基于SIMP和GRSM算法的重型货车车架多目标结构优化

doi:10.3969/j.issn.1674-8484.2025.04.012

摘要/Abstract

摘要：

为了解决重型货车车架的变形开裂问题，对车架进行高强度轻量化的多目标结构优化研究。以某11 m重型货车车架为研究对象，通过Hypermesh前处理软件建立有限元模型。利用固体各向同性惩罚微结构材料法（SIMP）对原车架进行多工况多目标拓扑优化，找到车架的最佳受力结构。利用全局响应面法（GRSM）对车架进行多目标尺寸优化，以降低车架质量。在满载弯曲、满载扭转、满载转弯和满载制动工况下，对车架进行静力学分析与模态分析。结果表明：优化后的重型货车车架综合平均刚度至少提高了21.1%，低阶平均动态频率至少提高8.9%，车架质量减少3.2%；从而，实现了重型货车车架高强度轻量化。

关键词: 重型货车, 车架结构, 固体各向同性惩罚微结构材料法（SIMP）, 全局响应面法（GRSM）, 多目标尺寸优化

Abstract:

A multi-objective structural optimization on high-strength lightweight design was conducted to address the issues of the deformation and cracking in heavy truck frames. A finite element model of the frame was established by using a pre-processing software Hypermesh with taking a specific 11-meter heavy truck frame as the research subjects. The original heavy truck frame underwent multi-condition multi-objective topology optimization using the Solid Isotropic Material with Penalization (SIMP) method to identify the optimal load-bearing structure. The global response surface method (GRSM) was employed for multi-objective dimensional optimization of the heavy truck frame to reduce its mass. The static and the modal analyses were performed on the frame under the conditions of the full-load bending, the full-load torsion, the full-load cornering, and the full-load braking. The results show that the optimized frame achieves an average stiffness increase of at least 21.1%, a minimum increase of 8.9% in low-order average dynamic frequency, and a mass reduction of 3.2%. Therefore, this has enabled the high-strength lightweighting of heavy truck frames.

Key words: heavy truck, frame construction, solid isotropic material with penalization (SIMP), global response surface method (GRSM), multi-objective size optimization

中图分类号:

U463.32

张逍, 刘勇, 蒋雪生, 廖益龙, 何锋. 基于SIMP和GRSM算法的重型货车车架多目标结构优化[J]. 汽车安全与节能学报, 2025, 16(4): 620-628.

ZHANG Xiao, LIU Yong, JIANG Xuesheng, LIAO Yilong, HE Feng. Multi-objective structural optimization of heavy truck frame based on SIMP algorithm and GRSM algorithm[J]. Journal of Automotive Safety and Energy, 2025, 16(4): 620-628.

图/表 15

参考文献 21

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驾驶室质量	0.50 t
车厢和货物质量	14.73 t	材料弹性模量	210 GPa
整备质量	9.95 t	材料泊松比	0.30
动力总成质量	0.30 t	材料密度	7.85 g·cm^-3
车架质量	2.02 t	材料屈服强度	420 MPa
总质量	25.00 t

驾驶室质量	0.50 t
车厢和货物质量	14.73 t	材料弹性模量	210 GPa
整备质量	9.95 t	材料泊松比	0.30
动力总成质量	0.30 t	材料密度	7.85 g·cm^-3
车架质量	2.02 t	材料屈服强度	420 MPa
总质量	25.00 t

k	C_k / (kN·mm^-1)		j	f_j / Hz
k	min	max	j	min	max
1	36.04	52.57	1	6.06	10.03
2	107.43	137.82	2	6.45	10.70
3	44.98	64.76	3	6.07	19.99
4	30.24	47.89	4	18.37	24.39

k	C_k / (kN·mm^-1)		j	f_j / Hz
k	min	max	j	min	max
1	36.04	52.57	1	6.06	10.03
2	107.43	137.82	2	6.45	10.70
3	44.98	64.76	3	6.07	19.99
4	30.24	47.89	4	18.37	24.39

工况	d_max / mm		变化率/ %	工况	σ_max / MPa		变化率/ %
工况	优化前	优化后	变化率/ %	工况	优化前	优化后	变化率/ %
满载弯曲	2.32	1.99	-14.22	满载弯曲	79.97	72.55	-9.28
满载扭转	4.41	3.34	-24.26	满载扭转	422.36	264.00	-37.49
满载转弯	3.52	3.58	1.70	满载转弯	141.68	195.48	37.99
满载制动	2.55	2.06	-19.22	满载制动	89.99	71.45	-20.60