Brake disc heat management method and device, computer device and storage medium

Abstract

The application discloses a kind of brake disc heat management method, device, computer equipment and storage medium, the brake disc heat management method includes: using whole vehicle fluid mechanics model calculates the convection heat transfer coefficient of each position on brake disc at current vehicle braking time;Obtain the temperature of each position on brake disc at current vehicle braking time and the vehicle speed at current vehicle braking time;According to the convection heat transfer coefficient of each position on brake disc, temperature and the vehicle speed of vehicle, the temperature variation of each position on brake disc is calculated;According to the temperature variation of each position on brake disc and temperature, the temperature peak of brake disc at next time is predicted;When the temperature peak of brake disc at next time does not satisfy preset temperature condition, the cooling system of vehicle is controlled to carry out cooling treatment to brake disc, until the temperature peak of brake disc satisfies preset temperature condition stops.This method enhances the heat dissipation effect of brake disc.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method, apparatus, computer device, and storage medium for thermal management of brake discs. Background Technology

[0002] In existing brake disc cooling systems, temperature is primarily measured at specific locations on the brake disc using thermocouples or infrared thermometry. When the temperature at these locations reaches a certain threshold, natural airflow is used to cool the brake disc, and the cooling process is controlled by modifying the structure of the ventilation ducts. However, this method only detects the temperature at certain points on the brake disc, which does not accurately represent the overall temperature of the disc. Therefore, the measured brake disc temperature is relatively inaccurate. Furthermore, using natural airflow to cool the brake disc and controlling the cooling process by modifying the ventilation duct structure often requires comprehensive consideration of various issues such as brake disc stability and safety, resulting in high implementation complexity and poor cooling performance. Summary of the Invention

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

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

[0005] The convective heat transfer coefficient at various locations on the brake disc at the current vehicle braking moment is calculated using a preset whole vehicle fluid dynamics model.

[0006] The temperature at various locations on the brake disc at the current vehicle braking moment is obtained, as well as the vehicle speed at the current vehicle braking moment;

[0007] 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 during the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed during the current vehicle braking moment.

[0008] Based on the temperature change at various locations on the brake disc and the temperature at various locations on the brake disc at the current vehicle braking moment, predict the peak temperature on the brake disc at the next moment.

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

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

[0011] The convective heat transfer coefficient calculation module is used to calculate the convective heat transfer coefficient at various locations on the brake disc at the current vehicle braking moment using a preset whole vehicle fluid dynamics model.

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

[0013] The temperature change calculation module is used to calculate the temperature change at each position on the brake disc 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.

[0014] The temperature peak prediction module is used to predict the temperature peak of the brake disc at the next moment based on the temperature change at each position on the brake disc and the temperature at each position on the brake disc at the current vehicle braking moment.

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

[0016] Thirdly, embodiments of the present invention provide a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described thermal management method for brake discs.

[0017] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described thermal management method for brake discs.

[0018] Fifthly, embodiments of the present invention provide a computer program product that, when run on a terminal device, causes the terminal device to execute the steps of the above-described brake disc thermal management method.

[0019] The aforementioned brake disc thermal management method, device, computer equipment, and storage medium, at the current vehicle braking moment, calculate the temperature change at each location on the brake disc by acquiring the convective heat transfer coefficient, temperature, and current vehicle speed. Based on this temperature change and the temperature at each location on the brake disc at the current vehicle braking moment, the system predicts the peak temperature on the brake disc at the next moment. If the peak temperature at the next moment does not meet the preset temperature conditions, the system controls the vehicle's cooling system to cool the brake disc until the peak temperature on the brake disc meets the preset temperature conditions.

[0020] Through the above steps, compared with existing brake disc cooling systems, this invention obtains the real-time temperature of the entire brake disc by detecting the temperature at various locations on the brake disc during the current vehicle braking moment, thus improving the accuracy of brake disc temperature detection results. Furthermore, by using the convective heat transfer coefficient and temperature at various locations on the brake disc during the current vehicle braking moment, as well as the vehicle speed during the current braking moment, the invention calculates the temperature change at various locations on the brake disc. Based on this temperature change, it predicts the peak temperature on the brake disc at the next moment. When the peak temperature does not meet the preset temperature conditions, it promptly controls the cooling system to cool the brake disc, achieving accurate prediction and heat dissipation control of the brake disc temperature change trend. This ensures that the brake disc temperature is always maintained within the optimal temperature range, resulting in lower implementation complexity and enhanced brake disc heat dissipation. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

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

[0024] Figure 3 This is a flowchart illustrating the calculation of the convective heat transfer coefficient in a brake disc thermal management method according to an embodiment of the present invention.

[0025] Figure 4 This is a flowchart illustrating the prediction of the peak temperature of the brake disc at the next moment in a brake disc thermal management method according to an embodiment of the present invention.

[0026] Figure 5This is a flowchart of a method for cooling a brake disc in a thermal management system of a brake disc according to an embodiment of the present invention.

[0027] Figure 6 This is a schematic block diagram of a brake disc thermal management device according to an embodiment of the present invention;

[0028] Figure 7 This is a schematic diagram of a computer device according to an embodiment of the present invention. Detailed Implementation

[0029] 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 are within the scope of protection of the present invention.

[0030] The brake disc thermal management method provided in this application can be applied to applications such as... Figure 1 In this application environment, the client (computer device) communicates with the server via a network. The client obtains the brake disc thermal management request at the current braking moment of the vehicle and sends the request to the server. After receiving the brake disc thermal management request, the server processes it accordingly and responds to the request. The computer device can be, but is not limited to, various personal computers, laptops, smartphones, tablets, and portable wearable devices. The server can be implemented using a standalone server or a server cluster consisting of multiple servers.

[0031] In one embodiment, such as Figure 2 As shown, a thermal management method for a brake disc is provided, which is applied to... Figure 1 Taking the server-side as an example, the explanation includes the following steps:

[0032] S10: Calculate the convective heat transfer coefficient at various locations on the brake disc during the current vehicle braking moment using a preset whole-vehicle hydrodynamic model.

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

[0034] Specifically, a whole-vehicle hydrodynamic model is constructed using STARCCM+ software to calculate the convective heat transfer coefficient at various locations on the brake disc. First, a geometric model of the entire vehicle, including the necessary brake disc geometry, is created using modeling software. Second, the created geometric model is meshed into small discrete elements using a meshing tool for numerical calculation. Then, the created geometric model is physically modeled using computational fluid dynamics (CFD) software, including selecting an appropriate turbulence model, setting boundary conditions, and defining the brake disc's material properties. For example, the K-Epsilon turbulence model is selected, and boundary conditions such as the fluid domain range, air velocity, and atmospheric pressure are set. Finally, an appropriate solver is selected in the CFD software, and suitable solution parameters are set to calculate the convective heat transfer coefficient at different locations on the brake disc surface. This solver typically uses the Navier-Stokes equations and energy equations. Solver parameter settings mainly include the selection of the iterative algorithm and the setting of convergence criteria, which can be customized according to the specific circumstances.

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

[0036] Specifically, by installing a temperature detection device near the brake disc on the axle joint, the temperature at various locations on the brake disc is collected in real time. By arranging wheel speed sensors on the axle joint at a distance from the brake disc within a set interval, the vehicle speed at the moment of braking is measured. The set interval can be set according to the actual situation. Preferably, the set interval can be one to two centimeters.

[0037] S30: 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, calculate the temperature change at each position on the brake disc.

[0038] Specifically, a finite element analysis model of the entire vehicle is constructed using Abaqus software to calculate the temperature changes at various locations on the brake disc. First, a geometric model of the entire vehicle is created using modeling software, which includes the necessary brake disc geometry. Second, the created vehicle geometry is meshed into smaller mesh elements using a meshing tool. Then, the material properties of the brake disc are defined, such as thermal conductivity, specific heat capacity, and density, along with initial and boundary conditions, such as the initial temperature, friction force, and heat transfer coefficient of the brake disc. Finally, based on the calculated convective heat transfer coefficients at various locations on the brake disc, the temperatures at these locations, and the vehicle speed at the current braking moment, the corresponding convective heat transfer partial differential equations are solved to obtain the temperature changes at each location on the brake disc.

[0039] It should be noted that the partial differential equations for convective heat transfer are the basic formulas in existing heat transfer theory. For details, please refer to the 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, and vehicle speed at the current braking moment, thus achieving accurate prediction of the brake disc temperature change trend.

[0041] S40: Based on the temperature change at various positions on the brake disc and the temperature at various positions on the brake disc at the current vehicle braking moment, predict the peak temperature on the brake disc at the next moment.

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

[0043] In other embodiments, the n highest temperatures can be selected from the temperatures at various positions on the brake disc after sorting, and the arithmetic mean of these n temperatures can be calculated. The temperature value after the arithmetic mean is then used as the predicted peak temperature for the next moment. The value of n can be set according to specific circumstances.

[0044] S50: When the temperature peak on the brake disc does not meet the preset temperature condition at the next moment, 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.

[0045] The preset temperature condition is the maximum temperature that can be reached at various locations on the brake disc under normal vehicle braking conditions without the need for cooling treatment. This temperature condition can be set according to the actual situation 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 vehicle braking conditions, it is necessary to control the temperature peak on the brake disc to be less than or equal to the preset target temperature value.

[0046] Specifically, by comparing the peak temperature on the brake disc at the next moment with the preset temperature conditions, when the predicted peak temperature on the brake disc at the next moment does not meet the preset temperature conditions, the value of the cooling air velocity in the cooling system can be iteratively optimized using the vehicle fluid dynamics model and the vehicle finite element analysis model to obtain the optimal cooling air velocity value that meets the preset temperature conditions. The cooling system is then controlled to always cool the brake disc according to the calculated optimal air velocity value until the peak temperature on the brake disc meets the preset temperature conditions.

[0047] In this embodiment, by acquiring the convective heat transfer coefficient, temperature, and current vehicle speed at various locations on the brake disc, the temperature change at each location on the brake disc is calculated. Based on this temperature change and the temperature at each location on the brake disc at the current vehicle braking moment, the peak temperature on the brake disc at the next moment is predicted. If the peak temperature at the next moment does not meet the preset temperature conditions, the vehicle's cooling system is controlled to cool the brake disc until the peak temperature on the brake disc meets the preset temperature conditions. Through the above steps, compared with existing brake disc cooling systems, this invention obtains the real-time temperature of the entire brake disc by detecting the temperature at various locations on the brake disc during the current vehicle braking moment, thus improving the accuracy of brake disc temperature detection results. Furthermore, by using the convective heat transfer coefficient and temperature at various locations on the brake disc during the current vehicle braking moment, as well as the vehicle speed during the current braking moment, the invention calculates the temperature change at each location on the brake disc. Based on this temperature change, it predicts the peak temperature on the brake disc at the next moment. When the peak temperature does not meet the preset temperature conditions, it promptly controls the cooling system to cool the brake disc, achieving accurate prediction and heat dissipation control of the brake disc temperature change trend. This ensures that the brake disc temperature is always maintained within the optimal temperature range, resulting in lower implementation complexity and enhanced brake disc heat dissipation.

[0048] In one embodiment, such as Figure 3As shown, in step S10, the convective heat transfer coefficient at various locations on the brake disc at the current vehicle braking moment is calculated using a preset vehicle hydrodynamic model, including the following steps:

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

[0050] Specifically, when the vehicle is not braking, a thermal imager is placed near the brake disc on the axle of the brake disc to detect the temperature at various locations on the brake disc, and the detected temperature is used as the initial temperature at each location on the brake disc. When the vehicle is braking, wheel speed sensors are placed on the axle of the brake disc to measure the vehicle speed at the moment of braking.

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

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

[0053] In this embodiment, the initial temperatures at various locations on the brake disc are preset, and the vehicle speed at the current braking moment is collected. 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 locations on the brake disc at the current braking moment. The calculated convective heat transfer coefficients are used to evaluate the heat transfer capacity between the brake disc surface and the surrounding gas at the current braking moment, providing data support for calculating the instantaneous disc temperature of the brake disc at the next moment and improving the accuracy of the calculation results.

[0054] In one embodiment, step S20, obtaining the temperature at various locations on the brake disc at the current vehicle braking moment, and obtaining the vehicle speed at the current vehicle braking moment, includes:

[0055] A thermal imager is fixedly mounted on the axle of the brake disc to acquire a temperature distribution cloud map of the brake disc, and the coordinates and temperature of each position on the brake disc are identified based on the temperature distribution cloud map.

[0056] Specifically, thermal imagers are based on the principle of thermal radiation. Through a small array of sensitive elements on an infrared sensor, they measure the temperature electrical signals at various locations on the brake disc in a short period of time. The measured temperature electrical signals are then converted into a temperature distribution map on the surface of the brake disc using image processing technology. Based on this temperature distribution map, the temperature corresponding to each location on the brake disc can be obtained.

[0057] In this embodiment, by arranging a thermal imager on the brake disc shaft, the temperature distribution map 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, which improves the accuracy of the brake disc temperature detection results, and thus improves the accuracy of predicting the temperature change of the brake disc at the next moment.

[0058] In one embodiment, step S30 involves calculating the temperature change at each location on the brake disc based on the convective heat transfer coefficient at each location on the brake disc during the current vehicle braking moment, the temperature at each location on the brake disc, and the vehicle speed during the current vehicle braking moment. This includes:

[0059] The convective heat transfer coefficients at various locations on the brake disc during the current vehicle braking moment, the temperatures at various locations on the brake disc, and the vehicle speed during the current vehicle braking moment are substituted into a preset whole vehicle finite element analysis model to obtain the temperature change at various locations on the brake disc.

[0060] Specifically, at the current vehicle braking moment, the convective heat transfer coefficients at various locations on the brake disc calculated by the whole vehicle hydrodynamic model, the temperatures at various locations 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 Abaqus software, and the temperature change at various locations on the brake disc is calculated by the model.

[0061] In this embodiment, the convective heat transfer coefficients, temperatures at various locations on the brake disc, and vehicle speed at the current braking moment are substituted into a preset whole-vehicle finite element analysis model. The model then calculates the temperature changes at various locations on the brake disc. By calculating the temperature changes at various locations on the brake disc between the current braking moment and the next braking moment, data support is provided for calculating the instantaneous temperature at various locations on the brake disc at the next braking moment, thus improving the accuracy of the calculation results.

[0062] In one embodiment, such as Figure 4 As shown, in step S40, based on the temperature change at various locations on the brake disc and the temperature at various locations on the brake disc at the current vehicle braking moment, the peak temperature on the brake disc at the next moment is predicted, including 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 location on the brake disc measured by the thermal imager is summed with the temperature change at the corresponding location on the brake disc calculated by the finite element analysis model of the whole vehicle, so that the temperature at each location on the brake disc at the next moment can be obtained.

[0065] S42: Among the temperatures at all positions on the brake disc at the next moment, the maximum temperature is selected as the peak temperature on the brake disc at the next moment.

[0066] The calculated temperatures at various positions on the brake disc at the next moment are sorted using a selection sorting algorithm, and the highest temperature is selected as the peak temperature of the brake disc at the next moment. Specifically, starting from the temperature at a certain position on the brake disc at the next moment, the entire temperature sequence to be sorted is traversed. Assuming that the temperature at the current position is the maximum value, this temperature is marked as the maximum value index. Starting from the next position after the current temperature, it is compared with the maximum value. 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 this highest temperature is set as the peak temperature of the brake disc at the next moment.

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

[0068] In one embodiment, such as Figure 5 As shown, in step S50, when the peak temperature on the brake disc 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 peak temperature on the brake disc meets the preset temperature condition. This includes the following steps:

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

[0070] Specifically, the cooling system model can be connected in series with the vehicle's hydrodynamic model and finite element analysis model through cascading integration. The values ​​of fan blowing angle, fan blowing distance, and cooling air velocity output from the cooling system model are then input into the vehicle's hydrodynamic model and finite element analysis model, respectively. This cascading integration refers to connecting multiple models in a specific order to form a hierarchical structure, where the output of each model can serve as the input for the next, enabling information to be transferred and processed between different models.

[0071] S52: Using the fan blowing angle, fan blowing distance, and wind speed in the cooling system as variables, perform optimization simulation on the vehicle fluid dynamics model and the vehicle finite element analysis model 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—fan blowing angle, fan blowing distance, and cooling air velocity—are set in the cooling system model, and each variable is assigned an initial value. Secondly, these initial values ​​are input into the vehicle's hydrodynamic model and finite element analysis model, respectively. The cooling system model is then used to dynamically change these values ​​within a certain range. Next, these changing values ​​are input into both the vehicle's hydrodynamic model and finite element analysis model for multiple rounds of iterative optimization calculations. This yields time-domain variation curves of the temperature peak on the brake disc under multiple combinations of the three variables. Finally, based on these time-domain variation curves, the combination of variables that minimizes the time required to reduce the temperature peak to a preset temperature is selected as the optimal blowing angle, optimal blowing distance, and optimal air velocity to satisfy the preset temperature condition. It's important to note that the calculated optimal blowing angle, optimal blowing distance, and optimal air velocity values ​​are not fixed but dynamically change over time.

[0073] S53: Control the vehicle's air-cooling system 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, controlled by the vehicle fluid dynamics model and the vehicle finite element analysis model, always cools the brake disc with 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 keeping the temperature of the brake disc within the optimal temperature range.

[0075] For example, let the preset temperature value be 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. Let the next vehicle braking moment be t1, and the predicted peak temperature of the brake disc is T1. The temperature change ΔT of this peak temperature T1 relative to the peak temperature T0 of the previous moment. If T1 > T0 and T1 > T, then the temperature change 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 the temperature change 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 the temperature change 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, the fan blowing distance, and the 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 decrease. The variable combination that takes the shortest time 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, the fan blowing distance, and the 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 brake disc heat dissipation process 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 order of execution of each process should be determined by 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 to the thermal management method of the brake disc in the above embodiment one by one. 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 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 a 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 vehicle braking moment, and to acquire the vehicle speed at the current vehicle braking moment;

[0081] The temperature change calculation module 63 is used to calculate the temperature change at each position on the brake disc 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.

[0082] Temperature peak prediction module 64 is used to predict the temperature peak on the brake disc at the next moment based on the temperature change 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 module 65 is used to control the vehicle's cooling system to cool the brake disc when the peak temperature on the brake disc does not meet the preset temperature condition at the next moment, until the peak temperature on the brake disc meets the preset temperature condition.

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

[0085] An initial value preset unit is used to preset the initial temperature at various positions on the brake disc and to collect the vehicle speed at the current 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 braking moment into the preset vehicle fluid dynamics model to obtain the convective heat transfer coefficient at each position on the brake disc at the current braking moment.

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

[0088] An image acquisition unit is used to acquire a temperature distribution cloud map of the brake disc by means of 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 based on the temperature distribution cloud map.

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

[0091] The whole vehicle finite element analysis model calculation unit is used to substitute 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 into the preset whole vehicle finite element analysis model to obtain the temperature change at each position on the brake disc.

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

[0093] The temperature calculation unit is used to 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, so as to obtain the temperature of each position on the brake disc at the next moment.

[0094] Temperature peak determination unit: used to compare and select the maximum temperature from the temperatures at all positions on the brake disc at the next moment, and use it as the temperature peak of the brake disc at the next moment.

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

[0096] The cooling system model is a built-in unit for adding the cooling system model to the vehicle fluid dynamics model and the vehicle finite element analysis model, respectively.

[0097] The optimization simulation unit is used to perform optimization simulation on the vehicle fluid dynamics model and the vehicle finite element analysis model using the fan blowing angle, fan blowing distance and wind speed in the cooling system as variables, so as to obtain the optimal blowing angle, optimal blowing distance and optimal wind speed that meet the preset temperature conditions.

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

[0099] Specific limitations regarding the thermal management device for brake discs can be found in the above description of the thermal management methods for brake discs, and will not be repeated here. Each module in the aforementioned thermal management device for brake discs can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[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 diagram), a memory, and a computer program stored in the memory and executable on at least one processor, which, when executed by the processor, implements the steps in any of the above embodiments of the thermal management method for brake discs.

[0101] The terminal device may include, but is not limited to, a processor and memory. Those skilled in the art will understand that... Figure 7 This is merely an example of a terminal device and does not constitute a limitation on the terminal device. A terminal device may include more or fewer components than shown in the figure, or a combination of certain components, or different components, such as network interfaces, displays, and input devices.

[0102] The processor referred to can be a CPU, but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0103] The memory includes readable storage media, internal memory, etc., wherein the internal memory can be the main memory of the terminal device, and the internal memory provides an environment for the operation of the operating system and computer-readable instructions stored in the readable storage media. The readable storage media can be the hard drive of the terminal device, or in some embodiments, it can be an external storage device of the terminal device, such as a plug-in hard drive, a Smart Media Card (SMC), a Secure Digital Card (SD), or a Flash Card. Furthermore, the memory can include both internal storage units and external storage devices of the terminal device. The memory is used to store the operating system, applications, bootloader, data, and other programs, such as program code for computer programs. The memory can also be used to temporarily store data that has been output or will be output.

[0104] Those skilled in the art will understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the functions described above can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this invention. The specific working process of the units and modules in the above device can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here. If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention can implement all or part of the processes in the methods of the above embodiments by instructing related hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the above method embodiments. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. A computer-readable medium can include at least: any entity or device capable of carrying computer program code, a recording medium, a computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0105] The present invention can implement all or part of the processes in the methods of the above embodiments, or it can be accomplished by a computer program product. When the computer program product is run on a terminal device, the terminal device executes the steps in the above method embodiments.

[0106] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0107] Those skilled in the art will recognize that the units and algorithm steps of the various examples 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 implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0108] In the embodiments provided by this invention, it should be understood that the disclosed apparatus / terminal devices and methods can be implemented in other ways. For example, the apparatus / terminal device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

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

[0110] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A thermal management method for a brake disc, characterized in that, The thermal management method for the brake disc includes the following steps: The convective heat transfer coefficient at various locations on the brake disc at the current vehicle braking moment is calculated using a preset whole vehicle fluid dynamics model. The temperature at various locations on the brake disc at the current vehicle braking moment is obtained, as well as the vehicle speed at the current vehicle braking moment; 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 during the current vehicle braking moment, the temperature at each position on the brake disc, and the vehicle speed during the current vehicle braking moment. Based on the temperature change at various locations on the brake disc and the temperature at various locations on the brake disc at the current vehicle braking moment, predict the peak temperature on the brake disc at the next moment. When the temperature peak on the brake disc does not meet the preset temperature condition at the next moment, 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. The step of calculating the temperature change at various locations on the brake disc based on the convective heat transfer coefficient at each location on the brake disc during the current vehicle braking moment, the temperature at each location on the brake disc, and the vehicle speed during the current vehicle braking moment includes: Substituting 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 into the preset whole vehicle finite element analysis model, the temperature change at each position on the brake disc is obtained. The vehicle's cooling system cools the brake disc until the peak temperature on the brake disc meets the preset temperature condition, including: By adding a cooling system model to the vehicle fluid dynamics model and the vehicle finite element analysis model respectively; Using the fan blowing angle, fan blowing distance, and wind speed in the cooling system model as variables, optimization simulations are performed on the vehicle fluid dynamics model and the vehicle finite element analysis model to obtain the time-domain variation curves of the temperature peak on the brake disc under different combinations of variable values ​​for the fan blowing angle, fan blowing distance, and wind speed. Based on all the time-domain variation curves of the temperature peak, the combination of variable values ​​that takes the shortest time to reduce the temperature peak to the preset temperature is selected as the optimal blowing angle, optimal blowing distance, and optimal wind speed that satisfy the preset temperature condition. The vehicle's air-cooling system is controlled according to the optimal air blowing angle, optimal air blowing distance, and optimal wind speed to cool the brake disc.

2. The thermal management method for a brake disc as described in claim 1, characterized in that, The calculation of the convective heat transfer coefficient at various locations on the brake disc during the current vehicle braking moment using a preset vehicle hydrodynamic model includes: The initial temperature at various locations on the preset brake disc is measured, and the vehicle speed at the current braking moment is collected. Substituting the initial temperature at each position on the brake disc and the vehicle speed at the current braking moment into the preset vehicle fluid dynamics model, the convective heat transfer coefficient at each position on the brake disc at the current braking moment is obtained.

3. The thermal management method for a brake disc as described in claim 1, characterized in that, The step of obtaining the temperature at various positions on the brake disc at the current vehicle braking moment includes: A thermal imager is fixedly mounted on the axle of the brake disc to acquire a temperature distribution cloud map of the brake disc, and the coordinates and temperature of each position on the brake disc are identified based on the temperature distribution cloud map.

4. The thermal management method for a brake disc as described in claim 1, characterized in that, The step of predicting the peak temperature of the brake disc at the next moment based on the temperature change at various locations on the brake disc and the temperature at various locations on the brake disc at the current vehicle braking moment includes: The temperature at each position on the brake disc at the current vehicle braking moment is added to the temperature change at the corresponding position on the brake disc to obtain the temperature at each position on the brake disc at the next moment. Among the temperatures at all locations on the brake disc at the next moment, the highest temperature is selected as the peak temperature of the brake disc at the next moment.

5. The thermal management method for a brake disc as described in claim 1, characterized in that, The preset temperature condition is: The peak temperature on the brake disc is less than or equal to the preset target temperature value.

6. A thermal management device for a brake disc, characterized in that, include: The convective heat transfer coefficient calculation module is used to calculate the convective heat transfer coefficient at various locations on the brake disc at the current vehicle braking moment using a preset whole vehicle fluid dynamics model. The data acquisition module is used to acquire the temperature of each position on the brake disc at the current vehicle braking moment, and to acquire the vehicle speed at the current vehicle braking moment; The temperature change calculation module is used to calculate the temperature change at each position on the brake disc 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. The temperature peak prediction module is used to predict the temperature peak of the brake disc at the next moment based on the temperature change at each position on the brake disc and the temperature at each position on the brake disc at the current vehicle braking moment. A heat dissipation module is used to control the vehicle's cooling system to cool the brake disc when the peak temperature on the brake disc does not meet the preset temperature condition at the next moment, until the peak temperature on the brake disc meets the preset temperature condition. The temperature change calculation module includes: The whole vehicle finite element analysis model calculation unit is used to substitute 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 into the preset whole vehicle finite element analysis model to obtain the temperature change at each position on the brake disc. The heat dissipation module includes: The cooling system model has a built-in unit for adding the cooling system model to both the vehicle fluid dynamics model and the vehicle finite element analysis model. The optimization simulation unit is used to perform optimization simulation on the vehicle fluid dynamics model and the vehicle finite element analysis model using the fan blowing angle, fan blowing distance and wind speed in the cooling system model as variables. It obtains the time-domain variation curve of the temperature peak on the brake disc under different combinations of variable values ​​of the fan blowing angle, fan blowing distance and wind speed. Based on the time-domain variation curve of all temperature peaks, it selects the combination of variable values ​​that takes the shortest time to reduce the temperature peak to the preset temperature as the optimal blowing angle, optimal blowing distance and optimal wind speed to meet the preset temperature condition. The air-cooling system control unit is used to control the vehicle's air-cooling system according to the optimal blowing angle, optimal blowing distance, and optimal wind speed to cool the brake disc.

7. 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, it implements the steps of the thermal management method for the brake disc as described in any one of claims 1 to 5.

8. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the thermal management method for the brake disc as described in any one of claims 1 to 5.

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