Parameter determination method and device for brake disc in vehicle, vehicle and storage medium

Abstract

The embodiment of the invention provides a parameter determination method and device for a brake disc in a vehicle, the vehicle and a storage medium, and the method comprises the steps that a plurality of design parameter sets of the brake disc in the vehicle are obtained, each design parameter set comprises at least one design parameter, and the design parameters are used for representing geometric structure characteristics of the brake disc; a simulation model of the vehicle and cooling coefficients under the multiple design parameter sets are determined, multiple cooling coefficients are obtained, the simulation model is used for simulating the cooling process of the brake disc in the movement process of the vehicle, and the cooling coefficients are used for representing the cooling performance of the brake disc; a target design parameter set of the brake disc is determined from the multiple design parameter sets through the multiple cooling coefficients, and the cooling performance of the vehicle under the target design parameter set is larger than the cooling performance of the vehicle under the design parameter sets except the target design parameter set in the multiple design parameter sets. The technical problem that the design parameters of the brake disc cannot be accurately determined is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle brake disc cooling, and more specifically, to a method, system, vehicle, and storage medium for determining the parameters of a brake disc in a vehicle. Background Technology

[0002] Currently, during vehicle braking, especially during high-speed continuous braking, the friction between the brake disc and brake pads generates a significant amount of heat. If this heat cannot be dissipated, it can lead to overheating of the brake disc, affecting braking performance and even causing brake failure. Brake disc cooling is crucial for preventing overheating, maintaining braking performance, extending service life, preventing brake fade, improving safety, and reducing maintenance costs.

[0003] In related technologies, the effects of these cooling schemes are usually simulated quickly using simulation methods. However, this method only performs steady-state coupled simulation of the thermal flow field of the whole vehicle under open road conditions to extract the convective heat transfer coefficient of the braking component surface. Then, it performs transient simulation of the brake disc and its surrounding components under the test conditions of brake disc thermal fade performance to obtain the temperature of the brake disc. This method is subject to the instability of the environment during vehicle operation and the error of the braking heat source, which makes it impossible for the simulation results to clearly reflect the peak temperature after each braking. Moreover, the simulation results deviate significantly from the test results, making it difficult to evaluate whether the performance meets the standards. Therefore, there is a technical problem that the design parameters of the brake disc in the vehicle cannot be accurately determined.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a method, system, vehicle, and storage medium for determining the parameters of a brake disc in a vehicle, to at least solve the technical problem of being unable to accurately determine the design parameters of a brake disc.

[0006] According to one aspect of the embodiments of this application, a method for determining the parameters of a brake disc in a vehicle is provided. The method may include: obtaining multiple sets of design parameters for the brake disc in the vehicle, wherein each set of design parameters includes at least one design parameter, which is used to characterize the geometric structural features of the brake disc; determining a simulation model of the vehicle and obtaining multiple cooling coefficients under the multiple sets of design parameters, wherein the simulation model is used to simulate the cooling process of the brake disc during the movement of the vehicle, and the cooling coefficients are used to characterize the cooling performance of the brake disc; and using the multiple cooling coefficients, determining a target set of design parameters for the brake disc from the multiple sets of design parameters, wherein the cooling performance of the vehicle under the target set of design parameters is greater than the cooling performance of the vehicle under the other sets of design parameters in the multiple sets of design parameters.

[0007] Furthermore, the simulation model of the vehicle is determined, and the cooling coefficients are determined under multiple design parameter groups, including: obtaining the test conditions; setting up the simulation model according to the test conditions and design parameter groups; testing the set simulation model to obtain test data, wherein the test data is used to characterize the cooling time of the brake disc during the cooling process; and determining the cooling coefficients based on the test data.

[0008] Further, based on the test data, the cooling coefficient is determined, including: obtaining a first initial temperature and a second initial temperature of the brake disc from the test conditions, wherein the second initial temperature is less than the first initial temperature; determining the first natural logarithmic value of the brake disc dropping from the first initial temperature to the ambient temperature, and the second natural logarithmic value of the brake disc dropping from the second initial temperature to the ambient temperature; determining the cooling time from the test data; determining the quotient between the second natural logarithmic value and the cooling time; and determining the cooling coefficient based on the quotient and the first natural logarithmic value.

[0009] Furthermore, the cooling coefficient is determined based on the quotient and the first natural logarithm value, including: converting the quotient using the first natural logarithm value to obtain the cooling coefficient.

[0010] Furthermore, the method may also include: determining the target vehicle model; retrieving the simulation model associated with the target vehicle model from the database.

[0011] Furthermore, the method also includes: determining the vehicle's radiation convection data; constructing a simulation model of the vehicle based on the radiation convection data; and storing the simulation model in a database.

[0012] Furthermore, by utilizing multiple cooling coefficients, the target design parameter set for the brake disc is determined from multiple design parameter sets, including: determining the design parameter set corresponding to the largest cooling coefficient among the multiple cooling coefficients as the target design parameter set.

[0013] According to another aspect of the embodiments of this application, a parameter determination device for a brake disc in a vehicle is also provided. The device may include: an acquisition unit for acquiring multiple sets of design parameters for the brake disc in the vehicle, wherein each set of design parameters includes at least one design parameter, which characterizes the geometric features of the brake disc; a first determination unit for determining a simulation model of the vehicle and obtaining multiple cooling coefficients under the multiple sets of design parameters, wherein the simulation model is used to simulate the cooling process of the brake disc during vehicle movement, and the cooling coefficients characterize the cooling performance of the brake disc; and a second determination unit for determining a target design parameter set for the brake disc from the multiple sets of design parameters using the multiple cooling coefficients, wherein the cooling performance of the vehicle under the target design parameter set is greater than the cooling performance of the vehicle under other design parameter sets in the multiple sets of design parameters.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment, multiple design parameter sets for the brake disc in a vehicle are obtained. Each design parameter set includes at least one design parameter, which characterizes the geometric features of the brake disc. A simulation model of the vehicle is determined, and cooling coefficients are obtained under each of the multiple design parameter sets. The simulation model simulates the cooling process of the brake disc during vehicle movement, and the cooling coefficients characterize the cooling performance of the brake disc. Using these multiple cooling coefficients, a target design parameter set for the brake disc is determined from the multiple design parameter sets. The cooling performance of the vehicle under the target design parameter set is greater than the cooling performance of the vehicle under other design parameter sets. In other words, by introducing cooling coefficients to simulate the cooling effect of various cooling schemes and evaluating the contribution of different design parameter sets to brake disc cooling, this application can quickly and effectively guide design and development to determine suitable design parameters. This achieves the technical effect of accurately determining the design parameters of the brake disc in a vehicle, thus solving the technical problem of not being able to accurately determine the design parameters of the brake disc. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a flowchart of a method for determining the parameters of a brake disc in a vehicle according to an embodiment of this application;

[0022] Figure 2 This is a flowchart of a simulation method for cooling an automotive brake disc according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram of a parameter determination device for a brake disc in a vehicle according to an embodiment of this application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] According to an embodiment of this application, a method embodiment for determining the parameters of a brake disc in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Currently, during vehicle braking, especially during high-speed continuous braking, the friction between the brake disc and brake pads generates a significant amount of heat. If this heat cannot be dissipated, it can lead to overheating of the brake disc, affecting braking performance and even causing brake failure. Brake disc cooling is crucial for preventing overheating, maintaining braking performance, extending service life, preventing heat fade, improving safety, and reducing maintenance costs. Automotive braking is a complex physical process. In a short time, the heat generated during emergency braking is primarily absorbed by the brake disc, and then transferred to the environment by the brake disc and surrounding components through conduction, radiation, and convection. This involves various operating conditions, such as conventional braking, high-speed continuous braking, and continuous downhill braking. Simulating these conditions in the early stages of development is extremely complex. Limited by the physical properties of brake disc materials, without significant breakthroughs in materials science, vehicle development and design cannot overcome the bottleneck of heat dissipation efficiency through heat conduction and radiation. Therefore, in vehicle development and design, improving brake disc cooling through hardware design (optimizing brake disc ventilation, wheel rim openings, optimizing mudguards, and adding active airflow devices) in the early stages of development is particularly important.

[0028] How to quickly simulate the effects of these cooling schemes using simulation methods? In related technologies, the simulation method is roughly as follows: a steady-state coupled simulation of the thermal flow field of the whole vehicle under open road conditions is performed to extract the convective heat transfer coefficient of the brake component surface. Then, a transient simulation of the brake disc thermal fade performance test condition is performed on the brake disc and its surrounding components to obtain the brake disc temperature. However, due to the instability of the environment during vehicle operation, errors in the brake heat source, and the complexity of simulating actual continuous braking conditions, comparing the brake disc temperature curves of the test and simulation, it is found that the simulation results cannot clearly reflect the peak temperature after each braking, and the deviation between the simulation and test results is large, making it difficult to evaluate whether the performance meets the standards. Therefore, there is a technical problem that the design parameters of the brake disc in the vehicle cannot be accurately determined.

[0029] To address the aforementioned issues, this embodiment proposes a brake disc cooling simulation method. This method introduces the concept of a cooling coefficient and uses Computer Aided Engineering (CAE) to simulate the cooling coefficients of various schemes, evaluating the efficiency of different design variables in brake disc cooling, thereby providing rapid and effective guidance for design and development.

[0030] This embodiment provides a method for determining the parameters of a brake disc in a vehicle. Figure 1 This is a flowchart illustrating a method for determining the parameters of a brake disc in a vehicle according to an embodiment of this application. Figure 1 As shown, the method may include the following steps:

[0031] Step S102: Obtain multiple design parameter sets for the brake disc in the vehicle, wherein each design parameter set includes at least one design parameter, which is used to characterize the geometric features of the brake disc.

[0032] In the technical solution provided in step S102 of this application, the design parameter group may include at least one design parameter. This design parameter can be a design variable, which can be used to characterize the geometric features of the brake disc, and can refer to various factors that can be changed when designing the brake disc cooling system. This design parameter may affect the cooling efficiency of the brake disc, and may include, but is not limited to, adjustments in material selection, shape design, size parameters, ventilation design, structural layout, etc.

[0033] Optionally, in simulation analysis, the aforementioned design variables can be changed individually or in combination to obtain a set of design parameters. Simulation tests can be conducted on multiple sets of design parameters separately to observe the impact of different sets on brake disc cooling. By determining the contribution of different design variables, designers can be guided to make optimization choices to achieve optimal cooling performance and design goals. For example, the simulation might compare the differences in the time required for the brake disc to reach the target temperature at different vehicle speeds and with different rim opening ratios, thereby determining the optimal ventilation design.

[0034] Optionally, a set of design parameters corresponding to the brake disc can be pre-constructed. One set of design parameters can represent one optimization scheme.

[0035] Step S104: Determine the vehicle simulation model and obtain multiple cooling coefficients under multiple design parameter groups. The simulation model is used to simulate the cooling process of the brake disc during the vehicle's movement, and the cooling coefficients are used to characterize the cooling performance of the brake disc.

[0036] In the technical solution provided in step S104 of this application, the simulation model can be a vehicle computational fluid dynamics (CFD) flow field and temperature field model, which can be pre-built based on the vehicle's structural parameters. It can be used to simulate the cooling process of the brake disc during vehicle movement, including the distribution of heat generated during braking on the surface of the brake disc, and how the brake disc dissipates heat into the environment through airflow (natural cooling) and special designs (such as ventilation holes, air guide devices, etc.). This simulation model can help engineers understand the changes in brake disc cooling efficiency under different design conditions, thereby guiding the optimization design and improving the performance of the automotive braking system.

[0037] Optionally, a vehicle simulation model can be invoked, and the simulation model can be set according to the design parameters to determine the cooling coefficient of the simulation model under the design parameter set, so as to obtain multiple cooling coefficients corresponding to multiple design parameter sets. This cooling coefficient can be represented by K and can be used as an evaluation index to characterize the cooling performance of the brake disc.

[0038] Optionally, the cooling coefficient K can be calculated using the formula; a higher K value indicates stronger cooling capacity. Based on empirical K values ​​calculated for different vehicle classes, the suitability of the cooling capacity can be determined.

[0039] Step S106: Using multiple cooling coefficients, determine the target design parameter set for the brake disc from multiple design parameter sets, wherein the cooling performance of the vehicle under the target design parameter set is greater than the cooling performance of the vehicle under the design parameter sets other than the target design parameter set in the multiple design parameter sets.

[0040] In the technical solution provided in step S106 of this application, after obtaining multiple cooling coefficients, the cooling capacity of the brake disc under the design parameter set can be determined using the cooling coefficients, so as to select the target design parameter set with the highest cooling capacity from multiple design parameter sets.

[0041] Through steps S102 to S106 above, multiple design parameter sets for the brake disc in the vehicle are obtained. Each design parameter set includes at least one design parameter, which characterizes the geometric features of the brake disc. A simulation model of the vehicle is determined, and cooling coefficients are obtained under each of the multiple design parameter sets. The simulation model is used to simulate the cooling process of the brake disc during vehicle movement, and the cooling coefficients characterize the cooling performance of the brake disc. Using these multiple cooling coefficients, a target design parameter set for the brake disc is determined from the multiple design parameter sets. The cooling performance of the vehicle under the target design parameter set is greater than the cooling performance of the vehicle under other design parameter sets. In other words, by introducing cooling coefficients to simulate the cooling effect of various cooling schemes and evaluating the contribution of different design parameter sets to brake disc cooling, this application can quickly and effectively guide design and development to determine suitable design parameters. This achieves the technical effect of accurately determining the design parameters of the brake disc in the vehicle, thus solving the technical problem of not being able to accurately determine the design parameters of the brake disc.

[0042] The above-mentioned method of this application will be further described below.

[0043] As an optional implementation, step S104, determining the cooling coefficient of the vehicle simulation model under multiple design parameter groups, includes: obtaining the test conditions; setting the simulation model according to the test conditions and design parameter groups; testing the set simulation model to obtain test data, wherein the test data is used to characterize the cooling time of the brake disc during the cooling process; and determining the cooling coefficient based on the test data.

[0044] In this embodiment, the aforementioned test condition can be a pre-built condition or a simulated condition, and may include, but is not limited to, conventional braking, high-speed continuous braking, and continuous downhill braking. The aforementioned test data can be used to characterize the cooling time of the brake disc during the cooling process, and may include the cooling time for the brake disc to cool to different temperatures. It should be noted that this is merely an example, and no specific limitations are placed on the type of test condition or the type of test data.

[0045] Optionally, a simulation model can be set up according to the test conditions and design parameter set. The set simulation model can then be tested to obtain test data. The test data can be converted to obtain the cooling coefficient. Based on the cooling coefficient, the cooling capacity of the brake disc under the current design parameter set can be determined.

[0046] For example, the calculation method and simulated working conditions are determined, and the concept of cooling coefficient is introduced. The corresponding test condition can be to set the initial temperature of the brake disc surface to 430 degrees Celsius (°C), select a vehicle speed of 150 kilometers per hour (kph), and continuously cool the brake disc to obtain the test data corresponding to the test condition. The test data is then converted to obtain the cooling coefficient.

[0047] Optionally, the specific conditions to be simulated in the simulation (i.e., the test condition) are determined. The test condition is defined as the cooling process of the brake disc under specific conditions. For example, the test condition could be: setting the initial brake disc temperature to 430°C and the vehicle speed to 150 kph. These conditions are set as baselines for comparing the effects of different cooling schemes. It should be noted that the test condition can be selected based on the vehicle type, brake disc model, etc., and no specific restrictions are placed on the test condition here.

[0048] Optionally, a CFD simulation model is established based on the defined operating conditions and design parameter set. The design parameter set may include, but is not limited to, brake disc ventilation design, wheel hub opening design, mudguard optimization, and active airflow device design, etc., which affect the cooling efficiency of the brake disc. The model settings include the definition of material thermal properties, the setting of boundary conditions (such as temperature, velocity, and pressure), and the motion simulation method (such as the MRF method) for rotating parts (such as tires and ventilation ribs in the brake disc).

[0049] Optionally, the testing phase involves running a pre-configured CFD simulation model to observe and record the temperature changes of the brake disc during the cooling process. For example, the time (Dt) required for the brake disc temperature to drop from 400°C to 100°C can be calculated. This time is obtained through simulation and reflects the cooling rate of the brake disc under a specific cooling scheme.

[0050] Optionally, the cooling coefficient K can be calculated based on the cooling time Dt obtained from the simulation, in order to quantify the cooling efficiency.

[0051] The above steps allow for a systematic evaluation of the impact of different cooling schemes on brake disc cooling performance. This guides the design optimization of the brake disc cooling system, ensuring improved brake disc thermal fade performance under various vehicle models and operating conditions, thereby enhancing the reliability and performance of the braking system. In practice, these steps may need to be repeated, testing different design variables and schemes until the most effective cooling strategy or a design that meets specific performance targets is found.

[0052] As an optional implementation, determining the cooling coefficient based on test data includes: obtaining a first initial temperature and a second initial temperature of the brake disc from the test conditions, wherein the second initial temperature is less than the first initial temperature; determining a first natural logarithmic value of the brake disc dropping from the first initial temperature to the ambient temperature, and a second natural logarithmic value of the brake disc dropping from the second initial temperature to the ambient temperature; determining the cooling time from the test data; determining the quotient between the second natural logarithmic value and the cooling time; and determining the cooling coefficient based on the quotient and the first natural logarithmic value.

[0053] In this embodiment, a first initial temperature and a second initial temperature can be determined from the test conditions. These first and second initial temperatures can be pre-set data points to be collected, such as 400℃ and 100℃, respectively. It should be noted that the values ​​of the first and second initial temperatures can be selected according to actual conditions. This is only an example, and no specific limitations are placed on the values ​​of the first and second initial temperatures.

[0054] Optionally, the calculation method and simulation conditions are determined, and the concept of cooling coefficient is introduced. The corresponding conditions are: the initial temperature of the brake disc is set to 430℃, the vehicle speed is selected as 150kph, and the brake disc is continuously cooled down. The time taken for the brake disc to cool from 400℃ to 100℃ during the cooling process is selected as the cooling time Dt, and the logarithmic slope K is obtained as the evaluation index. The cooling coefficient can be calculated using the following formula:

[0055] K=ln(T400-Tamb)-ln(T100-Tamb) / Dt / 1000

[0056] Tamb can be used to characterize ambient temperature. ln(T400-Tamb) can be used to characterize the first natural logarithm of the brake disc temperature dropping from a first initial temperature to ambient temperature. ln(T100-Tamb) can be used to characterize the second natural logarithm of the brake disc temperature dropping from a second initial temperature to ambient temperature.

[0057] Optionally, test data can be acquired to determine the time it takes for the brake disc to cool from different temperatures to ambient temperature, thereby calculating the first and second natural logarithmic values. The cooling time from the first initial temperature to the second initial temperature can also be determined. Using the first natural logarithmic value, the second natural logarithmic value, and the cooling time, the cooling coefficient can be calculated using the aforementioned formula.

[0058] Optionally, the value of the cooling coefficient K is calculated. The larger the value of K, the stronger the cooling capacity, which means that the brake disc temperature drops more significantly in the same cooling time.

[0059] As an optional implementation, determining the cooling coefficient based on the quotient and the first natural logarithm value includes: converting the quotient using the first natural logarithm value to obtain the cooling coefficient.

[0060] As an optional implementation, the method may further include: determining the target vehicle model; and retrieving a simulation model associated with the target vehicle model from a database.

[0061] In this embodiment, simulation models corresponding to different vehicle models can be pre-built and stored in a database. When testing the vehicle is required, the target vehicle model can be determined, and a simulation model associated with the target model can be selected from the database. This simulation model can then be used to determine the cooling capacity of the brake discs in the vehicle under the current test conditions.

[0062] Optionally, a simulation model is built and calculations are performed to establish a full-vehicle CFD simulation model and conduct transient calculations of the brake disc cooling temperature field under operating conditions. The initial brake disc surface temperature is set to 430℃, and the calculation stops when the monitored disc surface temperature drops to 50℃. The cooling result is judged; based on the calculation results, the time Dt taken for the disc surface temperature to drop from 400℃ to 100℃ is read, and the cooling coefficient K is calculated using the formula. The larger the K value, the stronger the cooling capacity. Based on empirical K values ​​calculated for different vehicle models, the cooling capacity is judged to be qualified. The cooling contribution of different optimization schemes is calculated, and the calculation is iteratively performed until the K value meets the standard.

[0063] As an optional implementation, the method may further include: determining the vehicle's radiation convection data; constructing a simulation model of the vehicle based on the radiation convection data; and storing the simulation model in a database.

[0064] In this embodiment, a CFD flow field and temperature field model of the entire vehicle is constructed. Additional material thermal properties are established for the brake disc, brake pads, wheel hub, caliper, and other accessories made of the same material. The influence of heat conduction between components is considered. The rotation of the characteristic areas outside the wheel hub and the ventilation rib areas inside the brake disc is simulated using the Multiple Reference Frames (MRF) method, while the tire's rotation is simulated using wall tangential velocity. Radiation and convection effects are considered together with the entire vehicle model. Based on the steady-state calculation model of the vehicle's CFD flow field and temperature field, the initial cooling temperature of the brake disc is set to 430℃, and the subsequent cooling process is calculated transiently using this boundary condition.

[0065] Optionally, this method provides stable calculation results and has a short computation time; it can establish a database of cooling experience coefficients for different vehicle models through extensive calculations, which can then serve as indicators to guide the development of subsequent models; for vehicles under development, it can quickly evaluate the impact and contribution of different design variables on the brake disc cooling effect, propose improvement schemes, and guide project development and decision-making.

[0066] Optionally, radiative-convective data refers to information on energy exchange caused by thermal radiation and convective heat transfer in a vehicle and its braking system. Thermal radiation refers to the emission of heat energy from an object in the form of electromagnetic waves, while convective heat transfer refers to the process by which a fluid (gas or liquid) carries away or brings heat when it comes into contact with a solid surface. In the technical disclosure document, considering the construction of a whole vehicle CFD model, this step may involve collecting and organizing thermal radiation and convective heat transfer data related to the brake disc and its surrounding environment. For example, collecting the surface emissivity (radiative characteristics) of components such as brake discs, brake pads, wheel hubs, and calipers; the natural convective heat transfer coefficients between components under environmental conditions (such as air temperature and humidity); and the convective heat transfer enhancement effect of any active cooling system (such as an air duct).

[0067] The above data is crucial for accurately simulating the heat exchange behavior of brake discs during vehicle operation, as it directly affects how heat is dissipated from the brake disc surface into the environment.

[0068] Optionally, once the radiation and convection data are collected, the next step is to use this data to construct a CFD flow and temperature field model. This means inputting all relevant information (including but not limited to the initial temperature of the brake disc, ambient temperature, vehicle speed, thermal radiation, and convective heat transfer coefficients) into the simulation software to create a virtual environment that reflects the thermal behavior of a real vehicle braking system. The model will pay particular attention to simulating the heat exchange between the brake disc and the environment through radiation and convection under high-speed, high-temperature conditions, and how this heat exchange affects the cooling rate of the brake disc. After the model is built, it will be archived to a database.

[0069] Optionally, radiation current data of different types of vehicles can be collected in advance. Based on the radiation current data, a simulation model of the vehicle can be built. The simulation model can be stored in a database so that it can be retrieved from the database during testing.

[0070] As an optional implementation, the target design parameter set of the brake disc is determined from multiple design parameter sets using multiple cooling coefficients, including: determining the design parameter set corresponding to the largest cooling coefficient among the multiple cooling coefficients as the target design parameter set.

[0071] In this embodiment, the larger the cooling coefficient, the better the cooling effect of the brake disc under the design parameter set. Therefore, the design parameter set corresponding to the largest cooling coefficient among multiple cooling coefficients can be determined as the target design parameter set.

[0072] Optionally, the cooling result is determined by reading the cooling time Dt required for the brake disc surface temperature to drop from 400℃ to 100℃ based on the calculation results. The cooling coefficient K is then calculated using the formula; a higher K value indicates stronger cooling capacity. Based on empirical K values ​​calculated for different vehicle models, the suitability of the cooling capacity is determined. Therefore, after obtaining the cooling coefficients corresponding to multiple design parameter sets, the design parameter set corresponding to the highest cooling coefficient among these sets can be determined as the target design parameter set. Under this target design parameter set, the brake disc cooling effect is optimal.

[0073] Figure 2 This is a flowchart of a simulation method for cooling an automotive brake disc according to an embodiment of this application, such as... Figure 2 As shown, the method may include the following steps:

[0074] Step S202: Determine the calculation method and operating conditions for brake disc cooling.

[0075] In this embodiment, the calculation method and simulation conditions can be determined, and a cooling coefficient is introduced. The corresponding working condition is to set the initial temperature of the brake disc surface to 430°C, select a vehicle speed of 150 kph, and perform continuous cooling of the brake disc. The time taken for the brake disc to cool from 400°C to 100°C during the cooling process is selected as the cooling time Dt, and the logarithmic slope K is calculated as the evaluation index: K = ln(T400-Tamb)-ln(T150-Tamb) / Dt / 1000.

[0076] Step S204: Construction and calculation of the CFD model for the cooling of the vehicle brake disc.

[0077] In this embodiment, a CFD flow field and temperature field model of the entire vehicle is constructed. Additional material thermal properties are established for the brake disc, brake pads, wheel hub, caliper, and other accessories made of the same material. The influence of heat conduction between components is considered. The rotation of the characteristic area outside the wheel hub and the ventilation rib area inside the brake disc is simulated using the MRF method, while the rotation of the tire is simulated using wall tangential velocity. Radiation and convection effects are considered together with the entire vehicle model. Based on the steady-state calculation model of the vehicle's CFD flow field and temperature field, the initial cooling temperature of the brake disc is set to 430℃, and the subsequent cooling process is calculated transiently using this boundary condition.

[0078] Step S206: Calculate the brake disc cooling coefficient.

[0079] In this embodiment, the cooling coefficient is calculated using a cooling coefficient formula to determine whether the cooling coefficient of the target vehicle model meets the standard. (The target reference value for the cooling coefficient is calculated from similar models that have already been developed).

[0080] Step S208: Determine whether the result is satisfactory.

[0081] In this embodiment, in addition to determining the design parameter set corresponding to the largest cooling coefficient from multiple cooling coefficients as the target design parameter set, a target cooling coefficient that the cooling coefficient needs to meet can also be set. In response to the cooling coefficient meeting the target cooling coefficient, the design parameter set that meets the target cooling coefficient is determined as the target design parameter set.

[0082] Optionally, determine whether the cooling coefficient meets the target cooling coefficient. If it does, proceed to step S210. If it does not, repeat steps S204 to S206 to calculate the cooling contribution of different optimization schemes and iterate until the target is met.

[0083] Step S210: Output the result.

[0084] In this embodiment, multiple design parameter sets for the brake disc in a vehicle are obtained. Each design parameter set includes at least one design parameter, which characterizes the geometric features of the brake disc. A simulation model of the vehicle is determined, and cooling coefficients are obtained under each of the multiple design parameter sets. The simulation model simulates the cooling process of the brake disc during vehicle movement, and the cooling coefficients characterize the cooling performance of the brake disc. Using these multiple cooling coefficients, a target design parameter set for the brake disc is determined from the multiple design parameter sets. The cooling performance of the vehicle under the target design parameter set is greater than the cooling performance of the vehicle under other design parameter sets. In other words, by introducing cooling coefficients to simulate the cooling effect of various cooling schemes and evaluating the contribution of different design parameter sets to brake disc cooling, this application can quickly and effectively guide design and development to determine suitable design parameters. This achieves the technical effect of accurately determining the design parameters of the brake disc in a vehicle, thus solving the technical problem of not being able to accurately determine the design parameters of the brake disc.

[0085] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0086] According to an embodiment of this application, a parameter determination device for a brake disc in a vehicle is provided. It should be noted that this device can be used to execute the above-described parameter determination method for a brake disc in a vehicle.

[0087] Figure 3 This is a schematic diagram of a parameter determination device for a brake disc in a vehicle according to an embodiment of this application. Figure 3 As shown, the parameter determination device for the brake disc in the vehicle may include: an acquisition unit 302, a first determination unit 304, and a second determination unit 306.

[0088] The acquisition unit 302 is used to acquire multiple design parameter groups of the brake disc in the vehicle, wherein the design parameter group includes at least one design parameter, which is used to characterize the geometric structural features of the brake disc.

[0089] The first determining unit 304 is used to determine the simulation model of the vehicle and obtain multiple cooling coefficients under multiple design parameter groups. The simulation model is used to simulate the cooling process of the brake disc during the movement of the vehicle, and the cooling coefficient is used to characterize the cooling performance of the brake disc.

[0090] The second determining unit 306 is used to determine the target design parameter set of the brake disc from multiple design parameter sets using multiple cooling coefficients, wherein the cooling performance of the vehicle under the target design parameter set is greater than the cooling performance of the vehicle under design parameter sets other than the target design parameter set in the multiple design parameter sets.

[0091] Furthermore, the first determining unit 304 may include: an acquisition module for acquiring the test condition; setting a simulation model according to the test condition and the design parameter group; a testing module for testing the set simulation model to obtain test data, wherein the test data is used to characterize the cooling time of the brake disc during the cooling process; and a determining module for determining the cooling coefficient based on the test data.

[0092] Further, the determining module may include: an acquisition submodule, used to acquire a first initial temperature and a second initial temperature of the brake disc from the test condition, wherein the second initial temperature is less than the first initial temperature; a first determining submodule, used to determine a first natural logarithmic value of the brake disc dropping from the first initial temperature to the ambient temperature, and a second natural logarithmic value of the brake disc dropping from the second initial temperature to the ambient temperature; a second determining submodule, used to determine the cooling time from the test data; a third determining submodule, used to determine the quotient between the second natural logarithmic value and the cooling time; and a fourth determining submodule, used to determine the cooling coefficient based on the quotient and the first natural logarithmic value.

[0093] Furthermore, the fourth determining submodule is used to convert the quotient using the first natural logarithmic value to obtain the cooling coefficient.

[0094] Furthermore, the device may also include: a fourth determining unit, used to determine the target vehicle model; and to retrieve the simulation model associated with the target vehicle model from the database.

[0095] Furthermore, the device may also include: a fifth determining unit for determining the radiation convection data of the vehicle; a building unit for building a simulation model of the vehicle based on the radiation convection data; and a storage unit for storing the simulation model in a database.

[0096] Furthermore, the second determining unit 306 may include: a determining module, used to determine the design parameter set corresponding to the largest cooling coefficient among multiple cooling coefficients as the target design parameter set.

[0097] In the vehicle brake disc parameter determination device of this embodiment, an acquisition unit acquires multiple design parameter sets of the vehicle brake disc, wherein each design parameter set includes at least one design parameter used to characterize the geometric structural features of the brake disc; a first determination unit determines the cooling coefficients of the vehicle simulation model under the multiple design parameter sets, thereby obtaining multiple cooling coefficients, wherein the simulation model is used to simulate the cooling process of the brake disc during vehicle movement, and the cooling coefficients are used to characterize the cooling performance of the brake disc; a second determination unit uses the multiple cooling coefficients to determine the target design parameter set of the brake disc from the multiple design parameter sets, wherein the cooling performance of the vehicle under the target design parameter set is greater than the cooling performance of the vehicle under the design parameter sets other than the target design parameter set, thereby achieving the technical effect of accurately determining the design parameters of the vehicle brake disc, and thus solving the technical problem of being unable to accurately determine the design parameters of the brake disc.

[0098] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0099] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0100] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0101] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0102] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0103] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0104] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection of units or modules may be electrical or other forms.

[0105] The units described as separate components may or may not be physically separate. Similarly, the components shown as units may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0106] Furthermore, the functional units in the various embodiments of this application 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.

[0107] 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 technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0108] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method of determining parameters of a brake disc in a vehicle, characterized in that, The method comprises: obtaining a plurality of design parameter groups of a brake disc in a vehicle, wherein the design parameter group comprises at least one design parameter for characterizing a geometric feature of the brake disc; determining a cooling coefficient of a simulation model of the vehicle under a plurality of the design parameter groups, to obtain a plurality of cooling coefficients, wherein the simulation model is used to simulate a cooling process of the brake disc during movement of the vehicle, and the cooling coefficient is used to characterize the cooling performance of the brake disc; determining a target design parameter group of the brake disc from the plurality of design parameter groups by using the plurality of cooling coefficients, wherein the cooling performance of the vehicle under the target design parameter group is greater than the cooling performance of the vehicle under the design parameter groups other than the target design parameter group in the plurality of design parameter groups.

2. The method of claim 1, wherein, The determination of the cooling coefficient of the simulation model of the vehicle under a plurality of the design parameter groups comprises: obtaining a test working condition; setting the simulation model according to the test working condition and the design parameter group; testing the set simulation model to obtain test data, wherein the test data is used to characterize the cooling time of the brake disc during the cooling process; determining the cooling coefficient based on the test data.

3. The method of claim 2, wherein, The determination of the cooling coefficient based on the test data comprises: obtaining a first initial temperature and a second initial temperature of the brake disc from the test working condition, wherein the second initial temperature is less than the first initial temperature; determining a first natural logarithm value of the brake disc from the first initial temperature to an ambient temperature, and a second natural logarithm value of the brake disc from the second initial temperature to the ambient temperature; determining the cooling time from the test data; determining a quotient between the second natural logarithm value and the cooling time; determining the cooling coefficient based on the quotient and the first natural logarithm value.

4. The method of claim 3, wherein, The determination of the cooling coefficient based on the quotient and the first natural logarithm value comprises: converting the quotient by using the first natural logarithm value to obtain the cooling coefficient.

5. The method of claim 1, wherein, The method further comprises: determining a target vehicle model of the vehicle; calling the simulation model associated with the target vehicle model from a database.

6. The method of claim 5, wherein, The method further comprises: determining radiation convection data of the vehicle; constructing the simulation model of the vehicle based on the radiation convection data; storing the simulation model into the database.

7. The method of claim 1, wherein, The determination of the target design parameter group of the brake disc from the plurality of design parameter groups by using the plurality of cooling coefficients comprises: determining the design parameter group corresponding to the maximum cooling coefficient in the plurality of cooling coefficients as the target design parameter group.

8. A parameter determining device for a brake disc in a vehicle, characterized in that The method comprises: an obtaining unit is configured to obtain a plurality of design parameter groups of a brake disc in a vehicle, wherein the design parameter group comprises at least one design parameter for characterizing a geometric feature of the brake disc; The first determining unit is configured to determine cooling coefficients of a simulation model of the vehicle under a plurality of design parameter groups, to obtain a plurality of cooling coefficients, wherein the simulation model is configured to simulate a cooling process of the brake disc during a movement of the vehicle, and the cooling coefficients are configured to represent cooling performance of the brake disc. The second determining unit is configured to determine a target design parameter group of the brake disc from the plurality of design parameter groups by using the plurality of cooling coefficients, wherein the cooling performance of the vehicle under the target design parameter group is greater than the cooling performance of the vehicle under the design parameter groups other than the target design parameter group among the plurality of design parameter groups.

9. A vehicle characterized by comprising: The computer readable storage medium comprises a stored executable program, wherein the executable program, when executed, controls a device where the storage medium is located to perform the method in any one of claims 1 to 7. The computer readable storage medium comprises a stored executable program, wherein the executable program, when executed, controls a device where the storage medium is located to perform the method in any one of claims 1 to 7. ​ 10. A computer-readable storage medium, characterized in that, ​

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