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

Abstract

The transmission shaft included angle optimization method, device, equipment and computer readable storage medium, transmission shaft included angle optimization method includes: based on meeting the power assembly and chassis system model of transmission shaft included angle theoretical design requirement, draw the tolerance-transmission shaft included angle change curve diagram of power assembly relative to wheel center point in X, Y, Z three directions, and identify the tolerance direction with the most sensitive degree of transmission shaft included angle;According to the tolerance-transmission shaft included angle change curve diagram of X, Y, Z three directions and the tolerance range of power assembly relative to wheel center point in X, Y, Z three directions, determine the distribution range of transmission shaft included angle in the tolerance range, and judge whether the distribution range of transmission shaft included angle exceeds the theoretical design requirement;If yes, adjust the arrangement hard point of power assembly model in the tolerance direction with the most sensitive degree of transmission shaft included angle until the distribution range of transmission shaft included angle meets the theoretical design requirement. For sensitive direction optimization, effectively solve the problem and improve the optimization efficiency.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a method, apparatus, device, and computer-readable storage medium for optimizing the included angle of a driveshaft. Background Technology

[0002] Within the engine compartment, due to limitations in layout space and structure, the differential shaft of the gearbox and the wheel hub bearing unit are often neither on the same straight line nor on the same plane. The drive shaft connecting the gearbox and the wheel hub will form a certain angle with the inner and outer ball joints, i.e., the drive shaft angle. Generally, it is required that this angle be ≤4° for fuel vehicles and ≤2° for pure electric vehicles under design conditions. When the drive shaft angle exceeds the limit, it is easy to cause problems such as steering wheel vibration and reduced transmission efficiency.

[0003] In related technologies, when assembling the powertrain and suspension, they are typically mounted separately on the vehicle body-in-white, with the welded body-in-white serving as a reference for positioning. However, due to the welding precision of the body-in-white itself, the mounting holes have certain tolerances, causing the relative positional relationship between the powertrain and suspension to deviate from the theoretical design value after installation, and the driveshaft angle to exceed the allowable design limit. To meet the transmission angle requirements, the common practice is to use a coordinate measuring machine (CMM) scan after installation to verify whether the actual vehicle's driveshaft angle meets the requirements. When there is a significant deviation between the actual vehicle and the theoretical design value, the positioning of the body welding fixture is adjusted to meet the relative positional relationship between the powertrain and suspension. Alternatively, the production line can be modified to directly design dedicated fixtures, integrating the powertrain and chassis components onto these fixtures during the manufacturing stage to improve the relative positional accuracy between the transmission and chassis components, ensuring that the driveshaft angle remains within the allowable range.

[0004] However, relying on a high-precision body-in-white, low-tolerance chassis parts, and repeatedly adjusting to meet the relative positional relationship between the powertrain and the wheel hub to achieve the required drive shaft angle is time-consuming and troublesome, which contradicts the needs of various automakers to shorten the development cycle. Summary of the Invention

[0005] This application provides a method, apparatus, device, and computer-readable storage medium for optimizing the driveshaft angle. It can solve the technical problem in the related technology that relies on a high-precision body-in-white, low-tolerance chassis parts, and repeated adjustments to meet the relative positional relationship between the powertrain and the wheel hub to achieve the required driveshaft angle. This is time-consuming and troublesome, and contradicts the needs of various car companies to shorten the development cycle.

[0006] In a first aspect, embodiments of this application provide a method for optimizing the included angle of a transmission shaft, the method comprising:

[0007] Based on the powertrain and chassis system model that meets the theoretical design requirements of the driveshaft angle, the tolerance-driveshaft angle variation curves of the powertrain relative to the wheel center point in the X, Y, and Z directions are plotted, and the tolerance direction with the greatest sensitivity to the driveshaft angle is identified.

[0008] Based on the tolerance-drive shaft angle variation curves in the X, Y, and Z directions and 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 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, adjust the arrangement of 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.

[0010] In conjunction with the first aspect, in one implementation, based on the powertrain and chassis system model that meets the theoretical design requirements of the driveshaft angle, the tolerance-driveshaft angle variation curves of the powertrain relative to the wheel center point in the X, Y, and Z directions are plotted, and the tolerance direction with the greatest sensitivity to the driveshaft angle is identified, 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 positional deviations of the powertrain in the X, Y and Z directions, respectively, and are used as variables.

[0012] The drive shaft angle under different conditions was calculated using a suspension model. Based on the calculation results, curves showing the variation of the X-direction tolerance and drive shaft angle relative to the wheel center point of the powertrain were plotted. The tolerance direction with the greatest sensitivity to the drive shaft angle was also identified.

[0013] In conjunction with the first aspect, in one embodiment, identifying the tolerance direction with the highest sensitivity to the included angle of the drive shaft includes:

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

[0015] In conjunction with the first aspect, in one embodiment, the method for calculating the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions includes:

[0016] Dimension chain analysis was performed on the components and positioning mounting holes of the powertrain and chassis system model that meet the theoretical design requirements of the drive shaft angle, and the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z axis directions was calculated.

[0017] In conjunction with the first aspect, in one embodiment, the dimensional chain analysis of the components and positioning mounting holes of the powertrain and chassis system model that meet the theoretical design requirements of the driveshaft angle, and the calculation of the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z axis directions, includes:

[0018] The simulation models of the powertrain and chassis are built using 3D software, and the dimensions, tolerances, 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 positioning mounting hole information, a dimensional chain calculation is performed to determine the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions.

[0020] In conjunction with the first aspect, in one embodiment, before plotting the tolerance-drive shaft angle variation curves of the powertrain relative to the wheel center point in the X, Y, and Z directions 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 following steps are included:

[0021] Arrange the powertrain model and determine the hard points of the powertrain model arrangement. Obtain the drive shaft angle and slip in different states of the suspension model. If the drive shaft angle and slip are not within the design requirements, adjust the hard points of the powertrain model arrangement until a powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle is obtained.

[0022] Secondly, embodiments of this application provide a drive shaft angle optimization device, the drive shaft angle optimization device comprising:

[0023] The calculation module is used to plot the tolerance-drive shaft angle variation curves of the powertrain relative to the wheel center point in the X, Y, and Z directions based on the powertrain and chassis system model that meets the theoretical design requirements of the drive shaft angle, and to identify the tolerance direction with the greatest sensitivity to the drive shaft angle.

[0024] The judgment module is used to determine the distribution range of the transmission shaft angle within the tolerance range based on the tolerance-transmission shaft angle variation curves in the X, Y, and Z directions and the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions, and to determine whether the distribution range of the transmission shaft angle exceeds the theoretical design requirements.

[0025] The adjustment and optimization module is used to adjust the arrangement of hard points of the powertrain model in the tolerance direction with the greatest sensitivity of 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 conjunction with the second aspect, in one embodiment, the calculation module is further used to set △X, △Y, and △Z to represent the positional deviations of the powertrain in the X, Y, and Z directions, respectively, based on the powertrain and chassis system model that meets the theoretical design requirements of the driveshaft angle, and to use these as variables; to calculate the driveshaft angle values ​​under different conditions using the suspension model, and to plot the X-direction tolerance-driveshaft angle variation curves, Y-direction tolerance-driveshaft angle variation curves, and Z-direction tolerance-driveshaft angle variation curves relative to the wheel center point based on the calculation results, and to identify the tolerance direction with the greatest sensitivity to the driveshaft angle.

[0027] Thirdly, embodiments of this application provide a drive shaft angle optimization device, which includes a processor, a memory, and a drive shaft angle optimization program stored in the memory and executable by the processor. When the drive shaft angle optimization program is executed by the processor, it implements the steps of the drive shaft angle optimization method as described in some of the above embodiments.

[0028] Fourthly, embodiments of this application provide a computer-readable storage medium storing a drive shaft angle optimization program, wherein when the drive shaft angle optimization program is executed by a processor, it implements the steps of the drive shaft angle optimization method as described in some of the above embodiments.

[0029] The beneficial effects of the technical solutions provided in this application include:

[0030] By plotting the tolerance-driveshaft angle variation curves of the powertrain relative to the wheel center point in the X, Y, and Z directions, and identifying the tolerance direction with the highest sensitivity to the driveshaft angle, the curves clearly show the relationship between tolerance changes and the driveshaft angle, facilitating visualization analysis. The curves accurately reflect which tolerance range has the most significant impact on the driveshaft angle, providing a precise basis for subsequent optimization adjustments. By identifying the tolerance direction with the highest sensitivity to the driveshaft angle, the distribution range of the driveshaft angle is determined within the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions. It is then determined whether the distribution range of the driveshaft angle exceeds the theoretical design requirements. If so, the hard points of the powertrain model are adjusted in the tolerance direction with the highest sensitivity to the driveshaft angle until the distribution range of the driveshaft angle meets the theoretical design requirements. Optimization adjustments targeting the sensitive direction can more effectively solve problems, improve optimization efficiency, reduce the impact of tolerance changes on the driveshaft angle, and enhance the stability of the transmission system. During the design phase, it effectively avoids problems such as steering wheel vibration caused by the transmission shaft angle exceeding the design allowable value due to manufacturing tolerances and other reasons. Attached Figure Description

[0031] Figure 1 This is a flowchart illustrating an embodiment of the drive shaft angle optimization method of this application;

[0032] Figure 2 This is a graph showing the variation of the X-axis tolerance of the powertrain relative to the wheel center point and the included angle of the drive shaft in this application.

[0033] Figure 3 This is a curve showing the variation of the Y-axis tolerance of the powertrain relative to the wheel center point in this application, along with the included angle of the drive shaft.

[0034] Figure 4 This is a curve showing the variation of the Z-axis tolerance of the powertrain relative to the wheel center point in this application with the included angle of the drive shaft.

[0035] Figure 5 This is a schematic diagram of the hardware structure of the drive shaft angle optimization device involved in the embodiments of this application. Detailed Implementation

[0036] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0038] In a first aspect, embodiments of this application provide a method for optimizing the included angle of a transmission shaft.

[0039] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the drive shaft angle optimization method of this application. Figure 1 As shown, the optimization method for the included angle of the drive shaft includes:

[0040] S100: Based on the powertrain and chassis system model that meets the theoretical design requirements of the driveshaft angle, plot the tolerance-driveshaft angle variation curves of the powertrain relative to the wheel center point in the X, Y, and Z directions, and identify the tolerance direction with the greatest sensitivity to the driveshaft angle.

[0041] S200: Based on the tolerance-drive shaft angle variation curves in the X, Y, and Z directions and 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 drive shaft angle within the tolerance range and judge whether the distribution range of the drive shaft angle exceeds the theoretical design requirements.

[0042] S300: If so, adjust the arrangement of hard points of the powertrain model 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.

[0043] In this embodiment, in stage S100, the main technical approach is to calculate and plot the relationship curves between the tolerances and the driveshaft angle of the powertrain model in different directions (X, Y, and Z). Computer-aided design (CAD) and simulation software can be used to accurately simulate these changes and generate corresponding tolerance-driveshaft angle variation curves. These curves visually demonstrate how the driveshaft angle changes with the tolerances of the powertrain model in different directions, providing fundamental data for subsequent analysis and optimization. This provides a clear direction and basis for optimization adjustments in stage S300, making the optimization work more targeted and efficient. In stage S300, the main technical approach is to identify the tolerance direction with the highest sensitivity to the driveshaft angle based on the curves generated in stage S100. This typically involves a detailed analysis of the curves, comparing the influence of tolerances in different directions on the driveshaft angle. Once the sensitive direction is determined, the hard points of the powertrain model's layout can be optimized and adjusted. Within the tolerance range of the powertrain's relative wheel center point in the X, Y, and Z directions, the distribution range of the driveshaft angle is determined. It is then determined whether this distribution range exceeds the theoretical design requirements. If so, the hard points of the powertrain model are adjusted in the tolerance direction where the driveshaft angle is most sensitive, until the distribution range meets the theoretical design requirements. Optimization adjustments are made specifically in sensitive directions, which more effectively solves the problem, improves optimization efficiency, reduces the impact of tolerance variations on the driveshaft angle, and enhances the stability of the transmission system. This effectively avoids problems such as steering wheel vibration caused by driveshaft angles exceeding design allowable values ​​due to manufacturing tolerances during the design phase.

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

[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 positional deviation of the powertrain in the X, Y and Z directions respectively and are used as variables;

[0046] S100-2: Calculate the drive shaft angle under different conditions using the suspension model, and plot the X-direction tolerance-drive shaft angle variation curves, Y-direction tolerance-drive shaft angle variation curves, and Z-direction tolerance-drive shaft angle variation curves relative to the wheel center point of the powertrain based on the calculation results, and identify the tolerance direction with the greatest sensitivity to the drive shaft angle.

[0047] In this embodiment, in stage S100-1, the main technical approach is to define the positional deviations of the powertrain model in the X, Y, and Z directions, and represent these deviations as variables for subsequent analysis using ΔX, ΔY, and ΔZ, respectively. This step ensures that subsequent analysis has a clear foundation and framework, enabling accurate tolerance analysis. By setting ΔX, ΔY, and ΔZ, the analysis range of the powertrain positional deviations is defined, providing clear boundary conditions for subsequent calculations and plotting. Quantifying the positional deviations into specific variables makes the subsequent analysis process simpler and more efficient. Clear variable setting helps reduce errors and uncertainties in the analysis process and improves the accuracy of the analysis results. In stage S200-2, the main technical approach is to use the suspension model to calculate the driveshaft angle values ​​under different positional deviations (ΔX, ΔY, ΔZ). This involves detailed modeling and simulation of the suspension system to simulate the impact of powertrain positional deviations on the driveshaft angle. Based on the calculation results, curves depicting the variations in X-axis tolerance and driveshaft angle were plotted, as well as those in the Y-axis and Z-axis. These curves visually demonstrate the impact of powertrain positional deviations on the driveshaft angle, allowing engineers to clearly see the angle changes under different tolerances. The curves not only show the trend but also precisely quantify the relationship between positional deviations and the driveshaft angle, providing accurate data support for subsequent optimization and adjustments. Based on the analysis results from these curves, engineers can more effectively optimize the design of the powertrain and chassis system to ensure that the driveshaft angle meets theoretical design requirements.

[0048] For example, see Table 1 below. The transmission shaft angle corresponding to the tolerance changes in the X, Y, and Z directions is as follows, with each unit being 5mm. For instance, when the tolerance in the X direction is +15mm, the transmission shaft angle is 1.19°.

[0049]

[0050] Table 1

[0051] Based on Table 1, plot the X-axis tolerance-drive shaft angle variation curves, the Y-axis tolerance-drive shaft angle variation curves, and the Z-axis tolerance-drive shaft angle variation curves, as follows: Figure 2 The curve showing the variation of the X-axis tolerance and the transmission shaft angle is given by the function curve f(x) = -1.32x + 3.09. Figure 3 The curve showing the variation of the Y-axis tolerance and the transmission shaft angle is given by the function curve f(x) = -0.06x + 3.09. Figure 4 The Z-axis tolerance-drive shaft angle variation curve shown has a function curve f(x) = -0.0028x. 2+0.01x+3.09 shows that the tolerance influence factor value is the largest in the X direction.

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

[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 magnitude of the influence on the drive shaft angle in the X, Y, and Z directions under the same tolerance. The direction with the greatest influence is the tolerance direction with the greatest sensitivity.

[0054] In this embodiment, we carefully examine the changes in the drive shaft angle in the X, Y, and Z directions as the tolerance changes. Observe the slope of the curves; a steeper slope indicates a greater impact of the tolerance on the drive shaft angle in that direction. Compare the curves in the X, Y, and Z directions to observe which direction shows the most significant change in the drive shaft angle under the same tolerance variation. The slope or change in the curves in each direction can be compared through calculation or visual inspection. Based on the comparison results, determine the direction that has the greatest impact on the drive shaft angle under the same tolerance; this is the tolerance direction with the highest sensitivity.

[0055] Furthermore, in one embodiment, step S200 includes the following steps:

[0056] S200-1: Perform dimensional chain analysis on the components and positioning mounting holes of the powertrain and chassis system model that meet the theoretical design requirements of the drive 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, S200-1 includes the following steps:

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

[0059] S200-1-2: Based on the deviation analysis software and the input dimensions, tolerances, and positioning mounting hole information, perform dimensional chain calculations to determine the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions.

[0060] In this embodiment, advanced 3D modeling software (such as CATIA, SolidWorks, UG, etc.) is used to construct accurate simulation models of the powertrain and chassis. This step requires a detailed and accurate representation of the actual product's structural and dimensional characteristics. Subsequently, the dimensions, tolerances, and positioning mounting hole information of each component are input into specialized deviation analysis software (such as 3DCS, VSA, etc.). 3D modeling provides a precise geometric benchmark for subsequent dimensional chain analysis and tolerance calculations. Integrating the component dimensions, tolerances, and positioning information into the deviation analysis software facilitates subsequent automated analysis. The 3D model intuitively displays the structure of the powertrain and chassis, helping engineers to better understand and analyze it. In the deviation analysis software, based on the previously input dimensions, tolerances, and positioning mounting hole information, detailed dimensional chain calculations are performed. This step involves accumulating and analyzing the tolerances of each link in the dimensional chain to clarify the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions. Through dimensional chain calculations, the tolerance range of the powertrain in the three directions can be accurately determined, providing an accurate basis for subsequent design and manufacturing. Clearly defined tolerance ranges help engineers optimize the design of powertrains and chassis to ensure that the driveshaft angle meets theoretical design requirements. Precise tolerance calculations help improve the assembly quality of powertrains and chassis, reducing assembly problems caused by tolerances.

[0061] For example, based on deviation analysis software and the input dimensions, tolerances, and positioning mounting hole information, a dimensional chain calculation is performed to determine the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions (X = ±10mm, Y = ±5mm, Z = ±10mm), as shown in Table 1 above. The maximum and minimum included angles of the driveshaft relative to the wheel center point within this tolerance range are determined. The distribution range of the driveshaft included angle α = 1.77° to 4.4° is determined to exceed the allowable range by 0.4° (in the industry, the design requirement for the included angle of the driveshaft is less than or equal to 4°). Therefore, the hard point of the powertrain layout needs to be optimized.

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

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

[0064] In this embodiment, both the powertrain model and the suspension model are mounted on the chassis model. First, the key mounting and support points of the powertrain, i.e., hard points, need to be determined. These hard points typically include engine suspension points, transmission support points, etc., and they have a decisive influence on the position and attitude of the powertrain. Based on the determined powertrain hard points, the angle between the driveshaft and a reference plane (such as a horizontal or vertical plane) is calculated using geometric relationships or simulation software. This angle needs to meet 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 subsequent calculations of the driveshaft angle and the powertrain layout. The calculated driveshaft angle needs to meet 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 accurately reflect the motion state of the suspension under different operating conditions. Through simulation analysis, the changes in the driveshaft angle and slip of the suspension under different states (such as acceleration, braking, cornering, etc.) are obtained. If the driveshaft angle and slippage are not within the design requirements, the hard points of the powertrain layout need to be adjusted. The purpose of the adjustment is to ensure that the driveshaft angle and slippage meet the design requirements, so that the correct powertrain X-axis tolerance-driveshaft angle variation curves, Y-axis tolerance-driveshaft angle variation curves, and Z-axis tolerance-driveshaft angle variation curves can be drawn based on the powertrain and chassis system, which must meet the theoretical design standards for the driveshaft angle.

[0065] Secondly, this application also provides a driveshaft angle optimization device, which includes: a calculation module, which is used to plot the tolerance-driveshaft angle variation curves of the powertrain relative to the wheel center point in the X, Y, and Z directions based on a powertrain and chassis system model that meets the theoretical design requirements for the driveshaft angle, and to identify the tolerance direction with the greatest sensitivity to the driveshaft angle; a judgment module, which is used to determine the distribution range of the driveshaft angle within the tolerance range based on the tolerance-driveshaft angle variation curves in the X, Y, and Z directions and the tolerance range of the powertrain relative to the wheel center point in the X, Y, and Z directions, and to determine whether the distribution range of the driveshaft angle exceeds the theoretical design requirements; and an adjustment optimization module, which is used to adjust the arrangement of hard points of the powertrain model in the tolerance direction with the greatest sensitivity to the driveshaft angle when it is determined that the distribution range of the driveshaft angle exceeds the theoretical design requirements, until the distribution range of the driveshaft angle meets the theoretical design requirements.

[0066] In conjunction with the second aspect, in one embodiment, the calculation module is further used to set △X, △Y, and △Z to represent the positional deviations of the powertrain in the X, Y, and Z directions, respectively, based on the powertrain and chassis system model that meets the theoretical design requirements of the driveshaft angle, and to use these as variables; to calculate the driveshaft angle values ​​under different conditions using the suspension model, and to plot the X-direction tolerance-driveshaft angle variation curves, Y-direction tolerance-driveshaft angle variation curves, and Z-direction tolerance-driveshaft angle variation curves relative to the wheel center point based on the calculation results, and to identify the tolerance direction with the greatest sensitivity to the driveshaft angle.

[0067] The functions of each module in the aforementioned drive shaft angle optimization device correspond to the steps in the aforementioned drive shaft angle optimization method embodiment, and their functions and implementation processes will not be described in detail here.

[0068] Thirdly, embodiments of this application provide a drive shaft angle optimization device, which can be a device with data processing capabilities such as a personal computer (PC), a laptop computer, or a server.

[0069] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of the drive shaft angle optimization device involved in the embodiments of this application. In the embodiments of this application, the drive shaft angle optimization device may include a processor, a memory, a communication interface, and a communication bus.

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

[0071] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the drive shaft angle optimization device, as well as interfaces used for interconnecting the drive shaft angle optimization device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0072] 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 can be a general-purpose processor, which can call the drive shaft angle optimization program stored in the memory and execute the drive shaft angle optimization method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the drive shaft angle optimization program is called can be referred to in the various embodiments of the drive shaft angle optimization method of this application, and will not be repeated here.

[0074] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0075] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0076] The present application has a readable storage medium storing a drive shaft angle optimization program, wherein when the drive shaft angle optimization program is executed by a processor, the steps of the drive shaft angle optimization method described above are implemented.

[0077] The method implemented when the drive shaft angle optimization program is executed can be referred to in various embodiments of the drive shaft angle optimization method of this application, and will not be repeated here.

[0078] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0079] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0080] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0081] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0082] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish 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 sequentially or in parallel, and these operations or steps may be combined.

[0083] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0084] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method of optimizing the angle of a propeller shaft, characterized in that, The drive shaft angle optimization method comprises: Based on the powertrain and chassis system model meeting the theoretical design requirements of the drive shaft angle, the tolerance-drive shaft angle change curve diagram of the powertrain relative to the wheel center point in X, Y and Z directions is drawn, and the tolerance direction with the most sensitive drive shaft angle is identified; According to the tolerance-drive shaft angle change curve diagram in X, Y and Z directions and the tolerance range of the powertrain relative to the wheel center point in X, Y and Z directions, the distribution range of the drive shaft angle within the tolerance range is determined, and whether the distribution range of the drive shaft angle exceeds the theoretical design requirements is judged; If yes, the arrangement hard point of the powertrain model is adjusted in the tolerance direction with the most sensitive drive shaft angle until the distribution range of the drive shaft angle meets the theoretical design requirements. The tolerance direction with the most sensitive drive shaft angle is identified, which comprises: According to the tolerance-drive shaft angle change curve diagram of the powertrain relative to the wheel center point in X, Y and Z directions, the influence of the same tolerance on the drive shaft angle in X, Y and Z directions is determined, and the direction with the greatest influence is the tolerance direction with the most sensitive drive shaft angle.

2. The drive shaft angle optimization method according to claim 1, wherein The tolerance-drive shaft angle change curve diagram of the powertrain relative to the wheel center point in X, Y and Z directions is drawn based on the powertrain and chassis system model meeting the theoretical design requirements of the drive shaft angle, and the tolerance direction with the most sensitive drive shaft angle is identified, which comprises: Based on the powertrain and chassis system model meeting the theoretical design requirements of the drive shaft angle, set △X, △Y and △Z to represent the position deviation of the powertrain in X, Y and Z directions respectively and as variables; The drive shaft angle values under different position deviations are calculated by using the suspension model, and the X-direction tolerance-drive shaft angle change curve diagram, the Y-direction tolerance-drive shaft angle change curve diagram and the Z-direction tolerance-drive shaft angle change curve diagram of the powertrain relative to the wheel center point are drawn according to the calculation results, and the tolerance direction with the most sensitive drive shaft angle is identified.

3. The drive shaft angle optimization method according to claim 1, wherein The calculation method of the tolerance range of the powertrain relative to the wheel center point in X, Y and Z directions comprises: The size chain analysis is performed on the parts and positioning mounting holes of the powertrain and chassis system model meeting the theoretical design requirements of the drive shaft angle, and the tolerance range of the powertrain relative to the wheel center point in X, Y and Z directions is calculated.

4. The drive shaft angle optimization method according to claim 3, wherein The size chain analysis is performed on the parts and positioning mounting holes of the powertrain and chassis system model meeting the theoretical design requirements of the drive shaft angle, and the tolerance range of the powertrain relative to the wheel center point in X, Y and Z directions is calculated, which comprises: Based on the simulation model of the powertrain and chassis constructed by the three-dimensional software, the size, tolerance and positioning mounting hole information of each part are input into the deviation analysis software; Based on the deviation analysis software and the inputted size, tolerance and locating hole information, the size chain calculation is performed to calculate the tolerance range of the power assembly relative to the wheel center point in X, Y and Z directions.

5. The method of claim 1, wherein, Before drawing the tolerance-transmission shaft angle variation curve of the power assembly relative to the wheel center point in X, Y and Z directions based on the power assembly and chassis system model meeting the theoretical design requirement of the transmission shaft angle, comprising: arranging the power assembly model and determining the arrangement hard points of the power assembly model, obtaining the transmission shaft angle and slip amount of the suspension model in different states, if the transmission shaft angle and slip amount are not in the range of the design requirement, adjusting the arrangement hard points of the power assembly model until the power assembly and chassis system model meeting the theoretical design requirement of the transmission shaft angle are obtained.

6. A drive shaft angle optimization device characterized by, The transmission shaft angle optimization device comprises: a calculation module for drawing the tolerance-transmission shaft angle variation curve of the power assembly relative to the wheel center point in X, Y and Z directions based on the power assembly and chassis system model meeting the theoretical design requirement of the transmission shaft angle, and identifying the tolerance direction with the most sensitive degree of the transmission shaft angle; a judgment module for determining the distribution range of the transmission shaft angle within the tolerance range according to the tolerance-transmission shaft angle variation curve in X, Y and Z directions and the tolerance range of the power assembly relative to the wheel center point in X, Y and Z directions, and judging whether the distribution range of the transmission shaft angle exceeds the theoretical design requirement; an adjustment and optimization module for adjusting the arrangement hard points of the power assembly model in the tolerance direction with the most sensitive degree of the transmission shaft angle when the distribution range of the transmission shaft angle is judged to exceed the theoretical design requirement, until the distribution range of the transmission shaft angle meets the theoretical design requirement. The identification of the tolerance direction with the most sensitive degree of the transmission shaft angle comprises: determining the influence of the same tolerance on the transmission shaft angle in X, Y and Z directions according to the tolerance-transmission shaft angle variation curve of the power assembly relative to the wheel center point in X, Y and Z directions, and the direction with the most influence is the tolerance direction with the most sensitive degree.

7. The device of claim 6, wherein, the calculation module is further configured to set △X, △Y and △Z as variables representing the position deviation of the power assembly in X, Y and Z directions based on the power assembly and chassis system model meeting the theoretical design requirement of the transmission shaft angle; calculate the transmission shaft angle value in different states by using the suspension model, and draw the X-direction tolerance-transmission shaft angle variation curve, Y-direction tolerance-transmission shaft angle variation curve and Z-direction tolerance-transmission shaft angle variation curve of the power assembly relative to the wheel center point according to the calculation result, and identify the tolerance direction with the most sensitive degree of the transmission shaft angle.

8. A drive shaft angle optimization apparatus, characterized by, The drive shaft angle optimization apparatus includes a processor, a memory, and a drive shaft angle optimization program stored on the memory and executable by the processor, wherein the drive shaft angle optimization program, when executed by the processor, implements the steps of the drive shaft angle optimization method of any one of claims 1 to 5.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium has stored thereon a drive shaft angle optimization program, wherein the drive shaft angle optimization program, when executed by a processor, implements the steps of the drive shaft angle optimization method of any one of claims 1 to 5.

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