Task-oriented reliability lightweight design method for high-speed tracked vehicle structure

Abstract

The application belongs to the technical field of vehicle structure design, and particularly relates to a high-speed tracked vehicle structure lightweight design method for task reliability, which is based on a dynamics theory model to establish a high-speed tracked vehicle whole-vehicle multi-level mass matrix and a stiffness matrix, generates a whole-vehicle lightweight mass matrix according to a vehicle body and tracked joint lightweight design scheme, calculates lightweight design parameters of each lightweight design scheme for task reliability, determines an optimal lightweight design scheme, calculates modal kinetic energy distribution of the optimal lightweight design scheme, and determines an optimizable stiffness parameter. The application has the advantages of improving modeling efficiency, increasing lightweight design scheme reliability, refining optimizable stiffness parameters, reducing research and development costs, and the like, and can provide an effective high task reliability scheme for high-speed tracked vehicle structure lightweight design.

Description

Technical Field

[0001] This invention belongs to the field of vehicle structure design technology, specifically relating to a lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability. Background Technology

[0002] Lightweight design is a crucial research area for high-speed tracked vehicles. It refers to reducing the vehicle's curb weight without compromising its original performance standards, thereby increasing power density, improving mobility, and optimizing structural design. Currently, lightweight design for high-speed tracked vehicles primarily focuses on maintaining rigidity and strength characteristics, neglecting the changes in the vehicle's vibration characteristics caused by alterations in the structural natural frequencies resulting from lightweight design. Because of their higher speeds, high-speed tracked vehicles exhibit more complex vibration characteristics than low-speed tracked vehicles; therefore, changes in these characteristics significantly impact mission reliability and cannot be ignored in lightweight design. Summary of the Invention

[0003] (a) Technical problems to be solved

[0004] The technical problem to be solved by this invention is: how to solve the problem that the existing lightweight design of high-speed tracked vehicle structures does not take into account the changes in the vibration characteristics of the whole vehicle, thus affecting the reliability of the whole vehicle mission.

[0005] (II) Technical Solution

[0006] To address the aforementioned technical problems, this invention provides a lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability, the method comprising the following steps:

[0007] Step 1: Establish the multi-level mass matrix and stiffness matrix of the high-speed tracked vehicle;

[0008] Step 2: Utilize a multi-level mass matrix for the entire vehicle to perform a combined lightweight design for the vehicle body and tracks;

[0009] Step 3: Calculate the lightweight design parameters for task reliability of all lightweight design schemes, and determine the optimal lightweight design scheme;

[0010] Step 4: Calculate the vehicle modal kinetic energy distribution under the optimal lightweight design scheme;

[0011] Step 5: Determine the optimizable stiffness parameters of the optimal lightweight design scheme.

[0012] In step 1, the multi-level vehicle includes the vehicle body, power unit, road wheels, and tracks.

[0013] In step 1, the multi-level mass matrix of the whole vehicle is shown in equation (1), where the submatrix M bLet M be the mass matrix of the vehicle body, and M be the submatrix. e Let M be the mass matrix of the power unit, and M be the submatrix. w Let M be the mass matrix of the road wheel, and its submatrix be M. r The track mass matrix;

[0014]

[0015] In step 1, the multi-level stiffness matrix of the whole vehicle is shown in equation (2), where the submatrix K b Let K be the body stiffness matrix, and K be a submatrix. e Let K be the stiffness matrix of the power unit, and K be a submatrix. w Let K be the stiffness matrix of the load-bearing wheel, and its submatrix is ​​K. r Here is the track stiffness matrix; submatrix K be K represents the stiffness influence matrix of the power suspension subsystem on the vehicle body. eb The matrix representing the effect of the vehicle body on the stiffness of the power suspension subsystem; submatrix K bw K is the stiffness influence matrix of the road wheels on the vehicle body. wb The matrix representing the effect of the vehicle body on the stiffness of the road wheels; submatrix K wr K is the stiffness influence matrix of the track on the road wheel. rw This is the matrix representing the influence of the road wheel on the track stiffness.

[0016]

[0017] The specific implementation steps of step 2 are as follows:

[0018] Step 2.1: Generate the lightweight mass matrix M of the vehicle body based on the parameters of the i-th material among the n selectable lightweight materials for the vehicle body. bi ;

[0019] Step 2.2: Generate the lightweight mass matrix M of the track based on the parameters of the j-th material among the m lightweight materials available for the track. rj ;

[0020] Step 2.3: Combine the n types of lightweight vehicle body materials from Step 2.1 with the m types of lightweight track materials from Step 2.2 to obtain n×m combined lightweight design schemes for vehicle body and tracks; where the lightweight design scheme T obtained by combining the i-th type of lightweight vehicle body material with the j-th type of lightweight track material is... ij The overall vehicle lightweight mass matrix M ij As shown in equation (3);

[0021]

[0022] The specific implementation steps of step 3 are as follows:

[0023] Step 3.1: The vehicle lightweight mass matrix M is obtained from equation (3) in step 2.3. ij The vehicle stiffness matrix K is calculated using equation (2) in step 1, and the natural frequency vector F of the vehicle after lightweight design is calculated. ij ;

[0024] Step 3.2: Calculate the lightweight design parameters t for task-oriented reliability of the n×m lightweight design schemes in Step 2.3 according to Equation (4). ij Where e1 is the lightweight mass design weight, e2 is the lightweight reliability design weight, e1+e2=1, u ij m is a coefficient on the order of magnitude of the vehicle body mass. b0 The original mass before the lightweight design of the vehicle body, m bi Let m be the mass of the vehicle body after using the i-th lightweight material. r0 The original mass before the track lightweight design, m rj For the mass of the track after using the j-th lightweight material, f ijk The natural frequency vector F ij The elements in the array, f0 is the load-sensitive frequency, f t1 To determine the lower limit of the frequency range that affects mission reliability, f t2 To determine the upper limit of the frequency range that affects mission reliability, v ij To satisfy f t1 ≤f ijk ≤f t2 f ijk Quantity;

[0025]

[0026] Step 3.3: Compare the lightweight design parameters t for mission reliability of the n×m vehicle body and track combined lightweight design schemes obtained in Step 3.2. ij The size of , where the maximum value t pq For optimal lightweight design parameters oriented towards mission reliability, t pq The corresponding lightweight design solution T pq For the optimal lightweight design solution, T pq The corresponding vehicle lightweight mass matrix is ​​M pq .

[0027] The specific implementation steps of step 4 are as follows:

[0028] Step 4.1: The optimal lightweight design scheme T obtained from step 3.3 pq The overall vehicle lightweight mass matrix M pq The vehicle stiffness matrix K is used to calculate the vehicle principal mode matrix A. pq ;

[0029] Step 4.2: The optimal lightweight design scheme T obtained from step 3.3 pq The overall vehicle lightweight mass matrix M pq And the principal mode matrix A obtained in step 4.1 pq The optimal lightweight design scheme T is calculated according to equation (5). pq Modal kinetic energy distribution matrix E pq (c,h);

[0030] Where c represents the c-th degree of freedom, h represents the h-th mode, and A pq (h) Let a represent the h-th mode principal vibration mode. ch a represents the c-th degree of freedom in the h-th modal principal vibration mode. sh Let m represent the s-th element in the h-th modal principal vibration mode. cs M represents the lightweight mass matrix of the entire vehicle. pq The s-th element of the c-th degree of freedom;

[0031]

[0032] The specific implementation steps of step 5 are as follows:

[0033] Step 5.1: Determine the optimal lightweight design scheme T according to equation (6). pq The inherent frequency vector F that affects reliability pq ′, and F pq The corresponding order vector R′ pq In equation (6), F pq For the optimal lightweight design solution T pq The natural frequency vector, f pqz The natural frequency vector F pq Elements in;

[0034]

[0035] Step 5.2: R′ pq The modal kinetic energy distribution matrix E of each order element pq The stiffness parameters with larger values ​​in (c,h) that correspond to the degrees of freedom containing vibration reduction structures are the stiffness parameters that can be optimized.

[0036] The method establishes a multi-level mass matrix and stiffness matrix of the high-speed tracked vehicle based on a dynamic theory model, generates a lightweight mass matrix of the whole vehicle according to the joint lightweight design scheme of the vehicle body and track, calculates the lightweight design parameters of each lightweight design scheme for mission reliability, determines the optimal lightweight design scheme, calculates the modal kinetic energy distribution of the optimal lightweight design scheme, and determines the optimizable stiffness parameters.

[0037] The method described above has advantages such as improving modeling efficiency, increasing the reliability of lightweight design schemes, refining optimizable stiffness parameters, and reducing R&D costs. It can provide an effective and highly reliable solution for lightweight design of high-speed tracked vehicle structures.

[0038] (III) Beneficial Effects

[0039] Compared with existing technologies, this invention addresses the problem that current lightweight designs for high-speed tracked vehicles fail to consider changes in overall vehicle vibration characteristics, thus affecting the vehicle's mission reliability. It provides a mission-reliability-oriented lightweight design method for high-speed tracked vehicles. This method establishes a multi-level mass and stiffness matrix for the entire high-speed tracked vehicle based on a dynamic theory model, performs joint lightweight design of the vehicle body and tracks, determines the optimal lightweight design scheme using mission-reliability-oriented lightweight design parameters, and identifies optimizable stiffness parameters based on modal kinetic energy distribution. This invention offers advantages such as improved modeling efficiency, increased reliability of lightweight design schemes, refined optimizable stiffness parameters, and reduced development costs, providing an effective high-mission-reliability solution for lightweight design of high-speed tracked vehicle structures. Attached Figure Description

[0040] Figure 1 Flowchart of a lightweight design method for high-speed tracked vehicle structures with mission reliability as the primary consideration. Detailed Implementation

[0041] To make the objectives, contents, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0042] To address the aforementioned technical problems, this invention provides a lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability, the method comprising the following steps:

[0043] Step 1: Establish the multi-level mass matrix and stiffness matrix of the high-speed tracked vehicle;

[0044] Step 2: Utilize a multi-level mass matrix for the entire vehicle to perform a combined lightweight design for the vehicle body and tracks;

[0045] Step 3: Calculate the lightweight design parameters for task reliability of all lightweight design schemes, and determine the optimal lightweight design scheme;

[0046] Step 4: Calculate the vehicle modal kinetic energy distribution under the optimal lightweight design scheme;

[0047] Step 5: Determine the optimizable stiffness parameters of the optimal lightweight design scheme.

[0048] In step 1, the multi-level vehicle includes the vehicle body, power unit, road wheels, and tracks.

[0049] In step 1, the quality matrix is ​​as shown in equation (1), where the submatrix M b Let M be the mass matrix of the vehicle body, and M be the submatrix. e Let M be the mass matrix of the power unit, and M be the submatrix. w Let M be the mass matrix of the road wheel, and its submatrix be M. r The track mass matrix;

[0050]

[0051] In step 1, the multi-level stiffness matrix of the whole vehicle is shown in equation (2), where the submatrix K b Let K be the body stiffness matrix, and K be a submatrix. e Let K be the stiffness matrix of the power unit, and K be a submatrix. w Let K be the stiffness matrix of the load-bearing wheel, and its submatrix is ​​K. r Here is the track stiffness matrix; submatrix K be K represents the stiffness influence matrix of the power suspension subsystem on the vehicle body. eb The matrix representing the effect of the vehicle body on the stiffness of the power suspension subsystem; submatrix K bw K is the stiffness influence matrix of the road wheels on the vehicle body. wb The matrix representing the effect of the vehicle body on the stiffness of the road wheels; submatrix K wr K is the stiffness influence matrix of the track on the road wheel. rw This is the matrix representing the effect of the road wheel on the track stiffness.

[0052]

[0053] The specific implementation steps of step 2 are as follows:

[0054] Step 2.1: Generate the lightweight mass matrix M of the vehicle body based on the parameters of the i-th material among the n selectable lightweight materials for the vehicle body. bi ;

[0055] Step 2.2: Generate the lightweight mass matrix M of the track based on the parameters of the j-th material among the m lightweight materials available for the track. rj ;

[0056] Step 2.3: Combine the n types of lightweight vehicle body materials from Step 2.1 with the m types of lightweight track materials from Step 2.2 to obtain n×m combined lightweight design schemes for vehicle body and tracks; where the lightweight design scheme T obtained by combining the i-th type of lightweight vehicle body material with the j-th type of lightweight track material is... ij The overall vehicle lightweight mass matrix M ijAs shown in equation (3);

[0057]

[0058] The specific implementation steps of step 3 are as follows:

[0059] Step 3.1: The vehicle lightweight mass matrix M is obtained from equation (3) in step 2.3. ij The vehicle stiffness matrix K is calculated using equation (2) in step 1, and the natural frequency vector F of the vehicle after lightweight design is calculated. ij ;

[0060] Step 3.2: Calculate the lightweight design parameters t for task-oriented reliability of the n×m lightweight design schemes in Step 2.3 according to Equation (4). ij Where e1 is the lightweight mass design weight, e2 is the lightweight reliability design weight, e1+e2=1, u ij m is a coefficient on the order of magnitude of the vehicle body mass. b0 The original mass before the lightweight design of the vehicle body, m bi Let m be the mass of the vehicle body after using the i-th lightweight material. r0 The original mass before the track lightweight design, m rj For the mass of the track after using the j-th lightweight material, f ijk The natural frequency vector F ij The element in the array, f0, is the load-sensitive frequency. The lower limit of the frequency range that affects mission reliability. To determine the upper limit of the frequency range that affects mission reliability, v ij To satisfy f t1 ≤f ijk ≤f t2 f ijk Quantity;

[0061]

[0062] Step 3.3: Compare the lightweight design parameters t for mission reliability of the n×m vehicle body and track combined lightweight design schemes obtained in Step 3.2. ij The size of , where the maximum value t pq For optimal lightweight design parameters oriented towards mission reliability, t pq The corresponding lightweight design solution T pq For the optimal lightweight design solution, T pq The corresponding vehicle lightweight mass matrix is ​​M pq ;

[0063] The specific implementation steps of step 4 are as follows:

[0064] Step 4.1: The optimal lightweight design scheme T obtained from step 3.3 pq The overall vehicle lightweight mass matrix M pq The vehicle stiffness matrix K is used to calculate the vehicle principal mode matrix A. pq ;

[0065] Step 4.2: The optimal lightweight design scheme T obtained from step 3.3 pq The overall vehicle lightweight mass matrix M pq And the principal mode matrix A obtained in step 4.1 pq The optimal lightweight design scheme T is calculated according to equation (5). pq Modal kinetic energy distribution matrix E pq (c,h);

[0066] Where c represents the c-th degree of freedom, h represents the h-th mode, and A pq (h) Let a represent the h-th mode principal vibration mode. ch a represents the c-th degree of freedom in the h-th modal principal vibration mode. sh Let m represent the s-th element in the h-th modal principal vibration mode. cs M represents the lightweight mass matrix of the entire vehicle. pq The s-th element of the c-th degree of freedom;

[0067]

[0068] The specific implementation steps of step 5 are as follows:

[0069] Step 5.1: Determine the optimal lightweight design scheme T according to equation (6). pq The inherent frequency vector F that affects reliability pq ′, and F pq The corresponding order vector R′ pq In equation (6), F pq For the optimal lightweight design solution T pq The natural frequency vector, f pqz The natural frequency vector F pq Elements in;

[0070]

[0071] Step 5.2: R′ pq The modal kinetic energy distribution matrix E of each order element pq The stiffness parameters with larger values ​​in (c,h) that correspond to the degrees of freedom containing vibration reduction structures are the stiffness parameters that can be optimized.

[0072] The method establishes a multi-level mass matrix and stiffness matrix of the high-speed tracked vehicle based on a dynamic theory model, generates a lightweight mass matrix of the whole vehicle according to the joint lightweight design scheme of the vehicle body and track, calculates the lightweight design parameters of each lightweight design scheme for mission reliability, determines the optimal lightweight design scheme, calculates the modal kinetic energy distribution of the optimal lightweight design scheme, and determines the optimizable stiffness parameters.

[0073] The method described above has advantages such as improving modeling efficiency, increasing the reliability of lightweight design schemes, refining optimizable stiffness parameters, and reducing R&D costs. It can provide an effective and highly reliable solution for lightweight design of high-speed tracked vehicle structures.

[0074] Example 1

[0075] This embodiment provides a lightweight design method for the structure of a high-speed tracked vehicle. A specific example is... Figure 1 As shown, the detailed implementation steps are as follows:

[0076] Step 1: Establish the multi-level mass matrix M of the high-speed tracked vehicle as shown in equation (1), with units of kg, where

[0077] M b =diag(3e4,3.8e4,1.3e5)

[0078] M e =diag(1105,1105,1105,716,500,255)

[0079] M w =diag(130,130,97.5,97.5,97.5,130,130,130,97.5,97.5,97.5,130)

[0080] M r =diag(82.2,82.2,82.2,82.2,82.2,82.2,82.2,82.2,82.2,82.2,82.2,82.2)

[0081] The multi-level stiffness matrix K of the whole vehicle is shown in equation (2), with units of N / m, where

[0082]

[0083]

[0084]

[0085]

[0086] Kw =diag(4.2e5,5.1e5,1.3e7,1.7e7,2.1e7,6.2e5,4.2e5,5.1e5,1.3e7,1.7e7,2.1e7,6.2e5)

[0087] K wr =diag(-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5,-2.2e5)

[0088]

[0089] K eb =K be T K wb =K bw T K rw =K wr T .

[0090] Step 2: The original materials for the vehicle body and tracks are steel. For lightweighting the vehicle body, titanium alloy can be selected as the material. The mass matrix of the titanium alloy vehicle body is as follows: M b1 As shown. Lightweight track materials include titanium alloy and rubber. The mass matrix of titanium alloy tracks is shown in M. r1 As shown, the mass matrix of the rubber track is as follows: M r2 As shown. There are two schemes for the combined lightweight design of the hull and tracks, one of which uses titanium alloy for both the hull and tracks. 11 Its overall vehicle lightweighting mass matrix, such as M 11 As shown, the vehicle body uses titanium alloy and the tracks use a lightweight design scheme T. 12 Its overall vehicle lightweighting mass matrix, such as M 12 As shown.

[0091] M b1 =diag(2.4e4,3.1e4,1.0e5)

[0092] M r1 =diag(76.7,76.7,76.7,76.7,76.7,76.7,76.7,76.7,76.7,76.7,76.7,76.7)

[0093] M r2 =diag(67.2,67.2,67.2,67.2,67.2,67.2,67.2,67.2,67.2,67.2,67.2,67.2)

[0094]

[0095]

[0096] Step 3, from the lightweight design scheme T 11 The overall vehicle lightweight mass matrix M 11 The lightweight design scheme T is obtained by calculating the overall vehicle stiffness matrix K in step 1. 11 The vehicle's natural frequency vector F 11 :

[0097]

[0098] By lightweight design solution T 12 The overall vehicle lightweight mass matrix M 12 The lightweight design scheme T is obtained by calculating the overall vehicle stiffness matrix K in step 1. 12 The vehicle's natural frequency vector F 12 :

[0099]

[0100] In this embodiment, the lightweight mass design weight e1 = 0.4, the lightweight reliability design weight e2 = 0.6, and the vehicle body mass order of magnitude coefficient u 11 =u 12 =10000. Original mass m of the vehicle body before lightweight design. b0 =30000kg, the mass m of the vehicle body after using titanium alloy b1 =24000kg, original mass m before track lightweight design r0 = 986.4 kg, the mass m after the tracks are made of titanium alloy r1 = 920.4 kg, the mass m of the track after rubber was used. r2 =806.4kg, load-sensitive frequency f0=14Hz, lower limit of the frequency range affecting mission reliability Upper limit of frequency range affecting mission reliability v 11 =6, v 12 =6. The lightweight design scheme T is calculated from equation (4). 11 Lightweight design parameters t for task-oriented reliability 11 =0.717, Lightweight design scheme T 12 Lightweight design parameters t for task-oriented reliability 12 =0.545. Since 0.717 > 0.545, the lightweight design scheme T... 11 The optimal lightweight design solution is to use titanium alloy for both the vehicle body and tracks.

[0101] Step 4: The optimal lightweight design scheme T obtained from Step 3. 11 The overall vehicle lightweight mass matrix M 11 Calculate the vehicle's principal mode shape matrix A from the vehicle's stiffness matrix K. 11 The modal kinetic energy distribution matrix E of the optimal lightweight design scheme is calculated according to equation (5). 11 (c,h).

[0102] Step 5: Determine the optimal lightweight design scheme T using equation (6). 11 The inherent frequency vector F that affects the reliability of the task 11 = (12.837, 12.838, 13.277, 13.279, 13.954, 13.959) T Its corresponding order vector is R′ 11 =(18,19,20,21,22,23) T The results of the actual simulation test show that R′ 11 The degrees of freedom for the kinetic energy of each order mode are shown in Table 1.

[0103] Table 1. Modal kinetic energy of natural frequency orders affecting mission reliability and degrees of freedom.

[0104]

[0105] Since the 1st, 2nd, and 6th road wheels on both sides have vibration damping structures, the stiffness parameters of the vibration damping structures of the 1st, 2nd, and 6th road wheels on both sides are the optimizable stiffness parameters.

[0106] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability, characterized in that, The method includes the following steps: Step 1: Establish the multi-level mass matrix and stiffness matrix of the high-speed tracked vehicle; Step 2: Utilize a multi-level mass matrix for the entire vehicle to perform a combined lightweight design for the vehicle body and tracks; Step 3: Calculate the lightweight design parameters for task reliability of all lightweight design schemes, and determine the optimal lightweight design scheme; Step 4: Calculate the vehicle modal kinetic energy distribution under the optimal lightweight design scheme; Step 5: Determine the optimizable stiffness parameters of the optimal lightweight design scheme; The specific implementation steps of step 2 are as follows: Step 2.1: Based on the vehicle body options The first of the lightweight materials The parameters of the materials are used to generate the lightweight mass matrix of the vehicle body. ; Step 2.2: Based on the track options The first of the lightweight materials The parameters of the material are used to generate the lightweight mass matrix of the track. ; Step 2.3: Take the ingredients from step 2.1... Lightweight materials for vehicle bodies and steps 2.2 By combining various lightweight track materials, a result is obtained. A lightweight design scheme combining the vehicle body and tracks; among which the first Lightweight materials for vehicle bodies and the first Lightweight design scheme obtained by combining lightweight materials for tracks Vehicle lightweighting mass matrix As shown in equation (3); （3）； The specific implementation steps of step 3 are as follows: Step 3.1: The vehicle lightweight mass matrix is ​​derived from equation (3) in step 2.

3. And the vehicle stiffness matrix in step 1 Calculate the natural frequency vector of the entire vehicle after lightweight design. ; Step 3.2: Calculate the value in step 2.3 according to equation (4). Lightweight design parameters for task reliability in a lightweight design scheme ,in Weights are designed for lightweight design. Weighting for lightweight reliability design. , This is a coefficient on the order of magnitude of the vehicle body mass. The original weight before the lightweight design of the vehicle body. For the use of the first The quality after using lightweight materials The original mass before the track lightweight design. For use of tracks The quality after using lightweight materials Natural frequency vector The elements in For load-sensitive frequencies, The lower limit of the frequency range that affects mission reliability. The upper limit of the frequency range that affects mission reliability, To meet of Quantity; （4）； Step 3.3: Compare with the results obtained in Step 3.2 Lightweight design parameters for mission reliability in a combined lightweight design scheme of vehicle body and tracks The size of, and its maximum value. The optimal lightweight design parameters for mission-oriented reliability. Corresponding lightweight design solutions For optimal lightweight design, The corresponding vehicle lightweight mass matrix is .

2. The lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability as described in claim 1, characterized in that, In step 1, the multi-level vehicle includes the vehicle body, power unit, road wheels, and tracks.

3. The lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability as described in claim 1, characterized in that, In step 1, the multi-level mass matrix of the whole vehicle is as shown in equation (1), where the sub-matrix The vehicle mass matrix and its submatrix are shown. The mass matrix of the power unit, and its submatrix The mass matrix of the load-bearing wheel, and its submatrix The track mass matrix; （1）。 4. The lightweight design method for high-speed tracked vehicle structure oriented towards mission reliability as described in claim 3, characterized in that, In step 1, the multi-level stiffness matrix of the whole vehicle is shown in equation (2), where the sub-matrix The vehicle body stiffness matrix, submatrix For the stiffness matrix of the power unit, submatrix The stiffness matrix of the load-bearing wheel, and its submatrix Track stiffness matrix; submatrix The matrix showing the influence of the power suspension subsystem on the stiffness of the vehicle body. The matrix representing the effect of the vehicle body on the stiffness of the power suspension subsystem; submatrix This is the matrix showing the influence of the road wheels on the vehicle body stiffness. The matrix representing the effect of the vehicle body on the stiffness of the road wheels; submatrix This is the matrix showing the effect of the track on the stiffness of the road wheel. This is the matrix representing the effect of the road wheel on the track stiffness. （2）。 5. The lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability as described in claim 4, characterized in that, The specific implementation steps of step 4 are as follows: Step 4.1: The optimal lightweight design scheme obtained from Step 3.3 Vehicle lightweighting mass matrix The vehicle stiffness matrix of formula (2) Calculate the main vibration mode matrix of the whole vehicle ; Step 4.2: The optimal lightweight design scheme obtained from Step 3.3 Vehicle lightweighting mass matrix and the principal mode matrix obtained in step 4.1 The optimal lightweight design scheme is calculated according to equation (5). Modal kinetic energy distribution matrix ; in Indicates the first One degree of freedom, Indicates the first First mode, Indicates the first First-order mode principal vibration modes, Indicates the first The first of the principal modes of vibration One degree of freedom, Indicates the first The first of the principal modes of vibration One element, Represents the lightweight mass matrix of the entire vehicle. The first in The first degree of freedom One element; （5）。 6. The lightweight design method for high-speed tracked vehicle structure oriented towards mission reliability as described in claim 5, characterized in that, The specific implementation steps of step 5 are as follows: Step 5.1: Determine the optimal lightweight design scheme according to equation (6). The inherent frequency vector affecting reliability ,as well as Corresponding order vector In equation (6) For the optimal lightweight design solution The inherent frequency vector, Natural frequency vector Elements in; （6）； Step 5.2: The modal kinetic energy distribution matrix of each order element The stiffness parameters corresponding to the degrees of freedom with larger median values ​​and containing vibration damping structures are the optimizable stiffness parameters.

7. The lightweight design method for high-speed tracked vehicle structures oriented towards mission reliability as described in claim 6, characterized in that, The method establishes a multi-level mass matrix and stiffness matrix of the high-speed tracked vehicle based on a dynamic theory model. It generates a lightweight mass matrix of the whole vehicle according to the joint lightweight design scheme of the vehicle body and tracks, calculates the lightweight design parameters of each lightweight design scheme for mission reliability, determines the optimal lightweight design scheme, calculates the modal kinetic energy distribution of the optimal lightweight design scheme, and determines the optimizable stiffness parameters.

8. The lightweight design method for high-speed tracked vehicle structure oriented towards mission reliability as described in claim 7, characterized in that, The method has advantages such as improving modeling efficiency, increasing the reliability of lightweight design schemes, refining optimizable stiffness parameters, and reducing R&D costs. It can provide an effective and highly reliable solution for lightweight design of high-speed tracked vehicle structures.

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