A design method, system, and obtained trailer frame for a trailer trailer.

Abstract

This invention discloses a design method, system, and obtained trailer frame for a trailer. The method involves establishing a frame model and a finite element analysis model; applying boundary constraints and load conditions; and analyzing the simulation results. If the requirements are not met, the positions of the crossbeams are adjusted, and calculations are performed to determine if the requirements can be met without changing the crossbeam specifications. Through continuous adjustments and calculations, with one crossbeam at each suspension mounting point, the remaining crossbeams are rationally distributed according to the stress conditions, resulting in smaller overall deformation and more uniform and lower stress. The resulting frame model is then simulated again, with boundary constraints and load conditions applied, and the simulation results are analyzed to determine if the design objectives under static load are met. If not, the corresponding material dimensions and specifications of the weaker components are replaced until the requirements are met, resulting in the final frame model. Finally, cornering and braking conditions are applied, and the results are compared with the design objectives.

Description

Technical Field

[0001] This invention belongs to the field of structural design and computer-aided engineering technology, specifically relating to a trailer frame design method, system, and the obtained trailer frame. Background Technology

[0002] Trailer trailers, as an important means of transportation, can transport a variety of goods, including timber, sand, and some heavy machinery. Therefore, the trailer frame needs to have good mechanical properties and a long service life to withstand the impact loads caused by cargo and uneven road surfaces during transportation. If the trailer frame system's mechanical properties are insufficient, the stress on the frame components may exceed the material's yield strength during use, leading to plastic deformation or even failure. Furthermore, as a frequently used and practical tool, it must have a low purchase price and low ongoing maintenance costs.

[0003] This is mainly because current chassis design methods are relatively conservative. In the process of finite element simulation analysis of the chassis, the original chassis model is mainly established, and calculations are performed under three typical working conditions (bending, left wheel suspended, right wheel suspended). Depending on whether the design objectives are met, only simple topology optimization theory and methods are used to replace materials and change the transmission path to meet the body strength requirements and lightweight design. This design method is only applicable to some ordinary trailer chassis, but not to large trailer chassis or chassis with special usage requirements. This is because in order to meet the chassis design load, this design method often uses high-specification materials, unreasonable structural layouts, and redundant structural designs, resulting in low material utilization, increased chassis weight, and thus increased production costs. Summary of the Invention

[0004] To address the aforementioned problems with trailer frames, this invention proposes a design method for a trailer frame that reduces the frame's weight while improving its mechanical properties and service life, increasing material utilization, and reducing production and subsequent user maintenance costs. Furthermore, by modularizing the frame design, the entire frame is assembled before delivery to the user. This improves production and transportation efficiency while maintaining the overall mechanical performance of the frame, and reduces storage, transportation, and labor costs.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] In a first aspect, the present invention proposes a design method for a trailer frame, comprising the following steps:

[0007] Step 1: Determine the relevant design parameters of the target chassis and the configuration of relevant market models; based on the relevant parameters, select the corresponding connector model, axle model, tire model, and material specifications of relevant components such as chassis longitudinal beams and cross beams, and perform preliminary layout to obtain the original model P;

[0008] Step 2: Taking the center of the ball joint towing as the origin, assign the corresponding material density to the components according to the original model P, calculate the weight and relative position of each component of the frame, and determine the position of the vehicle's center of gravity X-axis and the magnitude of the load borne by the ball joint towing position.

[0009] Step 3: According to the design standards for trailer trailers, adjust the axle positions to meet the requirements, and evenly distribute the crossbeams to obtain the chassis model. ;

[0010] Step 4: Based on the chassis model, relevant material properties, and connection methods between components, establish a finite element analysis model; simulate possible operating conditions during normal use, apply boundary constraints and load conditions, and then analyze the simulation results; if the set requirements are met, proceed to Step 5; if the set requirements are not met, first adjust the position of the crossbeams, calculate whether the set requirements can be met without changing the crossbeam specifications, and through continuous adjustment and calculation, when one crossbeam is placed at each suspension mounting point, the remaining crossbeams are reasonably distributed according to the stress conditions, resulting in smaller overall deformation and more uniform and smaller stress conditions. At this point, the chassis model is obtained. The simulation process is repeated to determine the possible operating conditions during normal use, with boundary constraints and load conditions applied. The simulation results are then analyzed to determine if the design objectives under static load are met. If the requirements are met, proceed to step 5; otherwise, proceed to step 5 on the chassis model. Based on this, replace the corresponding materials and dimensions of the weaker parts until the requirements are met, thus obtaining the chassis model. ;

[0011] Step 5: Model the chassis ,Model Apply turning and braking conditions; conduct a comparative analysis of the results and design objectives.

[0012] As a further technical solution, the centroid calculation formula is as follows: When unloaded, in the formula It is the quality of each major component. It is the distance along the X-axis of the centroid of each component relative to the origin. The sum of the masses of each component of the chassis; when fully loaded, the corresponding data of the cargo needs to be added; N is the total quantity of components and cargo.

[0013] As a further technical solution, in step 4, the static load condition is first considered. A global fixed constraint is applied to the ball joint towing position, and vertical and lateral constraints are applied to the frame leaf spring connection position. The forward direction and rotation constraints are released. The calculation results are analyzed to determine whether plastic deformation has occurred in each component, whether the amount of deformation is within the design target, whether the magnitude of the stress is within the performance range of the corresponding material, and whether there is a certain safety factor.

[0014] As a further technical solution, in step 5, if If the model does not meet the requirements, the position of the crossbeams will be adjusted or even the material dimensions and specifications will be changed until the requirements are met, and the model is obtained. ;like The model still does not meet the requirements, so the position of the crossbeam is adjusted, and then the structural optimization and material specification adjustment can be performed through calculation and analysis to obtain the model. ;

[0015] for If the calculation results do not meet the requirements, replace the model with a higher-specification material, prioritizing lighter materials, to obtain the correct model. If the requirements are met, calculations and analyses will be performed to determine whether structural optimization and material specification adjustments can be made, resulting in a model. ;

[0016] for If the calculation results do not meet the requirements, replace the materials with higher specifications or optimize the structure to obtain the correct model. If the requirements are met, the design is complete.

[0017] Secondly, the present invention also provides a trailer frame, which is obtained by the design method of the trailer frame.

[0018] Thirdly, the present invention also discloses a design system for a trailer frame, as detailed below:

[0019] The original model building module is configured to determine the relevant design parameters of the target chassis and the configuration of relevant market models; based on the relevant parameters, it selects the corresponding connector model, axle model, tire model, and material specifications of relevant components such as chassis longitudinal beams and cross beams, and performs preliminary layout to obtain the original model P;

[0020] The vehicle center of gravity determination module is configured to take the ball joint towing center as the origin, assign corresponding material densities to the components according to the original model P, calculate the weight and relative position of each component of the frame, and determine the position of the vehicle center of gravity X-axis and the magnitude of the load borne by the ball joint towing position.

[0021] The chassis model building module is configured to adjust the axle positions to meet the requirements according to the design standards of trailers, and to evenly distribute the crossbeams to obtain the chassis model. ;

[0022] The first chassis model analysis module is configured to establish a finite element analysis model based on the chassis model, relevant material properties, and the connection methods between components; simulate possible operating conditions during normal use, apply boundary constraints and load conditions, and then analyze the simulation results; if the set requirements are met, proceed to the second chassis model analysis module; if the set requirements are not met, first adjust the position of the crossbeams, calculate whether the set requirements can be met without changing the crossbeam specifications, and through continuous adjustment and calculation, when one crossbeam is placed at each suspension mounting point, the remaining crossbeams are reasonably distributed according to the stress conditions, resulting in smaller overall deformation and more uniform and smaller stress conditions, at which point the chassis model is obtained. The simulation process is repeated to simulate the operating conditions that may occur during normal use, applying boundary constraints and load conditions. The simulation results are then analyzed to determine whether the design objectives under static load are met. If the requirements are met, the process proceeds to the second chassis model analysis module; otherwise, the analysis continues in the chassis model... Based on this, replace the corresponding materials and dimensions of the weaker parts until the requirements are met, thus obtaining the chassis model. ;

[0023] The second chassis model analysis module is configured to analyze the chassis model. ,Model Apply turning and braking conditions, and conduct a comparative analysis of the results and design objectives.

[0024] As a further technical solution, the centroid calculation formula is as follows: ,

[0025] When unloaded, in the formula It is the quality of each major component. It is the distance along the X-axis of the centroid of each component relative to the origin. The sum of the masses of each component of the chassis; when fully loaded, the corresponding data of the cargo needs to be added; N is the total quantity of components and cargo.

[0026] As a further technical solution, in the first frame model analysis module, the static load condition is considered first. Global fixed constraints are applied to the ball joint towing position, and vertical and lateral constraints are applied to the frame leaf spring connection position. The forward direction and rotation constraints are released. The analysis and calculation results are used to determine whether plastic deformation has occurred in each component, whether the amount of deformation is within the design target, whether the magnitude of the stress is within the performance range of the corresponding material, and whether there is a certain safety factor.

[0027] As a further technical solution, the second chassis model analysis module is specifically configured as follows: If If the model does not meet the requirements, the position of the crossbeams will be adjusted or even the material dimensions and specifications will be changed until the requirements are met, and the model is obtained. ;like The model still does not meet the requirements, so the position of the crossbeam is adjusted, and then the structural optimization and material specification adjustment can be performed through calculation and analysis to obtain the model. ;

[0028] for If the calculation results do not meet the requirements, replace the model with a higher-specification material, prioritizing lighter materials, to obtain the correct model. If the requirements are met, calculations and analyses will be performed to determine whether structural optimization and material specification adjustments can be made, resulting in a model. ;

[0029] for If the calculation results do not meet the requirements, replace the materials with higher specifications or optimize the structure to obtain the correct model. If the requirements are met, the design is complete.

[0030] Fourthly, the present invention also provides a trailer frame, which is obtained by the design method of the trailer frame.

[0031] The beneficial effects of this invention are as follows:

[0032] This invention proposes a design method and system for trailer chassis. Utilizing theoretical calculations and simulation analysis, a rigorous and efficient design method is established, applicable to various chassis design schemes. While ensuring the mechanical performance of the chassis, a scientifically rational chassis layout is achieved, thereby improving material utilization, achieving chassis lightweighting, reducing production costs, extending service life, and reducing users' later maintenance costs. Attached Figure Description

[0033] Figure 1 Flowchart of the present invention; Detailed Implementation

[0034] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0035] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless otherwise expressly indicated by the invention, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0036] As described in the background section, there are shortcomings in the existing technology. In order to solve the above-mentioned technical problems, the present invention proposes a design method and system for a trailer frame.

[0037] Example 1

[0038] This embodiment discloses a method including the following steps:

[0039] Determine the relevant design parameters of the target frame and the configuration of relevant models in the market. The design parameters include: frame length, width, height limit, overall vehicle GVWR, and whether it is a special purpose vehicle, etc.

[0040] Based on relevant parameters, select the corresponding connector model, axle model, tire model, and material specifications for relevant components such as frame longitudinal beams and cross beams, and perform preliminary layout, then create a 3D model to obtain the original model. Using the ball joint towing center as the origin, based on the three-dimensional model data, assign corresponding material densities to the components and calculate the weight and relative position of each component of the chassis.

[0041] The formula for calculating the center of mass is: This gives the position of the vehicle's center of gravity along the X-axis.

[0042] When unloaded, in the formula It is the quality of each major component. It is the distance along the X-axis of the centroid of each component relative to the origin. The sum of the masses of each component of the chassis; when fully loaded, the corresponding data of the cargo needs to be added; N is the total quantity of components and cargo;

[0043] The load-bearing points of the frame system are the front ball joint towing position and the suspension mounting position. According to the force balance condition of the frame, the resultant force in the vertical direction is zero and the resultant torque is zero, so the magnitude of the load borne by the ball joint towing position can be obtained.

[0044] Right now: , M = · L , =0.

[0045] In the formula The force is perpendicular to the point of application.L This is the distance from the point of force application to the origin on the X-axis.

[0046] According to the design standards for trailer trailers, the load-bearing capacity of a ball-nose trailer must be within 10%-15% of the chassis design GVWR. Within this standard, the axle positions are adjusted to meet the requirements, the crossbeams are evenly distributed, and a 3D model is created to obtain the chassis model. ;

[0047] Based on the chassis model, relevant material properties (density, elastic modulus, Poisson's ratio), and the connection methods between components, a finite element analysis model is established. This model simulates potential operating conditions during normal use, applying boundary constraints and loading conditions. First, a static load condition is considered: global fixed constraints are applied to the ball joint towing position, and vertical and lateral constraints are applied to the chassis leaf spring connection position, while releasing forward direction and rotational constraints. Since cargo can be distributed across the chassis in numerous ways during use, a concentrated mass point is established at the geometric center of the chassis cargo box during loading simulation, and the load is uniformly applied to the chassis using 1D elements. The analysis results determine whether plastic deformation occurs in each component, whether the deformation is within the design target, whether the stress is within the performance range of the corresponding material, and whether a certain safety factor is provided.

[0048] If the above conditions are not met, the position of the crossbeam should be adjusted first, and the conditions should be calculated whether they can be met without changing the crossbeam specifications. Since the chassis is a highly statically indeterminate structure, any change in the position of any component of the chassis will cause a change in the internal force redistribution path, leading to a reconstruction of the overall stress field. As the core force transmission element, a change in the position of the crossbeam will cause distortion of the load transmission path, reconstruction of the structural stiffness field, drift in modal characteristics, and migration of fatigue points, significantly altering the overall stress distribution of the chassis. This is determined by the statically indeterminate characteristics of the internal forces and the coupling of the stiffness matrix, i.e., topological sensitivity, of the statically indeterminate structure.

[0049] The specific mechanism is as follows:

[0050] 1. Load redistribution and changes in load transmission path: Moving the crossbeam will change the original load application point or concentrated force location, especially for crossbeams located in the middle of the frame. Under vertical loads, the changes in its own bending and torsional deformation are significantly enhanced. At the same time, adjacent crossbeams may also deform as they share more load, leading to an increase in overall deformation.

[0051] 2. Node constraint amplifies deformation effect: The deformation of the crossbeam nodes of the frame is mutually constrained. Moving the crossbeam may exacerbate the imbalance of internal forces at the node, increase the bending moment and shear force of adjacent crossbeams, and thus lead to larger local deformation that spreads to other components.

[0052] 3. Overall structural response characteristics: Frame structures are mainly characterized by shear deformation, with the largest displacement typically occurring at the bottom layer. If a moving beam causes a downward shift in load or a change in stiffness distribution, it will amplify the shear deformation at the bottom layer and transmit it layer by layer to the upper layers, leading to increased deformation in multiple areas.

[0053] Through continuous adjustments and calculations, it was found that when one crossbeam is placed at each suspension mounting point, the remaining crossbeams are rationally distributed according to the stress conditions, resulting in smaller overall deformation and a more uniform and lower stress distribution. This led to the creation of the chassis model. The simulation results are compared to determine if they meet the design objectives under static load. If not, the corresponding material dimensions of the weaker components are replaced based on the existing design until the requirements are met, resulting in the chassis model. .

[0054] When the chassis model , or When the static load requirements are met, turning and braking conditions are applied to the model.

[0055] Turning condition: The boundary constraints are the same as those in the static load condition, and the load is increased by a lateral acceleration of 0.4g on the basis of the static load condition.

[0056] Braking condition: The boundary constraints are the same as those in the static load condition, and the load is increased by a braking deceleration of 0.8g in the forward direction based on the static load condition.

[0057] Similarly, a comparative analysis of the results and design objectives is performed. If the model does not meet the requirements, the position of the crossbeams will be adjusted or even the material dimensions and specifications will be changed until the requirements are met, and the model is obtained. If the conditions are met, the beam position is adjusted accordingly. Then, through calculation and analysis, it is determined whether structural optimization and material specification adjustments can be made, resulting in the model. .

[0058] for If the calculation results do not meet the requirements, replace the model with a higher-specification material, prioritizing lighter materials, to obtain the correct model. If the requirements are met, calculations and analyses will be performed to determine whether structural optimization and material specification adjustments can be made, resulting in a model. .

[0059] for If the calculation results do not meet the requirements, replace the materials with higher specifications or optimize the structure to obtain the correct model. If the requirements are met, the design is complete.

[0060] The above calculations and adjustments resulted in a scientifically sound and reasonable frame structure. Compared to competing frames, this design reduces frame weight, improves material utilization, and ensures more even stress distribution across components, preventing plastic deformation. This extends the frame's lifespan and reduces future maintenance costs for users.

[0061] This embodiment provides a design method for a trailer frame. Based on the target frame's parameters, performance requirements, and overall stress characteristics, theoretical and simulation calculations are performed. The calculation results are analyzed under different working conditions. If the design requirements are not met, adjustments are made to the frame layout, structural optimization, and material replacement to achieve the desired design. Furthermore, a modular design approach is adopted for the frame, adjusting the location, direction of force, and quantity of bolt connections to ensure sufficient connection strength. This trailer frame design method improves the mechanical performance of the frame system, increases material utilization, reduces frame weight, and solves the problems of low storage and transportation efficiency. To a certain extent, it reduces the overall cost for frame manufacturers and the user's subsequent maintenance costs, thereby enhancing product competitiveness.

[0062] Example 2

[0063] This embodiment discloses a design system for a trailer frame, specifically as follows:

[0064] The original model building module is configured to determine the relevant design parameters of the target chassis and the configuration of relevant market models; based on the relevant parameters, it selects the corresponding connector model, axle model, tire model, and material specifications of relevant components such as chassis longitudinal beams and cross beams, and performs preliminary layout to obtain the original model P;

[0065] The vehicle center of gravity determination module is configured to take the ball joint towing center as the origin, assign corresponding material densities to the components according to the original model P, calculate the weight and relative position of each component of the frame, and determine the position of the vehicle center of gravity X-axis and the magnitude of the load borne by the ball joint towing position.

[0066] The chassis model building module is configured to adjust the axle positions to meet the requirements according to the design standards of trailers, and to evenly distribute the crossbeams to obtain the chassis model. ;

[0067] The first chassis model analysis module is configured to establish a finite element analysis model based on the chassis model, relevant material properties, and the connection methods between components; simulate possible operating conditions during normal use, apply boundary constraints and load conditions, and then analyze the simulation results; if the set requirements are met, proceed to the second chassis model analysis module; if the set requirements are not met, first adjust the position of the crossbeams, calculate whether the set requirements can be met without changing the crossbeam specifications, and through continuous adjustment and calculation, when one crossbeam is placed at each suspension mounting point, the remaining crossbeams are reasonably distributed according to the stress conditions, resulting in smaller overall deformation and more uniform and smaller stress conditions, at which point the chassis model is obtained. The simulation process is repeated to simulate the operating conditions that may occur during normal use, applying boundary constraints and load conditions. The simulation results are then analyzed to determine whether the design objectives under static load are met. If the requirements are met, the process proceeds to the second chassis model analysis module; otherwise, the analysis continues in the chassis model... Based on this, replace the corresponding materials and dimensions of the weaker parts until the requirements are met, thus obtaining the chassis model. ;

[0068] The second chassis model analysis module is configured to analyze the chassis model. ,Model Apply turning and braking conditions, and conduct a comparative analysis of the results and design objectives.

[0069] As a further technical solution, the centroid calculation formula is as follows: ,

[0070] When unloaded, in the formula It is the quality of each major component. It is the distance along the X-axis of the centroid of each component relative to the origin. The sum of the masses of each component of the chassis; when fully loaded, the corresponding data of the cargo needs to be added; N is the total quantity of components and cargo.

[0071] As a further technical solution, in the first frame model analysis module, the static load condition is considered first. Global fixed constraints are applied to the ball joint towing position, and vertical and lateral constraints are applied to the frame leaf spring connection position. The forward direction and rotation constraints are released. The analysis and calculation results are used to determine whether plastic deformation has occurred in each component, whether the amount of deformation is within the design target, whether the magnitude of the stress is within the performance range of the corresponding material, and whether there is a certain safety factor.

[0072] As a further technical solution, the second chassis model analysis module is specifically configured as follows: If If the model does not meet the requirements, the position of the crossbeams will be adjusted or even the material dimensions and specifications will be changed until the requirements are met, and the model is obtained. ;like The model still does not meet the requirements, so the position of the crossbeam is adjusted, and then the structural optimization and material specification adjustment can be performed through calculation and analysis to obtain the model. ;

[0073] for If the calculation results do not meet the requirements, replace the model with a higher-specification material, prioritizing lighter materials, to obtain the correct model. If the requirements are met, calculations and analyses will be performed to determine whether structural optimization and material specification adjustments can be made, resulting in a model. ;

[0074] for If the calculation results do not meet the requirements, replace the materials with higher specifications or optimize the structure to obtain the correct model. If the requirements are met, the design is complete.

[0075] The specific processes and mechanisms involved in each module are the same as in Example 1, and will not be repeated here.

[0076] Example 3

[0077] This embodiment discloses a trailer frame based on Embodiment 1 or Embodiment 2. The frame adopts a modular design. Since the connection method between components affects the overall strength, and welding strength is higher than bolt connection strength, a modular welding and bolt connection assembly method is used. Regarding the design method for the location, quantity, and arrangement of bolt connections, considering that bolt connections can effectively improve storage and transportation efficiency, the frame is divided into modules such as the A-frame, front frame, left frame, right frame, tailgate, and crossbeams. Considering the performance characteristics of bolts, subjecting them to shear force during use can improve connection strength and reduce the risk of bolt loosening. For locations where direct implementation is not possible, additional connection structures are designed. For example, the connection between the crossbeam and the left and right frames is designed with welded connection structures at the lower part of the left and right frames, which not only controls the direction of bolt force but also improves the bending and torsional resistance of the frame. Considering the bolt installation location and connection strength, an initial connection scheme is designed. First, calculations are performed under static load conditions. If the design requirements are met, calculations are then performed for turning and braking conditions. If not, the number and specifications of bolt connections are adjusted until the design requirements are met. When selecting bolts, it is advisable to prioritize bolts with higher performance grades. This is because bolt size can be reduced under the same load, saving space and weight; and avoiding structural bulkiness or interference caused by excessive size.

[0078] The modular chassis design method described above solves the problems of difficult storage and low transportation efficiency of trailer chassis. Compared with fully welded chassis, modular chassis can improve transportation efficiency by 300%, reduce the use of large tooling, reduce labor costs, improve production efficiency, and enhance product quality consistency.

Claims

1. A design method for a trailer frame, characterized in that, Includes the following steps: Step 1: Obtain the relevant design parameters of the target chassis and the configurations of relevant market models; select the material specifications of the components based on the relevant parameters, and perform preliminary layout to obtain the original model P; Step 2: Taking the center of the ball joint towing as the origin, assign the corresponding material density to the components according to the original model P, calculate the weight and relative position of each component of the frame, determine the position of the vehicle's center of gravity X-axis and the magnitude of the load borne by the ball joint towing position; Step 3: According to the design standards for trailer trailers, adjust the axle positions to meet the requirements, and evenly distribute the crossbeams to obtain the chassis model. ; Step 4: Based on the chassis model Establish a finite element analysis model based on relevant material properties and connection methods between components; simulate possible working conditions during normal use, apply boundary constraints and working condition loading, and then analyze the simulation results; if the set requirements are met, proceed to step 5; If the set requirements are not met, the position of the crossbeams is adjusted, and it is calculated whether the set requirements can be met without changing the crossbeam specifications. Through continuous adjustments and calculations, with one crossbeam at each suspension mounting point, the remaining crossbeams are reasonably distributed according to the stress conditions, resulting in smaller overall deformation and more uniform and smaller stress, thus obtaining the chassis model. Then, simulate the operating conditions that may occur during normal use again, apply boundary constraints and load conditions, and then analyze the simulation results to determine whether the design objectives under static load are met. If the requirements are met, proceed to step 5; otherwise, in the chassis model... Based on this, replace the corresponding materials and dimensions of the weaker parts until the requirements are met, thus obtaining the chassis model. ; Step 5: Model the chassis ,Model Apply turning and braking conditions; conduct a comparative analysis of the results and design objectives.

2. The design method of the trailer frame as described in claim 1, characterized in that, The formula for calculating the centroid: When unloaded, in the formula It is the quality of each major component. It is the distance along the X-axis of the centroid of each component relative to the origin. The sum of the masses of each component of the chassis; when fully loaded, the corresponding data of the cargo needs to be added; N is the total quantity of components and cargo.

3. The design method of the trailer frame as described in claim 1, characterized in that, In step 4, the static load condition is considered first. Global fixed constraints are applied to the ball joint towing position, and vertical and lateral constraints are applied to the frame leaf spring connection position. The forward direction and rotation constraints are released. The calculation results are analyzed to determine whether plastic deformation has occurred in each component, whether the amount of deformation is within the design target, whether the magnitude of the stress is within the performance range of the corresponding material, and whether there is a certain safety factor.

4. The design method of the trailer frame as described in claim 1, characterized in that, In the turning condition, step 5 specifically involves: if If the model does not meet the requirements, the position of the crossbeams will be adjusted or even the material dimensions and specifications will be changed until the requirements are met, and the model is obtained. ;like The model still does not meet the requirements, so the position of the crossbeam is adjusted, and then the structural optimization and material specification adjustment can be performed through calculation and analysis to obtain the model. ; for If the calculation results do not meet the requirements, replace the model with a higher-specification material, prioritizing lighter materials, to obtain the correct model. If the requirements are met, calculations and analyses will be performed to determine whether structural optimization and material specification adjustments are possible, resulting in a model. ; for If the calculation results do not meet the requirements, replace the materials with higher specifications or optimize the structure to obtain the correct model. If the requirements are met, the design is complete.

5. A trailer frame, characterized in that, Obtained by the design method of the trailer frame as described in any one of claims 1-4.

6. A design system for a trailer frame, characterized in that, Specifically as follows: The original model building module is configured to determine the relevant design parameters of the target chassis and the configuration of relevant market models; based on the relevant parameters, it selects the corresponding connector model, axle model, tire model, and material specifications of the chassis longitudinal beams and cross beams, and performs preliminary layout to obtain the original model P; The vehicle center of gravity determination module is configured to take the ball joint towing center as the origin, assign corresponding material densities to the components according to the original model P, calculate the weight and relative position of each component of the frame, and determine the position of the vehicle center of gravity X-axis and the magnitude of the load borne by the ball joint towing position. The chassis model building module is configured to adjust the axle positions to meet the requirements according to the design standards of trailers, and to evenly distribute the crossbeams to obtain the chassis model. ; The first chassis model analysis module is configured to establish a finite element analysis model based on the chassis model, relevant material properties, and the connection methods between components. The simulation process simulates potential operating conditions during normal use, applies boundary constraints and load conditions, and then analyzes the simulation results. If the set requirements are met, the process proceeds to the second chassis model analysis module. If the set requirements are not met, the crossbeam positions are first adjusted, and it is calculated whether the set requirements can be met without changing the crossbeam specifications. Through continuous adjustments and calculations, when one crossbeam is placed at each suspension mounting point, the remaining crossbeams are reasonably distributed according to the stress conditions, resulting in smaller overall deformation and more uniform and lower stress, thus obtaining the chassis model. The simulation process is repeated to simulate the operating conditions that may occur during normal use, applying boundary constraints and load conditions. The simulation results are then analyzed to determine whether the design objectives under static load are met. If the requirements are met, the process proceeds to the second chassis model analysis module; otherwise, the analysis continues in the chassis model... Based on this, replace the corresponding materials and dimensions of the weaker parts until the requirements are met, thus obtaining the chassis model. ; The second chassis model analysis module is configured to analyze the chassis model. ,Model Apply turning and braking conditions; conduct a comparative analysis of the results and design objectives.

7. The design system for a trailer frame as described in claim 6, characterized in that, The formula for calculating the centroid: When unloaded, in the formula It is the quality of each major component. It is the distance along the X-axis of the centroid of each component relative to the origin. The sum of the masses of each component of the chassis; when fully loaded, the corresponding data of the cargo needs to be added; N is the total quantity of components and cargo.

8. The design system for a trailer frame as described in claim 6, characterized in that, In the first chassis model analysis module, the static load condition is considered first. Global fixed constraints are applied to the ball joint towing position, and vertical and lateral constraints are applied to the chassis leaf spring connection position. The forward direction and rotation constraints are released. The analysis and calculation results are used to determine whether plastic deformation has occurred in each component, whether the amount of deformation is within the design target, whether the magnitude of the stress is within the performance range of the corresponding material, and whether there is a certain safety factor.

9. The design system for a trailer frame as described in claim 6, characterized in that, The second chassis model analysis module is specifically configured as follows: If If the model does not meet the requirements, the position of the crossbeams will be adjusted or even the material dimensions and specifications will be changed until the requirements are met, and the model is obtained. ;like The model still does not meet the requirements, so the position of the crossbeam is adjusted, and then the structural optimization and material specification adjustment can be performed through calculation and analysis to obtain the model. ; for If the calculation results do not meet the requirements, replace the model with a higher-specification material, prioritizing lighter materials, to obtain the correct model. If the requirements are met, calculations and analyses will be performed to determine whether structural optimization and material specification adjustments can be made, resulting in a model. ; for If the calculation results do not meet the requirements, replace the materials with higher specifications or optimize the structure to obtain the correct model. If the requirements are met, the design is complete.

10. A trailer frame, characterized in that, Obtained through the design system of the trailer frame as described in any one of claims 6-9.

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