it is necessary to improve the heat dissipation performance of the brake discs to achieve a match with the train's braking power.

[0003] The basic resistance of a train increases rapidly with increasing speed. Air resistance accounts for approximately 80% of the total resistance at 300 km / h, highlighting the importance of reducing air resistance in high-speed trains. Air resistance during train operation is proportional to the square of the speed, while pump power consumption is proportional to the cube of the speed. To improve the heat dissipation capacity of brake discs, high-speed trains typically design the brake discs with internal ventilation and cooling fins. Compared to solid brake discs, these ventilated brake discs with cooling fins accelerate heat transfer to the air during braking. However, under traction conditions, the cooling fin structure of the ventilated brake disc exacerbates pump power consumption. When train speeds reach 400 km / h, the under-vehicle flow environment becomes more complex. The complex geometry of the brake disc, operating within this complex flow environment, further exacerbates the problem of pump power consumption. Therefore, as trains increase in speed, reducing brake disc pump power consumption, while improving heat dissipation, is a crucial issue that requires further research.

[0004] In existing technical solutions, optimizing the brake disc by evaluating only a single factor, such as heat dissipation capacity or air resistance energy consumption, is difficult to achieve when train speeds are further increased. Flow field simulations only simulate the steady-state condition of the brake disc, failing to capture its maximum temperature during braking and neglecting heat conduction, resulting in significant discrepancies from reality. Arbitrary modifications to the brake disc structure during optimization design lead to a substantial increase in its mass, which, while improving heat dissipation, has no practical value. Furthermore, simulations or experimental studies focusing solely on a single brake disc fail to consider the complex flow field beneath the vehicle, further deviating from actual conditions.

[0005] In summary, there is currently a lack of a brake disc optimization method based on multiple constraints to solve or partially solve the problem that existing optimization methods are not ideal for brake disc optimization under single-factor constraints. Summary of the Invention

[0006] The purpose of this invention is to overcome the defects of the prior art by providing a brake disc optimization method, device, and medium based on four-factor constraints. By limiting the quality and maximum temperature of the optimized brake disc, the air-to-air ratio of the cooling pump is used as the main evaluation index to determine whether the optimization target is met. This solves or partially solves the problem that the lack of constraints in the optimization process of existing brake disc optimization methods leads to unsatisfactory optimization.

[0007] The objective of this invention can be achieved through the following technical solutions:

[0008] One aspect of the present invention provides a brake disc optimization method based on four-factor constraints, comprising the following steps:

[0009] Step S1: Obtain parameter information of the target brake disc, including mass data;

[0010] Step S2: Based on the parameter information, establish a CFD simulation model of the brake disc with the undercarriage structure, simulate the scenario during train operation, and obtain simulation information including the maximum limiting temperature of each part during the movement.

[0011] Step S3: Under the premise of not exceeding the original mass of the target brake disc, optimize the design of the target brake disc by adjusting the design and configuration parameters according to the simulation information to obtain the optimized brake disc. Perform CFD steady-state simulation on the optimized brake disc to calculate the steady-state cooling pump air ratio. When the highest temperature of the steady-state simulation is lower than the highest limit temperature, determine whether the preset optimization target is met according to the steady-state cooling pump air ratio. If not, repeat this step. If yes, the optimized brake disc is used as a candidate brake disc.

[0012] Step S4: Perform CFD transient simulation analysis of the entire braking process for multiple candidate brake discs, calculate the transient cooling pump air ratio, and determine whether the target is met based on the transient cooling pump air ratio when the highest temperature of the transient simulation is lower than the maximum limit temperature. If not, proceed to step S3; if yes, the target brake disc is the preferred brake disc.

[0013] As a preferred technical solution, the undercarriage structure includes one or more of a bogie, wheelset, and brake caliper.

[0014] As a preferred technical solution, the parameter information includes the density, specific heat capacity, and thermal conductivity of the brake disc, and the specific heat capacity, density, viscosity, and thermal conductivity of air.

[0015] As a preferred technical solution, a CFD simulation model of the brake disc with an undercarriage structure is established to simulate the train's operation and obtain simulation information including the maximum limiting temperature of each part during the movement. Specifically:

[0016] A three-dimensional model of the brake disc with the aforementioned under-vehicle structure and the airflow field were established.

[0017] Mesh the three-dimensional model and the airflow field, and generate boundary layers on the surfaces of the disk and the heat dissipation fins respectively.

[0018] By setting material parameters, the velocity-time curve and heat flux density-time curve during braking are used as the velocity boundary conditions of the inlet end face and the heat flux boundary conditions of the brake disc surface, respectively. The air domain near the brake disc is designed as a rotating domain, and the angular velocity-time curve and transient simulation results are obtained.

[0019] Preset speed and temperature were selected as the speed boundary conditions of the inlet end face and the thermal boundary conditions of the brake disc, respectively, and steady-state simulation results were obtained.

[0020] Based on the transient simulation results and the steady-state simulation results, simulation information including the maximum limiting temperature of each part during the motion process is obtained.

[0021] As a preferred technical solution, a three-dimensional model of the brake disc with the undercarriage structure and the airflow field is established using SolidWorks software, and mesh generation is performed using ICEM software. The specific material parameters are set as follows:

[0022] In the FLUENT software, the material parameters of the brake disc and the air domain are set, and the speed-time curve and heat flux density-time curve during braking are used as the velocity boundary condition of the inlet end face and the heat flux boundary condition of the brake disc surface, respectively.

[0023] As a preferred technical solution, the design and configuration parameters include overall brake disc parameters, cooling rib parameters, and brake disc configuration parameters. The overall brake disc parameters include brake disc diameter and brake disc surface thickness. The cooling rib parameters include cooling rib shape, cooling rib size, cooling rib arrangement, and cooling rib thickness. The brake disc configuration parameters include the number of brake discs and the brake disc type.

[0024] As a preferred technical solution, the steady-state heat dissipation pump-air ratio is the ratio of heat dissipation power to pump-air power, and the transient heat dissipation pump-air ratio is the ratio of heat dissipation power to pump-air power consumption.

[0025] As a preferred technical solution, when adjusting the heat dissipation fin parameters in the design and configuration parameters, the adjustments should be made in the order of heat dissipation fin thickness, heat dissipation fin shape, heat dissipation fin size, and heat dissipation fin arrangement.

[0026] In another aspect, an electronic device is provided, comprising: one or more processors and a memory, wherein the memory stores one or more programs, the one or more programs including instructions for executing the above-described brake disc optimization method based on four-factor constraints.

[0027] In another aspect, the present invention provides a computer-readable storage medium comprising one or more programs executable by one or more processors of an electronic device, the one or more programs comprising instructions for performing the above-described brake disc optimization method based on four-factor constraints.

[0028] Compared with the prior art, the present invention has the following advantages.

[0029] (1) By simulating the target brake disc, the maximum limiting temperature of each part is obtained. During the optimization process, the mass of the target brake disc is limited, and the maximum temperature of the optimized brake disc is limited to not exceeding the maximum limiting temperature. The ratio of heat dissipation to pump power consumption / power is used as the main evaluation index to judge whether the optimization target is met. The optimization process is limited by four limiting factors: mass, maximum temperature, heat dissipation, and pump power consumption / power. This solves or partially solves the problem that the existing brake disc optimization method has no constraints during the optimization process, resulting in unsatisfactory optimization.

[0030] (2) Applying CFD analysis methods and techniques to optimize the design of brake disc configuration helps to further improve the heat dissipation efficiency of brake disc, reduce the power consumption of brake disc under the same working conditions, and reduce the temperature of brake disc, thereby improving the braking performance of high-speed trains and reducing the resistance power consumption of high-speed trains during operation.

[0031] (3) Regarding the brake disc itself, by optimizing its design, the heat dissipation power can be increased by changing the size of the brake disc and the structure of the heat dissipation fins without changing its mass, while reducing its pump power consumption. This is of great significance for the lightweighting of the brake disc and the improvement of the design level of the brake disc.

[0032] (4) Steady-state simulation is performed first, and the transient simulation results are predicted based on the steady-state simulation results. This reduces the number of time-consuming transient simulations and improves the design efficiency of designers. Transient simulation is performed on effective optimizations in steady-state simulation, which improves the reliability of simulation results.

[0033] (5) The heat dissipation pump-air ratio is defined by combining the two factors of pump power consumption and heat dissipation. The brake disc mass and the highest temperature during the braking process are constrained, forming a four-factor constraint system, which makes the optimized brake disc more suitable for engineering applications. Attached Figure Description

[0034] Figure 1 This is a flowchart of the brake disc optimization method based on four-factor constraints in Example 1. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0036] Example 1

[0037] like Figure 1 The present embodiment provides a brake disc optimization method based on four-factor constraints, including the following steps:

[0038] Step S1: Input basic braking and other component parameters. Specifically, this includes:

[0039] Step S101: 3D model preparation, providing geometric input for the finite element model, including components that have a significant impact on the flow field around the brake disc, such as brake disc, bogie, wheelset, undercarriage structure, and brake caliper. At the same time, some components are simplified to reduce the computational difficulty without sacrificing computational accuracy.

[0040] Step S102: Prepare material parameters, including the density, specific heat capacity, and thermal conductivity of the brake disc, and the specific heat capacity, density, viscosity, and thermal conductivity of air.

[0041] Step S103: Prepare braking parameters, including speed-time curves and heat flux density-time curves during braking.

[0042] Step S2: Establish a CFD simulation model of the brake disc with the undercarriage structure and perform simulation. Specifically, this includes:

[0043] Step S201: Use the 3D modeling software SolidWorks to draw a 3D model of the air zone and brake disc that can represent the car body and bogie.

[0044] Step S202: Use ICEM software to mesh the brake disc model and airflow field, using a triangular-tetrahedral unstructured mesh, and generate boundary layers on the disc body and heat dissipation fins.

[0045] Step S203: In FLUENT software, set the material parameters of the brake disc and the air domain, and use the velocity-time curve and heat flux density-time curve during braking as the velocity boundary condition of the inlet end face and the heat flux boundary condition of the brake disc surface, respectively. Set the energy model to Energy and the turbulence model to k-epsilion.

[0046] Step S204: Design the air region near the brake disc as a rotation region, set the rotation mode to a sliding grid, and set the rotation speed to the angular velocity-time curve calculated from the velocity-time curve.

[0047] Step S205: Submit the calculation to obtain the transient simulation analysis results.

[0048] Step S206: In FLUENT software, set the material parameters for the brake disc and the air domain, and select typical velocity and temperature as the velocity boundary conditions of the inlet end face and the thermal boundary conditions of the brake disc, respectively. Set the energy model to Energy and the turbulence model to k-epsilion.

[0049] Step S207: Design the air region near the brake disc as a rotation region, set the rotation mode to a sliding grid, and set the rotation speed to the angular velocity calculated from the velocity in step S206.

[0050] Step S208: Submit the calculation to obtain the steady-state simulation analysis results.

[0051] Step S3: Analyze the calculation results obtained above, including the maximum temperature, resistance, and resistance torque of the brake disc, and analyze the influence of the brake disc configuration parameters on the maximum temperature of the brake disc and the power consumption of the pump, to determine the direction of the brake disc optimization design.

[0052] Step S4: Analyze the calculation results and cloud maps obtained in step S2, and optimize the design and configuration of the brake disc. The optimization parameters include, but are not limited to, the overall parameters of the brake disc (brake disc diameter, brake disc surface thickness), the parameters of the heat dissipation fins (shape, size, arrangement, thickness), and the configuration parameters of the brake disc (quantity, form), but should not increase the mass of the brake disc.

[0053] Step S5: Establish a CFD simulation model for the optimized brake disc and perform steady-state simulation. This is the same as steps S201, S202, and S206-208.

[0054] Step S6 involves analyzing the calculation results from Step S5. Based on parameters such as heat dissipation power, resistance, and drag torque, the heat pump air ratio is calculated and compared with the results from Step S2. Simultaneously, the highest temperature result of the transient simulation is predicted. The optimization effect is then evaluated. If the optimization effect meets the requirements, the next step is performed; otherwise, steps S4-S6 are repeated. Steps S4-S6 can be repeated multiple times to quickly identify more excellent designs.

[0055] Step S7: Perform transient analysis on one or more optimized designs that have shown optimization effects obtained in step S6. The specific steps are the same as those in steps S2.1-2.5.

[0056] Step S8: Compare the calculation results in Step S7 and Step S2, evaluate the optimization effect based on the results such as the heat pump air ratio and the highest temperature, and repeat Steps S4-8 iteratively until a design that meets the requirements is obtained.

[0057] Step S9: The optimization design is completed. The optimized brake disc parameters are used as design values ​​for the development of the brake disc.

[0058] When optimizing brake discs, certain rules should be followed. The overall parameters of the brake disc, the parameters of the cooling fins, and the configuration parameters of the brake disc are relatively independent and can be analyzed independently.

[0059] When optimizing the parameters of the heat dissipation fins, the order of fin thickness, shape, size, and arrangement should be followed.

[0060] The heat dissipation power and resistance torque during steady-state simulation are calculated to obtain the heat dissipation power and pump power under this state. The ratio of heat dissipation power to pump power is defined as the steady-state heat dissipation pump power ratio.

[0061] The heat dissipation power and resistance torque during the transient simulation, i.e. the braking process, are calculated to obtain the heat dissipation work and pump power consumption during the total braking process. The ratio of heat dissipation work and pump power consumption is defined as the transient heat dissipation pump power ratio.

[0062] The heat pump-air ratio combines two factors: heat dissipation and pump-air power consumption, and serves as the main evaluation factor and optimization direction.

[0063] The maximum temperature of the brake disc is used as a constraint factor in the evaluation. If the maximum temperature exceeds the limit temperature, the brake disc cannot meet the requirements.

[0064] Quality is a constraint factor in the optimization design process, and the optimization design should ensure that the mass of the brake disc is not increased.

[0065] Example 2

[0066] This embodiment provides an electronic device, including: one or more processors and a memory, wherein the memory stores one or more programs, the one or more programs including instructions for executing the brake disc optimization method based on four-factor constraints as described in Embodiment 1.

[0067] Example 3

[0068] This embodiment provides a computer-readable storage medium including one or more programs executable by one or more processors of an electronic device, the one or more programs including instructions for performing the brake disc optimization method based on four-factor constraints as described in Embodiment 1.

[0069] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A brake disc optimization method based on four-factor constraints, characterized in that, Includes the following steps: Step S1: Obtain parameter information of the target brake disc, including mass data; Step S2: Based on the parameter information, establish a CFD simulation model of the brake disc with the undercarriage structure, simulate the scenario during train operation, and obtain simulation information including the maximum limiting temperature of each part during the movement. Step S3: Under the premise of not exceeding the original mass of the target brake disc, optimize the design of the target brake disc by adjusting the design and configuration parameters according to the simulation information to obtain the optimized brake disc. Perform CFD steady-state simulation on the optimized brake disc to calculate the steady-state cooling pump air ratio. When the highest temperature of the steady-state simulation is lower than the highest limit temperature, determine whether the preset optimization target is met according to the steady-state cooling pump air ratio. If not, repeat this step. If yes, the optimized brake disc is used as a candidate brake disc. Step S4: Perform CFD transient simulation analysis of the entire braking process for multiple candidate brake discs, calculate the transient cooling pump air ratio, and determine whether the target is met based on the transient cooling pump air ratio when the highest temperature of the transient simulation is lower than the maximum limit temperature. If not, proceed to step S3; if yes, the target brake disc is the preferred brake disc. The steady-state cooling pump-air ratio is the ratio of heat dissipation power to pump air power, and the transient cooling pump-air ratio is the ratio of heat dissipation power consumption to pump air power consumption.

2. The brake disc optimization method based on four-factor constraints according to claim 1, characterized in that, The undercarriage structure includes one or more of the following: bogie, wheelset, and brake caliper.

3. The brake disc optimization method based on four-factor constraints according to claim 1, characterized in that, The parameter information includes the density, specific heat capacity, and thermal conductivity of the brake disc, as well as the specific heat capacity, density, viscosity, and thermal conductivity of air.

4. The brake disc optimization method based on four-factor constraints according to claim 1, characterized in that, A CFD simulation model of the brake disc with undercarriage structure was established to simulate the train operation process and obtain simulation information including the maximum limiting temperature of each part during the movement. Specifically: A three-dimensional model of the brake disc with the aforementioned under-vehicle structure and the airflow field were established. Mesh the three-dimensional model and the airflow field, and generate boundary layers on the surfaces of the disk and the heat dissipation fins respectively. By setting material parameters, the velocity-time curve and heat flux density-time curve during braking are used as the velocity boundary conditions of the inlet end face and the heat flux boundary conditions of the brake disc surface, respectively. The air domain near the brake disc is designed as a rotating domain, and the angular velocity-time curve and transient simulation results are obtained. Preset speed and temperature were selected as the speed boundary conditions of the inlet end face and the thermal boundary conditions of the brake disc, respectively, and steady-state simulation results were obtained. Based on the transient simulation results and the steady-state simulation results, simulation information including the maximum limiting temperature of each part during the motion process is obtained.

5. The brake disc optimization method based on four-factor constraints according to claim 4, characterized in that, A 3D model of the brake disc with undercarriage structure and airflow field was created using SolidWorks software. Mesh generation was performed using ICEM software. The specific material parameters were set as follows: In the FLUENT software, the material parameters of the brake disc and the air domain are set, and the speed-time curve and heat flux density-time curve during braking are used as the velocity boundary condition of the inlet end face and the heat flux boundary condition of the brake disc surface, respectively.

6. The brake disc optimization method based on four-factor constraints according to claim 1, characterized in that, The design and configuration parameters include overall brake disc parameters, cooling rib parameters, and brake disc configuration parameters. Overall brake disc parameters include brake disc diameter and brake disc surface thickness. Cooling rib parameters include cooling rib shape, cooling rib size, cooling rib arrangement, and cooling rib thickness. Brake disc configuration parameters include the number of brake discs and brake disc type.

7. The brake disc optimization method based on four-factor constraints according to claim 6, characterized in that, When adjusting the heat dissipation fin parameters in the design and configuration parameters, the adjustments should be made in the order of heat dissipation fin thickness, heat dissipation fin shape, heat dissipation fin size, and heat dissipation fin arrangement.

8. An electronic device, characterized in that, include: One or more processors and a memory, wherein the memory stores one or more programs, the one or more programs including instructions for executing the brake disc optimization method based on four-factor constraints as described in any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, It includes one or more programs that are executed by one or more processors of an electronic device, the one or more programs including instructions for performing the brake disc optimization method based on four-factor constraints as described in any one of claims 1-7.

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