A multi-directional reinforcing type new energy automobile battery pack bracket based on CAE simulation optimization

Abstract

The utility model discloses a multi -way reinforced new energy automobile battery package bracket based on CAE simulation optimization, multi -way reinforced new energy automobile battery package bracket based on CAE simulation optimization includes top frame, a plurality of layers middle frame, bottom frame and a plurality of stand, top frame, a plurality of layers middle frame and bottom frame from top to bottom evenly arranged constitute layer frame structure, and a plurality of stand is divided into two groups of parallel to each other, and is respectively symmetrically evenly welded in two side ends of layer frame structure, to constitute the main frame body of bracket. The utility model discloses a two -way cross type main frame and multilayer frame design constitutes three -dimensional bearing network, solved the traditional frame stress concentration problem, improved the multi -way load transmission efficiency. Top frame, middle frame and bottom frame all added inclined bracing beam, strengthened the torsional and bending performance, restrained the deformation overrun under dynamic working condition, multilayer frame and two -way cross type additional inclined beam design provided the redundant support path, dispersed the local stress.

Description

Technical Field

[0001] This utility model relates to the field of battery pack bracket technology, and in particular to a multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the safety and reliability of battery packs have become crucial considerations. As the core load-bearing structure of the battery management system, the design of battery pack brackets faces unprecedented challenges, especially in commercial vehicles such as electric heavy-duty trucks. Due to their high energy demands, these vehicles typically require multiple large-sized battery pack modules to be installed side-by-side within a single bracket, necessitating that the bracket structure meet more stringent technical requirements.

[0003] As a key component supporting and securing the battery pack, the mechanical properties of the battery pack bracket directly affect the stability and durability of the battery pack under complex operating conditions. In actual operation, the bracket needs to withstand various dynamic loads, including lateral forces during cornering, longitudinal impacts during braking, and vertical vibrations under bumpy road conditions. Simultaneously, it must possess good dynamic characteristics to avoid resonance with the vehicle body. However, traditional battery pack bracket designs have significant drawbacks: they are prone to insufficient strength, stress concentration, or excessive deformation under extreme conditions, and generally exhibit low modal frequencies, leading to a high risk of resonance. This not only accelerates structural fatigue but also threatens the battery pack's lifespan and safety. This problem is particularly prominent in heavy-duty vehicle brackets that need to support large, multi-module battery packs, necessitating innovative design breakthroughs to overcome these bottlenecks. Utility Model Content

[0004] This utility model provides a multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization to solve the technical problems of insufficient support strength, excessive deformation, easy resonance, and low modal frequency of traditional battery pack brackets under complex working conditions, thereby improving the safety, reliability and service life of new energy vehicle battery pack brackets.

[0005] In view of the above technical problems, this utility model embodiment provides a multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization, including a top frame, several layers of intermediate frames, a bottom frame and several columns. The top frame, several layers of intermediate frames and the bottom frame are evenly arranged from top to bottom to form a layered frame structure, and the several columns are divided into two parallel groups and are symmetrically and evenly welded to both sides of the layered frame structure to form the main frame of the bracket.

[0006] A first diagonal bracing beam is provided at the welding point between the column and the top frame; a second diagonal bracing beam is provided at the welding point between the column and the middle frame; and a third diagonal bracing beam is provided at the welding point between the column and the bottom frame.

[0007] On opposite sides of the main frame of the bracket, multi-directional reinforcing support beams are symmetrically arranged, including a first reinforcing support beam, a second reinforcing support beam, a third reinforcing support beam and a fourth reinforcing support beam.

[0008] Optionally, the number of layers in the middle frame is set to 5, and the number of columns is set to 8; the top frame includes a first combined beam, a second combined beam, and four horizontal beams evenly connected between the first combined beam and the second combined beam.

[0009] The first combined beam is formed by connecting the first horizontal beam segment, the second horizontal beam segment, and the third horizontal beam segment in sequence; the second combined beam is formed by connecting the fourth horizontal beam segment, the fifth horizontal beam segment, and the sixth horizontal beam segment in sequence.

[0010] Optionally, the intermediate frame includes a first continuous crossbeam, a second continuous crossbeam, and a first cross brace, a second cross brace, a third cross brace, and a fourth cross brace that are uniformly connected between the first continuous crossbeam and the second continuous crossbeam.

[0011] Optionally, the bottom frame includes a first integral crossbeam, a second integral crossbeam, and a first transverse stabilizing beam, a second transverse stabilizing beam, a third transverse stabilizing beam, a fourth transverse stabilizing beam, a fifth transverse stabilizing beam, a sixth transverse stabilizing beam, a seventh transverse stabilizing beam, and an eighth transverse stabilizing beam distributed between the first integral crossbeam and the second integral crossbeam.

[0012] Optionally, the first diagonal bracing beam is disposed between the column and the first combined crossbeam, between the column and the second combined crossbeam, and between the column and the transverse beam;

[0013] The angle between the first diagonal brace and the column is 40°-50°.

[0014] Optionally, the second diagonal brace is disposed between the column and the second horizontal brace, and between the column and the third horizontal brace;

[0015] The angle between the second diagonal brace and the column is 40°-50°.

[0016] Optionally, the third diagonal bracing beam is disposed between the middle of the column and the first integral crossbeam, and between the middle of the column and the second integral crossbeam;

[0017] The angle between the third diagonal brace and the column is 40°-50°.

[0018] Optionally, the first reinforcing support beam is a V-shaped structural beam, which connects the adjacent columns at the front and rear ends of the main frame of the bracket, with the apex of the V-shaped structural beam facing the center of the main frame of the bracket.

[0019] Optionally, the second reinforcing support beam is a cross-shaped structural beam and is distributed in the middle of opposite sides of the main frame of the bracket, and the third reinforcing support beam is a star-shaped structural beam and is arranged at the bottom of the second reinforcing support beam.

[0020] Optionally, the fourth reinforcing support beam is a V-shaped structural beam, which connects the first integral beam / second integral beam to the column, and the vertex of the V-shaped structural beam is connected to the midpoint of the first integral beam / second integral beam.

[0021] This invention significantly improves the performance of the battery pack bracket for new energy vehicles through a series of innovative designs. Firstly, it employs a bidirectional cross-type main frame, forming a three-dimensional load-bearing network in the X, Y, and Z directions. This effectively solves the stress concentration problem of traditional single- or double-layer rectangular frames under unidirectional force, significantly improving the efficiency of multi-directional load transfer. Furthermore, the bracket incorporates diagonal bracing beams (with an included angle of 45°±5°) in the top, middle, and bottom frames, and enhances stability through a symmetrical layout. This not only improves torsional and bending resistance but also effectively suppresses excessive deformation under dynamic conditions. Simultaneously, the design of a multi-layer frame (6 layers, including one bottom frame, five middle frames, and one top frame) and bidirectional cross-type additional diagonal beams (such as V-shaped, X-shaped, and star-shaped structural beams) provides redundant support paths, dispersing local stress, increasing modal frequencies, and further enhancing the dynamic characteristics of the bracket. The optimized bracket can also adopt a hollow beam design (such as a hollow rectangular tube structure) and an internal reinforcing rib layout, which achieves significant weight reduction while ensuring strength. Compared with the traditional solid beam design, it significantly improves material utilization and reduces weight. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the overall structure of a multi-directional reinforced new energy vehicle battery pack bracket optimized based on CAE simulation in one embodiment of this utility model;

[0024] Figure 2 This is a schematic diagram of the overall structure of the multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization in another embodiment of this utility model;

[0025] Figure 3 This is a schematic diagram of the top frame structure in one embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram of the structure of the middle frame in one embodiment of the present invention;

[0027] Figure 5 This is a schematic diagram of the bottom frame structure in one embodiment of the present invention;

[0028] Figure 6 This is a schematic diagram of the installation structure of the first diagonal brace beam in one embodiment of this utility model;

[0029] Figure 7 This is a schematic diagram of the installation structure of the second diagonal brace beam in one embodiment of this utility model;

[0030] Figure 8 This is a schematic diagram of the installation structure of the third diagonal brace beam in one embodiment of this utility model.

[0031] The reference numerals in the accompanying drawings are as follows:

[0032] 1-Top frame, 11-First combined crossbeam, 111-First horizontal segment beam, 112-Second horizontal segment beam, 113-Third horizontal segment beam, 12-Second combined crossbeam, 121-Fourth horizontal segment beam, 122-Fifth horizontal segment beam, 123-Sixth horizontal segment beam, 13-Horizontal tie beam, 2-Middle frame, 21-First continuous crossbeam, 22-Second continuous crossbeam, 23-First horizontal brace beam, 24-Second horizontal brace beam, 25-Third horizontal brace beam, 26-Fourth horizontal brace beam, 3-Bottom frame, 31-First integral crossbeam, 32-Second integral crossbeam 33-First transverse stabilizing beam, 34-Second transverse stabilizing beam, 35-Third transverse stabilizing beam, 36-Fourth transverse stabilizing beam, 37-Fifth transverse stabilizing beam, 38-Sixth transverse stabilizing beam, 39-Seventh transverse stabilizing beam, 390-Eighth transverse stabilizing beam, 4-Column, 5-First diagonal brace beam, 6-Second diagonal brace beam, 7-Third diagonal brace beam, 8-Multi-directional reinforcing support beam, 81-First reinforcing support beam, 82-Second reinforcing support beam, 83-Third reinforcing support beam, 84-Fourth reinforcing support beam. Detailed Implementation

[0033] To make the technical problems solved, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0034] In the description of this utility model, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0035] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0036] like Figures 1 to 8 As shown, an embodiment of this utility model provides a multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization, including a top frame 1, several layers of intermediate frames 2, a bottom frame 3, and several columns 4. The top frame 1, the several layers of intermediate frames 2, and the bottom frame 3 are evenly arranged from top to bottom to form a layered frame structure, and the several columns 4 are divided into two parallel groups and are symmetrically and evenly welded to both sides of the layered frame structure to form the main frame of the bracket. A first diagonal brace 5 is provided at the welding point between the column 4 and the top frame 1; a second diagonal brace 6 is provided at the welding point between the column 4 and the intermediate frame 2; and a third diagonal brace 7 is provided at the welding point between the column 4 and the bottom frame 3. On opposite sides of the main frame of the bracket, multi-directional reinforcing support beams 8 are symmetrically arranged, and the multi-directional reinforcing support beams 8 include a first reinforcing support beam 81, a second reinforcing support beam 82, a third reinforcing support beam 83, and a fourth reinforcing support beam 84. The main frame of the bracket is made of steel, specifically Q355B steel with a yield strength ≥355MPa.

[0037] In this invention, the main frame of the bracket, together with the multi-directional reinforcing support beams 8, forms a two-way cross-shaped main frame, creating a three-dimensional load-bearing network in the X, Y, and Z directions to ensure effective transmission of multi-directional loads. The connection points between the columns 4 and the top frame 1, middle frame 2, and bottom frame 3 are all connected by laser welding. The layered frame structure forms a Z-axis layered support, dispersing vertical vibration loads and avoiding stress concentration in a single-layer structure. The top frame 1 mainly bears the load from above, the middle frame 2 serves as intermediate support and transition, and the bottom frame 3 is connected to the vehicle body, bearing and transmitting loads from below. The columns 4 connect the top frame 1, middle frame 2, and bottom frame 3 to form an integrated frame structure. The number and arrangement of the columns 4 determine the lateral stability and load-bearing capacity of the bracket. The presence of the columns 4 enhances the lateral stiffness of the main frame of the bracket, preventing deformation under lateral forces. Simultaneously, the connection points between the columns 4 and each layer of the frame provide anchoring points for the installation of the diagonal bracing beams, further enhancing the structural stability of the bracket.

[0038] In an implementation, such as Figures 1 to 3 As shown, the middle frame 2 has 5 layers, and the number of columns 4 is 8. The top frame 1 includes a first combined horizontal beam 11, a second combined horizontal beam 12, and four horizontal support beams 13 evenly connected between the first combined horizontal beam 11 and the second combined horizontal beam 12. The first combined horizontal beam 11 is formed by sequentially connecting a first horizontal segment beam 111, a second horizontal segment beam 112, and a third horizontal segment beam 113. The second combined horizontal beam 12 is formed by sequentially connecting a fourth horizontal segment beam 121, a fifth horizontal segment beam 122, and a sixth horizontal segment beam 123. Understandably, each of the four horizontal support beams connects to one column, as shown below. Figure 1 As shown, four columns 4 form a group, and eight columns 4 are divided into two groups, with the two groups of columns 4 arranged in parallel. The first combined crossbeam 11 and the second combined crossbeam 12 are each composed of three horizontal beam segments connected sequentially. This segmented connection design not only improves the local strength of the top frame 1 but also distributes the load through multiple connection points, reducing stress concentration. Four horizontal beams 13 each connect to one column 4, further enhancing the connection strength and stability between the top frame 1 and the columns 4. This structural design allows the bracket to distribute stress more evenly under dynamic loads in complex working conditions, reducing the risk of deformation and improving the overall structural rigidity and reliability.

[0039] In an implementation, such as Figure 4As shown, the intermediate frame 2 includes a first continuous crossbeam 21, a second continuous crossbeam 22, and a first cross brace beam 23, a second cross brace beam 24, a third cross brace beam 25, and a fourth cross brace beam 26 uniformly connected between the first continuous crossbeam 21 and the second continuous crossbeam 22. Understandably, the intermediate frame 2 is composed of the first continuous crossbeam 21 and the second continuous crossbeam 22, with four cross braces (first cross brace beam 23, second cross brace beam 24, third cross brace beam 25, and fourth cross brace beam 26) uniformly connected between them. This structural design significantly enhances the lateral and longitudinal stability of the intermediate frame 2. The continuous crossbeams provide the main load-bearing capacity, while the cross braces further enhance the stiffness and torsional resistance of the intermediate frame 2 through uniformly distributed connection points. This design not only improves the stability of the intermediate frame 2 under multi-directional loads but also effectively disperses stress, reducing the risk of deformation under complex working conditions.

[0040] In an implementation, such as Figure 5 As shown, the bottom frame 3 includes a first integral crossbeam 31, a second integral crossbeam 32, and a first transverse stabilizing beam 33, a second transverse stabilizing beam 34, a third transverse stabilizing beam 35, a fourth transverse stabilizing beam 36, a fifth transverse stabilizing beam 37, a sixth transverse stabilizing beam 38, a seventh transverse stabilizing beam 39, and an eighth transverse stabilizing beam 390 distributed between the first integral crossbeam 31 and the second integral crossbeam 32. Understandably, the arrangement of the first transverse stabilizing beam 33, the second transverse stabilizing beam 34, the third transverse stabilizing beam 35, and the fourth transverse stabilizing beam 36 between the first integral crossbeam 31 and the second integral crossbeam 32 is the same as the arrangement of the fifth transverse stabilizing beam 37, the sixth transverse stabilizing beam 38, the seventh transverse stabilizing beam 39, and the eighth transverse stabilizing beam 390 between the first integral crossbeam 31 and the second integral crossbeam 32, and the two sets of stabilizing beams are symmetrically arranged about the central axis of the first integral crossbeam 31.

[0041] In an implementation, such as Figure 6As shown, the first diagonal brace 5 is disposed between the column 4 and the first combined crossbeam 11, between the column 4 and the second combined crossbeam 12, and between the column 4 and the horizontal support beam 13; the included angle between the first diagonal brace 5 and the column 4 is 40°-50°. Understandably, the first diagonal brace 5 is cleverly positioned between the column 4 and the first combined crossbeam 11, the second combined crossbeam 12, and the horizontal support beam 13, forming an included angle of 40°-50° with the column 4; the symmetrical layout of the first diagonal brace 5 significantly enhances the stability and torsional resistance of the bracket. The arrangement of the first diagonal brace 5 not only provides additional support for the top frame 1, but also effectively disperses loads from different directions through its specific included angle, reducing stress concentration. This not only improves the load-bearing capacity and deformation resistance of the bracket under complex working conditions, but also effectively reduces the risk of resonance. Preferably, the number of the first diagonal brace 5 is set to 12, specifically distributed as follows... Figure 1 and Figure 6 As shown.

[0042] In an implementation, such as Figure 7 As shown, the second diagonal bracing beam 6 is disposed between the column 4 and the second horizontal bracing beam 24, and between the column 4 and the third horizontal bracing beam 25; the included angle formed between the second diagonal bracing beam 6 and the column 4 is 40°-50°. Understandably, by distributing the second diagonal bracing beam 6 between the column 4 and the second horizontal bracing beam 24, and between the column 4 and the third horizontal bracing beam 25, and symmetrically arranging them at an included angle of 40°-50°, the torsional stiffness and bending strength of the intermediate frame 2 are significantly enhanced; the diagonal support design effectively disperses dynamic loads and reduces stress concentration at key connection points. Preferably, as... Figure 7 As shown, the number of second diagonal bracing beams 6 is set to 20, with each middle frame 2 being a layer, and each layer having 4 of the aforementioned second diagonal bracing beams 6.

[0043] In an implementation, such as Figure 8 As shown, the third diagonal bracing beam 7 is disposed between the middle of the column 4 and the first integral crossbeam 31, and between the middle of the column 4 and the second integral crossbeam 32; the included angle formed between the third diagonal bracing beam 7 and the column 4 is 40°-50°. It is understood that, preferably, as... Figure 8As shown, four third diagonal bracing beams 7 are arranged, distributed on the centrally located column 4. The third diagonal bracing beams 7 are positioned between the middle of the column 4 and the first integral crossbeam 31, and between the middle of the column 4 and the second integral crossbeam 32, forming an angle of 40°-50° with the column 4. This symmetrical arrangement of the third diagonal bracing beams 7 significantly enhances the stability and torsional resistance of the bracket in the base frame 3 area. The third diagonal bracing beams 7 not only provide additional support for the base frame 3, but also effectively disperse loads from different directions through their specific angle, reducing stress concentration. This structural design allows the base frame 3 to more evenly distribute stress when subjected to dynamic loads under complex working conditions, reducing the risk of deformation and improving the overall structural rigidity and reliability. Thus, the symmetrical arrangement of the first diagonal bracing beam 5, the second diagonal bracing beam 6, and the third diagonal bracing beam 7 enhances the stability of the bracket and overcomes the shortcomings of traditional brackets that rely solely on vertical and horizontal beams for load bearing and lack diagonal support, resulting in insufficient torsional and bending resistance.

[0044] In an implementation, such as Figures 1 to 2 As shown, the first reinforcing support beam 81 is a V-shaped structural beam. The first reinforcing support beam 81 connects the adjacent columns 4 at the front and rear ends of the main frame of the bracket. The apex of the V-shaped structural beam faces the center of the main frame of the bracket.

[0045] In an implementation, such as Figures 1 to 2 As shown, the second reinforcing support beam 82 is a cross-shaped structural beam and is distributed in the middle of opposite sides of the main frame of the bracket. The third reinforcing support beam 83 is a cross-shaped structural beam and is arranged at the bottom of the second reinforcing support beam 82.

[0046] In an implementation, such as Figures 1 to 2As shown, the fourth reinforcing support beam 84 is a V-shaped structural beam, connecting the first integral beam 31 / second integral beam 32 and the column 4. The apex of the V-shaped structural beam connects to the midpoint of the first integral beam 31 / second integral beam 32. Understandably, the bracket body adopts a 6-layer frame (1 bottom frame 3, 5 middle frames 2, and 1 top frame 1). Compared to traditional single-layer or double-layer simple grid structures, the multi-layer frame structure provides more support paths (redundant support). When bearing loads, even if a certain layer of the frame experiences local damage or stress concentration, other layers can still continue to bear the load, avoiding the risk of overall structural failure due to local failure, greatly improving the reliability and safety of the bracket. The design of V-shaped and cross-shaped structural beams ensures that the bracket has good support capabilities in the X, Y, and Z directions. During vehicle operation, whether it's the lateral force during cornering, the longitudinal impact during braking, or the vertical vibration under bumpy road conditions, these multi-directional support structures effectively distribute the load to different directions and locations, preventing load concentration in a single area. This reduces stress concentration and lowers the risk of fatigue damage under dynamic loads. The multi-layered frame and various reinforcing support beams together form a complex support network. This network structure allows the load to be transferred and distributed multiple times within the bracket, with each support component bearing a portion of the load, rather than concentrating it on a few critical components. This effectively reduces the maximum stress on each component, improving the overall bracket's load-bearing capacity and fatigue resistance under dynamic conditions. In terms of materials and processes, the bracket frame can be made of Q355B steel (yield strength ≥355MPa) and laser welding technology. Compared with the Q235 carbon steel (yield strength 235MPa) and ordinary arc welding used in traditional brackets, it significantly improves the overall strength and connection reliability, further ensuring the stability of the bracket in long-term use. It not only improves the load-bearing capacity and deformation resistance of the bracket, but also effectively reduces the risk of resonance, improves the dynamic stiffness of the structure, and reduces vibration coupling with the vehicle body, thereby extending the service life of the bracket.

[0047] The key variables (such as beam thickness, quantity, and connection structure) of the multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization are analyzed and optimized through simulation using computer-aided engineering (CAE) technology. The specific implementation steps of the above CAE optimization method (including but not limited to the specific processes of optimization and parametric optimization, which can all adopt the methods in the following existing technologies) mainly include:

[0048] Step 1: Optimize objectives and constraints. The objective is to minimize weighted flexibility (maximize stiffness) to improve the load-bearing capacity and deformation resistance of the bracket. Constraints: Volume fraction not exceeding 60% to ensure structural lightweighting. Minimum feature dimension greater than 5mm to meet manufacturing requirements.

[0049] Step 2: Optimization Algorithm and Platform. The optimization algorithm employs the Variable Density Method (SIMP) topology optimization algorithm, which optimizes the structure by controlling the material density distribution. The optimization platform uses HyperStudy as the core optimization platform, combined with the OptiStruct solver for multidisciplinary optimization design. The SIMP algorithm can effectively handle complex structural optimization problems, and the combination of HyperStudy and OptiStruct provides powerful optimization and simulation capabilities, ensuring the accuracy and efficiency of the optimization process.

[0050] Step 3: Setting Design Variables and Parameters. Design variables include key design variables such as beam thickness and connection structure. Parameter settings utilize HyperStudy's Design of Experiments (DOE) and parameter optimization functions to systematically analyze the design variables. This allows for a systematic analysis of the impact of key design variables on structural performance, providing data support for subsequent optimization and ensuring the reliability and effectiveness of the optimization results.

[0051] Step four involves simulation calculations and data acquisition. The simulation method employs the Latin hypercube sampling method to automate the simulation calculations for 200 design schemes. Data acquisition involves collecting performance indicators of the structure under different design schemes, such as stress and modal frequencies, based on the simulation data. The Latin hypercube sampling method efficiently generates representative design schemes, and automated simulation calculations improve the efficiency and accuracy of data acquisition, providing rich data support for subsequent model building and optimization.

[0052] Step 5: Establishing a surrogate model and optimization adjustments. The surrogate model is established using the radial basis function (RBF) neural network built into HyperStudy. Optimization adjustments employ a multi-objective optimization algorithm to refine the topology optimization results. The surrogate model can quickly predict structural performance, reducing the computational cost of direct simulation; the multi-objective optimization algorithm can weigh multiple performance metrics to find the optimal design scheme, further improving structural performance.

[0053] Step 6: Simulation verification and result analysis. Static analysis is performed using OptiStruct software. Fully constrained boundary conditions are set at both ends of the bottom longitudinal beam. Deceleration loads are applied to simulate three typical working conditions: turning (3g Y direction), braking (3g X direction), and bumping (5g Z direction).

[0054] The above-described embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model, and should all be included within the protection scope of this utility model.

Claims

1. A multi-directional reinforced battery pack bracket for new energy vehicles based on CAE simulation optimization, characterized in that, It includes a top frame (1), several layers of intermediate frames (2), a bottom frame (3) and several columns (4). The top frame (1), several layers of intermediate frames (2) and the bottom frame (3) are evenly arranged from top to bottom to form a layered frame structure. The several columns (4) are divided into two parallel groups and are symmetrically and evenly welded to both sides of the layered frame structure to form the main frame of the bracket. A first diagonal bracing beam (5) is provided at the welding point between the column (4) and the top frame (1); a second diagonal bracing beam (6) is provided at the welding point between the column (4) and the middle frame (2); and a third diagonal bracing beam (7) is provided at the welding point between the column (4) and the bottom frame (3). On opposite sides of the main frame of the bracket, multi-directional reinforcing support beams (8) are symmetrically arranged. The multi-directional reinforcing support beams (8) include a first reinforcing support beam (81), a second reinforcing support beam (82), a third reinforcing support beam (83), and a fourth reinforcing support beam (84).

2. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 1, characterized in that, The middle frame (2) is set to have 5 layers, and the number of columns (4) is set to 8. The top frame (1) includes a first combined beam (11), a second combined beam (12), and four horizontal beams (13) evenly connected between the first combined beam (11) and the second combined beam (12). The first combined crossbeam (11) is formed by connecting the first crossbeam segment (111), the second crossbeam segment (112) and the third crossbeam segment (113) in sequence; the second combined crossbeam (12) is formed by connecting the fourth crossbeam segment (121), the fifth crossbeam segment (122) and the sixth crossbeam segment (123) in sequence.

3. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 2, characterized in that, The intermediate frame (2) includes a first continuous crossbeam (21), a second continuous crossbeam (22), and a first cross brace (23), a second cross brace (24), a third cross brace (25), and a fourth cross brace (26) uniformly connected between the first continuous crossbeam (21) and the second continuous crossbeam (22).

4. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 3, characterized in that, The bottom frame (3) includes a first integral crossbeam (31), a second integral crossbeam (32), and a first transverse stabilizing beam (33), a second transverse stabilizing beam (34), a third transverse stabilizing beam (35), a fourth transverse stabilizing beam (36), a fifth transverse stabilizing beam (37), a sixth transverse stabilizing beam (38), a seventh transverse stabilizing beam (39), and an eighth transverse stabilizing beam (390) distributed between the first integral crossbeam (31) and the second integral crossbeam (32).

5. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 2, characterized in that, The first diagonal bracing beam (5) is disposed between the column (4) and the first combined crossbeam (11), between the column (4) and the second combined crossbeam (12), and between the column (4) and the crossbeam (13); The angle between the first diagonal bracing beam (5) and the column (4) is 40°-50°.

6. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 3, characterized in that, The second diagonal bracing beam (6) is disposed between the column (4) and the second horizontal bracing beam (24), and between the column (4) and the third horizontal bracing beam (25); The angle between the second diagonal bracing beam (6) and the column (4) is 40°-50°.

7. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 4, characterized in that, The third diagonal bracing beam (7) is disposed between the middle of the column (4) and the first integral crossbeam (31), and between the middle of the column (4) and the second integral crossbeam (32); The angle between the third diagonal bracing beam (7) and the column (4) is 40°-50°.

8. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 4, characterized in that, The first reinforcing support beam (81) is a V-shaped structural beam. The first reinforcing support beam (81) is connected between the adjacent columns (4) at the front and rear ends of the main frame of the bracket. The vertex of the V-shaped structural beam faces the center of the main frame of the bracket.

9. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 8, characterized in that, The second reinforcing support beam (82) is a cross-shaped structural beam and is distributed in the middle of opposite sides of the main frame of the bracket. The third reinforcing support beam (83) is a cross-shaped structural beam and is arranged at the bottom of the second reinforcing support beam (82).

10. The multi-directional reinforced new energy vehicle battery pack bracket based on CAE simulation optimization according to claim 9, characterized in that, The fourth reinforcing support beam (84) is a V-shaped structural beam. The fourth reinforcing support beam (84) is connected between the first integral beam (31) / the second integral beam (32) and the column (4). The vertex of the V-shaped structural beam is connected to the midpoint of the first integral beam (31) / the second integral beam (32).

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