Design method and device for power assembly position of vehicle, vehicle and storage medium

Abstract

The invention relates to a design method and device for the power assembly position of a vehicle, the vehicle and a storage medium, and the method comprises the steps that wheel side change values and power assembly side change values of the vehicle under different driving working conditions can be obtained, so that working included angles of a fixed end and a movable end of a constant-speed driving shaft under different working conditions or a combined working condition are obtained; the displacement of the elastic body under different working conditions is calculated into the influence on the included angle of the driving shaft, so that the simulation analysis on the internal and external included angle of the constant velocity universal joint by change parameters such as different suspension structure arrangements and rigidity is realized; dynamic included angle calculation and analysis of a fixed joint and a movable joint of a constant-speed driving shaft under other working conditions of the whole vehicle are achieved, and evaluation of driving shaft enveloping bodies and peripheral gaps under all the working conditions is achieved so as to be used for determining the position of a power assembly. Therefore, the technical problems that the influence of the performance parameters of the boundary component on the working included angle of the motor and the optimization countermeasure are difficult to identify due to the external characteristics of the motor, the vibration noise problem of the whole vehicle is difficult to be countermeasure or optimized, the influence of the power transmission component is neglected, and the pre-measure and the optimization direction cannot be effectively obtained at the initial stage of design and arrangement in the prior art are solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle development technology, and in particular to a design method, device, vehicle, and storage medium for a vehicle powertrain position. Background Art

[0002] In the related art, there are certain technical problems when designing the position of the powertrain.

[0003] Among them, pure electric vehicles have medium and low speed torque to achieve maximum torque output and a fast torque response due to the external characteristics of the motor. The influence of the front elevation and powertrain displacement on the working angle of the constant velocity drive shaft during acceleration cannot be calculated and evaluated. The overall layout stage depends on whether the static angle of the constant velocity drive shaft meets the standard for layout design. It is impossible to identify the influence of the performance parameters of the boundary components (suspension structure, limiting capacity, center of mass position, longitudinal tilt center, etc.) on its working angle and the optimization countermeasures, making it difficult to achieve the optimal powertrain position design.

[0004] Since pure electric vehicles have no engine noise to mask the noise, the powertrain noise is more prominent. Relevant technologies are unable to evaluate the change value or trend of the moving angle of the constant velocity drive shaft during the acceleration condition of the vehicle. In other words, when developing the layout of new platform models or derivative models, it is impossible to effectively prevent the acceleration vibration NVH (Noise, Vibration, Harshness) problems of the vehicle in different speed ranges or the subsequent NVH performance optimization direction. It is impossible to arrange the static angle of the constant velocity drive shaft to the optimal level in the early design stage, and it is difficult to find countermeasures or optimize the subsequent EP (Engineering Prototype) or PPV (Product & Process Validation) vehicle vibration and noise problems caused by the overall layout problem.

[0005] The problem of acceleration deviation in pure electric vehicles at different speed ranges is always a comprehensive problem of the power chassis (McPherson suspension). The contribution of the power transmission component layout (unequal drive shaft length, left and right angle difference, and four-wheel suspension parameters) and performance parameters to acceleration deviation needs to be defined, calculated, and verified in the early stages of development. Related technologies mainly focus on chassis performance, ignore the influence of power transmission components, and cannot perform evaluation and calculation. They rely on static layout. If the acceleration deviation problem occurs in the actual vehicle later, it can only be verified by testing the vehicle with sample installation. The time and cost cycle is long, and it is impossible to effectively obtain preventive measures and optimization directions in the early stages of design and layout.

[0006] In summary, in the related technologies, since it is difficult to identify the influence of the performance parameters of the boundary components on its working angle and the optimization countermeasures based on the external characteristics of the motor, it is difficult to find countermeasures or optimize the vibration and noise problems of the entire vehicle. In addition, the influence of the power transmission components is ignored, and it is impossible to effectively obtain preventive measures and optimization directions in the early stage of design and layout, which urgently needs to be improved. Summary of the Invention

[0007] The present application provides a method, device, vehicle and storage medium for designing the powertrain position of a vehicle to solve technical problems in related technologies, such as difficulty in identifying the influence of boundary component performance parameters on its working angle and optimization countermeasures due to the external characteristics of the motor, difficulty in finding countermeasures or optimizing the vibration and noise problems of the entire vehicle, and neglecting the influence of power transmission components, making it impossible to effectively obtain preventive measures and optimization directions in the early stages of design and layout.

[0008] The first aspect of the present application provides a method for designing the powertrain position of a vehicle, comprising the following steps: obtaining static vehicle parameters of a target vehicle and dynamic vehicle parameters of the target vehicle under at least one preset working condition; calculating the body lift, powertrain center of mass change, powertrain change in multiple directions and wheel center displacement of the target vehicle under the at least one preset working condition based on the static vehicle parameters and the dynamic vehicle parameters; constructing a driving model for powertrain change in multiple directions based on the key hard points of the vehicle suspension, the steering system hard points and the powertrain change in multiple directions of the target vehicle; determining the initial powertrain position of the target vehicle based on a preset normal overall layout clearance condition; simulating the combination relationship between all drives of the target vehicle based on the at least one preset working condition, the wheel center displacement, the body lift, the powertrain center of mass change and the driving model to obtain the angle change value of the fixed node and the movable node of the powertrain; and determining the powertrain layout position in combination with the initial powertrain position and the angle change value of the fixed node and the movable node.

[0009] Optionally, in one embodiment of the present application, the powertrain layout position is determined in combination with the initial powertrain position, the change value of the angle between the fixed node and the movable node, including: judging whether the powertrain layout position meets the preset layout design target value conditions; if the preset layout design target value conditions are not met, adjusting the suspension structure, suspension stiffness and suspension performance parameters of the vehicle to obtain an adjusted suspension; based on the adjusted suspension, judging whether the powertrain layout position meets the preset layout design target value conditions; if the preset layout design target value conditions are not met, adjusting the powertrain layout position until the preset layout design target value conditions are met.

[0010] Optionally, in one embodiment of the present application, the calculation of the change in the powertrain center of mass of the target vehicle under the at least one preset operating condition based on the static vehicle parameters and the dynamic vehicle parameters includes: determining the maximum torque of the drive shaft of the target vehicle in each speed segment based on the motor external characteristic curve of the target vehicle; analyzing the displacement of the powertrain center of mass position in multiple directions of the target vehicle under the maximum torque of the drive shaft in each speed segment, so as to obtain the change in the powertrain center of mass under the at least one preset operating condition by using the displacement of the powertrain center of mass position in multiple directions.

[0011] Optionally, in one embodiment of the present application, the driving model of the powertrain variation in multiple directions is constructed based on the key hard points of the vehicle suspension, the steering system hard points, and the variation of the powertrain in multiple directions of the target vehicle, including: taking the variation of the powertrain in multiple directions, the wheel bounce and wheel steering of the target vehicle as driving constraint components; and constructing the driving model of the target powertrain variation in multiple directions based on the driving constraint components, the key hard points of the vehicle suspension, the steering system hard points, and the preset driving variation values ​​of the target vehicle.

[0012] Optionally, in one embodiment of the present application, the combination relationship between all drives of the target vehicle is simulated based on the at least one preset working condition, the wheel center displacement change, the vehicle body lift, the powertrain center of mass change and the driving model to obtain the fixed node and moving node angle change values ​​of the powertrain, including: obtaining the changed position of the fixed node of the drive shaft of the target vehicle based on the at least one preset working condition and the vehicle body lift corresponding to the at least one preset working condition; inputting the powertrain center of mass change and the fixed node position of the drive shaft into the driving model to output the fixed node and moving node angle change values ​​of the powertrain.

[0013] The second aspect of the present application provides a design device for the powertrain position of a vehicle, comprising: an acquisition module for acquiring static vehicle parameters of a target vehicle and dynamic vehicle parameters of the target vehicle under at least one preset working condition; a calculation module for calculating the vehicle body lift, powertrain center of mass change, powertrain change in multiple directions and wheel center displacement of the target vehicle under the at least one preset working condition based on the static vehicle parameters and the dynamic vehicle parameters; a construction module for calculating the vehicle body lift, powertrain center of mass change, powertrain change in multiple directions and wheel center displacement based on the key hard points of the vehicle suspension, steering system hard points and the change in multiple directions of the powertrain of the target vehicle. Construct a driving model for the powertrain's multiple directional changes; a determination module is used to determine the initial powertrain position of the target vehicle based on a preset normal overall layout clearance condition; a simulation module is used to simulate the combined relationship between all drives of the target vehicle based on at least one preset working condition, the wheel center displacement change, the vehicle body head-up, the powertrain center of mass change and the driving model to obtain the angle change value of the fixed node and the movable node of the powertrain; a design module is used to determine the powertrain layout position in combination with the initial powertrain position and the angle change value of the fixed node and the movable node.

[0014] Optionally, in one embodiment of the present application, the design module includes: a first judgment unit, used to judge whether the powertrain layout position meets the preset layout design target value conditions; a first adjustment unit, used to adjust the suspension structure, suspension stiffness and suspension performance parameters of the vehicle to obtain an adjusted suspension when the preset layout design target value conditions are not met; a second judgment unit, used to judge whether the powertrain layout position meets the preset layout design target value conditions based on the adjusted suspension; a second adjustment unit, used to adjust the powertrain layout position until the preset layout design target value conditions are met when the preset layout design target value conditions are not met.

[0015] Optionally, in one embodiment of the present application, the calculation module includes: a determination unit for determining the maximum torque of the drive shaft of the target vehicle in each speed segment based on the motor external characteristic curve of the target vehicle; an analysis unit for analyzing the displacement of the powertrain center of mass position in multiple directions of the target vehicle under the maximum torque of the drive shaft in each speed segment, so as to obtain the powertrain center of mass change under the at least one preset working condition by using the displacement of the powertrain center of mass position in multiple directions.

[0016] Optionally, in one embodiment of the present application, the construction module includes: a constraint unit, which is used to use the changes in the powertrain in multiple directions, the wheel bounce and wheel steering of the target vehicle as driving constraint components; a construction unit, which is used to construct a driving model of the target powertrain changes in multiple directions based on the driving constraint components, the key hard points of the vehicle suspension, the steering system hard points and the preset driving change values ​​of the target vehicle.

[0017] Optionally, in one embodiment of the present application, the simulation module includes: a first calculation unit, used to obtain the changed position of the fixed joint of the drive shaft of the target vehicle based on the at least one preset working condition and the vehicle body head-up corresponding to the at least one preset working condition; a second calculation unit, used to input the change in the center of mass of the powertrain and the changed position of the fixed joint of the drive shaft into the driving model to output the change value of the angle between the fixed joint and the movable joint of the powertrain.

[0018] The third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for designing the powertrain position of the vehicle as described in the above embodiment.

[0019] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the method for designing the powertrain position of a vehicle as described in the above embodiment.

[0020] A fifth aspect of the present application provides a computer program product, including a computer program, which, when executed, is used to implement the above-mentioned method for designing the powertrain position of a vehicle.

[0021] The embodiment of the present application can obtain the wheel-side change value and the powertrain-side change value of the vehicle under different driving conditions, so as to obtain the working angles of the fixed end and the movable end of the constant velocity drive shaft under different working conditions or combined working conditions, and calculate the displacement of the elastic body under different working conditions into the influence on the drive shaft angle, thereby realizing the simulation analysis of the internal and external angles of the constant velocity universal joint due to different suspension structure arrangements, stiffness and other changing parameters, realizing the calculation and analysis of the dynamic angles of the fixed joint and the movable joint of the constant velocity drive shaft under other working conditions of the whole vehicle, and evaluating the envelope of the drive shaft under each working condition and the clearance with the surrounding area, and then using it to determine the position of the powertrain. It is simple and intuitive, easy to operate and analyze, and can realize the instantaneous impact analysis of different combined working conditions or single working conditions on the drive shaft, realizing the theoretical calculation and evaluation of commonly used evaluation working conditions, and also facilitating the analysis of clearances and envelopes under different working conditions, thereby improving the accuracy, convenience and work efficiency of design calculations. This solves the technical problems in related technologies, such as the difficulty in identifying the influence of the performance parameters of boundary components on its working angle and the optimization countermeasures due to the external characteristics of the motor, the difficulty in finding countermeasures or optimizing the vibration and noise problems of the entire vehicle, and the neglect of the influence of power transmission components, making it impossible to effectively obtain preventive measures and optimization directions in the early stages of design and layout.

[0022] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0024] Figure 1 A schematic diagram of a constant velocity drive shaft and vehicle acceleration conditions in related technologies;

[0025] Figure 2 A flowchart of a method for designing a powertrain position of a vehicle according to an embodiment of the present application;

[0026] Figure 3 A vehicle torque balance diagram under acceleration conditions provided according to one embodiment of the present application;

[0027] Figure 4 A schematic diagram of a powertrain suspension arrangement according to one embodiment of the present application;

[0028] Figure 5 A schematic diagram of an external characteristic curve of a motor provided according to an embodiment of the present application;

[0029] Figure 6 A schematic diagram of a split model of a powertrain suspension model provided according to one embodiment of the present application;

[0030] Figure 7A flowchart of a model verification according to one embodiment of the present application is provided;

[0031] Figure 8 A schematic diagram of the change of the working angle in an acceleration condition according to one embodiment of the present application;

[0032] Figure 9 A schematic diagram of a method for designing a powertrain position of a vehicle according to one embodiment of the present application;

[0033] Figure 10 A schematic structural diagram of a device for designing the position of a vehicle powertrain according to an embodiment of the present application;

[0034] Figure 11 A schematic diagram of the structure of an electronic device provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0035] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0036] The following describes the design method, device, vehicle and storage medium of the powertrain position of the vehicle of the embodiment of the present application with reference to the accompanying drawings. In view of the related technologies mentioned in the above background technology, it is difficult to find a solution or optimize the vibration and noise problem of the whole vehicle due to the difficulty in identifying the influence of the performance parameters of the boundary components on its working angle due to the external characteristics of the motor, and the technical problems such as ignoring the influence of the power transmission components and being unable to effectively obtain preventive measures and optimization directions in the early stage of design and layout. The present application provides a design method for the powertrain position of a vehicle, in which the wheel side change value and the powertrain side change value of the vehicle under different driving conditions can be obtained to obtain the working angle of the fixed end and the moving end of the constant speed drive shaft under different working conditions or combined working conditions, and the elastic body is adjusted under different working conditions. The displacement calculation is taken into account in the impact on the drive shaft angle, and the simulation analysis of the internal and external angles of the constant velocity universal joint under different suspension structure arrangements, stiffness and other changing parameters is realized. The dynamic angle calculation and analysis of the fixed and mobile joints of the constant velocity drive shaft under other working conditions of the whole vehicle are realized, and the envelope of the drive shaft under each working condition and the clearance with the surrounding are evaluated, which is then used to determine the position of the powertrain. It is simple and intuitive, easy to operate and analyze, and can realize the instantaneous impact analysis of different combined working conditions or single working conditions on the drive shaft. It realizes the theoretical calculation and evaluation of commonly used evaluation working conditions, and is also convenient for analyzing the clearance and envelope production under different working conditions, improving the accuracy, convenience and work efficiency of design calculations. As a result, it solves the technical problems in related technologies, such as the difficulty in identifying the influence of the performance parameters of the boundary components on its working angle and the optimization countermeasures due to the external characteristics of the motor, the difficulty in obtaining countermeasures or optimization for the vibration and noise problems of the whole vehicle, and the neglect of the influence of the power transmission components, which makes it impossible to effectively obtain preventive measures and optimization directions in the early stage of design layout.

[0037] like Figure 1 Figure 2 shows a schematic diagram of a constant velocity drive shaft structure for a vehicle. The fixed end of the constant velocity drive shaft is connected to the wheel, and the sliding end is connected to the powertrain. The intermediate shaft can be considered a spherical joint kinematic joint with the fixed end, and a spherical joint + sliding joint connection with the sliding end. The sliding end of the constant velocity drive shaft is fixedly connected to the powertrain to transmit torque and speed (to the wheels). The powertrain is connected to the subframe (or vehicle body) via a mount (front left, front right, rear left, etc.). Under different vehicle operating conditions, the force and deformation of the mount affect the position of the powertrain (with the sliding end of the constant velocity drive shaft). Furthermore, the wheel position (with the fixed end of the constant velocity drive shaft) changes (either downward or upward) under different operating conditions as parameters such as the vehicle axle load change. This means that the relative position of the fixed end relative to the sliding end varies under different vehicle operating conditions, resulting in different working angles at the fixed end, working angles at the moving end, and slip distance.

[0038] The layout design of the fixed and movable ends of the constant velocity drive shaft has a great influence on the NVH performance and acceleration performance of the whole vehicle. In engineering development, the design state layout is mainly focused, and the influence of the working (dynamic working) swing angle of each working condition of the whole vehicle on key commonly used evaluation conditions such as acceleration vibration and driving performance is ignored. More attention is paid to the static layout angle of the left and right drive shaft assemblies. When the actual vehicle is running, there will inevitably be a difference with the initially defined angle. If the change is too large, it will cause vehicle vibration, acceleration deviation and other problems. In particular, pure electric vehicles have a large motor torque response. In low and medium speed starting and rapid acceleration conditions, the wheel and powertrain displacement changes greatly, and the greater the impact on the working angle of the constant velocity joint, how to obtain the dynamic angle of the constant velocity drive shaft and evaluate the impact on NVH performance and acceleration performance is particularly important. To this end, the embodiment of the present application proposes a design method for the powertrain position of a vehicle, which can solve the above problems.

[0039] Specifically, Figure 2 A schematic flow chart of a method for designing the position of a vehicle powertrain provided in an embodiment of the present application.

[0040] like Figure 2 As shown, the design method of the powertrain position of the vehicle includes the following steps:

[0041] In step S201, static vehicle parameters of the target vehicle and dynamic vehicle parameters of the target vehicle under at least one preset operating condition are obtained.

[0042] During the actual implementation process, the embodiment of the present application can obtain the following main parameters of the whole vehicle: powertrain torque (external characteristic curve), reducer speed ratio, maximum front and rear axle load, tire rolling radius, vehicle center of mass position, vehicle longitudinal tilt center position, vehicle acceleration conditions, front suspension hard points (including steering, powertrain suspension position and parameter information, left and right drive shaft fixed nodes and mobile nodes), that is, the embodiment of the present application can obtain the static vehicle parameters of the target vehicle in a stationary state, and the dynamic vehicle parameters of the target vehicle in different conditions, such as acceleration conditions, cornering conditions, etc.

[0043] In step S202, the body lift, powertrain center of mass change, powertrain change in multiple directions, and wheel center displacement of the target vehicle under at least one preset working condition are calculated based on static vehicle parameters and dynamic vehicle parameters.

[0044] As a possible implementation method, the embodiment of the present application can calculate the changing parameters of the target vehicle under different working conditions, such as the body head-up, the change in the center of mass of the powertrain, the change in the powertrain in multiple directions, and the wheel center displacement, based on the dynamic vehicle parameters and static vehicle parameters under different working conditions obtained in the above steps.

[0045] Taking the rapid acceleration condition as an example, the embodiment of the present application can calculate the vehicle body head-up.

[0046] When the wheels accelerate forward rapidly, the vehicle body will lift up and the wheels will jump down. The wheels are connected to the fixed joint at the outer end of the drive shaft and will also jump down. At the same time, the position of the shaft relative to the powertrain will change, which will cause the fixed joints at the inner and outer ends of the drive shaft to change. The main contribution is the lift height of the vehicle body. The lift height value is calculated using the following simplified formula (or road spectrum collection).

[0047] like Figure 3 As shown, according to the moment balance principle:

[0048] MB=m 变化 ·LF d ·H g =0,

[0049] F d =2·T d / R d ,

[0050] M0=(2K f ·Qm 变化 )·x+F d z = 0,

[0051] Q=(T d ·H g / K f ·R d ·L)·(1-z·L / x·H g ),

[0052] Among them, m is the change of the axle load transfer before and after the vehicle is in rapid acceleration condition, L is the vehicle wheelbase, F d is the front wheel driving force, H g K is the height of the center of mass. f is the vertical stiffness of the front suspension, Q is the front lift height of the axle, x is the distance from the suspension longitudinal tilt center to the front axle, z is the height of the suspension longitudinal tilt center, R d is the wheel rolling radius, T d is the maximum torque of the drive shaft.

[0053] Optionally, in one embodiment of the present application, the change in the powertrain center of mass of the target vehicle under at least one preset operating condition is calculated based on static vehicle parameters and dynamic vehicle parameters, including: determining the maximum torque of the drive shaft of the target vehicle in each speed segment based on the motor external characteristic curve of the target vehicle; analyzing the displacement of the powertrain center of mass position in multiple directions of the target vehicle under the maximum torque of the drive shaft in each speed segment, so as to obtain the change in the powertrain center of mass under at least one preset operating condition by using the displacement of the powertrain center of mass position in multiple directions.

[0054] Furthermore, the embodiment of the present application can calculate the change in the center of mass of the powertrain under different working conditions, such as different vehicle acceleration conditions: when the vehicle is moving forward with rapid acceleration, the powertrain and the subframe are connected by the suspension bushing for load bearing and vibration isolation. Under the action of the powertrain output torque (such as Figure 4 As shown in the figure, the position of the powertrain relative to the subframe will change, which will drive the movement of the constant velocity drive shaft assembly to change. The center of mass of the powertrain will change under different vehicle working conditions. First, the maximum torque value corresponding to different speeds is obtained from the motor external characteristic curve (as shown in the figure). Figure 5 As shown in the figure), the maximum input torque value for calculating the drive shaft torque in different vehicle speed sections is used. The maximum torque of the drive shaft in each vehicle speed section is calculated according to the formula, as shown in Table 1, where Table 1 is a drive shaft parameter calculation table.

[0055] Table 1

[0056]

[0057] F d =0.5·T emaxi ·I0·C,

[0058] Among them, F d is the drive shaft torque, I0-speed ratio of the reducer, T emax is the maximum torque output by the motor, N·m, and C is the dynamic load coefficient, which is generally 1.2-1.5.

[0059] Based on the typical powertrain operating conditions, the displacement of the powertrain's center of mass in six directions was calculated under different vehicle speeds and torque loading conditions. The calculation conditions and loading methods are shown in Tables 2 and 3, and the results are shown in Table 4 (using the 30 km / h rapid acceleration condition as an example). Table 2 shows the typical powertrain operating conditions, Table 3 shows the typical operating condition loads, and Table 4 shows the dynamic total displacement changes under commonly used evaluation conditions (30 km / h condition).

[0060] Table 2

[0061]

[0062]

[0063] (1)WOT FRONT=MET*FGR*FDR*MF

[0064] (2)WOT REVERSE=MET*RGR*FDR*MF

[0065] (3)FORWARD ROCK CYCLE=1.4*MET*FGR*FDR*STR

[0066] REVERSE ROCK CYCLE=1.4*MET*RGR*FDR*STR

[0067] (4)FORWARD SNAP CLUTCH(manuals)=2.2*MET*FGR*FDR

[0068] REVERSE SNAP CLUTCH(manuals)=2.2*MET*RGR*FDR

[0069] WOT = Full Throttle Torque (Nm) MET = Maximum Engine Torque (Nm)

[0070] FGR = First gear ratio RGR = Reverse gear ratio

[0071] STR=stall torque speed ratio

[0072] FDR = Final Drive Ratio for Transverse Front Wheel Drive (TFWD)

[0073] for Longitudinal Rear Wheel Drive (LRWD) = 1 (longitudinal rear wheel drive)

[0074] Table 3

[0075]

[0076]

[0077] According to the empirical formula or ADAMS software, the displacement parameters of the powertrain in six directions under different working conditions are calculated to obtain the displacement changes of the powertrain center of mass under different vehicle speeds (30 km / h to 120 km / h). Table 4 shows the center of mass position changes under different working conditions when the powertrain is moving forward at 30 km / h. The same method is used for other vehicle speeds.

[0078] Table 4

[0079]

[0080]

[0081] In step S203, a driving model of the powertrain variation in multiple directions is constructed based on the variation in multiple directions of the target vehicle's entire suspension key hard points, steering system hard points, and powertrain.

[0082] It is understandable that suspension hard points are the core positioning parameters that determine the suspension geometry and directly affect vehicle handling, stability, and comfort. Key hard points may include:

[0083] Mounting hardpoints are the mechanical connection points between suspension components and the vehicle body or subframe, such as the mounting points of control arms (upper and lower control arms) and shock absorber mounting points. Mounting hardpoints can constrain the motion of the suspension, transmit forces and torques, and affect the changes in camber and toe angles during wheel bounce.

[0084] Geometric hard points are virtual positioning points that determine the kinematic characteristics of the suspension, such as the wheel center (wheel rotation center) and the instantaneous center of motion of the suspension. These hard points can be determined through simulation to optimize the trajectory and posture of the wheel during bouncing, avoiding abnormal tire wear or steering interference.

[0085] Performance hardpoints are parameter positioning points directly related to dynamic performance, such as spring rate matching points and shock absorber damping curve calibration points. Performance hardpoints can help balance handling and comfort, for example, by adjusting spring mounting angles and damping parameters to control body roll.

[0086] The steering system hard point determines the steering gear ratio, response speed and accuracy.

[0087] Among them, the steering system hard points may include:

[0088] The steering gear mounting point is the point where the steering gear is fixed to the subframe or vehicle body, and the point where the steering rod connects to the steering knuckle. The steering gear mounting point ensures effective transmission of steering torque and avoids steering misalignment or unusual noises caused by installation deviations.

[0089] The Ackermann geometry hard point, the point where the tie rod length and angle are determined in the steering trapezoid, influences the difference in steering angle between the inner and outer wheels. This hard point can be used to optimize low-speed turning radius and high-speed stability, for example by adjusting tie rod length to match the steering requirements of vehicles with different wheelbases.

[0090] The steering ratio calibration point is a parameter that calibrates the mapping between steering wheel angle and wheel steering angle. The steering ratio calibration point allows you to balance steering sensitivity and control feedback by setting the gear ratio.

[0091] During the actual implementation process, the embodiment of the present application can obtain the key hard points of the vehicle suspension and the steering system hard points of the target vehicle, and combine the changes in the powertrain in multiple directions to construct the kinematic pairs between the various components to complete the drive modeling.

[0092] Optionally, in one embodiment of the present application, a driving model of the powertrain variation in multiple directions is constructed based on the target vehicle's whole vehicle suspension key hard points, steering system hard points, and powertrain variation in multiple directions, including: taking the powertrain variation in multiple directions, the target vehicle's wheel bounce and wheel steering as driving constraint components; and constructing a driving model of the target powertrain variation in multiple directions based on the driving constraint components, the whole vehicle suspension key hard points, steering system hard points, and preset driving variation values ​​of the target vehicle.

[0093] The embodiment of the present application can build the kinematic pair constraint relationship between each component according to different suspension models in CATIA, build the left and right drive shaft assemblies and the powertrain and wheel side kinematic pairs, add the powertrain suspension kinematic pair constraint relationship to the built DMU model, and split the connection between the powertrain and the subframe into six series kinematic pairs (3 rotating pairs + 3 sliding pairs) to facilitate the calculation of the change in the center of mass of the powertrain under different working conditions and the change value of the drive shaft moving node relative to the shaft rod. The specific method is as follows: obtain the key hard points of the front suspension (or rear suspension) of the whole vehicle and the hard points of the steering system, calculate the change amount of the powertrain in 6 directions (3 rotations + 3 sliding) (separate the powertrain components into a part, and establish an assembly relationship and a kinematic pair relationship with the moving ends of the left and right drive shaft assemblies, such as Figure 6 As shown, the suspension system is disassembled into 6 components ABCDEF. A kinematic pair relationship is established between the powertrain center of mass and component A, and a kinematic pair relationship is established between ABCDEF. Component E is fixedly connected to the subframe, which is equivalent to releasing the degrees of freedom of the suspension elastic parts. This is to facilitate the acquisition of the influence of the powertrain displacement on the drive shaft angle under acceleration conditions), wheel bounce and steering are used as drive constraint components, and the drive change value is set according to the actual vehicle to complete the construction of the kinematic pairs between the various components, thereby obtaining a drive model for the target powertrain change in multiple directions.

[0094] In step S204 , the initial powertrain position of the target vehicle is determined based on a preset normal overall arrangement clearance condition.

[0095] like Figure 7 As shown, under the premise of meeting the target value of the overall layout clearance of the whole vehicle, the embodiment of the present application can preliminarily determine the position of a version of the powertrain (determine the position of the moving section of the constant velocity drive shaft) and obtain the displacement of the center of mass of the typical working conditions under different vehicle speeds in the three directions of the X, Y, and Z axes of the whole vehicle coordinate system and the rotation angle around the X, Y, and Z axes through simulation software, calculation formulas or actual vehicle road spectra.

[0096] In step S205, based on at least one preset working condition, wheel center displacement change, vehicle body head-up, powertrain center of mass change and drive model, the combination relationship between all drives of the target vehicle is simulated to obtain the change value of the fixed node and moving node angle of the powertrain.

[0097] Furthermore, the embodiments of the present application can be analyzed in conjunction with actual operating conditions and required operating conditions to simulate the combined relationships between all drives (not limited to acceleration conditions; this model can be combined with multiple operating conditions based on powertrain displacement, wheel-side changes, and steering for each operating condition of the vehicle). Ultimately, the change in the fixed and moving joint angles is obtained, as shown in Table 5, which shows the operating angles and differences of the left and right drive shafts.

[0098] Table 5

[0099]

[0100]

[0101] Optionally, in one embodiment of the present application, based on at least one preset working condition, wheel center displacement change, vehicle head lift, powertrain center of mass change and driving model, the combined relationship between all drives of the target vehicle is simulated to obtain the fixed node and moving node angle change values ​​of the powertrain, including: obtaining the changed position of the fixed node of the drive shaft of the target vehicle based on at least one preset working condition and the vehicle head lift corresponding to at least one preset working condition; inputting the powertrain center of mass change and the fixed node position of the drive shaft into the driving model to output the fixed node and moving node angle change values ​​of the powertrain.

[0102] In the constructed CATIA DMU model, the embodiment of the present application can simplify the lifting amount of the front of the vehicle in the acceleration condition into the vertical downward jump of the wheel through wheel drive. Through the wheel DMU motion relationship, the wheel downward jump Q is obtained to obtain the position after the change of the fixed joint of the drive shaft. At the same time, the six-directional change values ​​of the center of mass of the powertrain corresponding to different vehicle speed acceleration conditions are loaded into the model to obtain the working dynamic angles of the fixed joint and the movable joint of the left and right drive shaft assemblies corresponding to different vehicle speed acceleration conditions.

[0103] like Figure 8 As shown (green is the acceleration diagram, black is the static diagram), X1 and Y1 are used to evaluate the vehicle's acceleration NVH performance. Excessive angles will cause lateral vibration. The compliance of the dynamic angle is determined by combining the axial force generated by different constant velocity joint angles to determine whether it meets the design requirements. It is generally required to be less than 8°. M1 and N1 are used to assess the impact of vehicle acceleration deviation. They are used to calculate whether the torque difference between the left and right wheels about the kingpin axis meets the design requirements. Excessive torque difference around the kingpin axis can cause the wheels to deviate to one side during acceleration.

[0104] Due to the driving torque F d Under the action of the left and right drive shaft assemblies, a torque will be generated around the left and right kingpin axes (σ is the kingpin inclination angle), T L 、Tr Difference:

[0105] T 差 =T L -T r =F d (tan(M1 / 2)-tan(N1 / 2))cosσ.

[0106] Table 6 is the analysis and calculation results of a pure electric SUV model (acceleration condition with one person on board at 30 km / h).

[0107] Table 6

[0108]

[0109] In step S206 , the powertrain layout position is determined by combining the initial powertrain position and the change value of the angle between the fixed joint and the movable joint.

[0110] Combined with the initial powertrain position, the change value of the angle between the fixed node and the movable node, the embodiment of the present application can determine the layout position of the powertrain, so as to realize the calculation and analysis of the dynamic angle between the fixed node and the movable node of the constant-speed drive shaft under other working conditions of the whole vehicle, and the evaluation of the envelope of the drive shaft and the surrounding clearance under each working condition, and then be used to determine the position of the powertrain. It is simple and intuitive, easy to operate and analyze, and can realize the instantaneous impact analysis of different combined working conditions or single working conditions on the drive shaft, realize the theoretical calculation and evaluation of commonly used evaluation working conditions, and also facilitate the analysis of clearances and envelope production under different working conditions, thereby improving the accuracy, convenience and work efficiency of design calculations.

[0111] Optionally, in one embodiment of the present application, the powertrain layout position is determined in combination with the initial powertrain position, the change value of the angle between the fixed node and the movable node, including: judging whether the powertrain layout position meets the preset layout design target value conditions; if the preset layout design target value conditions are not met, adjusting the vehicle's suspension structure, suspension stiffness and suspension performance parameters to obtain an adjusted suspension; based on the adjusted suspension, judging whether the powertrain layout position meets the preset layout design target value conditions; if the preset layout design target value conditions are not met, adjusting the powertrain layout position until the preset layout design target value conditions are met.

[0112] Furthermore, the embodiments of the present application can determine whether the requirements are met based on the results. On the one hand, it can constrain the displacement of the powertrain center of mass in six directions, that is, increase the limiting capacity of the suspension system (change the displacement and rotation angle in six directions); on the other hand, it can adjust the suspension pitch center, suspension stiffness, and center of mass parameters to reduce the head lift amount under rapid acceleration conditions. If it still cannot meet the requirements, it is necessary to readjust the powertrain position (adjust the center of mass coordinates) and recalibrate according to the above steps until the design requirements are met.

[0113] In summary, during vehicle design and development, the powertrain's position plays a key role in the design and layout of the constant velocity drive shaft (CVS). In particular, the powertrain's X- and Z-axis displacement relative to the wheel center significantly influences the CVS design angle. Therefore, selecting the optimal powertrain position is crucial for the vehicle. Specifically, while ensuring clearances between the powertrain and surrounding components, the CVS design layout must be adaptively adjusted to achieve the optimal dynamic operating angle and other parameters. This ensures that the CVS joint's operating angle is optimal for common NVH and vehicle performance evaluation conditions. This is a key focus during design and development. However, during the overall vehicle design phase, considerations primarily focus on static layout and boundary clearances, with the assumption that a smaller static layout angle is preferable. This approach overlooks the impact of the static and acceleration performance indicators under vehicle operation. Therefore, in addition to focusing on the static layout angle during initial development, the dynamic CVS ​​joint angle during operation is even more crucial. This method provides a convenient and simplified calculation and analysis method for calculating the CVS joint's operating angle under acceleration conditions, providing guidance and optimization strategies for design and development.

[0114] Combine Figure 9 As shown, it is a schematic diagram of the working principle of the design method of the powertrain position of the vehicle of the embodiment of the present application (taking the front-wheel drive of the McPherson suspension acceleration working condition as an example, the calculation method of the rear-wheel drive or braking, cornering acceleration and other working conditions is similar). By calculation or combining CATIA, ADAMS simulation analysis software, and empirical EXCEL formula tables, the influence of the parameter change analysis of the constant velocity drive shaft assembly connection components (wheels and powertrain) of the whole vehicle under different vehicle speed acceleration conditions on the working angle of the constant velocity joint is obtained to determine the dynamic angle value of the drive shaft when working and the change amount and change trend relative to the static arrangement angle, so as to evaluate whether the result meets the design layout requirements. Since the dynamic angle of the moving joint of the drive shaft will affect the acceleration vibration of the whole vehicle, and the difference between the left and right angles of the fixed joint is too large, it will affect the acceleration deviation. It is necessary to adaptively adjust the initial powertrain layout position according to the change amount trend obtained by calculation to optimize the acceleration condition parameter change value.

[0115] Through the above technical solution, a calculation and simulation method for the dynamic angle between the fixed joint and the mobile joint of the constant velocity drive shaft under acceleration conditions (not limited to commonly used evaluation conditions such as acceleration, braking or steering) is clarified. Taking into account the change values ​​of the wheel side and the change values ​​of the powertrain side under different working conditions, the working angles of the fixed end and the mobile end of the constant velocity drive shaft under different working conditions or combined working conditions (wheel side + powertrain different working condition combinations) can be obtained; the displacement influence value of the elastic part of the suspension system on the powertrain is decomposed into 6 components, and the displacement of the elastic body under different working conditions is calculated into the influence on the drive shaft angle, achieving non- The simulation analysis of the inner and outer angles of the constant velocity universal joint with the same suspension structure arrangement, stiffness and other changing parameters can also be used to realize the calculation and analysis of the dynamic angles of the fixed joint and the movable joint of the constant velocity drive shaft under other working conditions of the whole vehicle, and the evaluation of the envelope of the drive shaft and the surrounding clearance under various working conditions; the analysis results can be used to further calculate and evaluate the acceleration deviation and acceleration NVH performance evaluation of the inner and outer end universal joint working angles, obtain the dynamic angle value and difference of the fixed joint and movable joint of the left and right shafts, and effectively determine the design and development compliance and potential risks of the inner and outer universal joint working angles, so as to realize the reverse correction of development parameters and optimization design.

[0116] The system can realize the change value and trend of the constant velocity joint moving angle at different vehicle speeds (30km / h-120km / h), different postures (empty, half, full) or other working conditions, so as to evaluate the feasibility of the NVH acceleration vibration of the whole vehicle, and put forward feasible improvement and optimization suggestions based on the calculation results, eliminating the potential acceleration jitter.

[0117] The system calculates the difference in the fixed joint angles of the left and right constant velocity drive shaft assemblies under acceleration in different vehicle speed ranges (30km / h-120km / h), different postures (empty, half, full) or other working conditions, analyzes the torque steering difference on the wheels, and further determines the impact on the deviation of the acceleration driving system.

[0118] It can be used to evaluate the impact of different suspension layout structures and vehicle parameters on the working angle of the constant velocity drive shaft, facilitate the formulation of requirements for parameters such as the suspension system's limiting capacity and structural layout in combination with the actual vehicle's NVH performance, and optimize the impact of the left and right axle angle difference on acceleration deviation.

[0119] It can also be used to calculate or produce the influence of the angle change between the fixed joint and the movable joint of the constant velocity drive shaft under other working conditions, the slip analysis of the movable joint, the drive shaft envelope, and the clearance verification analysis. It is simple, convenient and efficient, and can effectively guide design and development and optimize layout.

[0120] According to the design method of the powertrain position of a vehicle proposed in the embodiment of the present application, the wheel-side change value and the powertrain-side change value of the vehicle under different driving conditions can be obtained to obtain the working angles of the fixed end and the movable end of the constant velocity drive shaft under different working conditions or combined working conditions, and the displacement of the elastic body under different working conditions is calculated into the influence on the drive shaft angle, thereby realizing the simulation analysis of the internal and external angles of the constant velocity universal joint due to different suspension structure arrangements, stiffness and other changing parameters, realizing the calculation and analysis of the dynamic angles of the fixed joint and the movable joint of the constant velocity drive shaft under other working conditions of the whole vehicle, and the evaluation of the envelope of the drive shaft and the surrounding clearance under each working condition, which is then used to determine the position of the powertrain. The method is simple and intuitive, easy to operate and analyze, and can realize the analysis of the instantaneous impact of different combined working conditions or single working conditions on the drive shaft, realizing the theoretical calculation and evaluation of commonly used evaluation working conditions, and also facilitating the analysis of clearances and envelopes under different working conditions, thereby improving the accuracy, convenience and work efficiency of design calculations. This solves the technical problems in related technologies, such as the difficulty in identifying the influence of the performance parameters of boundary components on its working angle and the optimization countermeasures due to the external characteristics of the motor, the difficulty in finding countermeasures or optimizing the vibration and noise problems of the entire vehicle, and the neglect of the influence of power transmission components, making it impossible to effectively obtain preventive measures and optimization directions in the early stages of design and layout.

[0121] Next, a device for designing the position of a powertrain of a vehicle according to an embodiment of the present application will be described with reference to the accompanying drawings.

[0122] Figure 10 It is a block diagram of a device for designing the position of a powertrain of a vehicle according to an embodiment of the present application.

[0123] like Figure 10 As shown, the design device 10 for the powertrain position of the vehicle includes: an acquisition module 100 , a calculation module 200 , a construction module 300 , a determination module 400 , a simulation module 500 and a design module 600 .

[0124] Specifically, the acquisition module 100 is used to acquire static vehicle parameters of the target vehicle and dynamic vehicle parameters of the target vehicle under at least one preset working condition.

[0125] The calculation module 200 is used to calculate the body lift, powertrain center of mass change, powertrain change in multiple directions and wheel center displacement of the target vehicle under at least one preset working condition based on static vehicle parameters and dynamic vehicle parameters.

[0126] The construction module 300 is used to construct a driving model of the powertrain variation in multiple directions based on the variation of the target vehicle's entire suspension key hard points, steering system hard points, and powertrain in multiple directions.

[0127] The determination module 400 is configured to determine an initial powertrain position of the target vehicle based on a preset normal overall arrangement clearance condition.

[0128] The simulation module 500 is used to simulate the combined relationship between all drives of the target vehicle based on at least one preset working condition, wheel center displacement change, vehicle body head-up, powertrain center of mass change and drive model to obtain the change value of the fixed node and moving node angle of the powertrain.

[0129] The design module 600 is used to determine the layout position of the powertrain in combination with the initial powertrain position and the change value of the angle between the fixed node and the movable node.

[0130] Optionally, in one embodiment of the present application, the design module 600 includes: a first judgment unit, a first adjustment unit, a second judgment unit, and a second adjustment unit.

[0131] The first judgment unit is used to judge whether the layout position of the powertrain meets the preset layout design target value conditions.

[0132] The first adjustment unit is used to adjust the suspension structure, suspension stiffness and suspension performance parameters of the vehicle to obtain an adjusted suspension when the preset layout design target value conditions are not met.

[0133] The second judgment unit is used to judge whether the layout position of the powertrain meets the preset layout design target value conditions based on the adjusted suspension.

[0134] The second adjusting unit is used to adjust the layout position of the powertrain until the preset layout design target value condition is met when the preset layout design target value condition is not met.

[0135] Optionally, in one embodiment of the present application, the calculation module 200 includes: a determination unit and an analysis unit.

[0136] The determining unit is configured to determine the maximum torque of the drive shaft of the target vehicle in each vehicle speed range based on the motor external characteristic curve of the target vehicle.

[0137] The analysis unit is used to analyze the displacement of the powertrain center of mass of the target vehicle in multiple directions under the maximum torque of the drive shaft in each vehicle speed range, so as to obtain the powertrain center of mass change under at least one preset working condition using the displacement of the powertrain center of mass in multiple directions.

[0138] Optionally, in one embodiment of the present application, the construction module 300 includes: a constraint unit and a construction unit.

[0139] The constraint unit is used to use the variation of the powertrain in multiple directions, the wheel bounce and wheel steering of the target vehicle as driving constraint components.

[0140] The construction unit is used to construct a driving model of multiple directional changes of the target powertrain based on the driving constraint components, the key hard points of the vehicle suspension, the hard points of the steering system and the preset driving change values ​​of the target vehicle.

[0141] Optionally, in one embodiment of the present application, the simulation module 500 includes: a first computing unit and a second computing unit.

[0142] Among them, the first calculation unit is used to obtain the changed position of the drive shaft fixed joint of the target vehicle based on at least one preset working condition and the vehicle body head-up corresponding to at least one preset working condition.

[0143] The second calculation unit is used to input the change in the center of mass of the powertrain and the changed position of the fixed joint of the drive shaft into the drive model to output the change value of the angle between the fixed joint and the movable joint of the powertrain.

[0144] It should be noted that the above explanation of the embodiment of the method for designing the powertrain position of a vehicle is also applicable to the device for designing the powertrain position of a vehicle in this embodiment, and will not be repeated here.

[0145] According to the design device for the powertrain position of a vehicle proposed in the embodiment of the present application, the wheel-side change values ​​and the powertrain-side change values ​​of the vehicle under different driving conditions can be obtained to obtain the working angles of the fixed end and the movable end of the constant velocity drive shaft under different working conditions or combined working conditions, and the displacement of the elastic body under different working conditions is calculated into the influence on the drive shaft angle, thereby realizing the simulation analysis of the internal and external angles of the constant velocity joint due to different suspension structure arrangements, stiffness and other changing parameters, realizing the calculation and analysis of the dynamic angles of the fixed joint and the movable joint of the constant velocity drive shaft under other working conditions of the whole vehicle, and the evaluation of the envelope of the drive shaft and the surrounding clearance under each working condition, which is then used to determine the position of the powertrain. The device is simple and intuitive, easy to operate and analyze, and can realize the instantaneous impact analysis of different combined working conditions or single working conditions on the drive shaft, realizing the theoretical calculation and evaluation of commonly used evaluation working conditions, and also facilitating the analysis of clearances and envelopes under different working conditions, thereby improving the accuracy, convenience and work efficiency of design calculations. This solves the technical problems in related technologies, such as the difficulty in identifying the influence of the performance parameters of boundary components on its working angle and the optimization countermeasures due to the external characteristics of the motor, the difficulty in finding countermeasures or optimizing the vibration and noise problems of the entire vehicle, and the neglect of the influence of power transmission components, making it impossible to effectively obtain preventive measures and optimization directions in the early stages of design and layout.

[0146] Figure 11 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0147] A memory 1101 , a processor 1102 , and a computer program stored in the memory 1101 and executable on the processor 1102 .

[0148] When the processor 1102 executes the program, the method for designing the position of the powertrain of the vehicle provided in the above embodiment is implemented.

[0149] Furthermore, the vehicle further comprises:

[0150] The communication interface 1103 is used for communication between the memory 1101 and the processor 1102 .

[0151] The memory 1101 is used to store computer programs that can be run on the processor 1102 .

[0152] The memory 1101 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0153] If the memory 1101, processor 1102, and communication interface 1103 are implemented independently, the communication interface 1103, memory 1101, and processor 1102 can be connected to each other via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be divided into address buses, data buses, control buses, etc. For ease of representation, Figure 11 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0154] Optionally, in a specific implementation, if the memory 1101, the processor 1102 and the communication interface 1103 are integrated on a chip, the memory 1101, the processor 1102 and the communication interface 1103 can communicate with each other through an internal interface.

[0155] The processor 1102 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0156] This embodiment also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned method for designing the position of a powertrain of a vehicle.

[0157] An embodiment of the present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the method for designing the powertrain position of a vehicle provided in an embodiment of the present invention.

[0158] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0159] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0160] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing a custom logical function or process step, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application pertain.

[0161] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or N wires (electronic devices), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program can be obtained electronically by optically scanning the paper or other medium and then editing, interpreting or processing it in other suitable ways as necessary, and then storing it in a computer memory.

[0162] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0163] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0164] In addition, the functional units in the various embodiments of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into a module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0165] The storage medium mentioned above may be a read-only memory, a magnetic disk, or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application. Persons skilled in the art may make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A method for designing the position of a vehicle powertrain, characterized in that: The following steps are involved: Obtaining static vehicle parameters of a target vehicle and dynamic vehicle parameters of the target vehicle under at least one preset operating condition; Calculate the vehicle body lift, powertrain center of mass change, powertrain changes in multiple directions, and wheel center displacement of the target vehicle under the at least one preset operating condition based on the static vehicle parameters and the dynamic vehicle parameters; Based on the key hard points of the vehicle suspension, the hard points of the steering system, and the variations of the powertrain in multiple directions of the target vehicle, a driving model of the variations of the powertrain in multiple directions is constructed; determining an initial powertrain position of the target vehicle based on a preset normal overall arrangement clearance condition; Based on the at least one preset operating condition, the wheel center displacement change, the vehicle body lift, the powertrain center of mass change, and the drive model, a simulation is performed on the combined relationship between all drives of the target vehicle to obtain a change value of the angle between the fixed joint and the movable joint of the powertrain; The powertrain layout position is determined based on the initial powertrain position and the change in the angle between the fixed joint and the movable joint.

2. The method according to claim 1, characterized in that The determining of the powertrain layout position by combining the initial powertrain position and the change value of the angle between the fixed joint and the movable joint includes: Determining whether the powertrain layout position meets a preset layout design target value condition; If the preset layout design target value conditions are not met, adjusting the suspension structure, suspension stiffness, and suspension performance parameters of the vehicle to obtain an adjusted suspension; Based on the adjusted suspension, determining whether the powertrain layout position meets a preset layout design target value condition; If the preset layout design target value condition is not met, the powertrain layout position is adjusted until the preset layout design target value condition is met.

3. The method according to claim 1, characterized in that The calculating, based on the static vehicle parameters and the dynamic vehicle parameters, a change in the powertrain center of mass of the target vehicle under the at least one preset operating condition, includes: determining a maximum torque of a drive shaft of the target vehicle in each vehicle speed range based on an external characteristic curve of a motor of the target vehicle; The displacement of the powertrain center of mass of the target vehicle in multiple directions under the maximum torque of the drive shaft in each speed range is analyzed, so as to obtain the powertrain center of mass change under the at least one preset operating condition using the displacement of the powertrain center of mass in multiple directions.

4. The method according to claim 1, wherein The step of constructing a driving model for the powertrain variation in multiple directions based on the key hard points of the vehicle suspension, the hard points of the steering system, and the variation in multiple directions of the powertrain of the target vehicle includes: Using the variation of the powertrain in multiple directions, the wheel bounce and wheel steering of the target vehicle as driving constraint components; A driving model of the target powertrain's multi-directional variation is constructed based on the driving constraint component, the vehicle suspension's key hard points, the steering system's hard points, and the preset driving variation value of the target vehicle.

5. The method according to claim 1, characterized in that The simulation of the combined relationship between all drives of the target vehicle based on the at least one preset working condition, the wheel center displacement change, the vehicle body lift, the powertrain center of mass change, and the drive model to obtain the change value of the fixed joint and the moving joint angle of the powertrain includes: Obtaining a changed position of a fixed joint of a drive shaft of the target vehicle based on the at least one preset operating condition and the vehicle body head-up corresponding to the at least one preset operating condition; The change in the center of mass of the powertrain and the changed position of the fixed joint of the drive shaft are input into the driving model to output the change value of the angle between the fixed joint and the movable joint of the powertrain.

6. A device for designing the position of a vehicle powertrain, characterized in that: include: An acquisition module, configured to acquire static vehicle parameters of a target vehicle and dynamic vehicle parameters of the target vehicle under at least one preset operating condition; a calculation module, configured to calculate, based on the static vehicle parameters and the dynamic vehicle parameters, a vehicle body lift, a change in the center of mass of the powertrain, a change in the powertrain in multiple directions, and a wheel center displacement of the target vehicle under the at least one preset operating condition; A construction module for constructing a driving model of the powertrain variation in multiple directions based on the key hard points of the vehicle suspension, the hard points of the steering system, and the variation of the powertrain in multiple directions of the target vehicle; a determination module, configured to determine an initial powertrain position of the target vehicle based on a preset normal overall arrangement clearance condition; a simulation module configured to simulate the combined relationship between all drives of the target vehicle based on the at least one preset operating condition, the wheel center displacement change, the vehicle body head lift, the powertrain center of mass change, and the drive model, so as to obtain a change value of the fixed joint and the movable joint angle of the powertrain; The design module is used to determine the layout position of the powertrain in combination with the initial powertrain position and the change value of the angle between the fixed joint and the movable joint.

7. The device according to claim 6, characterized in that The design module includes: a first judging unit, configured to judge whether the powertrain layout position satisfies a preset layout design target value condition; a first adjustment unit, configured to adjust the suspension structure, suspension stiffness, and suspension performance parameters of the vehicle to obtain an adjusted suspension when the preset layout design target value condition is not met; a second judgment unit, configured to judge whether the powertrain layout position satisfies a preset layout design target value condition based on the adjusted suspension; The second adjusting unit is configured to adjust the powertrain layout position when the preset layout design target value condition is not met, until the preset layout design target value condition is met.

8. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for designing the position of a powertrain of a vehicle as claimed in any one of claims 1 to 5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the method for designing a powertrain position of a vehicle as claimed in any one of claims 1 to 5.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed, it is used to implement the method for designing the powertrain position of a vehicle as claimed in any one of claims 1 to 5.

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