A frame assembly structure optimization method and device and electronic equipment

Abstract

The application discloses a kind of frame assembly structure optimization method, device and electronic equipment, belong to automobile technical field, method includes: S1: the node is established to the front axle of the frame to be optimized, rear axle longitudinal beam airfoil, the node is applied forced displacement to realize angle torsion, the torsional stiffness value between the shaft of the frame to be optimized is calculated;S2: the torsional stiffness value between the shaft of the frame to be optimized and the frame of benchmark pole vehicle type is compared, and the structural difference point of the frame to be optimized is identified;S3: the influence of each structural difference point on the torsional stiffness value between the shaft of frame is analyzed, and optimization scheme is determined according to the rationality of whole vehicle arrangement and cost.The application sets the torsional stiffness target value between the shaft of frame assembly, studies the influence of key parts of frame assembly on the torsional stiffness between the shaft, considers the demand of whole vehicle arrangement and cost index, uses parameterized modeling method to strengthen structure to meet the requirement of torsional stiffness target value between the shaft, solves the problem of poor followability.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method, apparatus, and electronic device for optimizing the structure of a vehicle frame assembly. Background Technology

[0002] Currently, some freight trucks exhibit low handling stability scores during comprehensive dynamic evaluation of their commercial viability. Specifically, these vehicles demonstrate poor stability during lane changes, significant rear-end roll and sway, and a strong sense of danger. Comparison with benchmark models reveals that this is partly due to a decrease in inter-axle torsional stiffness caused by changes in the chassis structure. Furthermore, existing chassis optimization methods are overly complex and focus primarily on weight reduction, neglecting overall vehicle layout requirements and cost considerations.

[0003] Based on this, the present invention proposes a method for optimizing the structure of a vehicle frame assembly. Summary of the Invention

[0004] The purpose of this invention is to provide a method, apparatus, and electronic device for optimizing the structure of a vehicle frame assembly. By setting a target value for the inter-axle torsional stiffness of the vehicle frame assembly, the influence of key components of the vehicle frame assembly on the inter-axle torsional stiffness is studied. Considering the overall vehicle layout requirements and cost indicators, parametric modeling methods are used to specifically strengthen the structure to meet the target value for inter-axle torsional stiffness, thus solving the problem of poor responsiveness. This achieves optimal performance at the lowest cost, greatly improving work efficiency.

[0005] This invention provides the following solution:

[0006] In a first aspect, this application discloses a method for optimizing the structure of a vehicle frame assembly, comprising the following steps:

[0007] S1: Establish nodes at the longitudinal beam flanges of the front and rear axles of the frame to be optimized, apply forced displacement to the nodes to achieve diagonal torsion, and calculate the inter-axle torsional stiffness value of the frame to be optimized.

[0008] S2: Compare the inter-axle torsional stiffness values ​​of the frame to be optimized with those of the benchmark model frame to identify structural differences in the frame to be optimized;

[0009] S3: Analyze the impact of various structural differences on the inter-axle torsional stiffness of the chassis, and determine the optimization scheme based on the rationality of the overall vehicle layout and cost.

[0010] Preferably, step S1 specifically includes:

[0011] A CAE model for calculating the inter-axle torsional stiffness of the chassis assembly is established. At least four nodes are established at the longitudinal beam flanges of the front and rear axles of the chassis. Forced displacement is applied to the nodes to achieve diagonal torsion. The magnitude of the inter-axle torsional stiffness of the chassis assembly is determined by consulting the support reaction forces at the constraint points.

[0012] Preferably, the structural differences in step S2 include at least the front end structure, the position of the inter-axis crossbeam, and the structure of the inter-axis crossbeam.

[0013] Preferably, step S3 specifically includes:

[0014] Calculate the torsional stiffness of several front-end structure schemes and rank the front-end structure schemes according to the magnitude of the torsional stiffness.

[0015] Torsional stiffness sensitivity analysis was performed on several inter-axis beam position schemes, and the beam position schemes were ranked according to their contribution.

[0016] Calculate the torsional stiffness of several inter-axis beam structure schemes, and rank the inter-axis beam structure schemes according to the magnitude of the torsional stiffness.

[0017] An optimization plan is developed based on the ranking of front-end structural schemes, the ranking of crossbeam position schemes, the ranking of inter-axle crossbeam structural schemes, the rationality of the overall vehicle layout, and cost.

[0018] Preferably, the step of calculating the torsional stiffness corresponding to several front-end structural schemes and ranking the front-end structural schemes according to the magnitude of the torsional stiffness specifically includes:

[0019] Based on the frame design to be optimized, the front structure was changed to a tube beam with upward movement, a double-groove crossbeam, and a single-groove beam structure as front structure schemes. The torsional stiffness of each front structure scheme was calculated and ranked according to the magnitude of the torsional stiffness.

[0020] Preferably, the step of performing torsional stiffness sensitivity analysis on several inter-axis beam position schemes and ranking the beam position schemes according to their contribution includes:

[0021] The positional parameters of each crossbeam are used as design variables and their ranges are defined. The inter-axle torsional stiffness of the frame is used as the target response. Sensitivity analysis and optimization analysis are performed using parametric modeling software and finite element analysis software. The crossbeam position schemes are ranked according to their contribution to the inter-axle torsional stiffness response.

[0022] Preferably, the step of calculating the torsional stiffness corresponding to several inter-axis beam structure schemes and ranking the inter-axis beam structure schemes according to the magnitude of the torsional stiffness specifically includes:

[0023] Based on the chassis design scheme to be optimized, the length of the crossbeam connecting plate and the crossbeam structure of each crossbeam are changed to form several inter-axle crossbeam structure schemes. The torsional stiffness of each inter-axle crossbeam structure scheme is calculated, and the inter-axle crossbeam structure schemes are ranked according to the magnitude of the torsional stiffness.

[0024] Secondly, this application also discloses a chassis assembly structure optimization device, comprising:

[0025] The calculation module is used to establish nodes at the longitudinal beam flanges of the front and rear axles of the frame to be optimized, apply forced displacement to the nodes to achieve diagonal torsion, and calculate the inter-axle torsional stiffness value of the frame to be optimized.

[0026] The structural difference identification module is used to compare the inter-axle torsional stiffness values ​​of the frame to be optimized with those of the benchmark model frame to identify the structural differences of the frame to be optimized.

[0027] The optimization scheme selection module is used to analyze the impact of various structural differences on the inter-axle torsional stiffness of the chassis, and to determine the optimization scheme based on the rationality of the overall vehicle layout and cost.

[0028] Thirdly, the present invention also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the program to implement the steps in the above-described frame assembly structure optimization method.

[0029] Fourthly, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps in the frame assembly structure optimization method of any one of the first aspects.

[0030] Compared with the prior art, the present invention has the following advantages:

[0031] This application addresses the problem of poor vehicle handling stability by identifying, through benchmarking analysis, that the issue stems from a decrease in the inter-axle torsional stiffness of the chassis assembly. By setting a target value for the inter-axle torsional stiffness of the chassis assembly, the influence of key components of the chassis assembly on the inter-axle torsional stiffness is studied. Considering the overall vehicle layout requirements and cost indicators, parametric modeling methods are used to specifically strengthen the structure to meet the target value for inter-axle torsional stiffness, thus solving the problem of poor responsiveness. Attached Figure Description

[0032] Figure 1 This is a CAE model diagram for calculating the inter-shaft torsional stiffness according to an embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of the chassis of the problematic vehicle model according to an embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram of the chassis of the benchmark model 1 according to an embodiment of the present invention;

[0035] Figure 4 This is a schematic diagram of the chassis of the benchmark model 2 according to an embodiment of the present invention;

[0036] Figure 5 This is a schematic diagram of the front end structure of the chassis of the problematic vehicle model according to an embodiment of the present invention;

[0037] Figure 6 This is an enlarged view of the front end structure of the chassis of the problematic vehicle model according to an embodiment of the present invention;

[0038] Figure 7 This is a schematic diagram of the tube beam position of the front end structure of the problematic vehicle frame in an embodiment of the present invention after being moved upward;

[0039] Figure 8 This is a schematic diagram of the front-end structure of the problematic vehicle frame in this embodiment of the invention after the tubular beam is replaced with a double-groove beam structure.

[0040] Figure 9 This is a schematic diagram of the front-end structure of the problematic vehicle frame in this embodiment of the invention after the tubular beam is replaced with a single-groove beam structure.

[0041] Figure 10 This is a schematic diagram of parametric modeling and variable setting in an embodiment of the present invention;

[0042] Figure 11 This is a sensitivity result diagram showing the influence of the crossbeam position on the inter-axle torsional stiffness of the frame assembly according to an embodiment of the present invention.

[0043] Figure 12 This is a statistical table of the optimization results of the influence of the crossbeam position on the inter-axle torsional stiffness of the frame assembly according to an embodiment of the present invention.

[0044] Figure 13 This is a schematic diagram of the beam connecting plate being extended forward and backward along the X direction according to an embodiment of the present invention;

[0045] Figure 14 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0047] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0048] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0049] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0050] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0051] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0052] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0053] Example 1

[0054] An embodiment of the present invention provides a method for optimizing the structure of a vehicle frame assembly, comprising the following steps:

[0055] 1. Definition of inter-axle torsional stiffness value in chassis assembly and comparative analysis of inter-axle torsional stiffness values ​​of different chassis structures

[0056] 1.1. For example Figure 1 As shown, a CAE model for calculating the inter-axle torsional stiffness of the chassis assembly is established. Four nodes are established at the longitudinal beam flanges of the front and rear axles of the chassis, and forced displacement is applied to achieve a diagonal torsion of 20mm. The magnitude of the inter-axle torsional stiffness of the chassis assembly is determined by consulting the support reaction force at the constraint point.

[0057] Formula for calculating torsional stiffness:

[0058] in: This is the torque value. , The results were obtained from CAE calculations. The distance between the two constraint points in the Y direction; Wheelbase; The torsion angle of the frame is calculated.

[0059] 1.2. Compare the inter-axle torsional stiffness values ​​of the chassis assembly of the problematic model with those of the benchmark model to identify structural differences in the chassis assembly, as detailed in Table 1.

[0060] Table 1. Comparison of torsional stiffness of the chassis of the problematic vehicle model and the benchmark vehicle model.

[0061] plan Schematic diagram Calculated value of torsional stiffness of the chassis assembly (N•m2 / rad) Handling stability evaluation score Problematic vehicle frame See Figure 2 8.4114E4 5 (Unacceptable) Benchmark Model Chassis 1 See Figure 3 9.7166E4 7 (Acceptable) Benchmark Model Chassis 2 See Figure 4 9.3448E4 6.5 (Acceptable)

[0062] By comparison Figure 2 , Figure 3 and Figure 4 It was found that the main differences in the frame structure that caused the different inter-axle torsional stiffness values ​​were the front end structure, the crossbeam structure, and the position of the crossbeam.

[0063] 2. Investigate the influence of structural differences in the frame on the inter-axle torsional stiffness of the frame assembly.

[0064] 2.1 Study on the influence of the front-end structure on the inter-axle torsional stiffness of the chassis assembly.

[0065] See front-end structure location Figure 5 , 6 Based on the chassis of the problematic vehicle model, the front-end structure was modified to a tube beam with upward movement, a double-groove crossbeam, and a single-groove beam structure, respectively, to study the influence of the front-end structure on the inter-axle torsional stiffness.

[0066] Table 2. Influence of front-end structure on interaxial torsional stiffness for various schemes

[0067] plan Front-end structure diagram Calculated torsional stiffness (N•m² / rad) Problematic vehicle frame Figure 6 8.4114E4（1.0） Based on the chassis of the problematic vehicle model, the position of the tubular beam was moved upwards. Figure 7 8.6517E4（1.029） Based on the chassis of the problematic model, the tubular beams were replaced with a double-groove beam structure. Figure 8 8.8847E4（1.056） Based on the chassis of the problematic model, the tubular beam was replaced with a single-groove beam structure. Figure 9 7.0514E4（0.838）

[0068] As can be seen from Table 2, in the chassis of the problematic model, the order of influence on the inter-axle torsional stiffness of the chassis assembly is: double-groove beam structure > tubular beam upward displacement structure > tubular beam structure > single-groove beam structure.

[0069] 2.2 Study on the influence of crossbeam position on the inter-axle torsional stiffness of the frame assembly.

[0070] The influence of the crossbeam position on the inter-axle torsional stiffness of the chassis assembly was analyzed and studied using parametric modeling methods. Figure 10This is a schematic diagram of the parametric model of the frame assembly. The position parameters tran1, tran2 and tran3 of the first, second and third crossbeams are used as design variables and their ranges are defined. The inter-axle torsional stiffness nzgd of the frame is used as the target response. Sensitivity analysis and optimization analysis are performed by integrating Hypermesh and Abaqus with the parametric modeling software isight.

[0071] 2.2.1 Sensitivity analysis of beam position to interaxial torsional stiffness

[0072] Sensitivity analysis using Design of Experiments (DOE) is a method of conducting a series of experiments with planned parameter settings. The main function of experimental design is to control variables, primarily by effectively manipulating or changing the independent variable under controlled conditions to observe changes in the response. DOE will run each sampling point in the design matrix, and each sampling point will produce a response. After obtaining all response information, Isight internally constructs a standard second-order least-squares polynomial response surface to approximate the experimental points. This is done with two independent factors. , For example, consider a polynomial:

[0073]

[0074] The relationship between input and output is called the main effect. Isight uses the coefficients of the fitted polynomial to calculate the relationship between input and output, which is the main effect.

[0075] Second-order polynomial fitting and differentiation

[0076] Linear main effects:

[0077]

[0078] Second-order main effect:

[0079]

[0080] Interaction effect:

[0081] Where:

[0082]

[0083] The effect is regularized within Isight.

[0084] After running a series of polynomial coefficients, the Pareto contribution rate plot can be obtained using Monitor, such as... Figure 11As shown, the Pareto contribution rate plot ranks the magnitude of the beam position's contribution to the inter-axial torsional stiffness response. The Pareto plot is a regularized version of the polynomial coefficients, and the final result is a percentage representation of the beam position's effect on the inter-axial torsional stiffness response.

[0085] Depend on Figure 11 It can be seen that the influence of the beam position on the sensitivity analysis of inter-axial torsional stiffness is as follows: second beam > third beam > first beam. Therefore, it can be concluded that, to ensure inter-axial torsional stiffness, the structures near the second and third beams have a greater impact on the inter-axial torsional stiffness.

[0086] 2.2.2 Optimization analysis of the interaxial torsional stiffness based on the beam position.

[0087] Optimization techniques can be broadly classified into three categories: gradient methods, direct methods, and global optimization methods. The appropriate optimization method should be selected based on whether the problem is single-objective or multi-objective and the continuity of the solution space.

[0088] The optimization problem in this invention is a single-objective optimization problem. The optimization algorithm chosen is the Hooke-Jeeves direct search method. In the vision, the constraint is set to a torsional stiffness of not less than 8.4114E4.

[0089] Figure 12 The table below shows the optimization statistics, with the second to last row representing the optimal solution.

[0090] Table 3 Optimal Solution

[0091] plan Changes in the position of the crossbeam Calculated torsional stiffness (N•m² / rad) Problematic vehicle frame constant 8.4114E4 Optimal solution tran1=200; tran2=50; tran3= -200 8.5657E4（↑1.8%）

[0092] The optimization results show that when the first crossbeam is moved back 200mm, the second crossbeam back 50mm, and the first crossbeam forward 200mm, the torsional stiffness reaches the optimal solution of 8.5657E4, but the improvement is small and still far from the benchmark value of 9.7166E4. Therefore, it can be concluded that for the current problematic vehicle frame, it is impossible to achieve the benchmark torsional stiffness value without increasing costs by simply changing the crossbeam positions.

[0093] 2.3 Study the influence of the inter-axle crossbeam structure on the inter-axle torsional stiffness of the chassis assembly.

[0094] Based on the problematic vehicle frame, the connecting plates of the first and second crossbeams were lengthened by 50mm in the longitudinal direction, but the torsional stiffness still did not meet the requirements. The third crossbeam was replaced with a channel beam structure instead of an alligator-mouth beam, and based on the channel beam design, the connecting plates of each crossbeam were lengthened by 50mm in the longitudinal direction. The final torsional stiffness values ​​are shown in Table 4. A schematic diagram of the lengthened crossbeam connecting plates is shown below. Figure 13 As shown.

[0095] Table 4 Comparison of torsional stiffness of chassis assembly

[0096] describe Calculated torsional stiffness (N•m² / rad) Original plan Problematic vehicle frame 8.4114E4 Option 1 Based on the original plan, the X-shaped connecting plate of the middle crossbeam is extended 100mm forward and backward. 8.6355E4 Option 2 Based on the original plan, the X-shaped connecting plate of the middle two crossbeams is extended 100mm forward and backward. 9.1838E4 Option 3 The three horizontal beams in the middle are channel beams. 9.2112E4 Option 4 Based on Option 3, the X-shaped connecting plate of the middle crossbeam is extended 100mm forward and backward. 9.4882E4 Option 5 Based on Option 3, the X-shaped connecting plate of the middle two crossbeams is extended 100mm forward and backward. 1.00341E5 Option Six Based on Option 3, the X-shaped connecting plate of the middle three crossbeams is extended 100mm forward and backward. 1.0209E5

[0097] 3. Verification via actual vehicle installation

[0098] Scheme 3, which is close to the benchmark value of 9.3448E4, and Scheme 6, which exceeds the benchmark value of 9.7166E4, were selected as optimization schemes. The vehicle handling stability was verified by actual vehicle installation. The scores are shown in Table 5. Scheme 6 finally met the requirements, which further verified the correctness of the chassis assembly structure optimization method.

[0099] Table 5. Real Vehicle Verification Results

[0100] describe Calculated torsional stiffness (N•m² / rad) Handling stability evaluation score Original plan Problematic vehicle frame 8.4114E4 5 (Unacceptable) Option 3 The three horizontal beams in the middle are channel beams. 9.2112E4 6 (Unacceptable) Option Six Based on Option 3, the X-shaped connecting plate of the middle three crossbeams is extended 100mm forward and backward. 1.0209E5 7-7.5 (acceptable)

[0101] This invention addresses the problem of poor vehicle handling stability by identifying, through benchmarking analysis, that the issue stems from a decrease in the inter-axle torsional stiffness of the chassis assembly. By setting a target value for the inter-axle torsional stiffness of the chassis assembly, the influence of key components of the chassis assembly on the inter-axle torsional stiffness is studied. Considering overall vehicle layout requirements and cost indicators, parametric modeling methods are used to specifically strengthen the structure to meet the target value for inter-axle torsional stiffness, thus resolving the problem of poor responsiveness.

[0102] Example 2

[0103] The chassis assembly structure optimization device provided in this embodiment of the invention is applicable to chassis assembly structure optimization scenarios for at least various types of vehicles. This chassis assembly structure optimization device can be implemented using software and / or hardware. The chassis assembly structure optimization device includes:

[0104] The calculation module is used to establish nodes at the longitudinal beam flanges of the front and rear axles of the frame to be optimized, apply forced displacement to the nodes to achieve diagonal torsion, and calculate the inter-axle torsional stiffness value of the frame to be optimized.

[0105] The structural difference identification module is used to compare the inter-axle torsional stiffness values ​​of the frame to be optimized with those of the benchmark model frame to identify the structural differences of the frame to be optimized.

[0106] The optimization scheme selection module is used to analyze the impact of various structural differences on the inter-axle torsional stiffness of the chassis, and to determine the optimization scheme based on the rationality of the overall vehicle layout and cost.

[0107] Example 3

[0108] This embodiment provides an electronic device. Figure 14 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. See also: Figure 14The electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any of the above-described chassis assembly structure optimization methods are performed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other via a communication bus and / or other forms of connection mechanisms (not shown). The memory 1002 stores a processor-executable computer program. When the electronic device 1000 is running, the processor 1001 executes the computer program to perform the chassis assembly structure optimization method in any of the optional implementations of the above embodiments.

[0109] Example 4

[0110] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements a method for optimizing a vehicle frame assembly structure as provided in all embodiments of this application.

[0111] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0112] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0113] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0114] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0115] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for optimizing the structure of a vehicle frame assembly, characterized in that, include: S1: Establish nodes at the longitudinal beam flanges of the front and rear axles of the frame to be optimized, apply forced displacement to the nodes to achieve diagonal torsion, and calculate the inter-axle torsional stiffness value of the frame to be optimized. S2: Compare the inter-axle torsional stiffness values ​​of the frame to be optimized with those of the benchmark model frame to identify structural differences in the frame to be optimized; S3: Analyze the impact of various structural differences on the inter-axle torsional stiffness of the chassis, and determine the optimization scheme based on the rationality of the overall vehicle layout and cost.

2. The method for optimizing the vehicle frame assembly structure according to claim 1, characterized in that, Step S1 specifically includes: A CAE model for calculating the inter-axle torsional stiffness of the chassis assembly is established. At least four nodes are established at the longitudinal beam flanges of the front and rear axles of the chassis. Forced displacement is applied to the nodes to achieve diagonal torsion. The magnitude of the inter-axle torsional stiffness of the chassis assembly is determined by consulting the support reaction forces at the constraint points.

3. The method for optimizing the vehicle frame assembly structure according to claim 1, characterized in that, The structural differences in step S2 include at least the front end structure, the position of the inter-axis crossbeam, and the structure of the inter-axis crossbeam.

4. The method for optimizing the vehicle frame assembly structure according to claim 3, characterized in that, Step S3 specifically includes: Calculate the torsional stiffness of several front-end structure schemes and rank the front-end structure schemes according to the magnitude of the torsional stiffness. Torsional stiffness sensitivity analysis was performed on several inter-axis beam position schemes, and the beam position schemes were ranked according to their contribution. Calculate the torsional stiffness of several inter-axis beam structure schemes, and rank the inter-axis beam structure schemes according to the magnitude of the torsional stiffness. An optimization plan is developed based on the ranking of front-end structural schemes, the ranking of crossbeam position schemes, the ranking of inter-axle crossbeam structural schemes, the rationality of the overall vehicle layout, and cost.

5. The method for optimizing the vehicle frame assembly structure according to claim 4, characterized in that, The calculation of the torsional stiffness corresponding to several front-end structural schemes, and the ranking of the front-end structural schemes according to the magnitude of the torsional stiffness, specifically includes: Based on the frame design to be optimized, the front structure was changed to a tube beam with upward movement, a double-groove crossbeam, and a single-groove beam structure as front structure schemes. The torsional stiffness of each front structure scheme was calculated and ranked according to the magnitude of the torsional stiffness.

6. The method for optimizing the vehicle frame assembly structure according to claim 4, characterized in that, The process of performing torsional stiffness sensitivity analysis on several inter-axis beam placement schemes and ranking the beam placement schemes according to their contribution includes: The positional parameters of each crossbeam are used as design variables and their ranges are defined. The inter-axle torsional stiffness of the frame is used as the target response. Sensitivity analysis and optimization analysis are performed using parametric modeling software and finite element analysis software. The crossbeam position schemes are ranked according to their contribution to the inter-axle torsional stiffness response.

7. The method for optimizing the vehicle frame assembly structure according to claim 4, characterized in that, The calculation of the torsional stiffness corresponding to several inter-axis beam structure schemes, and the ranking of the inter-axis beam structure schemes according to the magnitude of the torsional stiffness, specifically includes: Based on the chassis design scheme to be optimized, the length of the crossbeam connecting plate and the crossbeam structure of each crossbeam are changed to form several inter-axle crossbeam structure schemes. The torsional stiffness of each inter-axle crossbeam structure scheme is calculated, and the inter-axle crossbeam structure schemes are ranked according to the magnitude of the torsional stiffness.

8. A vehicle frame assembly structure optimization device, characterized in that, include: The calculation module is used to establish nodes at the longitudinal beam flanges of the front and rear axles of the frame to be optimized, apply forced displacement to the nodes to achieve diagonal torsion, and calculate the inter-axle torsional stiffness value of the frame to be optimized. The structural difference identification module is used to compare the inter-axle torsional stiffness values ​​of the frame to be optimized with those of the benchmark model frame to identify the structural differences of the frame to be optimized. The optimization scheme selection module is used to analyze the impact of various structural differences on the inter-axle torsional stiffness of the chassis, and to determine the optimization scheme based on the rationality of the overall vehicle layout and cost.

9. An electronic device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the chassis assembly structure optimization method according to any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

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