A method and system for optimizing a vehicle body structure based on continuous carbon fiber winding

Abstract

This invention relates to the field of vehicle body structure optimization technology, and discloses a method and system for optimizing vehicle body structures based on continuous carbon fiber layup. The method includes: identifying the target vehicle body component; optimizing the component's geometric model to obtain multiple stress traces; generating a variable-density layup path diagram; sequentially extracting updated qualified stress traces from the variable-density layup path diagram; sequentially extracting updated curve coordinates from the extracted updated qualified stress traces; obtaining robot layup instructions; summarizing the robot layup instructions to obtain a robot layup instruction set; summarizing the robot layup instruction sets to obtain multiple robot layup instruction sets; sorting the multiple robot layup instruction sets to obtain a robot layup instruction sequence; and performing vehicle body structure optimization operations based on the robot layup instruction sequence, load entry point, main force transmission channel, and load exit point to obtain a solidified vehicle body structure. This invention can directly convert stress traces into layup paths.

Description

Technical Field

[0001] This invention relates to the field of vehicle body structure optimization technology, and in particular to a method and system for optimizing vehicle body structure based on continuous carbon fiber layup. Background Technology

[0002] Continuous carbon fiber layup is a manufacturing technology that uses uncut continuous carbon fiber bundles as reinforcement. Through robots or other automated equipment, the fiber bundles are laid layer by layer onto the surface of a mandrel or support frame according to a preset spatial trajectory. This is combined with resin impregnation and curing processes to ultimately form composite material structural components. Vehicle body structure optimization is a process of improving the material distribution, geometry, or layup scheme of vehicle body structural components by using methods such as topology optimization, size optimization, or shape optimization, with the premise of meeting vehicle mechanical performance requirements (such as stiffness, strength, and impact resistance) and the goal of minimizing structural mass or maximizing load transfer efficiency.

[0003] Traditional composite material vehicle body structure forming processes mainly include two methods: prepreg compression molding and resin transfer molding. Prepreg compression molding requires cutting carbon fiber prepreg into specific shapes and then laying it onto the mold surface. This process generates a large amount of waste material, and complex structural components often need to be formed in sections and then connected by adhesives or riveting. Weak areas in mechanical properties exist at the joint interfaces, making them prone to interface failure under impact loads. While resin transfer molding can form complex shapes, it requires expensive metal molds and has a long forming cycle. In recent years, continuous fiber additive manufacturing technology has received widespread attention, but its large fiber placement head size and limited path planning freedom make it difficult to apply to the forming of large-size vehicle body structural components. Therefore, how to directly convert stress traces into layup paths is an urgent technical problem to be solved. Summary of the Invention

[0004] This invention provides a method for optimizing vehicle body structure based on continuous carbon fiber layup and a computer-readable storage medium. Its main purpose is to realize the direct conversion of stress traces into layup paths.

[0005] To achieve the above objectives, the present invention provides a method for optimizing vehicle body structures based on continuous carbon fiber layup, comprising:

[0006] Once the target vehicle body component is identified, its geometric model is obtained, and optimization objectives and constraints are set.

[0007] The component's geometric model is optimized based on the optimization objective and constraints, resulting in multiple stress traces, which include multiple spatial curve coordinates.

[0008] A variable density wrapping path diagram is generated based on multiple stress traces, wherein the variable density wrapping path diagram includes: multiple updated qualified stress traces;

[0009] The qualified stress traces are extracted and updated sequentially from the variable density layup path diagram;

[0010] The updated curve coordinates are extracted sequentially from the extracted updated qualified stress traces, and the robot laying instructions are obtained based on the extracted updated qualified stress traces and the extracted updated curve coordinates.

[0011] By summarizing the robot laying instructions, we obtain a robot laying instruction set; by summarizing the robot laying instruction sets, we obtain multiple robot laying instruction sets.

[0012] Multiple robot wrapping instruction sets are sorted to obtain the robot wrapping instruction sequence. Based on the component geometric model, the load inlet point, the main force transmission channel and the load outlet point are identified.

[0013] Based on the robot wrapping instruction sequence, load entry point, main force transmission channel and load exit point, the vehicle body structure optimization operation is carried out to obtain a solidified vehicle body structure;

[0014] Based on the solidified body structure, the body structure was optimized using continuous carbon fiber layup.

[0015] Optionally, the step of generating a variable-density wrapping path map based on multiple stress traces includes:

[0016] Stress traces are extracted sequentially from multiple stress traces, and the following operation is performed on each extracted stress trace:

[0017] Based on the extracted stress traces, a set of spatial straight-line distances is obtained, and the total trace distance is obtained by summing the set of spatial straight-line distances.

[0018] If the total distance of the traces is less than the preset standard trace length, the extracted stress traces will be removed from the multiple stress traces to obtain multiple updated stress traces.

[0019] The multiple updated stress traces are treated as multiple stress traces, and the process of extracting stress traces from multiple stress traces in sequence is repeated until all stress traces in the multiple stress traces have been extracted.

[0020] If the total distance of the traces is greater than or equal to the standard trace length, the extracted stress traces are considered as qualified stress traces.

[0021] Summarize the qualified stress traces to obtain a set of qualified stress traces. Perform density classification on the set of qualified stress traces to obtain an updated set of qualified stress traces.

[0022] A variable-density layup path map is generated based on the updated qualified stress trace set.

[0023] Optionally, obtaining the spatial straight-line distance set based on the extracted stress traces includes:

[0024] Spatial curve coordinates are extracted sequentially from the extracted stress traces. Based on the extracted spatial curve coordinates, adjacent spatial curve coordinates are identified from the extracted stress traces. The spatial curve coordinates and the spatial straight-line distance between adjacent spatial curve coordinates are calculated.

[0025] Use the adjacent spatial curve coordinates as the extracted spatial curve coordinates, and return to the step of confirming the adjacent spatial curve coordinates from the extracted stress trace based on the extracted spatial curve coordinates, until all spatial curve coordinates in the stress trace have been extracted.

[0026] By summing up the spatial straight-line distances, we obtain the spatial straight-line distance set.

[0027] Optionally, the density grading operation on the qualified stress trace set to obtain an updated qualified stress trace set includes:

[0028] For each qualified stress trace in the qualified stress trace concentration, the following operation shall be performed:

[0029] Based on the qualified stress trace, obtain the set of spatial curve coordinate stress values, and count the number of stress values ​​in the set of spatial curve coordinate stress values;

[0030] The stress values ​​of the spatial curve coordinates are accumulated to obtain the total stress value. The average stress value of the stress trace is calculated based on the number of stress values ​​and the total stress value.

[0031] Based on the average stress value of the stress trace, density grading and allocation are performed on the qualified stress trace to obtain updated qualified stress traces.

[0032] The updated qualified stress traces are summarized to obtain the updated qualified stress trace set.

[0033] Optionally, the step of performing density grading and allocation operations on qualified stress traces based on the average stress value of the stress traces to obtain updated qualified stress traces includes:

[0034] If the average stress value of the stress trace is greater than or equal to the preset stress upper limit, then the qualified stress trace is taken as a high-density stress trace, and an interpolation operation is performed on the high-density stress trace to obtain the interpolated stress trace.

[0035] If the average stress value of the stress trace is less than the upper limit of stress and the average stress value of the stress trace is greater than or equal to the preset lower limit of stress, then the qualified stress trace is regarded as a medium-density stress trace.

[0036] If the average stress value of the stress trace is less than the lower stress limit, the qualified stress trace is taken as a low-density stress trace, and sparse sampling is performed on the low-density stress trace to obtain an updated low-density stress trace.

[0037] An updated qualified stress trace is identified based on the interpolated stress trace, the medium-density stress trace, or the updated low-density stress trace.

[0038] Optionally, the interpolation operation on the high-density stress trace to obtain the interpolated stress trace includes:

[0039] High-density stress traces are removed from the set of qualified stress traces to obtain a set of candidate qualified stress traces.

[0040] High-density spatial curve coordinates are extracted sequentially from the high-density stress traces, and the following operations are performed on all extracted high-density spatial curve coordinates:

[0041] Candidate qualified stress traces are extracted sequentially from the set of candidate qualified stress traces, and the set of candidate spatial curve coordinates is confirmed based on the extracted candidate qualified stress traces.

[0042] Calculate the Euclidean distance between the extracted high-density spatial curve coordinates and each candidate spatial curve coordinate in the candidate spatial curve coordinate set to obtain the Euclidean distance set;

[0043] Obtain the minimum Euclidean distance from the set of Euclidean distances, summarize the minimum Euclidean distances to obtain the set of minimum Euclidean distances, and determine the updated minimum Euclidean distance based on the set of minimum Euclidean distances;

[0044] If the updated minimum Euclidean distance is greater than the preset normal spacing, the target space curve coordinates are determined from the candidate space curve coordinate set based on the updated minimum Euclidean distance.

[0045] The interpolated spatial coordinates and interpolated stress values ​​are calculated based on the target spatial curve coordinates and the extracted high-density spatial curve coordinates.

[0046] The interpolation space coordinates and interpolation stress values ​​are summarized separately to obtain the interpolation space coordinate set and the interpolation stress value set. Based on the interpolation space coordinate set and the interpolation stress value set, the interpolated stress trace is identified.

[0047] Optionally, the step of sparsely sampling the low-density stress trace to obtain an updated low-density stress trace includes:

[0048] Low-density curve coordinate sequence is obtained based on low-density stress trace, and the number of low-density curve coordinates in the low-density curve coordinate sequence is counted.

[0049] The number of targets retained is calculated based on the number of low-density curve coordinates. Low-density curve coordinates are extracted sequentially from the low-density stress traces. Based on the extracted low-density curve coordinates, adjacent low-density curve coordinates are identified from the low-density curve coordinate sequence.

[0050] The coordinates of adjacent low-density curves are removed from the low-density stress trace to obtain the initial low-density stress trace.

[0051] Using the initial low-density stress trace as the low-density stress trace, return to the step of sequentially extracting low-density curve coordinates from the low-density stress trace until all low-density curve coordinates in the low-density stress trace have been extracted.

[0052] The initial low-density stress traces are integrated to obtain optimized low-density stress traces. The number of low-density curve coordinates is statistically updated based on the optimized low-density stress traces.

[0053] If the number of updated low-density curve coordinates is less than or equal to the target retention number, then the optimized low-density stress trace will be used as the updated low-density stress trace.

[0054] If the number of updated low-density curve coordinates is greater than the target number to be retained, then the optimized low-density stress trace is optimized to obtain the updated low-density stress trace.

[0055] Optionally, obtaining the robot wrapping command based on the extracted updated qualified stress trace and the extracted updated curve coordinates includes:

[0056] Based on the extracted update curve coordinates, the coordinates of adjacent update curves are identified from the extracted qualified stress traces.

[0057] The extracted update curve coordinates are obtained by subtracting the adjacent update curve coordinates. The tangent vector is then normalized to obtain the normalized tangent vector.

[0058] Based on the extracted updated curve coordinates, the normal vector is identified from the component geometric model. The cross product operation is performed on the normal vector and the normalized tangent vector to obtain the binormal vector.

[0059] The target attitude angle is obtained by performing coordinate transformation on the extracted update curve coordinates based on the normalized tangent vector, normal vector, and binormal vector.

[0060] The average stress level is determined based on the extracted updated qualified stress traces, and the motion speed is allocated based on the average stress level to obtain the robot's running speed.

[0061] The robot winding command was determined based on the extracted updated curve coordinates, target attitude angle, and robot running speed.

[0062] Optionally, the step of optimizing the vehicle body structure based on the robot winding instruction sequence, load entry point, main force transmission channel, and load exit point to obtain a solidified vehicle body structure includes:

[0063] The main force transmission channel is wound using pre-constructed continuous carbon fiber bundles, robot winding command sequence, load inlet point and load outlet point, and resin spraying operation is performed on the main force transmission channel using pre-constructed low viscosity epoxy resin to obtain the wound body part.

[0064] The pre-constructed ethyl acetate solution was used to dissolve the wrapped car body parts to obtain dissolved car body parts, and the dissolved car body parts were rinsed to obtain rinsed car body parts;

[0065] The washed body parts are then cured to obtain a cured body structure.

[0066] To achieve the above objectives, the present invention also provides a vehicle body structure optimization system based on continuous carbon fiber layup, comprising:

[0067] The optimization target setting module is used to identify the target body part, obtain the part's geometric model based on the target body part, set optimization targets and constraints, optimize the part's geometric model based on the optimization targets and constraints, and obtain multiple stress traces, where the stress traces include: multiple spatial curve coordinates;

[0068] The variable density layup path planning module is used to generate a variable density layup path map based on multiple stress traces. The variable density layup path map includes: multiple updated qualified stress traces. Updated qualified stress traces are extracted sequentially from the variable density layup path map. Update curve coordinates are extracted sequentially from the extracted updated qualified stress traces. Robot layup instructions are obtained based on the extracted updated qualified stress traces and the extracted update curve coordinates. Robot layup instructions are summarized to obtain a robot layup instruction set. Multiple robot layup instruction sets are obtained by summarizing the robot layup instruction sets.

[0069] The force transmission path identification module is used to sort multiple robot winding instruction sets to obtain the robot winding instruction sequence, and to identify the load entry point, main force transmission channel and load exit point based on the component geometric model.

[0070] The vehicle body structure optimization module is used to perform vehicle body structure optimization operations based on the robot layup command sequence, load entry point, main force transmission channel and load exit point to obtain a solidified vehicle body structure, and to complete the vehicle body structure optimization based on continuous carbon fiber layup based on the solidified vehicle body structure.

[0071] To address the above problems, the present invention also provides an electronic device, the electronic device comprising:

[0072] Memory, storing at least one instruction;

[0073] The processor executes the instructions stored in the memory to implement the above-described method for optimizing the vehicle body structure based on continuous carbon fiber layup.

[0074] To address the aforementioned problems, the present invention also provides a computer-readable storage medium storing at least one instruction, which is executed by a processor in an electronic device to implement the aforementioned method for optimizing the vehicle body structure based on continuous carbon fiber layup.

[0075] To address the problems described in the background art, this invention identifies the target vehicle body component, obtains its geometric model, and sets optimization objectives and constraints. By clearly defining the target vehicle body component and its geometric model, and combining this with actual working conditions to set optimization objectives and constraints, this invention ensures that the subsequent optimization process has a clear optimization direction and engineering constraint boundaries, avoiding blind optimization and ensuring that the optimization results meet actual mechanical performance requirements. Based on the optimization objectives and constraints, the component's geometric model is optimized to obtain multiple stress trajectories, which include multiple spatial curve coordinates. This invention obtains multiple stress trajectories through topology optimization, which can intuitively reflect the flow path of force within the component, providing a theoretical basis for subsequent carbon fiber layup path planning. Based on the principle of aligning the fiber layup direction with the mechanically optimal direction to fully utilize the high tensile strength of carbon fiber, a variable-density layup path diagram is generated based on multiple stress traces. This diagram includes multiple updated qualified stress traces. By generating this diagram, the invention achieves a differentiated design, using dense paths in high-stress areas and sparse paths in low-stress areas. This ensures both fiber density and structural strength in critical load-bearing areas while reducing material usage and layup time in low-stress areas, achieving a balance between mechanical performance and lightweighting. Updated qualified stress traces are extracted sequentially from the variable-density layup path diagram, and updated curve coordinates are extracted from these traces. Based on the extracted updated qualified stress traces and... The extracted update curve coordinates are used to obtain robot laying instructions. This invention achieves automatic conversion from theoretical stress trajectories to executable robot programs by sequentially converting the spatial curve coordinates of each stress trajectory into robot laying instructions containing position, attitude, and velocity information. This eliminates the need for manual programming and improves the efficiency and accuracy of laying path generation. The robot laying instructions are then aggregated to obtain a robot laying instruction set. Multiple robot laying instruction sets are obtained by sorting these sets to obtain a robot laying instruction sequence. Based on the component's geometric model, the load entry point, main force transmission channel, and load exit point are identified. This invention ensures that the robot laying instruction set is sorted according to its normal direction, ensuring the robot... The end effector is laid out strip by strip from one side of the component to the other, avoiding unnecessary idle travel during operation. At the same time, by confirming the load inlet point, the main force transmission channel, and the load outlet point, the starting point, path, and end point of a single continuous fiber are determined. Based on the robot's lay-out command sequence, load inlet point, main force transmission channel, and load outlet point, the vehicle body structure is optimized to obtain a cured vehicle body structure. This invention uses continuous carbon fiber bundles to lay out without breaks along the main force transmission channel, combined with synchronous resin spraying and layer-by-layer semi-curing, so that the fibers are continuous and uninterrupted from beginning to end, eliminating the connection interface performance discontinuity that exists in traditional segmented molding. Based on the cured vehicle body structure, the vehicle body structure optimization based on continuous carbon fiber lay-out is completed.Therefore, the present invention can directly convert stress traces into wrapping paths. Attached Figure Description

[0076] Figure 1 This is a flowchart illustrating a method for optimizing a vehicle body structure based on continuous carbon fiber layup, according to an embodiment of the present invention.

[0077] Figure 2 A functional block diagram of a vehicle body structure optimization system based on continuous carbon fiber layup provided in an embodiment of the present invention;

[0078] Figure 3 This is a schematic diagram of an electronic device for implementing the vehicle body structure optimization method based on continuous carbon fiber layup, according to an embodiment of the present invention.

[0079] Explanation of reference numerals in the attached figures:

[0080] 10. Electronic device; 11. Processor; 12. Memory; 13. Bus.

[0081] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0082] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0083] This application provides a method for optimizing a vehicle body structure based on continuous carbon fiber layup. The executing entity of this method includes, but is not limited to, at least one of the following electronic devices that can be configured to execute the method provided in this application: a server, a terminal, etc. In other words, the method for optimizing a vehicle body structure based on continuous carbon fiber layup can be executed by software or hardware installed on a terminal device or a server device, and the software can be a blockchain platform. The server includes, but is not limited to, a single server, a server cluster, a cloud server, or a cloud server cluster.

[0084] Reference Figure 1 The diagram shown is a flowchart illustrating a vehicle body structure optimization method based on continuous carbon fiber layup according to an embodiment of the present invention. In this embodiment, the vehicle body structure optimization method based on continuous carbon fiber layup includes:

[0085] S1. Identify the target body part, obtain the geometric model of the part based on the target body part, and set the optimization target and constraints.

[0086] It should be explained that the target body component is a structural part of an automotive body that requires lightweight design and continuous carbon fiber lay-up molding. For example, the target body component is a roof beam. The component geometry model is a three-dimensional model of the target body component. The optimization objective is the objective function that needs to be maximized or minimized during topology optimization, used to guide the optimal distribution of material within the component geometry model. Constraints are the restrictions that must be satisfied during topology optimization, used to ensure that the optimization result achieves the optimal design while meeting practical engineering requirements. For example, a volume fraction constraint of 30% means that the volume of material retained after optimization must not exceed 30% of the total volume of the design domain, and the remaining 70% of the region is considered removable material.

[0087] S2. Based on the optimization objective and constraints, the geometric model of the component is optimized to obtain multiple stress traces, which include multiple spatial curve coordinates.

[0088] It should be explained that the steps for optimizing the component geometric model based on the optimization objective and constraints are as follows: First, the component geometric model is imported into the finite element analysis software. The model is then meshed to generate a finite element model composed of elements and nodes, and initial material properties (such as isotropic materials) are assigned. Then, various constraints are set on the finite element model, including structural fixed support constraints, external force loading location constraints, and overall material usage ratio constraints. Afterward, the topology optimization solver is called to begin iterative calculations. In each iteration, sensitivity analysis is performed to readjust the contribution of each mesh element in the finite element model to the structural stiffness. Elements with smaller contributions are gradually deleted, while those with larger contributions are retained, so that the material automatically flows towards elements subjected to greater forces. Regions with higher stress are concentrated in the area. The entire optimization process is always controlled by pre-set material usage ratios and mechanical performance requirements. For example, the maximum deformation of the structure must not exceed a set maximum value. Iteration stops when the change in the objective function between two consecutive iterations is less than a preset convergence threshold (e.g., 0.1%). At this point, the optimization result is presented as a force transmission path distribution map composed of material-retained regions. Finally, principal stress traces are extracted from the optimization results. That is, taking the principal stress direction at each element integration point as the tangent direction, tracing from the load inlet point, a series of continuous spatial curves are generated. Each point on the spatial curve satisfies that the tangent direction is consistent with the principal stress direction at that point, thus obtaining multiple stress traces. Each stress trace contains several spatial curve coordinate points and their corresponding stress values. A stress trace is a trajectory curve that describes the flow path of force within the force-bearing continuum. The tangent direction at each point on the trajectory curve is consistent with the principal stress direction at that point. The spatial curve coordinates are the three-dimensional coordinates of each discrete point constituting the stress trace.

[0089] S3. Generate a variable density wrapping path diagram based on multiple stress traces, wherein the variable density wrapping path diagram includes: multiple updated qualified stress traces.

[0090] Specifically, the generation of a variable-density wrapping path map based on multiple stress traces includes:

[0091] Stress traces are extracted sequentially from multiple stress traces, and the following operation is performed on each extracted stress trace:

[0092] Based on the extracted stress traces, a set of spatial straight-line distances is obtained, and the total trace distance is obtained by summing the set of spatial straight-line distances.

[0093] If the total distance of the traces is less than the preset standard trace length, the extracted stress traces will be removed from the multiple stress traces to obtain multiple updated stress traces.

[0094] The multiple updated stress traces are treated as multiple stress traces, and the process of extracting stress traces from multiple stress traces in sequence is repeated until all stress traces in the multiple stress traces have been extracted.

[0095] If the total distance of the traces is greater than or equal to the standard trace length, the extracted stress traces are considered as qualified stress traces.

[0096] Summarize the qualified stress traces to obtain a set of qualified stress traces. Perform density classification on the set of qualified stress traces to obtain an updated set of qualified stress traces.

[0097] A variable-density layup path map is generated based on the updated qualified stress trace set.

[0098] It should be explained that the detailed steps for obtaining the spatial straight-line distance set based on the extracted stress traces will be given later and will not be repeated here. The total trace distance is the sum of the spatial straight-line distance set. The standard trace length is a pre-set threshold used to determine whether the stress trace has engineering significance. The standard trace length is set as follows: First, measure the characteristic dimension of the target body component in the main force transmission direction. For example, for the B-pillar, measure the vertical distance between its top and bottom ends; for the sill beam, measure the horizontal distance between its front and rear ends. Then, 5% of this characteristic dimension is taken as the standard trace length. For example, when the height of the B-pillar is 400 mm, 5% is 20 mm. Updating the stress trace involves removing the stress traces whose total trace distance is less than the standard trace length from multiple stress traces, leaving the remaining stress traces. If the total distance of the stress traces is less than the preset standard trace length, it indicates that the stress trace is too short to bridge a sufficient distance to connect the stress-bearing and support areas of the structure, lacking the function of force transmission. It is considered an invalid noise path generated during topology optimization and is therefore removed from the list of stress traces. If the total distance of the stress traces is greater than or equal to the standard trace length, it indicates that the stress trace has sufficient length to bear engineering significance and can serve as a complete force flow transmission path. A qualified stress trace is a stress trace whose total distance is greater than or equal to the standard trace length. A qualified stress trace set is a collection of qualified stress traces. The detailed steps for performing density grading on the qualified stress trace set to obtain an updated qualified stress trace set will be given later and will not be repeated here. The variable density layup path diagram is a path diagram generated by visualizing the updated qualified stress trace set.

[0099] Specifically, obtaining the spatial straight-line distance set based on the extracted stress traces includes:

[0100] Spatial curve coordinates are extracted sequentially from the extracted stress traces. Based on the extracted spatial curve coordinates, adjacent spatial curve coordinates are identified from the extracted stress traces. The spatial curve coordinates and the spatial straight-line distance between adjacent spatial curve coordinates are calculated.

[0101] Use the adjacent spatial curve coordinates as the extracted spatial curve coordinates, and return to the step of confirming the adjacent spatial curve coordinates from the extracted stress trace based on the extracted spatial curve coordinates, until all spatial curve coordinates in the stress trace have been extracted.

[0102] By summing up the spatial straight-line distances, we obtain the spatial straight-line distance set.

[0103] It should be explained that adjacent spatial curve coordinates are the next spatial curve coordinates that are sequentially adjacent to the currently extracted spatial curve coordinates on the same stress trajectory. The spatial straight-line distance is the Euclidean distance between spatial curve coordinates and adjacent spatial curve coordinates. The set of spatial straight-line distances is the collection formed by summing the spatial straight-line distances between all adjacent points on the same stress trajectory. Since the stress trajectory is a curve formed by connecting a series of discrete spatial coordinate points, its overall length cannot be directly measured. We can only calculate the straight-line distance between two adjacent coordinate points first, and then sum all the segmented distances to obtain the total length of the entire stress trajectory. By traversing each point sequentially to calculate the distance between each segment, we can fully include each path segment, avoid omissions, and store all segmented distances uniformly for subsequent research such as total length statistics. This calculation method is simple in principle, highly stable, and has a low computational load. It can accurately solve for the actual spatial length of the stress trajectory and also provide data support for subsequent screening and elimination of short, scattered, and invalid paths.

[0104] Specifically, the density grading operation on the qualified stress trace set to obtain an updated qualified stress trace set includes:

[0105] For each qualified stress trace in the qualified stress trace concentration, the following operation shall be performed:

[0106] Based on the qualified stress trace, obtain the set of spatial curve coordinate stress values, and count the number of stress values ​​in the set of spatial curve coordinate stress values;

[0107] The stress values ​​of the spatial curve coordinates are accumulated to obtain the total stress value. The average stress value of the stress trace is calculated based on the number of stress values ​​and the total stress value.

[0108] Based on the average stress value of the stress trace, density grading and allocation are performed on the qualified stress trace to obtain updated qualified stress traces.

[0109] The updated qualified stress traces are summarized to obtain the updated qualified stress trace set.

[0110] It should be explained that the spatial curve coordinate stress value set is a collection of stress values ​​corresponding to all spatial curve coordinates on the same qualified stress trace. The number of stress values ​​is the number of spatial curve coordinate stress values ​​included in the spatial curve coordinate stress value set on the same qualified stress trace. The total stress value is the sum obtained by accumulating the spatial curve coordinate stress value sets. The average stress value of the stress trace is the average value obtained by dividing the total stress value by the number of stress values. The detailed steps for performing density grading and allocation operations on qualified stress traces based on the average stress value of the stress trace to obtain updated qualified stress traces will be given later. The updated qualified stress trace set is a collection composed of updated qualified stress traces.

[0111] It should be noted that since the stress values ​​at different points on the same qualified stress trace may fluctuate, directly using the stress value at a single point to represent the entire qualified stress trace is not accurate enough. Using the average value can more stably reflect the overall stress level of the area where the qualified stress trace is located. Density grading is performed based on the average stress value. High-density stress traces will be further densified to ensure structural strength, low-density stress traces will be sparsed to save material and wrapping time, and medium-density stress traces will remain unchanged. This grading method ensures that the wrapping path density matches the stress requirements.

[0112] In detail, the process of performing density grading and allocation operations on qualified stress traces based on the average stress value of the stress traces to obtain updated qualified stress traces includes:

[0113] If the average stress value of the stress trace is greater than or equal to the preset stress upper limit, then the qualified stress trace is taken as a high-density stress trace, and an interpolation operation is performed on the high-density stress trace to obtain the interpolated stress trace.

[0114] If the average stress value of the stress trace is less than the upper limit of stress and the average stress value of the stress trace is greater than or equal to the preset lower limit of stress, then the qualified stress trace is regarded as a medium-density stress trace.

[0115] If the average stress value of the stress trace is less than the lower stress limit, the qualified stress trace is taken as a low-density stress trace, and sparse sampling is performed on the low-density stress trace to obtain an updated low-density stress trace.

[0116] An updated qualified stress trace is identified based on the interpolated stress trace, the medium-density stress trace, or the updated low-density stress trace.

[0117] It should be explained that the upper stress limit is a pre-set threshold used to distinguish between high-stress and medium-stress areas. If the average stress value of the stress trace is greater than or equal to the pre-set upper stress limit, it indicates that the area where the qualified stress trace is located is under a high stress level and is a major load-bearing area in the target body component, requiring dense fiber wrapping to ensure structural strength and stiffness. A high-density stress trace is a qualified stress trace with an average stress value greater than or equal to the upper stress limit. The detailed steps for interpolating high-density stress traces to obtain interpolated stress traces will be given later and will not be repeated here. If the average stress value of the stress trace is less than the upper stress limit and the average stress value of the stress trace is greater than or equal to the pre-set lower stress limit, it indicates that the area where the qualified stress trace is located is under a medium level of stress and belongs to the transition area or secondary load-bearing area of ​​the target body component. The lower stress limit is a pre-set threshold used to distinguish between medium-stress and low-stress areas. A medium-density stress trace is a qualified stress trace with an average stress value less than the upper stress limit and an average stress value greater than or equal to the pre-set lower stress limit. If the average stress value of a stress trace is less than the lower stress limit, it indicates that the area where the qualified stress trace is located is under a low stress level, belonging to the non-load-bearing area or edge area of ​​the target vehicle body component. A low-density stress trace is a qualified stress trace whose average stress value is less than the lower stress limit. The detailed steps for sparse sampling of low-density stress traces to obtain updated low-density stress traces will be given later and will not be repeated here. Updating a qualified stress trace involves performing density grading on the qualified stress traces, and then processing them according to different stress levels (interpolation, preserving the original state, or sparse sampling) to obtain the final stress trace.

[0118] It should be noted that the upper and lower stress limits are set as follows: First, a finite element analysis is performed on the target vehicle body component under side impact conditions to obtain the stress values ​​of all nodes on the entire target vehicle body component, and the overall stress distribution range is statistically analyzed. For example, the minimum stress is 5 MPa and the maximum stress is 150 MPa. Then, the stress range is divided into three intervals, corresponding to the high stress zone, the medium stress zone, and the low stress zone, respectively. The high stress zone covers the area with higher stress values ​​and requires dense fiber wrapping, the low stress zone covers the area with lower stress values ​​and can be sparsely wrapped, and the medium stress zone is in between. Then, the boundary value between the high stress zone and the medium stress zone is taken as the upper stress limit, and the boundary value between the medium stress zone and the low stress zone is taken as the lower stress limit.

[0119] Specifically, the interpolation operation on the high-density stress trace to obtain the interpolated stress trace includes:

[0120] High-density stress traces are removed from the set of qualified stress traces to obtain a set of candidate qualified stress traces.

[0121] High-density spatial curve coordinates are extracted sequentially from the high-density stress traces, and the following operations are performed on all extracted high-density spatial curve coordinates:

[0122] Candidate qualified stress traces are extracted sequentially from the set of candidate qualified stress traces, and the set of candidate spatial curve coordinates is confirmed based on the extracted candidate qualified stress traces.

[0123] Calculate the Euclidean distance between the extracted high-density spatial curve coordinates and each candidate spatial curve coordinate in the candidate spatial curve coordinate set to obtain the Euclidean distance set;

[0124] Obtain the minimum Euclidean distance from the set of Euclidean distances, summarize the minimum Euclidean distances to obtain the set of minimum Euclidean distances, and determine the updated minimum Euclidean distance based on the set of minimum Euclidean distances;

[0125] If the updated minimum Euclidean distance is greater than the preset normal spacing, the target space curve coordinates are determined from the candidate space curve coordinate set based on the updated minimum Euclidean distance.

[0126] The interpolated spatial coordinates and interpolated stress values ​​are calculated based on the target spatial curve coordinates and the extracted high-density spatial curve coordinates.

[0127] The interpolation space coordinates and interpolation stress values ​​are summarized separately to obtain the interpolation space coordinate set and the interpolation stress value set. Based on the interpolation space coordinate set and the interpolation stress value set, the interpolated stress trace is identified.

[0128] It should be explained that the candidate qualified stress trace set is the set of remaining qualified stress traces after removing the currently processed high-density stress trace from the qualified stress trace set. High-density spatial curve coordinates are the spatial curve coordinates that constitute the high-density stress trace. A candidate qualified stress trace is a qualified stress trace within the candidate qualified stress trace set. The candidate spatial curve coordinate set is the set formed by summing all spatial curve coordinate points on the currently traversed candidate qualified stress trace. The Euclidean distance set is the set obtained by summing the Euclidean distances between the current high-density spatial curve coordinates and each candidate spatial curve coordinate in the candidate spatial curve coordinate set. The minimum Euclidean distance is the smallest Euclidean distance in the Euclidean distance set. The minimum Euclidean distance set is the set obtained by summing the minimum Euclidean distances from the current high-density spatial curve coordinates to each candidate qualified stress trace. The updated minimum Euclidean distance is the smallest Euclidean distance in the minimum Euclidean distance set. The normal spacing is the perpendicular distance between two adjacent stress traces. The normal spacing is set as follows: First, based on the design requirements of the target vehicle body component, its load-bearing performance indicators (including stiffness requirements, strength requirements, and impact resistance requirements) are determined. Then, based on the mechanical performance parameters of continuous carbon fiber composite materials (such as fiber tensile strength, resin shear strength, and interlaminar bond strength), combined with the minimum achievable path spacing of the layup process (limited by the size of the robot's end effector, the width of the pressure roller, and the width of the fiber bundle), a baseline value for the normal spacing is determined through theoretical calculation. Next, the baseline value is substituted into the finite element model for simulation verification. If the simulation results show that the adjacent path spacing in the high-stress area is too large, resulting in the structural stiffness not meeting the design requirements, the baseline value of the normal spacing is gradually reduced (e.g., adjusted from 8 mm to 5 mm) until the simulation results meet the design requirements, thus obtaining the normal spacing. If the updated minimum Euclidean distance is greater than the preset normal spacing, it indicates that the distance between the current high-density spatial curve coordinates and the nearest point on its adjacent stress trace exceeds the maximum path spacing. The target spatial curve coordinates are the candidate spatial curve coordinates in the candidate spatial curve coordinate set that have the closest Euclidean distance to the current high-density spatial curve coordinates.

[0129] Importantly, the steps for calculating the interpolation space coordinates and interpolation stress values ​​based on the target space curve coordinates and the extracted high-density space curve coordinates are as follows: Calculate the midpoint coordinates between the target space curve coordinates and the extracted high-density space curve coordinates, i.e., the interpolation space coordinates; calculate the average value between the stress values ​​corresponding to the target space curve coordinates and the stress values ​​corresponding to the extracted high-density space curve coordinates, i.e., the interpolation stress value. The interpolation space coordinate set is a collection of interpolation space coordinates. The interpolation stress value set is a collection of interpolation stress values. The steps for identifying the interpolated stress trace based on the interpolation space coordinate set and the interpolation stress value set are as follows: First, all high-density space curve coordinate points on the high-density stress trace are retained in their original order as the basic skeleton of the interpolated stress trace. Then, according to the position corresponding to each interpolation space coordinate in the interpolation space coordinate set, the new path points of the interpolation space coordinates are added at an appropriate position after the high-density space curve coordinate points and before the target space curve coordinates. Next, the interpolation stress values ​​corresponding to the interpolation stress value set are assigned to each interpolation space coordinate as the stress values ​​of the interpolation space coordinates. Finally, the high-density space curve coordinate points and the interpolation space coordinates are connected sequentially according to the spatial arrangement order to form a complete new trace with higher path density, which is the interpolated stress trace.

[0130] It should be noted that in the above steps of this invention, one or more new paths are generated between two adjacent traces with excessively large spacing. The interpolation point on the new path is located at the midpoint between the target spatial curve coordinates and the extracted high-density spatial curve coordinates, which is equivalent to adding a fiber placement trajectory to the original gap. After interpolation processing, the normal spacing between adjacent traces is reduced from its original excessive value to within the normal spacing, making the fiber distribution in this area more uniform and dense. Finally, the layup density in the high-stress area is controlled within the specified range that meets the design requirements, thereby ensuring that this area has sufficient mechanical load-bearing capacity and avoiding the problem of insufficient structural strength due to sparse fibers.

[0131] Specifically, the sparse sampling of the low-density stress trace to obtain an updated low-density stress trace includes:

[0132] Low-density curve coordinate sequence is obtained based on low-density stress trace, and the number of low-density curve coordinates in the low-density curve coordinate sequence is counted.

[0133] The number of targets retained is calculated based on the number of low-density curve coordinates. Low-density curve coordinates are extracted sequentially from the low-density stress traces. Based on the extracted low-density curve coordinates, adjacent low-density curve coordinates are identified from the low-density curve coordinate sequence.

[0134] The coordinates of adjacent low-density curves are removed from the low-density stress trace to obtain the initial low-density stress trace.

[0135] Using the initial low-density stress trace as the low-density stress trace, return to the step of sequentially extracting low-density curve coordinates from the low-density stress trace until all low-density curve coordinates in the low-density stress trace have been extracted.

[0136] The initial low-density stress traces are integrated to obtain optimized low-density stress traces. The number of low-density curve coordinates is statistically updated based on the optimized low-density stress traces.

[0137] If the number of updated low-density curve coordinates is less than or equal to the target retention number, then the optimized low-density stress trace will be used as the updated low-density stress trace.

[0138] If the number of updated low-density curve coordinates is greater than the target number to be retained, then the optimized low-density stress trace is optimized to obtain the updated low-density stress trace.

[0139] It should be explained that the low-density curve coordinate sequence is a sequence formed by arranging all spatial curve coordinate points that constitute the low-density stress trace in order of their arrangement on the low-density stress trace. The number of low-density curve coordinates is the total number of low-density curve coordinates contained in the low-density curve coordinate sequence. The step of calculating the target retention quantity based on the number of low-density curve coordinates is as follows: first, divide the number of low-density curve coordinates by 3 to obtain a value, and then round this value up to obtain the final target retention quantity. Low-density curve coordinates are low-density curve coordinates on the low-density stress trace. Adjacent low-density curve coordinates are the low-density curve coordinates located one position after the extracted low-density curve coordinates in the low-density curve coordinate sequence. For example, if the low-density curve coordinate sequence is {A, B, C, D}, and low-density curve coordinate A is extracted from the low-density curve coordinate sequence, then B is an adjacent low-density curve coordinate. If B is the extracted low-density curve coordinate, then C is an adjacent low-density curve coordinate. Updating the low-density stress trace is the stress trace obtained after removing adjacent low-density curve coordinates from the low-density stress trace. The integration and updating of low-density stress traces involves merging the remaining low-density curve coordinates after performing a round of interval deletion on the original low-density stress trace. Optimizing the low-density stress trace involves recombining the remaining low-density curve coordinates after performing a round of sparse sampling on the current low-density stress trace. The number of updated low-density curve coordinates is the actual number of spatial curve coordinates retained in the updated low-density stress trace. If the number of updated low-density curve coordinates is less than or equal to the target retention number, it indicates that the number of points retained in the current low-density stress trace has reached the target of sparse sampling, and no further deletion is needed. Updating the low-density stress trace is an optimized low-density stress trace where the number of updated low-density curve coordinates is less than or equal to the target retention number. If the number of updated low-density curve coordinates is greater than the target retention number, it indicates that the number of points retained in the current trace has not yet decreased to the target number, and the stopping condition for sparse sampling has not been met. Therefore, the current trace needs to be used as input to return to the sparse sampling step and continue performing the next round of interval deletion. The method for optimizing the low-density stress trace to obtain the updated low-density stress trace is the same as the method for obtaining the updated low-density stress trace based on the low-density stress trace, and will not be described again here.

[0140] It should be noted that in the above steps of this invention, since the stress in the low-stress zone is very small, dense fiber laying is not required. Too many coordinate points would lead to an overly dense laying path, wasting materials and processing time. By using a point-by-point deletion method, approximately half of the coordinate points can be reduced in each round. After one or two rounds, the number of points can be compressed to the target retention number. At the same time, the retained coordinate points are still evenly distributed on the original path, maintaining the basic shape and direction of the low-density stress trace. This sparse sampling method is simple and efficient, requiring no complex calculations, and can quickly achieve sparsification of the path in the low-stress zone, thereby reducing material usage and laying time while ensuring the basic integrity of the structure.

[0141] S4. Sequentially extract the updated qualified stress trace from the variable density layup path diagram, sequentially extract the updated curve coordinates from the extracted updated qualified stress trace, and obtain the robot layup command based on the extracted updated qualified stress trace and the extracted updated curve coordinate.

[0142] Specifically, the step of obtaining robot wrapping instructions based on the extracted updated qualified stress trace and the extracted updated curve coordinates includes:

[0143] Based on the extracted update curve coordinates, the coordinates of adjacent update curves are identified from the extracted qualified stress traces.

[0144] The extracted update curve coordinates are obtained by subtracting the adjacent update curve coordinates. The tangent vector is then normalized to obtain the normalized tangent vector.

[0145] Based on the extracted updated curve coordinates, the normal vector is identified from the component geometric model. The cross product operation is performed on the normal vector and the normalized tangent vector to obtain the binormal vector.

[0146] The target attitude angle is obtained by performing coordinate transformation on the extracted update curve coordinates based on the normalized tangent vector, normal vector, and binormal vector.

[0147] The average stress level is determined based on the extracted updated qualified stress traces, and the motion speed is allocated based on the average stress level to obtain the robot's running speed.

[0148] The robot winding command was determined based on the extracted updated curve coordinates, target attitude angle, and robot running speed.

[0149] It should be explained that adjacent updated curve coordinates are the next spatial curve coordinate points directly adjacent to the currently extracted updated curve coordinates, located after the current updated curve coordinates, according to the spatial arrangement order on the same updated qualified stress trajectory. The step of obtaining the tangent vector by subtracting the extracted updated curve coordinates from the adjacent updated curve coordinates is as follows: subtract the abscissa of the current updated curve coordinate from the abscissa of the adjacent updated curve coordinates to obtain the X component of the tangent vector; subtract the ordinate of the current updated curve coordinate from the ordinate of the adjacent updated curve coordinates to obtain the Y component of the tangent vector; subtract the ordinate of the current updated curve coordinate from the ordinate of the adjacent updated curve coordinates to obtain the Z component of the tangent vector; and confirm the tangent vector based on the X, Y, and Z components of the tangent vector. The steps for normalizing the tangent vector to obtain the normalized tangent vector are as follows: First, calculate the length (i.e., magnitude) of the tangent vector. The formula is to add the squares of the three components of the tangent vector and then take the square root. That is, the length is equal to the square root of the sum of the squares of the X component, the Y component, and the Z component. Then, divide each component of the tangent vector by the calculated length. Specifically, dividing the X component by the length yields the normalized X component, dividing the Y component by the length yields the normalized Y component, and dividing the Z component by the length yields the normalized Z component. Finally, the vector formed by these three new components is the normalized tangent vector, with a length of 1. The normal vector is a unit vector extracted from the geometric model of the target vehicle body part, perpendicular to the surface and outwards at the current updated curve coordinate position. The binormal vector is the vector obtained by performing a cross product operation between the normal vector and the normalized tangent vector.

[0150] Importantly, the step of performing coordinate transformation on the extracted update curve coordinates based on the normalized tangent vector, normal vector, and binormal vector to obtain the target attitude angle is as follows: First, construct a 3×3 rotation matrix with the normalized tangent vector as the X-axis direction, the binormal vector as the Y-axis direction, and the normal vector as the Z-axis direction. The first column of the rotation matrix represents the three components of the normalized tangent vector, the second column represents the three components of the binormal vector, and the third column represents the three components of the normal vector. Then, according to the Euler angle rotation order used by the target robot model (e.g., KUKA robots typically use ZYX),... The rotation matrix is ​​converted into three corresponding Euler angles (in Euler angle order). Angle A (rotation angle about the Z-axis) is calculated using the arctangent function based on the X and Y axis components of the rotation matrix. Angle B (rotation angle about the Y-axis) is calculated using the arctangent function based on the Z axis component and the magnitude of the X axis component. Angle C (rotation angle about the X-axis) is calculated using the arctangent function based on the Y and Z axis components of the rotation matrix. Finally, the calculated radian values ​​are converted into angle values ​​to obtain the target attitude angle of the robot's end effector at the current updated curve coordinates. The calculation methods for angles A, B, and C can be implemented using existing technologies and will not be elaborated here. The average stress level is a classification based on the average stress value of the updated qualified stress trace. The step of allocating motion speed based on average stress level is as follows: If the average stress level of the current track is in a high-stress zone (i.e., the average stress value is greater than or equal to the upper stress limit), a low speed of 10 mm / s is allocated to ensure that the robot's end effector can accurately lay fibers and guarantee compaction quality in high-load areas. If the average stress level of the current track is in a medium-stress zone (i.e., the average stress value is between the lower and upper stress limits), a medium speed of 20 mm / s is allocated to balance laying accuracy and processing efficiency. If the average stress level of the current track is in a low-stress zone (i.e., the average stress value is less than or equal to the preset lower stress limit), a high speed of 30 mm / s is allocated to improve laying efficiency in low-load areas and reduce total processing time. The robot's running speed is the linear velocity of the end effector moving along the laying path when the robot executes the laying command. The robot laying command includes the extracted updated curve coordinates, target attitude angle, and robot running speed.

[0151] S5. Summarize the robot laying instructions to obtain the robot laying instruction set. Summarize the robot laying instruction sets to obtain multiple robot laying instruction sets.

[0152] It should be explained that the robot wrapping instruction set is a set formed by arranging the robot wrapping instructions generated by all updated curve coordinates on the same updated qualified stress trace in the order of the wrapping direction (i.e. the order of the points on the trace).

[0153] S6. Sort multiple robot wrapping instruction sets to obtain the robot wrapping instruction sequence, and confirm the load entry point, main force transmission channel and load exit point based on the component geometric model.

[0154] It should be explained that the step of sorting multiple robot layup instruction sets to obtain a robot layup instruction sequence is as follows: First, obtain the updated qualified stress trace corresponding to each robot layup instruction set, and calculate the normal direction position coordinates of each updated qualified stress trace in space (i.e., the coordinate value perpendicular to the fiber layup direction, usually taken as the geometric center point of the updated qualified stress trace). Then, sort all the updated qualified stress traces according to their coordinate values ​​in the normal direction from smallest to largest. The smaller the coordinate value, the closer the updated qualified stress trace is to one side of the target body component; the larger the coordinate value, the closer it is to the other side of the target body component. Next, arrange the robot layup instruction sets corresponding to each updated qualified stress trace in the sorted trace order. Finally, connect the arranged robot layup instruction sets end to end, that is, first connect all the robot layup instructions in the first robot layup instruction set, then connect all the robot layup instructions in the second robot layup instruction set, and so on, to form a unified robot layup instruction sequence. The load entry point is the starting position where the target body component bears the external load. The main load transmission channel starts from the load inlet point, passes through the high-stress area inside the target vehicle body component, and finally reaches the load outlet point. The load outlet point is the endpoint of load transmission on the target vehicle body component.

[0155] S7. Based on the robot winding instruction sequence, load entry point, main force transmission channel and load exit point, perform vehicle body structure optimization operation to obtain the solidified vehicle body structure.

[0156] In detail, the process of optimizing the vehicle body structure based on the robot winding instruction sequence, load entry point, main force transmission channel, and load exit point to obtain a solidified vehicle body structure includes:

[0157] The main force transmission channel is wound using pre-constructed continuous carbon fiber bundles, robot winding command sequence, load inlet point and load outlet point, and resin spraying operation is performed on the main force transmission channel using pre-constructed low viscosity epoxy resin to obtain the wound body part.

[0158] The pre-constructed ethyl acetate solution was used to dissolve the wrapped car body parts to obtain dissolved car body parts, and the dissolved car body parts were rinsed to obtain rinsed car body parts;

[0159] The washed body parts are then cured to obtain a cured body structure.

[0160] It should be explained that a continuous carbon fiber bundle is an uncut fiber material composed of thousands to tens of thousands of continuous carbon fiber monofilaments bundled in parallel. The steps for laying the main force transmission channel using the pre-constructed continuous carbon fiber bundle, the robot laying instruction sequence, the load inlet point, and the load outlet point are as follows: First, the starting end of the continuous carbon fiber bundle is fixed at the load inlet point. Then, the robot laying instruction sequence is loaded into the robot's control system, and the robot is started. The robot executes each robot laying instruction sequentially according to the order in the robot laying instruction sequence. The laying head moves along the main force transmission channel from the load inlet point. During the movement, the robot's end effector releases the continuous carbon fiber bundle from the fiber feeding mechanism, causing the fiber bundle to adhere tightly to the surface of the main force transmission channel (the support frame surface or the already laid surface). Simultaneously, a follower roller (i.e., a freely rotating roller device installed behind the robot's end effector) presses the newly released continuous carbon fiber bundle onto the laying surface with a pressure of 10 to 30 Newtons as the robot moves, thereby eliminating gaps between the fibers and the underlying layers and ensuring a strong interlayer bond. When the robot's end effector reaches the load exit point, the laying of this force transmission path is completed, and the fiber end is fixed at the load exit point. The above operation is repeated until all robot laying instructions in the robot laying instruction sequence have been executed and all main force transmission channels have been laid. Low-viscosity epoxy resin is a thermosetting resin material with low flow viscosity. The resin spraying operation is the process of uniformly spraying low-viscosity epoxy resin onto the surface and both sides of the newly laid carbon fiber bundle through the spray nozzle behind the robot's end effector during the laying process, allowing the resin to impregnate the fiber bundle. The laid body part is the body part in an uncured or semi-cured state after the carbon fiber laying and resin spraying operations are completed. Ethyl acetate solution is an organic solvent used to dissolve the PLA lattice support frame attached to the component after layup. This support frame is a temporary structure made of PLA (polylactic acid) material through 3D printing, used to support the initial positioning of the carbon fiber bundles during the layup process. After layup, the target body part is immersed in the ethyl acetate solution. The PLA support frame is dissolved while the carbon fiber material remains unaffected, thus achieving the removal of the PLA lattice support frame. The dissolved body part is the body part obtained after immersing the laid-up body part in the ethyl acetate solution to completely dissolve the PLA lattice support frame, resulting in the body part with the support frame removed. The rinsing of the dissolved body part involves rinsing the dissolved body part with clean water. The rinsed body part is the body part obtained after rinsing the dissolved body part with clean water to remove residual ethyl acetate solution from the surface. The curing treatment of the rinsed body part involves placing the rinsed body part in an oven for curing. The cured body structure is the rinsed body part obtained after curing treatment.

[0161] S8. Based on the solidified body structure, complete the optimization of the body structure based on continuous carbon fiber layup.

[0162] It should be noted that the present invention obtains stress traces through topology optimization and directly converts them into variable density lay-up paths, achieving precise matching between fiber direction and force flow direction. By using a single continuous fiber to penetrate the key force transmission area, the performance discontinuity of the connection interface in traditional segmented forming is eliminated.

[0163] To address the problems described in the background art, this invention identifies the target vehicle body component, obtains its geometric model, and sets optimization objectives and constraints. By clearly defining the target vehicle body component and its geometric model, and combining this with actual working conditions to set optimization objectives and constraints, this invention ensures that the subsequent optimization process has a clear optimization direction and engineering constraint boundaries, avoiding blind optimization and ensuring that the optimization results meet actual mechanical performance requirements. Based on the optimization objectives and constraints, the component's geometric model is optimized to obtain multiple stress trajectories, which include multiple spatial curve coordinates. This invention obtains multiple stress trajectories through topology optimization, which can intuitively reflect the flow path of force within the component, providing a theoretical basis for subsequent carbon fiber layup path planning. Based on the principle of aligning the fiber layup direction with the mechanically optimal direction to fully utilize the high tensile strength of carbon fiber, a variable-density layup path diagram is generated based on multiple stress traces. This diagram includes multiple updated qualified stress traces. By generating this diagram, the invention achieves a differentiated design, using dense paths in high-stress areas and sparse paths in low-stress areas. This ensures both fiber density and structural strength in critical load-bearing areas while reducing material usage and layup time in low-stress areas, achieving a balance between mechanical performance and lightweighting. Updated qualified stress traces are extracted sequentially from the variable-density layup path diagram, and updated curve coordinates are extracted from these traces. Based on the extracted updated qualified stress traces and... The extracted update curve coordinates are used to obtain robot laying instructions. This invention achieves automatic conversion from theoretical stress trajectories to executable robot programs by sequentially converting the spatial curve coordinates of each stress trajectory into robot laying instructions containing position, attitude, and velocity information. This eliminates the need for manual programming and improves the efficiency and accuracy of laying path generation. The robot laying instructions are then aggregated to obtain a robot laying instruction set. Multiple robot laying instruction sets are obtained by sorting these sets to obtain a robot laying instruction sequence. Based on the component's geometric model, the load entry point, main force transmission channel, and load exit point are identified. This invention ensures that the robot laying instruction set is sorted according to its normal direction, ensuring the robot... The end effector is laid out strip by strip from one side of the component to the other, avoiding unnecessary idle travel during operation. At the same time, by confirming the load inlet point, the main force transmission channel, and the load outlet point, the starting point, path, and end point of a single continuous fiber are determined. Based on the robot's lay-out command sequence, load inlet point, main force transmission channel, and load outlet point, the vehicle body structure is optimized to obtain a cured vehicle body structure. This invention uses continuous carbon fiber bundles to lay out without breaks along the main force transmission channel, combined with synchronous resin spraying and layer-by-layer semi-curing, so that the fibers are continuous and uninterrupted from beginning to end, eliminating the connection interface performance discontinuity that exists in traditional segmented molding. Based on the cured vehicle body structure, the vehicle body structure optimization based on continuous carbon fiber lay-out is completed.Therefore, the present invention can directly convert stress traces into wrapping paths.

[0164] like Figure 2 The diagram shown is a functional block diagram of a vehicle body structure optimization system based on continuous carbon fiber layup provided in an embodiment of the present invention.

[0165] The vehicle body structure optimization system 100 based on continuous carbon fiber layup described in this invention can be installed in an electronic device. Depending on the functions implemented, the vehicle body structure optimization system 100 based on continuous carbon fiber layup may include an optimization target setting module 101, a variable density layup path planning module 102, a force transmission path identification module 103, and a vehicle body structure optimization completion module 104. The module described in this invention can also be called a unit, which refers to a series of computer program segments that can be executed by the processor of an electronic device and can perform a fixed function, and which are stored in the memory of the electronic device.

[0166] The optimization target setting module 101 is used to identify the target body part, obtain the part geometric model based on the target body part, set the optimization target and constraints, optimize the part geometric model based on the optimization target and constraints, and obtain multiple stress traces, wherein the stress traces include: multiple spatial curve coordinates;

[0167] The variable density layup path planning module 102 is used to generate a variable density layup path map based on multiple stress traces. The variable density layup path map includes: multiple updated qualified stress traces. Updated qualified stress traces are extracted sequentially from the variable density layup path map. Update curve coordinates are extracted sequentially from the extracted updated qualified stress traces. Robot layup instructions are obtained based on the extracted updated qualified stress traces and the extracted update curve coordinates. Robot layup instructions are summarized to obtain a robot layup instruction set. Robot layup instruction sets are summarized to obtain multiple robot layup instruction sets.

[0168] The force transmission path identification module 103 is used to sort multiple robot winding instruction sets to obtain a robot winding instruction sequence, and to identify the load entry point, the main force transmission channel and the load exit point based on the component geometric model.

[0169] The vehicle body structure optimization module 104 is used to perform vehicle body structure optimization operations based on the robot layup instruction sequence, load entry point, main force transmission channel and load exit point to obtain a solidified vehicle body structure, and to complete the vehicle body structure optimization based on continuous carbon fiber layup based on the solidified vehicle body structure.

[0170] In detail, the modules in the vehicle body structure optimization system 100 based on continuous carbon fiber layup described in this embodiment of the invention employ the same methods as described above. Figure 1The method used is the same as the continuous carbon fiber entanglement-based vehicle body structure optimization method described in the previous section, and can produce the same technical effect, so it will not be repeated here.

[0171] like Figure 3 The diagram shown is a schematic representation of an electronic device for implementing a vehicle body structure optimization method based on continuous carbon fiber layup, according to an embodiment of the present invention.

[0172] The electronic device 1 may include a processor 10, a memory 11 and a bus 12, and may also include a computer program stored in the memory 11 and executable on the processor 10, such as a method program for optimizing a vehicle body structure based on continuous carbon fiber layup.

[0173] The memory 11 includes at least one type of readable storage medium, such as flash memory, portable hard drive, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, disk, optical disk, etc. In some embodiments, the memory 11 can be an internal storage unit of the electronic device 1, such as the portable hard drive of the electronic device 1. In other embodiments, the memory 11 can be an external storage device of the electronic device 1, such as a plug-in portable hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the electronic device 1. Furthermore, the memory 11 includes both internal storage units and external storage devices of the electronic device 1. The memory 11 can be used not only to store application software and various types of data installed on the electronic device 1, such as code for a vehicle body structure optimization method program based on continuous carbon fiber layup, but also to temporarily store data that has been output or will be output.

[0174] In some embodiments, the processor 10 may be composed of integrated circuits, such as a single packaged integrated circuit or multiple integrated circuits with the same or different functions, including combinations of one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and various control chips. The processor 10 is the control unit of the electronic device, connecting various components of the entire electronic device through various interfaces and lines. It executes programs or modules stored in the memory 11 (e.g., a method for optimizing a vehicle body structure based on continuous carbon fiber layup) and calls data stored in the memory 11 to perform various functions of the electronic device 1 and process data.

[0175] The bus 12 can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus 12 can be divided into an address bus, a data bus, a control bus, etc. The bus 12 is configured to realize the connection and communication between the memory 11 and at least one processor 10, etc.

[0176] Figure 3 Only electronic devices with components are shown; those skilled in the art will understand that... Figure 3 The structure shown does not constitute a limitation on the electronic device 1, and may include fewer or more components than shown, or combine certain components, or have different component arrangements.

[0177] For example, although not shown, the electronic device 1 may also include a power supply (such as a battery) to power the various components. Preferably, the power supply can be logically connected to the at least one processor 10 through a power management device, thereby enabling functions such as charging management, discharging management, and power consumption management. The power supply may also include one or more DC or AC power supplies, recharging devices, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components. The electronic device 1 may also include various sensors, Bluetooth modules, Wi-Fi modules, etc., which will not be described in detail here.

[0178] Furthermore, the electronic device 1 may also include a network interface. Optionally, the network interface may include a wired interface and / or a wireless interface (such as a Wi-Fi interface, a Bluetooth interface, etc.), which is typically used to establish communication connections between the electronic device 1 and other electronic devices.

[0179] Optionally, the electronic device 1 may further include a user interface, which may be a display, an input unit (such as a keyboard), and optionally, a standard wired interface or a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen, etc. The display may also be appropriately referred to as a screen or display unit, used to display information processed in the electronic device 1 and to display a visual user interface.

[0180] The program for optimizing the vehicle body structure based on continuous carbon fiber layup, stored in the memory 11 of the electronic device 1, is a combination of multiple instructions. When run in the processor 10, it can achieve the following:

[0181] Once the target vehicle body component is identified, its geometric model is obtained, and optimization objectives and constraints are set.

[0182] The component's geometric model is optimized based on the optimization objective and constraints, resulting in multiple stress traces, which include multiple spatial curve coordinates.

[0183] A variable density wrapping path diagram is generated based on multiple stress traces, wherein the variable density wrapping path diagram includes: multiple updated qualified stress traces;

[0184] The updated qualified stress traces are extracted sequentially from the variable density layup path map, and the updated curve coordinates are extracted sequentially from the extracted updated qualified stress traces. The robot layup command is obtained based on the extracted updated qualified stress traces and the extracted updated curve coordinates.

[0185] By summarizing the robot laying instructions, we obtain a robot laying instruction set; by summarizing the robot laying instruction sets, we obtain multiple robot laying instruction sets.

[0186] Multiple robot wrapping instruction sets are sorted to obtain the robot wrapping instruction sequence. Based on the component geometric model, the load inlet point, the main force transmission channel and the load outlet point are identified.

[0187] Based on the robot wrapping instruction sequence, load entry point, main force transmission channel and load exit point, the vehicle body structure optimization operation is carried out to obtain a solidified vehicle body structure;

[0188] Based on the solidified body structure, the body structure was optimized using continuous carbon fiber layup.

[0189] Specifically, the processor 10's implementation method for the above instructions can be found in [reference needed]. Figures 1 to 3 The descriptions of the relevant steps in the corresponding embodiments are not repeated here.

[0190] Furthermore, if the modules / units integrated in the electronic device 1 are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. The computer-readable storage medium can be volatile or non-volatile. For example, the computer-readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, or a read-only memory (ROM).

[0191] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor of an electronic device, can perform the following:

[0192] Once the target vehicle body component is identified, its geometric model is obtained, and optimization objectives and constraints are set.

[0193] The component's geometric model is optimized based on the optimization objective and constraints, resulting in multiple stress traces, which include multiple spatial curve coordinates.

[0194] A variable density wrapping path diagram is generated based on multiple stress traces, wherein the variable density wrapping path diagram includes: multiple updated qualified stress traces;

[0195] The updated qualified stress traces are extracted sequentially from the variable density layup path map, and the updated curve coordinates are extracted sequentially from the extracted updated qualified stress traces. The robot layup command is obtained based on the extracted updated qualified stress traces and the extracted updated curve coordinates.

[0196] By summarizing the robot laying instructions, we obtain a robot laying instruction set; by summarizing the robot laying instruction sets, we obtain multiple robot laying instruction sets.

[0197] Multiple robot wrapping instruction sets are sorted to obtain the robot wrapping instruction sequence. Based on the component geometric model, the load inlet point, the main force transmission channel and the load outlet point are identified.

[0198] Based on the robot wrapping instruction sequence, load entry point, main force transmission channel and load exit point, the vehicle body structure optimization operation is carried out to obtain a solidified vehicle body structure;

[0199] Based on the solidified body structure, the body structure was optimized using continuous carbon fiber layup.

[0200] In the embodiments provided by this invention, it should be understood that the disclosed devices, systems, and methods can be implemented in other ways. For example, the system embodiments described above are merely illustrative, and actual implementations may have other classification methods.

[0201] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0202] Furthermore, the functional modules in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in the form of hardware plus software functional modules.

[0203] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0204] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A method for optimizing a body structure based on continuous carbon fiber placement, characterized by, The method includes: Once the target vehicle body component is identified, its geometric model is obtained, and optimization objectives and constraints are set. The component's geometric model is optimized based on the optimization objective and constraints, resulting in multiple stress traces, which include multiple spatial curve coordinates. A variable density wrapping path diagram is generated based on multiple stress traces, wherein the variable density wrapping path diagram includes: multiple updated qualified stress traces; The updated qualified stress traces are extracted sequentially from the variable density layup path map, and the updated curve coordinates are extracted sequentially from the extracted updated qualified stress traces. The robot layup command is obtained based on the extracted updated qualified stress traces and the extracted updated curve coordinates. By summarizing the robot laying instructions, we obtain a robot laying instruction set; by summarizing the robot laying instruction sets, we obtain multiple robot laying instruction sets. Multiple robot wrapping instruction sets are sorted to obtain the robot wrapping instruction sequence. Based on the component geometric model, the load inlet point, the main force transmission channel and the load outlet point are identified. Based on the robot wrapping instruction sequence, load entry point, main force transmission channel and load exit point, the vehicle body structure optimization operation is carried out to obtain a solidified vehicle body structure; Based on the solidified body structure, the body structure was optimized using continuous carbon fiber layup.

2. The method for optimizing a continuous carbon fiber tow-based vehicle body structure according to claim 1, wherein The generation of a variable-density wrapping path map based on multiple stress traces includes: Stress traces are extracted sequentially from multiple stress traces, and the following operation is performed on each extracted stress trace: Based on the extracted stress traces, a set of spatial straight-line distances is obtained, and the total trace distance is obtained by summing the set of spatial straight-line distances. If the total distance of the traces is less than the preset standard trace length, the extracted stress traces will be removed from the multiple stress traces to obtain multiple updated stress traces. The multiple updated stress traces are treated as multiple stress traces, and the process of extracting stress traces from multiple stress traces in sequence is repeated until all stress traces in the multiple stress traces have been extracted. If the total distance of the traces is greater than or equal to the standard trace length, the extracted stress traces are considered as qualified stress traces. Summarize the qualified stress traces to obtain a set of qualified stress traces. Perform density classification on the set of qualified stress traces to obtain an updated set of qualified stress traces. A variable-density layup path map is generated based on the updated qualified stress trace set.

3. The vehicle body structure optimization method based on continuous carbon fiber layup as described in claim 2, characterized in that, The process of obtaining the spatial straight-line distance set based on the extracted stress traces includes: Spatial curve coordinates are extracted sequentially from the extracted stress traces. Based on the extracted spatial curve coordinates, adjacent spatial curve coordinates are identified from the extracted stress traces. The spatial curve coordinates and the spatial straight-line distance between adjacent spatial curve coordinates are calculated. Use the adjacent spatial curve coordinates as the extracted spatial curve coordinates, and return to the step of confirming the adjacent spatial curve coordinates from the extracted stress trace based on the extracted spatial curve coordinates, until all spatial curve coordinates in the stress trace have been extracted. By summing up the spatial straight-line distances, we obtain the spatial straight-line distance set.

4. The vehicle body structure optimization method based on continuous carbon fiber layup as described in claim 3, characterized in that, The process of performing density grading on the qualified stress trace set to obtain an updated qualified stress trace set includes: For each qualified stress trace in the qualified stress trace concentration, the following operation shall be performed: Based on the qualified stress trace, obtain the set of spatial curve coordinate stress values, and count the number of stress values ​​in the set of spatial curve coordinate stress values; The stress values ​​of the spatial curve coordinates are accumulated to obtain the total stress value. The average stress value of the stress trace is calculated based on the number of stress values ​​and the total stress value. Based on the average stress value of the stress trace, density grading and allocation are performed on the qualified stress trace to obtain updated qualified stress traces. The updated qualified stress traces are summarized to obtain the updated qualified stress trace set.

5. The vehicle body structure optimization method based on continuous carbon fiber layup as described in claim 4, characterized in that, The process of density grading and allocating qualified stress traces based on the average stress value of the stress traces to obtain updated qualified stress traces includes: If the average stress value of the stress trace is greater than or equal to the preset stress upper limit, then the qualified stress trace is taken as a high-density stress trace, and an interpolation operation is performed on the high-density stress trace to obtain the interpolated stress trace. If the average stress value of the stress trace is less than the upper limit of stress and the average stress value of the stress trace is greater than or equal to the preset lower limit of stress, then the qualified stress trace is regarded as a medium-density stress trace. If the average stress value of the stress trace is less than the lower stress limit, the qualified stress trace is taken as a low-density stress trace, and sparse sampling is performed on the low-density stress trace to obtain an updated low-density stress trace. An updated qualified stress trace is identified based on the interpolated stress trace, the medium-density stress trace, or the updated low-density stress trace.

6. The vehicle body structure optimization method based on continuous carbon fiber layup as described in claim 5, characterized in that, The interpolation operation on the high-density stress trace to obtain the interpolated stress trace includes: High-density stress traces are removed from the set of qualified stress traces to obtain a set of candidate qualified stress traces. High-density spatial curve coordinates are extracted sequentially from the high-density stress traces, and the following operations are performed on all extracted high-density spatial curve coordinates: Candidate qualified stress traces are extracted sequentially from the set of candidate qualified stress traces, and the set of candidate spatial curve coordinates is confirmed based on the extracted candidate qualified stress traces. Calculate the Euclidean distance between the extracted high-density spatial curve coordinates and each candidate spatial curve coordinate in the candidate spatial curve coordinate set to obtain the Euclidean distance set; Obtain the minimum Euclidean distance from the set of Euclidean distances, summarize the minimum Euclidean distances to obtain the set of minimum Euclidean distances, and determine the updated minimum Euclidean distance based on the set of minimum Euclidean distances; If the updated minimum Euclidean distance is greater than the preset normal spacing, the target space curve coordinates are determined from the candidate space curve coordinate set based on the updated minimum Euclidean distance. The interpolated spatial coordinates and interpolated stress values ​​are calculated based on the target spatial curve coordinates and the extracted high-density spatial curve coordinates. The interpolation space coordinates and interpolation stress values ​​are summarized separately to obtain the interpolation space coordinate set and the interpolation stress value set. Based on the interpolation space coordinate set and the interpolation stress value set, the interpolated stress trace is identified.

7. The vehicle body structure optimization method based on continuous carbon fiber layup as described in claim 6, characterized in that, The step of sparsely sampling the low-density stress trace to obtain an updated low-density stress trace includes: Low-density curve coordinate sequence is obtained based on low-density stress trace, and the number of low-density curve coordinates in the low-density curve coordinate sequence is counted. The number of targets retained is calculated based on the number of low-density curve coordinates. Low-density curve coordinates are extracted sequentially from the low-density stress traces. Based on the extracted low-density curve coordinates, adjacent low-density curve coordinates are identified from the low-density curve coordinate sequence. The coordinates of adjacent low-density curves are removed from the low-density stress trace to obtain the initial low-density stress trace. Using the initial low-density stress trace as the low-density stress trace, return to the step of sequentially extracting low-density curve coordinates from the low-density stress trace until all low-density curve coordinates in the low-density stress trace have been extracted. The initial low-density stress traces are integrated to obtain optimized low-density stress traces. The number of low-density curve coordinates is statistically updated based on the optimized low-density stress traces. If the number of updated low-density curve coordinates is less than or equal to the target retention number, then the optimized low-density stress trace will be used as the updated low-density stress trace. If the number of updated low-density curve coordinates is greater than the target number to be retained, then the optimized low-density stress trace is optimized to obtain the updated low-density stress trace.

8. The vehicle body structure optimization method based on continuous carbon fiber layup as described in claim 7, characterized in that, The process of obtaining robot wrapping instructions based on the extracted updated qualified stress trace and the extracted updated curve coordinates includes: Based on the extracted update curve coordinates, the coordinates of adjacent update curves are identified from the extracted qualified stress traces. The extracted update curve coordinates are obtained by subtracting the adjacent update curve coordinates. The tangent vector is then normalized to obtain the normalized tangent vector. Based on the extracted updated curve coordinates, the normal vector is identified from the component geometric model. The cross product operation is performed on the normal vector and the normalized tangent vector to obtain the binormal vector. The target attitude angle is obtained by performing coordinate transformation on the extracted update curve coordinates based on the normalized tangent vector, normal vector, and binormal vector. The average stress level is determined based on the extracted updated qualified stress traces, and the motion speed is allocated based on the average stress level to obtain the robot's running speed. The robot winding command was determined based on the extracted updated curve coordinates, target attitude angle, and robot running speed.

9. The vehicle body structure optimization method based on continuous carbon fiber layup as described in claim 8, characterized in that, The vehicle body structure optimization operation based on the robot wrapping instruction sequence, load entry point, main force transmission channel, and load exit point yields a solidified vehicle body structure, including: The main force transmission channel is wound using pre-constructed continuous carbon fiber bundles, robot winding command sequence, load inlet point and load outlet point, and resin spraying operation is performed on the main force transmission channel using pre-constructed low viscosity epoxy resin to obtain the wound body part. The pre-constructed ethyl acetate solution was used to dissolve the wrapped car body parts to obtain dissolved car body parts, and the dissolved car body parts were rinsed to obtain rinsed car body parts; The washed body parts are then cured to obtain a cured body structure.

10. A vehicle body structure optimization system based on continuous carbon fiber layup, characterized in that, The system includes: The optimization target setting module is used to identify the target body part, obtain the part's geometric model based on the target body part, set optimization targets and constraints, optimize the part's geometric model based on the optimization targets and constraints, and obtain multiple stress traces, where the stress traces include: multiple spatial curve coordinates; The variable density layup path planning module is used to generate a variable density layup path map based on multiple stress traces. The variable density layup path map includes: multiple updated qualified stress traces. Updated qualified stress traces are extracted sequentially from the variable density layup path map. Update curve coordinates are extracted sequentially from the extracted updated qualified stress traces. Robot layup instructions are obtained based on the extracted updated qualified stress traces and the extracted update curve coordinates. Robot layup instructions are summarized to obtain a robot layup instruction set. Multiple robot layup instruction sets are obtained by summarizing the robot layup instruction sets. The force transmission path identification module is used to sort multiple robot winding instruction sets to obtain the robot winding instruction sequence, and to identify the load entry point, main force transmission channel and load exit point based on the component geometric model. The vehicle body structure optimization module is used to perform vehicle body structure optimization operations based on the robot layup command sequence, load entry point, main force transmission channel and load exit point to obtain a solidified vehicle body structure, and to complete the vehicle body structure optimization based on continuous carbon fiber layup based on the solidified vehicle body structure.

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