Method and device for determining working angle of driving half shaft

Abstract

The invention discloses a method and device for determining the working angle of a driving half axle, and the method comprises the steps: taking the load of an undetermined vehicle as a load parameter, carrying out the simulation in the accelerated driving process at an accelerated speed, and determining the corresponding working angle of the driving half axle of the undetermined vehicle in the accelerated driving process. The load and the acceleration are comprehensively considered for simulation, so that the determined working angle can better reflect the working angle of the vehicle in a real accelerated driving working condition. Then, the acceleration is adjusted, the simulation process is executed repeatedly, and a changing curve of the working angle of the driving half shaft along with the acceleration is obtained; and according to the change curves corresponding to the different load parameters, the maximum working angle corresponding to the driving half shaft is determined. Based on this, the maximum working angle can more accurately represent the maximum working angle of the real vehicle during accelerated driving. Therefore, the maximum working angle is utilized to guide the design and assembly of the vehicle, so that the possible problems in the real vehicle stage can be solved in the design stage, and the NVH problem is reduced and avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a method and device for determining the working angle of a drive half shaft. BACKGROUND

[0002] For a vehicle, a drive half shaft is used to transmit the driving force provided by a power assembly to a wheel end to meet the driving demand of the vehicle.

[0003] Generally, the drive half shaft can be composed of three parts, an output shaft of the power assembly, an intermediate shaft, and a wheel end shaft, wherein one end of the output shaft is connected to the power assembly and the other end is connected to the intermediate shaft, one end of the wheel end shaft is connected to the intermediate shaft and the other end is connected to the wheel, based on which the driving force provided by the power assembly is transmitted to the wheel end through the output shaft, the intermediate shaft, and the wheel end shaft. In this way, the working angle of the drive half shaft can be flexibly changed to meet different driving conditions. The working angle can refer to the included angle between the axis of the output shaft and the axis of the intermediate shaft.

[0004] In the related art, during the design stage of a vehicle, the load-carrying capacity of the vehicle is considered, and the drive half shaft is arranged and designed. After the arrangement and design, the maximum working angle of the drive half shaft can be considered as the working angle index range allowed by the drive half shaft. However, based on this method in the related art, the vehicle after design and assembly is prone to NVH (Noise, Vibration, Harshness) problems during actual driving, especially during acceleration, such as chair shaking, resulting in poor user experience. SUMMARY

[0005] To solve the above technical problems, the present application provides a method and device for determining the working angle of a drive half shaft. The determined maximum working angle can more accurately represent the maximum working angle of the drive half shaft of the actual vehicle during acceleration and possible NVH problems. Therefore, using the maximum working angle to guide vehicle design and assembly can solve possible problems in the actual vehicle stage during the design stage, which is beneficial to improving user experience and reducing NVH problems in the actual vehicle stage.

[0006] The embodiments of the present application disclose the following technical solutions:

[0007] In one aspect, the embodiments of the present application provide a method for determining the working angle of a drive half shaft, comprising:

[0008] obtaining a load parameter corresponding to a to-be-determined vehicle, and obtaining an acceleration corresponding to the to-be-determined vehicle;

[0009] simulating the process of accelerating at the acceleration of the to-be-determined vehicle with the load parameter as the load-carrying capacity of the to-be-determined vehicle.

[0010] determine a corresponding working angle of a driving half shaft of the to-be-determined vehicle in the process of the acceleration driving;

[0011] adjust the acceleration, repeatedly execute the simulation process, and obtain a change curve of the working angle of the driving half shaft with respect to the change of the acceleration;

[0012] determine a corresponding maximum working angle of the driving half shaft according to the change curve corresponding to different load parameters.

[0013] In another aspect, an embodiment of the present application provides a working angle determination device for a driving half shaft, which comprises an acquisition unit, a simulation unit, a determination unit and an adjustment unit:

[0014] The acquisition unit is configured to acquire a load parameter corresponding to a to-be-determined vehicle and acquire an acceleration corresponding to the to-be-determined vehicle.

[0015] The simulation unit is configured to simulate a process in which the to-be-determined vehicle is accelerated at the acceleration with the load being the load parameter.

[0016] The determination unit is configured to determine a corresponding working angle of a driving half shaft of the to-be-determined vehicle in the process of the acceleration driving.

[0017] The adjustment unit is configured to adjust the acceleration, repeatedly execute the simulation process, and obtain a change curve of the working angle of the driving half shaft with respect to the change of the acceleration.

[0018] The determination unit is further configured to determine a corresponding maximum working angle of the driving half shaft according to the change curve corresponding to different load parameters.

[0019] It can be seen from the above technical solution that firstly, the load parameter corresponding to the to-be-determined vehicle can be acquired, and the acceleration corresponding to the to-be-determined vehicle can be acquired, wherein the load parameter can represent the load condition of the to-be-determined vehicle, and the acceleration can represent the acceleration condition of the to-be-determined vehicle. Then, the process of the to-be-determined vehicle accelerating at the acceleration with the load parameter as the load and the acceleration can be simulated, based on which, the working angle of the drive half shaft corresponding to the to-be-determined vehicle in the process of accelerating can be determined. Since the axle load is transferred when the vehicle accelerates, the working angle of the drive half shaft is different from the working angle in the static state (i.e., without acceleration), therefore, the acceleration is considered in addition to the load, and the simulation is performed based on this, so that the determined working angle can better reflect the working angle of the vehicle in the real accelerating driving condition. Then, the acceleration is adjusted, and the simulation process is repeatedly performed, so that the change curve of the working angle of the drive half shaft with the change of the acceleration can be obtained. In this way, the working angle of the to-be-determined vehicle in different acceleration driving conditions can be determined. Finally, the maximum working angle of the drive half shaft corresponding to the to-be-determined vehicle can be determined according to the change curve corresponding to different load parameters. It can be seen that the load and the acceleration can be comprehensively considered to determine the change of the working angle of the drive half shaft in different loads and different accelerations, so as to determine the maximum working angle of the drive half shaft. Based on this, the determined maximum working angle can more accurately represent the maximum working angle of the drive half shaft of the real vehicle in the accelerating driving condition, and the possible NVH problem. Therefore, the maximum working angle is used to guide the vehicle design and assembly, so that the possible problems in the real vehicle stage can be solved in the design stage, which is beneficial to improve the user's driving experience and reduce the NVH problem in the real vehicle stage. Moreover, the present application can be applied in the design stage of the to-be-determined vehicle, so that the above-mentioned related problems can be solved in the design stage, and therefore, compared with the mode of solving the problems after the problems occur in the real vehicle stage, the present application is more convenient and beneficial to reduce the cost. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments or the related art, the following will briefly introduce the drawings needed to be used in the embodiments or the related art description. Obviously, the drawings in the following description only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained without creative labor based on these drawings.

[0021] Figure 1 A flowchart of a method for determining the working angle of a drive half shaft provided by an embodiment of the present application;

[0022] Figure 2 A change curve diagram corresponding to a positive eight-shaped arranged drive half shaft provided by an embodiment of the present application;

[0023] Figure 3A change curve schematic diagram corresponding to the driving half shaft arranged in a reverse V shape is provided for the embodiment of the present application.

[0024] Figure 4 A schematic diagram for determining the working angle based on the shaft load transfer value is provided for the embodiment of the present application.

[0025] Figure 5 A schematic diagram of an acceleration analysis model of a vehicle is provided for the embodiment of the present application.

[0026] Figure 6 A structural diagram of a working angle determination device of a driving half shaft is provided for the embodiment of the present application. DETAILED DESCRIPTION

[0027] In order to enable personnel in the technical field to better understand the scheme of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0028] The working angle determination method of the driving half shaft provided by the embodiment of the present application can be implemented by a computer device, which can be a terminal device or a server. The server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device includes but is not limited to a mobile phone, a computer, a smart voice interactive device, a smart home appliance, a vehicle-mounted terminal, etc. The terminal device and the server can be connected directly or indirectly through wired or wireless communication, and the present application does not make any limitation in this regard.

[0029] The specific implementation is described as follows:

[0030] Figure 1 A flowchart of the working angle determination method of the driving half shaft is provided for the embodiment of the present application, and the server is taken as an example of the aforementioned computer device. The method comprises S101-S105.

[0031] S101: Obtain the load parameter corresponding to the to-be-determined vehicle, and obtain the acceleration corresponding to the to-be-determined vehicle.

[0032] The load parameter can represent the load condition of the to-be-determined vehicle, and the acceleration can represent the acceleration condition of the to-be-determined vehicle.

[0033] It should be noted that the application does not make any limitation on how to obtain the load parameter and the acceleration. For ease of understanding, the following modes are provided as examples by the embodiments of the application:

[0034] The to-be-determined vehicle can refer to a vehicle that needs to be checked for the working angle of the drive half shaft, for example, a vehicle of a certain vehicle model in the design stage, or a real vehicle of a certain vehicle model. That is, the application can be applied in the design stage, or in the scenario of improving a vehicle in the real vehicle stage. For example, the to-be-determined vehicle can be an electric vehicle, a hybrid vehicle, a fuel vehicle, etc.

[0035] For a to-be-determined vehicle of a certain vehicle model, the load corresponds to an upper limit value, that is, the maximum value of the load parameter is the total weight of the to-be-determined vehicle when fully loaded. Therefore, in one possible implementation manner, any value within the load range indicated by the maximum value of the load parameter can be obtained as the aforementioned load parameter. In another possible implementation manner, in order to improve efficiency, the load corresponding to the vehicle in the empty, half-loaded and full-loaded states can be used as the aforementioned load parameter. In this way, the three conditions can be used as representatives, which is beneficial to improve efficiency.

[0036] The vehicle can control the size of the acceleration through the accelerator. Generally, the acceleration of the vehicle when empty and accelerating at full throttle is the largest. Therefore, in one possible implementation manner, the initial maximum acceleration corresponding to the to-be-determined vehicle when empty and accelerating at full throttle can be obtained, and then any acceleration within the acceleration range indicated by the initial maximum acceleration can be obtained as the aforementioned acceleration.

[0037] It can be understood that the maximum acceleration provided by the full throttle of the vehicle also has differences under different load conditions. Therefore, in another possible implementation manner, the initial maximum acceleration corresponding to the to-be-determined vehicle when empty and accelerating at full throttle can be obtained first. Then, the initial maximum acceleration can be corrected according to the load parameter to obtain a target maximum acceleration corresponding to the load parameter, and the target maximum acceleration is negatively correlated with the load parameter. Based on this, the target maximum acceleration can represent the maximum value of the acceleration provided by the full throttle when the vehicle is accelerating at full throttle when the load of the vehicle is the aforementioned load parameter. Correspondingly, when obtaining the acceleration, any acceleration within the acceleration range indicated by the target maximum acceleration can be obtained. Based on this, the obtained acceleration is adapted to the load parameter, which can more accurately reflect the acceleration that can be achieved by the real vehicle when accelerating at this load parameter, so that the subsequent related processing based on the load parameter and the acceleration has higher accuracy.

[0038] Correspondingly, when adjusting the acceleration, the acceleration can be adjusted within the acceleration range identified by the target maximum acceleration. In this way, the acceleration range is different for different load parameters, but is adapted to the current load parameter, and is more accurate.

[0039] S102: Simulate the process of accelerating driving of the to-be-determined vehicle with the load as the load parameter and at the acceleration.

[0040] S103: Determine the corresponding working angle of the drive half shaft of the to-be-determined vehicle in the process of accelerating driving.

[0041] Then, the process of accelerating driving of the to-be-determined vehicle with the load as the load parameter and at the acceleration can be simulated, based on which the situation of driving at the load parameter and the acceleration in the real vehicle stage is simulated. Based on the simulation, the corresponding working angle of the drive half shaft of the to-be-determined vehicle in the process of accelerating driving can be determined.

[0042] Since there is a situation of axle load transfer when the vehicle is accelerating driving, the working angle of the drive half shaft is different from the working angle in the static state (i.e. without acceleration), therefore, the acceleration is also considered when the load is considered, and the simulation is performed based on this, so that the determined working angle can better reflect the working angle of the vehicle in the real accelerating driving working condition.

[0043] In actual application, the drive half shaft can be composed of three parts, an output shaft of a power assembly, an intermediate shaft, and a wheel end shaft, wherein one end of the output shaft is connected to the power assembly, the other end is connected to the intermediate shaft, one end of the wheel end shaft is connected to the intermediate shaft, and the other end is connected to the wheel, based on which the driving force provided by the power assembly is transmitted to the wheel end through the output shaft, the intermediate shaft, and the wheel end shaft. In this way, the working angle of the drive half shaft can be flexibly changed to meet different driving working conditions. The working angle can refer to the included angle between the axis of the output shaft and the axis of the intermediate shaft. Correspondingly, the working angle determined by the present application can refer to the included angle between the axis of the output shaft and the axis of the intermediate shaft when the to-be-determined vehicle is accelerating driving at the aforementioned load parameter and acceleration.

[0044] S104: Adjust the acceleration, and repeatedly perform the simulation process to obtain a change curve of the working angle of the drive half shaft changing with the acceleration.

[0045] Then, the acceleration can be adjusted, and the simulation process can be repeatedly performed, and correspondingly, the corresponding working angle when accelerating driving at different accelerations can be obtained, that is, a change curve of the working angle of the drive half shaft changing with the acceleration can be obtained. It can be seen that the change curve can reflect the working angle change characteristics of the vehicle in the accelerating driving working condition.

[0046] In a specific implementation, the manner of adjusting the acceleration may be, for example, the aforementioned adjusting the acceleration within the acceleration range identified by the initial maximum acceleration. For another example, the aforementioned adjusting the acceleration within the acceleration range identified by the target maximum acceleration. Specifically, the actual demand for precision can be flexibly set.

[0047] S105: Determine the maximum working angle of the drive half shaft according to the change curve corresponding to the different load parameters.

[0048] It can be understood that for the same acceleration, the working angle of the drive half shaft may also differ when the load parameter is different. Therefore, after determining the change curve of the working angle with the acceleration under a certain load parameter, the load parameter can be adjusted to determine the change curve of the working angle with the acceleration under each load parameter.

[0049] Correspondingly, the maximum working angle of the drive half shaft can be determined according to the change curve corresponding to the different load parameters. The maximum working angle can refer to the angle between the axis line of the output shaft and the axis line of the intermediate shaft when the vehicle is accelerated at the aforementioned load parameter and acceleration.

[0050] Based on this, the maximum working angle that may exist in the actual vehicle acceleration process can be calibrated by simulating the acceleration process of the vehicle. Since the acceleration is comprehensively considered, the maximum working angle determined by the present application can more accurately reflect the maximum working angle that may exist in the actual vehicle acceleration process. If this situation exists in the actual vehicle stage, it may cause NVH problems such as vehicle seat shaking due to exceeding the allowable performance range of the drive half shaft.

[0051] It can be seen that based on the more accurate maximum working angle determined by the present application, the possible NVH problems can be more accurately determined. Therefore, using the maximum working angle to guide vehicle design and assembly can solve the problems that may exist in the actual vehicle stage in the design stage, which is beneficial to improve the user's driving experience and reduce the NVH problems in the actual vehicle stage. Moreover, the present application can be applied in the design stage of the vehicle to be determined, so that the aforementioned related problems can be solved in the design stage. Therefore, compared with the way of solving the problem after the problem occurs in the actual vehicle stage, the present application is more convenient and beneficial to reduce the cost.

[0052] For ease of understanding, the present application provides the following methods as examples:

[0053] In a possible implementation, if the maximum working angle meets the adjustment condition, it indicates that there is a NVH problem in the real vehicle stage, so the design and assembly of the vehicle can be guided to be adjusted. Specifically, the half shaft joint type of the drive half shaft can be adjusted, and then the adjusted drive half shaft is used as the drive half shaft of the to-be-determined vehicle, and the simulation process is repeatedly executed until the maximum working angle corresponding to the adjusted drive half shaft meets the assembly condition. Based on this, the design and assembly of the vehicle are guided by the maximum working angle until an assembly scheme is obtained which can avoid the generation of the NVH problem in the real vehicle acceleration driving, so that the problem that may be faced in the real vehicle stage can be solved in the design stage, and the cost is reduced.

[0054] For example, the maximum working angle determined statically is 4.5 degrees, and the maximum working angle determined based on the application is 6.8 degrees when accelerating at full throttle, which exceeds the performance index range allowed by the drive half shaft. By adjusting the half shaft joint type of the drive half shaft, the maximum working angle when accelerating at full throttle is reduced to meet the performance index range, and the assembly condition is met. Accordingly, the subsequent vehicle design concept when the assembly condition is met can be used to guide the assembly of the real vehicle.

[0055] In the test, based on this, the seat shaking problem of the original real vehicle when accelerating at full throttle can be well solved. That is, the application is applied in the scene where the NVH problem occurs in the real vehicle stage, the cause of the NVH problem can be analyzed faster, and the NVH problem can be solved by simply adjusting the half shaft joint type, thereby improving the efficiency.

[0056] It can be seen that if the application is applied in the design stage of the to-be-determined vehicle, the potential risks can be identified in advance in the conceptual design stage by checking the working angle of the vehicle parameters, and the working angle design of the drive half shaft is within a reasonable range. On the one hand, the NVH problem in the real vehicle stage can be avoided, and on the other hand, the drive half shaft can work in an efficient area to improve the transmission efficiency and durability, and to avoid changes and waste in the later stage. The efficient area can refer to the performance index range allowed by the drive half shaft.

[0057] It can be seen from the above technical solution that firstly, the load parameter corresponding to the to-be-determined vehicle can be acquired, and the acceleration corresponding to the to-be-determined vehicle can be acquired, wherein the load parameter can represent the load condition of the to-be-determined vehicle, and the acceleration can represent the acceleration condition of the to-be-determined vehicle. Then, the process of the to-be-determined vehicle with the load parameter as the load and accelerating at the acceleration can be simulated, and based on this, the working angle of the drive half shaft of the to-be-determined vehicle corresponding to the process of accelerating can be determined. Since there is a situation of axle load transfer when the vehicle is accelerating, the working angle of the drive half shaft is different from the working angle in the static state (i.e., without acceleration), therefore, the acceleration is considered at the same time, and the simulation is performed based on this, so that the determined working angle can better reflect the working angle of the vehicle in the real accelerating driving condition. Then, the acceleration is adjusted, and the simulation process is repeatedly performed, so that the change curve of the working angle of the drive half shaft with the change of the acceleration can be obtained. In this way, the working angle of the to-be-determined vehicle when driving at different accelerations can be determined. Finally, the maximum working angle corresponding to the drive half shaft can be determined according to the change curve corresponding to different load parameters. It can be seen that the load and the acceleration can be comprehensively considered to determine the change of the working angle of the drive half shaft at different loads and different accelerations, so as to determine the maximum working angle corresponding to the drive half shaft. Based on this, the determined maximum working angle can more accurately represent the maximum working angle of the drive half shaft of the real vehicle when accelerating, and the possible NVH problem. Therefore, the maximum working angle is used to guide the vehicle design and assembly, so that the possible problems in the real vehicle stage can be solved in the design stage, which is beneficial to improve the user's driving experience and reduce the NVH problem in the real vehicle stage. Moreover, the present application can be applied in the design stage of the to-be-determined vehicle, so that the above-mentioned related problems can be solved in the design stage, and therefore, compared with the mode of solving the problem after the problem occurs in the real vehicle stage, the present application is more convenient and beneficial to reduce the cost.

[0058] Through the above embodiments, the method for determining the working angle of the drive half shaft provided by the present application is described, wherein the present application does not make any limitation on the way of determining the working angle. In order to better understand, the present application provides the following mode as an example:

[0059] If the vehicle to be determined is a front-wheel drive vehicle, for example, a four-wheel drive vehicle, the two front wheels can serve as drive wheels, or the two rear wheels can serve as drive wheels. Then, the aforementioned drive axles can include a front drive axle and a rear drive axle, wherein the front drive axle can be connected to the front wheels of the vehicle to output drive force to the front wheels, and the rear drive axle can be connected to the rear wheels of the vehicle to output drive force to the rear wheels. Since the drive requirements of the front and rear wheels may be different during the actual driving process of the vehicle, the situations of the front and rear drive axles may also be different. Therefore, in one possible implementation method, the maximum operating angle corresponding to each of the front drive axle and the rear drive axle can be determined separately.

[0060] In specific implementations, based on the aforementioned simulation process, a first operating angle corresponding to the front drive axle during acceleration can be determined, as can a second operating angle corresponding to the rear drive axle during acceleration. Accordingly, by adjusting the acceleration and repeating the simulation process, a first variation curve of the first operating angle of the front drive axle as a function of acceleration and a second variation curve of the second operating angle of the rear drive axle as a function of acceleration can be obtained. Finally, based on the first variation curve corresponding to different load parameters, a maximum first operating angle corresponding to the front drive axle can be determined, and based on the second variation curve corresponding to different load parameters, a maximum second operating angle corresponding to the rear drive axle can be determined.

[0061] Based on this, the maximum operating angles for the front and rear drive axles can be determined. This allows for more precise guidance when designing and assembling a vehicle, by selecting the appropriate axle section or adjusting the assembly position based on the respective maximum operating angles of the front and rear drive axles.

[0062] In actual applications, the layout of the drive axles in the proposed vehicle may vary, resulting in variations in the operating angle of the drive axles when accelerating under different load parameters and accelerations. Typically, the layout of the drive axles may include a straight figure-eight arrangement and an inverted figure-eight arrangement.

[0063] For easier understanding, see Figure 2 As shown, Figure 2 A schematic diagram of the change curve corresponding to the driving half shaft arranged in a regular eight-shaped pattern is shown, and Figure 3 As shown, Figure 3 The figure shows a schematic diagram of the change curve corresponding to the drive half shaft arranged in an inverted figure eight. Figure 2 In the example, Figure 2(a) shows a schematic diagram of the arrangement of the driving half shafts in the shape of a right figure eight. The driving force provided by the powertrain 201 is transmitted to the wheel end 205 via the output shaft 202, the intermediate shaft 203, and the wheel end shaft 204. It can be understood that Figure 2 The same goes for the right side. Figure 2 Not shown. Figure 3 In the example, Figure 3 (a) shows a schematic diagram of the inverted eight-shaped drive half-shaft arrangement. The driving force provided by the powertrain 301 is transmitted to the wheel end 305 via the output shaft 302, the intermediate shaft 303, and the wheel end shaft 304. It can be understood that Figure 3 The same goes for the right side. Figure 3 Not shown. The main difference is that Figure 2 In the example of the figure eight arrangement scenario, the output shaft is higher than the wheel end shaft. Figure 3 In the exemplary inverted figure eight arrangement scenario, the output shaft is lower than the wheel end shaft.

[0064] It should be noted that in practical applications, the working angle refers to the angle between the axis of the output shaft and the axis of the intermediate shaft. This angle is a spatial angle and can be considered to be distributed within the range of 90 degrees. Figure 2 (b) Example and Figure 3 In example (b), the angles shown on the vertical axis are all absolute values.

[0065] Also, the acceleration of the vehicle is positively correlated with the size of the vehicle's driving force. When the vehicle needs to accelerate at a greater acceleration, it needs a greater driving force. Figure 2 (b) Example and Figure 3 In the example (b), the horizontal axis can represent the driving force. As the load increases, the powertrain will move downward, the front of the vehicle will rise, and the rear of the vehicle will be pressed down, and the working angle is taken as an absolute value, so it is presented as Figure 2 (b) Example and Figure 3 The variation curve shown in (b) is shown. Figure 2 For example, the working angle of the front axle (i.e., the front drive half-shaft) increases, and the working angle of the rear axle (i.e., the rear drive half-shaft) decreases. When it decreases to 0 degrees, it will continue to decrease, but because the angle takes an absolute value, it shows an increasing trend in the change curve.

[0066] Since there is axle load transfer when accelerating, the working angle changes. Therefore, in a possible implementation, the working angle can be determined by determining the axle load transfer value. In actual implementation, the axle load transfer value can be determined according to the load parameter and the acceleration during the accelerating process. Then, the working angle can be determined according to the axle load transfer value. The axle load transfer value can reflect the axle load transfer during the accelerating process based on the load parameter and the acceleration, so the corresponding working angle during the accelerating process based on the load parameter and the acceleration can be determined.

[0067] In actual application, the axle load transfer during accelerating is that the front axle load decreases and the rear axle load increases. Therefore, in a possible implementation, the front end lifting height of the to-be-determined vehicle and the rear end lowering height of the to-be-determined vehicle can be determined according to the axle load transfer value, and the working angle can be determined according to the front end lifting height and the rear end lowering height. For details, refer to Figure 4 , Figure 4 FIG. 1 shows a schematic diagram for determining the working angle based on the axle load transfer value. After the axle load transfer value is determined, the front suspension spring stiffness and the rear suspension spring stiffness can be adjusted in the simulated vehicle model, so as to determine the front end lifting height and the rear end lowering height. When accelerating, the powertrain PT of the vehicle moves upward, so the working angle of the half shaft can be checked in the running system of the simulated vehicle model, so as to drive the dynamic working angle of the half shaft. The dynamic refers to the state that the vehicle accelerates at a certain acceleration.

[0068] It should be noted that the application does not make any limitation on the way of determining the axle load transfer value.

[0069] For ease of understanding, the application embodiments provide the following ways as examples:

[0070] In actual application, different vehicle models have different center of mass heights, and the distance between the front drive half shaft and the rear drive half shaft can also be different. These vehicle parameters also affect the axle load transfer during accelerating. Therefore, in a possible implementation, the axle load transfer value can be determined by the following way:

[0071] Firstly, the center of mass height of the to-be-determined vehicle can be obtained, and the wheelbase of the to-be-determined vehicle can be obtained, wherein the wheelbase is used to represent the distance between the front drive half shaft and the rear drive half shaft. Then, the axle load transfer value can be determined according to the center of mass height, the wheelbase, the load parameter and the acceleration. Based on this, in addition to the load parameter and the acceleration, other parameters of the vehicle are also considered, which is beneficial to improve the accuracy of the axle load transfer value, so as to ensure the accuracy of the working angle.

[0072] In actual applications, different loads will also have an impact on the center of mass height of the vehicle. In order to improve accuracy, in another possible implementation method, the initial center of mass height corresponding to the undetermined vehicle when it is unloaded can be obtained. The initial center of mass height can refer to the height of the center of mass of the undetermined vehicle when it is unloaded from the horizontal plane where the ground is located. Then, the initial center of mass height can be corrected according to the load parameter to obtain the center of mass height. The center of mass height is negatively correlated with the load parameter. That is, the greater the load, the smaller the center of mass height of the vehicle. Based on this, taking into account the influence of the load parameter on the center of mass height is conducive to determining a more accurate axle load transfer value, thereby ensuring the accuracy of the working angle.

[0073] In order to quickly determine the axle load transfer value based on the above parameters, the embodiment of the present application further provides the following method to derive the relationship between the axle load transfer value and the above parameters, specifically:

[0074] See Figure 5 , Figure 5 A schematic diagram of a vehicle acceleration analysis model is shown. Figure 5 In this example, the rear wheels of the vehicle serve as the driving wheels, where the wheelbase L = front wheelbase Lf + rear wheelbase Lr. Based on the kinematic relationship of the vehicle during acceleration, the following mathematical analysis expression can be established:

[0075] M f +M r =M

[0076] Ff=M*a

[0077] (M f -Δ m )*g*L f +f*h=(M r +Δ m )*g*L r +F*h

[0078] In the above formula, M can represent the load parameter of the undetermined vehicle, M f Can represent the front axle load, M r It can represent the rear axle load, F can represent the driving force, f can represent the rolling resistance, a can represent the acceleration of the vehicle, g can represent the acceleration of gravity, L f Can represent the front wheelbase, L r can represent the rear wheelbase, h can represent the center of mass height, Δ m Can represent axle load transfer value.

[0079] in, Figure 5 The wheelbase L in the example is equal to the front wheelbase L f With rear wheelbase L r The rolling resistance f can include the friction resistance of the wheels, the wind resistance of the vehicle, etc.

[0080] And, when the vehicle is static, the vehicle acceleration a = 0, the driving force F = 0, the rolling resistance f = 0, and the axle load transfer value Δ m = 0, based on this, the third expression is simplified, and the relationship of the vehicle in static state can be established, which can be seen from the following mathematical analysis expression:

[0081] M f *g*L f = M r *g*L r

[0082] Through the above data analysis expression, the following expression can be obtained:

[0083]

[0084] Based on this, the expression for determining the axle load transfer value is obtained. Thus, in actual application, for the aforementioned to-be-determined vehicle, the corresponding axle load transfer value can be quickly determined based on the load parameters, acceleration, center of mass height and wheelbase of the to-be-determined vehicle, so as to perform subsequent dynamic working angle checking of the half shaft.

[0085] It should be noted that in the expression of the axle load transfer value, the negative sign can represent that the load is reduced. Usually, in actual application, the absolute value can be taken to represent how much the axle load is transferred.

[0086] Through the above expression, it can be ensured that the influencing factors of the dynamic working angle of the driving half shaft mainly include the center of mass height, the wheelbase, the acceleration of the whole vehicle and the rear axle load. Specifically, for different vehicle models, these parameters are different, so the corresponding working angles are also different. For example, the center of mass height of a sedan and an SUV vehicle is different, the wheelbase of an A-class, B-class and C-class vehicle also has differences, the acceleration of a supercar, a performance car, an economic family car and an electric vehicle is also different, and the rear axle load of a front drive, a rear drive, a four-wheel drive and an electric vehicle is also different. Therefore, after determining the above parameters, the axle load transfer value during acceleration driving can be determined, and the working angle can be checked. It can be seen that the working angle checking of the driving half shaft of various vehicle models is applicable, and has higher universality.

[0087] Figure 6 A structure diagram of a working angle determination device of a driving half shaft provided by an embodiment of the present application, the device comprising an acquisition unit 601, a simulation unit 602, a determination unit 603 and an adjustment unit 604:

[0088] The acquisition unit 601 is configured to acquire the load parameters corresponding to a to-be-determined vehicle, and to acquire the acceleration corresponding to the to-be-determined vehicle.

[0089] The simulation unit 602 is configured to simulate a process of accelerating travel of the to-be-determined vehicle with a load parameter being a load of the to-be-determined vehicle and the acceleration.

[0090] The determination unit 603 is configured to determine a corresponding working angle of a drive half shaft of the to-be-determined vehicle in the process of accelerating travel.

[0091] The adjustment unit 604 is configured to adjust the acceleration, repeatedly perform the simulation process, and obtain a change curve of the working angle of the drive half shaft changing with the acceleration.

[0092] The determination unit 603 is further configured to determine a maximum working angle of the drive half shaft according to the change curve corresponding to different load parameters.

[0093] In a possible implementation, the determination unit is further configured to:

[0094] determine a corresponding axle load transfer value in the process of accelerating travel according to the load parameter and the acceleration;

[0095] determine the working angle according to the axle load transfer value.

[0096] In a possible implementation, the determination unit is further configured to:

[0097] determine a height of a front end of the to-be-determined vehicle being lifted and determine a height of a rear end of the to-be-determined vehicle being depressed according to the axle load transfer value;

[0098] determine the working angle according to the height of the front end of the to-be-determined vehicle being lifted and the height of the rear end of the to-be-determined vehicle being depressed.

[0099] In a possible implementation, the drive half shaft includes a front drive half shaft and a rear drive half shaft, and the determination unit is further configured to:

[0100] obtain a center of mass height of the to-be-determined vehicle and obtain an axle distance of the to-be-determined vehicle, the axle distance being used to represent a distance between the front drive half shaft and the rear drive half shaft;

[0101] determine the axle load transfer value according to the center of mass height, the axle distance, the load parameter, and the acceleration.

[0102] In a possible implementation, the obtaining unit is further configured to:

[0103] obtain an initial center of mass height of the to-be-determined vehicle when the to-be-determined vehicle is empty;

[0104] The initial center of mass height is corrected according to the load parameter to obtain the center of mass height, and the center of mass height is negatively correlated with the load parameter.

[0105] In a possible implementation, the drive half shafts include front drive half shafts and rear drive half shafts.

[0106] The determination unit is further configured to determine a first working angle of the front drive half shafts during the acceleration driving and a second working angle of the rear drive half shafts during the acceleration driving.

[0107] The adjustment unit is further configured to adjust the acceleration, repeatedly perform the simulation process, obtain a first change curve of the first working angle of the front drive half shafts changing with the acceleration, and obtain a second change curve of the second working angle of the rear drive half shafts changing with the acceleration.

[0108] The determination unit is further configured to determine a maximum first working angle of the front drive half shafts according to the first change curve corresponding to different load parameters, and determine a maximum second working angle of the rear drive half shafts according to the second change curve corresponding to different load parameters.

[0109] In a possible implementation, the adjustment unit is further configured to:

[0110] If the maximum working angle meets an adjustment condition, adjust a half shaft joint type of the drive half shaft.

[0111] Use the adjusted drive half shaft as the drive half shaft of the to-be-determined vehicle, repeatedly perform the simulation process until a maximum working angle of the adjusted drive half shaft meets an assembly condition.

[0112] In a possible implementation, the obtaining unit is further configured to:

[0113] Obtain an initial maximum acceleration of the to-be-determined vehicle under no load and full throttle acceleration;

[0114] Correct the initial maximum acceleration according to the load parameter to obtain a target maximum acceleration corresponding to the load parameter, and the target maximum acceleration is negatively correlated with the load parameter.

[0115] Obtain any acceleration in an acceleration range identified by the target maximum acceleration.

[0116] The adjustment unit is further configured to adjust the acceleration in the acceleration range identified by the target maximum acceleration.

[0117] It can be seen from the above technical solution that firstly, the load parameter corresponding to the to-be-determined vehicle can be acquired, and the acceleration corresponding to the to-be-determined vehicle can be acquired, wherein the load parameter can represent the load condition of the to-be-determined vehicle, and the acceleration can represent the acceleration condition of the to-be-determined vehicle. Then, the process of the to-be-determined vehicle accelerating at the load parameter and the acceleration can be simulated, and based on this, the working angle of the drive half shaft of the to-be-determined vehicle corresponding to the process of accelerating can be determined. Since the vehicle exists the axle load transfer when accelerating, the working angle of the drive half shaft is different from the working angle when being static (i.e., without acceleration), therefore, the acceleration is comprehensively considered while considering the load, and the simulation is performed based on this, so that the determined working angle can better reflect the working angle of the vehicle in the real accelerating working condition. Then, the acceleration is adjusted, and the simulation process is repeatedly performed, so that the change curve of the working angle of the drive half shaft with the change of the acceleration can be obtained. In this way, the working angle of the to-be-determined vehicle when accelerating at different accelerations can be determined. Finally, the maximum working angle corresponding to the drive half shaft can be determined according to the change curve corresponding to different load parameters. It can be seen that the load and the acceleration can be comprehensively considered to determine the change of the working angle of the drive half shaft at different loads and different accelerations, so as to determine the maximum working angle corresponding to the drive half shaft. Based on this, the determined maximum working angle can more accurately represent the maximum working angle of the drive half shaft of the real vehicle when accelerating, and the possible NVH problem. Therefore, the maximum working angle is used to guide the vehicle design and assembly, so that the possible problems in the real vehicle stage can be solved in the design stage, which is beneficial to improve the user's vehicle experience and reduce the NVH problem in the real vehicle stage. Moreover, the present application can be applied in the design stage of the to-be-determined vehicle, so that the above-mentioned related problems can be solved in the design stage, and therefore, compared with the mode of solving the problem after the problem occurs in the real vehicle stage, the present application is more convenient and is beneficial to reduce the cost.

[0118] For the device embodiment, since it basically corresponds to the method embodiment, the relevant part is described in the part of the method embodiment. The device embodiment described above is only illustrative, wherein the units described as separate components can be or can not be physically separated, and the components displayed as units can be or can not be physical units, i.e., they can be located in one place or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the present embodiment according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0119] It should be noted that, in the present document, relational terms such as "first" and "second", and the like can be used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0120] The above describes in detail the method and device for determining the working angle of a driving half shaft according to the embodiments of the present application. The principles and implementation manners of the present application are described by using specific examples. The above description of the embodiments is only for the purpose of helping understand the method of the present application. For those skilled in the art, the specific implementation manners and application scope of the method of the present application can be changed.

[0121] In summary, the content of the present specification should not be understood as a limitation of the present application, and any skilled person in the art can easily think of changes or replacements within the technical scope disclosed by the present application, which should be covered by the protection scope of the present application. Moreover, the implementation manners provided by the present application in the above aspects can be further combined to provide more implementation manners.

Claims

1. A method of determining the operating angle of a drive half shaft, characterized by The method comprises: obtaining a load parameter corresponding to a to-be-determined vehicle, and obtaining an acceleration corresponding to the to-be-determined vehicle; simulating a process in which the to-be-determined vehicle travels at the acceleration with a load corresponding to the load parameter; determining a working angle of a drive half shaft of the to-be-determined vehicle corresponding to the process of accelerating; adjusting the acceleration, repeatedly performing the simulation process, and obtaining a change curve of the working angle of the drive half shaft with respect to the acceleration; determining a maximum working angle of the drive half shaft corresponding to the change curve corresponding to different load parameters.

2. The method of claim 1, wherein, The determination of the working angle of the drive half shaft of the to-be-determined vehicle corresponding to the process of accelerating comprises: determining an axle load transfer value corresponding to the process of accelerating according to the load parameter and the acceleration; determining the working angle according to the axle load transfer value.

3. The method of claim 2, wherein, The determination of the working angle according to the axle load transfer value comprises: determining a front end lifting height of the to-be-determined vehicle and a rear end lowering height of the to-be-determined vehicle according to the axle load transfer value; determining the working angle according to the front end lifting height and the rear end lowering height.

4. The method of claim 2, wherein, The drive half shaft comprises a front drive half shaft and a rear drive half shaft, and the determination of the axle load transfer value corresponding to the process of accelerating according to the load parameter and the acceleration comprises: obtaining a center of mass height of the to-be-determined vehicle, and obtaining an axle distance of the to-be-determined vehicle, the axle distance being used to represent a distance between the front drive half shaft and the rear drive half shaft; determining the axle load transfer value according to the center of mass height, the axle distance, the load parameter and the acceleration.

5. The method according to claim 4, characterized in that The obtaining of the center of mass height of the to-be-determined vehicle comprises: obtaining an initial center of mass height corresponding to the to-be-determined vehicle when the to-be-determined vehicle is empty; correcting the initial center of mass height according to the load parameter to obtain the center of mass height, the center of mass height being negatively correlated with the load parameter.

6. The method of claim 1, wherein, The determination of the working angle of the drive half shaft of the to-be-determined vehicle corresponding to the process of accelerating comprises: determining a first working angle of the front drive half shaft corresponding to the process of accelerating, and determining a second working angle of the rear drive half shaft corresponding to the process of accelerating; The adjustment of the acceleration, the repeated performance of the simulation process, and the obtaining of the change curve of the working angle of the drive half shaft with respect to the acceleration comprise: adjusting the acceleration, repeatedly performing the simulation process, obtaining a first change curve of the first working angle of the front drive half shaft with respect to the acceleration, and obtaining a second change curve of the second working angle of the rear drive half shaft with respect to the acceleration; The determination of the maximum working angle of the drive half shaft corresponding to the change curve corresponding to different load parameters comprises: According to the first change curve corresponding to different load parameters, the maximum first working angle corresponding to the front drive half shaft is determined, and according to the second change curve corresponding to different load parameters, the maximum second working angle corresponding to the rear drive half shaft is determined.

7. The method of claim 1, wherein, The method further comprises: If the maximum working angle meets the adjustment condition, the half shaft joint type of the drive half shaft is adjusted; The adjusted drive half shaft is used as the drive half shaft of the vehicle to be determined, and the simulation process is repeatedly executed until the maximum working angle corresponding to the adjusted drive half shaft meets the assembly condition.

8. The method according to any one of claims 1 to 7, characterized in that, The acceleration corresponding to the vehicle to be determined is obtained, comprising: An initial maximum acceleration corresponding to the vehicle to be determined under no load and full throttle acceleration is obtained; The initial maximum acceleration is corrected according to the load parameter to obtain a target maximum acceleration corresponding to the load parameter, and the target maximum acceleration is negatively correlated with the load parameter; Any acceleration in the acceleration range identified by the target maximum acceleration is obtained; The acceleration is adjusted, comprising: The acceleration is adjusted in the acceleration range identified by the target maximum acceleration.

9. An operating angle determining device for driving a half shaft, characterized by The device comprises an acquisition unit, a simulation unit, a determination unit and an adjustment unit: The acquisition unit is used to obtain the load parameter corresponding to the vehicle to be determined, and to obtain the acceleration corresponding to the vehicle to be determined; The simulation unit is used to simulate the process of accelerating driving of the vehicle to be determined with the load parameter as the load and the acceleration; The determination unit is used to determine the working angle of the drive half shaft of the vehicle to be determined in the process of accelerating driving; The adjustment unit is used to adjust the acceleration, repeatedly execute the simulation process, and obtain the change curve of the working angle of the drive half shaft with the change of the acceleration; The determination unit is further used to determine the maximum working angle of the drive half shaft according to the change curve corresponding to different load parameters.

10. The apparatus of claim 9, wherein, The determination unit is further used to: According to the load parameter and the acceleration, the corresponding axle load transfer value in the process of accelerating driving is determined; According to the axle load transfer value, the working angle is determined.

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