Optimization method and optimization system of front axle bracket and electronic equipment

Abstract

The invention provides an optimization method and an optimization system of a front axle support and electronic equipment, the front axle support comprises a support main body and a welding joint, the optimization method comprises the following steps: determining an optimization area of the front axle support, the optimization area comprises at least part of the welding joint; determining constraint conditions according to the volume and stress of the welding joint; topological optimization is conducted on the optimization area according to the constraint conditions so that the welding joint can reach the optimization target, and the optimized welding joint is obtained; and optimizing the bracket main body based on the optimized welding joint to obtain the optimized bracket main body, and obtaining the optimized front axle bracket according to the optimized bracket main body and the optimized welding joint. According to the technical scheme, topological optimization is carried out on the welding joint, so that the welding joint can be optimized according to the constraint conditions, the welding joint reaches the optimization target, the rigidity of the optimized welding joint is improved, the possibility of cracking of the welding joint is reduced, and the overall reliability of the front axle support is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engineering vehicles, and in particular to an optimization method and optimization system of a front axle bracket and electronic equipment. Background Art

[0002] In the related art, the front end of the front end bracket 1' of a wide-body vehicle is subjected to traction load during the vehicle start-stop process. The front end bracket 1' includes a frame body 10' (such as Figure 1 and Figure 2 As shown in the figure, the frame 10' is welded to other parts of the wide-body vehicle, and the traction load acts on the frame 10'. The weld positions between the frame 10' and other parts of the wide-body vehicle are prone to cracking and damage under the load. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] To this end, a first object of the present invention is to propose a method for optimizing a front axle bracket.

[0005] The second object of the present invention is to propose an optimization system for a front axle bracket.

[0006] The third objective of the present invention is to provide an electronic device.

[0007] A fourth objective of the present invention is to provide a readable storage medium.

[0008] To achieve at least one of the above purposes, according to a first aspect of the present invention, a method for optimizing a front axle bracket is proposed, wherein the front axle bracket includes a bracket body and a welded joint, wherein the welded joint is connected to the bracket body, and the method for optimizing the front axle bracket includes: determining an optimized area of ​​the front axle bracket, wherein the optimized area includes at least part of the welded joint; determining constraints based on the volume and stress of the welded joint; topologically optimizing the optimized area based on the constraints so that the welded joint reaches the optimization target and an optimized welded joint is obtained; optimizing the bracket body based on the optimized welded joint to obtain an optimized bracket body, and obtaining an optimized front axle bracket based on the optimized bracket body and the optimized welded joint.

[0009] The optimization method of the front axle bracket proposed in the present application is used to optimize the front axle bracket. The front axle bracket can be used in wide-body vehicles. The front axle bracket includes a bracket body and a welding joint. The welding joint is connected to the bracket body, and the welding joint is used to weld the bracket body to other parts of the wide-body vehicle. The bracket body in the front axle bracket is connected to the push rod of the wide-body vehicle. When the wide-body vehicle is running, the push rod transfers the load to the bracket body, and the bracket body transfers the load to the welding joint. In order to avoid problems such as cracking of the welded structure under load, the present application proposes a method for optimizing the front axle bracket. Through this optimization method, the structure of the welding joint in the front axle bracket can be optimized to improve the stiffness of the welding joint, thereby improving the overall reliability of the front axle bracket.

[0010] First, the optimization area of ​​the front axle bracket is determined, and the optimization area includes at least part of the welded joints. Then, the structure of the welded joints is optimized for the optimization area. Optionally, the optimization area includes all welded joints. After the optimization area is determined, the constraint conditions are determined according to the volume and stress of the welded joints. The constraint conditions are related to the volume of the welded joints before and after optimization. When the bracket body is subjected to a load, the bracket body transfers the load to the welded joints, and the welded joints generate stress. The constraint conditions are also related to the stress of the welded joints.

[0011] Further, after determining the constraints, the optimization area is topologically optimized according to the constraints, and the welded joint reaches the optimization target, thereby obtaining the optimized welded joint. Specifically, the topological optimization of the optimization area takes improving the stiffness of the welded joint as the optimization target, and the stiffness of the optimized welded joint is improved compared with the stiffness of the welded joint before optimization. After obtaining the optimized welded joint, the bracket body is optimized based on the optimized welded joint to obtain the optimized bracket body. The structure of the optimized bracket body is compatible with the optimized welded joint. The front axle bracket includes a bracket body and a welded joint. After obtaining the optimized bracket body, further, the optimized front axle bracket is obtained based on the optimized bracket body and the optimized welded joint.

[0012] By performing topological optimization on the welded joint, the welded joint can be optimized according to the constraint conditions so that the welded joint reaches the optimization target. The stiffness of the optimized welded joint is improved, thereby reducing the possibility of cracking of the welded joint, thereby improving the overall reliability of the front axle bracket.

[0013] The above-mentioned front axle bracket optimization method of the present invention may also have the following distinguishing technical features:

[0014] In some technical schemes, optionally, the constraint conditions include a first constraint condition and a second constraint condition, and the constraint conditions are determined according to the volume and stress of the weld joint, specifically including: determining the first constraint condition according to the volume of the weld joint, the first constraint condition is that the ratio of the volume of the optimized weld joint to the volume of the weld joint before optimization is within a preset ratio range; determining the second constraint condition according to the stress of the weld joint, the second constraint condition is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized weld joint is within a preset stress range.

[0015] In this technical solution, the step of determining the constraint condition according to the volume and stress of the weld joint is specifically defined. The constraint condition includes a first constraint condition and a second constraint condition. When determining the constraint condition, the first constraint condition is first determined according to the volume of the weld joint. Specifically, the first constraint condition is that the ratio of the volume of the weld joint after optimization to the volume of the weld joint before optimization is within a preset ratio range. In a possible technical solution, the preset ratio range is 0.15 to 0.35.

[0016] Further, the second constraint condition is determined according to the stress of the weld joint. Specifically, the second constraint condition is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized weld joint is within the preset stress range. In a possible technical solution, the weld fatigue level corresponding to the standard deviation σ=0 in the principal stress-life curve of weld evaluation based on the structural stress method in the ASME (American Society of Mechanical Engineers) specification is used as the local control value of the weld stress, that is, 2×10 6 The corresponding weld stress range for each cycle is 200MPa.

[0017] By limiting the first constraint condition and the second constraint condition, the volume of the weld joint can be reduced, and the stress of the optimized weld joint can be limited within a certain range, thereby avoiding excessive stress in the weld joint and reducing the possibility of cracking of the weld joint.

[0018] In some technical solutions, optionally, before determining the second constraint condition according to the stress of the welded joint, the optimization method of the front axle bracket also includes: obtaining a load spectrum of the bracket body as a first load spectrum; and extracting the maximum load in the first load spectrum as a preset load.

[0019] In this technical solution, the optimization method of the front axle bracket is further limited. Before determining the second constraint condition according to the stress of the welded joint, a preset load is obtained. Specifically, the load spectrum of the bracket body is first obtained as the first load spectrum, and then the maximum load in the first load spectrum is extracted as the preset load.

[0020] In a possible technical solution, the support body of the front axle support is connected to the thrust rod of the wide-body vehicle, and the thrust rod transmits a unidirectional load to the support body. The time-strain sequence of the thrust rod during a driving cycle of the wide-body vehicle is obtained by measuring the position corresponding to the thrust rod on the support body through a strain sensor. Based on the elastic mechanics method, the strain is converted into the axial force F applied by the thrust rod to the support body, F = ε × E × A, where ε is the strain measured by the strain sensor, E is the elastic modulus, and A is the effective cross-sectional area of ​​the thrust rod. After the time-strain sequence is converted into a time-force load sequence (i.e., the first load spectrum), the maximum load in the time-force load sequence is extracted as the preset load.

[0021] By taking the maximum load in the first load spectrum as the preset load, the optimized welded joint can meet the load under the limit condition, thereby further improving the reliability of the welded joint.

[0022] In some technical solutions, optionally, the optimization goal is to maximize the stiffness of the optimized weld joint under constraints.

[0023] In this technical solution, the optimization target is defined. The optimization target is to maximize the stiffness of the welded joint after optimization under the constraint conditions. Specifically, the optimization target takes the minimum flexibility of the welded joint, that is, the maximum stiffness of the welded joint as the optimization target, so that the optimized welded joint has the maximum stiffness under the constraint conditions. In this way, the stiffness of the welded joint can be improved, the reliability of the welded joint can be improved, the possibility of cracking of the welded joint can be reduced, and the overall reliability of the front axle bracket can be improved.

[0024] In some technical schemes, optionally, after obtaining the optimized front axle bracket, the optimization method of the front axle bracket also includes: confirming the evaluation position of the optimized front axle bracket, obtaining the stress at the evaluation position as the evaluation stress; comparing the evaluation stress with the safety strength, if the evaluation stress is less than the safety strength, confirming that the optimization of the front axle bracket is successful, if the evaluation stress is greater than or equal to the safety strength, confirming that the optimization of the front axle bracket has failed, and executing the step of performing topological optimization on the optimization area according to the constraint conditions.

[0025] In this technical solution, the optimization method of the front axle bracket is further limited. After obtaining the optimized front axle bracket, the strength of the optimized front axle bracket is evaluated to confirm whether the optimization of the front axle bracket is successful. First, the evaluation position of the optimized front axle bracket is confirmed, and the stress at the evaluation position is obtained as the evaluation stress. Then the evaluation stress is compared with the safety strength, and whether the optimization of the front axle bracket is successful is confirmed based on the comparison result between the evaluation stress and the safety strength. Specifically, if the evaluation stress is less than the safety strength, it is confirmed that the optimization of the front axle bracket is successful; if the evaluation stress is greater than or equal to the safety strength, it is confirmed that the optimization of the front axle bracket has failed, and the step of performing topological optimization on the optimization area according to the constraint conditions is executed.

[0026] In a possible technical solution, the weld position in the weld joint is first confirmed and used as the evaluation position. Then, the sum of the film stress and the bending stress at the weld position is extracted by the structural stress method as the evaluation stress. The evaluation stress is σ FEM . Then compare the assessment stress with the safety strength. If the assessment stress is less than the safety strength, it means that the stress of the optimized front axle bracket will not exceed the safety strength and the weld will not crack, then the optimization of the front axle bracket is confirmed to be successful. If the assessment stress is greater than or equal to the safety strength, it means that the stress of the optimized front axle bracket will exceed the safety strength and there is a possibility of cracking in the weld, then the optimization of the front axle bracket is confirmed to have failed. When it is confirmed that the optimization of the front axle bracket has failed, the execution step is to perform topological optimization on the optimization area according to the constraints and re-optimize the front axle bracket. Among them, the safety strength is related to the material strength, influencing parameters and safety parameters of the bracket body.

[0027] By comparing the evaluated stress of the optimized front axle bracket with the safety strength, it is possible to confirm whether the optimization of the front axle bracket is successful, thereby verifying the optimization effect of the front axle bracket.

[0028] In some technical solutions, optionally, the security strength is σ q , σ q =R m ×K / J ges , where R m is the material strength of the bracket body, K is the influencing parameter, J ges is a safety parameter.

[0029] In this technical solution, the security strength is limited. The security strength is σ q , σ q =R m ×K / J ges , where R m is the material strength of the bracket body, K is the influencing parameter, J ges is a safety parameter. Specifically, the influencing parameters include the anisotropy correction factor KA , Geometric size factor K d , Temperature influence factor K T , Section coefficient n pl , weld strength loss factor α w At least one of the safety parameters J ges It is determined based on the possible serious consequences of failure and the probability of such conditions occurring.

[0030] In a possible technical solution, the influencing parameters include anisotropy correction factor K A , Geometric size factor K d , Temperature influence factor K T , Section coefficient n pl , weld strength loss factor α w , K=K A ×K d ×K T ×n pl ×α w The component strength is σ sk , σ sk =R m ×K. The security strength is σ q , σ q =σ sk / J ges .

[0031] In some technical schemes, optionally, after obtaining the optimized front axle bracket, the optimization method of the front axle bracket also includes: obtaining the load spectrum of the optimized front axle bracket as the second load spectrum; establishing a finite element model of the front axle bracket before optimization to obtain a first finite element model, and establishing a finite element model of the optimized front axle bracket to obtain a second finite element model; applying loads to the first finite element model and the second finite element model according to the second load spectrum, and performing finite element analysis on the first finite element model and the second finite element model to obtain a first fatigue life of the front axle bracket before optimization and a second fatigue life of the optimized front axle bracket; comparing the first fatigue life with the second fatigue life, if the first fatigue life is less than the second fatigue life, confirming that the optimization of the front axle bracket is successful, if the first fatigue life is greater than or equal to the second fatigue life, confirming that the optimization of the front axle bracket has failed, and executing the step of performing topological optimization on the optimization area according to the constraint conditions.

[0032] In this technical solution, the optimization method of the front axle bracket is further limited. After obtaining the optimized front axle bracket, the fatigue life of the optimized front axle bracket is predicted to confirm whether the optimization of the front axle bracket is successful. First, the load spectrum of the optimized front axle bracket is obtained as the second load spectrum, and then the finite element model of the front axle bracket before optimization and the finite element model of the optimized front axle bracket are established respectively to obtain the first finite element model and the second finite element model. Afterwards, loads are applied to the first finite element model and the second finite element model respectively according to the second load spectrum, and the finite element analysis is performed on the first finite element model to obtain the first fatigue life of the front axle bracket before optimization, and the finite element analysis is performed on the second finite element model to obtain the second fatigue life of the optimized front axle bracket. The first fatigue life is compared with the second fatigue life. If the first fatigue life is less than the second fatigue life, it means that the fatigue life of the optimized front axle bracket has been improved, and the optimization of the front axle bracket is confirmed to be successful. If the first fatigue life is greater than or equal to the second fatigue life, it means that the fatigue life of the optimized front axle bracket has not been improved, and the optimization of the front axle bracket is confirmed to have failed. When it is confirmed that the optimization of the front axle bracket has failed, the execution step is to perform topological optimization on the optimization area according to the constraint conditions and re-optimize the front axle bracket.

[0033] In a possible technical solution, the structural stress method is first used as a method for extracting stress for fatigue life calculation. The sum of the film stress and the bending stress on the plate thickness layer at the weld toe position on the weld joint is extracted by the structural stress method, and a time-force load sequence is established as the second load spectrum. Then, the finite element model of the front axle bracket before optimization and the finite element model of the front axle bracket after optimization are respectively established to obtain the first finite element model and the second finite element model, and the position at the junction of the weld toe position plate and other geometric entities on the weld joint is used as the solution position. In the solution environment of ANSYS Mechanical software, a unit load of 1N in the longitudinal thrust rod direction is applied to the first finite element model and the second finite element model, respectively, to obtain the stress corresponding to the 1N unit load. Then, finite element analysis is performed on the first finite element model and the second finite element model, and then the solution files are output respectively. Further, a weld fatigue solution engine is built based on ANSYS nCode DesignLife software, and the solution technology method is based on the structural stress method to perform entity weld fatigue solution technology, and the weld position is based on the principal stress-life curve as the solution stress-life calculation curve. Considering that the survival rate of the solving engine is 50%, the stress combination of the weld position is solved using the WeldNormal (standard weld) stress combination method.

[0034] The fatigue life of the structural welds of the front axle bracket before optimization is converted into about 12.6 months of actual vehicle operation, and the fatigue life of the structural welds of the front axle bracket after optimization is converted into about 266.5 months of actual vehicle operation.

[0035] By comparing the fatigue life of the front axle bracket before and after optimization, it can be confirmed whether the fatigue strength of the optimized front axle bracket is improved.

[0036] The second aspect of the present invention also proposes an optimization system for a front axle bracket, the front axle bracket includes a bracket body and a welding joint, the welding joint is connected to the bracket body, and the optimization system of the front axle bracket includes: a first confirmation module, used to determine the optimization area of ​​the front axle bracket, the optimization area includes at least part of the welding joint; a second confirmation module, used to determine the constraint conditions according to the volume and stress of the welding joint; an optimization module, used to perform topological optimization on the optimization area according to the constraint conditions so that the welding joint reaches the optimization target and obtains the optimized welding joint; an acquisition module, used to optimize the bracket body based on the optimized welding joint, obtain the optimized bracket body, and obtain the optimized front axle bracket according to the optimized bracket body and the optimized welding joint.

[0037] The optimization system of the front axle bracket proposed in the present application is used to optimize the front axle bracket. The front axle bracket can be used in wide-body vehicles. The front axle bracket includes a bracket body and a welding joint. The welding joint is connected to the bracket body, and the welding joint is used to weld the bracket body to other parts of the wide-body vehicle. The bracket body in the front axle bracket is connected to the push rod of the wide-body vehicle. When the wide-body vehicle is running, the push rod transfers the load to the bracket body, and the bracket body transfers the load to the welding joint. In order to avoid problems such as cracking of the welded structure under load, the present application proposes an optimization system for the front axle bracket, through which the structure of the welding joint in the front axle bracket can be optimized to improve the stiffness of the welding joint, thereby improving the overall reliability of the front axle bracket.

[0038] The optimization system of the front axle bracket includes a first confirmation module, which is used to determine the optimization area of ​​the front axle bracket, and the optimization area includes at least part of the welded joint. After the optimization area is determined, the structure of the welded joint is optimized for the optimization area. Optionally, the optimization area includes all welded joints. The optimization system of the front axle bracket also includes a second confirmation module, which is used to determine the constraint conditions according to the volume and stress of the welded joint. The constraint conditions are related to the volume of the welded joint before and after optimization. When the bracket body is under load, the bracket body transfers the load to the welded joint, and the welded joint generates stress. The constraint conditions are also related to the stress of the welded joint.

[0039] Furthermore, the optimization system of the front axle bracket also includes an optimization module, which is used to perform topological optimization on the optimization area according to the constraint conditions, so that the welding joints reach the optimization target, and then obtain the optimized welding joints. Specifically, the topological optimization of the optimization area takes improving the stiffness of the welding joints as the optimization target, and the stiffness of the optimized welding joints is improved compared with the stiffness of the welding joints before optimization. The optimization system of the front axle bracket also includes an acquisition module, which is used to optimize the bracket body based on the optimized welding joints to obtain the optimized bracket body. The structure of the optimized bracket body is compatible with the optimized welding joints. The front axle bracket includes a bracket body and a welding joint. After obtaining the optimized bracket body, the acquisition module is further used to obtain the optimized front axle bracket based on the optimized bracket body and the optimized welding joints.

[0040] By performing topological optimization on the welded joint, the welded joint can be optimized according to the constraint conditions so that the welded joint reaches the optimization target. The stiffness of the optimized welded joint is improved, thereby reducing the possibility of cracking of the welded joint, thereby improving the overall reliability of the front axle bracket.

[0041] In some technical schemes, optionally, the constraint conditions include a first constraint condition and a second constraint condition, and the second confirmation module is also used to determine the first constraint condition based on the volume of the welded joint, and the first constraint condition is that the ratio of the volume of the optimized welded joint to the volume of the welded joint before optimization is within a preset ratio range; the second confirmation module is also used to determine the second constraint condition based on the stress of the welded joint, and the second constraint condition is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized welded joint is within a preset stress range.

[0042] In this technical solution, the constraint module is further defined. The constraint condition includes a first constraint condition and a second constraint condition. When determining the constraint condition, the constraint module is also used to determine the first constraint condition according to the volume of the weld joint. Specifically, the first constraint condition is that the ratio of the volume of the weld joint after optimization to the volume of the weld joint before optimization is within a preset ratio range. In a possible technical solution, the preset ratio range is 0.15 to 0.35.

[0043] Furthermore, the constraint module is also used to determine a second constraint condition according to the stress of the weld joint. Specifically, the second constraint condition is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized weld joint is within a preset stress range.

[0044] By limiting the first constraint condition and the second constraint condition, the volume of the weld joint can be reduced, and the stress of the optimized weld joint can be limited within a certain range, thereby avoiding excessive stress in the weld joint and reducing the possibility of cracking of the weld joint.

[0045] In some technical solutions, optionally, the optimization system of the front axle bracket also includes: an extraction module, which is used to obtain the load spectrum of the bracket body as a first load spectrum, and extract the maximum load in the first load spectrum as a preset load.

[0046] In the technical solution, the optimization system of the front axle bracket is further defined. The optimization system of the front axle bracket also includes an extraction module, which is used to obtain the load spectrum of the bracket body as a first load spectrum and extract the maximum load in the first load spectrum as a preset load.

[0047] In a possible technical solution, the support body of the front axle support is connected to the thrust rod of the wide-body vehicle, and the thrust rod transmits a unidirectional load to the support body. The time-strain sequence of the thrust rod during a driving cycle of the wide-body vehicle is obtained by measuring the position corresponding to the thrust rod on the support body through a strain sensor. Based on the elastic mechanics method, the strain is converted into the axial force F applied by the thrust rod to the support body, F = ε × E × A, where ε is the strain measured by the strain sensor, E is the elastic modulus, and A is the effective cross-sectional area of ​​the thrust rod. After the time-strain sequence is converted into a time-force load sequence (i.e., the first load spectrum), the maximum load in the time-force load sequence is extracted as the preset load.

[0048] By taking the maximum load in the first load spectrum as the preset load, the optimized welded joint can meet the load under the limit condition, thereby further improving the reliability of the welded joint.

[0049] In some technical schemes, optionally, the optimization system of the front axle bracket also includes: a stress acquisition module, used to confirm the evaluation position of the optimized front axle bracket, and obtain the stress at the evaluation position as the evaluation stress; a first comparison module, used to compare the evaluation stress with the safety strength, if the evaluation stress is less than the safety strength, it is confirmed that the optimization of the front axle bracket is successful, if the evaluation stress is greater than or equal to the safety strength, it is confirmed that the optimization of the front axle bracket has failed.

[0050] In this technical solution, the optimization system of the front axle bracket is further defined. The optimization system of the front axle bracket also includes a stress acquisition module and a first comparison module. The stress acquisition module is used to confirm the evaluation position of the optimized front axle bracket, and obtain the stress at the evaluation position as the evaluation stress. The first comparison module is used to compare the evaluation stress with the safety strength, and confirm whether the optimization of the front axle bracket is successful based on the comparison result between the evaluation stress and the safety strength. Specifically, if the evaluation stress is less than the safety strength, it is confirmed that the optimization of the front axle bracket is successful, and if the evaluation stress is greater than or equal to the safety strength, it is confirmed that the optimization of the front axle bracket has failed.

[0051] In a possible technical solution, the weld position in the weld joint is first confirmed and used as the evaluation position. Then, the sum of the film stress and the bending stress at the weld position is extracted by the structural stress method as the evaluation stress. The evaluation stress is σ FEM . Then compare the assessment stress with the safety strength. If the assessment stress is less than the safety strength, it means that the stress of the optimized front axle bracket will not exceed the safety strength and the weld will not crack, then the optimization of the front axle bracket is confirmed to be successful. If the assessment stress is greater than or equal to the safety strength, it means that the stress of the optimized front axle bracket will exceed the safety strength and there is a possibility of cracking in the weld, then the optimization of the front axle bracket is confirmed to have failed. When it is confirmed that the optimization of the front axle bracket has failed, the execution step is to perform topological optimization on the optimization area according to the constraints and re-optimize the front axle bracket. Among them, the safety strength is related to the material strength, influencing parameters and safety parameters of the bracket body.

[0052] By comparing the evaluated stress of the optimized front axle bracket with the safety strength, it is possible to confirm whether the optimization of the front axle bracket is successful, thereby verifying the optimization effect of the front axle bracket.

[0053] In some technical schemes, optionally, the optimization system of the front axle bracket also includes: a load acquisition module, used to obtain the load spectrum of the optimized front axle bracket as the second load spectrum; a modeling module, used to establish a finite element model of the front axle bracket before optimization to obtain a first finite element model, and establish a finite element model of the optimized front axle bracket to obtain a second finite element model; an analysis module, used to apply loads to the first finite element model and the second finite element model according to the second load spectrum, and perform finite element analysis on the first finite element model and the second finite element model respectively to obtain a first fatigue life of the front axle bracket before optimization and a second fatigue life of the optimized front axle bracket; a second comparison module, used to compare the first fatigue life with the second fatigue life, if the first fatigue life is less than the second fatigue life, it is confirmed that the optimization of the front axle bracket is successful, if the first fatigue life is greater than or equal to the second fatigue life, it is confirmed that the optimization of the front axle bracket has failed.

[0054] In this technical solution, the optimization system of the front axle bracket is further defined. The optimization system of the front axle bracket also includes a load acquisition module, a modeling module, an analysis module and a second comparison module. The load acquisition module is used to obtain the load spectrum of the optimized front axle bracket as the second load spectrum. The modeling module is used to establish the finite element model of the front axle bracket before optimization and the finite element model of the front axle bracket after optimization, respectively, to obtain the first finite element model and the second finite element model. The analysis module is used to apply loads to the first finite element model and the second finite element model according to the second load spectrum, perform finite element analysis on the first finite element model, obtain the first fatigue life of the front axle bracket before optimization, perform finite element analysis on the second finite element model, and obtain the second fatigue life of the optimized front axle bracket. The second comparison module is used to compare the first fatigue life with the second fatigue life. If the first fatigue life is less than the second fatigue life, it means that the fatigue life of the optimized front axle bracket has been improved, and the optimization of the front axle bracket is confirmed to be successful. If the first fatigue life is greater than or equal to the second fatigue life, it means that the fatigue life of the optimized front axle bracket has not been improved, and the optimization of the front axle bracket is confirmed to fail. When it is confirmed that the optimization of the front axle bracket has failed, the execution step is to perform topological optimization on the optimization area according to the constraint conditions and re-optimize the front axle bracket.

[0055] By comparing the fatigue life of the front axle bracket before and after optimization, it can be confirmed whether the fatigue strength of the optimized front axle bracket is improved.

[0056] The electronic device provided in the third aspect of the present invention includes the optimization system for the front axle bracket proposed in the second aspect of the present invention, and therefore has all the beneficial effects of the optimization system for the front axle bracket.

[0057] The fourth aspect of the present invention further proposes a readable storage medium, on which a program or instruction is stored, and when the program or instruction is executed by a processor, the steps of the front axle bracket optimization method proposed in the first aspect of the present invention are implemented. Therefore, all the beneficial technical effects of the front axle bracket optimization method in any possible technical solution in the first aspect above are achieved.

[0058] Additional aspects and advantages of the present invention will become apparent from the following description or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0060] Figure 1 A schematic diagram of the structure of a frame in the related art is shown;

[0061] Figure 2 A schematic diagram of the structure of a front end bracket in the related art is shown;

[0062] Figure 3 The fatigue life cloud diagram of the front end bracket in the related art is shown;

[0063] Figure 4 One of the flow charts of the optimization method of the front axle bracket according to one embodiment of the present invention is shown;

[0064] Figure 5 A second flow chart of a method for optimizing a front axle bracket according to an embodiment of the present invention is shown;

[0065] Figure 6 A third flow chart of a method for optimizing a front axle bracket according to an embodiment of the present invention is shown;

[0066] Figure 7 A fourth flow chart of a method for optimizing a front axle bracket according to an embodiment of the present invention is shown;

[0067] Figure 8 A fifth flow chart of a method for optimizing a front axle bracket according to an embodiment of the present invention is shown;

[0068] Fig. 9 One of the structural block diagrams of the optimization system of the front axle bracket according to one embodiment of the present invention is shown;

[0069] Fig.10 A second structural block diagram of an optimization system for a front axle support according to an embodiment of the present invention is shown;

[0070] Fig.11 A third structural block diagram of an optimization system for a front axle bracket according to an embodiment of the present invention is shown;

[0071] Fig.12 A fourth structural block diagram of an optimization system for a front axle support according to an embodiment of the present invention is shown;

[0072] Fig.13 A schematic diagram showing an optimized area of ​​a front axle bracket according to an embodiment of the present invention;

[0073] Fig.14 A schematic diagram of the geometric topological shape of a front axle bracket after topological optimization according to an embodiment of the present invention is shown;

[0074] Fig.15 The stress cloud diagram of the optimized front axle bracket according to one embodiment of the present invention is shown;

[0075] Fig.16 One of the structural schematic diagrams of an optimized front axle bracket according to an embodiment of the present invention is shown;

[0076] Fig.17A second structural schematic diagram of an optimized front axle bracket according to an embodiment of the present invention is shown;

[0077] Fig.18 An embodiment of the present invention shows a principal stress-life curve based on the ASME specification and a steel weld fatigue curve based on the ANSYS nCode DesignLife software;

[0078] Fig.19 One of the finite element models of the optimized front axle bracket according to one embodiment of the present invention is shown;

[0079] Fig. 20 The second finite element model of the optimized front axle bracket according to one embodiment of the present invention is shown;

[0080] Fig.21 A sixth flow chart of a method for optimizing a front axle bracket according to an embodiment of the present invention is shown;

[0081] Fig. 22 FIG7 is a flow chart showing a method for optimizing a front axle bracket according to an embodiment of the present invention;

[0082] Fig.23 A schematic diagram showing fatigue life prediction of a front axle bracket according to an embodiment of the present invention;

[0083] Fig.24 A fatigue life cloud diagram of an optimized front axle bracket according to an embodiment of the present application is shown.

[0084] in, Figure 1 and Figure 2 The corresponding relationship between the reference numerals and the component names is as follows:

[0085] 1′ front bracket, 10′ frame;

[0086] Figures 9 to 17 , Fig.19 and Fig. 20 The corresponding relationship between the reference numerals and the component names is as follows:

[0087] 100 optimization system of front axle bracket, 110 first confirmation module, 120 second confirmation module, 130 acquisition module, 140 optimization module, 150 extraction module, 160 stress acquisition module, 170 first comparison module, 180 load acquisition module, 190 modeling module, 191 analysis module, 192 second comparison module, 200 front axle bracket, 210 bracket body, 220 welding joint. DETAILED DESCRIPTION

[0088] In order to more clearly understand the above-mentioned purpose, features and advantages of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0089] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0090] Refer to the following Figures 4 to 24 The present invention describes a method and system for optimizing a front axle bracket, an electronic device, and a readable storage medium provided according to some embodiments of the present invention.

[0091] The present application proposes an optimization method for a front axle bracket, wherein the front axle bracket comprises a bracket body and a welding joint, wherein the welding joint is connected to the bracket body, such as Figure 4 As shown, the figure shows one of the flow charts of the optimization method of the front axle bracket according to the embodiment of the present invention. The optimization method includes the following steps S102 to S108:

[0092] S102: determining an optimized region of the front axle bracket, where the optimized region includes at least a portion of the welded joint;

[0093] S104: determining constraint conditions according to the volume and stress of the weld joint;

[0094] S106: topologically optimize the optimization area according to the constraint conditions so that the welded joint reaches the optimization target and obtains the optimized welded joint;

[0095] S108: Optimize the bracket body based on the optimized welding joint, obtain the optimized bracket body, and obtain the optimized front axle bracket according to the optimized bracket body and the optimized welding joint.

[0096] The optimization method of the front axle bracket proposed in the present application is used to optimize the front axle bracket. The front axle bracket can be used in wide-body vehicles. The front axle bracket includes a bracket body and a welding joint. The welding joint is connected to the bracket body, and the welding joint is used to weld the bracket body to other parts of the wide-body vehicle. The bracket body in the front axle bracket is connected to the push rod of the wide-body vehicle. When the wide-body vehicle is running, the push rod transfers the load to the bracket body, and the bracket body transfers the load to the welding joint. In order to avoid problems such as cracking of the welded structure under load, the present application proposes a method for optimizing the front axle bracket. Through this optimization method, the structure of the welding joint in the front axle bracket can be optimized to improve the stiffness of the welding joint, thereby improving the overall reliability of the front axle bracket.

[0097] First, the optimization area of ​​the front axle bracket is determined, and the optimization area includes at least part of the welded joints. Then, the structure of the welded joints is optimized for the optimization area. Optionally, the optimization area includes all welded joints. After the optimization area is determined, the constraint conditions are determined according to the volume and stress of the welded joints. The constraint conditions are related to the volume of the welded joints before and after optimization. When the bracket body is subjected to a load, the bracket body transfers the load to the welded joints, and the welded joints generate stress. The constraint conditions are also related to the stress of the welded joints.

[0098] Furthermore, after determining the constraints, the optimization area is topologically optimized according to the constraints, and the welded joints reach the optimization target, thereby obtaining the optimized welded joints. Specifically, the topological optimization of the optimization area takes improving the stiffness of the welded joints as the optimization target, and the stiffness of the optimized welded joints is improved compared to the stiffness of the welded joints before optimization. After obtaining the optimized welded joints, the bracket body is optimized based on the optimized welded joints to obtain the optimized bracket body. The structure of the optimized bracket body is compatible with the optimized welded joints. The front axle bracket includes a bracket body and a welded joint. After obtaining the optimized bracket body, further, the optimized front axle bracket is obtained according to the optimized bracket body and the optimized welded joint. The structure of the front axle bracket before optimization (i.e., the front end bracket in the related art) is as shown in FIG. Figure 2 As shown in the figure, the fatigue life cloud diagram of the front axle bracket before optimization is as follows Figure 3 As shown, the structure of the optimized front axle bracket is as follows Fig.17 As shown in the figure, the fatigue life cloud diagram of the optimized front axle bracket is as follows Fig.24 shown.

[0099] By performing topological optimization on the welded joint, the welded joint can be optimized according to the constraint conditions so that the welded joint reaches the optimization target. The stiffness of the optimized welded joint is improved, thereby reducing the possibility of cracking of the welded joint, thereby improving the overall reliability of the front axle bracket.

[0100] In one embodiment of the present application, the constraint condition includes a first constraint condition and a second constraint condition. Figure 5 The second flow chart of the optimization method of the front axle bracket according to an embodiment of the present invention is shown. The optimization method includes the following steps S202 to S210:

[0101] S202: determining an optimized region of the front axle bracket, where the optimized region includes at least a portion of the welded joint;

[0102] S204: determining a first constraint condition according to the volume of the weld joint, the first constraint condition being that a ratio of the volume of the weld joint after optimization to the volume of the weld joint before optimization is within a preset ratio range;

[0103] S206: determining a second constraint condition according to the stress of the welded joint, the second constraint condition being that, when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized welded joint is within a preset stress range;

[0104] S208: topologically optimizing the optimization area according to the constraint conditions so that the welded joint reaches the optimization target and obtains the optimized welded joint;

[0105] S210: Optimize the bracket body based on the optimized welding joint, obtain the optimized bracket body, and obtain the optimized front axle bracket according to the optimized bracket body and the optimized welding joint.

[0106] In this embodiment, the step of determining the constraint condition according to the volume and stress of the weld joint is specifically defined. The constraint condition includes a first constraint condition and a second constraint condition. When determining the constraint condition, the first constraint condition is first determined according to the volume of the weld joint. Specifically, the first constraint condition is that the ratio of the volume of the weld joint after optimization to the volume of the weld joint before optimization is within a preset ratio range. In a possible embodiment, the preset ratio range is 0.15 to 0.35.

[0107] Further, the second constraint condition is determined according to the stress of the weld joint. Specifically, the second constraint condition is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized weld joint is within a preset stress range. In a possible embodiment, the weld fatigue level corresponding to the standard deviation σ=0 in the principal stress-life curve of weld evaluation based on the structural stress method in the ASME specification is used as the local control value of the weld stress, that is, 2×10 6 The corresponding weld stress for each cycle is 200MPa.

[0108] By limiting the first constraint condition and the second constraint condition, the volume of the weld joint can be reduced, and the stress of the optimized weld joint can be limited within a certain range, thereby avoiding excessive stress in the weld joint and reducing the possibility of cracking of the weld joint.

[0109] In one embodiment according to the present application, Figure 6 The third flow chart of the optimization method of the front axle bracket according to an embodiment of the present invention is shown. The optimization method includes the following steps S302 to S314:

[0110] S302: determining an optimized region of the front axle bracket, where the optimized region includes at least a portion of the welded joint;

[0111] S304: determining a first constraint condition according to the volume of the weld joint, the first constraint condition being that a ratio of the volume of the weld joint after optimization to the volume of the weld joint before optimization is within a preset ratio range;

[0112] S306: Acquire a load spectrum of the support body as a first load spectrum;

[0113] S308: extracting the maximum load in the first load spectrum as a preset load;

[0114] S310: determining a second constraint condition according to the stress of the welded joint, the second constraint condition being that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized welded joint is within a preset stress range;

[0115] S312: topologically optimize the optimization area according to the constraint conditions so that the welded joint reaches the optimization target and obtains the optimized welded joint;

[0116] S314: Optimize the bracket body based on the optimized welding joint, obtain the optimized bracket body, and obtain the optimized front axle bracket according to the optimized bracket body and the optimized welding joint.

[0117] In this embodiment, the optimization method of the front axle bracket is further limited. Before determining the second constraint condition according to the stress of the welded joint, a preset load is obtained. Specifically, the load spectrum of the bracket body is first obtained as the first load spectrum, and then the maximum load in the first load spectrum is extracted as the preset load.

[0118] In a possible embodiment, the support body of the front axle support is connected to the thrust rod of the wide-body vehicle, and the thrust rod transmits a unidirectional load to the support body. The time-strain sequence of the thrust rod during a driving cycle of the wide-body vehicle is obtained by measuring the position corresponding to the thrust rod on the support body through a strain sensor. Based on the elastic mechanics method, the strain is converted into the axial force F applied by the thrust rod to the support body, F=ε×E×A, where ε is the strain measured by the strain sensor, E is the elastic modulus, and A is the effective cross-sectional area of ​​the thrust rod. After the time-strain sequence is converted into a time-force load sequence (i.e., the first load spectrum), the maximum load in the time-force load sequence is extracted as the preset load.

[0119] By taking the maximum load in the first load spectrum as the preset load, the optimized welded joint can meet the load under the limit condition, thereby further improving the reliability of the welded joint.

[0120] In one embodiment of the present application, the optimization goal is to maximize the stiffness of the welded joint after optimization under constraint conditions.

[0121] In this embodiment, the optimization target is defined. The optimization target is to maximize the stiffness of the welded joint after optimization under the constraint conditions. Specifically, the optimization target takes the minimum flexibility of the welded joint, that is, the maximum stiffness of the welded joint as the optimization target, so that the optimized welded joint has the maximum stiffness under the constraint conditions. In this way, the stiffness of the welded joint can be improved, the reliability of the welded joint can be improved, the possibility of cracking of the welded joint can be reduced, and the overall reliability of the front axle bracket can be improved.

[0122] In one embodiment according to the present application, Figure 7 The fourth flow chart of the optimization method of the front axle bracket according to an embodiment of the present invention is shown. The optimization method includes the following steps S402 to S412:

[0123] S402: Determine an optimized region of the front axle bracket, where the optimized region includes at least a portion of the welded joint;

[0124] S404: determining constraint conditions according to the volume and stress of the weld joint;

[0125] S406: topologically optimize the optimization area according to the constraint conditions so that the welded joint reaches the optimization target and obtains the optimized welded joint;

[0126] S408: Optimizing the bracket body based on the optimized welding joint, obtaining the optimized bracket body, and obtaining the optimized front axle bracket according to the optimized bracket body and the optimized welding joint;

[0127] S410: Determine whether the evaluation stress is less than the safety strength, if so, proceed to step S412, if not, return to step S406;

[0128] S412: Confirm that the front axle bracket optimization is successful.

[0129] In this embodiment, the optimization method of the front axle bracket is further limited. After obtaining the optimized front axle bracket, the strength of the optimized front axle bracket is evaluated to confirm whether the optimization of the front axle bracket is successful. First, the evaluation position of the optimized front axle bracket is confirmed, and the stress at the evaluation position is obtained as the evaluation stress. Then the evaluation stress is compared with the safety strength, and whether the optimization of the front axle bracket is successful is confirmed based on the comparison result between the evaluation stress and the safety strength. Specifically, if the evaluation stress is less than the safety strength, it is confirmed that the optimization of the front axle bracket is successful; if the evaluation stress is greater than or equal to the safety strength, it is confirmed that the optimization of the front axle bracket has failed, and the step is returned to perform topological optimization on the optimization area according to the constraint conditions.

[0130] In a possible embodiment, the weld position in the weld joint is first confirmed and used as the evaluation position. Then, the sum of the film stress and the bending stress at the weld position is extracted using the structural stress method as the evaluation stress. The evaluation stress is σ FEM . Then compare the evaluation stress with the safety strength. If the evaluation stress is less than the safety strength, it means that the stress of the optimized front axle bracket will not exceed the safety strength and the weld will not crack, then the optimization of the front axle bracket is confirmed to be successful. If the evaluation stress is greater than or equal to the safety strength, it means that the stress of the optimized front axle bracket will exceed the safety strength and there is a possibility of cracking in the weld, then the optimization of the front axle bracket is confirmed to have failed. When it is confirmed that the optimization of the front axle bracket has failed, return to the step to perform topological optimization on the optimization area according to the constraints and re-optimize the front axle bracket. Among them, the safety strength is related to the material strength, influencing parameters and safety parameters of the bracket body.

[0131] By comparing the evaluated stress of the optimized front axle bracket with the safety strength, it is possible to confirm whether the optimization of the front axle bracket is successful, thereby verifying the optimization effect of the front axle bracket.

[0132] In one embodiment of the present application, the security strength is σ q , σ q =R m ×K / J ges , where R m is the material strength of the bracket body, K is the influencing parameter, J ges is a safety parameter.

[0133] In this embodiment, the security strength is defined. The security strength is σ q , σ q =R m ×K / J ges , where R m is the material strength of the bracket body, K is the influencing parameter, J ges is a safety parameter. Specifically, the influencing parameters include the anisotropy correction factor K A , Geometric size factor K d , Temperature influence factor K T , Section coefficient n pl , weld strength loss factor α w At least one of the safety parameters J ges It is determined based on the possible serious consequences of failure and the probability of such conditions occurring.

[0134] In a possible embodiment, the influencing parameters include anisotropy correction factor K A , Geometric size factor K d , Temperature influence factor K T, Section coefficient n pl , weld strength loss factor α w , K=K A ×K d ×K T ×n pl ×α w The component strength is σ sk , σ sk =R m ×K. The security strength is σ q ,

[0135] σ q =σ sk / J ges .

[0136] In one embodiment according to the present application, Figure 8 The fifth flow chart of the optimization method of the front axle bracket according to an embodiment of the present invention is shown. The optimization method includes the following steps S502 to S516:

[0137] S502: determining an optimized region of the front axle bracket, where the optimized region includes at least a portion of the welded joint;

[0138] S504: determining constraint conditions according to the volume and stress of the weld joint;

[0139] S506: topologically optimize the optimization area according to the constraint conditions so that the welded joint reaches the optimization target and obtains the optimized welded joint;

[0140] S508: Optimizing the bracket body based on the optimized welding joint, obtaining the optimized bracket body, and obtaining the optimized front axle bracket according to the optimized bracket body and the optimized welding joint;

[0141] S510: Acquire the optimized load spectrum of the front axle bracket as a second load spectrum;

[0142] S512: establishing a finite element model of the front axle bracket before optimization to obtain a first finite element model, and establishing a finite element model of the front axle bracket after optimization to obtain a second finite element model;

[0143] S514: applying loads to the first finite element model and the second finite element model respectively according to the second load spectrum, performing finite element analysis on the first finite element model and the second finite element model respectively, to obtain a first fatigue life of the front axle bracket before optimization and a second fatigue life of the front axle bracket after optimization;

[0144] S516: Determine whether the first fatigue life is less than the second fatigue life, if so, proceed to step S518, if not, return to step S506;

[0145] S518: Confirm that the front axle bracket optimization is successful.

[0146] In this embodiment, the optimization method of the front axle bracket is further limited. After obtaining the optimized front axle bracket, the fatigue life of the optimized front axle bracket is predicted to confirm whether the optimization of the front axle bracket is successful. First, the load spectrum of the optimized front axle bracket is obtained as the second load spectrum, and then the finite element model of the front axle bracket before optimization and the finite element model of the optimized front axle bracket are established respectively to obtain the first finite element model and the second finite element model. Afterwards, loads are applied to the first finite element model and the second finite element model respectively according to the second load spectrum, and the finite element analysis is performed on the first finite element model to obtain the first fatigue life of the front axle bracket before optimization, and the finite element analysis is performed on the second finite element model to obtain the second fatigue life of the optimized front axle bracket. The first fatigue life is compared with the second fatigue life. If the first fatigue life is less than the second fatigue life, it means that the fatigue life of the optimized front axle bracket has been improved, and it is confirmed that the optimization of the front axle bracket is successful. If the first fatigue life is greater than or equal to the second fatigue life, it means that the fatigue life of the optimized front axle bracket has not been improved, and it is confirmed that the optimization of the front axle bracket has failed. When it is confirmed that the optimization of the front axle bracket has failed, return to the step to perform topological optimization on the optimization area according to the constraints and re-optimize the front axle bracket.

[0147] In a possible embodiment, the structural stress method is first used as a method for extracting stress for fatigue life calculation. The sum of the film stress and the bending stress on the plate thickness layer at the weld toe position on the weld joint is extracted by the structural stress method, and a time-force load sequence is established as the second load spectrum. Based on the principal stress-life curve description in the ASME specification (i.e., LINE A) and the steel weld fatigue curve (i.e., LINE B) based on the nCodeDesignLife software, the following is drawn: Fig.18 As shown. Then, the finite element model of the front axle bracket before optimization and the finite element model of the front axle bracket after optimization are established respectively to obtain the first finite element model and the second finite element model, and the position at the junction of the weld toe position plate and other geometric entities on the weld joint is used as the solution position. In the ANSYS Mechanical solution environment, a unit load of 1N in the longitudinal thrust rod direction is applied to the first finite element model and the second finite element model respectively to obtain the stress corresponding to the 1N unit load. Then, finite element analysis is performed on the first finite element model and the second finite element model respectively, and then the solution files are output respectively. Furthermore, a weld fatigue solution engine is built based on nCodeDesignLife, and the solution technology method is based on the structural stress method to perform the entity weld fatigue solution technology, and the weld position is based on the principal stress-life curve as the solution stress-life calculation curve. Considering that the solution engine survival rate is 50%, the WeldNormal stress combination method is used to solve the stress combination of the weld position.

[0148] The fatigue life of the structural welds of the front axle bracket before optimization is converted into about 12.6 months of actual vehicle operation, and the fatigue life of the structural welds of the front axle bracket after optimization is converted into about 266.5 months of actual vehicle operation.

[0149] By comparing the fatigue life of the front axle bracket before and after optimization, it can be confirmed whether the fatigue strength of the optimized front axle bracket is improved.

[0150] In a possible embodiment, Fig.13 , Fig.14 , Fig.15 , Fig.16 , Fig.17 , Fig.19 and Fig. 20 As shown, the front axle bracket 200 can be used in a wide-body vehicle. The front axle bracket 200 includes a bracket body 210 and a welding joint 220. The welding joint 220 is welded to the bracket body 210. The welding joint 220 is used to weld the bracket body 210 to other components of the wide-body vehicle. The bracket body 210 in the front axle bracket 200 is connected to the push rod of the wide-body vehicle. When the wide-body vehicle is running, the push rod transfers the load to the bracket body 210, and the bracket body 210 transfers the load to the welding joint 220. In order to avoid problems such as cracking of the welded structure under load, the present application proposes an optimization method for the front axle bracket 200. Through this optimization method, the structure of the welding joint 220 in the front axle bracket 200 can be optimized to improve the stiffness of the welding joint 220, thereby improving the overall reliability of the front axle bracket 200.

[0151] like Fig.21 As shown, the optimization method of the front axle bracket proposed in this application includes the following steps S602 to S608:

[0152] S602: define the topological design space of the front axle bracket welding joint, and define the entity topological space for the position of the front axle bracket bearing the thrust rod load welding joint, which is used to form the geometric topological appearance of the bearing material;

[0153] S604: Implementation of the topology optimization technical solution, defining the determination of the thrust rod load value applied to the front axle bracket, determining the optimization calculation constraints, including the volume reduction ratio, the definition of the local stress control parameters at the weld position, taking the minimum flexibility of the weld joint, i.e. the maximum stiffness, as the optimization target, solving and outputting the topology shape geometry file;

[0154] S606: Rear topology front axle bracket structure design, consider the structural functionality and connection relationship to redesign the front axle bracket structure;

[0155] S608: After optimization, the front axle bracket structure design is simulated and verified, and the stress of the parts is evaluated, the material properties are determined, the design parameters are determined, the component strength is determined, the safety factor is determined, and the strength evaluation is performed.

[0156] Furthermore, if Fig. 22 As shown in the figure, in the process of strength assessment, the specific steps are as follows:

[0157] S702: Conduct finite element analysis on the front axle bracket;

[0158] S704: Evaluate the stress of the front axle bracket;

[0159] S706: Obtaining material properties of the bracket body;

[0160] S708: Obtain design parameters of the bracket body;

[0161] S710: Determine component strength of the bracket body according to material properties and design parameters;

[0162] S712: Obtain the safety factor of the front axle bracket;

[0163] S714: Determine the strength of the front axle bracket based on component strength and safety factor and complete the strength assessment.

[0164] Furthermore, if Fig.23 As shown, the finite element modeling of the front axle bracket before optimization is performed to obtain the first finite element model, and the finite element modeling of the front axle bracket after optimization is performed to obtain the second finite element model. The main curve of the stress-life curve is obtained by the structural stress method, and the time series load spectrum of the thrust rod load in one cycle is obtained. Then, the first finite element model, the second finite element model, the main curve and the load spectrum are input as input files to the solution engine. The solution engine is a weld fatigue solution engine based on ANSYSnCode DesignLife. Considering that the survival rate of the solution engine is 50%, the stress combination of the weld position is solved using the WeldNormal stress combination method. The solution is run diligently to obtain the weld service life of the front axle bracket before optimization and the weld service life of the front axle bracket after optimization. The two are compared to obtain the improvement and optimization degree of the front axle bracket.

[0165] The second aspect of the present invention also provides an optimization system for a front axle bracket, such as Fig. 9As shown, the front axle bracket includes a bracket body and a welding joint, the welding joint is connected to the bracket body, and the optimization system of the front axle bracket includes: a first confirmation module 110, used to determine the optimization area of ​​the front axle bracket, the optimization area includes at least part of the welding joint; a second confirmation module 120, used to determine the constraint conditions according to the volume and stress of the welding joint; an optimization module 140, used to perform topological optimization on the optimization area according to the constraint conditions so that the welding joint reaches the optimization target and obtains the optimized welding joint; an acquisition module 130, used to optimize the bracket body based on the optimized welding joint, obtain the optimized bracket body, and obtain the optimized front axle bracket according to the optimized bracket body and the optimized welding joint.

[0166] The optimization system of the front axle bracket proposed in the present application is used to optimize the front axle bracket. The front axle bracket can be used in wide-body vehicles. The front axle bracket includes a bracket body and a welding joint. The welding joint is connected to the bracket body, and the welding joint is used to weld the bracket body to other parts of the wide-body vehicle. The bracket body in the front axle bracket is connected to the push rod of the wide-body vehicle. When the wide-body vehicle is running, the push rod transfers the load to the bracket body, and the bracket body transfers the load to the welding joint. In order to avoid problems such as cracking of the welded structure under load, the present application proposes an optimization system for the front axle bracket, through which the structure of the welding joint in the front axle bracket can be optimized to improve the stiffness of the welding joint, thereby improving the overall reliability of the front axle bracket.

[0167] The optimization system of the front axle bracket includes a first confirmation module 110, which is used to determine the optimization area of ​​the front axle bracket, and the optimization area includes at least part of the welded joint. After the optimization area is determined, the structure of the welded joint is optimized for the optimization area. Optionally, the optimization area includes all welded joints. The optimization system of the front axle bracket also includes a second confirmation module 120, which is used to determine the constraint conditions according to the volume and stress of the welded joint. The constraint conditions are related to the volume of the welded joint before and after optimization. When the bracket body is under load, the bracket body transfers the load to the welded joint, and the welded joint generates stress. The constraint conditions are also related to the stress of the welded joint.

[0168] Furthermore, the optimization system of the front axle bracket also includes an optimization module 140, which is used to perform topological optimization on the optimization area according to the constraint conditions, so that the welding joints reach the optimization target, and then obtain the optimized welding joints. Specifically, the topological optimization of the optimization area takes improving the stiffness of the welding joints as the optimization target, and the stiffness of the optimized welding joints is improved compared with the stiffness of the welding joints before optimization. The optimization system of the front axle bracket also includes an acquisition module 130, which is used to optimize the bracket body based on the optimized welding joints and obtain the optimized bracket body. The structure of the optimized bracket body is compatible with the optimized welding joints. The front axle bracket includes a bracket body and a welding joint. After obtaining the optimized bracket body, further, the acquisition module 130 is also used to obtain the optimized front axle bracket based on the optimized bracket body and the optimized welding joints.

[0169] By performing topological optimization on the welded joint, the welded joint can be optimized according to the constraint conditions so that the welded joint reaches the optimization target. The stiffness of the optimized welded joint is improved, thereby reducing the possibility of cracking of the welded joint, thereby improving the overall reliability of the front axle bracket.

[0170] In one embodiment of the present application, the constraints include a first constraint and a second constraint. The second confirmation module 120 is also used to determine the first constraint based on the volume of the weld joint, and the first constraint is that the ratio of the volume of the optimized weld joint to the volume of the weld joint before optimization is within a preset ratio range; the second confirmation module 120 is also used to determine the second constraint based on the stress of the weld joint, and the second constraint is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized weld joint is within a preset stress range.

[0171] In this embodiment, the constraint module is further defined. The constraint condition includes a first constraint condition and a second constraint condition. When determining the constraint condition, the constraint module is further used to determine the first constraint condition according to the volume of the weld joint. Specifically, the first constraint condition is that the ratio of the volume of the weld joint after optimization to the volume of the weld joint before optimization is within a preset ratio range. In a possible embodiment, the preset ratio range is 0.15 to 0.35.

[0172] Furthermore, the constraint module is also used to determine a second constraint condition according to the stress of the weld joint. Specifically, the second constraint condition is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized weld joint is within a preset stress range.

[0173] By limiting the first constraint condition and the second constraint condition, the volume of the weld joint can be reduced, and the stress of the optimized weld joint can be limited within a certain range, thereby avoiding excessive stress in the weld joint and reducing the possibility of cracking of the weld joint.

[0174] In one embodiment according to the present application, Fig.10 As shown, the optimization system of the front axle support also includes: an extraction module 150, which is used to obtain the load spectrum of the support body as a first load spectrum, and extract the maximum load in the first load spectrum as a preset load.

[0175] In this embodiment, the optimization system of the front axle support is further defined. The optimization system of the front axle support also includes an extraction module 150, which is used to obtain the load spectrum of the support body as a first load spectrum and extract the maximum load in the first load spectrum as a preset load.

[0176] In a possible embodiment, the support body of the front axle support is connected to the thrust rod of the wide-body vehicle, and the thrust rod transmits a unidirectional load to the support body. The time-strain sequence of the thrust rod during a driving cycle of the wide-body vehicle is obtained by measuring the position corresponding to the thrust rod on the support body through a strain sensor. Based on the elastic mechanics method, the strain is converted into the axial force F applied by the thrust rod to the support body, F=ε×E×A, where ε is the strain measured by the strain sensor, E is the elastic modulus, and A is the effective cross-sectional area of ​​the thrust rod. After the time-strain sequence is converted into a time-force load sequence (i.e., the first load spectrum), the maximum load in the time-force load sequence is extracted as the preset load.

[0177] By taking the maximum load in the first load spectrum as the preset load, the optimized welded joint can meet the load under the limit condition, thereby further improving the reliability of the welded joint.

[0178] In one embodiment according to the present application, Fig.11 As shown, the optimization system of the front axle bracket also includes: a stress acquisition module 160, used to confirm the evaluation position of the optimized front axle bracket, and obtain the stress at the evaluation position as the evaluation stress; a first comparison module 170, used to compare the evaluation stress with the safety strength, if the evaluation stress is less than the safety strength, it is confirmed that the optimization of the front axle bracket is successful, if the evaluation stress is greater than or equal to the safety strength, it is confirmed that the optimization of the front axle bracket has failed.

[0179] In this embodiment, the optimization system of the front axle bracket is further defined. The optimization system of the front axle bracket also includes a stress acquisition module 160 and a first comparison module 170. The stress acquisition module 160 is used to confirm the evaluation position of the optimized front axle bracket, and obtain the stress at the evaluation position as the evaluation stress. The first comparison module 170 is used to compare the evaluation stress with the safety strength, and confirm whether the optimization of the front axle bracket is successful based on the comparison result between the evaluation stress and the safety strength. Specifically, if the evaluation stress is less than the safety strength, it is confirmed that the optimization of the front axle bracket is successful, and if the evaluation stress is greater than or equal to the safety strength, it is confirmed that the optimization of the front axle bracket has failed.

[0180] In a possible embodiment, the weld position in the weld joint is first confirmed and used as the evaluation position. Then, the sum of the film stress and the bending stress at the weld position is extracted using the structural stress method as the evaluation stress. The evaluation stress is σ FEM . Then compare the evaluation stress with the safety strength. If the evaluation stress is less than the safety strength, it means that the stress of the optimized front axle bracket will not exceed the safety strength and the weld will not crack, then the optimization of the front axle bracket is confirmed to be successful. If the evaluation stress is greater than or equal to the safety strength, it means that the stress of the optimized front axle bracket will exceed the safety strength and there is a possibility of cracking in the weld, then the optimization of the front axle bracket is confirmed to have failed. When it is confirmed that the optimization of the front axle bracket has failed, return to the step to perform topological optimization on the optimization area according to the constraints and re-optimize the front axle bracket. Among them, the safety strength is related to the material strength, influencing parameters and safety parameters of the bracket body.

[0181] By comparing the evaluated stress of the optimized front axle bracket with the safety strength, it is possible to confirm whether the optimization of the front axle bracket is successful, thereby verifying the optimization effect of the front axle bracket.

[0182] In one embodiment according to the present application, Fig.12 As shown, the optimization system of the front axle bracket also includes: a load acquisition module 180, which is used to obtain the load spectrum of the optimized front axle bracket as a second load spectrum; a modeling module 190, which is used to establish a finite element model of the front axle bracket before optimization to obtain a first finite element model, and to establish a finite element model of the optimized front axle bracket to obtain a second finite element model; an analysis module 191, which is used to apply loads to the first finite element model and the second finite element model according to the second load spectrum, and to perform finite element analysis on the first finite element model and the second finite element model respectively to obtain a first fatigue life of the front axle bracket before optimization and a second fatigue life of the optimized front axle bracket; a second comparison module 192, which is used to compare the first fatigue life with the second fatigue life. If the first fatigue life is less than the second fatigue life, it is confirmed that the optimization of the front axle bracket is successful. If the first fatigue life is greater than or equal to the second fatigue life, it is confirmed that the optimization of the front axle bracket has failed.

[0183] In this embodiment, the optimization system of the front axle bracket is further defined. The optimization system of the front axle bracket also includes a load acquisition module 180, a modeling module 190, an analysis module 191 and a second comparison module 192. The load acquisition module 180 is used to obtain the load spectrum of the optimized front axle bracket as the second load spectrum. The modeling module 190 is used to respectively establish the finite element model of the front axle bracket before optimization and the finite element model of the front axle bracket after optimization, and obtain the first finite element model and the second finite element model. The analysis module 191 is used to apply loads to the first finite element model and the second finite element model according to the second load spectrum, perform finite element analysis on the first finite element model, obtain the first fatigue life of the front axle bracket before optimization, perform finite element analysis on the second finite element model, and obtain the second fatigue life of the optimized front axle bracket. The second comparison module 192 is used to compare the first fatigue life with the second fatigue life. If the first fatigue life is less than the second fatigue life, it means that the fatigue life of the optimized front axle bracket has been improved, and then the optimization of the front axle bracket is confirmed to be successful. If the first fatigue life is greater than or equal to the second fatigue life, it means that the fatigue life of the optimized front axle bracket has not been improved, and the front axle bracket optimization failure is confirmed. If the front axle bracket optimization failure is confirmed, return to the step to perform topological optimization on the optimization area according to the constraint conditions and re-optimize the front axle bracket.

[0184] By comparing the fatigue life of the front axle bracket before and after optimization, it can be confirmed whether the fatigue strength of the optimized front axle bracket is improved.

[0185] The electronic device provided in the third aspect of the present invention includes the optimization system for the front axle bracket proposed in the second aspect of the present invention, and therefore has all the beneficial effects of the optimization system for the front axle bracket.

[0186] The fourth aspect of the present invention further proposes a readable storage medium, on which a program or instruction is stored, and when the program or instruction is executed by a processor, the steps of the front axle bracket optimization method proposed in the first aspect of the present invention are implemented. Therefore, all the beneficial technical effects of the front axle bracket optimization method in any possible design in the first aspect above are achieved.

[0187] In the present invention, the term "plurality" refers to two or more than two, unless otherwise clearly defined. The terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0188] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0189] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for optimizing a front axle bracket, characterized in that: The front axle bracket includes a bracket body and a welding joint, wherein the welding joint is connected to the bracket body. The optimization method of the front axle bracket includes: determining an optimized region of the front axle support, the optimized region including at least a portion of the weld joint; determining constraint conditions based on the volume and stress of the weld joint; Performing topological optimization on the optimization region according to the constraint conditions so that the weld joint reaches the optimization target, and obtaining an optimized weld joint; The bracket body is optimized based on the optimized welding joint to obtain the optimized bracket body, and the optimized front axle bracket is obtained according to the optimized bracket body and the optimized welding joint.

2. The optimization method of the front axle bracket according to claim 1, characterized in that: The constraint condition includes a first constraint condition and a second constraint condition, and the constraint condition is determined according to the volume and stress of the weld joint, specifically including: Determining the first constraint condition according to the volume of the weld joint, wherein the first constraint condition is that a ratio of the volume of the weld joint after optimization to the volume of the weld joint before optimization is within a preset ratio range; The second constraint condition is determined according to the stress of the weld joint, and the second constraint condition is that when the optimized bracket body is subjected to a preset load, the maximum stress of the optimized weld joint is within a preset stress range.

3. The optimization method of the front axle bracket according to claim 2, characterized in that: Before determining the second constraint condition according to the stress of the welded joint, the optimization method of the front axle bracket further includes: Acquiring a load spectrum of the support body as a first load spectrum; The maximum load in the first load spectrum is extracted as the preset load.

4. The optimization method of the front axle bracket according to claim 1, characterized in that: The optimization goal is to maximize the stiffness of the weld joint after optimization under the constraint conditions.

5. The method for optimizing the front axle bracket according to claim 1, characterized in that: After obtaining the optimized front axle bracket, the front axle bracket optimization method further includes: confirming the evaluation position of the optimized front axle bracket, and obtaining the stress at the evaluation position as the evaluation stress; The evaluation stress is compared with the safety strength. If the evaluation stress is less than the safety strength, it is confirmed that the front axle bracket optimization is successful. If the evaluation stress is greater than or equal to the safety strength, it is confirmed that the front axle bracket optimization has failed, and the step of performing topological optimization on the optimization area according to the constraint conditions is executed.

6. The method for optimizing the front axle support according to claim 5, characterized in that: The safety strength is σ q , σ q =R m ×K / J ges , where R m is the material strength of the bracket body, K is the influencing parameter, J ges is a safety parameter.

7. The method for optimizing a front axle bracket according to any one of claims 1 to 6, characterized in that: After obtaining the optimized front axle bracket, the front axle bracket optimization method further includes: Acquiring an optimized load spectrum of the front axle bracket as a second load spectrum; Establishing a finite element model of the front axle bracket before optimization to obtain a first finite element model, and establishing a finite element model of the front axle bracket after optimization to obtain a second finite element model; Apply loads to the first finite element model and the second finite element model according to the second load spectrum, perform finite element analysis on the first finite element model and the second finite element model, and obtain a first fatigue life of the front axle bracket before optimization and a second fatigue life of the front axle bracket after optimization; The first fatigue life is compared with the second fatigue life. If the first fatigue life is less than the second fatigue life, it is confirmed that the front axle bracket optimization is successful. If the first fatigue life is greater than or equal to the second fatigue life, it is confirmed that the front axle bracket optimization has failed, and the step of performing topological optimization on the optimization area according to the constraint conditions is executed.

8. A front axle support optimization system, characterized in that: The front axle bracket includes a bracket body and a welding joint, wherein the welding joint is connected to the bracket body, and the optimization system of the front axle bracket includes: A first confirmation module, configured to determine an optimized region of the front axle support, wherein the optimized region includes at least a portion of the welded joint; A second confirmation module, used to determine constraint conditions according to the volume and stress of the weld joint; An optimization module, used for performing topological optimization on the optimization area according to the constraint conditions, so that the weld joint reaches the optimization target and obtains an optimized weld joint; An acquisition module is used to optimize the bracket body based on the optimized welding joint, acquire the optimized bracket body, and acquire the optimized front axle bracket according to the optimized bracket body and the optimized welding joint.

9. An electronic device, characterized in that: include: The optimization system of the front axle support as claimed in claim 8.

10. A readable storage medium, characterized in that: The readable storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the method for optimizing the front axle bracket according to any one of claims 1 to 7 are implemented.

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