Transmission shaft included angle optimization method, device and equipment and computer readable storage medium

Abstract

The invention discloses a transmission shaft included angle optimization method, device and equipment and a computer readable storage medium, and the transmission shaft included angle optimization method comprises the steps: drawing a tolerance-transmission shaft included angle change curve graph of a power assembly relative to a wheel center point in X, Y and Z directions based on a power assembly and chassis system model meeting the theoretical design requirements of the transmission shaft included angle; identifying the tolerance direction with the maximum included angle sensitivity degree of the transmission shaft; according to the tolerance-transmission shaft included angle change curve graphs in the X, Y and Z directions and the tolerance ranges of the power assembly relative to the wheel center point in the X, Y and Z directions, the distribution range of the transmission shaft included angle in the tolerance ranges is determined, and whether the distribution range of the transmission shaft included angle exceeds the theoretical design requirement or not is judged; and if yes, adjusting the arrangement hard point of the power assembly model in the tolerance direction with the maximum transmission shaft included angle sensitivity degree until the distribution range of the transmission shaft included angle meets the theoretical design requirement. And aiming at sensitive direction optimization, the problem is effectively solved, and the optimization efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a transmission shaft angle optimization method, device, equipment and computer-readable storage medium. Background Art

[0002] In the engine compartment, affected by factors such as layout space and structural limitations, the axis of the transmission differential and the axis of the wheel hub bearing unit are often not on the same straight line or plane. A certain angle, namely the drive shaft angle, is formed between the drive shaft connecting the transmission and the wheel hub and the inner and outer ball joints. It is generally required that the angle be ≤4° for fuel vehicles and ≤2° for pure electric vehicles in the design state. When the drive shaft angle exceeds the limit, it is easy to cause steering wheel jitter, reduce transmission efficiency and other problems.

[0003] In the related art, when the powertrain and suspension are being assembled, they are usually installed on the body-in-white separately, and are positioned based on the welded body-in-white. However, due to the welding accuracy of the body-in-white itself, the mounting holes provided by it have certain tolerances, resulting in the relative position relationship between the powertrain and suspension deviating from the theoretical design value after installation, and the transmission shaft angle exceeding the allowable design limit. In order to meet the transmission angle requirements, the usual practice is to use three-coordinate scanning after installation to verify whether the actual vehicle transmission shaft angle meets the requirements. When there is a large deviation between the actual vehicle and the design theoretical value, the relative position relationship between the powertrain and the suspension is met by adjusting the positioning of the body welding tooling. Or through the transformation of the production line, a special tooling is directly designed. During the production and manufacturing stage, the powertrain and chassis parts are integrated on the special tooling to improve the relative position accuracy of the gearbox and chassis parts, and ensure that the transmission shaft angle is within the allowable range.

[0004] However, relying on a body in white with high positioning accuracy, low-tolerance chassis parts, and repeated debugging to meet the relative position relationship between the powertrain and the wheel hub to achieve the drive shaft angle requirements is time-consuming and cumbersome, which is contrary to the needs of various automakers to shorten the development cycle. Summary of the invention

[0005] The present application provides a method, device, equipment and computer-readable storage medium for optimizing the transmission shaft angle, which can solve the technical problems existing in the related technology that the transmission shaft angle requirements are achieved by relying on a body-in-white with high positioning accuracy and low-tolerance chassis parts, and by repeatedly debugging to meet the relative position relationship between the powertrain and the wheel hub, which is time-consuming and troublesome, and is contrary to the needs of various automobile companies to shorten the development cycle.

[0006] In a first aspect, an embodiment of the present application provides a transmission shaft angle optimization method, the transmission shaft angle optimization method comprising:

[0007] Based on the powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle, the tolerance-drive shaft angle variation curve of the powertrain relative to the wheel center in the three directions of X, Y, and Z is drawn, and the tolerance direction with the greatest sensitivity to the drive shaft angle is identified;

[0008] According to the tolerance-drive shaft angle variation curve in the three directions of X, Y, and Z and the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, determine the distribution range of the drive shaft angle within the tolerance range, and judge whether the distribution range of the drive shaft angle exceeds the theoretical design requirements;

[0009] If so, the arrangement hard points of the powertrain model are adjusted in the tolerance direction where the transmission shaft angle is most sensitive until the distribution range of the transmission shaft angle meets the theoretical design requirements.

[0010] In combination with the first aspect, in one implementation, the powertrain and chassis system model that meets the theoretical design requirements of the transmission shaft angle is used to draw a tolerance-transmission shaft angle change curve diagram of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, and identify the tolerance direction with the greatest sensitivity to the transmission shaft angle, including:

[0011] Based on the powertrain and chassis system model that meets the theoretical design requirements of the transmission shaft angle, △X, △Y and △Z are set to represent the position deviation of the powertrain in the three directions of X, Y and Z respectively and used as variables;

[0012] The suspension model is used to calculate the transmission shaft angle value under different conditions, and the X-direction tolerance-transmission shaft angle change curve diagram, Y-direction tolerance-transmission shaft angle change curve diagram and Z-direction tolerance-transmission shaft angle change curve diagram of the powertrain relative to the wheel center point are plotted based on the calculation results, and the tolerance direction with the greatest sensitivity to the transmission shaft angle is identified.

[0013] In combination with the first aspect, in one implementation, identifying the tolerance direction with the greatest sensitivity to the transmission shaft angle includes:

[0014] Based on the tolerance-drive shaft angle variation curve of the powertrain relative to the wheel center in the X, Y, and Z directions, determine the impact of the drive shaft angle in the X, Y, and Z directions under the same tolerance. The direction with the greatest impact is the tolerance direction with the greatest sensitivity.

[0015] In combination with the first aspect, in one implementation, a method for calculating a tolerance range of the power assembly relative to a wheel center point in three directions, namely, X, Y, and Z, includes:

[0016] The dimension chain analysis is carried out on the components and positioning holes of the powertrain and chassis system model that meet the theoretical design requirements of the transmission shaft angle, and the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z axis directions is calculated.

[0017] In combination with the first aspect, in one implementation, the dimension chain analysis is performed on the components and positioning mounting holes of the powertrain and chassis system model that meet the theoretical design requirements of the transmission shaft angle, and the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z axis directions is calculated, including:

[0018] The simulation model of the powertrain and chassis is built based on 3D software, and the size, tolerance and positioning and mounting hole information of each component are input into the deviation analysis software;

[0019] Based on the deviation analysis software and the input dimensions, tolerances and information on positioning and mounting holes, the dimension chain is calculated to calculate the tolerance range of the powertrain relative to the wheel center in the X, Y and Z directions.

[0020] In combination with the first aspect, in one embodiment, before drawing a tolerance-drive shaft angle variation curve diagram of the powertrain relative to the wheel center point in three directions of X, Y, and Z based on the powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle, and identifying the tolerance direction with the greatest sensitivity to the drive shaft angle, the method includes:

[0021] Arrange the powertrain model and determine the layout hard points of the powertrain model, obtain the drive shaft angle and slip amount of the suspension model under different states, and if the drive shaft angle and slip amount are not within the design requirements, adjust the layout hard points of the powertrain model until the powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle is obtained.

[0022] In a second aspect, an embodiment of the present application provides a transmission shaft angle optimization device, the transmission shaft angle optimization device comprising:

[0023] A calculation module is used to draw a tolerance-drive shaft angle variation curve diagram of the powertrain relative to the wheel center in the three directions of X, Y, and Z based on a powertrain and chassis system model that meets the drive shaft angle theoretical design requirements, and identify the tolerance direction with the greatest sensitivity to the drive shaft angle;

[0024] A judgment module is used to determine the distribution range of the transmission shaft angle within the tolerance range according to the tolerance-transmission shaft angle change curve in the three directions of X, Y and Z and the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y and Z, and to judge whether the distribution range of the transmission shaft angle exceeds the theoretical design requirements;

[0025] The adjustment optimization module is used to adjust the layout hard points of the powertrain model in the tolerance direction with the greatest sensitivity to the transmission shaft angle when it is determined that the distribution range of the transmission shaft angle exceeds the theoretical design requirements, until the distribution range of the transmission shaft angle meets the theoretical design requirements.

[0026] In combination with the second aspect, in one embodiment, the calculation module is also used to set △X, △Y and △Z to represent the position deviations of the powertrain in the three directions of X, Y and Z respectively and as variables based on a powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle; use the suspension model to calculate the drive shaft angle value under different states, and draw the X-direction tolerance-drive shaft angle change curve diagram, Y-direction tolerance-drive shaft angle change curve diagram and Z-direction tolerance-drive shaft angle change curve diagram of the powertrain relative to the wheel center point based on the calculation results, and identify the tolerance direction with the highest sensitivity to the drive shaft angle.

[0027] In the third aspect, an embodiment of the present application provides a transmission shaft angle optimization device, which includes a processor, a memory, and a transmission shaft angle optimization program stored in the memory and executable by the processor, wherein when the transmission shaft angle optimization program is executed by the processor, the steps of the transmission shaft angle optimization method described in some of the above embodiments are implemented.

[0028] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a transmission shaft angle optimization program is stored. When the transmission shaft angle optimization program is executed by a processor, the steps of the transmission shaft angle optimization method described in some of the above embodiments are implemented.

[0029] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0030] By drawing the tolerance-drive shaft angle change curve of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, and identifying the tolerance direction with the greatest sensitivity of the drive shaft angle, the relationship between the tolerance change and the drive shaft angle can be clearly seen through the curve, which is convenient for visual analysis. The curve can accurately reflect which tolerance range has the most significant impact on the drive shaft angle, providing an accurate basis for subsequent optimization and adjustment. By identifying the tolerance direction with the greatest sensitivity of the drive shaft angle, the distribution range of the drive shaft angle is determined within the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, and it is determined whether the distribution range of the drive shaft angle exceeds the theoretical design requirements. If so, the layout hard points of the powertrain model are adjusted in the tolerance direction with the greatest sensitivity of the drive shaft angle until the distribution range of the drive shaft angle meets the theoretical design requirements. The optimization adjustment is carried out for the sensitive direction, which can more effectively solve the problem, improve the optimization efficiency, reduce the impact of the tolerance change on the drive shaft angle, and improve the stability of the transmission system. During the design phase, it is effective to avoid problems such as the drive shaft angle exceeding the design allowable value due to manufacturing tolerances, causing steering wheel shaking, etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a schematic diagram of a flow chart of an embodiment of a method for optimizing a transmission shaft angle of the present application;

[0032] Figure 2 This is a curve diagram of the X-direction tolerance of the powertrain relative to the wheel center point-transmission shaft angle change in this application;

[0033] Figure 3 This is a curve diagram of the Y-direction tolerance of the powertrain relative to the wheel center point-transmission shaft angle change in this application;

[0034] Figure 4 This is a curve diagram of the Z-direction tolerance of the powertrain relative to the wheel center point-transmission shaft angle change in this application;

[0035] Figure 5 This is a schematic diagram of the hardware structure of the transmission shaft angle optimization device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0037] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0038] In a first aspect, an embodiment of the present application provides a method for optimizing a transmission shaft angle.

[0039] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the transmission shaft angle optimization method of this application. Figure 1 As shown, the transmission shaft angle optimization method includes:

[0040] S100: Based on the powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle, the tolerance-drive shaft angle variation curve of the powertrain relative to the wheel center in the three directions of X, Y, and Z is drawn, and the tolerance direction with the greatest sensitivity to the drive shaft angle is identified;

[0041] S200: determining the distribution range of the transmission shaft angle within the tolerance range according to the tolerance-transmission shaft angle variation curve in the three directions of X, Y, and Z and the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, and judging whether the distribution range of the transmission shaft angle exceeds the theoretical design requirement;

[0042] S300: If so, adjust the arrangement hard points of the powertrain model in the tolerance direction where the transmission shaft angle is most sensitive until the distribution range of the transmission shaft angle meets the theoretical design requirements.

[0043] In this embodiment, in the S100 stage, the main technical means is to calculate and draw the relationship curve between the tolerance of the powertrain model in different directions (X direction, Y direction, Z direction) and the transmission shaft angle. Computer-aided design (CAD) and simulation software can be used to accurately simulate these changes and generate corresponding tolerance-transmission shaft angle change curves. Through the curve graph, it is possible to intuitively see how the transmission shaft angle changes with the tolerance changes of the powertrain model in different directions, providing basic data for subsequent analysis and optimization. It provides a clear direction and basis for the optimization adjustment in the S300 stage, making the optimization work more targeted and efficient. In the S300 stage, the main technical means is to identify the tolerance direction with the greatest sensitivity to the transmission shaft angle based on the curve graph generated in the S100 stage. This usually involves a detailed analysis of the curve graph to compare the degree of influence of tolerances in different directions on the transmission shaft angle. Once the sensitive direction is determined, the layout hard points of the powertrain model can be optimized and adjusted. Within the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions, determine the distribution range of the transmission shaft angle, and determine whether the distribution range of the transmission shaft angle exceeds the theoretical design requirements. If so, adjust the layout hard points of the powertrain model in the tolerance direction with the greatest sensitivity to the transmission shaft angle until the distribution range of the transmission shaft angle meets the theoretical design requirements. Optimization and adjustment are performed in sensitive directions, which can more effectively solve problems, improve optimization efficiency, reduce the impact of tolerance changes on the transmission shaft angle, and improve the stability of the transmission system. In the design stage, it is effective to avoid the transmission shaft angle exceeding the design allowable value due to manufacturing tolerances and other reasons, causing steering wheel shaking and other problems.

[0044] Furthermore, in one embodiment, in S100, the following steps are included:

[0045] S100-1: Based on the powertrain and chassis system model that meets the theoretical design requirements of the transmission shaft angle, △X, △Y and △Z are set to represent the position deviation of the powertrain in the three directions of X, Y and Z respectively and used as variables;

[0046] S100-2: Use the suspension model to calculate the drive shaft angle value under different conditions, and draw the X-direction tolerance-drive shaft angle change curve diagram, Y-direction tolerance-drive shaft angle change curve diagram and Z-direction tolerance-drive shaft angle change curve diagram of the powertrain relative to the wheel center point based on the calculation results, and identify the tolerance direction with the greatest sensitivity to the drive shaft angle.

[0047] In this embodiment, in the S100-1 stage, the main technical means is to clarify the position deviation of the powertrain model in the three directions of X, Y, and Z, and use △X, △Y and △Z to represent these deviations as variables for subsequent analysis. This step is to ensure that the subsequent analysis has a clear basis and framework so that the tolerance analysis can be carried out accurately. By setting △X, △Y and △Z, the analysis range of the powertrain position deviation is clarified, providing clear boundary conditions for subsequent calculations and drawings. Quantifying the position deviation into specific variables makes the subsequent analysis process more concise and efficient. Clear variable settings help reduce errors and uncertainties in the analysis process and improve the accuracy of the analysis results. In the S200-2 stage, the main technical means is to use the suspension model to calculate the transmission shaft angle value under different position deviations (△X, △Y, △Z). This involves detailed modeling and simulation of the suspension system to simulate the influence of the powertrain position deviation on the transmission shaft angle. According to the calculation results, the X-axis tolerance-drive shaft angle change curve, the Y-axis tolerance-drive shaft angle change curve, and the Z-axis tolerance-drive shaft angle change curve are drawn. By drawing the curve graph, the influence of the powertrain position deviation on the drive shaft angle can be intuitively displayed, allowing engineers to clearly see the angle changes under different tolerances. The curve graph not only shows the influence trend, but also accurately quantifies the relationship between the position deviation and the drive shaft angle, providing accurate data support for subsequent optimization and adjustment. Based on the analysis results of the curve graph, engineers can optimize the design of the powertrain and chassis system in a more targeted manner to ensure that the drive shaft angle meets the theoretical design requirements.

[0048] For example, see the following Table 1, with 5 mm as a unit in the three directions of X, Y, and Z, the corresponding transmission shaft angles are as follows. For example, when the X-direction tolerance is +15 mm, the transmission shaft angle is 1.19°.

[0049]

[0050] Table 1

[0051] Based on Table 1, draw the X-axis tolerance-drive shaft angle change curve, the Y-axis tolerance-drive shaft angle change curve, and the Z-axis tolerance-drive shaft angle change curve, as shown in Figure 2 The X-axis tolerance-drive shaft angle variation curve shown in the figure has a function curve f(x)=-1.32x+3.09, as shown in Figure 3 The Y-axis tolerance-drive shaft angle variation curve shown in the figure has a function curve f(x)=-0.06x+3.09, and Figure 4 The Z-direction tolerance-drive shaft angle variation curve shown in the figure has a function curve f(x) = -0.0028x 2+0.01x+3.09, it can be seen that the tolerance influence factor value in the X direction is the largest.

[0052] Furthermore, in one embodiment, in S100, the following steps are included:

[0053] S100-3: Based on the tolerance-drive shaft angle variation curve of the powertrain relative to the wheel center point in the X, Y, and Z directions, determine the impact of the drive shaft angle in the X, Y, and Z directions under the same tolerance. The direction with the greatest impact is the tolerance direction with the greatest sensitivity.

[0054] In this embodiment, carefully check the changes in the transmission shaft angle in the three directions of X, Y, and Z when the tolerance changes. Pay attention to the slope of the curve graph. The larger the slope, the greater the impact of the tolerance on the transmission shaft angle in this direction. Compare the curve graphs in the three directions of X, Y, and Z to observe in which direction the transmission shaft angle changes most significantly under the same tolerance change. The slope or change of the curve graph in each direction can be compared by calculation or visual inspection. Based on the comparison results, determine the direction that has the greatest impact on the transmission shaft angle under the same tolerance, that is, the tolerance direction with the greatest sensitivity.

[0055] Furthermore, in one embodiment, in S200, the following steps are included:

[0056] S200-1: Perform dimension chain analysis on the components and positioning holes of the powertrain and chassis system model that meet the theoretical design requirements of the transmission shaft angle, and calculate the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z axis directions.

[0057] Furthermore, in one embodiment, in S200-1, the following steps are included:

[0058] S200-1-1: A simulation model of the powertrain and chassis is constructed based on 3D software, and the dimensions, tolerances, and positioning and mounting hole information of each component are input into the deviation analysis software;

[0059] S200-1-2: Based on the deviation analysis software and the input dimensions, tolerances and information on positioning and mounting holes, the dimension chain is calculated to calculate the tolerance range of the powertrain relative to the wheel center point in the X, Y and Z directions.

[0060] In this embodiment, advanced three-dimensional modeling software (such as CATIA, SolidWorks, UG, etc.) is used to build an accurate simulation model of the powertrain and chassis. This step requires detailed and accurate reflection of the structure and dimensional characteristics of the actual product. Subsequently, the size, tolerance and positioning installation hole information of each component are input into a special deviation analysis software (such as 3DCS, VSA, etc.). Through three-dimensional modeling, an accurate geometric reference is provided for subsequent dimension chain analysis and tolerance calculation. The size, tolerance and positioning information of the components are integrated into the deviation analysis software, which facilitates the subsequent automated analysis. The three-dimensional model intuitively shows the structure of the powertrain and chassis, which helps engineers to better understand and analyze. In the deviation analysis software, based on the previously input size, tolerance and positioning installation hole information, the dimension chain is calculated in detail. This step involves accumulating and analyzing the tolerances of each link in the dimension chain to clarify the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y and Z. Through the dimension chain calculation, the tolerance range of the powertrain in three directions can be accurately obtained, providing an accurate basis for subsequent design and manufacturing. Clear tolerance ranges help engineers optimize the design of the powertrain and chassis to ensure that the drive shaft angle meets the theoretical design requirements. Accurate tolerance calculations help improve the assembly quality of the powertrain and chassis and reduce assembly problems caused by tolerances.

[0061] For example, based on the deviation analysis software and the input dimensions, tolerances, and information on positioning and mounting holes, the dimension chain is calculated to calculate the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y, and Z (X = ±10mm, Y = ±5mm, Z = ±10mm), see Table 1 above, determine the maximum and minimum angles of the transmission shaft that may appear within the tolerance range of the powertrain relative to the wheel center point, the distribution range of the transmission shaft angle α = 1.77° ~ 4.4°, and judge that the maximum exceeds the allowable range by 0.4° (in the industry, the transmission shaft angle design requirement is less than or equal to 4°). Therefore, the layout hard points of the powertrain need to be optimized.

[0062] Furthermore, in one embodiment, before S100, the following steps are included:

[0063] S000: Arrange the powertrain model and determine the layout hard points of the powertrain model, obtain the drive shaft angle and slip amount of the suspension model under different states, and if the drive shaft angle and slip amount are not within the design requirements, adjust the layout hard points of the powertrain model until a powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle is obtained.

[0064] In this embodiment, the powertrain model and the suspension model are both installed on the chassis model. First, it is necessary to determine the key installation and support points of the powertrain, i.e., the hard points. These hard points usually include engine suspension points, transmission support points, etc., which have a decisive influence on the position and posture of the powertrain. Based on the determined powertrain hard points, the angle between the drive shaft and the reference plane (such as a horizontal plane or a vertical plane) is calculated using geometric relationships or simulation software. This angle needs to meet the theoretical design requirements to ensure the efficiency and stability of the transmission system. By arranging and determining the powertrain hard points, a benchmark is provided for the subsequent calculation of the drive shaft angle and the powertrain layout. The calculated drive shaft angle needs to meet the theoretical design requirements. A simulation model of the suspension system is established using simulation software (such as ADAMS, LMS Virtual.Lab, etc.). This model needs to be able to accurately reflect the motion state of the suspension under different working conditions. Through simulation analysis, the changes in the drive shaft angle and slip amount of the suspension under different states (such as acceleration, braking, turning, etc.) are obtained. If the transmission shaft angle and slippage are not within the design requirements, the powertrain layout hard points need to be adjusted. The purpose of the adjustment is to make the transmission shaft angle and slippage meet the design requirements, so that the transmission shaft angle needs to meet the theoretical design standards for the powertrain and chassis system, and the correct powertrain X-direction tolerance-transmission shaft angle change curve, Y-direction tolerance-transmission shaft angle change curve, and Z-direction tolerance-transmission shaft angle change curve can be drawn.

[0065] In a second aspect, an embodiment of the present application further provides a transmission shaft angle optimization device, the transmission shaft angle optimization device comprising: a calculation module, which is used to draw a tolerance-transmission shaft angle change curve diagram of the powertrain relative to the wheel center point in the three directions of X, Y, and Z based on a powertrain and chassis system model that meets the theoretical design requirements of the transmission shaft angle, and identify the tolerance direction with the greatest sensitivity to the transmission shaft angle; a judgment module, which is used to determine the distribution range of the transmission shaft angle within the tolerance range based on the tolerance-transmission shaft angle change curve diagram in the three directions of X, Y, and Z and the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, and judge whether the distribution range of the transmission shaft angle exceeds the theoretical design requirements; an adjustment and optimization module, which is used to adjust the layout hard points of the powertrain model in the tolerance direction with the greatest sensitivity to the transmission shaft angle when it is judged that the distribution range of the transmission shaft angle exceeds the theoretical design requirements, until the distribution range of the transmission shaft angle meets the theoretical design requirements.

[0066] In combination with the second aspect, in one embodiment, the calculation module is also used to set △X, △Y and △Z to represent the position deviations of the powertrain in the three directions of X, Y and Z respectively and as variables based on a powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle; use the suspension model to calculate the drive shaft angle value under different states, and draw the X-direction tolerance-drive shaft angle change curve diagram, Y-direction tolerance-drive shaft angle change curve diagram and Z-direction tolerance-drive shaft angle change curve diagram of the powertrain relative to the wheel center point based on the calculation results, and identify the tolerance direction with the highest sensitivity to the drive shaft angle.

[0067] Among them, the functional implementation of each module in the above-mentioned transmission shaft angle optimization device corresponds to the various steps in the above-mentioned transmission shaft angle optimization method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0068] In a third aspect, an embodiment of the present application provides a transmission shaft angle optimization device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0069] Reference Figure 5 , Figure 5 Schematic diagram of the hardware structure of the transmission shaft angle optimization device involved in the embodiment of the present application. In the embodiment of the present application, the transmission shaft angle optimization device may include a processor, a memory, a communication interface and a communication bus.

[0070] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0071] The communication interface includes input / output (I / O) interface, physical interface and logical interface, etc., which are used to realize the interconnection of devices inside the transmission shaft angle optimization device, and the interface used to realize the interconnection between the transmission shaft angle optimization device and other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0072] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0073] The processor may be a general-purpose processor, and the general-purpose processor may call the transmission shaft angle optimization program stored in the memory and execute the transmission shaft angle optimization method provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the transmission shaft angle optimization program is called may refer to the various embodiments of the transmission shaft angle optimization method of the present application, which will not be repeated here.

[0074] Those skilled in the art will understand that Figure 5 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0075] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0076] A transmission shaft angle optimization program is stored on a readable storage medium of the present application, wherein when the transmission shaft angle optimization program is executed by a processor, the steps of the transmission shaft angle optimization method as described above are implemented.

[0077] Among them, the method implemented when the transmission shaft angle optimization program is executed can refer to the various embodiments of the transmission shaft angle optimization method of the present application, and will not be repeated here.

[0078] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0079] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0080] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0081] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0082] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0083] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0084] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A transmission shaft angle optimization method, characterized in that: The transmission shaft angle optimization method comprises: Based on the powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle, the tolerance-drive shaft angle variation curve of the powertrain relative to the wheel center in the three directions of X, Y, and Z is drawn, and the tolerance direction with the greatest sensitivity to the drive shaft angle is identified; According to the tolerance-drive shaft angle variation curve in the three directions of X, Y, and Z and the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, determine the distribution range of the drive shaft angle within the tolerance range, and judge whether the distribution range of the drive shaft angle exceeds the theoretical design requirements; If so, the arrangement hard points of the powertrain model are adjusted in the tolerance direction where the transmission shaft angle is most sensitive until the distribution range of the transmission shaft angle meets the theoretical design requirements.

2. The transmission shaft angle optimization method according to claim 1, characterized in that: The powertrain and chassis system model that meets the theoretical design requirements of the transmission shaft angle is used to draw a tolerance-transmission shaft angle change curve of the powertrain relative to the wheel center point in the three directions of X, Y, and Z, and identify the tolerance direction with the greatest sensitivity to the transmission shaft angle, including: Based on the powertrain and chassis system model that meets the theoretical design requirements of the transmission shaft angle, △X, △Y and △Z are set to represent the position deviation of the powertrain in the three directions of X, Y and Z respectively and used as variables; The suspension model is used to calculate the transmission shaft angle value under different position deviations, and the X-direction tolerance-transmission shaft angle change curve diagram, Y-direction tolerance-transmission shaft angle change curve diagram and Z-direction tolerance-transmission shaft angle change curve diagram of the powertrain relative to the wheel center point are plotted based on the calculation results, and the tolerance direction with the greatest sensitivity to the transmission shaft angle is identified.

3. The transmission shaft angle optimization method according to claim 1, characterized in that: The method of identifying the tolerance direction with the greatest sensitivity to the transmission shaft angle includes: Based on the tolerance-drive shaft angle variation curve of the powertrain relative to the wheel center in the X, Y, and Z directions, determine the impact of the drive shaft angle in the X, Y, and Z directions under the same tolerance. The direction with the greatest impact is the tolerance direction with the greatest sensitivity.

4. The transmission shaft angle optimization method according to claim 1, characterized in that: The method for calculating the tolerance range of the power assembly relative to the wheel center point in the three directions of X, Y, and Z includes: The dimension chain analysis is carried out on the components and positioning holes of the powertrain and chassis system model that meet the theoretical design requirements of the transmission shaft angle, and the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z axis directions is calculated.

5. The transmission shaft angle optimization method according to claim 4, characterized in that: The dimension chain analysis of the components and positioning holes of the powertrain and chassis system model that meet the theoretical design requirements of the transmission shaft angle is performed to calculate the tolerance range of the powertrain relative to the wheel center point in the three axis directions of X, Y, and Z, including: The simulation model of the powertrain and chassis is built based on 3D software, and the size, tolerance and positioning and mounting hole information of each component are input into the deviation analysis software; Based on the deviation analysis software and the input dimensions, tolerances and information on positioning and mounting holes, the dimension chain is calculated to calculate the tolerance range of the powertrain relative to the wheel center in the X, Y and Z directions.

6. The transmission shaft angle optimization method according to claim 1, characterized in that: Before drawing the tolerance-drive shaft angle variation curve diagram of the powertrain relative to the wheel center point in the three directions of X, Y, and Z based on the powertrain and chassis system model that meets the drive shaft angle theoretical design requirements and identifying the tolerance direction with the greatest sensitivity to the drive shaft angle, the following steps are included: Arrange the powertrain model and determine the layout hard points of the powertrain model, obtain the drive shaft angle and slip amount of the suspension model under different states, and if the drive shaft angle and slip amount are not within the design requirements, adjust the layout hard points of the powertrain model until the powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle is obtained.

7. A transmission shaft angle optimization device, characterized in that: The transmission shaft angle optimization device comprises: A calculation module is used to draw a tolerance-drive shaft angle variation curve diagram of the powertrain relative to the wheel center in the three directions of X, Y, and Z based on a powertrain and chassis system model that meets the drive shaft angle theoretical design requirements, and identify the tolerance direction with the greatest sensitivity to the drive shaft angle; A judgment module is used to determine the distribution range of the transmission shaft angle within the tolerance range according to the tolerance-transmission shaft angle change curve in the three directions of X, Y and Z and the tolerance range of the powertrain relative to the wheel center point in the three directions of X, Y and Z, and to judge whether the distribution range of the transmission shaft angle exceeds the theoretical design requirements; The adjustment optimization module is used to adjust the layout hard points of the powertrain model in the tolerance direction with the greatest sensitivity to the transmission shaft angle when it is determined that the distribution range of the transmission shaft angle exceeds the theoretical design requirements, until the distribution range of the transmission shaft angle meets the theoretical design requirements.

8. The transmission shaft angle optimization device according to claim 7, characterized in that: The calculation module is also used to set △X, △Y and △Z to represent the position deviation of the powertrain in the three directions of X, Y and Z respectively and as variables based on the powertrain and chassis system model that meets the theoretical design requirements of the transmission shaft angle; The suspension model is used to calculate the transmission shaft angle value under different conditions, and the X-direction tolerance-transmission shaft angle change curve diagram, Y-direction tolerance-transmission shaft angle change curve diagram and Z-direction tolerance-transmission shaft angle change curve diagram of the powertrain relative to the wheel center point are plotted based on the calculation results, and the tolerance direction with the greatest sensitivity to the transmission shaft angle is identified.

9. A transmission shaft angle optimization device, characterized in that: The transmission shaft angle optimization device includes a processor, a memory, and a transmission shaft angle optimization program stored in the memory and executable by the processor, wherein when the transmission shaft angle optimization program is executed by the processor, the steps of the transmission shaft angle optimization method as described in any one of claims 1 to 6 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a transmission shaft angle optimization program, wherein when the transmission shaft angle optimization program is executed by a processor, the steps of the transmission shaft angle optimization method according to any one of claims 1 to 6 are implemented.

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