A method and system for brake rigidity optimization

Abstract

The present application belongs to the technical field of vehicles, and particularly relates to a brake rigidity optimization method and system. The method comprises the following steps: determining a required caliper body rigidity target; designing a caliper body structure in a maximum design space in combination with vehicle boundary conditions to form a maximum design entity of the brake; establishing a brake finite element analysis model; obtaining a rigidity value of the maximum design entity through finite element analysis calculation; in the case that the rigidity value of the maximum design entity meets an optimization condition, establishing a brake topology optimization model; determining an optimization algorithm, submitting the brake assembly topology optimization model for calculation, and obtaining a brake topology optimization result. The present application completes the main design and verification process in a computer simulation environment. Before a physical sample is made, multiple rounds of virtual design and optimization iteration have been performed, thereby greatly reducing the trial production rounds of the physical sample and significantly reducing the product research and development cost.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, specifically relating to a method and system for optimizing brake rigidity. Background Technology

[0002] As a crucial vehicle component, the brake directly impacts driving safety. Traditional design methods typically require multiple design and testing cycles, with each design undergoing testing and subsequent redesign based on the results, significantly increasing product development costs. Furthermore, traditional topology optimization methods often employ non-contact topology models. However, floating caliper brakes exhibit sliding behavior; after pressure build-up, the caliper jaws slide towards the friction block for clamping. Therefore, establishing contact relationships between the jaws and other brake components is essential for effectively analyzing and calculating caliper deformation. Summary of the Invention

[0003] One objective of this invention is to provide a method and system for optimizing brake rigidity, which can solve the technical problem of high product development costs in the prior art.

[0004] According to a first aspect of the present invention, a method for optimizing brake stiffness is provided, comprising:

[0005] Determine the required clamp rigidity target;

[0006] Based on the boundary conditions of the vehicle, the clamp structure is designed within the maximum designable space to form the maximum design entity of the brake.

[0007] Establish a finite element analysis model of the brake;

[0008] The stiffness value of the maximum design entity is obtained through finite element analysis.

[0009] Under the condition that the stiffness value of the maximum design entity meets the optimization conditions, a brake topology optimization model is established;

[0010] The optimization algorithm is determined, the brake assembly topology optimization model is submitted for calculation, and the brake topology optimization results are obtained.

[0011] Optionally, establishing the finite element analysis model of the brake includes:

[0012] Each component of the brake is divided into finite element meshes. Each component of the brake includes the caliper body, bracket, inner friction block, outer friction block, brake disc, piston, guide pin, and positioning pin.

[0013] Establish the finite element contact relationships between the components based on their assembly and working relationships.

[0014] Establish the binding relationship between the guide pin, the locating pin and the clamp body, and simulate the bolt assembly relationship between the two and the clamp body;

[0015] Constraint boundary conditions are formed by constraining the six degrees of freedom of the bracket mounting hole node and the brake disc mounting hole according to the fixed conditions of the brake assembly.

[0016] Analyze the oil pressure inside the cylinder bore to simulate the pressure build-up process during brake operation.

[0017] Optionally, establishing the brake topology optimization model includes:

[0018] Create a topology optimization model, use finite element mesh elements to divide the brake components, define the material parameters of each component, and establish an elastoplastic constitutive model. The material parameters include Young's modulus, Poisson's ratio, and plastic stress-strain data.

[0019] Based on the assembly relationship between the various components of the brake, the finite element contact relationship between the components is established, and the brake disc mounting hole and bracket mounting hole are constrained according to the working conditions of the product, forming the boundary constraint conditions for the topology optimization analysis of the brake assembly.

[0020] Based on the analysis conditions corresponding to the rigid target, a pressure load is established inside the cylinder bore to form the working load conditions.

[0021] Define the topology optimization task, define the maximum clamp design space as the design variable, and define the outermost grid area on the cylinder bore inside the clamp and the outermost grid area on the working surface of the jaws as the non-design area.

[0022] Establish the first monitoring point at the center point of the back of the caliper cylinder bore, and establish the second monitoring point at the center point of the outer side of the caliper claw. Take the absolute value of the difference between the axial displacements of the two monitoring points. The constraint condition for topology optimization is that this absolute value is less than the required rigidity target.

[0023] The volume of the largest design solid mesh element of the clamp is integrated using an integral function to obtain the volume of the largest design solid of the clamp, and the minimization of the clamp volume is taken as the optimization objective.

[0024] Considering casting feasibility, define process constraints and set the demolding method and demolding direction for the clamp body forming.

[0025] Optionally, the optimization algorithm uses the variable density method to discretize the design region into finite elements, where the element stiffness is related to the element density.

[0026] The optimal configuration of materials is achieved by varying the distribution of unit density; and the number of iterations is set to 30 to 50.

[0027] Optionally, the method further includes:

[0028] The system outputs the stiffness and volume data of the clamp during the topology optimization process in real time, and evaluates whether the topology optimization model converges and whether the topology model can be effectively analyzed and calculated.

[0029] If the topology optimization model converges and the model is computed effectively, determine whether the topology optimization result is manufacturable.

[0030] If the topology optimization result is manufacturable, output the topology optimization result, set a density threshold, retain the cells with a density higher than the density threshold as solid structures, and consider the remaining areas as removable.

[0031] If the topology optimization results are not manufacturable, the parameters are reset and the optimization model is adjusted based on the brake topology optimization results, and the analysis and calculation are recalculated.

[0032] Optionally, an optimized 3D model file of the clamp body is output based on the brake topology optimization results;

[0033] The density threshold is used as a control variable to optimize the topology results. The output is a clamp mesh element that meets the density threshold, representing the element that the clamp can effectively support. The outer surface of these elements is repaired and rendered to obtain an optimized 3D model file of the clamp.

[0034] Optionally, the step of resetting parameters and adjusting the optimization model based on the brake topology optimization results, and re-analyzing and calculating, includes:

[0035] The clamp structure was re-meshed and imported into the finite element analysis model of the brake. The previous largest design entity was replaced, and the analysis calculation was resubmitted to obtain the stiffness data of the topology-optimized clamp.

[0036] Confirm whether the stiffness data of the topology optimization clamp meets the stiffness target;

[0037] If the conditions are met, the optimization scheme is feasible, and the structure is locked.

[0038] If the target is not met, set an optimization objective or adjust the topology optimization region and conduct a new topology optimization analysis.

[0039] Optionally, the density threshold can be set to 0.3.

[0040] According to a second aspect of the present invention, a system for a brake stiffness optimization method described in the first aspect of the present invention is provided, comprising:

[0041] The acquisition module is used to determine the required clamp rigidity target;

[0042] The first creation module is used to combine the boundary conditions of the whole vehicle to design the clamp structure in the maximum designable space, forming the maximum design entity of the brake.

[0043] The second creation module is used to build the finite element analysis model of the brake.

[0044] The first calculation module is used to obtain the stiffness value of the maximum design entity through finite element analysis.

[0045] The third creation module is used to establish a brake topology optimization model when the stiffness value of the maximum design entity meets the optimization conditions.

[0046] The second calculation module determines the optimization algorithm, submits the brake assembly topology optimization model for calculation, and obtains the brake topology optimization results.

[0047] Optionally, the second calculation module is further configured to:

[0048] The system outputs the stiffness and volume data of the clamp during the topology optimization process in real time, and evaluates whether the topology optimization model converges and whether the topology model can be effectively analyzed and calculated.

[0049] If the topology optimization model converges and the model is computed effectively, determine whether the topology optimization result is manufacturable.

[0050] If the topology optimization result is manufacturable, output the topology optimization result, set a density threshold, retain the cells with a density higher than the density threshold as solid structures, and consider the remaining areas as removable.

[0051] If the topology optimization results are not manufacturable, the parameters are reset and the optimization model is adjusted based on the brake topology optimization results, and the analysis and calculation are recalculated.

[0052] The advantages of this invention are as follows: The main design and verification processes are completed in a computer simulation environment. Multiple rounds of virtual design and optimization iterations are performed before the physical prototype is manufactured, greatly reducing the number of physical prototype trial runs and significantly lowering product development costs. Attached Figure Description

[0053] Figure 1 This is a flowchart of a brake stiffness optimization method according to an embodiment of the present invention. Detailed Implementation

[0054] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0055] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0056] Techniques, methods, and apparatus known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and apparatus should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0057] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0058] In the specification of this invention, the terms "first" and "second" may explicitly or implicitly include one or more of the same feature. In the description of this invention, unless otherwise stated, "multiple" means two or more. Furthermore, in the specification, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0059] like Figure 1 As shown in the figure, this embodiment introduces a brake stiffness optimization method, including steps 1100-1600.

[0060] Step 1100: Determine the required clamp rigidity target.

[0061] Based on the requirements of the vehicle braking system, the required stiffness standard for the brake caliper body is derived. Specifically, the required caliper body stiffness target can be determined based on the performance requirements of hydraulic brake calipers and bench testing methods.

[0062] Step 1200: Based on the boundary conditions of the entire vehicle, design the clamp structure within the maximum designable space to form the maximum design entity of the brake.

[0063] The vehicle boundary conditions include various factors such as connection points with components like steering knuckles and wheel hubs, as well as the installation space and movement paths of peripheral parts like brake discs and brake pads. This ensures the design does not interfere with any other components. The maximum designable space is a spatial envelope encompassing all possible structures.

[0064] Based on the vehicle boundary conditions and the maximum designable space, a solid model without any shape optimization is created. This model is a blank model that has not been lightweighted and serves as the starting point for topology optimization.

[0065] Step 1300: Establish the finite element analysis model of the brake.

[0066] A finite element analysis model of the brake is established based on the maximum design entity of the brake. The maximum design entity of the brake created earlier is a three-dimensional model, which needs to be meshed using finite element methods and boundary constraints need to be applied.

[0067] Step 1400: Obtain the stiffness value of the maximum design entity through finite element analysis.

[0068] By using finite element analysis, the deformation of the clamp under boundary constraints is obtained, the deformation of key parts is obtained, and the stiffness value is calculated.

[0069] Step 1500: Under the condition that the stiffness value of the maximum design entity meets the optimization conditions, establish the brake topology optimization model.

[0070] If the stiffness value of the maximum design entity calculated by finite element analysis is greater than the previously set stiffness target, it indicates that further optimization is needed.

[0071] Step 1600: Determine the optimization algorithm, submit the brake assembly topology optimization model for calculation, and obtain the brake topology optimization results.

[0072] The optimization algorithm uses the variable density method, which discretizes the design region into finite elements, and the element stiffness is related to the element density. The optimal configuration of the material is achieved by changing the distribution of element density, with the element density ranging from 0 to 1. The number of iterations is set to 30 to 50.

[0073] The topology optimization can be automatically calculated iteratively using finite element method software, such as Abaqus. The result includes a 3D contour plot, where different colors represent different material density distributions.

[0074] After obtaining the brake topology optimization results, it is necessary to further confirm their feasibility. If not, the topology optimization should be performed again until a feasible topology optimization result is obtained.

[0075] This invention completes the main design and verification process in a computer simulation environment. Multiple rounds of virtual design and optimization iterations are performed before the physical prototype is manufactured, greatly reducing the number of physical prototype trials and significantly lowering product development costs.

[0076] In this embodiment, step 1300 includes steps 1310-1350.

[0077] Step 1310: Divide each component of the brake into finite element meshes.

[0078] Finite element meshing is the foundation of finite element analysis, which discretizes a continuous geometric model into computer-processable finite element elements. The components of a brake include the caliper, piston, bracket, inner friction pad, outer friction pad, guide pin, locating pin, and brake disc.

[0079] Tetrahedral or hexahedral meshes can be used here. Mesh refinement is needed in critical areas, such as contact regions, stress concentration points at rounded corners, and the jaws of the clamp, to capture accurate stress distribution and deformation. Other non-critical areas can use coarser meshes to improve computational efficiency.

[0080] Step 1320: Establish the finite element contact relationship between each component according to the assembly relationship and working relationship between each component.

[0081] This section is used to accurately simulate the force transmission between components in reality. The software defines the relationships between component surfaces that may come into contact. These include: clamp body and piston, clamp body and outer friction plate, piston and inner friction plate, inner friction plate and brake disc, outer friction plate and brake disc, inner friction plate and bracket, outer friction plate and bracket, guide pin and bracket, locating pin and bracket, etc.

[0082] Step 1330: Establish the binding relationship between the guide pin, the positioning pin and the clamp body, and simulate the bolt assembly relationship between the two and the clamp body.

[0083] A binding relationship is a special type of contact that binds two independent parts together on the contact surface, disallowing any relative sliding or separation, and completely constraining all degrees of freedom.

[0084] Guide pins and locating pins are typically fixed to the clamp body by press-fitting or interference fit, and their relative motion under static stiffness analysis conditions is negligible. Using a binding relationship to simulate this relationship is a reasonable and efficient simplification.

[0085] Step 1340: Constrain the six degrees of freedom of the bracket mounting hole node and the brake disc mounting hole according to the fixed conditions of the brake assembly to form constraint boundary conditions.

[0086] Select the cylindrical surfaces of the bolt holes on the bracket that connect to the steering knuckle or wheel hub. Connect the nodes on these hole surfaces to a central master node, and then constrain all six degrees of freedom of the master node, including translation in the X, Y, and Z axes and rotation in the three axes.

[0087] Step 1350: Establish analytical oil pressure inside the cylinder bore to simulate the pressure build-up process of the brake operation.

[0088] The actual stress conditions during braking are simulated by applying a working load. The loading surfaces are selected as the inner surface of the piston bore and the cylinder bottom surface covered by the piston. The load type is a uniformly distributed pressure, the magnitude of which is equal to the working hydraulic pressure of the braking system.

[0089] This pressure pushes the piston outward, pressing the brake pads against the brake disc. Simultaneously, the pressure also reacts on the piston bore wall of the caliper, causing the caliper to tend to open outward; this is one of the main loads leading to caliper deformation.

[0090] This embodiment establishes a finite element analysis model of the brake, providing a solid foundation for subsequent calculation of the stiffness value of the maximum design entity and ensuring the accuracy of the initial data for topology optimization.

[0091] In this embodiment, step 1500 includes steps 1510-1570.

[0092] Step 1510: Create a topology optimization model, use finite element mesh elements to divide the brake components, define the material parameters of each component, and establish an elastoplastic constitutive model.

[0093] Mesh generation is fundamental to finite element analysis. The brake components here include the caliper, piston, inner friction pad, outer friction pad, and brake disc. The caliper, as the design domain, requires a mesh that can be flexibly varied. The piston, inner friction pad, outer friction pad, and brake disc, as non-design domains, have meshes primarily used to transfer loads and boundary conditions, and can be relatively simplified. Material parameters include elastic modulus, Poisson's ratio, and density.

[0094] In topology optimization, linear elastic models are typically used for computational efficiency. However, if material nonlinearity needs to be considered during the optimization process, such as the possibility that the clamp may enter a plastic stage under certain extreme loads, an elastoplastic model would be more accurate.

[0095] Topology optimization models can be built in Abaqus software.

[0096] Step 1520: Based on the assembly relationship between the various components of the brake, establish the finite element contact relationship between the components, and constrain the brake disc mounting holes and bracket mounting holes according to the working conditions of the product, forming the boundary constraint conditions for the topology optimization analysis of the brake assembly.

[0097] The finite element contact relationship between the components is the core of ensuring correct load transfer, and it is necessary to accurately simulate the contact between the components.

[0098] The brake disc is bolted to the wheel hub, thus requiring constraints on the freedom of its mounting holes. This, along with the internal pressure within the caliper body that creates a clamping force on the brake disc, forms an action-reaction relationship, ensuring the integrity of load transfer.

[0099] The brake topology optimization model is a model with contact relationship boundary conditions.

[0100] When the brake caliper is not in operation, it is in a floating state. When it is under pressure, the caliper squeezes the friction block and the brake disc under the action of oil pressure. Therefore, there is no fixed constraint relationship on the caliper and no fixed constraint can be set. At the same time, after the caliper is under pressure, due to the deformation of the structure itself, the contact surface between the caliper claw and the friction block is in a changing state. Therefore, a finite element contact relationship must be set between the caliper and the inner friction block to simulate its actual working state.

[0101] Step 1530: Establish pressure loads inside the cylinder bore based on the analysis conditions corresponding to the rigid target to form working load conditions.

[0102] A pressure load is applied uniformly to the inner wall and bottom of the piston bore, simulating brake fluid pressure. This is the primary load causing the caliper to open and deform. This load is the driving load for topology optimization. The optimization algorithm will use this load to find the most efficient material distribution path.

[0103] Step 1540: Define the topology optimization task, define the entire space of the largest clamp body as the design variable, and define the grid area around the cylinder bore and the grid area on the working surface of the chuck as the non-design area.

[0104] Define the design domain and non-design domain. The design domain is the region where topology optimization can be performed, while the non-design domain is the region that must be preserved.

[0105] A mesh area around the cylinder bore must be preserved to ensure piston sealing and proper movement. A mesh area on the caliper working surface must also be preserved to ensure the brake pads have a stable and flat contact surface; otherwise, braking performance and wear will be affected.

[0106] The hydraulic pressure building surface area and support area on the clamp body cannot be used as optimization areas. Therefore, the outermost grid area on the cylinder bore inside the clamp body and the outermost grid area on the working surface of the jaws are designated as non-design areas.

[0107] Step 1550: Establish a first monitoring point at the center point of the back of the caliper cylinder bore and a second monitoring point at the center point of the outer side of the caliper claw. Take the absolute value of the difference between the axial displacements of the two monitoring points. The constraint condition for topology optimization is that this absolute value is less than the required rigidity target.

[0108] By setting up two monitoring points, the relative displacement between these two points directly reflects the degree of caliper deformation under hydraulic pressure. The smaller this difference, the stiffer the caliper, the smaller the elastic deformation during braking, the better the brake pedal feel, and the higher the braking efficiency.

[0109] Define the absolute value of the difference between the axial displacements of two monitoring points as less than the rigid target. The optimization algorithm must perform topology optimization under the premise of satisfying this stiffness requirement.

[0110] The absolute value of the difference between the axial displacements of the two monitoring points is denoted as The constraints for topology optimization are:

[0111] ;

[0112] in, This represents the axial displacement of the first monitoring point. This represents the axial displacement of the second monitoring point. It is a rigid objective.

[0113] Step 1560: Minimize the mesh volume of the largest design space region of the clamp body as the optimization objective.

[0114] The volume of the largest design solid mesh element of the clamp is integrated using an integral function to obtain the volume V of the largest design solid of the clamp. The minimization function min() is defined; the minimization of the clamp volume, i.e., min(V), is taken as the optimization objective.

[0115] Minimizing the mesh volume is defined as the optimization objective, aiming to minimize the component's mass while satisfying all performance requirements. The optimization algorithm iterates continuously, removing inefficient materials from the design domain as much as possible while meeting stiffness constraints, until the optimal material distribution is found.

[0116] Step 1570: Consider casting feasibility, define process constraints, and set the demolding method and demolding direction for clamp body forming.

[0117] This approach integrates manufacturing processes into the optimization design process. The clamp body is typically a casting; by setting the demolding direction, the structure generated by the optimization algorithm automatically avoids negative draft angles, ensuring that the optimized structure can be smoothly removed from the mold. This significantly improves the manufacturability of the optimization results and reduces the workload of subsequent redesign.

[0118] In this embodiment, the method further includes steps 2100-2400.

[0119] Step 2100: Output the stiffness and volume data of the clamp in real time during the topology optimization process, and evaluate whether the topology optimization model has converged and whether the topology model can be effectively analyzed and calculated.

[0120] The convergence of the topology optimization model is determined by analyzing real-time stiffness and volume data curves. During the optimization process, the stiffness and volume data continuously change. When the two curves, after an initial period of sharp fluctuations, enter a prolonged period of stability, the topology optimization model is considered to have converged.

[0121] Effective analysis and computation are checks required before convergence testing to ensure that each iterative calculation is valid. Review the solver's log file to confirm there are no fatal errors causing computational interruptions. Pay attention to numerous warning messages, such as negative stiffness matrices, which usually indicate buckling or local collapse of the structure, a sign of model instability. Excessive contact penetration suggests potential issues with contact settings or incorrect force flow path transmission. Excessive element distortion indicates that finer meshes or different element formulas may be needed in large deformation regions.

[0122] Step 2200: If the topology optimization model converges and the model is effectively computed, determine whether the topology optimization result is manufacturable.

[0123] The initial optimized brake topology results are screened. Engineers review the optimized diagrams and assess the rationality of the material distribution from multiple perspectives. For example, does the material distribution form a coherent framework, and is force transmission smooth? Is the structure manufacturable? Even with a set demolding direction, is the resulting structure overly complex, potentially causing casting difficulties? Will it interfere with surrounding components? Does the new material distribution encroach on the installation space of other components, such as oil pipes and sensors?

[0124] Step 2300: If the topology optimization result is manufacturable, output the topology optimization result, set a density threshold, retain the cells with a density higher than the density threshold as solid structures, and consider the remaining areas as removable.

[0125] In the topology optimization results, each cell has a relative density. A density threshold needs to be set. Cells with a density higher than the threshold are retained, and cells with a density lower than the threshold are removed.

[0126] Step 2400: If the topology optimization result is not manufacturable, reset the parameters and adjust the optimization model based on the brake topology optimization result, and re-analyze and calculate.

[0127] If the topology optimization result is confirmed to be infeasible, then it needs to be re-optimized based on the original result. The parameters to be reset include the optimization objective, demolding method, and other parameters.

[0128] In this embodiment, the method further includes: outputting an optimized 3D modeling file of the clamp body based on the brake topology optimization results; using a density threshold as a control variable, outputting clamp body mesh elements that meet the density threshold, representing the elements that the clamp body truly and effectively bears the load; and repairing and rendering the outer surfaces of these elements to obtain the optimized 3D modeling file of the clamp body.

[0129] Based on the topology optimization results, a 3D model file of the brake caliper body is output. The mesh cells of the caliper body are adjusted by using a density threshold to avoid the mesh cells from becoming too complex and to remove unnecessary mesh cells. Finally, an optimized 3D model file of the caliper body is obtained, which can be used for actual production and manufacturing.

[0130] Specifically, step 2400 includes steps 2410-2440.

[0131] Step 2410: Re-mesh the clamp structure, import it into the brake finite element analysis model, replace the previous largest design entity, resubmit the analysis calculation, and obtain the stiffness data of the topology-optimized clamp.

[0132] The clamp structure here was obtained through previous topology optimization, meaning the existing topology optimization results were re-meshed. Then, the largest design entity, which was previously simply filled, was replaced, and the model was imported into the original brake finite element analysis model for precise verification. The purpose was to eliminate errors caused by the coarse mesh of the previous conceptual model.

[0133] Step 2420: Confirm whether the stiffness data of the topology optimization clamp meets the stiffness target.

[0134] Step 2430: If satisfied, the optimization scheme is feasible, and the structure is locked.

[0135] Step 2440: If not satisfied, set optimization objectives or adjust the topology optimization region and conduct topology optimization analysis again.

[0136] The stiffness data of the topology optimization clamp is calculated using finite element analysis, and the feasibility of the structure is determined based on the stiffness data. If the calculated stiffness data meets the stiffness target, the structure is considered feasible, and a final topology optimization analysis qualification report is output.

[0137] If the target is not met, the optimization objective can be adjusted. For example, if the previous optimization objective was to minimize volume, it can be modified to maximize stiffness, and a mass target can be given to see how much stiffness can be achieved with the existing mass.

[0138] Alternatively, the topology optimization region can be adjusted to expand the design space, especially by extending it towards areas with insufficient rigidity, giving the algorithm more material to build stronger structures. Or, the non-design region can be adjusted to release some of it to participate in the optimization design.

[0139] This embodiment describes a system for a brake stiffness optimization method according to any embodiment of the present invention, comprising:

[0140] The acquisition module is used to determine the required clamp rigidity target;

[0141] The first creation module is used to combine the boundary conditions of the whole vehicle to design the clamp structure in the maximum designable space, forming the maximum design entity of the brake.

[0142] The second creation module is used to build the finite element analysis model of the brake.

[0143] The first calculation module is used to obtain the stiffness value of the maximum design entity through finite element analysis.

[0144] The third creation module is used to establish a brake topology optimization model when the stiffness value of the maximum design entity meets the optimization conditions.

[0145] The second calculation module determines the optimization algorithm, submits the brake assembly topology optimization model for calculation, and obtains the brake topology optimization results.

[0146] In this embodiment, the second calculation module is further used for:

[0147] The system outputs the stiffness and volume data of the clamp during the topology optimization process in real time, and evaluates whether the topology optimization model converges and whether the topology model can be effectively analyzed and calculated.

[0148] If the topology optimization model converges and the model is computed effectively, determine whether the topology optimization result is manufacturable.

[0149] If the topology optimization result is manufacturable, output the topology optimization result, set a density threshold, retain the cells with a density higher than the density threshold as solid structures, and consider the remaining areas as removable.

[0150] If the topology optimization results are not manufacturable, the parameters are reset and the optimization model is adjusted based on the brake topology optimization results, and the analysis and calculation are recalculated.

[0151] While specific embodiments of the present invention have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the invention. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of the invention.

[0152] Those skilled in the art will recognize that the modules and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0153] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described apparatus and equipment can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0154] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or modules may be electrical, mechanical, or other forms.

[0155] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of the embodiments of the present invention, depending on actual needs.

[0156] In addition, the functional modules in the embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0157] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0158] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

[0159] It should be understood that the sequence numbers of the steps in the invention's content and embodiments do not absolutely imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention. The foregoing description of embodiments of this disclosure has been provided for illustrative and descriptive purposes. The foregoing description is not exhaustive and is not intended to limit this disclosure to the exact form disclosed. Various modifications and variations may exist based on the foregoing teachings, or various modifications and variations may be derived from the practice of this disclosure. These embodiments were chosen and described to illustrate the principles of this disclosure and its practical application, so that those skilled in the art can utilize this disclosure in various implementations and modifications suitable for the specific purpose of the concept.

Claims

1. A method for optimizing brake stiffness, characterized in that, include: Determine the required clamp rigidity target; Based on the boundary conditions of the vehicle, the clamp structure is designed within the maximum designable space to form the maximum design entity of the brake. Establish a finite element analysis model of the brake; The stiffness value of the maximum design entity is obtained through finite element analysis. Under the condition that the stiffness value of the maximum design entity meets the optimization conditions, a brake topology optimization model is established; Determine the optimization algorithm, submit the brake assembly topology optimization model for calculation, and obtain the brake topology optimization results; The establishment of the brake topology optimization model includes: Create a topology optimization model, use finite element mesh elements to divide the brake components, define the material parameters of each component, and establish an elastoplastic constitutive model. The material parameters include Young's modulus, Poisson's ratio, and plastic stress-strain data. Based on the assembly relationship between the various components of the brake, the finite element contact relationship between the components is established, and the brake disc mounting hole and bracket mounting hole are constrained according to the working conditions of the product, forming the boundary constraint conditions for the topology optimization analysis of the brake assembly. Based on the analysis conditions corresponding to the rigid target, a pressure load is established inside the cylinder bore to form the working load conditions. Define the topology optimization task, define the maximum clamp design space as the design variable, and define the outermost grid area on the cylinder bore inside the clamp and the outermost grid area on the working surface of the jaws as the non-design area. Establish the first monitoring point at the center point of the back of the caliper cylinder bore, and establish the second monitoring point at the center point of the outer side of the caliper claw. Take the absolute value of the difference between the axial displacements of the two monitoring points. The constraint condition for topology optimization is that this absolute value is less than the rigid target. The volume of the largest design solid mesh element of the clamp is integrated using an integral function to obtain the volume of the largest design solid of the clamp, and the minimization of the clamp volume is taken as the optimization objective. Considering casting feasibility, define process constraints and set the demolding method and demolding direction for the clamp body forming; The establishment of the finite element analysis model of the brake includes: Each component of the brake is divided into finite element meshes. Each component of the brake includes the caliper body, bracket, inner friction block, outer friction block, brake disc, piston, guide pin, and positioning pin. Establish the finite element contact relationships between the components based on their assembly and working relationships. Establish the binding relationship between the guide pin, the locating pin and the clamp body, and simulate the bolt assembly relationship between the two and the clamp body; Constraint boundary conditions are formed by constraining the six degrees of freedom of the bracket mounting hole node and the brake disc mounting hole according to the fixed conditions of the brake assembly. Analyze the oil pressure inside the cylinder bore to simulate the pressure build-up process during brake operation.

2. The method according to claim 1, characterized in that, The optimization algorithm uses the variable density method to discretize the design region into finite elements, where the element stiffness is related to the element density. The optimal configuration of the material is achieved by varying the distribution of unit density, and the number of iterations is set to 30 to 50.

3. The method according to claim 1, characterized in that, The method further includes: The system outputs the stiffness and volume data of the clamp during the topology optimization process in real time, and evaluates whether the topology optimization model converges and whether the topology model can be effectively analyzed and calculated. If the topology optimization model converges and the model is computed effectively, determine whether the topology optimization result is manufacturable. If the topology optimization result is manufacturable, output the topology optimization result, set a density threshold, retain the cells with a density higher than the density threshold as solid structures, and consider the remaining areas as removable. If the topology optimization results are not manufacturable, the parameters are reset and the optimization model is adjusted based on the brake topology optimization results, and the analysis and calculation are recalculated.

4. The method according to claim 3, characterized in that, The method further includes: The optimized 3D model file of the clamp body is output based on the brake topology optimization results; The density threshold is used as a control variable to optimize the topology results. The output is a clamp mesh element that meets the density threshold, representing the element that the clamp can effectively support. The outer surface of these elements is repaired and rendered to obtain an optimized 3D model file of the clamp.

5. The method according to claim 3, characterized in that, The process of resetting parameters and adjusting the optimization model based on the brake topology optimization results, and then re-analyzing and calculating, includes: The clamp structure was re-meshed and imported into the finite element analysis model of the brake. The previous largest design entity was replaced, and the analysis calculation was resubmitted to obtain the stiffness data of the topology-optimized clamp. Confirm whether the stiffness data of the topology optimization clamp meets the stiffness target; If the conditions are met, the optimization scheme is feasible, and the structure is locked. If the target is not met, set an optimization objective or adjust the topology optimization region and conduct a new topology optimization analysis.

6. The method according to claim 4, characterized in that, The density threshold is set to 0.

3.

7. A system for a brake stiffness optimization method according to any one of claims 1-6, characterized in that, include: The acquisition module is used to determine the required clamp rigidity target; The first creation module is used to combine the boundary conditions of the whole vehicle to design the clamp structure in the maximum designable space, forming the maximum design entity of the brake. The second creation module is used to build the finite element analysis model of the brake. The first calculation module is used to obtain the stiffness value of the maximum design entity through finite element analysis. The third creation module is used to establish a brake topology optimization model when the stiffness value of the maximum design entity meets the optimization conditions. The second calculation module determines the optimization algorithm, submits the brake assembly topology optimization model for calculation, and obtains the brake topology optimization results.

8. The system according to claim 7, characterized in that, The second calculation module is also used for: The system outputs the stiffness and volume data of the clamp during the topology optimization process in real time, and evaluates whether the topology optimization model converges and whether the topology model can be effectively analyzed and calculated. If the topology optimization model converges and the model is computed effectively, determine whether the topology optimization result is manufacturable. If the topology optimization result is manufacturable, output the topology optimization result, set a density threshold, retain the cells with a density higher than the density threshold as solid structures, and consider the remaining areas as removable. If the topology optimization results are not manufacturable, the parameters are reset and the optimization model is adjusted based on the brake topology optimization results, and the analysis and calculation are recalculated.

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