Flywheel diaphragm weight reduction method and device, medium, processor and flywheel diaphragm

Abstract

The invention provides a flywheel diaphragm weight reduction method and device, a medium, a processor and a flywheel diaphragm. The method comprises the steps that a bending moment distribution curve of a crankshaft system in an engine work period is obtained; calculating stress distribution and a fatigue safety coefficient of the flywheel diaphragm under the action of the bending moment of the bending moment distribution curve so as to determine a strength sensitive area of the flywheel diaphragm; the geometric boundary of a fan-shaped lightening hole of the flywheel diaphragm is determined, the two side edges of the fan-shaped lightening hole are aligned with the boundary of the strength sensitive area, and two concentric arcs are determined according to bolt assembly constraint; and checking the strength and torsional vibration characteristics of the flywheel diaphragm adopting the fan-shaped lightening hole structure under the dynamic load, and iteratively optimizing the side angle and the arc radius of the fan-shaped lightening hole until the flywheel diaphragm meets the strength allowance requirement and the torsional vibration response is within the allowable range. The problem that in the prior art, the weight reduction effect of a traditional elastic flywheel diaphragm structure is poor is solved.

Description

Technical Field

[0001] This application relates to the field of flywheel technology in internal combustion engine transmission structures, and more specifically, to a flywheel diaphragm weight reduction method, a flywheel diaphragm weight reduction device, a computer-readable storage medium, a processor, and a flywheel diaphragm. Background Technology

[0002] Traditional flexible flywheel diaphragm structures generally do not remove material from the diaphragm to reduce weight, or they reduce weight by making evenly spaced circular holes in the middle of the diaphragm. The weight reduction scheme is usually determined based on experience, lacking scientific design methods, and the weight reduction effect is not ideal. Summary of the Invention

[0003] The main objective of this application is to provide a method for reducing the weight of a flywheel diaphragm, a device for reducing the weight of a flywheel diaphragm, a computer-readable storage medium, a processor, and a flywheel diaphragm, so as to at least solve the problem of poor weight reduction effect of traditional elastic flywheel diaphragm structures in the prior art.

[0004] To achieve the above objectives, according to one aspect of this application, a method for reducing the weight of a flywheel diaphragm is provided. The method includes: obtaining the bending moment distribution curve of the crankshaft system during the engine's operating cycle; calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve to determine the strength-sensitive region of the flywheel diaphragm; determining the geometric boundary of the fan-shaped weight-reduction hole of the flywheel diaphragm, wherein the two sides of the fan-shaped weight-reduction hole are respectively aligned with the boundary of the strength-sensitive region, and two concentric arcs are determined based on bolt assembly constraints; verifying the strength and torsional vibration characteristics of the flywheel diaphragm using the fan-shaped weight-reduction hole structure under dynamic load, and iteratively optimizing the side angle and arc radius of the fan-shaped weight-reduction hole until the flywheel diaphragm meets the strength margin requirements and the torsional vibration response is within the allowable range.

[0005] Optionally, obtaining the bending moment distribution curve of the crankshaft system during the engine's operating cycle includes: constructing a multibody dynamics model of the crankshaft system; applying a periodic load based on combustion pressure and the connecting rod mechanism to the multibody dynamics model; and solving for the bending moment response at the elastic flywheel support bearing to obtain the bending moment distribution curve.

[0006] Optionally, in the process of calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve to determine the strength-sensitive area of ​​the flywheel diaphragm, the method further includes: importing the three-dimensional geometric model of the flywheel diaphragm into finite element analysis software, dividing a high-precision mesh into the edge and connection areas, applying a dynamic bending moment as a boundary load, and calculating the equivalent stress time history curve and cumulative fatigue damage value of the flywheel diaphragm, wherein the fatigue safety factor includes the cumulative fatigue damage value.

[0007] Optionally, after calculating the equivalent stress time history curve and cumulative fatigue damage value of the flywheel diaphragm, the method further includes: extracting the region where the fatigue safety factor is lower than a preset threshold as the strength-sensitive region;

[0008] Determining the geometric boundary of the fan-shaped weight-reducing hole of the flywheel diaphragm includes: fitting the distribution boundary of the intensity-sensitive region in the circumferential angle, and mapping the distribution boundary to the three-dimensional geometric model of the flywheel diaphragm to determine the side angle range of the fan-shaped weight-reducing hole.

[0009] Optionally, the strength of the flywheel diaphragm using the aforementioned fan-shaped weight-reducing hole structure under dynamic load is verified, including: checking the interference between the fan-shaped weight-reducing hole and the bolt mounting hole, and adjusting the inner and outer diameters of the concentric arcs to be compatible with the assembly process, so as to ensure that the material thickness of the connection area is not less than the design minimum.

[0010] Optionally, iteratively optimizing the side angle and radius of the fan-shaped weight-reducing hole includes: expanding the range of the side angle of the fan-shaped weight-reducing hole, repeatedly performing strength and fatigue verification operations, and determining whether the lower limit of the preset fatigue safety factor has been reached; if the lower limit has not been reached, the range of the side angle of the fan-shaped weight-reducing hole is further expanded; otherwise, the optimization is stopped.

[0011] According to another aspect of this application, a flywheel diaphragm weight reduction device is provided, comprising: an acquisition unit for acquiring the bending moment distribution curve of the crankshaft system during the engine working cycle; a first processing unit for calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve to determine the strength-sensitive region of the flywheel diaphragm; a second processing unit for determining the geometric boundary of the fan-shaped weight reduction hole of the flywheel diaphragm, wherein the two sides of the fan-shaped weight reduction hole are respectively aligned with the boundary of the strength-sensitive region, and two concentric arcs are determined according to bolt assembly constraints; and a third processing unit for verifying the strength and torsional vibration characteristics of the flywheel diaphragm using the fan-shaped weight reduction hole structure under dynamic load, and iteratively optimizing the side angle and arc radius of the fan-shaped weight reduction hole until the flywheel diaphragm meets the strength margin requirement and the torsional vibration response is within the allowable range.

[0012] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform any of the methods described.

[0013] According to another aspect of this application, a processor is provided for running a program, wherein the program, when running, performs any of the methods described.

[0014] According to another aspect of this application, a flywheel diaphragm is provided, which is a diaphragm produced by weight reduction using any of the methods described above.

[0015] Applying the technical solution of this application, the distribution curve of the dynamic bending moment of the crankshaft system during the working cycle is first accurately obtained, and the specific phase of the peak bending moment is identified. Then, based on this bending moment load, the stress distribution and fatigue safety factor of the diaphragm are calculated, accurately identifying the truly weak (strength-sensitive) areas and strength-rich areas within the diaphragm. On this basis, a fan-shaped weight-reduction hole structure is proposed, with its two sides strictly aligned with the boundaries of the strength-sensitive areas, ensuring that intact material is retained in high-stress areas while directional weight reduction is implemented in low-stress-rich areas. Simultaneously, the two concentric arcs are set according to the constraints of the bolt assembly process, balancing structural integrity and manufacturability. By repeatedly verifying the strength margin and torsional vibration response of the diaphragm after weight reduction, and dynamically adjusting the side angles and arc radii of the fan-shaped holes, synergistic optimization of weight reduction and reliability is achieved. This method abandons trial and error based on experience, achieving precise weight reduction through on-demand material distribution. It not only avoids material redundancy and local stress concentration caused by traditional uniform openings, but also achieves weight reduction of the flywheel diaphragm while ensuring fatigue strength, solving the problem of poor weight reduction effect in traditional elastic flywheel diaphragm structures in the prior art. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A schematic flowchart of a flywheel diaphragm weight reduction method according to an embodiment of this application is shown;

[0018] Figure 2 A schematic diagram of a membrane weight reduction structure provided according to an embodiment of this application is shown;

[0019] Figure 3 A schematic diagram of a crank-connecting rod mechanism provided according to an embodiment of this application is shown;

[0020] Figure 4 A structural block diagram of a flywheel diaphragm weight reduction device according to an embodiment of this application is shown. Detailed Implementation

[0021] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] As described in the background section, traditional elastic flywheel diaphragm structures generally do not remove material from the diaphragm to reduce weight, or they reduce weight by opening circular holes at evenly spaced angles in the middle of the diaphragm. The weight reduction scheme is generally determined based on experience, lacking scientific design methods, and the weight reduction effect is not ideal. In order to solve the problem of poor weight reduction effect of traditional elastic flywheel diaphragm structures in the prior art, the embodiments of this application provide a flywheel diaphragm weight reduction method, a flywheel diaphragm weight reduction device, a computer-readable storage medium, a processor, and a flywheel diaphragm.

[0025] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0026] This embodiment provides a method for reducing the weight of a flywheel diaphragm. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Figure 1 This is a flowchart of a flywheel diaphragm weight reduction method according to an embodiment of this application. For example... Figure 1 As shown, the method includes the following steps:

[0028] Step S101: Obtain the bending moment distribution curve of the crankshaft system during the engine working cycle;

[0029] Step S102: Calculate the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment action of the above bending moment distribution curve, so as to determine the strength-sensitive area of ​​the flywheel diaphragm.

[0030] Step S103: Determine the geometric boundary of the fan-shaped weight reduction hole of the flywheel diaphragm. The two sides of the fan-shaped weight reduction hole are respectively aligned with the boundary of the strength sensitive area. Determine two concentric arcs according to the bolt assembly constraints.

[0031] Two concentric arcs, as Figure 2 As shown, the diaphragm weight reduction structure exhibits two concentric arcs and two sides. The two concentric arcs constrain the width range of the fan-shaped weight reduction hole, and the two sides constrain the angle range.

[0032] Step S104: Verify the strength and torsional vibration characteristics of the flywheel diaphragm with the above-mentioned fan-shaped weight reduction hole structure under dynamic load, and iteratively optimize the side angle and arc radius of the above-mentioned fan-shaped weight reduction hole until the flywheel diaphragm meets the strength margin requirements and the torsional vibration response is within the allowable range.

[0033] The above steps first involve accurately acquiring the dynamic bending moment distribution curve of the crankshaft system during its working cycle, identifying the specific phase in which the bending moment peak occurs. Then, based on this bending moment load, the stress distribution and fatigue safety factor of the diaphragm are calculated, precisely identifying the truly weak (strength-sensitive) areas and areas with excess strength within the diaphragm. On this basis, a fan-shaped weight-reduction hole structure is proposed, with its two sides strictly aligned with the boundaries of the strength-sensitive areas, ensuring that intact material is retained in high-stress areas while directional weight reduction is implemented in low-stress-excess areas. Simultaneously, the two concentric arcs are set according to bolt assembly process constraints, balancing structural integrity and manufacturability. By repeatedly verifying the strength margin and torsional vibration response of the diaphragm after weight reduction, and dynamically adjusting the side angles and arc radii of the fan-shaped holes, a synergistic optimization of weight reduction and reliability is achieved. This method abandons trial-and-error based on experience, achieving precise weight reduction through on-demand material distribution. It not only avoids material redundancy and localized stress concentration caused by traditional uniform openings, but also achieves weight reduction of the flywheel diaphragm while ensuring fatigue strength, solving the problem of poor weight reduction effect in existing traditional elastic flywheel diaphragm structures.

[0034] After completing the diaphragm weight reduction structure design, the updated diaphragm 3D geometric model is re-imported into a shaft dynamics simulation platform (such as AVL PU), and a complete powertrain torsional vibration model is constructed with components such as the crankshaft, clutch, and drive shaft. The model must retain the original material properties, boundary constraints, and load conditions. Simultaneously, based on the stiffness change of the diaphragm after weight reduction, its equivalent torsional stiffness is recalculated and updated in the model. Subsequently, transient torsional vibration response analysis is performed under the same engine operating conditions (such as rated power, maximum torque, and typical idling speed), solving for the evolution of angular displacement, angular velocity, and angular acceleration over time at key nodes of the system (such as the crankshaft front end, both ends of the diaphragm, and the flywheel output end). The torsional vibration dominant frequency component is extracted using Fourier transform to analyze whether the system's natural frequency has shifted or whether the amplitude has increased, and to determine whether there is a risk of resonance with the excitation frequency (such as combustion order, crankshaft frequency, and harmonics). Simultaneously, the maximum relative torsional angle, torque transmission fluctuation amplitude, and energy dissipation characteristics of the diaphragm under periodic alternating torque were evaluated to ensure that it could still meet the system's allowable torsional vibration amplitude limits and fatigue life requirements after weight reduction. Finally, by comparing the torsional vibration response curves before and after weight reduction, it was confirmed that the weight reduction structure did not adversely affect the system's torsional vibration stability, thus completing the verification of torsional vibration characteristics.

[0035] Torsional vibration characteristics include: the system's natural frequency distribution and its matching relationship with the excitation frequency; the amplitude and phase difference of angular displacement at key locations; the dominant frequency components and harmonic content of torsional vibration; the maximum relative torsional angle and torque fluctuation amplitude; the energy transfer efficiency and damping characteristics of torsional vibration; and whether resonance or significant amplification occurs.

[0036] Optionally, obtaining the bending moment distribution curve of the crankshaft system during the engine's operating cycle includes: constructing a multibody dynamics model of the crankshaft system; applying a periodic load based on combustion pressure and the connecting rod mechanism to the multibody dynamics model; and solving for the bending moment response at the elastic flywheel support bearing to obtain the bending moment distribution curve.

[0037] First, a multibody dynamics model of the crankshaft system is constructed. This model is based on the actual geometry of the engine, accurately modeling key components such as the crankshaft, connecting rod, piston, flywheel, and elastic diaphragm support bearing, considering the mass, moment of inertia, assembly clearances, and elastic connection characteristics of each component. The model includes the force exerted by the combustion pressure in the cylinder on the piston crown, the thrust transmitted from the connecting rod to the crankpin, the nonlinear contact and damping between the crankshaft journals and the main bearings, and the constraint relationships at the elastic flywheel support bearing. The model is built on a multibody dynamics simulation platform such as AVL EXCITE or ADAMS (AVL EXCITE and ADAMS are two professional engineering software widely used in the field of power system simulation and multibody dynamics analysis) to ensure the accuracy of the kinematic and dynamic coupling relationships between the components. Second, periodic loads are applied to the multibody dynamics model. The loads are derived from the engine's actual operating cycle, including the transient combustion pressure curves generated by each cylinder during the four strokes of intake, compression, power, and exhaust. These curves are obtained based on engine calibration data or CFD (Computational Fluid Dynamics) simulation results and mapped in the time domain according to the crankshaft angle (0°~720°). Simultaneously, the connecting rod mechanism, due to the combined effects of reciprocating inertial force, centrifugal force, and gas pressure, generates a resultant force and torque at the crankpin that periodically varies with the crankshaft angle. These loads are applied to the model as time-varying inputs, forming a dynamic excitation completely synchronized with the engine's operating phase. Next, the model is solved for transient dynamics. Implicit or explicit integration algorithms are used, with sufficiently fine time steps (typically 0.1°~0.5° crankshaft angle) to ensure the high-frequency fluctuations of bending moment are captured. During the solution process, the 3D force and torque responses at the elastic flywheel support bearing are extracted, with particular attention paid to the bending moment component perpendicular to the crankshaft axis (i.e., the main load causing diaphragm bending deformation). Post-processing was used to plot the relationship between the bending moment component and the crankshaft angle as a continuous, periodic bending moment distribution curve with a period of 720° (for a four-stroke engine), exhibiting a non-uniform distribution of multiple peaks and troughs. Abandoning traditional empirical methods, physical modeling and numerical simulation accurately recreate the dynamic load transfer path during engine operation. The resulting bending moment curve reflects the non-uniform distribution characteristics under actual operating conditions, avoiding material waste or insufficient strength caused by crude designs such as uniformly distributed openings. The bending moment distribution curve clearly reveals the "sensitive phase zone" (such as the angle corresponding to the peak bending moment) where the diaphragm experiences high stress, providing a direct basis for the subsequent avoidance design of the fan-shaped weight reduction holes, ensuring that the weight reduction area is located only in the low-stress zone.

[0038] Optionally, in the process of calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the aforementioned bending moment distribution curve to determine the strength-sensitive area of ​​the flywheel diaphragm, the above method further includes: importing the three-dimensional geometric model of the flywheel diaphragm into finite element analysis software, dividing high-precision meshes into edge and connection regions, applying dynamic bending moment as boundary load, and calculating the equivalent stress time history curve and cumulative fatigue damage value of the flywheel diaphragm, wherein the fatigue safety factor includes the cumulative fatigue damage value.

[0039] First, the established 3D geometric model of the elastic flywheel diaphragm is imported into professional finite element analysis software (such as ABAQUS or ANSYS). The model must accurately preserve the diaphragm's thickness variations, fillet transitions, flange structure, and geometric features related to bolt connections. Then, local mesh refinement is performed in stress concentration areas such as the diaphragm's edge regions, around bolt holes, and transition fillets, using high-precision quadrilateral or hexahedral elements to ensure an element distortion rate of less than 15% and an aspect ratio controlled within 3, thereby accurately capturing local stress gradients. Simultaneously, to ensure computational stability, the overall mesh size can be appropriately widened in non-critical areas, achieving a balance between computational efficiency and accuracy. Next, the dynamic bending moment time history curve obtained from the previous shaft dynamics analysis is transformed into a periodic distributed load acting on the inner ring boundary of the diaphragm, based on its spatial distribution relationship along the diaphragm's mounting circumference. That is, in each time step, based on the bending moment phase angle, the bending moment is equivalent to a non-uniformly distributed tangential force or couple along the diaphragm's circumference. The boundary conditions should realistically simulate the rigid constraints and rotational freedom restrictions between the diaphragm and the flywheel hub and pressure plate. Subsequently, transient structural response analysis was performed to determine the time-varying history of the equivalent stress (von Mises stress) of the diaphragm under full-cycle dynamic loading, outputting the stress-time history curves for each key node or integration point. Based on this, the stress-time history data was exported to dedicated fatigue analysis software (such as femfat or nCode). Using the material's SN curve, mean stress correction (such as the Goodman or Gerber criterion), load spectrum statistical characteristics (rainflow counting method), and cumulative damage theory (Miner linear cumulative damage criterion), the cumulative fatigue damage value (D value) for each region of the diaphragm was calculated, and the fatigue safety factor (FS=1 / D) was derived from this. Finally, the spatial distribution of the cumulative fatigue damage value or fatigue safety factor was visualized using contour plots, clearly identifying the strength-sensitive regions with the most severe fatigue damage and the lowest safety factor. These regions are typically located near the phase angle corresponding to the peak dynamic bending moment and are concentrated in the high-stress concentration area at the inner edge of the diaphragm.

[0040] By mapping high-precision meshes to real loads, the identification error of fatigue-sensitive areas is reduced to less than 5%, avoiding misjudgments and omissions caused by traditional empirical methods, and providing a basis for the accurate avoidance of subsequent weight-reduction holes; the automated process transforms the original structural modification process that required multiple trials into data-driven iterative optimization, realizing a closed loop of calculation, analysis, and adjustment, and shortening the design cycle; the fatigue safety factor is directly related to the material life, so that the design no longer relies on empirical margins, but uses the quantified damage value as the sole criterion.

[0041] Optionally, after calculating the equivalent stress time history curve and cumulative fatigue damage value of the flywheel diaphragm, the method further includes: extracting the region where the fatigue safety factor is lower than a preset threshold as the strength-sensitive region;

[0042] Determining the geometric boundary of the fan-shaped weight-reducing hole of the flywheel diaphragm includes: fitting the distribution boundary of the intensity-sensitive region in the circumferential angle, mapping the distribution boundary to the three-dimensional geometric model of the flywheel diaphragm, so as to determine the side angle range of the fan-shaped weight-reducing hole.

[0043] After calculating the equivalent stress-time history curve and cumulative fatigue damage value of the flywheel diaphragm, this method further extracts regions where the fatigue safety factor is lower than a preset threshold (e.g., 1.2) as strength-sensitive regions. This process uses post-processing software (such as FEMFAT) to perform fatigue analysis on the stress-time response of the diaphragm under periodic dynamic loads, calculating the Miner linear cumulative damage value point-by-point and inversely deducing the corresponding safety factor distribution map. Subsequently, the distribution of this safety factor along the diaphragm circumference is visualized in two-dimensional polar coordinates, identifying "high-damage zones" where the safety factor is continuously lower than the threshold, which are the strength-sensitive regions. These regions are typically concentrated near the crankshaft phase angle corresponding to the peak dynamic bending moment (e.g., 0°~30° and 180°~210°), while the safety factor in other regions is significantly higher than the threshold, exhibiting material redundancy. To determine the geometric boundary of the fan-shaped weight-reduction hole, the distribution boundary of the aforementioned strength-sensitive region in the circumferential angle is first curve-fitted. Spline interpolation or polynomial fitting methods are used to extract the angular coordinates (θ_min and θ_max) of its inner and outer edges, forming a precise circumferential angle range. Subsequently, this angle range is mapped onto the three-dimensional geometric model of the flywheel diaphragm, extending radially to the outer edge of the diaphragm. Combined with process constraints such as bolt mounting holes and transition fillets, the starting and ending angles corresponding to the two sides of the fan-shaped weight-reducing hole are determined. This mapping process ensures precise alignment between the sides of the weight-reducing hole and the boundary of the strength-sensitive area, rather than using traditional uniform distribution or empirical values.

[0044] The weight reduction holes avoid sensitive areas corresponding to the peak of dynamic bending moment, ensuring that the material remains intact at high load positions and avoiding local stress concentration or fatigue cracking caused by blindly reducing weight.

[0045] Optionally, the strength of the flywheel diaphragm with the above-mentioned fan-shaped weight-reducing hole structure under dynamic load is checked, including: verifying the interference between the fan-shaped weight-reducing hole and the bolt mounting hole, and adjusting the inner and outer diameters of the concentric arcs to be compatible with the assembly process, so as to ensure that the material thickness of the connection area is not less than the design minimum.

[0046] First, based on the 3D geometric model of the diaphragm, the center position, diameter, and distribution angle of all bolt mounting holes are accurately extracted in the CAD environment. Then, Boolean operations or distance analysis are performed on the inner and outer diameter boundaries of the fan-shaped weight-reducing holes and the bolt holes to identify areas where they overlap or where the minimum distance is less than the process safety threshold (e.g., 2mm). If interference is found, the inner diameter of the fan-shaped weight-reducing holes must be gradually increased (i.e., shrinking the inner arc) or the outer diameter decreased (i.e., moving the outer arc inward) without weakening the strength-sensitive areas, until a continuous material band of at least 1.5mm (design minimum material thickness) is maintained between all bolt holes and the edges of the weight-reducing holes to ensure connection strength and assembly reliability. This adjustment process requires local mesh refinement in the finite element method, and local stress concentration analysis of the interference area is performed in ABAQUS to confirm that the adjusted structure still meets the static strength and fatigue safety factor requirements. Simultaneously, to ensure compatibility with actual assembly processes, radial compression and diaphragm deformation during bolt tightening are simulated to ensure that no material is excessively stretched or torn under preload.

[0047] Optionally, iteratively optimize the side angle and radius of the aforementioned fan-shaped weight-reducing hole, including: expanding the range of the side angle of the fan-shaped weight-reducing hole, repeatedly performing strength and fatigue verification operations, and determining whether the lower limit of the preset fatigue safety factor has been reached; if the lower limit has not been reached, continue to expand the range of the side angle of the aforementioned fan-shaped weight-reducing hole, otherwise stop the optimization.

[0048] In the iterative optimization of the side angles of the fan-shaped weight-reducing holes, the first step is to set the side angles of the fan-shaped weight-reducing holes to the limit initial value that completely coincides with the boundary of the strength-sensitive area determined in the initial design. Then, a finite element model of the diaphragm containing the weight-reducing structure is established in ABAQUS, and a periodic dynamic bending moment load calculated by shaft dynamics is applied to solve for the stress distribution under static strength and contact boundary conditions. The obtained stress time history data is imported into the FEMFAT fatigue analysis software, and parameters such as the material SN curve, load spectrum, and average stress correction method are set to calculate the fatigue safety factor distribution of each region. If the overall fatigue safety factor is higher than the preset lower limit (e.g., 1.2), it indicates that the material still has redundancy. The side angles can be uniformly expanded in fixed steps (e.g., 2°~5°) to expand the weight-reducing area, and the above strength and fatigue verification process is repeated. This process is iterated cyclically, and the stress response and fatigue life must be completely recalculated after each angle expansion until, in a certain verification, the fatigue safety factor of a local area of ​​the diaphragm is lower than the preset lower limit for the first time. At this point, the system automatically reverts to the previous iteration and identifies it as the optimal angle boundary. This optimization process does not change the radius of the arc, but only focuses on angle expansion, ensuring that the weight-reducing structure always avoids high-stress phases, while also preventing a sudden drop in structural stiffness or stress concentration deterioration due to excessive angle expansion.

[0049] More specifically, the method of this application includes:

[0050] 1) First, perform dynamic calculations on the powertrain shaft system. The main steps are as follows:

[0051] Preparation phase: Collect data on crankshaft geometry, material properties, engine operating conditions, etc., and clearly analyze the operating conditions;

[0052] Modeling Phase: Create the geometric model of the crankshaft using CAD software to ensure its accuracy; import it into AVL PU to check its correctness; select an appropriate mesh type (e.g., hexahedral mesh) and density to ensure mesh quality; refine key areas (e.g., crankshaft cranks and journals) to improve calculation accuracy; define material properties: input parameters such as the crankshaft material's elastic modulus, density, and Poisson's ratio; set constraints: define fixed constraints to simulate the crankshaft's fixed points in the engine.

[0053] Load definition: Apply excitation load, define the load from combustion pressure and linkage mechanism, and consider the dynamic characteristics of the load, such as force and torque that change with time.

[0054] Computation and solution: Select an appropriate solver (such as explicit or implicit integration methods); set the time step to ensure computational stability and accuracy; define convergence criteria to ensure reliable computational results.

[0055] Analysis of calculation results: The dynamic bending moment curve at the elastic flywheel under the initial design scheme was obtained through dynamic calculations, as shown below. Figure 2 As shown, the dynamic bending moment curve changes continuously within a cycle, with a large bending moment peak only at a specific phase. Due to the working characteristics of the crankshaft system itself, this trend is periodic.

[0056] A schematic diagram of a crank-connecting rod mechanism is shown below. Figure 3 As shown, AB is the connecting rod, OB is the crank, and the formula for calculating the bending moment at the elastic flywheel support bearing is as follows:

[0057] As can be seen, this formula is a periodic function.

[0058] In the formula, F is the force on the small end of the connecting rod, and L is the distance from the cylinder centerline to the support bearing. Because there is a gap in the support bearing, and the bearing seat will have a certain elastic deformation under explosive pressure, part of the torque M will act on the elastic flywheel, accounting for about 15%-25%.

[0059] 2) The strength of the elastic flywheel diaphragm is calculated using the torque curve obtained from dynamic calculations. The main steps are as follows:

[0060] Geometric modeling: Create a 3D geometric model of the elastic diaphragm using CAD software, ensuring the accuracy of the model, especially the thickness of the diaphragm, edge shape, and any additional structures (such as flanges or reinforcing ribs), and import the geometric model into ABAQUS.

[0061] Mesh generation: Select element type: Based on the thickness and shape of the diaphragm, select the appropriate element type and refine the mesh locally in stress concentration areas (such as edges, holes or flanges) to ensure mesh quality and avoid excessive element distortion.

[0062] Define material properties: Define a material model in ABAQUS by inputting elastic modulus, Poisson's ratio, density, etc.

[0063] Define loads and constraints: Define the fixed boundary conditions of the diaphragm to ensure reasonable constraints and avoid insufficient model rigidity; define the load boundaries of the diaphragm based on the dynamic bending moment obtained from crankshaft dynamics calculations.

[0064] Static strength solution: In ABAQUS, select the static analysis type, set the solver parameters, such as convergence criteria and time step, and perform the solution to obtain the stress change process of the elastic diaphragm under periodic bending moment.

[0065] Fatigue strength calculation: The stress change history of the diaphragm under periodic bending moment calculated by ABAQUS was imported into the FEMFAT software. After setting the corresponding fatigue solution parameters, its fatigue safety factor was calculated. The diaphragm only showed weakness in specific angular regions. This step preliminarily determined the strength-sensitive area of ​​the diaphragm. The results of this step were obtained through finite element analysis. The main analysis steps included: establishing a finite element strength calculation model of the elastic flywheel diaphragm; using the dynamic bending moment curve obtained from the previous dynamic calculation as the calculation boundary to calculate the dynamic stress change of the elastic diaphragm; and further calculating the fatigue strength of the diaphragm based on the dynamic stress change. The diaphragm fatigue strength is lower in local areas, corresponding to phases with larger dynamic torques, while the strength is higher in other parts.

[0066] 3) Based on the strength results of the elastic flywheel diaphragm, the optimal structural form for diaphragm weight reduction design is proposed. The weight reduction holes are fan-shaped, each constrained by two lateral angle regions and two concentric arcs constraining the width region. The determination of the two lateral sides is based on the strength-sensitive region obtained from the previous strength calculation. The initial design scheme is determined according to the extreme case where the two lateral sides coincide with the boundary of the strength-sensitive region, and can be adjusted later according to requirements. The two concentric arcs need to be determined according to the design scheme of the bolts required for installation. The initial scheme can be determined as the extreme case with the maximum weight reduction while meeting the bolt assembly requirements. The width range of the arcs can also be dynamically adjusted later according to requirements. This step completes the preliminary determination of the ultimate weight reduction design scheme. The next step is to confirm the diaphragm strength. Specific execution process: Based on the diaphragm strength calculation results from the previous step, we can determine which areas of the diaphragm have high strength and which areas have low strength. The areas with high strength are the main areas for subsequent material removal and weight reduction. When determining the specific range, in addition to referring to the strength calculation results, we also consider the assembly process of the diaphragm and component connections to prevent interference. Taking all these factors into account, an initial scheme for elastic diaphragm weight reduction can be determined.

[0067] 4) Determine subsequent adjustments based on the strength confirmation results of the initial weight reduction scheme for the diaphragm. If the ultimate scheme can directly meet the strength requirements and there is no margin for strength, then directly determine this scheme as the design scheme; if the ultimate scheme meets the requirements and there is still a margin for strength, then continue to expand the angle range of both sides according to the strength check results, repeat the check, until the agreed strength limit is reached and the weight reduction hole cannot be increased further.

[0068] 5) If the strength check of the extreme weight reduction scheme obtained in step 3) does not meet the requirements, keep the positions of the two sides unchanged, and increase the strength of the corresponding area of ​​the membrane by shrinking the two concentric arcs until the strength requirements are met.

[0069] 6) After obtaining the diaphragm weight reduction scheme through steps 4) and 5), update the design scheme into the shaft dynamics to confirm the torsional vibration and verify the diaphragm strength. If all indicators meet the requirements, the final design scheme can be determined; if there are unqualified items, return to the initial steps and iterate the design process according to the updated scheme until the requirements are met.

[0070] The diaphragm design obtained through the above approach fully considers the peak bending moment at specific periodic phases. By adding weight-reducing holes at angles where the bending moment has a smaller impact on strength, while retaining material in angle regions where the bending moment has a larger impact on strength, the design maximizes the utilization of the diaphragm material, achieving the design goal of maximizing weight reduction while meeting reliability requirements. This method can achieve a weight reduction of over 20% to 30% compared to the original solution, with a reduction in diaphragm strength of only within 5%, demonstrating significant optimization and achieving full utilization of the material.

[0071] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0072] This application also provides a flywheel diaphragm weight reduction device. It should be noted that the flywheel diaphragm weight reduction device of this application can be used to execute the flywheel diaphragm weight reduction method provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0073] The following describes the flywheel diaphragm weight reduction device provided in the embodiments of this application.

[0074] Figure 4 This is a schematic diagram of a flywheel diaphragm weight reduction device according to an embodiment of this application. Figure 4As shown, the device includes: an acquisition unit 41 for acquiring the bending moment distribution curve of the crankshaft system during the engine's working cycle; a first processing unit 42 for calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve to determine the strength-sensitive region of the flywheel diaphragm; a second processing unit 43 for determining the geometric boundary of the fan-shaped weight-reducing hole of the flywheel diaphragm, wherein the two sides of the fan-shaped weight-reducing hole are respectively aligned with the boundary of the strength-sensitive region, and two concentric arcs are determined according to bolt assembly constraints; and a third processing unit 44 for verifying the strength and torsional vibration characteristics of the flywheel diaphragm with the fan-shaped weight-reducing hole structure under dynamic load, and iteratively optimizing the side angle and arc radius of the fan-shaped weight-reducing hole until the flywheel diaphragm meets the strength margin requirements and the torsional vibration response is within the allowable range.

[0075] Optionally, the acquisition unit includes: a first processing module for constructing a multibody dynamics model of the crankshaft system; a second processing module for applying a periodic load based on combustion pressure and the connecting rod mechanism to the multibody dynamics model; and a third processing module for solving the bending moment response at the elastic flywheel support bearing to obtain the bending moment distribution curve.

[0076] Optionally, the first processing unit includes: a fourth processing module used to import the three-dimensional geometric model of the flywheel diaphragm into finite element analysis software during the process of calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment action of the bending moment distribution curve to determine the strength-sensitive area of ​​the flywheel diaphragm, divide high-precision meshes at the edges and connecting areas, apply dynamic bending moment as boundary load, and calculate the equivalent stress time history curve and fatigue damage accumulation value of the flywheel diaphragm, wherein the fatigue safety factor includes the fatigue damage accumulation value.

[0077] Optionally, the first processing unit includes: an extraction module for extracting regions with fatigue safety factors below a preset threshold as strength-sensitive regions after calculating the equivalent stress time history curve and cumulative fatigue damage value of the flywheel diaphragm.

[0078] The second processing unit includes a fifth processing module for fitting the distribution boundary of the intensity-sensitive region in the circumferential angle, mapping the distribution boundary to the three-dimensional geometric model of the flywheel diaphragm, so as to determine the side angle range of the fan-shaped weight-reducing hole.

[0079] Optionally, the third processing unit includes a sixth processing module for verifying the interference between the sector-shaped weight-reducing holes and the bolt mounting holes, and adjusting the inner and outer diameters of the concentric arcs to be compatible with the assembly process, so as to ensure that the material thickness of the connection area is not less than the design minimum.

[0080] Optionally, the third processing unit includes: a seventh processing module for expanding the side angle range of the fan-shaped weight reduction hole, repeatedly performing strength and fatigue verification operations, and determining whether the lower limit of the preset fatigue safety factor has been reached; and an eighth processing module for continuing to expand the side angle range of the fan-shaped weight reduction hole if the lower limit has not been reached, otherwise stopping the optimization.

[0081] According to another aspect of this application, a flywheel diaphragm weight reduction device is provided, comprising: an acquisition unit for acquiring the bending moment distribution curve of the crankshaft system during the engine working cycle; a first processing unit for calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment action of the bending moment distribution curve to determine the strength-sensitive region of the flywheel diaphragm; a second processing unit for determining the geometric boundary of the fan-shaped weight reduction hole of the flywheel diaphragm, wherein the two sides of the fan-shaped weight reduction hole are respectively aligned with the boundary of the strength-sensitive region, and two concentric arcs are determined according to bolt assembly constraints; and a third processing unit for verifying the strength and torsional vibration characteristics of the flywheel diaphragm using the fan-shaped weight reduction hole structure under dynamic load, and iteratively optimizing the side angle and arc radius of the fan-shaped weight reduction hole until the flywheel diaphragm meets the strength margin requirement and the torsional vibration response is within the allowable range.

[0082] The aforementioned flywheel diaphragm weight reduction device includes a processor and a memory. The aforementioned acquisition unit, first processing unit, second processing unit, and third processing unit are all stored as program units in the memory. The processor executes the aforementioned program units stored in the memory to achieve the corresponding functions. All of the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0083] The processor contains a core, which retrieves the corresponding program unit from memory. One or more cores can be configured, and adjusting the core parameters can address the poor weight reduction performance of traditional flexible flywheel diaphragm structures in existing technologies.

[0084] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0085] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the flywheel diaphragm weight reduction method.

[0086] This invention provides a processor for running a program, wherein the program executes the flywheel diaphragm weight reduction method.

[0087] This invention provides a device including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps: acquiring the bending moment distribution curve of the crankshaft system during the engine's operating cycle; calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve to determine the strength-sensitive region of the flywheel diaphragm; determining the geometric boundary of the fan-shaped weight-reducing hole of the flywheel diaphragm, wherein the two sides of the fan-shaped weight-reducing hole are respectively aligned with the boundary of the strength-sensitive region, and two concentric arcs are determined according to bolt assembly constraints; verifying the strength and torsional vibration characteristics of the flywheel diaphragm using the fan-shaped weight-reducing hole structure under dynamic load, and iteratively optimizing the side angle and arc radius of the fan-shaped weight-reducing hole until the flywheel diaphragm meets the strength margin requirements and the torsional vibration response is within the allowable range. The device described herein can be a server, PC, PAD, mobile phone, etc.

[0088] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having at least the following method steps: obtaining the bending moment distribution curve of the crankshaft system during the engine working cycle; calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve to determine the strength-sensitive region of the flywheel diaphragm; determining the geometric boundary of the fan-shaped weight-reducing hole of the flywheel diaphragm, wherein the two sides of the fan-shaped weight-reducing hole are respectively aligned with the boundary of the strength-sensitive region, and determining two concentric arcs according to bolt assembly constraints; verifying the strength and torsional vibration characteristics of the flywheel diaphragm using the fan-shaped weight-reducing hole structure under dynamic load, and iteratively optimizing the side angle and arc radius of the fan-shaped weight-reducing hole until the flywheel diaphragm meets the strength margin requirements and the torsional vibration response is within the allowable range.

[0089] This application also provides a flywheel diaphragm, which is a diaphragm produced by weight reduction using any of the above-described methods.

[0090] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0091] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0092] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0093] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0094] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0095] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0096] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0097] Computer-readable media include both permanent and non-permanent, removable and non-removable media that can store information by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0098] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0099] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0100] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for reducing the weight of a flywheel diaphragm, characterized in that, include: Obtain the bending moment distribution curve of the crankshaft system during the engine's working cycle; Calculate the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve to determine the strength-sensitive area of ​​the flywheel diaphragm; The geometric boundaries of the fan-shaped weight-reducing holes of the flywheel diaphragm are determined, and the two sides of the fan-shaped weight-reducing holes are respectively aligned with the boundaries of the strength-sensitive area. Two concentric circular arcs are determined according to the bolt assembly constraints. The strength and torsional vibration characteristics of the flywheel diaphragm with the aforementioned fan-shaped weight-reducing hole structure were verified under dynamic load, and the side angle and arc radius of the fan-shaped weight-reducing hole were iteratively optimized until the flywheel diaphragm met the strength margin requirements and the torsional vibration response was within the allowable range.

2. The method according to claim 1, characterized in that, Obtain the bending moment distribution curve of the crankshaft system during the engine's duty cycle, including: Construct a multibody dynamics model of the crankshaft system; A periodic load based on combustion pressure and the linkage mechanism is applied to the multibody dynamics model; Solve for the bending moment response at the elastic flywheel support bearing to obtain the bending moment distribution curve.

3. The method according to claim 1, characterized in that, In calculating the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment of the bending moment distribution curve, in order to determine the strength-sensitive region of the flywheel diaphragm, the method further includes: Import the three-dimensional geometric model of the flywheel diaphragm into the finite element analysis software, divide the edge and connection regions into high-precision meshes, apply dynamic bending moments as boundary loads, and calculate the equivalent stress time history curve and fatigue damage accumulation value of the flywheel diaphragm. The fatigue safety factor includes the fatigue damage accumulation value.

4. The method according to claim 3, characterized in that, After calculating the equivalent stress time history curve and cumulative fatigue damage value of the flywheel diaphragm, the method further includes: extracting the region where the fatigue safety factor is lower than a preset threshold as the strength-sensitive region; Determining the geometric boundary of the fan-shaped weight-reducing hole of the flywheel diaphragm includes: fitting the distribution boundary of the intensity-sensitive region in the circumferential angle, and mapping the distribution boundary to the three-dimensional geometric model of the flywheel diaphragm to determine the side angle range of the fan-shaped weight-reducing hole.

5. The method according to claim 1, characterized in that, Verification of the strength of the flywheel diaphragm using the aforementioned fan-shaped weight-reducing hole structure under dynamic load includes: Check the interference between the sector-shaped weight-reducing holes and the bolt mounting holes, and adjust the inner and outer diameters of the concentric arcs to be compatible with the assembly process, so as to ensure that the material thickness of the connection area is not less than the design minimum.

6. The method according to claim 1, characterized in that, Iterative optimization of the side angle and radius of the fan-shaped weight-reducing hole includes: Expand the side angle range of the fan-shaped weight reduction hole, repeat the strength and fatigue check operation, and determine whether the lower limit of the preset fatigue safety factor has been reached. If the lower limit value is not reached, the side angle range of the fan-shaped weight reduction hole will be further expanded; otherwise, optimization will be stopped.

7. A flywheel diaphragm weight reduction device, characterized in that, include: The acquisition unit is used to acquire the bending moment distribution curve of the crankshaft system during the engine's working cycle. The first processing unit is used to calculate the stress distribution and fatigue safety factor of the flywheel diaphragm under the bending moment action of the bending moment distribution curve, so as to determine the strength-sensitive area of ​​the flywheel diaphragm. The second processing unit is used to determine the geometric boundary of the fan-shaped weight reduction hole of the flywheel diaphragm, wherein the two sides of the fan-shaped weight reduction hole are respectively aligned with the boundary of the strength sensitive area, and two concentric arcs are determined according to the bolt assembly constraints. The third processing unit is used to verify the strength and torsional vibration characteristics of the flywheel diaphragm with the aforementioned fan-shaped weight-reducing hole structure under dynamic load, and to iteratively optimize the side angle and arc radius of the fan-shaped weight-reducing hole until the flywheel diaphragm meets the strength margin requirements and the torsional vibration response is within the allowable range.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 6.

9. A processor, characterized in that, The processor is used to run a program, wherein the program executes the method according to any one of claims 1 to 6 when it runs.

10. A flywheel diaphragm, characterized in that, The flywheel diaphragm is a diaphragm produced by weight reduction using the method described in any one of claims 1 to 6.

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