Optimization method and system for bracket modal improvement and lightweight

Abstract

The application discloses a kind of support modal promotion and light weight optimization method and system, method includes respectively to passive end suspension support model and frame truncated model are carried out checking calculation, determine their constraint modal to reach standard;Obtain passive end suspension support model and the connection model of frame truncated model, select loading point at the junction of connection model, apply unit excitation to its acceleration admittance curve for loading point;According to acceleration admittance curve, the modal stiffness and modal mass of loading point are determined, and the structure optimization is carried out to loading point according to modal stiffness and modal mass.The application determines the constraint modal of passive end suspension support model and frame truncated model after reaching standard, carries out structure optimization to the junction of their connection model by acceleration admittance, realizes the optimization of support modal promotion and light weight, can effectively save optimization time, improve efficiency.

Description

Technical Field

[0001] This invention relates to the field of modal analysis of vehicle components, and in particular to an optimization method and system for improving the modal characteristics and reducing the weight of brackets. Background Technology

[0002] Engine mounts are a crucial component of a vehicle's powertrain system, supporting the engine and transmission while also providing limiting and vibration isolation. During the design process, it's typically required that the first-order natural frequency of the engine mounts be higher than the engine's excitation frequency range. This is to prevent resonance between the mounts and the engine's modal frequencies, which could negatively impact the vehicle's NVH (noise, vibration, and harshness) performance. Driven by the pursuit of higher fuel efficiency and reduced carbon emissions, the automotive industry is also moving towards lightweight design. Therefore, the structural design of engine mounts often needs to balance both natural frequency and weight reduction requirements.

[0003] Existing lightweight design methods for suspension brackets typically involve analyzing the solid-state frequencies of the bracket through finite element method (FEM) simulations and then using topology optimization to determine a suitable material distribution, ultimately achieving a lightweight design. However, this approach often demands a high level of experience from simulation analysis engineers. Inexperienced engineers may find their optimization direction misguided, and even numerous optimization schemes may prove ineffective. Even engineers with years of simulation optimization experience often require extensive verification of these schemes, which is time-consuming and labor-intensive. Furthermore, while topology optimization can minimize material usage and cost, it involves numerous variables and complex numerical calculations, potentially leading to unattainable optimization results. Summary of the Invention

[0004] In view of the above-mentioned defects or improvement needs of the existing technology, the purpose of the present invention is to provide an optimized method and system for support mode enhancement and lightweighting.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] According to a first aspect of the present invention, an optimization method for support mode enhancement and lightweighting is provided, comprising:

[0007] The passive end suspension bracket model and the frame truncated model were checked and calculated to ensure that the constraint modes of both met the standards.

[0008] Obtain the connection model of the passive end suspension bracket model and the frame truncated model, select a loading point at the connection point of the connection model, apply a unit excitation to the loading point to obtain its acceleration admittance curve;

[0009] The modal stiffness and modal mass of the loading point are determined based on the acceleration admittance curve, and the structure of the loading point is optimized based on the modal stiffness and modal mass.

[0010] Furthermore, the steps of performing verification calculations on the passive end suspension bracket model and the frame truncated model respectively to determine whether their constraint modes meet the standards include:

[0011] Construct a passive end suspension bracket model and analyze the constraint modes of the passive end suspension bracket model;

[0012] If the first-order constraint mode of the passive end suspension bracket model reaches its design target value, then the constraint mode of the passive end suspension bracket model meets the standard; otherwise, structural optimization is performed on the passive end suspension bracket model.

[0013] Furthermore, the step of verifying the passive end suspension bracket model and the frame truncated model respectively to determine whether their constraint modes meet the standards also includes:

[0014] Construct a chassis model, and obtain a truncated chassis model by cutting off the chassis model within a preset radius area with the suspension point as the center;

[0015] Analyze the constraint modes of the frame truncated model. If the first-order constraint mode of the frame truncated model reaches its design target value, then the constraint mode of the frame truncated model meets the standard; otherwise, perform structural optimization on the frame truncated model.

[0016] Further, the step of determining the modal stiffness and modal mass of the loading point based on the acceleration admittance curve includes:

[0017] The acceleration admittance curve is fitted and decomposed to obtain the modal parameters of the loading point;

[0018] Based on the modal parameters, the modal stiffness and modal mass of the loading point are calculated.

[0019] Furthermore, the step of structurally optimizing the loading point based on the modal stiffness and the modal mass includes:

[0020] If the modal stiffness of the loading point is less than a preset modal stiffness threshold, then structural reinforcement is performed at the loading point.

[0021] If the modal mass of the loading point is greater than the preset modal mass threshold, then a lightweight design is performed at the loading point.

[0022] Furthermore, the structural reinforcement includes: adding support members, arranging reinforcing ribs, and increasing dimensional parameters;

[0023] The lightweight design includes shape optimization design and size optimization design.

[0024] Further, the step of structurally optimizing the loading point based on the modal stiffness and the modal mass includes:

[0025] The optimized connection model is calculated and verified to ensure that the constraint modes of the connection model meet the requirements.

[0026] Furthermore, the step of calculating and verifying the optimized connection model to determine whether the constraint modes of the connection model meet the requirements includes:

[0027] After structural reinforcement is applied to the loading points in the connection model where the modal stiffness is lower than a preset modal stiffness threshold, the constraint modes of the connection model are analyzed.

[0028] If the first-order constraint mode of the connection model reaches its design target value, then the constraint mode of the connection model meets the target; otherwise, the connection model is structurally optimized.

[0029] Furthermore, the step of calculating and verifying the optimized connection model to determine whether the constraint modes of the connection model meet the requirements also includes:

[0030] After lightweighting the loading points in the connection model whose modal mass is higher than the preset modal mass threshold, the constraint modes of the connection model are analyzed.

[0031] If the first-order constraint mode of the connection model reaches its design target value, then the constraint mode of the connection model meets the target; otherwise, the connection model is structurally optimized.

[0032] According to a second aspect of the present invention, an optimization system for support mode enhancement and lightweighting is provided, comprising:

[0033] The constraint modal analysis module is used to perform verification calculations on the passive end suspension bracket model and the frame truncated model respectively, and to determine whether the constraint modes of the two meet the standards.

[0034] The loading calculation module is used to obtain the connection model of the passive end suspension bracket model and the frame truncated model, select a loading point at the connection point of the connection model, apply a unit excitation to the loading point to obtain its acceleration admittance curve;

[0035] And an optimization module, used to determine the modal stiffness and modal mass of the loading point based on the acceleration admittance curve, and to perform structural optimization of the loading point based on the modal stiffness and the modal mass.

[0036] The beneficial effects of this invention are:

[0037] The optimization method for modal enhancement and lightweighting of the support structure according to the present invention includes: performing verification calculations on the passive end suspension support model and the frame truncated model respectively to determine that their constraint modes meet the standards; obtaining the connection model of the passive end suspension support model and the frame truncated model, selecting a loading point at the connection point of the connection model, applying a unit excitation to the loading point to obtain its acceleration admittance curve; determining the modal stiffness and modal mass of the loading point based on the acceleration admittance curve, and performing structural optimization on the loading point based on the modal stiffness and modal mass. In this invention, after determining that the constraint modes of the passive end suspension support model and the frame truncated model both meet the standards, the connection point of their connection model is structurally optimized using acceleration admittance, and the constraint modes of the connection model are determined to meet the standards, ultimately achieving the optimization of modal enhancement and lightweighting of the support structure. For components composed of multiple connected parts, this invention provides a clear modal enhancement and lightweighting method that can effectively save optimization time and improve efficiency.

[0038] Additional aspects and advantages of this application will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of this application. Attached Figure Description

[0039] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0040] Figure 1 This is a logic diagram of the optimization method for support mode enhancement and lightweighting in an embodiment of the present invention;

[0041] Figure 2 This is a flowchart of the optimization method for support mode enhancement and lightweighting in an embodiment of the present invention;

[0042] Figure 3 This is a model diagram of the passive end suspension bracket-vehicle frame in an embodiment of the present invention;

[0043] Figure 4 This is a model diagram of the passive end suspension bracket in an embodiment of the present invention;

[0044] Figure 5 This is a diagram of the frame section model in an embodiment of the present invention;

[0045] Figure 6 This is a connection model diagram of the passive end suspension bracket model and the frame truncated model in an embodiment of the present invention; Figure 7 This is a schematic diagram of an optimized system for modal enhancement and lightweighting of a support structure according to an embodiment of the present invention. Detailed Implementation

[0046] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0047] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0048] Those skilled in the art will understand that, unless otherwise stated, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the word “comprising” as used in the specification of this application means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or combinations thereof.

[0049] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as in the embodiments of this application.

[0050] This embodiment provides an optimization method for improving the modality and reducing the weight of a bracket, which is applied to the lightweight design of an engine mount bracket.

[0051] Vehicle development involves many metrics, among which vibration and noise characteristics are crucial for vehicle body design. These characteristics are typically evaluated using NVH (noise, vibration, and harshness) performance. During vehicle operation, vibrations are primarily transmitted to the body through the engine, suspension mounts, the connection points between the suspension mounts and the chassis, and the chassis path. The dynamic stiffness of these connection points is a significant factor influencing vehicle idling noise and road noise.

[0052] In the process of vehicle design and development, modal analysis using finite element models is typically used to analyze and predict the NVH performance of automobiles. This application's embodiments focus on modal enhancement and lightweight design of brackets in the powertrain system.

[0053] In the powertrain system, the external excitation source system is often connected to the chassis via a passive end mount. The excitation source is not directly applied to the chassis, but rather acts on the passive end mount; therefore, the passive end mount can be considered an extension of the chassis. The modal response depends not only on the stiffness of the connection point between the passive end mount and the chassis, but also on the stiffness of the passive end mount itself. The chassis and the passive end mount can be viewed as two springs connected in series.

[0054] like Figure 1 As shown, in this embodiment, the passive end suspension bracket and the vehicle frame are regarded as two interconnected subsystems. First, modal analysis is performed on these two interconnected subsystems to determine that their constraint modes meet the standards. Then, acceleration admittance is used to perform overall structural optimization and modal analysis on these two interconnected subsystems, ultimately achieving modal improvement and lightweight optimization of the bracket.

[0055] The flowchart of the optimization method for support mode enhancement and weight reduction in this embodiment is as follows: Figure 2 As shown, the optimization method includes steps S10-S40.

[0056] S10. Perform verification calculations on the passive end suspension bracket model and the frame truncated model respectively to determine whether their constraint modes meet the standards.

[0057] In this embodiment, the passive end suspension bracket and the vehicle frame are first modeled based on the existing structure. The passive end suspension bracket-vehicle frame model is as follows: Figure 3 As shown, the passive end suspension bracket model and the frame model in the passive end suspension bracket-frame model are extracted respectively, and modal analysis is performed on the two subsystems.

[0058] S101. Construct a passive end suspension bracket model and analyze the constraint modes of the passive end suspension bracket model.

[0059] Specifically, the passive end suspension bracket model is extracted from the passive end suspension bracket-vehicle frame model, and this passive end suspension bracket model is as follows: Figure 4 As shown.

[0060] Furthermore, the constraint modes of the passive end suspension bracket model are calculated.

[0061] S102. If the first-order constraint mode frequency of the passive end suspension bracket model reaches its design target value, then the constraint mode of the passive end suspension bracket model meets the standard; otherwise, perform structural optimization on the passive end suspension bracket model.

[0062] Specifically, the constraint modes of the passive end suspension bracket model are solved using a solver to obtain its first-order constraint mode frequency f. Act1 The design target value for the first-order constrained modal frequency of this passive end suspension bracket model is f1.

[0063] Furthermore, if its first-order constrained mode frequency f Act1 If the first-order constraint mode frequency f1 is greater than or equal to its design target value f1, then the constraint mode of the passive end suspension bracket model meets the standard; if its first-order constraint mode frequency f1 is greater than or equal to its design target value f1, then the constraint mode of the passive end suspension bracket model meets the standard. Act1 If the value is less than its design target value f1, then the constraint mode of the passive end suspension bracket model is not up to standard, and the passive end suspension bracket model is structurally optimized until its constraint mode meets the standard.

[0064] S103. Construct a chassis model, and obtain a chassis cut-off model by taking the suspension point as the center and cutting out the chassis model within a preset radius area.

[0065] Specifically, the frame model is extracted from the passive end suspension bracket-frame model. Centered on the suspension point, a 400-degree radius section is cut off from the frame model to obtain the frame cut-off model, which is shown below. Figure 5 As shown.

[0066] Furthermore, the constraint modes of the frame truncated model are calculated.

[0067] S104. Analyze the constraint modes of the frame truncated model. If the first-order constraint mode frequency of the frame truncated model reaches its design target value, then the constraint modes of the frame truncated model meet the standard; otherwise, perform structural optimization on the frame truncated model.

[0068] Specifically, the first-order constraint mode frequency f of the frame truncated model is obtained by solving the constraint modes using a solver. Act2 The design target value for the first-order constrained modal frequency of the truncated frame model is f2.

[0069] Furthermore, if its first-order constrained mode frequency f Act2 If the first-order constraint mode frequency f is greater than or equal to its design target value f2, then the constraint mode of the frame truncated model meets the standard; if its first-order constraint mode frequency f Act2 If the value is less than its design target value f1, then the constraint mode of the frame truncated model is not up to standard, and the frame truncated model is structurally optimized until its constraint mode meets the standard.

[0070] In this embodiment, after determining that the constraint modes of the passive end suspension bracket model and the frame truncated model meet the standards through modal analysis and structural optimization, the connection model of the passive end suspension bracket model and the frame truncated model is structurally optimized as a whole through acceleration admittance.

[0071] S20. Obtain the connection model of the passive end suspension bracket model and the frame truncated model. Select the loading point at the connection point of the connection model and apply a unit excitation to the loading point to obtain its acceleration admittance curve.

[0072] Acceleration admittance represents the transfer function between acceleration response and excitation force.

[0073] In this embodiment, the connection model between the passive end suspension bracket model and the frame truncated model is as follows: Figure 6 As shown. Multiple loading points are selected at the connection points of the above connection model, and unit excitation is applied to each of the multiple loading points to obtain their acceleration admittance curves.

[0074] S30. Determine the modal stiffness and modal mass of the loading point based on the acceleration admittance curve, and perform structural optimization of the loading point based on the modal stiffness and modal mass.

[0075] Specifically, the acceleration admittance curve is fitted and decomposed to obtain the modal parameters at the loading point.

[0076] Furthermore, based on the modal parameters, the modal stiffness and modal mass at the loading point are calculated.

[0077] The modal stiffness calculated based on acceleration admittance includes:

[0078]

[0079] Where, k d ω is the modal stiffness, IPI is the excitation frequency, and IPI is the acceleration admittance.

[0080] If the modal stiffness at the loading point is less than the preset modal stiffness threshold, then structural reinforcement is applied to that loading point.

[0081] In this embodiment, structural reinforcement includes adding support members, arranging reinforcing ribs, and increasing dimensional parameters.

[0082] If the modal quality at the loading point is greater than the preset modal quality threshold, then a lightweight design is performed at that loading point.

[0083] In this embodiment, lightweight design includes shape optimization design and size optimization design.

[0084] S40. Perform calculations and verifications on the optimized connection model to determine if the constraint modes of the connection model meet the requirements.

[0085] It should be noted that in this embodiment, after structural reinforcement or lightweight design of each loading point, it is necessary to perform constraint mode calculation and verification.

[0086] After structural reinforcement of the loading points in the connection model whose modal stiffness is lower than the preset modal stiffness threshold, the constraint modes of the connection model are analyzed.

[0087] If the first-order constraint mode frequency of the connection model reaches its design target value, then the constraint mode of the connection model meets the target; otherwise, structural optimization is performed on the connection model.

[0088] Specifically, the first-order constraint mode frequencies f of the connection model are obtained by solving the constraint modes of the model using a solver. ActAll The design target value for the first-order constrained modal frequency of this connection model is f. All .

[0089] Furthermore, if its first-order constrained mode frequency f ActAll Greater than or equal to its design target value f All If the constraint modes of the connection model meet the requirements, then the first-order constraint mode frequency f ActAll Less than its design target value f All If the constraint mode of the connection model is not up to standard, the parameters of the structural reinforcement of each loading point in the connection model should be adjusted until the constraint mode meets the standard.

[0090] After lightweighting the loading points in the connection model whose modal mass exceeds the preset modal mass threshold, the constraint modes of the connection model are analyzed.

[0091] If the first-order constraint mode frequency of the connection model reaches its design target value, then the constraint mode of the connection model meets the target; otherwise, structural optimization is performed on the connection model.

[0092] If the first-order constraint mode frequency of the connection model reaches its design target value, then the constraint mode of the connection model meets the target; otherwise, structural optimization is performed on the connection model.

[0093] Specifically, the first-order constraint mode frequencies f of the connection model are obtained by solving the constraint modes of the model using a solver. ActAll The design target value for the first-order constrained modal frequency of this connection model is f. All .

[0094] Furthermore, if its first-order constrained mode frequency f ActAll 'Greater than or equal to its design target value f' All If the constraint modes of the connection model meet the requirements, then the first-order constraint mode frequency f ActAll 'less than its design target value f All If the constraint mode of the connection model is not up to standard, the lightweight parameters of each loading point in the connection model should be adjusted until the constraint mode meets the standard.

[0095] In this embodiment, the connection model of the passive end suspension bracket model and the frame truncated model is optimized as a whole by using acceleration admittance. After the constraint model of the connection model is determined to meet the standard by modal analysis, the optimization scheme can be output.

[0096] In this application, after determining that the constraint modes of the passive end suspension bracket model and the frame truncated model meet the standards, the connection point of their connection model is structurally optimized by using acceleration admittance, and the constraint modes of the connection model are determined to meet the standards, ultimately achieving modal improvement and lightweight optimization of the bracket.

[0097] For components composed of multiple interconnected parts, if modal analysis is performed directly on the component, and the constraint modes of the component do not meet the standards, simulation engineers will find it difficult to determine the optimization approach. This invention provides a clear modal enhancement and lightweighting method. First, modal analysis is performed on each component in the component to ensure that the constraint modes of each component meet the standards. Then, the connection points of each component in the component are structurally strengthened and lightweighted using the acceleration admittance method. Finally, the modal enhancement and lightweighting design of the component are achieved, which can effectively save optimization time and improve efficiency.

[0098] like Figure 7 As shown, in another embodiment of the present invention, an optimization system for support modal enhancement and lightweighting is provided. The optimization system includes a constraint modal analysis module 71, a loading calculation module 72, and an optimization module 73.

[0099] Among them, the constraint modal analysis module 71 is used to perform verification calculations on the passive end suspension bracket model and the frame truncated model respectively, and to determine whether the constraint modes of the two meet the standards.

[0100] Specifically, the constraint modal analysis module 71 calculates the constraint modes of the constructed passive end suspension bracket model and the frame truncated model, respectively. The solver then solves for the constraint modes of both models to obtain their first-order constraint modal frequencies. The first-order constraint modal frequencies of each model are then checked to see if they meet their respective design target values: if both are met, then both constraint modes meet the target; if either or neither is met, then the constraint modes of the passive end suspension bracket model and / or the frame truncated model do not meet the target. Further structural optimization is required for the non-compliant models until both constraint modes meet the target.

[0101] The loading calculation module 72 is used to obtain the connection model of the passive end suspension bracket model and the frame truncated model. The loading point is selected at the connection point of the connection model, and a unit excitation is applied to the loading point to obtain its acceleration admittance curve.

[0102] Specifically, the loading calculation module 72 selects multiple loading points at the connection of the connection model and applies unit excitation to the multiple loading points to obtain the acceleration admittance curves of each loading point.

[0103] The optimization module 73 is used to determine the modal stiffness and modal mass of the loading point based on the acceleration admittance curve, and to perform structural optimization of the loading point based on the modal stiffness and modal mass.

[0104] Specifically, the optimization module 73 fits and decomposes the acceleration admittance curves of each loading point to obtain its modal parameters, and calculates the modal stiffness and modal mass of each loading point based on the modal parameters.

[0105] Furthermore, if the modal stiffness at the loading point is less than a preset modal stiffness threshold, structural reinforcement is applied to that loading point. If the modal mass at the loading point is greater than a preset modal mass threshold, lightweight design is implemented at that loading point.

[0106] It should be noted that in this embodiment, after structural reinforcement or lightweight design of each loading point, it is necessary to perform constraint mode calculation and verification.

[0107] If the constraint modes of the verification connection model meet the requirements, the optimized scheme is output; otherwise, structural optimization continues based on the modal stiffness and modal mass of each loading point.

[0108] The stent modality enhancement and lightweighting optimization system of this embodiment is used to implement the stent modality enhancement and lightweighting optimization method of this embodiment.

[0109] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0110] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. An optimization method for modal enhancement and lightweighting of a support structure, characterized in that, include: The passive end suspension bracket model and the frame truncated model were checked and calculated to ensure that the constraint modes of both met the standards. Obtain the connection model of the passive end suspension bracket model and the frame truncated model, select a loading point at the connection point of the connection model, apply a unit excitation to the loading point to obtain its acceleration admittance curve; The modal stiffness and modal mass of the loading point are determined based on the acceleration admittance curve, and the structure of the loading point is optimized based on the modal stiffness and modal mass. After confirming that the constraint modes of the passive end suspension bracket model and the frame truncated model meet the standards through modal analysis and structural optimization, the overall structural optimization of the connection model of the passive end suspension bracket model and the frame truncated model is carried out through acceleration admittance. The step of optimizing the structure of the loading point based on the modal stiffness and the modal mass includes: if the modal stiffness of the loading point is less than a preset modal stiffness threshold, then the structure at the loading point is strengthened; If the modal mass of the loading point is greater than the preset modal mass threshold, then a lightweight design is performed at the loading point.

2. The optimization method for modal enhancement and lightweighting of the stent as described in claim 1, characterized in that, The steps of verifying the passive end suspension bracket model and the frame truncated model to determine whether their constraint modes meet the standards include: Construct a passive end suspension bracket model and analyze the constraint modes of the passive end suspension bracket model; If the first-order constraint mode of the passive end suspension bracket model reaches its design target value, then the constraint mode of the passive end suspension bracket model meets the standard; otherwise, structural optimization is performed on the passive end suspension bracket model.

3. The optimization method for modal enhancement and lightweighting of the stent as described in claim 2, characterized in that, The steps of verifying the passive end suspension bracket model and the frame truncated model to determine whether their constraint modes meet the standards also include: Construct a chassis model, and obtain a truncated chassis model by cutting off the chassis model within a preset radius area with the suspension point as the center; Analyze the constraint modes of the frame truncated model. If the first-order constraint mode of the frame truncated model reaches its design target value, then the constraint mode of the frame truncated model meets the standard; otherwise, perform structural optimization on the frame truncated model.

4. The optimization method for modal enhancement and lightweighting of the stent as described in any one of claims 1-3, characterized in that, The step of determining the modal stiffness and modal mass of the loading point based on the acceleration admittance curve includes: The acceleration admittance curve is fitted and decomposed to obtain the modal parameters of the loading point; Based on the modal parameters, the modal stiffness and modal mass of the loading point are calculated.

5. The optimization method for modal enhancement and lightweighting of the stent as described in claim 4, characterized in that, The structural reinforcement includes: adding support members, arranging reinforcing ribs, and increasing dimensional parameters; The lightweight design includes shape optimization design and size optimization design.

6. The optimization method for modal enhancement and lightweighting of the stent as described in claim 4, characterized in that, The step of structurally optimizing the loading point based on the modal stiffness and the modal mass includes: The optimized connection model is calculated and verified to ensure that the constraint modes of the connection model meet the requirements.

7. The optimization method for modal enhancement and lightweighting of the stent as described in claim 6, characterized in that, The step of calculating and verifying the optimized connection model to determine whether the constraint modes of the connection model meet the requirements includes: After structural reinforcement is applied to the loading points in the connection model where the modal stiffness is lower than a preset modal stiffness threshold, the constraint modes of the connection model are analyzed. If the first-order constraint mode of the connection model reaches its design target value, then the constraint mode of the connection model meets the target; otherwise, the connection model is structurally optimized.

8. The optimization method for modal enhancement and lightweighting of the stent as described in claim 6, characterized in that, The step of calculating and verifying the optimized connection model to determine whether the constraint modes of the connection model meet the requirements further includes: After lightweighting the loading points in the connection model whose modal mass is higher than the preset modal mass threshold, the constraint modes of the connection model are analyzed. If the first-order constraint mode of the connection model reaches its design target value, then the constraint mode of the connection model meets the target; otherwise, the connection model is structurally optimized.

9. An optimization system for stent modal enhancement and weight reduction, used to implement the optimization method for stent modal enhancement and weight reduction as described in any one of claims 1-8, characterized in that, include: The constraint modal analysis module is used to perform verification calculations on the passive end suspension bracket model and the frame truncated model respectively, and to determine whether the constraint modes of the two meet the standards. The loading calculation module is used to obtain the connection model of the passive end suspension bracket model and the frame truncated model, select a loading point at the connection point of the connection model, apply a unit excitation to the loading point to obtain its acceleration admittance curve; And an optimization module, used to determine the modal stiffness and modal mass of the loading point based on the acceleration admittance curve, and to perform structural optimization of the loading point based on the modal stiffness and the modal mass.

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