A deep-sea mining vehicle integrated system based on light weight and an optimization design method thereof

Abstract

The application discloses a kind of deep-sea mining car integrated system based on light weight and its optimization design method, and its steps are as follows: (1) the optimization method of integrated system light weight structure composition and welding process, (2) the light weight and safety collaborative design method of bearing structure based on topological optimization, (3) the high-capacity collection parameter optimization matching method of light weight deep-sea mining car, (1) including the weight proportion division of mining car integrated system component, material selection, each system structure composition and proportion, integrated system welding process for light weight;(2) including SIMP-based topological optimization model, NSGA-II genetic algorithm solution Pareto optimal solution set;(3) including the light weight collection head of design modular integrated system structure, divide light weight mining car high-capacity gradient level and corresponding collection parameter combination;Through the above steps, for light weight deep-sea mining car integrated system collaborative long-term stable, efficient operation provides guarantee.

Description

Technical Field

[0001] This invention relates to the field of deep-sea mining technology, specifically to a lightweight deep-sea mining vehicle integrated system and its optimized design method. Background Technology

[0002] With the continuous advancement of deep-sea resource exploration and development, deep-sea mining technology has increasingly become a research hotspot in the field of marine engineering. The seabed contains abundant strategic mineral resources such as polymetallic nodules, cobalt-rich crusts, and hydrothermal sulfides, with enormous development potential, which is of great significance for ensuring national resource security and promoting the development of new materials industries. As a key piece of equipment in deep-sea mining systems, deep-sea mining vehicles undertake core operational tasks such as on-site mineral collection, preliminary sorting, transportation, and storage. Their performance directly affects the operational efficiency, resource recovery rate, and environmental impact of the mining system, and has become one of the core technological bottlenecks restricting the industrialization of deep-sea mining. Currently, deep-sea mining vehicles often face extreme environmental conditions such as high pressure, low temperature, strong corrosion, and complex terrain, placing extremely high demands on their structural strength, motion performance, system stability, and operational reliability. In practical applications, mining vehicles often operate under continuous high load and high-frequency vibration. If the system design is unreasonable, problems such as high energy consumption, slow response, poor adaptability, and short lifespan can easily occur, seriously restricting mining efficiency and engineering economics. Therefore, conducting research on the design of high-performance, lightweight, and highly integrated deep-sea mining vehicles is of great significance for promoting the engineering and intelligent development of deep-sea mining equipment.

[0003] The existing design methods for deep-sea mining vehicles have the following problems:

[0004] 1. Traditional deep-sea mining vehicles generally suffer from problems such as large structural mass, complex system coupling, and insufficient operating efficiency. Especially under the high pressure, high corrosion, and complex environment conditions of the 6,000-meter deep sea, the equipment faces a more severe working environment.

[0005] 2. Currently, most design methods focus on optimizing local systems, such as transmission systems, acquisition systems, or vehicle structure, but lack overall optimization considerations for the coupling relationship between integrated vehicle systems. This can easily lead to performance incoordination between systems, affecting the overall operational stability and mineral acquisition efficiency.

[0006] 3. Traditional designs do not adequately consider lightweighting, resulting in serious redundancy in the vehicle body structure, which is not conducive to promoting energy efficiency and long-range operation capabilities of mining equipment.

[0007] 4. Existing technologies rely mainly on experience-based design in terms of material selection, functional integration, and structural optimization, lacking systematic multi-objective optimization methods, making it difficult to achieve a coordinated balance between lightweight design and high productivity while ensuring equipment safety. Summary of the Invention

[0008] The present invention aims to overcome at least one of the defects of the prior art and provide a lightweight deep-sea mining vehicle integrated system and its optimization design method. Under the premise of meeting the requirements of extreme seabed operating environment, it can realize the lightweight design of deep-sea mining vehicle structure and the efficient collaborative integration of operating system. This solves the problem that the existing deep-sea mining vehicle design methods focus on the parameter optimization of single system or local structure, and lack the idea of ​​integrated system collaborative optimization from the perspective of the whole vehicle.

[0009] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0010] An optimization design method for a lightweight, high-capacity deep-sea mining vehicle integrated system includes the following steps:

[0011] (1) Optimization methods for lightweight structural composition and welding process of integrated systems:

[0012] For deep-sea environments ranging from 4000m to 6000m, with water pressures of 40 to 60MPa, low temperatures of 0 to 5℃, and high salinity and strong corrosion, material selection and structural design were carried out. The lightweight deep-sea mining vehicle mainly consists of a vehicle frame, tracks, a data acquisition system, buoyancy blocks, a sediment diffuser, an ore storage bin, a drive motor, and a data acquisition and processing system. The specific steps are as follows:

[0013] S1. The proportion of the integrated system of the deep-sea mining vehicle in the total vehicle weight is as follows: vehicle frame 15%~20%, tracked vehicle 20%~25%, data acquisition system 15%~20%, buoyancy block 10%~15%, sediment diffuser 5%~10%, ore storage bin 10%~15%, drive motor 8%~12%, and data acquisition system 3%~5%.

[0014] S2. The vehicle frame consists of a body skeleton, connectors, and an outer shell. The body skeleton and connectors are made of titanium alloy, accounting for 60% to 65% of the weight of the body frame, while the outer shell is made of carbon fiber, accounting for 35% to 40% of the weight of the body frame.

[0015] S3. The track consists of a track frame, idler wheels, drive wheels, track rollers, tensioner wheels, and a suspension system. The track frame uses titanium alloy links, accounting for 30% to 35% of the track weight. The idler wheels, drive wheels, track rollers, and tensioner wheels all use titanium alloy hubs and carbon fiber rims, with a titanium alloy to carbon fiber ratio of 9:1, accounting for 30% to 35% of the track weight. The suspension system, including the outer cylinder and piston rod, is made of titanium alloy, accounting for 25% to 30% of the track weight.

[0016] S4. The acquisition system includes a jet arm, a high-pressure nozzle, a pickup pump, and a mineral separation and conveying system. The jet arm adopts a hybrid structure of titanium alloy and carbon fiber, with a titanium alloy to carbon fiber ratio of 6.5~7.5:3.5~2.5, accounting for 30%~35% of the acquisition system's weight. The high-pressure nozzle and pickup pump are made of titanium alloy, accounting for 15%~25% of the acquisition system's weight. The mineral separation and conveying system adopts a titanium alloy shell and a carbon fiber cover plate, with a titanium alloy to carbon fiber ratio of 8.5~9.5:1.5~0.5, accounting for 25%~40% of the acquisition system's weight.

[0017] S5. The buoyancy block is made of high-performance synthetic foam material, which consists of a resin matrix and hollow microsphere fillers. The resin matrix accounts for 60% to 70% of the weight of the buoyancy block, and the hollow microsphere fillers account for 30% to 40% of the weight of the buoyancy block.

[0018] S6. The ore storage silo includes a main storage silo and a removable cover. The main storage silo is made of titanium alloy, accounting for 80% to 90% of the weight of the ore storage silo, while the removable cover is made of carbon fiber, accounting for 10% to 20% of the weight of the ore storage silo.

[0019] S7. The sediment diffuser includes an outer shell and a diffusion channel, and is located at the rear and lower part of the deep-sea mining vehicle. The outer shell and diffusion channel are made of carbon fiber. The outer shell accounts for 40% to 50% of the weight of the sediment diffuser, and the diffusion channel accounts for 50% to 60% of the weight of the sediment diffuser.

[0020] S8. The drive motor includes a housing, stator, rotor, bearings, and a heat dissipation system. The housing, stator, and rotor are made of titanium alloy, accounting for 75% to 85% of the drive motor's weight. The bearings are made of carbon fiber, accounting for 5% to 10% of the drive motor's weight. The heat dissipation system is made of carbon fiber-epoxy resin composite material, with a carbon fiber to epoxy resin ratio of 6:5, accounting for 10% to 15% of the drive motor's weight.

[0021] S9. The lightweight design welding process for deep-sea mining vehicles operating in high-pressure, low-temperature, and highly corrosive environments at depths of 4000-6000m is as follows:

[0022] Material interface treatment: The titanium alloy surface is subjected to micro-arc oxidation treatment, the oxide film thickness is controlled at 10~30μm, the surface roughness Ra is 1.0~1.5μm, and a 0.2~0.5mm thick glass fiber transition layer is introduced between the carbon fiber composite layers;

[0023] Vehicle body frame: The titanium alloy frame and connectors, carbon fiber shell composite structure components are joined by structural adhesive bonding and mechanical fastening. The titanium alloys are welded together by tungsten inert gas welding. The welding parameters are current 90~110 A, voltage 12~14 V, speed 3~5 mm / s, and the welding wire is titanium alloy wire with a diameter of 1.6~2 mm. The joint type is lap joint and butt joint. The weld type is multi-layer fillet weld. The weld size is controlled as width 4~6 mm, thickness 3~5 mm, and weld leg size 3~5 mm.

[0024] Tracks: The track frame is welded using electron beam welding. Welding parameters: vacuum degree ≤ 1×10 - ³ Pa, beam current 20~30 mA, accelerating voltage 80~100 kV, speed 5~10 mm / s, joint type is butt joint, weld type is single-sided penetration weld, weld size control is penetration depth 2.5~3.5 mm, width 3.5~4.5 mm, reinforcement height 0.5~1.5 mm;

[0025] Data Acquisition System: The titanium alloy and carbon fiber composite structure is connected by bolt pre-tightening and structural adhesive bonding. The titanium alloy components are welded together by electron beam welding. The welding parameters, joint type, and weld type are the same as those of the walking track. The weld size of the high-pressure nozzle, pickup pump housing, and conveying system is controlled as follows: penetration depth 2.5~3 mm, width 3~3.5 mm, and excess height 0.5~1.5 mm.

[0026] Ore storage bin: The titanium alloy structure of the main storage bin is welded by tungsten inert gas welding. The welding parameters, joint type and weld type are the same as those of the walking track. The weld size is controlled as 4~6 mm in width, 3~5 mm in thickness and 4~6 mm in weld leg size. The carbon fiber part of the detachable cover adopts structural adhesive bonding and mechanical fastening.

[0027] Deposition diffuser: The carbon fiber shell and diffusion channels are fixed by structural adhesive bonding combined with mechanical fasteners. The adhesive bonding process parameters are: curing temperature 120~140 ℃, pressure 0.2~0.3 MPa, curing time 90~100 min; adhesive layer thickness is controlled at 0.2~0.5 mm.

[0028] Drive motor: The titanium alloy part is electron beam welded, and the welding parameters, joint type, and weld type are the same as those of the walking track. The weld width is 3~5 mm, the penetration depth is 2.5~4 mm, and the reinforcement height is 0.5~1.5 mm. The carbon fiber structure of the bearing is combined with adhesive bonding and mechanical compression. The adhesive bonding process parameters are: curing temperature 120~140 ℃, pressure 0.2~0.3 MPa, curing time 90~100 min; the adhesive layer thickness is controlled at 0.2~0.5 mm. The carbon fiber-epoxy resin composite material of the heat dissipation system is hot-pressed, with a curing temperature of 130~150 ℃, pressure of 0.3~0.5 MPa, and curing time ≥90 min.

[0029] After the selection of materials, structural composition and welding process of S10 are completed, the weight of the lightweight deep-sea mining vehicle in the air is controlled at 14~15 tons, the weight in the water is controlled at 7~8 tons, and the power during operation is controlled at 300~400kW.

[0030] (2) A collaborative design method for lightweight and safe load-bearing structures based on topology optimization:

[0031] A multi-level lightweight design method integrating topology optimization and system material configuration is adopted to perform integrated optimization design of the load-bearing structure of the deep-sea mining vehicle, which minimizes redundancy and coordinates with safety. The specific steps are as follows:

[0032] S11. Taking titanium alloy, carbon fiber composite materials and their hybrid structures as the optimization design objects, a three-dimensional topology optimization model based on the solid isotropic material penalty method (SIMP) is constructed. The optimization objective is to minimize the structural mass. The performance parameters of the optimized vehicle structure are as follows: material density 1.6~5g / cm³, elastic modulus 40~120GPa, yield strength 300~1000MPa, and weld fatigue limit 200~300MPa.

[0033] S12. Multiple design constraints on the optimized structure to ensure the feasibility of structural manufacturing and dynamic stability requirements: including maximum displacement limit: 0.5~1mm for load-bearing key nodes and connecting parts, 2~3mm for non-load-bearing frames; equivalent stress limit: ≤60% of material yield strength; minimum wall thickness constraint: 3~6mm; minimum structural feature size limit: 10~50mm; topological volume fraction constraint: 0.6~0.8; and structural natural frequency ≥30Hz.

[0034] S13. Structural fatigue life: ≥5×10 5 The safety assessment indicators are: corrosion tolerance (annual corrosion depth <50μm) and design life cycle (≥10 years). The goal is to meet the safety assessment indicators simultaneously with an air weight of 14~15 tons and an underwater weight of 7~8 tons for deep-sea mining vehicles.

[0035] S14. The Non-Dominated Sorting Genetic Algorithm II (NSGA-II) is used to solve the problem. Through population evolution within the design space, the algorithm considers the following parameters: mining vehicle weight (target value 14~15 tons), maximum displacement (0.5~3mm), equivalent stress (≤60% of yield strength), and fatigue life (≥5×10⁻⁶). 5 The Pareto optimal solution set, which balances the various objectives and has no significant advantage over the others, is gradually selected based on the following criteria: annual corrosion depth (<50μm), vehicle frame safety factor (structural bearing capacity / structural load-bearing capacity) >1.5.

[0036] S15. Based on the optimization results, perform geometric reconstruction and detailed design optimization, and adjust the weld, structural layout and connection form in combination with the welding process parameters and sealing requirements of the selected materials to form a final structural scheme with manufacturing constraints.

[0037] (3) Parameter optimization and matching method for high-productivity data acquisition of lightweight deep-sea mining vehicles:

[0038] S16. The deep-sea mining vehicle collection head is divided into two types: double-row jet collection head and Coanda jet collection head. Both are designed with lightweight materials as described in S4 of (1).

[0039] S17. Both types of acquisition heads adopt a modular integrated system structure design. The functional modules include a data information processing system, an acquisition head attitude adjustment system, an automatic adsorption system, a nodule collection system, and a jet system.

[0040] S18, the design parameters of the lightweight, high-capacity dual-row jet acquisition head include jet velocity, jet angle, jet target distance, nozzle distance from seabed, and travel speed; the design parameters of the lightweight, high-capacity Coanda-type jet acquisition head include jet velocity, jet angle, wall plate curvature radius, wall plate distance from seabed, nozzle distance from seabed, and travel speed.

[0041] S19. Gradual classification of high-capacity levels: High-capacity I > 90t / h, High-capacity II > 120t / h, High-capacity III > 150t / h;

[0042] S20. Parameter combination for dual-row jet acquisition according to high-capacity level:

[0043] High-capacity I > 90t / h: jet velocity 7~9m / s, jet angle 45~55°, jet target distance 185~195mm, nozzle to seabed distance 55~65mm, travel speed 0.2~0.3m / s;

[0044] High-capacity II > 120t / h: jet velocity 8~10m / s, jet angle 50~55°, jet target distance 195~205mm, nozzle to seabed distance 45~55mm, travel speed 0.3~0.4m / s;

[0045] High-capacity III > 150t / h: jet velocity 10~12m / s, jet angle 55~60°, jet target distance 200~210mm, nozzle to seabed distance 40~50mm, travel speed 0.4~0.5m / s;

[0046] S21. The following parameter combinations are used for Coanda jet acquisition according to the high-capacity level:

[0047] High-capacity I > 90t / h: jet velocity 7~9m / s, jet angle 35~45°, wall plate curvature radius 100~120mm, distance from wall plate to seabed 55~65mm, travel speed 0.2~0.3m / s;

[0048] High-capacity II > 120t / h: jet velocity 9~11m / s, jet angle 45~55°, wall plate curvature radius 200~220mm, distance from wall plate to seabed 45~55mm, travel speed 0.3~0.4m / s;

[0049] High-capacity III > 150t / h: jet velocity 10~12m / s, jet angle 55~65°, wall plate curvature radius 300~320mm, distance from wall plate to seabed 40~50mm, travel speed 0.4~0.5m / s.

[0050] The data information system includes pressure sensors, water inlet sensors, temperature sensors, distance sensors, and dedicated environmental sensors.

[0051] The titanium alloy is of type TC4, with a material composition of Ti-6Al-4V; the carbon fiber is of type T800, and the epoxy resin is of type LY1564.

[0052] The transport system includes a transport pipeline, which is a composite pipe made of carbon fiber and epoxy resin. The ratio of carbon fiber to epoxy resin is 3~5:7~5, and the inner diameter of the transport pipeline is 150~200mm.

[0053] There are two tracks, symmetrically arranged on both sides of the deep-sea mining vehicle. Each track is 2m wide and 6m long.

[0054] The sampling head consists of four units, each 1m wide, for a total sampling width of 4m. The high-pressure nozzle has a circular structure with an inner diameter of 10mm.

[0055] The resin matrix can be selected from epoxy resin, phenolic resin or polyurethane resin, and the hollow microspheres include hollow glass microspheres and ceramic microspheres.

[0056] The peak power of the drive motor is 500kW when it is in operation.

[0057] The parameter combinations for the acquisition head are all based on the parameter combinations used when the deep-sea mining vehicle travels at a speed of less than 0.5 m / s.

[0058] The ultrasonic phased array detection can distinguish the presence of cracks, pores, slag inclusions, or lack of fusion defects with a diameter or length greater than or equal to 0.5 mm inside the weld.

[0059] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0060] (1) This invention introduces high-performance materials such as TC4 titanium alloy, T800 grade carbon fiber and hydrolysis resistant epoxy resin. By optimizing the material selection and reconstructing the mass distribution of multiple subsystems such as vehicle frame, track, collection mechanism, buoyancy module, sediment diffuser, ore storage bin, power system and monitoring system, the overall vehicle structural mass is significantly reduced while ensuring the material strength and corrosion resistance of key parts. This achieves integrated lightweight design of multiple systems, reduces the overall vehicle weight, and controls the weight of the deep-sea mining vehicle in the air to within 14 to 15 tons and in the water to within 7 to 8 tons. The power is controlled at 300 to 400 kW during operation, providing a basic guarantee for the long-term stable and efficient operation of the mining vehicle in the 4000 to 6000m deep-sea, high-pressure and high-corrosion environment.

[0061] (2) This invention addresses the problem of connecting various dissimilar materials in the lightweight multi-system structure of deep-sea mining vehicles. It proposes a composite connection process based on lightweight requirements, which combines welding and adhesive bonding with mechanical fastening. Through interface pretreatment, heat input control and molding parameter optimization, the bonding strength and fatigue durability of the dissimilar material connection parts are significantly improved. At the same time, it avoids excessive material weight increase and structural stress concentration caused by traditional welding, and realizes a highly reliable connection under the lightweight structural system, which provides a guarantee for the quality control of the whole vehicle and the improvement of the service life in deep sea.

[0062] (3) Based on the topology optimization method, this invention performs topology lightweight design on the main load-bearing frame and key connection nodes under the constraints of displacement, stress and characteristic size. While minimizing redundant materials, it improves the safety factor (>1.5) and fatigue life of the overall structure under extreme working conditions.

[0063] (4) This invention, through the design of two types of acquisition heads—dual-row jet acquisition heads and Coanda-type jet acquisition heads—based on the aforementioned lightweight materials and modular multi-system structure, systematically optimizes the combination of acquisition parameters, including jet velocity, jet angle, jet target distance, wall plate curvature radius, distance from the wall plate to the seabed, distance from the nozzle to the seabed, and travel speed, forming a graded, high-capacity parameter matching scheme. This achieves an organic combination of acquisition efficiency and equipment lightweighting, ensuring that the mining vehicle can maximize its capacity while maintaining structural strength and operational stability at different capacity levels, thereby improving the operational efficiency and economic benefits of deep-sea mining equipment. Attached Figure Description

[0064] Figure 1 A flowchart illustrating the overall process of multi-system optimization design for lightweight, high-capacity deep-sea mining vehicles;

[0065] Figure 2 A flowchart illustrating the optimization method for lightweight structural composition and welding processes in multi-system systems;

[0066] Figure 3 The flowchart shows the collaborative design method for lightweight and safe load-bearing structures based on topology optimization.

[0067] Figure 4 Flowchart of a method for optimizing and matching high-capacity data acquisition parameters for lightweight deep-sea mining vehicles. Detailed Implementation

[0068] The accompanying drawings illustrate the technical solutions of the embodiments of the present invention in more detail. Throughout the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions. The described embodiments are some, but not all, embodiments of the present invention. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention. The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0069] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0070] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0071] Example 1

[0072] This embodiment provides an optimized design method for a lightweight, high-capacity deep-sea mining vehicle integrated system, including the following steps:

[0073] (1) The optimization method for lightweight structure composition and welding process of integrated system, the specific steps are as follows:

[0074] S1. The proportion of the integrated system of the deep-sea mining vehicle in the total vehicle weight is as follows: vehicle frame 15%, tracked vehicle 20%, data acquisition system 18%, buoyancy block 12%, sediment diffuser 8%, ore storage bin 13%, drive motor 10%, and data acquisition system 4%.

[0075] S2. The vehicle frame consists of a body skeleton, connectors, and an outer shell. The body skeleton and connectors are made of titanium alloy, accounting for 65% of the weight of the body frame, while the outer shell is made of carbon fiber, accounting for 35% of the weight of the body frame.

[0076] S3. The track consists of a track frame, idler wheel, drive wheel, track roller, tensioner wheel, and suspension system. The track frame uses titanium alloy links, accounting for 35% of the track weight. The idler wheel, drive wheel, track roller, and tensioner wheel all use titanium alloy hubs and carbon fiber rims, with a titanium alloy to carbon fiber ratio of 9:1, accounting for 35% of the track weight. The suspension system, including the outer cylinder and piston rod, is made of titanium alloy, accounting for 30% of the track weight.

[0077] S4. The acquisition system includes a jet arm, a high-pressure nozzle, a pickup pump, and a mineral separation and conveying system. The jet arm adopts a hybrid structure of titanium alloy and carbon fiber, with a titanium alloy to carbon fiber ratio of 7:3, accounting for 35% of the acquisition system's weight. The high-pressure nozzle and pickup pump are made of titanium alloy, accounting for 25% of the acquisition system's weight. The mineral separation and conveying system adopts a titanium alloy shell and a carbon fiber cover plate, with a titanium alloy to carbon fiber ratio of 9:1, accounting for 40% of the acquisition system's weight.

[0078] S5. The buoyancy block is made of high-performance synthetic foam material, which consists of a resin matrix and hollow microsphere fillers. The resin matrix accounts for 65% of the weight of the buoyancy block, and the hollow microsphere fillers account for 35% of the weight of the buoyancy block.

[0079] S6. The ore storage silo includes a main storage silo and a removable cover. The main storage silo is made of titanium alloy, accounting for 80% of the weight of the ore storage silo, while the removable cover is made of carbon fiber, accounting for 20% of the weight of the ore storage silo.

[0080] S7. The sediment diffuser includes an outer shell and a diffusion channel, and is located at the rear and lower part of the deep-sea mining vehicle. The outer shell and diffusion channel are made of carbon fiber. The outer shell accounts for 40% of the weight of the sediment diffuser, and the diffusion channel accounts for 60% of the weight of the sediment diffuser.

[0081] S8. The drive motor includes a housing, stator, rotor, bearings, and a heat dissipation system. The housing, stator, and rotor are made of titanium alloy, accounting for 80% of the drive motor's weight. The bearings are made of carbon fiber, accounting for 10% of the drive motor's weight. The heat dissipation system is made of carbon fiber-epoxy resin composite material, with a carbon fiber to epoxy resin ratio of 6:5, accounting for 10% of the drive motor's weight.

[0082] The welding process for the lightweight design of the S9 deep-sea mining vehicle is as follows:

[0083] Material interface treatment: The titanium alloy surface is subjected to micro-arc oxidation treatment, the oxide film thickness is 15μm, the surface roughness Ra is 1.5μm, and a 0.25mm thick glass fiber transition layer is introduced between the carbon fiber composite layers.

[0084] The vehicle frame: the titanium alloy skeleton and connectors, and the carbon fiber shell composite structure components are joined by structural adhesive and mechanical fastening. The titanium alloys are welded together by tungsten inert gas welding. The welding parameters are 110 A current, 14 V voltage, 5 mm / s speed, and 2 mm diameter titanium alloy wire. The joint types are lap joint and butt joint. The weld type is multi-layer fillet weld. The weld size is controlled as 6 mm width, 5 mm thickness, and 5 mm weld leg size.

[0085] Tracks: The track frame is welded using electron beam welding. Welding parameters: vacuum degree ≤ 1×10 - ³ Pa, beam current 30 mA, accelerating voltage 100 kV, speed 10 mm / s, joint type is butt joint, weld type is single-sided penetration weld, weld size control is penetration depth 3.5 mm, width 4.5 mm, reinforcement height 1.5 mm;

[0086] Data Acquisition System: The titanium alloy and carbon fiber composite structure is connected by bolt pre-tightening and structural adhesive bonding. The titanium alloy components are welded together by electron beam welding. The welding parameters, joint type and weld type are the same as those of the walking track. The weld size of the high-pressure nozzle, pickup pump housing and conveying system is controlled as follows: penetration depth 3 mm, width 3.5 mm and reinforcement height 1.5 mm.

[0087] Ore storage bin: The titanium alloy structure of the main storage bin is welded using tungsten inert gas welding. The welding parameters, joint type, and weld type are the same as those of the walking track. The weld size is controlled to be 6 mm in width, 5 mm in thickness, and 6 mm in weld leg size. The carbon fiber part of the detachable hatch is bonded by structural adhesive and mechanical fastening.

[0088] Deposition diffuser: The carbon fiber shell and diffusion channels are fixed by structural adhesive bonding combined with mechanical fasteners. The adhesive bonding process parameters are: curing temperature 120 ℃, pressure 0.3 MPa, curing time 100 min; adhesive layer thickness is controlled at 0.5 mm.

[0089] Drive motor: The titanium alloy part is electron beam welded. The welding parameters, joint type and weld type are the same as those of the walking track. The weld width is 5 mm, the penetration depth is 4 mm and the reinforcement height is 1.5 mm. The carbon fiber structure of the bearing is combined with adhesive bonding and mechanical compression. The adhesive bonding process parameters are: curing temperature 120~140 ℃, pressure 0.2~0.3 MPa, curing time 90~100 min; the adhesive layer thickness is controlled at 0.2~0.5 mm. The carbon fiber-epoxy resin composite material of the heat dissipation system is hot-pressed. The curing temperature is 150℃, the pressure is 0.5 MPa and the curing time is 90 min.

[0090] After the selection of materials, structural composition and welding process of S10 are completed, the weight of the lightweight deep-sea mining vehicle in the air is controlled to be 14.5 tons, the weight in the water is controlled to be 7.5 tons, and the power during operation is controlled to be 300kW.

[0091] (2) A collaborative design method for lightweight and safe load-bearing structures based on topology optimization, the specific steps of which are as follows:

[0092] S11. Taking titanium alloys, carbon fiber composites, and their hybrid structures as the optimization design objects, a three-dimensional topology optimization model based on the Solid Isotropic Material Penalty Method (SIMP) is constructed. The entire vehicle structure is meshed using finite element discretization, employing solid elements such as Hex8, with the element count controlled to within 10. 4 ~10 6 The optimization objective is to minimize the structural mass. The performance parameters of the optimized vehicle structure are as follows: material density 1.6~5g / cm³, elastic modulus 40~120GPa, yield strength 300~1000MPa, and weld fatigue limit 200~300MPa.

[0093] S12. Multiple design constraints on the optimized structure to ensure the feasibility of structural manufacturing and dynamic stability requirements: including maximum displacement limit: 0.5~1mm for load-bearing key nodes and connecting parts, 2~3mm for non-load-bearing frames; equivalent stress limit: ≤60% of material yield strength; minimum wall thickness constraint: 3~6mm; minimum structural feature size limit: 10~50mm; topological volume fraction constraint: 0.6~0.8; and structural natural frequency ≥30Hz.

[0094] S13. Structural fatigue life: ≥5×10 5 The safety assessment indicators are: corrosion tolerance (annual corrosion depth <50μm) and design life cycle (≥10 years). The goal is to meet the safety assessment indicators simultaneously with an air weight of 14~15 tons and an underwater weight of 7~8 tons for deep-sea mining vehicles.

[0095] S14. The Non-Dominated Sorting Genetic Algorithm II (NSGA-II) is used to solve the problem. Through population evolution within the design space, the following parameters are considered: mining vehicle weight (target value 14~15 tons), maximum displacement (0.5~3mm), equivalent stress (≤60% of yield strength), and fatigue life (≥5×10⁻⁶). 5 The Pareto optimal solution set was gradually selected by considering the following parameters: annual corrosion depth (<50μm) and the weight of the mining vehicle in air (14.5 tons), annual corrosion depth in water (<50μm), and fatigue life (5×10⁻⁶). 5 The corrosion depth is 50μm per year, and the safety factor (structural bearing capacity / structural load-bearing capacity) of the vehicle frame is 1.9.

[0096] S15. Based on the optimization results, perform geometric reconstruction and detailed design optimization, and adjust the weld, structural layout and connection form in combination with the welding process parameters and sealing requirements of the selected materials to form a final structural scheme with manufacturing constraints.

[0097] (3) Parameter optimization and matching method for high-productivity data acquisition of lightweight deep-sea mining vehicles:

[0098] S16. The deep-sea mining vehicle's sampling head is designed as a Coanda-type jet sampling head, and the material described in S4 of (1) is used for lightweight design.

[0099] S17. The collection head adopts a modular integrated system structure design, and the functional modules include a data information processing system, a collection head attitude adjustment system, an automatic adsorption system, a nodule collection system, and a jet system.

[0100] S18. The design parameters for Coanda-type jet acquisition include jet velocity, jet angle, radius of curvature of the wall plate, distance from the wall plate to the seabed, distance from the nozzle to the seabed, and travel speed.

[0101] S19 employs a combination of mining parameters including a jet velocity of 10 m / s, a jet angle of 55°, a wall plate curvature radius of 300 mm, a wall plate distance to the seabed of 40 mm, and a travel speed of 0.4 m / s. The mining vehicle achieves a mining capacity of 150 t / h, a lightweight level (weight in air / capacity) of 0.097, and a unit ore capacity energy consumption (mining capacity / power) of 2 kW*h / t.

[0102] Table 1 shows the technical specifications of the deep-sea mining vehicle after the optimized design in Example 1.

[0103]

[0104] Example 2

[0105] An optimization design method for a lightweight, high-capacity deep-sea mining vehicle integrated system includes the following steps:

[0106] (1) The optimization method for lightweight structure composition and welding process of integrated system, the specific steps are as follows:

[0107] S1. The proportion of the integrated system of the deep-sea mining vehicle in the total vehicle weight is as follows: vehicle frame 19%, tracked vehicle 21%, data acquisition system 15%, buoyancy block 12%, sediment diffuser 7%, ore storage bin 12%, drive motor 10%, and data acquisition system 4%.

[0108] S2. The vehicle frame consists of a body skeleton, connectors, and an outer shell. The body skeleton and connectors are made of titanium alloy, accounting for 60% of the weight of the body frame, while the outer shell is made of carbon fiber, accounting for 40% of the weight of the body frame.

[0109] S3. The track consists of a track frame, idler wheel, drive wheel, track roller, tensioner wheel, and suspension system. The track frame uses titanium alloy links, accounting for 30% of the track weight. The idler wheel, drive wheel, track roller, and tensioner wheel all use titanium alloy hubs and carbon fiber rims, with a titanium alloy to carbon fiber ratio of 9:1, accounting for 35% of the track weight. The suspension system, including the outer cylinder and piston rod, is also made of titanium alloy, accounting for 35% of the track weight.

[0110] S4. The acquisition system includes a jet arm, a high-pressure nozzle, a pickup pump, and a mineral separation and conveying system. The jet arm adopts a hybrid structure of titanium alloy and carbon fiber, with a titanium alloy to carbon fiber ratio of 6.5:3.5, accounting for 35% of the acquisition system's weight. The high-pressure nozzle and pickup pump are made of titanium alloy, accounting for 25% of the acquisition system's weight. The mineral separation and conveying system adopts a titanium alloy shell and a carbon fiber cover plate, with a titanium alloy to carbon fiber ratio of 9:1, accounting for 40% of the acquisition system's weight.

[0111] S5. The buoyancy block is made of high-performance synthetic foam material, which consists of a resin matrix and hollow microsphere fillers. The resin matrix accounts for 60% of the weight of the buoyancy block, and the hollow microsphere fillers account for 40% of the weight of the buoyancy block.

[0112] S6. The ore storage silo includes a main storage silo and a removable cover. The main storage silo is made of titanium alloy, accounting for 90% of the weight of the ore storage silo, while the removable cover is made of carbon fiber, accounting for 10% of the weight of the ore storage silo.

[0113] S7. The sediment diffuser includes an outer shell and a diffusion channel, and is located at the rear and lower part of the deep-sea mining vehicle. The outer shell and diffusion channel are made of carbon fiber. The outer shell accounts for 50% of the weight of the sediment diffuser, and the diffusion channel accounts for 50% of the weight of the sediment diffuser.

[0114] S8. The drive motor includes a housing, stator, rotor, bearings, and a heat dissipation system. The housing, stator, and rotor are made of titanium alloy, accounting for 85% of the drive motor's weight. The bearings are made of carbon fiber, accounting for 5% of the drive motor's weight. The heat dissipation system is made of carbon fiber-epoxy resin composite material, with a carbon fiber to epoxy resin ratio of 6:5, accounting for 10% of the drive motor's weight.

[0115] The welding process for the lightweight design of the S9 deep-sea mining vehicle is as follows:

[0116] Material interface treatment: The titanium alloy surface is subjected to micro-arc oxidation treatment, the oxide film thickness is 25μm, the surface roughness Ra is 1.0μm, and a 0.3mm thick glass fiber transition layer is introduced between the carbon fiber composite layers.

[0117] The vehicle frame: The titanium alloy skeleton and connectors, carbon fiber shell composite structure components are joined by structural adhesive and mechanical fastening. The titanium alloys are welded together by tungsten inert gas welding. The welding parameters are 90 A current, 12 V voltage, 3 mm / s speed, 1.6 mm diameter titanium alloy wire, lap joint and butt joint. The weld type is multi-layer fillet weld. The weld size is controlled as 5 mm width, 5 mm thickness and 3 mm weld leg size.

[0118] Tracks: The track frame is welded using electron beam welding. Welding parameters: vacuum degree ≤ 1×10 - ³ Pa, beam current 20 mA, accelerating voltage 80 kV, speed 7 mm / s, joint type is butt joint, weld type is single-sided penetration weld, weld size control is penetration depth 2.5 mm, width 3.5 mm, reinforcement height 1 mm;

[0119] The data acquisition system uses bolt pre-tightening and structural adhesive bonding to connect the titanium alloy and carbon fiber composite structures. Electron beam welding is used to weld the titanium alloy components. The welding parameters, joint types, and weld types are the same as those of the walking tracks. The weld dimensions of the high-pressure nozzle, pickup pump housing, and conveying system are controlled to be 2.5 mm penetration, 3 mm width, and 1 mm excess height.

[0120] Ore storage bin: The titanium alloy structure of the main storage bin is welded by tungsten inert gas welding. The welding parameters, joint type and weld type are the same as those of the walking track. The weld size is controlled as 5 mm in width, 3 mm in thickness and 5 mm in weld leg size. The carbon fiber part of the detachable cover adopts structural adhesive bonding and mechanical fastening.

[0121] Deposition diffuser: The carbon fiber shell and diffusion channels are fixed by structural adhesive bonding combined with mechanical fasteners. The adhesive bonding process parameters are: curing temperature 130 ℃, pressure 0.2 MPa, curing time 90 min; adhesive layer thickness is controlled at 0.3 mm.

[0122] Drive motor: The titanium alloy part is electron beam welded. The welding parameters, joint type and weld type are the same as those of the walking track. The weld width is 3 mm, the penetration depth is 2.5 mm and the reinforcement height is 0.5 mm. The carbon fiber structure of the bearing is combined with adhesive bonding and mechanical compression. The adhesive bonding process parameters are: curing temperature 120~140 ℃, pressure 0.2~0.3 MPa, curing time 90~100 min; the adhesive layer thickness is controlled at 0.2~0.5 mm. The carbon fiber-epoxy resin composite material of the heat dissipation system is hot-pressed. The curing temperature is 150 ℃, the pressure is 0.3 MPa and the curing time is 100 min.

[0123] After the selection of materials, structural composition and welding process of S10 are completed, the weight of the lightweight deep-sea mining vehicle in the air is controlled to 15 tons, the weight in the water is controlled to 7.7 tons, and the power is controlled to 3350kW during operation.

[0124] (2) A collaborative design method for lightweight and safe load-bearing structures based on topology optimization, the specific steps of which are as follows:

[0125] S11. Taking titanium alloys, carbon fiber composites, and their hybrid structures as the optimization design objects, a three-dimensional topology optimization model based on the Solid Isotropic Material Penalty Method (SIMP) is constructed. The entire vehicle structure is meshed using finite element discretization, employing solid elements such as Hex8, with the element count controlled to within 10. 4 ~10 6 The optimization objective is to minimize the structural mass. The performance parameters of the optimized vehicle structure are as follows: material density 1.6~5g / cm³, elastic modulus 40~120GPa, yield strength 300~1000MPa, and weld fatigue limit 200~300MPa.

[0126] S12. Multiple design constraints on the optimized structure to ensure the feasibility of structural manufacturing and dynamic stability requirements: including maximum displacement limit: 0.5~1mm for load-bearing key nodes and connecting parts, 2~3mm for non-load-bearing frames; equivalent stress limit: ≤60% of material yield strength; minimum wall thickness constraint: 3~6mm; minimum structural feature size limit: 10~50mm; topological volume fraction constraint: 0.6~0.8; and structural natural frequency ≥30Hz.

[0127] S13. Structural fatigue life: ≥5×10 5 The safety assessment indicators are: corrosion tolerance (annual corrosion depth <50μm) and design life cycle (≥10 years). The goal is to meet the safety assessment indicators simultaneously with an air weight of 14~15 tons and an underwater weight of 7~8 tons for deep-sea mining vehicles.

[0128] S14. The Non-Dominated Sorting Genetic Algorithm II (NSGA-II) is used to solve the problem. Through population evolution within the design space, the algorithm considers the following parameters: mining vehicle weight (target value 14~15 tons), maximum displacement (0.5~3mm), equivalent stress (≤60% of yield strength), and fatigue life (≥5×10⁻⁶). 5 By considering the number of times and the annual corrosion depth (<50μm), a Pareto optimal solution set that balances various objectives and ensures that none is superior to the others is determined:

[0129] The weight of the mining vehicle in air is 15 tons, and the weight of the mining vehicle in water is 7.7 tons. The maximum displacement is 2.5 mm, the equivalent stress (50% of the yield strength), and the fatigue life is 5 × 10⁻⁶. 5 The corrosion depth is 50μm per year, and the safety factor (structural bearing capacity / structural load-bearing capacity) of the vehicle frame is 1.75.

[0130] S15. Based on the optimization results, perform geometric reconstruction and detailed design optimization, and adjust the weld, structural layout and connection form in combination with the welding process parameters and sealing requirements of the selected materials to form a final structural scheme with manufacturing constraints.

[0131] (3) Parameter optimization and matching method for high-productivity data acquisition of lightweight deep-sea mining vehicles:

[0132] S16. The deep-sea mining vehicle's sampling head is designed as a Coanda-type jet sampling head, and the material described in S4 of (1) is used for lightweight design.

[0133] S17. The collection head adopts a modular integrated system structure design, and the functional modules include a data information processing system, a collection head attitude adjustment system, an automatic adsorption system, a nodule collection system, and a jet system.

[0134] S18. The design parameters for Coanda-type jet acquisition include jet velocity, jet angle, radius of curvature of the wall plate, distance from the wall plate to the seabed, distance from the nozzle to the seabed, and travel speed.

[0135] S19 employs a combination of mining parameters including a jet velocity of 10 m / s, a jet angle of 55°, a wall plate curvature radius of 300 mm, a wall plate distance from the seabed of 40 mm, and a travel speed of 0.4 m / s. The mining vehicle achieves a mining capacity of 150 t / h, a lightweight level (weight in air / capacity) of 0.1, and a unit ore capacity energy consumption (mining capacity / power) of 2.33 kW*h / t.

[0136] Table 2 shows the main technical specifications of the deep-sea mining vehicle after the optimized design in Example 2.

[0137] Example

[0138] A method for optimizing the design of a lightweight, high-capacity deep-sea mining vehicle integrated system differs from Example 2 in that (3) in the method for optimizing and matching the high-capacity acquisition parameters of the lightweight deep-sea mining vehicle:

[0139] S16. The deep-sea mining vehicle's collection head is designed as a double-row jet collection head, and the material described in S4 of Example 2 (1) is used for lightweight design.

[0140] S17. The collection head adopts a modular integrated system structure design, and the functional modules include a data information processing system, a collection head attitude adjustment system, an automatic adsorption system, a nodule collection system, and a jet system.

[0141] S18. The design parameters of the dual-row jet sampling head include jet velocity, jet angle, jet target distance, nozzle distance from the seabed, and travel speed.

[0142] S19, with a jet velocity of 12m / s, a jet angle of 55°, a jet target distance of 210mm, a nozzle-to-seabed distance of 50mm, and a travel speed of 0.5m / s, achieves a mining capacity of 150t / h, a lightweight level (weight in air / capacity) of 0.1, and a unit ore capacity energy consumption (mining capacity / power) of 2.67 kW*h / t.

[0143] Table 3 shows the main technical specifications of the deep-sea mining vehicle after the optimized design in Example 3.

[0144]

[0145] A method for optimizing the integrated system of a lightweight, high-capacity deep-sea mining vehicle is different from Example 1 in that Comparative Example 1 does not perform topology optimization of the load-bearing structure and optimization matching method for high-capacity acquisition parameters of the lightweight deep-sea mining vehicle in (2) and (3).

[0146] Table 4 shows the main technical specifications of the deep-sea mining vehicle in Comparative Example 1.

[0147]

[0148] A method for optimizing the design of a lightweight, high-capacity deep-sea mining vehicle integrated system, which differs from Examples 1, 2, and 3 in that Comparative Example 2 uses the main technical indicators of the existing deep-sea mining vehicle A.

[0149] Table 5 shows the main technical specifications of the existing deep-sea mining vehicle A in Comparative Example 2.

[0150]

[0151] A method for optimizing the design of a lightweight, high-capacity deep-sea mining vehicle integrated system, which differs from Examples 1, 2, and 3 in that Comparative Example 3 uses the main technical indicators of the existing deep-sea mining vehicle B.

[0152] Table 6 shows the main technical specifications of the existing deep-sea mining vehicle B in Comparative Example 3.

[0153]

[0154] The comparison shows that the deep-sea mining vehicles designed in Examples 1-3 have achieved comprehensive breakthroughs in terms of overall vehicle weight, mining capacity, energy consumption, and safety, significantly outperforming Comparative Examples 1-3. Specifically: In terms of lightweighting, the weight of Examples 1-3 in air is controlled within 14.5-15 t, and in water within 7.5-7.7 t, which is better than Comparative Example 1 (20 t in air, 10.3 t in water), Comparative Example 2 (90 t in air, 75 t in water), and Comparative Example 3 (33.5 t in air), but does not possess the advantage of lightweighting; In terms of high capacity, the ore mining capacity of Examples 1-3 is 150 t / h, while only Comparative Example 3 (without improvement) can reach 120 t / h. However, its unit mass capacity ratio is 0.279, which is much higher than that of Examples 1-3; In terms of energy consumption, the energy consumption (power / mining capacity) per unit ore capacity of the mining vehicles in Examples 1-3 is 2 kW*h / t and 2.33 kW*h / t, respectively. The energy consumption per unit ore production capacity of the mining vehicles in Comparative Examples 1 to 3 is 2.67 kW*h / t, while that of Comparative Example 2 is as high as 11.57 kW*h / t, which is significantly lower in terms of energy consumption. In terms of safety, the safety factor of the vehicle frame in Comparative Example 1 is 1.65, while the safety factor of the vehicle frame in Example 1 is as high as 1.9, which significantly improves the safety of the mining vehicle in the deep-sea operating environment of 40-60 MPa.

[0155] The above embodiments are merely illustrative of the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to the preferred embodiments above, those skilled in the art should understand that modifications or equivalent substitutions to the technical solutions of the present invention should not depart from the spirit and scope of the present invention. Those skilled in the art can also make other changes within the spirit of the present invention and use them in the design of the present invention, as long as they do not deviate from the technical effects of the present invention. These changes made according to the spirit of the present invention should all be included within the scope of protection claimed by the present invention.

Claims

1. A lightweight deep-sea mining vehicle integrated system, characterized in that, include: Vehicle frame, tracks, data acquisition system, buoyancy blocks, sediment diffuser, ore storage bin, drive motor, data acquisition and processing system; The vehicle frame includes a vehicle skeleton, connectors, and an outer shell; The track includes a track frame, idler wheel, drive wheel, track roller, tensioner wheel, and suspension system; The acquisition system includes a jet arm, high-pressure nozzles, a pickup pump, and a mineral separation and conveying system; The ore storage silo includes a main storage silo and a removable hatch cover; The sediment diffuser includes an outer shell and a diffusion channel, and is located at the rear and lower part of the deep-sea mining vehicle. The data acquisition and processing system includes a pressure sensor, a water inlet sensor, a temperature sensor, a distance sensor, and a dedicated environmental sensor. In the total weight of a deep-sea mining vehicle, the vehicle frame accounts for 15%~20%, the tracks account for 20%~25%, the data acquisition system accounts for 15%~20%, the buoyancy blocks account for 10%~15%, the sediment diffuser accounts for 5%~10%, the ore storage bin accounts for 10%~15%, the drive motor accounts for 8%~12%, and the data acquisition system accounts for 3%~5%. The vehicle frame and connectors are made of titanium alloy, accounting for 60% to 65% of the vehicle frame weight, while the outer shell is made of carbon fiber, accounting for 35% to 40% of the vehicle frame weight. The track frame uses titanium alloy links, accounting for 30% to 35% of the track weight. The idler wheel, drive wheel, track roller, and tensioner wheel all use titanium alloy hubs and carbon fiber rims. The ratio of titanium alloy content to carbon fiber content is 9:1, accounting for 30% to 35% of the track weight. The suspension system, including the outer cylinder and piston rod, is made of titanium alloy, accounting for 25% to 30% of the track weight. The jet arm adopts a hybrid structure of titanium alloy and carbon fiber, with a titanium alloy to carbon fiber ratio of 6.5~7.5:3.5~2.5, accounting for 30%~35% of the total weight of the acquisition system. The high-pressure nozzle and pickup pump are made of titanium alloy, accounting for 15%~25% of the total weight of the acquisition system. The mineral separation and conveying system adopts a titanium alloy shell and a carbon fiber cover plate, with a titanium alloy to carbon fiber ratio of 8.5~9.5:1.5~0.5, accounting for 25%~40% of the total weight of the acquisition system. The buoyancy block is made of high-performance synthetic foam material, which consists of a resin matrix and hollow microsphere fillers. The resin matrix accounts for 60% to 70% of the weight of the buoyancy block, and the hollow microsphere fillers account for 30% to 40% of the weight of the buoyancy block. The main storage compartment is made of titanium alloy, accounting for 80% to 90% of the weight of the ore storage compartment, while the detachable cover is made of carbon fiber, accounting for 10% to 20% of the weight of the ore storage compartment. The outer shell and diffusion channels are made of carbon fiber. The outer shell accounts for 40% to 50% of the weight of the sediment diffuser, and the diffusion channels account for 50% to 60% of the weight of the sediment diffuser. The drive motor includes a housing, stator, rotor, bearings, and a heat dissipation system. The housing, stator, and rotor are made of titanium alloy, accounting for 75% to 85% of the drive motor's weight. The bearings are made of carbon fiber, accounting for 5% to 10% of the drive motor's weight. The heat dissipation system is made of carbon fiber-epoxy resin composite material, with a carbon fiber to epoxy resin ratio of 6:5, accounting for 10% to 15% of the drive motor's weight. The deep-sea mining vehicle weighs 14 to 15 tons in air and 7 to 8 tons in water, with a power of 300 to 400 kW during operation.

2. The lightweight deep-sea mining vehicle integrated system according to claim 1, characterized in that, The titanium alloy is of type TC4, with a material composition of Ti-6Al-4V; the carbon fiber is of type T800, and the epoxy resin is of type LY1564; the resin matrix can be selected from epoxy resin, phenolic resin, or polyurethane resin, and the hollow microspheres include hollow glass microspheres and ceramic microspheres.

3. The lightweight deep-sea mining vehicle integrated system according to claim 1, characterized in that, The conveying system includes a conveying pipe, which is a carbon fiber and epoxy resin composite pipe with a carbon fiber to epoxy resin ratio of 3~5:7~5 and an inner diameter of 150~200mm.

4. The lightweight deep-sea mining vehicle integrated system according to claim 1, characterized in that, The deep-sea mining vehicle has two tracks, symmetrically arranged on both sides of the vehicle. Each track is 2m wide and 6m long. The vehicle also includes four collection heads, each 1m wide, for a total collection width of 4m. The high-pressure nozzles are circular with an inner diameter of 10mm. The drive motor has a peak power of 500kW when in operation.

5. An optimized design method for a lightweight deep-sea mining vehicle integrated system, comprising the deep-sea mining vehicle integrated system as described in any one of claims 1 to 4, characterized in that, Including the following steps: 1) Optimization methods for lightweight structural composition and welding process of integrated systems; 2) A collaborative design method for lightweight and safe load-bearing structures based on topology optimization; 3) Optimization and matching method for high-capacity data acquisition parameters of lightweight deep-sea mining vehicles; Step 1) includes the weight ratio of the components of the mining vehicle integrated system, material selection, structural composition and ratio of each system, and welding process for the lightweight integrated system; Step 2) includes the topology optimization model based on SIMP and the NSGA-II genetic algorithm to solve the Pareto optimal solution set; Step 3) includes the design of a lightweight acquisition head for the modular integrated system structure, the division of high-capacity gradient levels of the lightweight mining vehicle and the corresponding acquisition parameter combinations.

6. The optimized design method for a lightweight deep-sea mining vehicle integrated system according to claim 5, characterized in that, The optimization method in step 1) includes: The material interface treatment method is as follows: micro-arc oxidation treatment is performed on the surface of titanium alloy, the oxide film thickness is controlled at 10~30μm, the surface roughness Ra is 1.0~1.5μm, and a glass fiber transition layer with a thickness of 0.2~0.5mm is introduced between the carbon fiber composite layers. The titanium alloy skeleton and connectors of the vehicle body frame and the carbon fiber shell composite structure components are joined by structural adhesive bonding and mechanical fastening. The titanium alloys are welded together by tungsten inert gas welding. The welding parameters are 90~110 A current, 12~14 V voltage, 3~5 mm / s speed, and 1.6~2 mm diameter titanium alloy wire. The joint types are lap joint and butt joint. The weld type is multi-layer fillet weld. The weld size is controlled as 4~6 mm width, 3~5 mm thickness, and 3~5 mm weld leg size. The track frame of the walking track is welded using electron beam welding, with the following welding parameters: vacuum degree ≤ 1×10⁻⁶. - ³ Pa, beam current 20~30 mA, accelerating voltage 80~100 kV, speed 5~10 mm / s, joint type is butt joint, weld type is single-sided penetration weld, weld size control is penetration depth 2.5~3.5 mm, width 3.5~4.5 mm, reinforcement height 0.5~1.5 mm; The titanium alloy and carbon fiber composite structure of the acquisition system is connected by bolt pre-tightening and structural adhesive bonding. The titanium alloy components are welded together by electron beam welding. The welding parameters, joint type and weld type are the same as those of the walking track. The weld size of the high pressure nozzle, pickup pump housing and conveying system is controlled as follows: penetration depth 2.5~3 mm, width 3~3.5 mm and excess height 0.5~1.5 mm. The titanium alloy structure of the main storage compartment of the ore storage silo is welded by tungsten inert gas welding. The welding parameters, joint type and weld type are the same as those of the walking track. The weld size is controlled as 4~6 mm in width, 3~5 mm in thickness and 4~6 mm in weld leg size. The carbon fiber part of the detachable hatch cover adopts structural adhesive bonding and mechanical fastening. The carbon fiber shell and diffusion channels of the sediment diffuser are fixed by structural adhesive bonding combined with mechanical fasteners. The adhesive bonding process parameters are: curing temperature 120~140 ℃, pressure 0.2~0.3 MPa, curing time 90~100 min; adhesive layer thickness is controlled at 0.2~0.5 mm. Drive motor: The titanium alloy part is electron beam welded, and the welding parameters, joint type, and weld type are the same as those of the walking track. The weld width is 3~5 mm, the penetration depth is 2.5~4 mm, and the reinforcement height is 0.5~1.5 mm. The carbon fiber structure of the bearing is combined with adhesive bonding and mechanical compression. The adhesive bonding process parameters are: curing temperature 120~140 ℃, pressure 0.2~0.3 MPa, curing time 90~100 min; the adhesive layer thickness is controlled at 0.2~0.5 mm. The carbon fiber-epoxy resin composite material of the heat dissipation system is hot-pressed, with a curing temperature of 130~150 ℃, pressure of 0.3~0.5 MPa, and curing time ≥90 min.

7. The optimized design method for a lightweight deep-sea mining vehicle integrated system according to claim 5, characterized in that, The method for step 2) is as follows: S1. Taking titanium alloy, carbon fiber composite material and their hybrid structure as the optimization design object, a three-dimensional topology optimization model based on the solid isotropic material penalty method is constructed. The optimization objective is to minimize the structural mass. The performance parameters of the whole vehicle structure after optimization are: material density 1.6~5g / cm³, elastic modulus 40~120GPa, yield strength 300~1000MPa, and weld fatigue limit 200~300MPa. S2. Multiple design constraints on the optimized structure to ensure the feasibility of structural manufacturing and dynamic stability requirements: including maximum displacement limit: 0.5~1mm for load-bearing key nodes and connecting parts, 2~3mm for non-load-bearing frames; equivalent stress limit: ≤60% of material yield strength; minimum wall thickness constraint: 3~6mm; minimum structural feature size limit: 10~50mm; topological volume fraction constraint: 0.6~0.8; and structural natural frequency ≥30Hz. S3. Structural fatigue life: ≥5×10 5 The safety assessment indicators are: corrosion tolerance (annual corrosion depth <50μm) and design life cycle (≥10 years). The goal is to meet the safety assessment indicators simultaneously with an air weight of 14~15 tons and an underwater weight of 7~8 tons for deep-sea mining vehicles. S4. The non-dominated sorting genetic algorithm II is used to solve the problem. Through population evolution, within the design space, Pareto optimal solution set with mutual trade-offs and no one being superior or inferior to the mining vehicle weight, maximum displacement, equivalent stress, fatigue life, annual corrosion depth, and vehicle frame safety factor is gradually selected. The target values ​​for the weight of the mining vehicle are 14-15 tons, with a maximum displacement range of 0.5-3 mm; equivalent stress ≤ 60% of yield strength; and fatigue life ≥ 5×10⁻⁶. 5 Once; annual corrosion depth < 50 μm; vehicle frame safety factor: structural bearing capacity / structural load > 1.5, gradually screen out the Pareto optimal solution set that balances the various objectives and has no superiority or inferiority among them; S5. Based on the optimization results, perform geometric reconstruction and design optimization, and combine the welding process parameters and sealing requirements of the selected materials to adjust the weld, structural layout and connection form to form a multi-level lightweight design method.

8. The optimized design method for a lightweight deep-sea mining vehicle integrated system according to claim 5, characterized in that, In step 3), the collection head of the deep-sea mining vehicle is divided into two types: double-row jet collection head and Coanda jet collection head. Both adopt a modular integrated system structure design. The functional modules include a data information processing system, a collection head attitude adjustment system, an automatic adsorption system, a nodule collection system, and a jet system. The parameter optimization matching method includes the following steps: T1: The design parameters of the dual-row jet sampling head include jet velocity, jet angle, jet target distance, nozzle distance from the seabed, and travel speed; T2: The design parameters for Coanda jet acquisition include jet velocity, jet angle, wall plate curvature radius, distance from wall plate to seabed, distance from nozzle to seabed, and travel speed; T3: Gradual classification of high-capacity levels: High-capacity I > 90t / h, High-capacity II > 120t / h, High-capacity III > 150t / h; T4: Combine dual-row jet acquisition parameters according to high-capacity levels; T5: Combine Coanda jet acquisition parameters according to high-capacity level.

9. The optimized design method for a lightweight deep-sea mining vehicle integrated system according to claim 8, characterized in that, The method for combining the dual-row jet acquisition parameters in step T4 is as follows: High-capacity I > 90t / h: jet velocity 7~9m / s, jet angle 45~55°, jet target distance 185~195mm, nozzle to seabed distance 55~65mm, travel speed 0.2~0.3m / s; High-capacity II > 120t / h: jet velocity 8~10m / s, jet angle 50~55°, jet target distance 195~205mm, nozzle to seabed distance 45~55mm, travel speed 0.3~0.4m / s; High-capacity III > 150t / h: jet velocity 10~12m / s, jet angle 55~60°, jet target distance 200~210mm, nozzle to seabed distance 40~50mm, travel speed 0.4~0.5m / s; The method for combining Coanda-type jet acquisition parameters in step T5 is as follows: High-capacity I > 90t / h: jet velocity 7~9m / s, jet angle 35~45°, wall plate curvature radius 100~120mm, distance from wall plate to seabed 55~65mm, travel speed 0.2~0.3m / s; High-capacity II > 120t / h: jet velocity 9~11m / s, jet angle 45~55°, wall plate curvature radius 200~220mm, distance from wall plate to seabed 45~55mm, travel speed 0.3~0.4m / s; High-capacity III > 150t / h: jet velocity 10~12m / s, jet angle 55~65°, wall plate curvature radius 300~320mm, distance from wall plate to seabed 40~50mm, travel speed 0.4~0.5m / s.

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