Racing car suspension wheel core support structure and additive manufacturing method thereof

Abstract

The invention discloses a racing car suspension wheel core support structure and an additive manufacturing method thereof. The racing car suspension wheel core support structure comprises a force bearing area, a non-force bearing area, a reinforcing structure arranged on the force bearing area and a transition area arranged between the force bearing area and the non-force bearing area. The force-bearing area comprises a first force-bearing structure, a second force-bearing structure, a third force-bearing structure and a fourth force-bearing structure, and the non-force-bearing area comprises a first non-force-bearing structure and a second non-force-bearing structure, the first non-force-bearing structure is a circular ring piece with an opening in the middle, the periphery of the first non-force-bearing structure is connected with the first force-bearing structure, the second force-bearing structure, the third force-bearing structure and the fourth force-bearing structure through non-force-bearing areas, the reinforcing structure is arranged on the first force-bearing structure and connected with the upper suspension connecting rod, and the fourth force-bearing structure is connected with the lower suspension connecting rod. The second force bearing structure and the third force bearing structure are connected with the hub. The mass of the whole structure can be reduced by 40%, the rigidity of a key joint is enhanced by 20% + / -3%, and the material utilization rate reaches 95% or above.

Description

Technical Field

[0001] This invention belongs to the technical field of high-performance racing car suspension systems, specifically relating to a racing car suspension wheel hub bracket structure and its additive manufacturing method. Background Technology

[0002] The mainstream manufacturing method for existing racing car wheel hub brackets is forging combined with CNC machining, but this process has significant limitations. In terms of material utilization, its material utilization rate is less than 30%, resulting in a large waste of high-cost alloys, which does not meet the requirements of efficient manufacturing.

[0003] In terms of structural performance, due to process constraints, traditional manufacturing methods make it difficult to achieve topology optimization structures, which makes the contradiction between lightweight and rigidity performance prominent. If weight reduction is pursued simply, structural strength may be sacrificed. If strength is emphasized, it is difficult to control weight and cannot meet the high performance requirements of racing cars for suspension systems.

[0004] In addition, the multi-component assembly design increases the risk of failure. Under extreme conditions (such as the moment of starting in a straight-line acceleration race or high-speed cornering), traditional components are prone to local plastic deformation, which affects the handling stability of the race car. At the same time, the processing cycle is long. If relying on external suppliers, it usually takes 2-3 weeks, which restricts the development progress. Summary of the Invention

[0005] The main objective of this application is to provide a racing car suspension wheel hub bracket structure and its additive manufacturing method. As a core load-bearing component of the suspension system, the wheel hub bracket directly connects to the wheel hub assembly, suspension linkage, shock absorber assembly, etc. Its structural design and manufacturing process directly affect the vehicle's handling stability and power transmission efficiency. In particular, this application addresses the problems of low material utilization and limited structural optimization in traditional manufacturing processes by using selective laser melting (SLM) technology to integrally form a wheel hub bracket structure using AlSi10Mg powder as raw material.

[0006] To achieve the above objectives, this application provides the following technical solution: a racing car suspension wheel hub support structure, comprising a load-bearing area, a non-load-bearing area, a reinforcing structure disposed on the load-bearing area, and a transition area disposed between the load-bearing area and the non-load-bearing area; the load-bearing area includes a first load-bearing structure, a second load-bearing structure, a third load-bearing structure, and a fourth load-bearing structure, and the non-load-bearing area includes a first non-load-bearing structure and a second non-load-bearing structure, wherein the first non-load-bearing structure is a circular ring with an opening in the middle, and its circumference is connected to the first load-bearing structure, the second load-bearing structure, the third load-bearing structure, and the fourth load-bearing structure respectively through the non-load-bearing area; wherein the reinforcing structure is disposed on the first load-bearing structure and connected to the upper suspension link, the fourth load-bearing structure is connected to the lower suspension link, and the second load-bearing structure and the third load-bearing structure are connected to the wheel hub; the non-load-bearing area is provided with a gradient lattice filling structure, and the transition area is a progressively dense arrangement of an octahedral truss topology.

[0007] As a further improvement of this application, the reinforcing structure of the load-bearing area is distributed on the wheel hub bearing mounting surface, the suspension link connecting lugs and the shock absorber support area, forming a variable density biomimetic mesh reinforcing rib.

[0008] As a further improvement of this application, the basic unit of the gradient lattice filling structure in the non-load-bearing region is an octahedral truss lattice.

[0009] As a further improvement of this application, the unit size of the octahedral truss lattice increases from 2.5 mm in the transition zone of the load-bearing area to 4.0 mm at the edge; the minimum bar diameter of the octahedral truss lattice is ≥0.2 mm, and the difference in bar diameter between adjacent units is ≤0.05 mm.

[0010] As a further improvement to this application, the bar diameter tilt angle of the octahedral truss lattice is in the range of 45°-60°.

[0011] To achieve the above objectives, this application also provides the following technical solution: a method for manufacturing a racing car suspension wheel hub support structure, employing selective laser melting technology, using AlSi10Mg powder as raw material, and implementing structural optimization based on multibody dynamics load data, comprising the following steps: Step 1: Topology optimization, determine the distribution of load-bearing and non-load-bearing zones, define the reserved area and apply load constraints, and output the optimization model; Step 2: Additive manufacturing preparation, embedding manufacturing constraints, generating support structures and slicing and layering, and simultaneously completing substrate pretreatment and inert gas environment construction; Step 3: Laser melting and forming, with zoned control of laser power and scanning speed, forming layer by layer and online monitoring; Step 4: Post-processing, including heat treatment, support removal, and finishing of key parts, to obtain the finished product. As a further improvement to this application, the topology optimization step specifically includes: importing an initial geometric model containing wheel hub bracket mounting interface features, which must include connection features with the wheel hub assembly, suspension link group, and shock absorber assembly; defining the wheel hub bearing mounting surface, suspension link connecting lugs, and shock absorber support as core reserved areas, the dimensional tolerances of the reserved areas must meet assembly accuracy requirements; applying corresponding constraints to the model based on load data obtained from vehicle dynamics calculations to limit excessive deformation in non-reserved areas; setting a weight reduction target of 40% while ensuring that the maximum equivalent stress does not exceed 58MPa; using a variable density topology optimization algorithm to control the model mesh element size to 3-5mm, and outputting an optimized geometric model after iterative solution.

[0012] As a further improvement to this application, the additive manufacturing preparation steps specifically include: embedding manufacturing constraints into the topology optimization model, the constraints including a minimum rod diameter ≥ 0.2 mm for the octahedral truss lattice in the non-load-bearing region, a rod diameter difference ≤ 0.05 mm between adjacent units, and a rod diameter tilt angle ≥ 45°, to adapt to the forming capability of the selective laser melting equipment; generating a support structure using finite element analysis software, the connection angle between the support structure and the wheel core support body being 60°-75°, and the support cross-section diameter being 1-2 mm; and using slicing software with a layer thickness of 10 μm. The model is layered to generate an engineering file containing scanning path, laser power, and scanning speed parameters. Simultaneously, substrate pretreatment is performed. The substrate is an aluminum alloy plate with a thickness of 5-10mm. After sandblasting, it is ultrasonically cleaned for 15 minutes and then heated to 180℃ and held for 30 minutes. AlSi10Mg powder is prepared with a particle size controlled at 20μm and a loose packing density ≥2.1g / cm³. Argon gas with a purity ≥99.99% is introduced into the molding cavity to reduce the oxygen content to below 0.05% and create an inert protective environment.

[0013] As a further improvement to this application, the laser melting forming step specifically includes: implementing zoned process control according to engineering documents; using 300W laser power and 1400mm / s scanning speed in the low-density area at the edge of the non-load-bearing zone, and using 350W laser power and 1000mm / s scanning speed in the high-density area of ​​the transition zone of the load-bearing zone, to ensure the stability of the molten pool in different density areas; purging with inert gas after each layer is scanned to remove smoke and dust impurities; the heat treatment cooling rate is 25ºC / min to prevent thermal shock caused by drastic temperature changes; using a charge-coupled device camera to photograph the forming surface, and automatically adjusting the laser power of the next layer by ±10W for compensation when the detected deformation exceeds 0.1mm; the forming process continues until all layers are completed, resulting in a blank.

[0014] As a further improvement to this application, the post-processing steps specifically include: heat treatment of the formed blank, first holding it at 200℃ for 2 hours to eliminate internal stress, then raising the temperature to 530℃ and holding it for 1 hour, and then cooling it to room temperature at a rate of 50℃ / min to make the material yield strength reach 320MPa; removing the support structure by wire electrical discharge machining, with the cutting speed controlled at 5-10mm / min to avoid generating excessive stress; performing CNC precision machining on key parts such as the wheel hub bearing mounting surface and the brake mounting reference surface, using diamond tools for milling to ensure that the surface roughness is ≤Ra0.8μm and the flatness tolerance is ≤0.05mm; finally, the key dimensions are inspected by a coordinate measuring machine, and the finished product is obtained after passing the inspection.

[0015] Beneficial effects: The structural design in this invention focuses on differentiated optimization between load-bearing and non-load-bearing areas: the load-bearing area is equipped with a reinforced structure, including the upper double wishbone suspension link, wheel hub bearing mounting surface, etc., and variable density biomimetic mesh reinforcement is constructed in key areas to enhance local stiffness; the non-load-bearing area adopts a gradient lattice filling structure to adapt to stress distribution, and its relative density decreases from 40%±2% to 15%±2% along the stress attenuation direction, and the unit size increases from 2.5mm (transition zone) to 4.0mm (edge), taking into account both weight reduction and buckling resistance.

[0016] The manufacturing method of this invention adopts selective laser melting (SLM) technology, using AlSi10Mg powder as raw material, and is optimized by multibody dynamics load data: first, the structural distribution is determined by topology optimization, and then manufacturing constraints (such as minimum rod diameter ≥ 0.2 mm, rod diameter tilt angle ≥ 45°) are embedded; during forming, the laser power (300 W in low density area and 350 W in high density area) and scanning speed (1400 mm / s to 1000 mm / s) are controlled in zones, and the layer thickness is uniformly 10 μm to ensure the fusion quality of different areas; finally, heat treatment and finishing are performed to achieve integral forming.

[0017] The combination of structure and method in this invention directly addresses the shortcomings of traditional methods: gradient lattice and integral molding reduce mass by 40% and increase material utilization to over 95%; the 8μm ultrafine grains formed by SLM process enable the material yield strength to reach 320MPa, and with the reinforcement design, the stiffness of key nodes is increased by 20%±3%; rapid prototyping within 24 hours shortens the development cycle and avoids stress concentration during assembly, ultimately achieving a synergy of lightweight, high strength and efficient manufacturing. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the racing car suspension wheel hub bracket structure of this application; Figure 2 A flowchart illustrating the additive manufacturing method for the racing car suspension wheel hub bracket structure of this application; Figure 3 This is a stress cloud diagram of the racing car suspension wheel core support structure under 2G acceleration braking conditions. Figure 4 This is a deformation diagram of the racing car suspension wheel core support structure under acceleration and braking conditions. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0020] This invention provides a racing car suspension wheel hub bracket structure, including a load-bearing area 100, a non-load-bearing area 200, a reinforcing structure disposed on the load-bearing area, and a transition area 300 disposed between the load-bearing area and the non-load-bearing area; the load-bearing area 100 includes a first load-bearing structure 101, a second load-bearing structure 102, a third load-bearing structure 103, and a fourth load-bearing structure 104, and the non-load-bearing area 200 includes a first non-load-bearing structure 201 and a second non-load-bearing structure 202, wherein the first non-load-bearing structure 201 is a circular ring with an opening in the middle. The four sides are connected to the first load-bearing structure 101, the second load-bearing structure 102, the third load-bearing structure 103, and the fourth load-bearing structure 104 respectively through the non-load-bearing area 200. The reinforcing structure 400 is set on the first load-bearing structure 101 and connected to the upper suspension link. The fourth load-bearing structure 104 is connected to the lower suspension link. The second load-bearing structure 102 and the third load-bearing structure 103 are connected to the wheel hub. The non-load-bearing area 200 is provided with a gradient lattice filling structure. The transition area 300 is a progressively dense arrangement of octahedral truss topology.

[0021] In this embodiment, the reinforcing structure of the load-bearing zone 100 is distributed on the wheel hub bearing mounting surface, the suspension link connecting lugs, and the shock absorber support area, forming a variable-density biomimetic mesh reinforcing rib; the basic unit of the gradient lattice filling structure in the non-load-bearing zone is an octahedral truss lattice, and the unit size of the octahedral truss lattice increases from 2.5mm at the transition zone of the load-bearing zone to 4.0mm at the edge; the minimum rod diameter of the octahedral truss lattice is ≥0.2mm, the difference in rod diameter between adjacent units is ≤0.05mm, and the rod diameter inclination angle of the octahedral truss lattice ranges from 45° to 60°. The racing wheel hub bracket in this embodiment achieves a balance between lightweight and high strength through a defined "load-bearing zone 100-non-load-bearing zone 200 differentiation design". Its working principle is based on stress adaptation and material gradient strengthening logic. The core technical features and principles are as follows: Load-bearing zone 100: Variable density bionic mesh reinforcement. The load-bearing zone is equipped with variable density bionic mesh reinforcement, integrating core interfaces such as the upper double wishbone suspension link and wheel hub bearing mounting surface.

[0022] Working principle: When the vehicle is in motion, the suspension load (vertical impact, lateral bending force, etc.) is input through the wheel hub bearing mounting surface. The biomimetic mesh reinforcement ribs, with an interlacing angle of 30°-60°, utilize the "force flow dispersion effect" to decompose the concentrated force into multi-directional components, reducing the stress peak at key nodes (such as suspension link connecting lugs) by 15%-20%. At the same time, the relative density of the reinforcement ribs (40%±2%) and the 8μm ultrafine crystalline layer formed by SLM (high-density area laser power 350W, scanning speed 1000mm / s, promoting grain refinement) work together to make the yield strength of the load-bearing area material reach more than 320MPa, ensuring a local stiffness enhancement of 20%±3%, so as to achieve a direct response of "high strength load bearing".

[0023] Non-load-bearing region structure: Gradient lattice filling, wherein "the non-load-bearing region is an octahedral truss gradient lattice with unit size gradually changing from 2.5mm to 4.0mm and relative density decreasing from 40% to 15%".

[0024] When vehicle loads are transferred from the load-bearing zone to the non-load-bearing zone, the stress decreases exponentially (simulation verification shows an attenuation rate of 60% along the force flow direction). The gradient lattice, through a synergistic design of "increased element size → reduced number of members → decreased relative density," adapts to this stress attenuation law. The transition zone (unit size 2.5mm, relative density 40%±2%) bears the high stress in the load-bearing zone and utilizes the buckling resistance characteristics of the octahedral truss (slenderness ratio ≤20, avoiding instability). The edge area (unit size 4.0mm, relative density 15%±2%) corresponds to low stress. By "large size and low density", the mass is reduced by 40%, while ensuring the integrity of the overall structure under extreme conditions (such as high-speed cornering tilt force).

[0025] This invention also provides a method for manufacturing a racing car suspension wheel hub support structure, characterized by employing selective laser melting technology, using AlSi10Mg powder as raw material, and implementing structural optimization based on multibody dynamics load data, comprising the following steps: Step 1: Topology optimization, determine the distribution of load-bearing and non-load-bearing zones, define the reserved area and apply load constraints, and output the optimization model; Step 2: Additive manufacturing preparation, embedding manufacturing constraints, generating support structures and slicing and layering, and simultaneously completing substrate pretreatment and inert gas environment construction; Step 3: Laser melting and forming, with zoned control of laser power and scanning speed, forming layer by layer and online monitoring; Step 4: Post-processing, including heat treatment, support removal, and finishing of key parts, to obtain the finished product. In a further embodiment, the topology optimization step specifically includes: importing an initial geometric model containing wheel hub bracket mounting interface features, which must include connection features with the wheel hub assembly, suspension link group, and shock absorber assembly; defining the wheel hub bearing mounting surface, suspension link connecting lugs, and shock absorber support as core reserved areas, the dimensional tolerances of the reserved areas must meet assembly accuracy requirements; applying corresponding constraints to the model based on load data obtained from vehicle dynamics calculations to limit excessive deformation in non-reserved areas; setting a weight reduction target of 40% while ensuring that the maximum equivalent stress does not exceed 58MPa; using a variable density topology optimization algorithm to control the model mesh element size to 3-5mm, and outputting an optimized geometric model after iterative solution.

[0026] In a further embodiment, the additive manufacturing preparation steps specifically include: embedding manufacturing constraints into the topology optimization model, with constraints including a minimum rod diameter ≥ 0.2 mm for the octahedral truss lattice in the non-load-bearing region, a rod diameter difference ≤ 0.05 mm between adjacent units, and a rod diameter tilt angle ≥ 45°, to adapt to the forming capability of the selective laser melting equipment; generating a support structure using finite element analysis software, with the connection angle between the support structure and the wheel core support body being 60°-75°, and the support cross-section diameter being 1-2 mm; and using slicing software to layer the model with a layer thickness of 10 μm. The process generates an engineering file containing scanning path, laser power, and scanning speed parameters. Simultaneously, substrate pretreatment is performed. The substrate is an aluminum alloy plate with a thickness of 5-10mm. After sandblasting, it is ultrasonically cleaned for 15 minutes and then heated to 180℃ and held for 30 minutes. AlSi10Mg powder is prepared with a particle size controlled between 20-53μm, preferably 20μm, and a loose packing density ≥2.1g / cm³. Argon gas with a purity ≥99.99% is introduced into the molding cavity to reduce the oxygen content to below 0.05% and create an inert protective environment.

[0027] In a further embodiment, the laser melting forming step specifically includes: implementing zoned process control according to engineering documents; using 300W laser power and 1400mm / s scanning speed in the low-density area at the edge of the non-load-bearing zone, and using 350W laser power and 1000mm / s scanning speed in the high-density area of ​​the transition zone of the load-bearing zone, to ensure the stability of the molten pool in different density areas; purging with inert gas after each layer is scanned to remove smoke and impurities; monitoring the molten pool temperature in real time using an infrared thermometer, with the actual cooling rate of the heat treatment being 25ºC / min to prevent thermal shock damage caused by drastic temperature changes; using a charge-coupled device (CCD) camera to photograph the forming surface, and automatically adjusting the laser power of the next layer by ±10W for compensation when the detected deformation exceeds 0.1mm; the forming process continues until all layers are completed, resulting in a blank.

[0028] In a further embodiment, the post-processing steps specifically include: heat treatment of the formed blank, first holding it at 200℃ for 2 hours to eliminate internal stress, then raising the temperature to 530℃ and holding it for 1 hour, and then cooling it to room temperature at a rate of 50℃ / min to make the material yield strength reach 320MPa; removing the supporting structure by wire electrical discharge machining, with the cutting speed controlled at 5-10mm / min to avoid generating excessive stress; performing CNC precision machining on key parts such as the wheel hub bearing mounting surface and the brake mounting reference surface, using diamond tools for milling to ensure that the surface roughness is ≤Ra0.8μm and the flatness tolerance is ≤0.05mm; finally, the key dimensions are inspected by a coordinate measuring machine, and the finished product is obtained after passing the inspection.

[0029] This embodiment employs a limited "topology optimization-partitioned laser melting-on-line monitoring" process, achieving precise structural forming through a "design-manufacturing closed loop." Its working principle focuses on material fusion control and process-performance synergy. The core steps and principles are as follows: Topology optimization and manufacturing constraint embedding: "Based on multibody dynamics loads, topology optimization using the variable density method is performed to embed SLM forming constraints (minimum rod diameter ≥ 0.2 mm, rod diameter inclination angle ≥ 45°)."

[0030] Working principle: Import the vehicle dynamics simulation load spectrum (including 12 types of working conditions such as braking, steering, and vertical impact), discretize the wheel core support into 3-5mm tetrahedral elements, and iteratively solve the problem with the goal of "weight reduction of 30%-40% and safety factor ≥2.5", and output an optimized model with biomimetic reinforcing ribs and gradient lattice. Synchronous embedded manufacturing constraints: minimum rod diameter ≥ 0.2mm to adapt to the fusion capability of SLM laser spot diameter (0.1mm), rod diameter tilt angle ≥ 45° to avoid overhang defects, achieving a balance between "design freedom" and "manufacturing feasibility".

[0031] Zoned laser melting and online monitoring: "Zoned control of laser power (300W-350W) and scanning speed (1000-1400mm / s) to form a 10μm layer thickness, and real-time monitoring of the molten pool and deformation."

[0032] Utilizing the power-density response characteristics of AlSi10Mg powder: low-density regions (15%±2%) require low power (300W) to avoid overmelting, while high-density regions (40%±2%) require high power (350W) to ensure compactness; the scanning speed is synchronously gradient-adjusted (1400mm / s for rapid cladding in low-density regions and 1000mm / s for full fusion in high-density regions) to achieve differentiated forming of "gradient lattice-biomimetic reinforcing ribs"; Online monitoring closed loop: Infrared thermal imager monitors the temperature fluctuation of the molten pool (±20℃), and dynamically corrects the laser power if the temperature exceeds the limit; industrial camera captures deformation (threshold ≤0.2mm), and adjusts the scanning path in real time to ensure continuous forming of 8μm ultrafine crystal layer (interlayer bonding force ≥280MPa), solving the problems of "coarse grains (≥50μm) and anisotropy" in traditional forging.

[0033] Post-processing flow and working principle: This embodiment achieves a dual improvement in material properties and assembly accuracy through a limited "quenching-finishing" post-processing. The working principle revolves around microstructure strengthening and dimensional accuracy control. The core steps and principles are as follows: Heat treatment quenching strengthening: "Quenching at 520-550℃, cooling rate 30-50℃ / s".

[0034] Working principle: Utilizing the age-hardening mechanism of AlSi10Mg alloy, the supersaturated solid solution (α-Al matrix) is rapidly cooled during quenching (inhibiting Si phase precipitation), forming a metastable structure; subsequent natural aging (72 hours at room temperature) causes the Si phase to precipitate in nanoscale dispersion, synergizing with the ultrafine grain structure formed by SLM molding, increasing the material's yield strength from the as-cast state (160MPa) to over 320MPa, overcoming the shortcomings of traditional forging that "relies on subsequent heat treatment and has limited strengthening effect". "Key parts (wheel hub bearing mounting surface, suspension link connection surface) are CNC precision machined, with dimensional tolerances ≤ ±0.03mm."

[0035] Working principle: The thermal deformation error of the SLM molded part (the dimensional shrinkage rate after molding is about 0.2%-0.3%) is fed back in real time through a coordinate measuring machine. The "datum plane fitting-multi-axis linkage compensation" process is used to correct the installation interface with sub-micron precision, ensuring that the assembly gap with the wheel hub assembly and suspension system is ≤0.05mm. This avoids the cumulative tolerance (usually ≥0.1mm) and stress concentration risks caused by traditional "multi-part assembly (such as forged bracket + welded reinforcing rib)".

[0036] This embodiment precisely addresses the shortcomings of traditional processes through a collaborative approach of "structure-method-post-processing," thereby achieving the following innovative value: To address the issues of low material utilization (<30%) and difficulty in implementing topology optimization in traditional forging: Gradient lattice + SLM integrated molding achieves a material utilization rate of ≥95% and reduces mass by 40%; biomimetic reinforcing ribs and ultrafine grain reinforcement work together to increase the stiffness of key nodes by 20%±3%, meeting the contradictory requirements of "lightweight-high strength" for racing cars.

[0037] Solving the failure risk and long cycle problem of traditional "multi-part assembly (3-5 forgings welded / bolted)": SLM one-piece molding (≤24 hours) avoids assembly stress concentration (the failure probability is reduced from 15% to ≤2%), online monitoring ensures molding quality, and post-processing quenching + precision machining realize the integration of "manufacturing-performance-assembly", shortening the development cycle by more than 60%.

[0038] Breaking through the limitations of traditional forging's "coarse grains and anisotropy": SLM forming's 8μm ultrafine grains + quenching and aging strengthening increase the yield strength of AlSi10Mg alloy by 100%, and reduce the anisotropy index from 1.5 in forgings to 1.1 (close to isotropy), providing material science assurance for the reliability of racing cars under dynamic loads.

[0039] like Figures 3-4 The diagram shown is a stress cloud diagram and a deformation diagram of the racing car suspension wheel core support structure under 2G acceleration braking conditions. Compared with the support structure in the prior art, it has the following advantages: The optimized structure reduces the weight by 40% (verified by FEA and trial production), and the reduced unsprung mass improves suspension response; the local stiffness of key nodes is increased by 20%±3%, and the electrical sensor interface and braking assembly are integrally molded to avoid stress concentration during assembly; the rapid prototyping cycle is ≤24 hours (taking a 300×200×100mm molding cavity as an example); the material utilization rate is increased to over 95%, and the machining amount is reduced by 90%.

[0040] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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, or indirect coupling or communication connection between apparatuses or units, and may be electrical, mechanical, or other forms.

[0041] 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 units described above can be implemented in hardware or as software functional units. The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the description and drawings of this application, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

[0042] The specific embodiments of the invention have been described in detail above, but they are only examples, and this application is not limited to the specific embodiments described above. For those skilled in the art, any equivalent modifications or substitutions to the invention are also within the scope of this application. Therefore, all equivalent changes, modifications, and improvements made without departing from the spirit and principles of this application should be covered within the scope of this application.

Claims

1. A racing car suspension wheel hub bracket structure, characterized in that, It includes a load-bearing zone, a non-load-bearing zone, a reinforcing structure disposed on the load-bearing zone, and a transition zone disposed between the load-bearing zone and the non-load-bearing zone; the load-bearing zone includes a first load-bearing structure, a second load-bearing structure, a third load-bearing structure, and a fourth load-bearing structure, and the non-load-bearing zone includes a first non-load-bearing structure and a second non-load-bearing structure, wherein the first non-load-bearing structure is a circular ring with an opening in the middle, and its four sides are connected to the first load-bearing structure, the second load-bearing structure, the third load-bearing structure, and the fourth load-bearing structure respectively through the non-load-bearing zone; the reinforcing structure is disposed on the first load-bearing structure and connected to the upper suspension link; the fourth load-bearing structure is connected to the lower suspension link; the second load-bearing structure and the third load-bearing structure are connected to the wheel hub; the non-load-bearing zone is provided with a gradient lattice filling structure, and the transition zone is a progressively dense arrangement of an octahedral truss topology.

2. The racing car suspension wheel hub bracket structure according to claim 1, characterized in that, The reinforcing structure has variable-density biomimetic mesh reinforcing ribs.

3. The racing car suspension wheel hub bracket structure according to claim 1, characterized in that, The basic unit of the gradient lattice filling structure in the non-load-bearing region is an octahedral truss lattice.

4. The racing car suspension wheel hub bracket structure according to claim 3, characterized in that, The unit size of the octahedral truss lattice increases from 2.5 mm in the transition zone of the load-bearing area to 4.0 mm at the edge; the minimum bar diameter of the octahedral truss lattice is ≥0.2 mm, and the difference in bar diameter between adjacent units is ≤0.05 mm.

5. The racing car suspension wheel hub bracket structure according to claim 3, characterized in that, The octahedral truss lattice has a bar diameter tilt angle ranging from 45° to 60°.

6. A method for manufacturing a racing car suspension wheel hub bracket structure as described in any one of claims 1-5, characterized in that, Using selective laser melting technology and AlSi10Mg powder as raw material, structural optimization was implemented based on multibody dynamics load data, including the following steps: Step 1: Topology optimization, determine the distribution of load-bearing and non-load-bearing zones, define the retention area and apply load constraints, and output the optimization model; Step 2: Additive manufacturing preparation, embedding manufacturing constraints, generating support structures and slicing and layering, and simultaneously completing substrate pretreatment and inert gas environment construction; Step 3: Laser melting and forming, with zoned control of laser power and scanning speed, forming layer by layer and online monitoring; Step 4: Post-processing, including heat treatment, support removal, and finishing of key parts, to obtain the finished product.

7. The manufacturing method according to claim 5, characterized in that, The topology optimization steps specifically include: importing an initial geometric model containing wheel hub bracket mounting interface features, which must include connection features with the wheel hub assembly, suspension link group, and shock absorber assembly; defining the wheel hub bearing mounting surface, suspension link connecting lugs, and shock absorber support as core retention areas, with dimensional tolerances of the retention areas meeting assembly accuracy requirements; applying corresponding constraints to the model based on load data obtained from vehicle dynamics calculations to limit excessive deformation in non-retention areas; setting a 40% weight reduction as the lightweighting target while ensuring the maximum equivalent stress does not exceed 58MPa; and using a variable density topology optimization algorithm to control the model mesh element size to 3-5mm, outputting an optimized geometric model after iterative solution.

8. The manufacturing method according to claim 5, characterized in that, The additive manufacturing preparation steps specifically include: embedding manufacturing constraints into the topology optimization model, with constraints including a minimum rod diameter ≥ 0.2 mm for the octahedral truss lattice in the non-load-bearing region, a rod diameter difference ≤ 0.05 mm between adjacent units, and a rod diameter tilt angle ≥ 45°, to adapt to the forming capability of the selective laser melting equipment; generating the support structure using finite element analysis software, with the connection angle between the support structure and the wheel core support body being 60°-75°, and the support section diameter being 1-2 mm; and slicing the model using slicing software with a layer thickness of 10 μm. Layer processing generates an engineering file containing scanning path, laser power, and scanning speed parameters; simultaneous substrate pretreatment is performed, using an aluminum alloy plate with a thickness of 5-10mm, which is sandblasted, ultrasonically cleaned for 15 minutes, and then heated to 180℃ and held for 30 minutes; AlSi10Mg powder is prepared, with a particle size controlled at 20μm and a loose packing density ≥2.1g / cm³; argon gas with a purity ≥99.99% is introduced into the molding cavity to reduce the oxygen content to below 0.05%, creating an inert protective environment.

9. The manufacturing method according to claim 5, characterized in that, The laser melting and forming process specifically includes: implementing zoned process control according to engineering documents; using 300W laser power and 1400mm / s scanning speed in the low-density area at the edge of the non-load-bearing zone, and using 350W laser power and 1000mm / s scanning speed in the high-density area of ​​the transition zone of the load-bearing zone to ensure the stability of the molten pool in different density areas; purging with inert gas after each layer is completed to remove smoke and impurities; a heat treatment cooling rate of 25ºC / min to prevent thermal shock damage caused by drastic temperature changes; using a charge-coupled device (CCD) camera to photograph the forming surface, and automatically adjusting the laser power of the next layer by ±10W for compensation when the detected deformation exceeds 0.1mm; the forming process continues until all layers are completed, resulting in a blank.

10. The manufacturing method according to claim 5, characterized in that, The post-processing steps specifically include: heat treatment of the formed blank, first holding it at 200℃ for 2 hours to eliminate internal stress, then raising the temperature to 530℃ and holding it for 1 hour, followed by cooling to room temperature at a rate of 50℃ / min to achieve a yield strength of 320MPa; removing the supporting structure using wire electrical discharge machining, with the cutting speed controlled at 5-10mm / min to avoid excessive stress; performing CNC precision machining on key parts such as the wheel hub bearing mounting surface and the brake mounting reference surface, using diamond tools for milling to ensure a surface roughness ≤Ra0.8μm and a flatness tolerance ≤0.05mm; finally, inspecting the key dimensions using a coordinate measuring machine, and obtaining the finished product after passing the inspection.

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