车辆通风式制动盘内部通道对流换热研究综述

李杰; 陶龙; 顾佳玲; 陈诚; 陈颖

doi:10.19818/j.cnki.1671-1637.2022.02.002

车辆通风式制动盘内部通道对流换热研究综述

doi: 10.19818/j.cnki.1671-1637.2022.02.002

北京建筑大学机电与车辆工程学院，北京 102600

基金项目:

国家自然科学基金项目 51675494

北京建筑大学金字塔人才培养工程 JDJQ20200308

详细信息

作者简介:
李杰(1977-)，男，黑龙江齐齐哈尔人，北京建筑大学教授，工学博士，从事车辆传动技术、高能摩擦与制动、智能仿生结构设计研究

中图分类号: U270.11
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出版历程
- 收稿日期: 2021-11-21
- 刊出日期: 2022-04-25

Review on convective heat transfer in internal channel of ventilated brake disc of vehicle

School of Mechanical-Electronic and Vehicle Engineering, Beijing University of Civil Engineering and Architecture, Beijing 102600, China

Funds:

National Natural Science Foundation of China 51675494

Pyramid Talent Training Project of Beijing University of Civil Engineering and Architecture JDJQ20200308

More Information

Author Bio:
LI Jie(1977-), male, professor, PhD, lijie1@bucea.edu.cn

摘要

摘要: 总结了通风式制动盘内部通道对流换热的研究成果，从内部通道的质量流量、对流换热系数和有效散热表面积三方面，分析了不同结构设计对制动盘内部通道换热的影响；从解析法、数值分析法和试验测试法三方面，综述了国内外在对流换热分析和检测方法的研究概况。研究结果表明：在径向叶片制动盘通道内，主要存在2种流动方式，由紧邻叶片吸力侧气流分离引起的回流和在径向通道内部旋转的二次流，抑制回流区的形成可以提高泵送空气质量流量，使通道内的温度分布更加均匀，二次流将促进通道间的空气混合流动和湍流的发展，加强局部剪切应力，改善制动盘散热性能；综合应用射流冲击强化方式(多束流、旋流和多方向射流等)、高孔隙率和类柱状结构优化设计也能够改变流体在通道中的流动状态，这些措施都会使得通道内流体扰动增大，热边界层变薄，壁面附近的速度梯度增大，有效提高了制动盘的对流换热系数，增强了散热能力；采用解析法和数值分析法得到的结果具有很强的理论参考价值，而采用试验测试法所获得的结果更加接近制动盘实际内部温度和气体流速的变化，因此，若能将三者无缝结合，实现优势互补，则最具有科学研究价值；在对高速车辆制动盘结构进行优化设计时，为了获得最大的散热效率，往往忽略了通道内摩擦压降和流动阻力，因此，如何平衡散热与摩擦压降、流动阻力之间的关系，还需进一步深入探索与研究。
- 车辆工程 /
- 制动盘 /
- 对流换热 /
- 质量流量 /
- 回流区 /
- 二次流 /
- 摩擦压降
Abstract: The research results of convective heat transfer in the internal channel of ventilated brake disc were summarized, and the influences of different structural designs on the heat transfer were analyzed from three aspects: mass flow, convective heat transfer coefficient and effective heat dissipation surface area. The analysis and detection methods of the convective heat transfer were reviewed at home and abroad from three aspects: analytical method, numerical analysis method and experimental test method. Research results show that there are two main flow modes in the channel of radial blade brake disc: the backflow caused by the airflow separation adjacent to the suction side of the blade and the secondary flow rotating in the radial channel. Restraining the formation of the backflow zone can increase the mass flow rate of the pumping air and make the temperature distribution in the channel more uniform. The secondary flow promotes the development of air mixed flow and turbulence between the channels, strengthens the local shear stress and improves the heat dissipation performance of the brake disc. In addition, the comprehensive application of jet impingement strengthening methods (multi-beam, swirl and multi-directional jets, etc.), high porosity and columnar-like structure optimization design can also change the flow state of the fluid in the channel. These measures increase the fluid disturbance in the channel, thin the thermal boundary layer and increase the velocity gradient near the wall, which effectively improve the convective heat transfer coefficient of the brake disc and enhance the heat dissipation capacity. The results obtained by the analytical method and numerical analysis method have strong theoretical reference, but the results obtained by the experimental test method are closer to the changes of the actual internal temperature and air flow rate of the brake disc. Therefore, if the three methods can be seamlessly combined to achieve complementary advantages, it will have the most scientific research value. Besides, in order to obtain the maximum heat dissipation efficiency, the friction pressure drop and flow resistance in the channel are often ignored in optimizing the brake disc structure of high-speed vehicle. Therefore, how to balance the relationship among heat dissipation, frictional pressure-drop and flow resistance needs further exploration and research. 3 tabs, 12 figs, 116 refs.
- vehicle engineering /
- brake disc /
- convective heat transfer /
- mass flow /
- recirculation zone /
- secondary flow /
- friction pressure drop

HTML全文

图 1 通风式制动盘结构

Figure 1. Structures of ventilated brake disc

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图 2 流入角β的形成

Figure 2. Formation of inflow angle β

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图 3 叶片数量对空气质量流量和传热速率的影响

Figure 3. Effects of number of blades on air mass flow and heat transfer rate

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图 4 空气质量流量随转速的变化

Figure 4. Variation of air mass flow rate with rotational speed

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图 5 不同出口角度的制动盘

Figure 5. Brake discs with different exit angles

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图 6 仿真结果与经验预测结果比较

Figure 6. Comparison between simulation results and empirical prediction results

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图 7 制动盘摩擦表面上热电偶的位置

Figure 7. Positions of thermocouples on friction surface of brake disc

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图 8 热电偶测试系统

Figure 8. Thermocouple test system

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图 9 使用烟雾发生器的流动模式

Figure 9. Flow pattern using smoke generator

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图 10 PIV装置

Figure 10. PIV device

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图 11 PIV系统的试验台

Figure 11. PIV testbed

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图 12 热线风速仪结构

Figure 12. Structure of hot wire anemometer

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表 1 不同类型制动盘通过的质量流量

Table 1. Mass flows through different types of brake discs

制动盘类型	直径向叶片	向后弯曲叶片	径向弯曲叶片	向前弯曲叶片
质量流量/(g·s^-1)	39	37	40	41

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表 2 制动盘对流传热系数方程

Table 2. Equations of convective heat transfer coefficient of brake disc

文献	研究对象	关联式	参数范围
[1]	制动系统	Nu∝Re^0.8	Re≤1.0×10⁶
[7]	通风气流	h_ch=h₀+C₁u_r^0.8
[27]	通风气流	Nu=0.045Re^0.8(D/2)^0.2[1+6.6(D/2)^0.8]
[31]	叶片角度	Nu=0.533 9(ωD²/4v)^{0.509 4}	30°倾斜叶片层流
[31]	叶片角度	Nu=0.013 9(ωD²/4v)^{0.817 2}	30°倾斜叶片湍流
[50]	X晶格	Nu=CReⁿ	C=0.092 7，n=0.0580 6，SRV
[50]	X晶格	Nu=CReⁿ	C=0.461 9，n=0.652 6，X晶格
[62]	内侧和外侧	Nu=0.043 6Re^0.8	Re=UD/v
[63]	空气横流	$N u=0.06\left[2 R e^{2}+4\left({Re}_{\mathrm{t}} \frac{R_{\mathrm{R}}}{R_{0}}\right)^{2}\right]^{1 / 3}$	Re_w=ωR₀²/v Re_t=U_sR₀/v
[64]	奈升华传热传质	Nu=0.667Re_w^0.814 Nu_r=0.709Nu(r/R₀)^－0.38	Re_w=ωR₀²/v
[65]	奈升华传热传质	Nu=0.667Re_w^{0.793 1}r_a^{－0.220 8}Pr^0.4	2 753≤Re_w≤24 155 0.684≤r_a≤0.909
[66]	叶片	h=1.86(RePr)^1/3(d_h/l)^0.33(λ/d_h)	Re≤1.0×10⁴
[66]	叶片	Nu=0.023[1+(d_h/l)^0.67]Re^0.8Pr^0.33	Re＞1.0×10⁴
[67]	旋转圆盘	Nu=0.335Re^0.5	1.0×10⁵≤Re≤2.0×10⁵
[68]	光滑对流	Nu=0.024[1+(d_h/l)^2/3]Re^0.786Pr^0.45	Re＞2 350
[69]	径向叶片	Nu=A+BRe^0.8Pr^0.4
注：Re_t为横流雷诺数；R_R为滚动半径；Nu_r为局部努塞尔数；U_s为横流速度；v为运动黏度；r为小轮半径；C、n为经验常数；其他变量在文中有解释。

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表 3 制动盘数值分析方法

Table 3. Numerical analysis methods of brake disc

文献	湍流模型	数值仿真条件	研究类型	研究目的
[1]	RNG k-ε	环境温度为26 ℃，列车最高运行速度为160 km·h^-1	制动盘和垫片	描述制动盘内部温度分布
[4]	RNG k-ε	环境温度为20 ℃，制动盘表面温度为500 ℃，列车行驶速度为140 km·h^-1	整车制动系统	制动系统的总传热计算
[5]	k-ε	环境温度为25℃，车辆行驶速度为300 km·h^-1	径向叶片	温度和热应力分析
[6]	k-ε	环境温度为30 ℃，考虑辐射额，发射率为0.55，漫反射率为1	径向叶片	分析通过制动盘的气流，计算传热系数
[15]	SST k-ω	环境温度为300 K，压力为1 atm，制动盘表面温度为900 K	径向叶片和立柱类	分析不同速度下通道的换热系数和换热速率
[28]	k-ε	环境温度为300 K，制动盘表面温度为800 K，制动盘转速为60 rad·s^-1	长短叶片	优化叶片形状
[29]	Standard k-ε	制动盘转速为44 rad·s^-1，制动盘表面温度为900 K	径向叶片	计算传热速率
[45]	SST k-ω	无量纲壁面距离小于1，进口角度为37.5°	叶片凸起	分析了不同形状凸起对压气机流场细节及损失特性的影响
[45]	γ-θ	无量纲壁面距离小于1，进口角度为37.5°	叶片凸起	分析了不同形状凸起对压气机流场细节及损失特性的影响
[46]	SST k-ω	环境温度为300 K，无量纲壁面距离小于2，6 100＜Re＜13 800	凸肋通道	分析导流装置对传热和流动性能的影响
[47]	k-ε	环境温度为20 ℃，制动盘表面温度为100 ℃，2.8×10⁴≤Re_w≤2.2×10⁵	径向叶片	分析经过径向叶片的气流和对流冷却
[48]	Standard k-ε	制动盘表面温度为800 K，制动盘转速范围为500~2 000 r·min^-1	立柱	分析几何形状对内部流场特性影响
[53]	k-ε	环境温度为20 ℃，制动盘表面温度为150 ℃, Re＞2.0×10⁵	径向叶片	获得平均对流传热系数
[74]	SST k-ω	无量纲壁面距离小于1，空气流速范围为2.7~12.6 m·s^-1	X晶格	研究X晶格对流传热
[81]	Standard k-ε	制动盘表面温度为600 K	径向叶片	找到合适的湍流模型预测制动盘内部和周围的流场温度
	SST k-ω
	Spalart-Allmaras
[82]	RNG k-ε	制动盘表面温度为600 ℃	旋转车轮和通风制动盘	对整车瞬态温度场和流场进行研究
[83]	Standard k-ε	制动盘转速为750 r·min^-1	立柱和钻孔	预测排气的质量流量和内部通道传热系数

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