车架与电池舱一体化结构轻量化与疲劳寿命集成优化设计

doi:10.19562/j.chinasae.qcgc.2024.12.001

Abstract

Abstract:

To improve the lightweight level of electric cargo vehicles， a Cell To Frame （CTF） structure that integrates the frame and battery compartment is proposed in this paper. Firstly， a finite element model of the benchmark vehicle frame is established， and its static performance and free mode are calculated. The accuracy of the finite element model is verified through free mode experiments. Then， the fatigue life analysis of the frame is carried out using the nominal stress method in the time domain using the multi working condition combination fatigue load spectrum obtained from road sampling. Next， experimental design is conducted on the initial design of the CTF structure， which has been validated by finite element analysis， and a surrogate model is established. Finally， the global response search method is used for optimization design to obtain the optimal lightweight solution. The results show that after optimized design， the weight of the CTF structure is reduced by 139.95 kg compared to the traditional separation design of the frame and battery compartment， with a lightweight rate of 14.09%. At the same time， the mechanical properties and fatigue life of the CTF structure both meet the design requirements.

Key words: electric truck frame, fatigue analysis, lightweight, optimization design, integrated design of automotive structure

Zihao Meng,Dengfeng Wang,Xiaopeng Zhang,Zifeng Zhang,Fengmin Lian,Jing Chen. Integrated Optimization Design of Lightweight and Fatigue Life for the Integrated Structure of Cell-To-Frame[J].Automotive Engineering, 2024, 46(12): 2143-2153.

Figures/Tables 24

References 9

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工况	满载弯曲	满载扭转	紧急制动	紧急转弯
左前悬架前吊耳约束情况	UY， UZ	UY， UZ	UY， UZ	UY， UZ
左前悬架后吊耳约束情况	UY， UZ	UY， UZ	UY， UZ	UY， UZ
右前悬架前吊耳约束情况	UY， UZ		UY， UZ	UY， UZ
右前悬架后吊耳约束情况	UY， UZ		UY， UZ	UY， UZ
左后悬架前吊耳约束情况	UX， UY， UZ	UX， UY， UZ	UX， UY， UZ	UX， UY， UZ
左后悬架后吊耳约束情况	UY， UZ	UY， UZ	UY， UZ	UY， UZ
右后悬架前吊耳约束情况	UX， UY， UZ	UX， UY， UZ	UX， UY， UZ	UX， UY， UZ
右后悬架后吊耳约束情况	UY， UZ	UY， UZ	UY， UZ	UY， UZ
惯性载荷施加			0.6g 制动惯性力	0.4g侧向惯性力
动载荷系数	2	1.2	1.2	1.2

阶数	振型	仿真频率/Hz	试验频率/Hz	误差/%
1	1阶扭转	7.25	7.31	0.82
2	1阶垂向弯曲	12.52	12.60	0.63
3	1阶横向弯曲	19.72	19.71	-0.05
4	2阶横向弯曲	20.92	20.62	-1.45
5	2阶扭转	25.52	26.03	1.96

材料	抗拉强度/MPa	弹性模量/MPa
ZQS500L	650	2.0×10⁵
QSTE420TM	560	2.0×10⁵
Q355B	510	2.0×10⁵
20#钢管	410	2.0×10⁵

序号	DV₁	DV₂	DV₃	DV₄	DV₅	···	DV₁₈	DV₁₉	DV₂₀	DV₂₁
1	5.74	3.76	8.26	16.96	6.51	···	4.84	5.31	7.35	11.26
2	6.58	4.72	7.42	13.12	5.82	···	5.69	6.63	8.29	10.51
3	7.42	3.28	6.58	18.88	6.48	···	5.25	5.92	8.20	9.31
4	8.26	4.24	5.74	15.04	6.84	···	5.63	6.46	7.30	10.66
5	5.07	4.91	6.41	20.03	6.85	···	5.22	4.54	9.07	10.81
···	···	···	···	···	···	···	···	···	···	···
172	7.29	3.21	8.45	14.86	5.26	···	5.33	5.35	7.62	10.38
173	8.13	4.17	7.61	20.63	6.22	···	5.04	5.20	8.43	9.28
···	···	···	···	···	···	···	···	···	···	···
275	4.95	3.58	8.85	15.21	5.72	···	4.88	5.63	8.57	9.50
276	5.79	4.54	8.01	11.37	6.86	···	5.33	4.81	6.62	9.81
277	6.63	3.10	7.17	17.13	4.82	···	5.50	4.15	7.58	8.17
278	7.47	4.06	6.33	13.29	5.49	···	5.27	4.64	8.83	9.95
279	8.31	5.02	5.49	19.05	5.84	···	5.64	5.18	7.93	11.30

序号	mass_total/kg	disp_{t max}/mm	stress_{bd max}/MPa	stress_{t max}/MPa	stress_{bk max}/MPa	stress_{t max}/MPa	freq₁/Hz	life_min/循环
1	13.42	12.91	389.34	487.31	424.14	356.89	10.75	289 900
2	13.47	11.58	339.45	438.98	366.55	316.34	10.58	2 139 000
3	13.46	11.72	252.64	330.27	275.04	260.98	10.59	5 066 000
4	13.55	10.51	205.07	279.77	212.07	217.28	10.50	75 490 000
5	13.42	12.81	369.77	440.92	382.32	348.91	10.49	329 300
···	···	···	···	···	···	···	···	···
172	13.45	12.02	380.04	478.04	405.48	339.72	10.36	5 538 000
173	13.53	10.70	212.31	316.42	219.15	214.69	10.36	39 390 000
···	···	···	···	···	···	···	···	···
275	13.34	14.17	402.87	416.23	318.26	412.85	10.04	265 000
276	13.44	12.26	306.17	325.61	261.44	312.09	10.63	443 700
277	13.41	13.15	394.03	492.93	423.23	365.26	9.99	874 400
278	13.49	11.25	321.18	413.66	345.74	296.75	10.52	11 410 000
279	13.57	10.21	273.89	308.58	251.67	239.46	10.37	89 560 000

Integrated Optimization Design of Lightweight and Fatigue Life for the Integrated Structure of Cell-To-Frame

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验证方法	响应量	交叉验证	额外采点验证
R²	质量	0.999 9	0.999 9
	扭转工况下的最大位移	0.999 7	0.999 3
	弯曲工况下的最大应力	0.958 0	0.939 0
	制动工况下的最大应力	0.957 4	0.974 5
	扭转工况下的最大应力	0.995 8	0.992 8
	转弯工况下的最大应力	0.968 3	0.966 4
	1阶模态频率	0.980 4	0.985 9
	疲劳寿命	0.863 6	0.857 9

设计变量	代号	初始值/mm	优化值/mm	圆整值/mm
纵梁厚度	DV₁	7	6.29	7
加强梁厚度	DV₂	4	2.80	3
前横梁厚度	DV₃	7	4.90	5
前横梁连接板厚度	DV₄	16	10.80	11
前圆管梁厚度	DV₅	6	4.80	5
前圆管梁连接板厚度	DV₆	8	6.40	7
后圆管梁厚度	DV₇	6	4.80	5
后圆管梁连接板厚度	DV₈	8	6.40	7
第1电池舱底梁厚度	DV₉	10	9.2	10
第1电池舱底梁连接板厚度	DV₁₀	8	9.6	10
第2电池舱底梁厚度	DV₁₁	10	8.0	8
第2电池舱底梁连接板厚度	DV₁₂	8	6.4	7
第3电池舱底梁连接板厚度	DV₁₃	8	9.6	10
第1钢板横梁厚度	DV₁₄	5	4.0	4
第1钢板横梁连接板厚度	DV₁₅	7	8.99	9
第2钢板横梁厚度	DV₁₆	5	4.0	4
第2钢板横梁连接板厚度	DV₁₇	6	5.0	5
尾梁厚度	DV₁₈	5	4.0	4
尾梁连接板厚度	DV₁₉	5	4.0	4
电池舱底梁连接板加强肋厚度	DV₂₀	8	9.6	10
第3电池舱底梁厚度	DV₂₁	10	10.99	11

性能指标	对标车架	CTF结构	对比
弯曲工况最大应力/MPa	347.36	326.70	-5.95%
扭转工况最大应力/MPa	365.48	325.64	-10.90%
制动工况最大应力/MPa	303.72	226.24	-25.51%
转弯工况最大应力/MPa	335.91	325.81	-3.01%
弯曲工况最大变形/mm	4.40	4.34	-
弯曲工况车架部分最大变形/mm	4.40	4.34	-1.36%
扭转工况最大变形/mm	11.80	16.31	-
扭转工况车架部分最大变形/mm	11.80	11.38	-3.56%
制动工况最大变形/mm	3.42	3.17	-
制动工况车架部分最大变形/mm	3.42	3.17	-7.31%
转弯工况最大变形/mm	5.86	8.09	-
转弯工况车架部分最大变形/mm	5.86	8.09	38.05%
1阶模态频率/Hz	7.31	10.64	45.55%
2阶模态频率/Hz	12.63	12.24	-3.09%
3阶模态频率/Hz	19.84	20.43	2.97%
4阶模态频率/Hz	20.38	23.14	13.54%
5阶模态频率/Hz	25.71	28.32	10.15%
最危险点疲劳寿命（循环次数）	2.82E+06	2.66E+06	-5.67%
最危险点疲劳寿命/万km	107.79	101.67	-5.68%
车架质量/kg	654.00	586.40	-10.34%
电池舱质量（不含动力电池）/kg	339.27	266.92	-21.33%
车架与电池舱质量之和/kg	993.27	853.32	-14.09%

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