车轮空气减阻及其轮内传热
|
摘要
利用空气动力学理论,开展车轮辐板孔型、结构等方面设计分析,在轻量化的基础上,实现各种状况的风阻最小化,并兼顾空气热流动力过程的制动器冷却效应;通过CFD分析车轮辐板孔型、结构与空气动力学阻力及车轮的轮内散热的关系,为车轮辐板孔型、结构的方面的设计提供理论依据。
首先在数值分析方面,针对旋转状态的车轮及其内部制动盘建立空气动力学和传热学的耦合数值模型并对其进行数学分析。建立并完善车轮动态仿真数学模型,其中包括:计算域确定、迎风面积的表示形式、滑动网格采用多体网格共存的网格模型实现网格的旋转滑移、动态仿真运算过程中采用非稳态运算并设置较小的迭代时间间隔的收敛准则。
在不同轮辋结构形式的CFD数值分析方面,开展孔形、孔数等方面的探索研究。利用建立的仿真模型探索轮辋的结构形式与制动装置共同作用下的车轮气动减阻规律,建立较全面的车轮气动减阻的研究方法、分析策略、评价手段。并在空气动力学分析的基础上,考虑不同轮辋结构形式对制动盘散热效果的影响的特性规律。并将二者的分析结合,获得兼顾车轮气动减阻和对制动盘散热特性影响的轮辋结构形式设计规律,为钢制车轮的设计及改进提供参考依据。
Research was carried out about the holes pass and structure of wheel spoke by aerodynamic theory. Based on the lightweight and conditions in a variety of conditions, the object of making the drag coefficient to minimize was implemented and the heat flow in the cooling effect of air was took into account. Theoretical basis of the holes pass and structure of wheel spoke was provided through the analysis of the relationship between aerodynamic drag reduction of wheel and heat transfer in it.
In this thesis, numerical models coupled heat transfer and aerodynamics was analyzed by mathematical method for the independently rotating wheels and the brake disc in it. The perfect simulation model of dynamic wheels were founded,including: computational domain was defined,the form of frontal area,moving mesh with various body grid coexistence was adopted,convergence criterion with unsteady operation and small time step sizes was adopted in the dynamic simulation.
In this thesis, the improvement was brought forward on models:
①The parameters of actual use of wheels and brake disc was adopted to be the original parameters,the purposes is that making the selected wheel be representation and the model be consistent with the actual situation.
②The program of moving mesh was adopted,computational domain was divided into several different domain,the interface was adopted t between different domain to ensure the data to change.
③Processing of local details to the mesh and wheel deformation were adopted to the domain between wheel and ground,processing of local details to the mesh was adopted to the question of grid singularity in the holes of wheel spokes.
④In order to realizing the condition of rotating wheels,the motion type of wheel was set up to the type of moving mesh.
⑤In the process of numerical simulation,combined with the actual situation of rotating wheels ,convergence criterion with unsteady operation and small time step sizes was adopted in the dynamic simulation to get the accurate results of the aerodynamic drag coefficient.
In this thesis, aerodynamic drag characteristics and flow field was acquired by the analyzing the different shell form of independent wheels.
①Drag coefficient of wheels without holes is higher than that of cylinder-shaped wheels by the effect of rim structure. The main structure of the regional impact is the internal structure of the wheel cavity.
②In the premise of a fixed diameter hole,the way of moderate increase in the number of openings can reduce the aerodynamic drag coefficient. In the premise of a fixed number hole,the way of moderate increase in the opening aperture can reduce the aerodynamic drag coefficient.
③In the premise of a fixed total opening area,the way of change in the number of openings can not have a larger influence of the aerodynamic drag coefficient.
④In the premise of a fixed single hole of the opening area,aerodynamic drag coefficient of different opening form can be decreased with increasing the number of openings. But,in the premise of the same number of holes,aerodynamic drag coefficient can be decreased with increasing the number of openings due to the degrees of difference by opening form.
The results show that: In a separate case wheels, the way of holes in wheel spokes can reduce the aerodynamic drag coefficient. The larger the openings, the better the effect of aerodynamic drag reduction. In the premise of a fixed total opening area,the way of change in the number of openings can not have a larger influence of the aerodynamic drag coefficient. The way of opening form changed can reduce the aerodynamic drag coefficient.
The law of coupled aerodynamic characteristics and cooling characteristics was acquired by the analyzing the different shell form of independent wheels with brake.
①The difference of surface static pressure distribution in the internal rim by the not opening wheel having a brake mainly comes from the domain of rim back side of gas to flow direction. The flow inside the rim area was divided into two different regions, one is the region surrounded with brake disc and wheel spokes, another is the region surrounded with brake disc and wheel rims. The former, flow disturbance within the region is not very strong by no holes in wheel spokes, the later, flow into the wheel rim does not form a strong vortex by with the brake.
②When the opening form is hole, the law of coupled aerodynamic characteristics and cooling characteristics is different due to the region surrounded with brake disc and wheel spokes. When the flow field for the wide range of flow irregular disturbances is the main disturbance, aerodynamic characteristics and cooling characteristics show the same growth characteristics with less. When the flow field for airflow around the axis of rotation disturbances is the main disturbance, cooling characteristics of brake disc and the opening of the aperture only show the same growth characteristics with less, cooling characteristics of brake and aerodynamic characteristics are not necessarily linked.
③In the premise of a fixed total opening area,coupled aerodynamic characteristics and cooling characteristics can not have significant changes with increasing the number of openings. The reason of flow field disturbance is the interaction of opening’s irregular disturbance and disturbance around the axis of rotation, opening’s irregular disturbance have no large extent affect.
④In the premise of a fixed single hole of the opening area,aerodynamic drag coefficient of different opening form can be decreased with increasing the number of openings. But, rate of increase aerodynamic drag coefficient is not significant, the main reason is that affected by opening the flow area becomes very small due to having brake disc. The greater the irregular degree of the opening, the worse the cooling degree of brake disc. In order to ensure better heat dissipation, the inerratic holes form should be adopted as much as possible.
The results show that: In a separate case wheels with brake disc, the way of holes in wheel spokes can not reduce the aerodynamic drag coefficient. The effect of heat dissipation can be increased with increasing the number of openings. In the premise of a fixed total opening area, the number of openings can not affect aerodynamic drag characteristics and the cooling effect of the brake disc. The way of different opening form can not reduce the aerodynamic drag coefficient, but the way of increasing the number of openings can increase heat dissipation.
首先在数值分析方面,针对旋转状态的车轮及其内部制动盘建立空气动力学和传热学的耦合数值模型并对其进行数学分析。建立并完善车轮动态仿真数学模型,其中包括:计算域确定、迎风面积的表示形式、滑动网格采用多体网格共存的网格模型实现网格的旋转滑移、动态仿真运算过程中采用非稳态运算并设置较小的迭代时间间隔的收敛准则。
在不同轮辋结构形式的CFD数值分析方面,开展孔形、孔数等方面的探索研究。利用建立的仿真模型探索轮辋的结构形式与制动装置共同作用下的车轮气动减阻规律,建立较全面的车轮气动减阻的研究方法、分析策略、评价手段。并在空气动力学分析的基础上,考虑不同轮辋结构形式对制动盘散热效果的影响的特性规律。并将二者的分析结合,获得兼顾车轮气动减阻和对制动盘散热特性影响的轮辋结构形式设计规律,为钢制车轮的设计及改进提供参考依据。
Research was carried out about the holes pass and structure of wheel spoke by aerodynamic theory. Based on the lightweight and conditions in a variety of conditions, the object of making the drag coefficient to minimize was implemented and the heat flow in the cooling effect of air was took into account. Theoretical basis of the holes pass and structure of wheel spoke was provided through the analysis of the relationship between aerodynamic drag reduction of wheel and heat transfer in it.
In this thesis, numerical models coupled heat transfer and aerodynamics was analyzed by mathematical method for the independently rotating wheels and the brake disc in it. The perfect simulation model of dynamic wheels were founded,including: computational domain was defined,the form of frontal area,moving mesh with various body grid coexistence was adopted,convergence criterion with unsteady operation and small time step sizes was adopted in the dynamic simulation.
In this thesis, the improvement was brought forward on models:
①The parameters of actual use of wheels and brake disc was adopted to be the original parameters,the purposes is that making the selected wheel be representation and the model be consistent with the actual situation.
②The program of moving mesh was adopted,computational domain was divided into several different domain,the interface was adopted t between different domain to ensure the data to change.
③Processing of local details to the mesh and wheel deformation were adopted to the domain between wheel and ground,processing of local details to the mesh was adopted to the question of grid singularity in the holes of wheel spokes.
④In order to realizing the condition of rotating wheels,the motion type of wheel was set up to the type of moving mesh.
⑤In the process of numerical simulation,combined with the actual situation of rotating wheels ,convergence criterion with unsteady operation and small time step sizes was adopted in the dynamic simulation to get the accurate results of the aerodynamic drag coefficient.
In this thesis, aerodynamic drag characteristics and flow field was acquired by the analyzing the different shell form of independent wheels.
①Drag coefficient of wheels without holes is higher than that of cylinder-shaped wheels by the effect of rim structure. The main structure of the regional impact is the internal structure of the wheel cavity.
②In the premise of a fixed diameter hole,the way of moderate increase in the number of openings can reduce the aerodynamic drag coefficient. In the premise of a fixed number hole,the way of moderate increase in the opening aperture can reduce the aerodynamic drag coefficient.
③In the premise of a fixed total opening area,the way of change in the number of openings can not have a larger influence of the aerodynamic drag coefficient.
④In the premise of a fixed single hole of the opening area,aerodynamic drag coefficient of different opening form can be decreased with increasing the number of openings. But,in the premise of the same number of holes,aerodynamic drag coefficient can be decreased with increasing the number of openings due to the degrees of difference by opening form.
The results show that: In a separate case wheels, the way of holes in wheel spokes can reduce the aerodynamic drag coefficient. The larger the openings, the better the effect of aerodynamic drag reduction. In the premise of a fixed total opening area,the way of change in the number of openings can not have a larger influence of the aerodynamic drag coefficient. The way of opening form changed can reduce the aerodynamic drag coefficient.
The law of coupled aerodynamic characteristics and cooling characteristics was acquired by the analyzing the different shell form of independent wheels with brake.
①The difference of surface static pressure distribution in the internal rim by the not opening wheel having a brake mainly comes from the domain of rim back side of gas to flow direction. The flow inside the rim area was divided into two different regions, one is the region surrounded with brake disc and wheel spokes, another is the region surrounded with brake disc and wheel rims. The former, flow disturbance within the region is not very strong by no holes in wheel spokes, the later, flow into the wheel rim does not form a strong vortex by with the brake.
②When the opening form is hole, the law of coupled aerodynamic characteristics and cooling characteristics is different due to the region surrounded with brake disc and wheel spokes. When the flow field for the wide range of flow irregular disturbances is the main disturbance, aerodynamic characteristics and cooling characteristics show the same growth characteristics with less. When the flow field for airflow around the axis of rotation disturbances is the main disturbance, cooling characteristics of brake disc and the opening of the aperture only show the same growth characteristics with less, cooling characteristics of brake and aerodynamic characteristics are not necessarily linked.
③In the premise of a fixed total opening area,coupled aerodynamic characteristics and cooling characteristics can not have significant changes with increasing the number of openings. The reason of flow field disturbance is the interaction of opening’s irregular disturbance and disturbance around the axis of rotation, opening’s irregular disturbance have no large extent affect.
④In the premise of a fixed single hole of the opening area,aerodynamic drag coefficient of different opening form can be decreased with increasing the number of openings. But, rate of increase aerodynamic drag coefficient is not significant, the main reason is that affected by opening the flow area becomes very small due to having brake disc. The greater the irregular degree of the opening, the worse the cooling degree of brake disc. In order to ensure better heat dissipation, the inerratic holes form should be adopted as much as possible.
The results show that: In a separate case wheels with brake disc, the way of holes in wheel spokes can not reduce the aerodynamic drag coefficient. The effect of heat dissipation can be increased with increasing the number of openings. In the premise of a fixed total opening area, the number of openings can not affect aerodynamic drag characteristics and the cooling effect of the brake disc. The way of different opening form can not reduce the aerodynamic drag coefficient, but the way of increasing the number of openings can increase heat dissipation.
引文
[1] Axon L, Garry K, Howell J. An Evaluation of CFD for Modeling the Flow Around Stationary and Rotating Isolated Wheels[C]∥SAE Paper ,980032.
[2] Axon L, Garry K, Howell J. The Influence of Ground Condition on the Flow Around a Wheel Located Within a Wheelhouse Cavity[C]∥SAE Paper ,1999-01-0806.
[3] A. F. Skea and P. R. Bullen. CFD Simulations and Experimental Measurements of the Flow Over a Rotating Wheel in a Wheel Arch[C]∥SAE Paper ,2000-01-0487.
[4] A. P. Mears, R. G. Dominy , D. B. Sims-Williams. The Air Flow About an Exposed Racing Wheel[C]∥SAE Paper ,2002-01-3290
[5] A. P. Mears and R. G. Dominy, Racing Car Wheel Aerodynamics–Comparisons between Experimentaland CFD derived Flow-Field Data[C]∥SAE Paper ,2002-01-3555
[6] Gerhard Wickern,Computational and Experimental Evaluation of a Pad Correction for a Wind Tunnel Balance Equipped for Rotating Wheels[C]∥SAE Paper,2002-01-0532
[7] Jochen Wiedemann and Juergen Potthoff, The New 5-Belt Road Simulation System of the IVK Wind Tunnels - Design and First Results[C]∥SAE Paper,2002-01-0429
[8] Angel Huminic , Anghel Chiru. On CFD Investigations of Vehicle Aerodynamics with Rotating Wheels’Simulation[C]∥SAE Paper,2006-01-0804
[9] Ioannis Dimitriou, Sven Klussmann. Aerodynamic Forces of Exposed and Enclosed Rotating Wheels as an Example of the Synergy in the Development of Racing and Passenger Cars[C]∥SAE Paper,2006-01-0805
[10] Amir A. Hashmi , Ioannis Dimitriou. Needs and Possibilities for the Correction of Drag and Lift Wheel Forces which have been Derived by Integrating its Static Pressure Distribution[C]∥SAE Paper ,2006-01-3623
[11] Tamas Regert , Tamas Lajos, Description of flow field in the wheelhouses of cars[J],International Journal of Heat and Fluid Flow 28 (2007) 616–629
[12] A.Hopf、A.Gauch,Numerical simulation of brake disc cooling with CFD and FEM[C]∥SAE Paper ,2000-07-0027.
[13]Ander.Jerhamre and Christer Bergstrom Numerical study of brake disc cooling accounting for both aerodynamic drag force and cooling efficiency[C]∥SAE Paper ,2001-01-0948
[14] Cheng Qian,Aerodynamic Shape Optimization Using CFD Parametric Model with Brake Cooling Application[C]∥SAE Paper , SAE 2002-01-0599
[15] Steffen Eppler and Thomas Klenk,Thermal Simulation within the Brake System Design Proces[C]∥SAE Paper , 2002-01-2587
[16] James E. Hertel, Jared R. Suster, Justin R. Hawley and Xiaodi Huang, Finite Difference Heat Transfer Model of a Steel-clad Aluminum Brake Rotor[C]∥SAE Paper , 2005-01-3943
[17]Yong-Woo Park ,Numerical Study of the Front Brake Air Flow[C]∥SAE Paper ,2005-03-0015
[18] Yuan Mao Huang and Shi-Han Chen, Analytical Study of Design Parameters on Cooling Performance of a Brake Disk[C]∥SAE Paper ,2006-01-0692
[19] Hongguang Sun, Sensitivity Study on Brake Cooling Performance[C]∥SAE Paper ,2006-01-0694
[20] Biswadip Shome, Vinod Kumar and Salvio Chacko,Numerical Simulation of Drum Brake Cooling for Heavy Trucks[C]∥SAE Paper ,2006-01-3214
[21] Brian Nutwell and Thomas Ramsay, Modeling the Cooling Characteristics of a Disk Brake on an Inertia Dynamometer, Using Combined Fluid Flow and Thermal Simulation[C]∥SAE Paper ,2009-01-0806
[22]傅立敏、胡兴军、张世村,不同几何参数车轮的汽车流场数值模拟研究[J].汽车工程,2006年,2( 5):451-454.
[23]傅立敏、胡兴军、张世村,车轮辐板开孔对汽车外流场影响的数值模拟[J],农业机械学报,2006,37( 1):8-11.
[24]胡兴军、傅立敏、张世村、张英朝,具有不同辐板车轮的空气动力学特性研究[J].同济大学学报(自然科学版),2006, 34(12):1685-1688.
[25]傅立敏、胡兴军,车轮外流场的数值网格生成技术的研究[J],河北科技大学学报,2006,第27卷(第1期):93-9
[26]许清霖、康宁,汽车车轮流场的数值模拟[J],力学与实践,2006年12月,第28卷(第6期):15-18
[27]甄华翔、于学兵,旋转车轮对汽车外部复杂流场的影响[J],设计研究,2008年7月,第4期:16-18 ?
[28]李亮、宋健、李永、郭振宇,制动器热分析的快速有限元仿真模型研究[J],系统仿真学报,2005,17(12)
[29]刘长虹、侯嗣超,轿车盘式制动器制动热分析,拖拉机与农用运输车,2008年2月,第35卷第1期。
[30]唐风、华小洋、张元培,盘式制动器散热性能的研究,起重运输机械,1991年10期
[31]周凡华、吴光强、沈浩,盘式制动器多次循环制动温度计算,汽车工程,2001年(第23卷)第6期
[32]王营、曹献坤、姚安佑、李林子,盘式制动器摩擦片的温度场研究,武汉理工大学学报。第23卷第7期2001年7月
[33]黄健萌、高诚辉、唐旭晟、林谢昭,盘式制动器热-结构耦合的数值建模与分析,机械工程学报,2008年2月,第44卷,第2期
[34]汪成明、石琴、夏国林,盘式制动器制动时的热应力分析,合肥工业大学学报(自然科学版) 2007年11月第30卷第11期
[35]伍荣林,王振羽.风洞设计原理.北京:北京航空学院出版社.1984.33 -35
[36]黄向东,汽车空气动力学与车身造型,人民交通出版社,2000年1月,P44-45
[37]傅立敏,汽车空气动力学,机械工业出版社,1998年11月,P37
[2] Axon L, Garry K, Howell J. The Influence of Ground Condition on the Flow Around a Wheel Located Within a Wheelhouse Cavity[C]∥SAE Paper ,1999-01-0806.
[3] A. F. Skea and P. R. Bullen. CFD Simulations and Experimental Measurements of the Flow Over a Rotating Wheel in a Wheel Arch[C]∥SAE Paper ,2000-01-0487.
[4] A. P. Mears, R. G. Dominy , D. B. Sims-Williams. The Air Flow About an Exposed Racing Wheel[C]∥SAE Paper ,2002-01-3290
[5] A. P. Mears and R. G. Dominy, Racing Car Wheel Aerodynamics–Comparisons between Experimentaland CFD derived Flow-Field Data[C]∥SAE Paper ,2002-01-3555
[6] Gerhard Wickern,Computational and Experimental Evaluation of a Pad Correction for a Wind Tunnel Balance Equipped for Rotating Wheels[C]∥SAE Paper,2002-01-0532
[7] Jochen Wiedemann and Juergen Potthoff, The New 5-Belt Road Simulation System of the IVK Wind Tunnels - Design and First Results[C]∥SAE Paper,2002-01-0429
[8] Angel Huminic , Anghel Chiru. On CFD Investigations of Vehicle Aerodynamics with Rotating Wheels’Simulation[C]∥SAE Paper,2006-01-0804
[9] Ioannis Dimitriou, Sven Klussmann. Aerodynamic Forces of Exposed and Enclosed Rotating Wheels as an Example of the Synergy in the Development of Racing and Passenger Cars[C]∥SAE Paper,2006-01-0805
[10] Amir A. Hashmi , Ioannis Dimitriou. Needs and Possibilities for the Correction of Drag and Lift Wheel Forces which have been Derived by Integrating its Static Pressure Distribution[C]∥SAE Paper ,2006-01-3623
[11] Tamas Regert , Tamas Lajos, Description of flow field in the wheelhouses of cars[J],International Journal of Heat and Fluid Flow 28 (2007) 616–629
[12] A.Hopf、A.Gauch,Numerical simulation of brake disc cooling with CFD and FEM[C]∥SAE Paper ,2000-07-0027.
[13]Ander.Jerhamre and Christer Bergstrom Numerical study of brake disc cooling accounting for both aerodynamic drag force and cooling efficiency[C]∥SAE Paper ,2001-01-0948
[14] Cheng Qian,Aerodynamic Shape Optimization Using CFD Parametric Model with Brake Cooling Application[C]∥SAE Paper , SAE 2002-01-0599
[15] Steffen Eppler and Thomas Klenk,Thermal Simulation within the Brake System Design Proces[C]∥SAE Paper , 2002-01-2587
[16] James E. Hertel, Jared R. Suster, Justin R. Hawley and Xiaodi Huang, Finite Difference Heat Transfer Model of a Steel-clad Aluminum Brake Rotor[C]∥SAE Paper , 2005-01-3943
[17]Yong-Woo Park ,Numerical Study of the Front Brake Air Flow[C]∥SAE Paper ,2005-03-0015
[18] Yuan Mao Huang and Shi-Han Chen, Analytical Study of Design Parameters on Cooling Performance of a Brake Disk[C]∥SAE Paper ,2006-01-0692
[19] Hongguang Sun, Sensitivity Study on Brake Cooling Performance[C]∥SAE Paper ,2006-01-0694
[20] Biswadip Shome, Vinod Kumar and Salvio Chacko,Numerical Simulation of Drum Brake Cooling for Heavy Trucks[C]∥SAE Paper ,2006-01-3214
[21] Brian Nutwell and Thomas Ramsay, Modeling the Cooling Characteristics of a Disk Brake on an Inertia Dynamometer, Using Combined Fluid Flow and Thermal Simulation[C]∥SAE Paper ,2009-01-0806
[22]傅立敏、胡兴军、张世村,不同几何参数车轮的汽车流场数值模拟研究[J].汽车工程,2006年,2( 5):451-454.
[23]傅立敏、胡兴军、张世村,车轮辐板开孔对汽车外流场影响的数值模拟[J],农业机械学报,2006,37( 1):8-11.
[24]胡兴军、傅立敏、张世村、张英朝,具有不同辐板车轮的空气动力学特性研究[J].同济大学学报(自然科学版),2006, 34(12):1685-1688.
[25]傅立敏、胡兴军,车轮外流场的数值网格生成技术的研究[J],河北科技大学学报,2006,第27卷(第1期):93-9
[26]许清霖、康宁,汽车车轮流场的数值模拟[J],力学与实践,2006年12月,第28卷(第6期):15-18
[27]甄华翔、于学兵,旋转车轮对汽车外部复杂流场的影响[J],设计研究,2008年7月,第4期:16-18 ?
[28]李亮、宋健、李永、郭振宇,制动器热分析的快速有限元仿真模型研究[J],系统仿真学报,2005,17(12)
[29]刘长虹、侯嗣超,轿车盘式制动器制动热分析,拖拉机与农用运输车,2008年2月,第35卷第1期。
[30]唐风、华小洋、张元培,盘式制动器散热性能的研究,起重运输机械,1991年10期
[31]周凡华、吴光强、沈浩,盘式制动器多次循环制动温度计算,汽车工程,2001年(第23卷)第6期
[32]王营、曹献坤、姚安佑、李林子,盘式制动器摩擦片的温度场研究,武汉理工大学学报。第23卷第7期2001年7月
[33]黄健萌、高诚辉、唐旭晟、林谢昭,盘式制动器热-结构耦合的数值建模与分析,机械工程学报,2008年2月,第44卷,第2期
[34]汪成明、石琴、夏国林,盘式制动器制动时的热应力分析,合肥工业大学学报(自然科学版) 2007年11月第30卷第11期
[35]伍荣林,王振羽.风洞设计原理.北京:北京航空学院出版社.1984.33 -35
[36]黄向东,汽车空气动力学与车身造型,人民交通出版社,2000年1月,P44-45
[37]傅立敏,汽车空气动力学,机械工业出版社,1998年11月,P37