CN115238387B - Topological lightweight method and system for mixed material of rail transit vehicle - Google Patents
Topological lightweight method and system for mixed material of rail transit vehicle Download PDFInfo
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Abstract
The invention provides a topological lightweight method and a topological lightweight system for a mixed material of a rail transit vehicle, belonging to the technical field of rail transit; the method adopts geometric configuration optimization of a large-size structure, further performs lightweight topology optimization on the basis, and performs load path region division on an optimization result; the invention solves the problems that the space geometric configuration and material model selection in the vehicle body structure, in particular the model selection arrangement, the component model selection arrangement and the arrangement of anisotropic composite materials and isotropic metal materials lack a system scientific method and the light weight concept optimization is difficult to engineer, fully exerts the anisotropic performance of the composite materials, carries out the configuration of the materials and the structure according to the stress state of the vehicle body structure, applies the materials with proper performance and cost to the position with proper structure, greatly improves the light weight level of the vehicle body structure, and is beneficial to the engineering realization of vehicle modularization and function integration.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a topological lightweight method and a topological lightweight system for a mixed material of a rail transit vehicle.
Background
The light weight of the vehicle can promote the vehicle to bear larger effective load, improve the competitiveness of the railway industry, continuously increase the attractiveness of railway transportation, improve the energy efficiency, and the improvement of the energy efficiency is beneficial to the reduction of financial cost and is beneficial to improving the environment, thereby being beneficial to improving the economic and social benefits in cost benefit analysis.
The inventor finds that the composite material is widely applied in the field of rail transit, and is widely applied to high-speed trains, subways and magnetic suspension trains, but the engineering method for realizing engineering application is lacked because the engineering lightweight method of a large-size structure of rail transit equipment and the design method of the material, the geometry and the structural configuration of a vehicle body structure of the composite material are few, and the existing rail transit equipment generally adopts an equivalent design method, so that the composite material vehicle body of the whole vehicle is made according to the design geometric configuration of a metal vehicle body, the anisotropy and the rigidity coupling characteristics of the composite material are not exerted, the high-performance advantage of the composite material cannot be exerted to achieve the purpose of lightweight, and the cost is not low.
Chinese patent CN110489907A proposes an optimization design method of a rail transit vehicle body digital prototype, which relates to the rail transit technology, and is an optimization method of the existing software, and the optimization method basically stays in conceptual optimization, under the condition that a large engineering structure is not reasonably selected with working conditions, boundary conditions and constraint targets, optimization calculation is difficult to converge, an engineering lightweight scheme cannot be obtained, and further, material model selection, component model selection arrangement and a mixed material vehicle body design method in a vehicle body structure are not involved.
Chinese patent CN113033093A proposes a system design parameter multi-objective optimization method based on a simulation model, and in a large-scale structure such as a rail transit vehicle body structure, a satisfactory light-weight structure is difficult to obtain by a single-objective light-weight optimization method.
Chinese patent CN113515850A proposes a fiber-reinforced composite material structure layout optimization design method considering fiber continuity, which provides a hierarchical optimization method of density variable and fiber angle variable of a fiber-reinforced composite material structure unit considering fiber continuity manufacturing constraint, realizes the fiber-reinforced composite material structure optimization design with fiber angle continuous layout, is an optimization aiming at fiber continuity and trend for solving fiber trend manufacturing constraint, and does not relate to geometric layout lightweight optimization of large-scale dimensional structures, force transmission path division, selection of load area materials, component selection layout and an engineered mixed material vehicle body design method.
Chinese patent CN114329773A discloses a carbon fiber composite vehicle body structure and a design method thereof, the method is based on a unit variable density optimization method, although a force transmission path of a certain space structure is obtained, because the optimized real optimized method is actually a closed space which is too different from an actual vehicle body structure, a same material distribution optimization method of a metal material structure is still adopted, the design method is an optimization method for a composite material, the force transmission path is relatively disordered, and an interpretation method for an optimization result is lacked, so the result engineering cannot be realized, and the structural design cost of a full composite material also has no practical significance, and the method does not carry out geometric configuration optimization on a large equipment structure, does not analyze the characteristics of a force transmission area, and does not relate to the model selection of different types of materials such as anisotropic materials, metal materials and the like of materials in a load area.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a topological light-weight method and a topological light-weight system for a mixed material of a rail transit vehicle, which solve the problems that the space geometric configuration and the material selection in a vehicle body structure, in particular the selection arrangement, the selection arrangement and the arrangement of an anisotropic composite material and an isotropic metal material lack a system scientific method and the optimization of a light-weight concept is difficult to engineer, give full play to the anisotropic performance of the composite material, configure the material and the structure according to the stress state of the vehicle body structure, apply the material with proper performance and cost to a position with a proper structure, greatly improve the light-weight level of the vehicle body structure, and contribute to the engineering realization of vehicle modularization and function integration.
In order to realize the purpose, the invention is realized by the following technical scheme:
in a first aspect, the invention provides a topological lightweight method for a mixed material of a rail transit vehicle, which comprises the following steps:
constructing an initial finite element basic model of the vehicle body structure by combining the vehicle body structure parameters, and carrying out geometric configuration optimization and topological optimization on the initial finite element basic model;
obtaining the density distribution of vehicle body structure units according to a finite element model after topological optimization, further determining a main load force transmission path area, a weak load force transmission area and a non-load force transmission area, and dividing the three areas into sub-areas according to the vehicle body structure area;
determining the shape, positioning, direction and material type of each main load force transmission area and each weak load force transmission area according to the stress state of each subarea and the magnitude and direction of the main stress, and arranging the components of each subarea and combining the rigidity requirement of the components to obtain a mixed material vehicle body structure framework;
and performing function integration and modularization splitting on the mixed material vehicle body structure framework according to the functions and the manufacturing process to obtain the functional modularized mixed material vehicle body.
As an optional implementation manner, performing geometric configuration optimization and topology optimization on the initial finite element base model includes:
according to different optimization variables, carrying out geometric configuration optimization on the initial finite element basic model to obtain a finite element model corresponding to each optimization variable;
solving the finite element model corresponding to each optimized variable, and obtaining an optimal geometric configuration finite element model according to the comparison of the optimized target after solution;
and carrying out topological optimization on the finite element model with the optimal geometric configuration to obtain the finite element model after topological optimization.
Further, optimizing variables, including at least: the distance between the car door and the car end, the number of car windows, the size of the car windows, the arrangement of the car windows and the arrangement position of equipment under the car.
Further, the optimized response of the topology optimization at least comprises: one or more of mass, mass fraction, volume fraction, compliance, frequency, displacement, stress, strain, force, weighted compliance, weighted frequency, compliance index, frequency response, analytical response, custom function;
the target strategy of the topology optimization is a response function needing optimization, the response function is a function of design variables, and the design variables are unit densities.
As an optional implementation manner, the finite element model after the topological optimization is modified to obtain a final topological optimization finite element model, the final topological optimization finite element model is verified and solved according to the design standard working condition, and the material types and the component arrangement of each sub-region of each main load force transmission region and each sub-region of the weak load force transmission region are determined according to the stress state of each sub-region and the magnitude and the direction of the main stress in combination with the verification and solution result.
As an optional implementation manner, under each main load working condition, a certain subregion is mainly in a unidirectional stress state, and a certain main stress is in a dominant position, so that the subregion adopts an anisotropic composite material, the deviation of the fiber direction along the unidirectional stress direction or the unidirectional stress direction is within a preset angle range, the fiber direction and the unidirectional stress direction are balanced and symmetrical, and the equivalent stiffness of the subregion member is determined according to the subregion unit thickness and the material mechanical property;
under each main load working condition, the stress state of a certain subregion is mainly a biaxial stress state and is not a main stress dominance, the cost, the manufacturing simplicity and the universality are considered, the subregion member preferentially adopts a metal material or a quasi-anisotropic composite material for bearing force, or the main directions of fibers are arranged according to the stress state directions, and the balanced symmetry is considered.
Further, the main load conditions at least include: end compression, longitudinal loading and vertical loading.
Further, under each main load condition, a certain sub-region is mainly in a unidirectional stress state, and the method comprises the following steps: in the stress state under all the main load working conditions, the one-way stress state accounts for more than or equal to 50 percent.
Further, the stress state of a certain sub-region under each main load working condition is mainly a biaxial stress state, and the method comprises the following steps: in the stress state under all the main load conditions, the ratio of the biaxial stress state is greater than or equal to 50%.
As an optional implementation manner, before performing geometric configuration optimization and topology optimization on the initial finite element base model, the method further includes:
and setting boundary conditions, load working conditions and qualified criteria according to design standards or actual operation load working conditions.
As an optional implementation manner, the stiffness requirement of each component is determined according to the thickness and the material modulus property of the sub-area where the component is located.
In a second aspect, the invention provides a topological weight reduction system for a mixed material of a rail transit vehicle, comprising:
a model optimization module configured to: constructing an initial finite element basic model of the vehicle body structure by combining the vehicle body structure parameters, and carrying out geometric configuration optimization and topological optimization on the initial finite element basic model;
a region dividing module configured to: obtaining the density distribution of vehicle body structure units according to a finite element model after topological optimization, further determining a main load force transmission path area, a weak load force transmission area and a non-load force transmission area, and dividing the three areas into sub-areas according to the vehicle body structure area;
a hybrid material vehicle body structure skeleton generation module configured to: determining the shape, positioning, direction and material type of each main load force transmission area and each weak load force transmission area according to the stress state of each subarea and the magnitude and direction of the main stress, and arranging the components of each subarea and combining the rigidity requirement of the components to obtain a mixed material vehicle body structure framework;
a hybrid material body generation module configured to: and performing function integration and modularized splitting on the mixed material vehicle body structure framework according to the functions and the manufacturing process to obtain the functional modularized mixed material vehicle body.
In a third aspect, the present invention provides a computer readable storage medium, on which a program is stored, which when executed by a processor, implements the steps in the method for topology lightening of a mixed material of a rail transit vehicle according to the first aspect of the present invention.
In a fourth aspect, the present invention provides an electronic device, which includes a memory, a processor, and a program stored in the memory and executable on the processor, and the processor executes the program to implement the steps in the topology lightening method for the mixed material of the rail transit vehicle according to the first aspect of the present invention.
In a fifth aspect, the invention provides an underframe structure of a rail transit vehicle, which is designed by adopting the topological lightweight method for the mixed material of the rail transit vehicle in the first aspect of the invention.
In a sixth aspect, the invention provides a rail transit vehicle, which is designed by adopting the topological lightweight method for the mixed material of the rail transit vehicle in the first aspect of the invention.
The beneficial effects of the invention are as follows:
1. according to the invention, geometric configuration optimization of a large-size structure is adopted, light-weight topological optimization is further carried out on the basis, load path region division is carried out on the optimization result, and proper materials and configuration arrangement are selected according to the region stress state, so that the performance advantages of the materials are fully exerted under a certain cost, and particularly the anisotropy and rigidity coupling characteristics of the high-performance composite material are repeatedly and fully exerted.
2. The method can carry out reasonable material and configuration layout design on a large structure, achieves the effects of material selection, structure lightweight, function integration and modularization of the large vehicle body structure under the condition of controllable cost, can design a composite material mixed material vehicle body on the basis of the existing metal vehicle body, and can also carry out local optimization of strength aiming at the problem of insufficient strength of the vehicle body.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.
Fig. 1 is a schematic flow chart of a topological weight reduction method for a mixed material of a rail transit vehicle according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of geometric configuration optimization provided in the embodiment of the present invention.
Fig. 3 is a diagram illustrating an effect of a topology optimization result of an underframe structure according to an embodiment of the present invention.
Fig. 4 is a diagram illustrating an effect of identifying a stress state of an edge beam of an underframe according to an embodiment of the invention.
Fig. 5 is a diagram illustrating an effect of identifying a stress state of a lower cover plate of a bolster according to an embodiment of the present invention.
Fig. 6 is an effect diagram of the arrangement configuration of the chassis material provided by the embodiment of the invention.
In the figure: the spacing or dimensions between each other are exaggerated to show the location of the various parts, and the illustration is for illustrative purposes only.
Detailed Description
It is to be understood that the following detailed description is exemplary and is intended to provide further explanation of the invention as claimed. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the invention expressly state otherwise, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, it indicates the presence of the stated features, steps, operations, devices, components, and/or combinations thereof.
Example 1:
as introduced in the background art, the existing structural optimization technology is directed to structural optimization of the same material, does not involve material type selection, and lacks an engineering interpretation method for an optimization result, so that the optimization structure is difficult to engineer, the engineering structure, particularly a large-size structure, is made of a composite material, and the cost is high, and in order to solve the technical problem, embodiment 1 of the invention provides a topological lightweight method for a mixed material of a rail transit vehicle, which comprises the following processes:
the light weight optimization of rail transit equipment, particularly vehicles, achieves the goal of reducing the weight of a vehicle body structure by optimizing the size and the position of doors and windows of the existing vehicle body structure and the arrangement of equipment under the vehicle; screening according to load working conditions and boundary conditions in a vehicle body design standard on the basis of geometrically optimized vehicle bodies; setting reasonable constraint, response and target for topology optimization, and performing engineering reading according to the result of the topology optimization to distinguish a main force transmission load area, a weak force transmission load area and a non-force transmission load area; further dividing each load zone into sub load zones according to a vehicle body structure and a force transmission path, analyzing whether the zone is mainly in a single stress state or not by judging the stress state of each sub zone, further determining whether the zone adopts an anisotropic composite material or an isotropic or quasi-isotropic material according to the stress state of the zone, determining the arrangement direction of a component, and further determining the framework structure of the mixed material vehicle body; and performing functional integration and modular splitting on the framework structure according to the manufacturing process and the functionalization to form the functionalized modular mixed material vehicle body.
More specifically, as shown in fig. 1, the method comprises the following steps:
s1: and establishing an initial finite element basic model of the vehicle body structure according to design conditions such as a limit and the like, and defining vehicle body attributes according to actual conditions.
S2: setting main boundary conditions, load working conditions and qualified criteria according to design standards or actual operation load working conditions, and selecting end compression, longitudinal loads and vertical loads as main load working conditions in order to ensure the convergence of size optimization and the reasonability of results; it is understood that in other embodiments, a person skilled in the art may select the main load condition according to a specific design condition, and details are not described herein.
S3: carrying out geometric configuration optimization on the finite element basic model, wherein an example is shown in figure 2, the distance X between a vehicle door and a vehicle end is set as an optimization variable, the number, the size and the arrangement of vehicle windows can be set as the optimization variable, the arrangement position of the vehicle-mounted equipment is also the optimization variable, and the vehicle-mounted equipment and the vehicle door cannot be arranged in a bogie area; establishing a corresponding finite element model by using the optimization variables; it is understood that in other embodiments, a person skilled in the art may make more or less selections of the optimization variables according to specific conditions, and the details are not described here.
S4: and solving and calculating the geometric configuration models of different optimization variables, and optimizing an optimal vehicle body geometric configuration scheme by comparing the quality of optimization targets such as the vehicle body model.
S5: and carrying out topological optimization on the basis of the finite element model with the optimal geometric configuration.
S6: setting topology optimization response, constraint conditions and a target strategy;
the optimized response comprises mass, mass fraction, volume fraction, flexibility, frequency, displacement, stress, strain, force, weighted flexibility, weighted frequency, flexibility index, frequency response, analysis response and the like, and self-defined combination and self-defined function thereof;
the target strategy is an arbitrary response function of the system to be optimized, and the response is a function of the design variable; for example: mass, stress, displacement, moment of inertia, frequency, center of gravity, buckling factor, etc., the design variable being unit density;
the constraint condition is set according to the specified working condition or the actual operation working condition in the design standard; the constraints of this example are defined as the maximum strain value of the material, the longitudinal chassis displacement, the vertical chassis displacement, and the longitudinal roof displacement of the vehicle body, and may be defined as other responses.
S7: and carrying out topology optimization analysis to obtain the vehicle body structure subjected to topology optimization.
S8: obtaining the density distribution of the vehicle body structure units according to the topological optimization structure, and further determining three types of areas, namely a main load force transmission path area, a weak load force transmission area, a non-load force transmission area and the like according to the density distribution of the vehicle body structure units;
as shown in fig. 3, the load regions are divided according to the unit density distribution of the car body underframe structure obtained through topology optimization analysis, wherein the black regions are main load force transfer regions with high unit density, the light gray regions are weak load force transfer regions, the other regions are non-load transfer regions, and the black regions represent main force transfer paths of the structure. The three types of regions are further divided into sub-regions according to the body structure region, such as a window corner sub-region, a window lower edge sub-region, a bolster sub-region, a side sill sub-region, and the like.
S9: and correcting according to the topological optimization result to obtain a topological optimized finite element model, and verifying and solving the finite element model according to the design standard working condition.
S10: analyzing and reading the verification result, and judging the selection of material types and the arrangement of components according to the stress state of each subregion, the magnitude and the direction of the main stress;
for example, as shown in fig. 4, the underframe edge beam is mainly in a unidirectional stress state under each main load condition, and a certain main stress is in a dominant position, so that the underframe edge beam can be made of an anisotropic composite material, and the fiber direction mainly follows the unidirectional stress direction and has balanced symmetry. Determining the equivalent stiffness of the area component according to the thickness of the sub-area unit and the mechanical property of the material;
as shown in fig. 5, the stress state of the sub-region of the sleeper beam lower cover plate is mainly a biaxial stress state, and is not a main stress, so that the region member mainly adopts a metal material or a quasi-anisotropic composite material to bear force, or arranges the main directions of the fibers according to the stress state direction, and has balanced symmetry;
specifically, in this embodiment, a sub-region under each main load condition is mainly in a unidirectional stress state, including: in the stress state under all main load working conditions, the one-way stress state accounts for more than or equal to 50%; the stress state of a certain subregion under each main load operating mode is mainly the biax stress state, includes: in the stress state under all main load working conditions, the ratio of the biaxial stress state is more than or equal to 50 percent;
for example, two stress states under three main load working conditions of end compression, longitudinal load and vertical load are unidirectional stress states, and the subarea is mainly in a unidirectional stress state; two stress states under three main load working conditions of end compression, longitudinal load and vertical load are biaxial stress states, and the subregion is mainly a biaxial stress state.
S11: determining the shape, positioning, direction and material type of each main load force transfer area and each weak load force transfer area through the judgment, arranging the components, primarily determining the rigidity requirement of each component according to the thickness and material modulus property of the component area units, and obtaining the mixed material vehicle body structure framework through the steps, wherein the vehicle body underframe structure is taken as an example, as shown in figure 6, the light gray color of the mixed material vehicle body structure framework is made of isotropic metal materials or quasi-isotropic composite materials, and the black color and the dark gray color are made of anisotropic composite materials.
S12: and performing function integration and modularized splitting on the framework structure according to functions and a manufacturing process. For example, the light gray component of fig. 6, if a quasi-isotropic composite structural member is used, may have several beams integrally formed to reduce the connections, and finally obtain a functional modular hybrid vehicle body.
Example 2:
the embodiment 2 of the invention provides a topological lightweight system for a mixed material of a rail transit vehicle, which at least comprises the following components:
a model optimization module configured to: constructing an initial finite element basic model of the vehicle body structure by combining the vehicle body structure parameters, and carrying out geometric configuration optimization and topological optimization on the initial finite element basic model;
a region dividing module configured to: obtaining the density distribution of vehicle body structure units according to a finite element model after topological optimization, further determining a main load force transmission path area, a weak load force transmission area and a non-load force transmission area, and dividing the three areas into sub-areas according to the vehicle body structure area;
a hybrid material vehicle body structure skeleton generation module configured to: determining the shape, positioning, direction and material type of each main load force transmission area and each weak load force transmission area by combining the stress state of each subarea and the magnitude and direction of the main stress, and arranging the components of each subarea and combining the rigidity requirements of the components to obtain a mixed material vehicle body structure framework;
a hybrid material body generation module configured to: and performing function integration and modularization splitting on the mixed material vehicle body structure framework according to the functions and the manufacturing process to obtain the functional modularized mixed material vehicle body.
Specifically, before the model optimization module, the method further includes: an initial finite element basic model generating module and a parameter configuration module;
wherein the initial finite element base model generation module is configured to: establishing an initial finite element basic model of the vehicle body structure according to design conditions such as a limit and the like, and defining vehicle body attributes according to actual conditions;
a parameter configuration module configured to: setting main boundary conditions, load working conditions and qualified criteria according to design standards or actual operation load working conditions, and selecting end compression, longitudinal loads and vertical loads as main load working conditions in order to guarantee the convergence of size optimization and the reasonability of results.
The model optimization module specifically includes:
(1) Carrying out geometric configuration optimization on the finite element basic model, wherein an example is shown in figure 2, the distance X between a vehicle door and a vehicle end is set as an optimization variable, the number, the size and the arrangement of vehicle windows can be set as the optimization variable, the arrangement position of the vehicle-mounted equipment is also the optimization variable, and the vehicle-mounted equipment and the vehicle door cannot be arranged in a bogie area; establishing a corresponding finite element model by using the optimization variables; it is understood that in other embodiments, a person skilled in the art may select more or less optimization variables according to specific conditions, and details are not described herein;
(2) Solving and calculating geometric configuration models of different optimization variables, and optimizing an optimal vehicle body geometric configuration scheme by comparing the quality of optimization targets such as vehicle body models;
(3) Carrying out topology optimization on the basis of the finite element model with the optimal geometric configuration;
(4) Setting a topology optimization response, a constraint condition and a target strategy;
the optimized response comprises mass, mass fraction, volume fraction, flexibility, frequency, displacement, stress, strain, force, weighted flexibility, weighted frequency, flexibility index, frequency response analysis response and the like, and self-defined combination and self-defined function thereof;
the target strategy is any response function of the system needing to be optimized, and the response is a function of the design variable; for example: mass, stress, displacement, moment of inertia, frequency, center of gravity, buckling factor, etc., the design variable being unit density;
the constraint conditions are set according to the specified working conditions or the actual operation working conditions in the design standard; the constraints of this example are defined as the maximum strain value of the material, the longitudinal chassis displacement, the vertical chassis displacement, and the longitudinal roof displacement of the vehicle body, and may be defined as other responses.
(5) And carrying out topology optimization analysis to obtain the vehicle body structure subjected to topology optimization.
The area division module specifically includes:
obtaining the density distribution of the vehicle body structure units according to the topological optimization structure, and further determining three types of areas, namely a main load force transmission path area, a weak load force transmission area, a non-load force transmission area and the like according to the density distribution of the vehicle body structure units;
as shown in fig. 3, the load regions are divided according to the unit density distribution of the car body underframe structure obtained through topology optimization analysis, wherein the black region is a main load force transmission region with a high unit density, the light gray region is a weak load force transmission region, the other regions are non-load transmission regions, and the black region represents a main force transmission path of the structure; the three types of regions are further divided into sub-regions according to the body structure region, such as a window corner sub-region, a window lower edge sub-region, a bolster sub-region, a side sill sub-region, and the like.
Mixed material vehicle body structure skeleton generates module, specifically includes:
(1) Correcting according to the topological optimization result to obtain a topological optimized finite element model, and verifying and solving the finite element model according to the design standard working condition;
(2) Analyzing and reading the verification result, and judging the selection of material types and the arrangement of components according to the stress state of each subregion, the magnitude and the direction of the main stress;
for example, as shown in fig. 4, the underframe edge beam is mainly in a unidirectional stress state under each main load condition, and a certain main stress is in a dominant position, so that the underframe edge beam can be made of an anisotropic composite material, and the fiber direction mainly follows the unidirectional stress direction and has balanced symmetry. Determining the equivalent stiffness of the area component according to the thickness of the sub-area unit and the mechanical property of the material;
as shown in fig. 5, the stress state of the sub-region of the sleeper beam lower cover plate is mainly a biaxial stress state, and is not dominated by a certain main stress, so that the region member mainly adopts a metal material or a quasi-anisotropic composite material to bear force;
specifically, in this embodiment, a sub-region under each main load condition is mainly in a unidirectional stress state, including: in the stress states under all main load working conditions, the one-way stress state accounts for more than or equal to 50%;
the stress state of a certain subregion under each main load operating mode is mainly the biax stress state, includes: in the stress state under all main load working conditions, the ratio of the biaxial stress state is more than or equal to 50 percent;
for example, two stress states under three main load conditions of end compression, longitudinal load and vertical load are unidirectional stress states, and the sub-region is mainly in a unidirectional stress state; two stress states under three main load working conditions of end compression, longitudinal load and vertical load are biaxial stress states, and the subregion is mainly a biaxial stress state;
(3) Determining the shape, positioning, direction and material type of each main load force transfer area and each weak load force transfer area through the judgment, arranging the components, primarily determining the rigidity requirement of each component according to the thickness and material modulus property of the component area units, and obtaining the mixed material vehicle body structure framework through the steps, wherein the vehicle body underframe structure is taken as an example, as shown in figure 6, the light gray color of the mixed material vehicle body structure framework is made of isotropic metal materials or quasi-isotropic composite materials, and the black color and the dark gray color are made of anisotropic composite materials.
The mixed material vehicle body generation module specifically comprises: performing function integration and modularized splitting on the framework structure according to functions and a manufacturing process; for example, the light gray structure of FIG. 6 could have several beams integrally formed to reduce connections if a quasi-isotropic composite structure is used; finally obtaining the functional modularized mixed material vehicle body.
Example 3:
Example 4:
Example 5:
Example 6:
embodiment 6 of the invention provides a rail transit vehicle, which is designed by adopting the topological lightweight method for the rail transit vehicle mixed material described in embodiment 1 of the invention.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (16)
1. A topological lightweight method for a rail transit vehicle mixed material is characterized by comprising the following steps:
the method comprises the following steps:
constructing an initial finite element basic model of the vehicle body structure by combining the vehicle body structure parameters, and carrying out geometric configuration optimization and topological optimization on the initial finite element basic model;
obtaining the density distribution of vehicle body structure units according to a finite element model after topological optimization, wherein the unit with high density is a main load force transmission path area, further determining a main load force transmission path area, a weak load force transmission area and a non-load force transmission area according to the unit density distribution, and dividing the three areas into sub-areas according to the vehicle body structure area;
determining the shape, positioning, direction and material type of each main load force transmission area and each weak load force transmission area by combining the stress state of each subarea and the magnitude and direction of the main stress, and arranging the components of each subarea and combining the rigidity requirements of the components to obtain a mixed material vehicle body structure framework;
and performing function integration and modularization splitting on the mixed material vehicle body structure framework according to the functions and the manufacturing process to obtain the functional modularized mixed material vehicle body.
2. The topological weight reduction method for the rail transit vehicle mixed material, according to claim 1, is characterized in that:
carrying out geometric configuration optimization and topological optimization on the initial finite element basic model, wherein the geometric configuration optimization and the topological optimization comprise the following steps:
according to different optimization variables, carrying out geometric configuration optimization on the initial finite element basic model to obtain a finite element model corresponding to each optimization variable;
solving the finite element model corresponding to each optimized variable, and obtaining the optimal geometric configuration finite element model according to the comparison of the optimized targets after solution;
and carrying out topological optimization on the finite element model with the optimal geometric configuration to obtain the finite element model after topological optimization.
3. The topological weight reduction method for the rail transit vehicle mixed material, according to claim 2, is characterized in that:
optimizing variables, including at least: the distance between the car door and the car end, the number of car windows, the size of the car windows, the arrangement of the car windows and the arrangement position of equipment under the car.
4. The topological weight reduction method for the rail transit vehicle mixed material, according to claim 2, is characterized in that:
the optimized response of the topology optimization includes at least: one or more of mass, mass fraction, volume fraction, compliance, frequency, displacement, stress, strain, force, weighted compliance, weighted frequency, compliance index, frequency response, analytical response, custom function;
the target strategy of the topology optimization is a response function needing optimization, the response function is a function of design variables, and the design variables are unit densities.
5. The rail transit vehicle hybrid material topological lightweight method according to claim 1, characterized by:
and modifying the finite element model after the topological optimization to obtain a final topological optimization finite element model, verifying and solving the final topological optimization finite element model according to the design standard working condition, and determining the material types and the component arrangement of each sub-region of each main load force transmission region and each sub-region of the weak load force transmission region according to the stress state of each sub-region and the magnitude and the direction of the main stress by combining the verification and solution result.
6. The method for topological weight reduction of a rail transit vehicle hybrid material according to any one of claims 1 to 5, wherein:
under each load working condition, a certain subregion is mainly in a unidirectional stress state, and a certain main stress is in a leading position, so that the subregion adopts an anisotropic composite material, the deviation of the fiber direction along the unidirectional stress direction or the unidirectional stress direction is within a preset angle range, the fiber direction and the unidirectional stress direction are balanced and symmetrical, and the equivalent stiffness of the subregion member is determined according to the subregion unit thickness and the material mechanical property;
under each load working condition, the stress state of a certain subregion is mainly a biaxial stress state and is not a main stress dominance, and the subregion member adopts a metal material or a quasi-anisotropic composite material for bearing force, or is arranged in the main fiber direction according to the stress state direction and gives consideration to balance and symmetry.
7. The rail transit vehicle hybrid material topological lightweight method according to claim 6, characterized by:
the load conditions comprise: end compression, longitudinal loading and vertical loading.
8. The topological weight reduction method for the rail transit vehicle mixed material, according to claim 6, is characterized in that:
under each main load working condition, a certain subregion is mainly in a unidirectional stress state and comprises the following components: and in the stress state under all the main load conditions, the proportion of the unidirectional stress state is greater than or equal to 50%.
9. The topological weight reduction method for the rail transit vehicle mixed material, according to claim 6, is characterized in that:
the stress state of a certain subregion under each main load operating mode is mainly the biax stress state, includes: in the stress state under all the main load conditions, the biaxial stress state accounts for 50% or more.
10. The topological weight reduction method for the rail transit vehicle mixed material, according to claim 1, is characterized in that:
before geometric configuration optimization and topological optimization are carried out on the initial finite element basic model, the method further comprises the following steps:
and setting boundary conditions, load working conditions and qualified criteria according to design standards or actual operation load working conditions.
11. The rail transit vehicle hybrid material topological lightweight method according to claim 1, characterized by:
and determining the rigidity requirement of each component according to the thickness and the material modulus attribute of the sub-area where the component is located.
12. The utility model provides a track transportation vehicles combined material topology lightweight system which characterized in that:
the method comprises the following steps:
a model optimization module configured to: constructing an initial finite element basic model of the vehicle body structure by combining the vehicle body structure parameters, and carrying out geometric configuration optimization and topological optimization on the initial finite element basic model;
a region dividing module configured to: obtaining the density distribution of vehicle body structure units according to a finite element model after topological optimization, wherein the unit with high density is a main load force transmission path area, further determining a main load force transmission path area, a weak load force transmission area and a non-load force transmission area according to the unit density distribution, and dividing the three areas into sub-areas according to the vehicle body structure area;
a hybrid material vehicle body structure skeleton generation module configured to: determining the shape, positioning, direction and material type of each main load force transmission area and each weak load force transmission area by combining the stress state of each subarea and the magnitude and direction of the main stress, and arranging the components of each subarea and combining the rigidity requirements of the components to obtain a mixed material vehicle body structure framework;
a hybrid material body generation module configured to: and performing function integration and modularized splitting on the mixed material vehicle body structure framework according to the functions and the manufacturing process to obtain the functional modularized mixed material vehicle body.
13. A computer-readable storage medium, on which a program is stored, which program, when being executed by a processor, carries out the steps of the method for topological weight reduction of a mixed material for a rail transit vehicle as set forth in any one of claims 1 to 11.
14. An electronic device comprising a memory, a processor, and a program stored on the memory and executable on the processor, wherein the processor when executing the program implements the steps in the method for topological weight reduction of a rail transit vehicle hybrid material according to any one of claims 1-11.
15. The utility model provides a rail transit vehicle chassis structure which characterized in that: the topological lightweight method for the rail transit vehicle hybrid material is designed by adopting the topological lightweight method for the rail transit vehicle hybrid material as defined in any one of claims 1 to 11.
16. A rail transit vehicle characterized by: the topological lightweight method for the rail transit vehicle hybrid material is designed by adopting the topological lightweight method for the rail transit vehicle hybrid material as defined in any one of claims 1 to 11.
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