Optimization design method and apparatus for automobile frame, and electronic device

Abstract

The present invention relates to an optimization design method and apparatus for an automobile frame, and an electronic device. The method comprises: on the basis of structural features of a traditional automobile frame, establishing a structural mathematical model for a target automobile frame; on the basis of finite element analysis of structural stress, performing structural topology optimization on the structural mathematical model, so as to obtain the optimal structural topology; rationalizing the form of the optimal structural topology to obtain a rationalized model; on the basis of the finite element analysis of structural stress, performing structural optimization on the rationalized model to obtain a target model; and, according to the target model, planning a braiding path for the target automobile frame. Compared with the prior art, the optimization design method has higher efficiency, precision and economic efficiency in terms of structural design for automobile frames. In addition, the automobile frames subjected to the optimization design are more lightweight and have better strength, stiffness and durability.

Description

Optimization design method, device and electronic equipment for automobile frame Technical Field

[0001] The present invention relates to the technical field of vehicle frame design, and in particular to an optimization design method, device and electronic equipment for an automobile frame. Background Art

[0002] The vehicle frame is a framework within the vehicle structure, typically made of metal, that supports and connects other vehicle components, including the engine, chassis, and suspension system. It also provides rigidity and torsional stiffness, ensuring stability and safety during driving. The shape and structural design of the frame vary depending on the vehicle type and intended use.

[0003] The optimal design of the vehicle frame requires consideration of factors such as material properties, production processes, and quality control. To meet this requirement, engineers currently rely on a large number of software operations, including frame data processing, meshing, structural connection simulation, boundary conditions, calculations, result post-processing, and optimization scheme verification. This process is cumbersome and time-consuming, and cannot fully realize the potential of frame structure optimization. The lack of a standardized and standardized process method for lightweight frame structure design is detrimental to the actual project development of the frame.

[0004] Summary of the Invention

[0005] The invention discloses an optimization design method, device and electronic equipment for an automobile frame, aiming to solve the technical problems existing in the prior art.

[0006] The present invention adopts the following technical solutions:

[0007] In a first aspect, an embodiment of the present invention provides a method for optimizing the design of an automobile frame, comprising:

[0008] Based on the structural characteristics of the traditional frame, a structural digital model of the target frame is established;

[0009] Based on the finite element analysis of the structural stress, the structural topology is optimized on the structural digital model to obtain the optimal structural topology;

[0010] Rationalizing the form of the optimal structural topology to obtain a rationalized model;

[0011] Based on the finite element analysis of the structural stress, the rationalized model is structurally optimized to obtain a target model;

[0012] According to the target model, a weaving path of the target frame is planned.

[0013] In a second aspect, an embodiment of the present invention provides an automobile frame woven using the above method.

[0014] In a third aspect, an embodiment of the present invention provides an optimization design device for an automobile frame, the device comprising:

[0015] A modeling unit, used to establish a structural digital model of a target vehicle frame based on the structural characteristics of a traditional vehicle frame;

[0016] A first optimization unit is used to perform structural topology optimization on the structural digital model based on finite element analysis of structural stress to obtain an optimal structural topology;

[0017] A rationalization unit, used for rationalizing the form of the optimal structural topology to obtain a rationalized model;

[0018] A second optimization unit is used to perform structural optimization on the rationalized model based on finite element analysis of structural stress to obtain a target model;

[0019] The path planning unit is used to plan a weaving path of the target frame according to the target model.

[0020] In a fourth aspect, an embodiment of the present invention provides an electronic device comprising: one or more processors; a memory for storing one or more programs; and when the one or more programs are executed by the one or more processors, the one or more processors implement the above-described method for optimizing the design of a vehicle frame.

[0021] In a fifth aspect, an embodiment of the present invention provides a readable storage medium, on which is stored a vehicle frame optimization design program. When the vehicle frame optimization design program is executed by a processor, the vehicle frame optimization design method described above can be implemented.

[0022] One embodiment of the above invention has the following advantages or beneficial effects:

[0023] This invention primarily provides an optimization design method for an automobile frame. This method uses structural topology optimization technology to find the optimal frame structure, effectively reducing material usage and vehicle weight while improving the frame's strength and stiffness. By rationalizing the optimal structural topology, the frame structure model can be simplified and abstracted, transforming it into a specific, achievable weaving path and material usage plan. Based on finite element analysis of structural stresses, the rationalized model is optimized to more accurately predict parameters such as stress and strain under load, enabling adjustments and optimization of the structural model. Compared to existing technologies, this optimization design method offers greater efficiency, precision, and cost-effectiveness in frame structure design.

[0024] The frame structure designed by the above method is lighter, which can reduce material and manufacturing costs, and reduce the vehicle's fuel consumption and emissions, with better economy and environmental protection; in addition, the optimized frame has better strength, rigidity and durability, which can improve the safety and stability of the car, while also improving the vehicle's handling and driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments, which constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0026] FIG1 is a flow chart of an optimization design method for an automobile frame provided by one embodiment of the present invention;

[0027] FIG2 is a structural block diagram of an optimization design device for an automobile frame provided by one embodiment of the present invention;

[0028] FIG3 is a structural block diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0029] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with specific embodiments of the present invention and corresponding drawings. In the description of the present invention, it should be noted that the term "or" is generally used in the sense of including "and / or" unless the content clearly indicates otherwise.

[0030] Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0031] In automotive manufacturing, braiding technology can be used to create lightweight vehicle frames, reducing overall vehicle weight and improving fuel efficiency and performance. Specifically, carbon fiber composites (CFC) and glass fiber composites (GFC) are commonly used in automotive frame braiding. These materials offer advantages such as high strength, high stiffness, and low density, making them widely used in automotive manufacturing.

[0032] However, the production process of manufacturing a frame using a weaving method is relatively complicated. During the weaving process, due to the influence of factors such as human factors and material differences, there may be certain problems with the quality stability of the frame. Therefore, a large number of calculations are required in the early design process of the frame to ensure the stability of the frame structure. However, the existing frame design process is cumbersome and time-consuming, which is not conducive to the actual project development of the frame.

[0033] Referring to FIG1 , in response to the above problems, an embodiment of the present invention provides an optimization design method for an automobile frame, comprising:

[0034] Step 101: Based on the structural characteristics of the traditional vehicle frame, a structural digital model of the target vehicle frame is established.

[0035] The distinction between the front, middle, and rear sections of a traditional vehicle frame can vary depending on the manufacturer and designer. Generally, this division is based on factors such as the body structure, axle layout, or the different functions of mechanical components.

[0036] In one embodiment of the present invention, the front frame refers to the area where the engine compartment and the front suspension system are located, and is responsible for supporting and fixing components such as the engine, gearbox, and front suspension system; the rear frame refers to the area where the rear wheels and the rear suspension system are located, and is responsible for supporting and fixing components such as the rear wheels, braking system, and rear suspension system; the mid-frame refers to the area where the passenger and cargo compartments are located, including the area between the front and rear doors and between the front and rear wheels, and is mainly responsible for bearing the vehicle body load, front and rear connection forces, and lateral bending moments and torsional forces.

[0037] In one embodiment of the present invention, the front frame and the rear frame are designed and manufactured in a traditional manner, still using a metal skeleton. The connection nodes between the front frame and the middle frame, and the connection nodes between the rear frame and the middle frame are designed and determined respectively. The middle frame serves as the structural area of ​​the target frame, and a structural digital model of the target frame is established based on the structural range of the middle frame.

[0038] In one embodiment of the present invention, the target vehicle frame includes target vehicle frame units on the left and right sides of the chassis, respectively. Therefore, the width of the structural area (SW) = chassis width (CW) - battery width (BW), and is evenly distributed on both sides (SW / 2).

[0039] In one embodiment of the present invention, since the target vehicle frame's structural scope is limited to the area where the midframe resides and the target frame is fixedly connected to the front and rear frames, the target frame can be considered a simply supported beam. A simply supported beam exhibits bending deformation under load, but does not experience shear or rotation. Under the influence of the beam's own weight or external loads, the beam experiences changes in deflection and bending moment between its two supports, resulting in positive or negative bending. Depending on the material's deformability, the beam's bending degree and load-bearing capacity can be controlled by varying parameters such as its cross-sectional size, shape, and material.

[0040] In one embodiment of the present invention, the connection nodes between the target frame and the front frame and the rear frame are determined, and the height of the structural area is calculated based on the simply supported beam height calculation formula. Therefore, the height of the structural area (SH) = the designed structural length (SL) / 10.

[0041] Step 102: Based on the finite element analysis of the structural stress, the structural topology is optimized on the structural digital model to obtain the optimal structural topology.

[0042] Topology optimization is a mathematical method for optimizing the shape of a structure by redistributing materials or cutting out damage within a given design space. It aims to minimize the mass or cost of the structure while satisfying a set of constraints, such as force, displacement, or modal frequency. Topology optimization typically uses finite element analysis and optimization algorithms to find the best solution, and the results can be used to guide product design and manufacturing processes. In one embodiment of the present invention, topology optimization is performed based on Ameba software to remove low-utilization structural ranges to the greatest extent possible and retain the most reasonable and scientific structural topology.

[0043] In one embodiment of the present invention, the method further comprises:

[0044] The first simply supported beam system is established based on the structural model. The connection nodes are used as anchor points to bind the six degrees of freedom (XYZABC). Loads are added to the top and sides of the structural model. The vertical load is calculated as 1T and the distributed surface load is 0.5N / mm. 2 , perform force calculation and analyze the average stress value of the subdivided unit; if the structural unit stress value (fv) is less than the theoretical allowable stress value of the material * 5%, it is considered that the structural unit here is conservatively designed and has a certain safety margin, so the force-bearing unit here is deleted; if the structural unit stress value (fv) is greater than the theoretical allowable stress value of the material * 20%, it is considered that the structural unit here is close to the limit state. At this time, the structural unit may be damaged, broken or failed, which will lead to failure of the entire structure, so force-bearing units are added around it; through multiple cycles of calculation, the end member stress is made close to the theoretical allowable stress value of the material * 20%, and the optimal structural topology is obtained.

[0045] Specifically, the theoretical allowable stress value of a material refers to the maximum stress value that the material can withstand under normal working conditions. Exceeding this value will cause plastic deformation or damage to the material. However, in actual production and manufacturing, due to factors such as changes in load, material quality and manufacturing process, the actual load-bearing capacity of components is often difficult to accurately predict and calculate. Therefore, when using theoretical models and numerical methods for design and analysis, a certain safety factor needs to be introduced to compensate for this uncertainty and risk. End member stress close to 20% of the theoretical allowable stress value of the material is generally considered a safety factor, which is used to compensate and control changes and uncertainties that may occur in components under actual working conditions. This 20% safety factor can help frame designers evaluate the stability and load-bearing capacity of the target frame and make the structure of the target frame safer and more reliable.

[0046] Step 103: Rationalize the form of the optimal structural topology to obtain a rationalized model.

[0047] In one embodiment of the present invention, the method further comprises:

[0048] The form of the optimal structural topology is rationalized according to the annealing algorithm, and a rationalized model with the lowest material usage and the most stable mechanics is obtained to facilitate weaving operations.

[0049] In one embodiment of the present invention, the rationalization step includes:

[0050] Define the problem and clearly define the problem to be solved, such as optimizing the stiffness and weight of the structure;

[0051] Determine the initial structure, which can be obtained by a preset topological configuration or a random generation method;

[0052] Design objective function, define the objective function for the problem, such as minimizing structural weight or maximizing structural stiffness;

[0053] Adopt annealing algorithm to search, according to the set steps and parameters, adopt annealing algorithm to search, and continuously update the topology of the current structure;

[0054] Constraints, such as the need to limit member length or diameter, or to meet certain stability or safety conditions;

[0055] End condition, when the condition is met, stop the iteration and output the result;

[0056] Output the optimal result. Under the premise of meeting all constraints, output the optimal structural topology as the design result, which is the above-mentioned rational model.

[0057] Step 104: Based on the finite element analysis of the structural stress, the rationalized model is structurally optimized to obtain a target model.

[0058] In one embodiment of the present invention, the method further comprises:

[0059] Based on the above rationalized model, a second simply supported beam system is established. The connection nodes are used as anchor points, and the six degrees of freedom (XYZABC) are bound. A load of 1T and a distributed point load of 500N are added to the rationalized model. Force calculations are performed, and the average stress value of the subdivided elements is analyzed. If the structural element stress value (fv) is less than the theoretical allowable stress value of the material * 5%, the structural element is considered to be conservatively designed and has a certain safety margin. Therefore, the cross-sectional size R of the member is reduced. If the structural element stress value (fv) is greater than the theoretical allowable stress value of the material * 20%, the structural element is close to the limit state. Therefore, the cross-sectional size of the member is increased. If the structural element displacement is less than 0.1mm, the deformation of the structural element is considered to be relatively small, the entire structure is within the linear elastic range, and the model is relatively reliable. Therefore, the cross-sectional size of the member is reduced. If the structural element displacement is greater than 5mm, the structure is considered to have entered a nonlinear or failure state. In this case, the model may have failed and cannot accurately describe the nonlinear and failure behavior. Therefore, the cross-sectional size of the member is increased. After multiple cycles of calculation, the target model is obtained.

[0060] Based on the above step 104, on the one hand, the amount of composite material used and the size of prestress can be determined according to the stress of the rod and the interface size of the rod; on the other hand, the displacement of the structure in all directions can be studied, and the size and layout of the rods can be adjusted to meet the displacement requirements of the structural components.

[0061] Step 105: Plan the weaving path of the target frame according to the target model.

[0062] In one embodiment of the present invention, the weaving of the target vehicle frame requires the use of a mold and a robotic arm. The mold is used to secure the rods. The robotic arm winds the braided material around the rods according to a weaving path. The weaving path is composed of four layers, two layers crossing each top and bottom, and two layers crossing in the middle, and this cycle continues until the target vehicle frame is completed. After weaving, a curing step may be necessary to fully form the target vehicle frame. The resulting target vehicle frame includes the braided material and the rods.

[0063] In one embodiment of the present invention, the weaving path, that is, the movement trajectory of the robot arm, needs to avoid collisions between the robot arm and the tooling nodes and plan the shortest path.

[0064] Optionally, possible collision problems should be considered during the design phase of the robotic arm and tooling, and the possibility of collision should be avoided or reduced as much as possible through design; optionally, accurate mathematical modeling of the robotic arm and tooling should be performed, including information such as the geometric shape, motion range, collision detection, etc. of the robotic arm and tooling, so as to predict and avoid collisions at the control level; optionally, a collision detection algorithm should be set up in the robot system to monitor the position and posture of the robotic arm and tooling in real time, and to detect and avoid collisions in a timely manner; optionally, an appropriate control strategy should be adopted to avoid collisions, such as limiting the motion range or speed of the robotic arm and tooling, or adopting an adaptive control method to dynamically adjust the robot's motion trajectory according to actual conditions.

[0065] In one embodiment of the present invention, each point in the weaving path can be represented by a coordinate containing 6 numerical values ​​in the Cartesian coordinate system, which respectively represent the position on the three coordinate axes x, y, and z in the Cartesian coordinate system, and the angle of rotation around the three coordinate axes x, y, and z, so as to accurately describe the position and posture of the end of the robotic arm in three-dimensional space, for example (x, y, z, α, β, γ).

[0066] In an embodiment of the present invention, the optimal frame structure is found based on structural topology optimization technology, effectively reducing material usage and vehicle weight while improving the frame's strength and stiffness. By rationalizing the optimal structural topology, the frame structure model can be simplified and abstracted, transforming it into a specific, achievable weaving path and material usage plan. Structural optimization of the rationalized model based on finite element analysis of structural stresses can more accurately predict parameters such as stress and strain under load, enabling adjustments and optimization of the structural model. Compared to existing technologies, this optimization design method offers greater efficiency, precision, and cost-effectiveness in frame structure design.

[0067] As shown in FIG2 , in one embodiment of the present invention, a vehicle frame optimization design device is also provided, comprising:

[0068] The modeling unit 201 is configured to establish a structural digital model of a target vehicle frame based on the structural characteristics of a traditional vehicle frame.

[0069] In one embodiment of the present invention, the modeling unit 201 is configured to divide the structure of a traditional frame into a front frame, a middle frame, and a rear frame based on the body structure, axle layout, or different functions of mechanical components; and establish the structural digital model by taking the middle frame as the structural area of ​​the target frame.

[0070] In one embodiment of the present invention, the modeling unit 201 is configured to determine the connection nodes between the middle frame and the front frame and the rear frame, calculate the height of the structural area based on the simply supported beam height calculation formula; and calculate the width of the structural area based on the chassis width and the battery width.

[0071] The first optimization unit 202 is configured to perform structural topology optimization on the structural digital model based on the finite element analysis of the structural stress to obtain the optimal structural topology.

[0072] In one embodiment of the present invention, the first optimization unit 202 is configured to establish a first simply supported beam system based on the structural digital model, use the connection node as the anchor point, bind the six degrees of freedom of XYZABC, add loads to the top and sides of the structural digital model, perform force calculations, and analyze the average stress values ​​of the subdivided units; if the stress value of the structural unit is less than the theoretical allowable stress value of the material * 5%, delete the force unit here; if the stress value of the structural unit is greater than the theoretical allowable stress value of the material * 20%, add force units around it; through multiple cycles of calculation, make the end member stress close to the theoretical allowable stress value of the material * 20%, and obtain the optimal structural topology.

[0073] The rationalization unit 203 is configured to rationalize the form of the optimal structural topology to obtain a rationalized model.

[0074] In one embodiment of the present invention, the rationalization unit 203 is configured to rationalize the form of the optimal structural topology according to an annealing algorithm to obtain a rationalized model with the lowest material usage rate and the most stable mechanics.

[0075] The second optimization unit 204 is configured to perform structural optimization on the rationalized model based on finite element analysis of structural stress to obtain a target model.

[0076] In one embodiment of the present invention, the second optimization unit 204 is configured to establish a second simply supported beam system based on the rationalized model, use the connection node as the anchor point, bind the six degrees of freedom of XYZABC, add loads to the top and sides of the rationalized model, perform force calculations, and analyze the average stress value of the subdivided units; if the stress value of the structural unit is less than the theoretical allowable stress value of the material * 5%, reduce the cross-sectional size of the rod at this location; if the stress value of the structural unit is greater than the theoretical allowable stress value of the material * 20%, increase the cross-sectional size of the rod at this location; if the displacement of the structural unit is less than 0.1 mm, reduce the cross-sectional size of the rod at this location; if the displacement of the structural unit is greater than 5 mm, increase the cross-sectional size of the rod at this location; and obtain the target model through multiple cycles of calculation.

[0077] The path planning unit 205 is configured to plan a weaving path for the target frame based on the target model. The weaving path is based on four layers, with two layers crossing each other at the top and bottom, and two layers crossing each other in the middle, and this cycle is repeated until the weaving of the target frame is completed.

[0078] As shown in FIG3 , corresponding to the automobile frame optimization design method provided in the above embodiment, an electronic device is provided in one embodiment of the present invention. The electronic device includes a processor 301 and a memory 302. The memory 302 stores a computer program that, when executed by the processor 301, executes the above automobile frame optimization design method.

[0079] In one embodiment of the present invention, the electronic device further includes a communication interface 303, and the processor 301, the communication interface 303 and the memory 302 are communicatively connected. The processor 301 is configured to execute executable modules stored in the memory 302, such as computer programs.

[0080] The memory 302 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage. The system network element and at least one other network element are connected via at least one communication interface (which may be wired or wireless), such as the Internet, a wide area network, a local area network, a metropolitan area network, or the like.

[0081] Among them, the memory 302 is used to store programs, and the processor 301 executes the program after receiving the execution instruction. The method executed by the device for flow process definition disclosed in any embodiment of the above-mentioned embodiment of the present invention can be applied to the processor 301 or implemented by the processor 301.

[0082] The processor 301 may be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method can be completed by hardware integrated logic circuits in the processor 301 or by software instructions. The above processor 301 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc. It may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present invention. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in conjunction with the embodiments of the present invention can be directly implemented and executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium well-known in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in memory 302, and processor 301 reads the information in memory 302 and performs the steps of the above method in conjunction with its hardware.

[0083] In one embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for optimizing the design of the automobile frame described in the above embodiment is executed.

[0084] It should be noted that the computer-readable medium described in the present invention can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media can include, but are not limited to, an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present invention, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. This propagated data signal can take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wireline, optical fiber cable, RF, or any suitable combination thereof.

[0085] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process of the system described above can refer to the corresponding process in the aforementioned embodiment and will not be repeated here.

[0086] The vehicle frame optimization design method, device, electronic device, and computer program product provided in the embodiments of the present invention include a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the previous method embodiments. The specific implementation can be referred to the method embodiments and will not be repeated here.

[0087] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely illustrative and are not intended to limit the scope of the present application. Various changes and modifications may be made therein by those skilled in the art without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0088] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and techniques are not shown in detail so as not to obscure the understanding of this description.

[0089] Similarly, it should be understood that in order to streamline the present application and aid in understanding one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, this approach of the present application should not be interpreted as reflecting the intention that the application claimed for protection requires more features than those explicitly recited in each claim. More precisely, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with fewer features than all the features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim itself serving as a separate embodiment of the present application.

[0090] Those skilled in the art will understand that, except where mutually exclusive, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus disclosed herein may be combined in any combination. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that provides the same, equivalent, or similar purpose.

Claims

1. An optimization design method for an automobile frame, characterized in that: include: Based on the structural characteristics of the traditional frame, the structural digital model of the target frame is established; Based on the finite element analysis of the structural stress, the structural topology optimization is performed on the structural digital model to obtain the optimal structural topology; Rationalizing the form of the optimal structural topology to obtain a rationalized model; Based on the finite element analysis of the structural force, the rationalized model is structurally optimized to obtain a target model; According to the target model, a weaving path of the target frame is planned.

2. The optimization design method of the automobile frame according to claim 1, characterized in that: The step of establishing a structural digital model of a target frame based on the structural features of a conventional frame also includes: Based on the body structure, axle layout or different functions of mechanical components, the structure of the traditional frame is divided into a front frame, a middle frame and a rear frame; The middle frame is taken as the structural area of ​​the target frame, and the structural digital model is established.

3. The optimization design method of the automobile frame according to claim 2, characterized in that: The step of establishing a structural digital model of a target frame based on the structural features of a conventional frame also includes: Determine the connection nodes between the middle frame and the front frame and the rear frame, and calculate the height of the structural area based on a simply supported beam height calculation formula; The width of the structural area is calculated based on the chassis width and the battery width.

4. The optimization design method of the automobile frame according to claim 3, characterized in that: In the step of performing structural topology optimization on the structural digital model based on the finite element analysis of the structural force to obtain the optimal structural topology, the following step is also included: Based on the structural digital model, a first simply supported beam system is established, the connection node is used as an anchor point, the six degrees of freedom of XYZABC are bound, loads are added to the top and sides of the structural digital model, force calculation is performed, and the average stress value of the subdivided unit is analyzed; Through multiple cycles of calculation, the end member stress is made close to the theoretical allowable stress value of the material*20%, thereby obtaining the optimal structural topology.

5. The optimization design method of the automobile frame according to claim 4, characterized in that: The step of adding loads to the top and sides of the structural digital model and performing force calculation also includes: If the stress value of the structural unit is less than the theoretical allowable stress value of the material * 5%, delete the stress unit here; If the stress value of the structural unit is greater than the theoretical allowable stress value of the material * 20%, add stress-bearing units around it.

6. The optimization design method of the automobile frame according to claim 1, characterized in that: In the step of rationalizing the form of the optimal structural topology to obtain a rationalized model, it also includes: The form of the optimal structural topology is rationalized according to an annealing algorithm to obtain the rationalized model with the lowest material utilization rate and the most stable mechanics.

7. The optimization design method of the automobile frame according to claim 3, characterized in that: In the step of optimizing the structure of the rationalized model based on the finite element analysis of the structural stress to obtain the target model, the following steps are also included: A second simply supported beam system is established based on the rationalized model, the connection node is used as an anchor point, the six degrees of freedom of XYZABC are bound, loads are added to the top and sides of the rationalized model, force calculation is performed, and the average stress value of the subdivided unit is analyzed; The target model is obtained through multiple cycles of calculation.

8. The optimization design method of the automobile frame according to claim 7, characterized in that: The step of adding loads to the top and sides of the rationalized model and performing force calculation also includes: If the stress value of the structural unit is less than the theoretical allowable stress value of the material * 5%, reduce the cross-sectional size of the bar here; If the stress value of the structural unit is greater than the theoretical allowable stress value of the material*20%, increase the cross-sectional size of the bar here; If the displacement of the structural unit is less than 0.1 mm, reduce the cross-sectional size of the rod here; If the displacement of the structural unit is greater than 5 mm, increase the cross-sectional size of the rod here.

9. The optimization design method of automobile frame according to claim 1, characterized in that: The step of planning the weaving path of the target frame also includes: The weaving path is based on 4 layers as a unit, with two layers crossing each other at the top and bottom, and two layers crossing in the middle, and this cycle is repeated until the weaving of the target frame is completed.

10. An automobile frame woven by using the automobile frame optimization design method according to any one of claims 1 to 9.

11. An optimization design device for an automobile frame, characterized in that: include: A modeling unit, used for establishing a structural digital model of a target vehicle frame based on the structural characteristics of a traditional vehicle frame; A first optimization unit is used to perform structural topology optimization on the structural digital model based on finite element analysis of structural stress to obtain an optimal structural topology; A rationalization unit, used for rationalizing the form of the optimal structural topology to obtain a rationalized model; A second optimization unit is used to perform structural optimization on the rationalized model based on finite element analysis of structural stress to obtain a target model; The path planning unit is used to plan a weaving path of the target frame according to the target model.

12. An electronic device, characterized in that: include: one or more processors; A memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the optimization design method for the automobile frame as described in any one of claims 1 to 9.

13. A readable storage medium, characterized in that: The readable storage medium stores an optimization design program for a vehicle frame. When the optimization design program for a vehicle frame is executed by a processor, the optimization design method for a vehicle frame as described in any one of claims 1 to 9 can be implemented.

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