Hybrid vehicle drive assembly NVH simulation method and system and application

Abstract

The invention belongs to the technical field of driving system simulation, and provides a hybrid vehicle driving assembly NVH simulation method and system and application, and the method comprises the steps: building a transmission system model, a structure-electromagnetic coupling model and a suspension system model; coupling the transmission system model and the structure-electromagnetic coupling model, constructing a rigid-flexible coupling model, and constructing a motor simulation model; electromagnetic excitation output by the motor simulation model is imported into a rigid-flexible coupling model, and the rigid-flexible coupling model integrates electromagnetic excitation and mechanical excitation to serve as an input excitation source of the suspension system model; and the suspension system model receives the vibration response from the rigid-flexible coupling model to obtain a drive assembly NVH simulation result, and corrects and optimizes the rigid-flexible coupling model in combination with a rack test result to complete hybrid vehicle drive assembly NVH simulation. According to the method, the high requirement of NVH development of the hybrid power system can be met, and the problem that an existing simulation model does not conform to the reality is solved.

Description

Technical Field

[0001] This application relates to the field of drive system simulation technology, and in particular to a method, system and application for NVH simulation of hybrid vehicle drive system. Background Technology

[0002] With the continuous development of society, green environmental protection and sustainable development have become important production requirements for modern industry. Based on this, hybrid vehicles, which balance range and reduced fuel consumption, have experienced rapid development in the new energy field. The changing excitation sources in different operating modes of hybrid vehicles complicate their noise issues. In pure electric mode, the lack of masking effect from engine and exhaust noise makes the whine noise from the drive motor and reducer particularly prominent. In hybrid mode, the combined excitation of the engine and motor poses challenges to the NVH (noise, vibration, and harshness) of the drivetrain.

[0003] In practical applications, the electric drive assembly is a rigid-flexible coupled structure. While individual components such as the motor and transmission system meet design requirements, mutual interference between subsystems within the electric drive assembly leads to NVH (noise, vibration, harshness) issues in the coupled system. Therefore, NVH simulation of the electric drive assembly is typically used during the design phase to initially assess the presence of vibration and noise risks in the coupled system. Furthermore, during actual prototype testing and verification, optimization is performed using simulation to address vibration and noise issues and improve the NVH performance of the electric drive assembly.

[0004] The development process for NVH performance of electric drive assemblies mainly involves combining simulation and experimental testing. Simulation models are used to predict and optimize noise issues, while experimental testing is used to verify and correct these models and pinpoint the specific noise problems. This addresses noise issues from the perspectives of excitation sources and transmission paths. Therefore, improving the simulation accuracy of the model is crucial, as simulation provides support for solving and optimizing real-world noise problems.

[0005] The existing NVH simulation design process for hybrid vehicle drivetrains is attached. Figure 1As shown, a gear shaft model of the electric drive assembly was built using Romax software. The housing was meshed using finite element software (Hyper Mesh or ANSYS), and the housing mesh model was imported into Romax. A conceptual stator simulation model was established based on the specific dimensions of the motor stator and connected to the motor housing mesh model through shared nodes. Based on the constraint state of the drive assembly on the test bench (suspension constraint), the suspension position and stiffness parameters of the electric drive assembly, as well as the mounting bolt node information of the suspension bracket housing, were obtained. The suspension node connection was defined, and a simulation model of the drive assembly was established. Electromagnetic excitation calculated by third-party electromagnetic software (Maxwell or Motor Cad) was imported to perform NVH simulation analysis of the electric drive assembly. The vibration response simulation results were compared with the bench test results to correct the simulation model. For excitations exceeding the target limit, an optimization scheme was determined from the aspects of excitation source and transmission path, based on the NVH simulation results of the drive assembly (vibration response, ODS modes, etc.). The optimization effect was verified through simulation, and finally, the actual optimization effect was verified through experiments.

[0006] The existing hybrid drivetrain simulation model is attached. Figure 2 As shown, a conceptual stator simulation model was established based on the specific dimensions of the motor stator. The conceptual stator model has the following shortcomings: 1. It cannot consider the anisotropy of the stator material; 2. It can only define the main dimensions such as the stator's inner and outer diameters, tooth height, and tooth width. The actual stator tooth features are more complex, with features like oil grooves in the stator yoke, so the conceptual stator model cannot completely match the actual stator model; 3. It can only connect to the motor housing mesh via common nodes. For motors where the stator is bolted, the conceptual stator model cannot consider this constraint; 4. The stator windings have a significant impact on the stator modes, and the conceptual stator model cannot consider them. Therefore, these differences between the conceptual and actual stator models lead to deviations between the stator modes and reality, ultimately resulting in significant discrepancies between the simulation results and actual test results.

[0007] The above-mentioned conceptual stator simulation model is not feasible for hybrid drive assemblies, which typically contain two motor assemblies. Existing modeling methods cannot simultaneously install two conceptual stator models on the drive assembly housing. If only one conceptual stator is established, it will differ significantly from the actual state, further leading to discrepancies between the assembly modes and reality, and further increasing the response simulation error.

[0008] Furthermore, the electromagnetic excitation calculated using third-party electromagnetic software (Maxwell or Motor Cad) is imported, as shown in the attached figure. Figure 4As shown, to simplify the model and reduce computation, electromagnetic software typically establishes only one model under the magnetic poles based on the periodic symmetry of the stator and rotor. However, for motor stators fixed with bolts (as shown in the attached diagram), the simulation model is not always the same. Figure 3 For types with poor symmetry (such as those shown), the established periodic symmetric model differs from the actual model. The simplified model does not consider the position of the stator bolt holes, which will affect the calculation accuracy of electromagnetic excitation and the simulation accuracy of vibration response under electromagnetic excitation.

[0009] Therefore, for hybrid drive assemblies and types with poor symmetry such as stators fixed by bolts, existing technical solutions cannot establish a complete stator simulation model well, nor can they accurately calculate electromagnetic excitation results. This leads to a large difference between the simulation results of the drive assembly response and the actual test results. Therefore, simply adjusting the system damping coefficient, the radial clearance of the bearing, and material parameters to correct the simulation model cannot achieve good results.

[0010] To improve simulation accuracy, relevant technicians have developed various NVH simulation methods for drive assemblies. For example, patent application CN114528725A discloses an integrated electric drive NVH simulation modeling method. This method first performs detailed finite element modeling on each component of the electric drive system, then assembles the established finite element models to create a structural finite element model of the electric drive assembly. The mesh of this model is then coarsened and corrected. Finally, the electric drive model is enveloped to further establish an acoustic finite element model. Simultaneously, the excitations from the motor and reducer are acquired and applied to the corresponding electric drive finite element models. Acoustic field points are then set in the models, ultimately completing the establishment of the integrated electric drive NVH simulation model. While this method is an improvement over the traditional conceptual stator model, it still suffers from insufficient characterization of material anisotropy. Actual motor stators are typically made of laminated electrical steel sheets, exhibiting significant anisotropic material characteristics, and the presence of windings also significantly affects the overall dynamic behavior of the stator. The above method does not describe in detail how to account for the anisotropic characteristics and winding effects of the stator lamination structure, which may lead to errors in the prediction of stator modal frequencies and mode shapes. These problems will further affect the accuracy of the path of electromagnetic excitation transmitted to the housing, and ultimately affect the noise prediction results.

[0011] To address the aforementioned issues, patent application CN118211321A discloses a simulation method for the response of an electric drive assembly, belonging to the field of electric vehicle technology. The method includes: S1: constructing an equivalent model of the actual stator in a simulation platform; S2: constructing an electric drive assembly simulation model based on the equivalent model of the actual stator, and constraining the equivalent model of the actual stator to the drive assembly housing of the electric drive assembly simulation model through binding or RBE2 units; S3: importing the electromagnetic excitation calculated by electromagnetic software into the electric drive assembly simulation model, performing NVH simulation analysis of the electric drive assembly, and comparing the simulation analysis results with bench test results to correct the electric drive assembly simulation model; S4: using the corrected electric drive assembly simulation model, determining the target scheme based on the excitation source and excitation transmission path. This method, by considering components that affect the system modes, such as the actual stator model and suspension brackets, makes the electric drive assembly simulation model closer to the actual state, improving simulation accuracy. However, the modeling scope of the above method is a simplified model of a pure electric drive system. Summary of the Invention

[0012] In view of the shortcomings of the prior art, the present invention provides a hybrid vehicle drivetrain NVH simulation method, system and application, which can meet the high requirements of hybrid system NVH development and solve the problem that the existing simulation model does not match the actual situation, resulting in a large difference between the simulation results and the actual situation, and the simulation results cannot effectively guide the solution of actual vibration and noise problems.

[0013] To achieve the above and related objectives, the present invention adopts the following technical solution:

[0014] The first aspect of this invention provides a method for NVH simulation of a hybrid vehicle drivetrain, comprising the following steps:

[0015] Step S100: Establish the transmission system model, the structure-electromagnetic coupling model, and the suspension system model;

[0016] Step S200: Couple the transmission system model and the structure-electromagnetic coupling model to construct a rigid-flexible coupling model, and construct a motor simulation model;

[0017] Step S300: Import the electromagnetic excitation output by the motor simulation model into the rigid-flexible coupling model. The rigid-flexible coupling model integrates electromagnetic excitation and mechanical excitation to serve as the input excitation source for the suspension system model.

[0018] In step S400, the suspension system model receives the vibration response from the rigid-flexible coupling model to obtain the NVH simulation results of the drive assembly. Combined with the bench test results, the rigid-flexible coupling model is corrected and optimized to complete the NVH simulation of the hybrid vehicle drive assembly.

[0019] Furthermore, in step S100, the transmission system model includes a reducer gear shaft model and a motor rotor model.

[0020] Further, in step S100, establishing the structure-electromagnetic coupling model includes: establishing a drive assembly housing mesh model and a stator mesh model; based on the actual connection method between the stator and the drive assembly housing, selecting binding constraints or RBE2 element constraints, and constraining the stator mesh model in the drive assembly housing mesh model to complete the definition of the drive assembly housing mesh model.

[0021] Import the defined drive assembly housing mesh model into the reducer gear shaft model to complete the establishment of the structure-electromagnetic coupling model.

[0022] Further, in step S100, establishing the suspension system model includes: determining the coordinates of the suspension points based on the bench layout, establishing an equivalent model of the suspension axis, setting node connections and constraints, and inputting the measured stiffness information of the suspension in all directions to complete the simulation of actual working conditions, so as to complete the establishment of the suspension system model.

[0023] Furthermore, step S200 also includes: coupling the transmission system model and the structure-electromagnetic coupling model, aligning the stator node search area with the stator tooth position by adjusting the stator tooth offset angle, ensuring that the weighted RBE3 connection is accurately established, so as to achieve effective mapping of electromagnetic excitation to the stator teeth and complete the establishment of the rigid-flexible coupling model.

[0024] Furthermore, in step S400, the correction of the rigid-flexible coupling model includes: correcting the rigid-flexible coupling model by adjusting the system damping coefficient, the radial clearance of the bearing, and the material parameters.

[0025] Furthermore, in step S400, the optimization includes optimizing and verifying electromagnetic parameters for electromagnetic excitation based on the NVH simulation results of the drive assembly, and optimizing and verifying the drive assembly housing mesh model for transmission path problems, so as to confirm the optimization effect through experimental closed-loop.

[0026] A second aspect of the present invention provides a hybrid vehicle drivetrain NVH simulation system, comprising:

[0027] The first building module is used to establish the transmission system model, the structural-electromagnetic coupling model, and the suspension system model;

[0028] The second building module is used to couple the transmission system model and the structure-electromagnetic coupling model to build a rigid-flexible coupling model and a motor simulation model.

[0029] The excitation loading module is used to import the electromagnetic excitation output from the motor simulation model into the rigid-flexible coupling model. The rigid-flexible coupling model integrates electromagnetic excitation and mechanical excitation to serve as the input excitation source for the suspension system model.

[0030] The simulation and optimization model is used to receive the vibration response from the rigid-flexible coupling model of the suspension system model, obtain the NVH simulation results of the drive assembly, and combine the bench test results to correct and optimize the rigid-flexible coupling model to complete the NVH simulation of the hybrid vehicle drive assembly.

[0031] A third aspect of the present invention provides a computer-readable storage medium storing computer-readable instructions thereon, which, when executed by a computer's processor, cause the computer to perform the aforementioned hybrid vehicle drivetrain NVH simulation method.

[0032] A fourth aspect of the present invention provides a computer device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described hybrid vehicle drivetrain NVH simulation method.

[0033] The beneficial technical effects of this invention are as follows:

[0034] This invention establishes a structure-electromagnetic coupling model, which can overcome the shortcomings of establishing a conceptual stator model. By reverse-engineering the material properties of the anisotropic stator mesh model through measured modal data of the stator, the modal characteristics of the stator mesh model are more closely related to reality. At the same time, considering the constraint state of the stator being connected to the drive assembly housing by bolts, the structure-electromagnetic coupling model is closer to the actual state.

[0035] This invention establishes a rigid-flexible coupling model, making the components in the model that affect the system modes closer to the actual state. Secondly, it establishes a complete motor simulation model, providing electromagnetic excitation calculation accuracy, thereby improving the simulation accuracy of the drive assembly response. It provides effective support for solving actual NVH problems. Combined with response simulation, it can quickly evaluate the optimization effect of electromagnetic structure and housing structure on NVH problems and shorten the optimization cycle.

[0036] This invention integrates a rigid-flexible coupling model with a transmission system model and a structure-electromagnetic coupling model to achieve dynamic coupling of multiple physics fields. It also introduces time-varying electromagnetic excitations (such as radial force harmonics) from a motor simulation model to achieve the integration of mechanical and electromagnetic excitations. Furthermore, the input to the suspension system model directly originates from the vibration response of the rigid-flexible coupling model, rather than the simplified force input assumed by traditional methods, thus more closely resembling the actual transmission path.

[0037] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0038] The accompanying drawings, incorporated in and forming part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without inventive effort. In the drawings:

[0039] Figure 1 NVH simulation design process for existing hybrid drive systems;

[0040] Figure 2 Define the stator model for existing technology concepts;

[0041] Figure 3 This is a practical model of an existing motor.

[0042] Figure 4 To simplify the simulation model of existing motor technologies;

[0043] Figure 5 This is a flowchart of the NVH simulation method for the hybrid vehicle drivetrain of this application;

[0044] Figure 6 This is another exemplary simulation method flowchart of this application;

[0045] Figure 7 Define the stator node group for this application;

[0046] Figure 8 This is a schematic diagram of the rigid-flexible coupling model structure of this application;

[0047] Figure 9 This is a schematic diagram of the motor simulation model of this application;

[0048] Figure 10 This is a framework diagram of the hybrid vehicle drivetrain NVH simulation system of this application;

[0049] Figure 11 A schematic diagram of the structure of a computer system suitable for an embodiment of this application is shown. Detailed Implementation

[0050] Unless otherwise defined, all technical and / or scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should be understood that certain features of the invention (described in the context of separate embodiments for clarity) may also be provided in a single embodiment. Conversely, multiple features of the invention (described in the context of a single embodiment for brevity) may also be provided separately or in any suitable combination or, where appropriate, in any other described embodiment of the invention. Certain features described in the context of various embodiments will not be considered essential features of those embodiments unless the embodiment is inoperable without those elements. The invention is further illustrated below by specific examples; however, it should be noted that the specific process conditions and results described in the embodiments of the invention are merely illustrative and should not be construed as limiting the scope of protection of the invention. All equivalent changes or modifications made in accordance with the spirit and essence of the invention should be covered within the scope of protection of the invention.

[0051] Please see Figure 5 The flowchart of the NVH simulation method for the hybrid vehicle drivetrain of this application is shown below in detail:

[0052] Step S100: Establish the transmission system model, the structure-electromagnetic coupling model, and the suspension system model.

[0053] Specifically, in combination Figure 6 The transmission system model in this application includes a reducer gear shaft model and a motor rotor model. More specifically, the reducer gear shaft model and the motor rotor model are established based on Romax.

[0054] Specifically, establishing the structure-electromagnetic coupling model includes: establishing a drive assembly housing mesh model and a stator mesh model; based on the actual connection method between the stator and the drive assembly housing, selecting either binding constraints or RBE2 element constraints to constrain the stator mesh model within the drive assembly housing mesh model, thus completing the definition of the drive assembly housing mesh model. More specifically, this application uses finite element software (Hyper Mesh or ANSYS) to mesh the drive assembly housing and stator, and constrains the meshed stator mesh model within the drive assembly housing mesh model using either binding or RBE2 element constraints. Specifically, if the motor stator and drive assembly housing are interference-fitted, binding constraints are selected to constrain the stator mesh model within the drive assembly housing mesh model; if the motor stator and drive assembly housing are bolted together, RBE2 element constraints are selected to constrain the stator mesh model within the drive assembly housing mesh model.

[0055] More specifically, the stator mesh model of this application can be an equivalent model of the actual stator. The method for establishing the model includes: establishing an equivalent motor stator finite element model; performing modal tests on the actual motor stator with windings based on the equivalent motor stator finite element model to obtain stator modal test results; deriving the anisotropic material parameters of the stator core and equivalent windings based on the stator modal test results; defining the material parameters of the actual stator equivalent model through the anisotropic material parameters; and constructing the actual stator equivalent model through the material parameters of the actual stator equivalent model.

[0056] Specifically, this application imports the defined drive assembly housing mesh model into the reducer gear shaft model, and connects each bearing to the housing bearing seat position through nodes to complete the establishment of the structure-electromagnetic coupling model.

[0057] Specifically, establishing the suspension system model includes: determining the coordinates of the suspension points based on the test bench layout, establishing an equivalent model of the suspension shaft, setting node connections and constraints, and inputting the measured anisotropic stiffness information of the suspension to complete the simulation of actual working conditions, thereby completing the establishment of the suspension system model. More specifically, this application determines the position coordinates of the left, right, and rear suspension points based on the arrangement of the electric drive assembly on the test bench, and establishes the corresponding suspension shafts in the software to approximately represent the suspension of the electric drive assembly. Nodes for connecting the suspension brackets are set on the suspension shafts, and the suspension shafts and suspension brackets are connected through the nodes. Ground connection constraints are also set on the suspension shafts. Finally, the measured anisotropic stiffness information of the suspension is obtained, and the anisotropic stiffness values ​​corresponding to the nodes used to connect the suspension brackets in the model are modified to simulate the actual constraint state of the electric drive assembly.

[0058] Step S200: Couple the transmission system model and the structure-electromagnetic coupling model to construct a rigid-flexible coupling model, and construct a motor simulation model.

[0059] Specifically, in combination Figure 7 and Figure 8This application presents a simulation model of an electric drive assembly that simultaneously considers two actual stator models. A rigid-flexible coupling model (i.e., an electric drive assembly simulation model) is established using Romax and third-party finite element software, encompassing the reducer gear shaft, motor stator / rotor, and drive assembly housing. This application defines the search range for different stator node groups. By adjusting the stator tooth offset angle to align the stator node search area with the stator tooth position, it ensures the accurate establishment of weighted RBE3 connections (i.e., ensuring that stator nodes can successfully create weighted RBE3 connections on the stator tooth surface). This achieves effective mapping of electromagnetic excitation to the stator teeth, completing the establishment of the rigid-flexible coupling model. More specifically, weighted RBE3 connections are used to connect different types of elements, such as shell elements and solid elements. RBE3 is a flexible connection element where the displacement of the slave node is the weighted average of the displacements of all master nodes. This method achieves the correct transfer of degrees of freedom between solid and shell elements by specifying multiple master nodes. In the weighted RBE3 connection, each shell element node is connected to at least three master nodes of solid elements, and at least three of the master nodes connected to each shell element node are not on the same straight line to ensure that all six degrees of freedom of the shell element can be transferred to the solid elements. The RBE3 flexible connection does not increase the local stiffness at the connection point, thus it can better simulate the stress and deformation characteristics of the actual structure and more accurately simulate the connection relationship between the suspension shaft and other components, thereby obtaining more accurate simulation results.

[0060] Specifically, for motors with poor symmetry, such as those where the stator is fixed with bolts, a complete motor simulation model is built using third-party electromagnetic software (Maxwell or MotorCAD) based on the actual motor digital model. Figure 9 As shown.

[0061] Step S300: Import the electromagnetic excitation output from the motor simulation model into the rigid-flexible coupling model. The rigid-flexible coupling model integrates electromagnetic excitation and mechanical excitation to serve as the input excitation source for the suspension system model.

[0062] Specifically, the electromagnetic excitation in this application originates from the electromagnetic force calculated by transient electromagnetic field analysis of the motor simulation model, including radial electromagnetic force and tangential torque pulsation. These forces are derived into time-domain or frequency-domain data using the Maxwell stress tensor method. The electromagnetic force is then converted into a format recognizable by structural software (such as UNV files or nodal force matrices) and mapped to the stator tooth nodes in the rigid-flexible coupling model through weighted RBE3 elements to ensure that the force distribution matches the actual geometry. Simultaneously, the stator tooth offset angle needs to be adjusted to align with the node search area to avoid force mapping distortion. The mechanical excitation in this application originates from the mechanical excitations such as gear meshing force and bearing nonlinear force provided by the transmission system model. Time-varying force data is generated through a multibody dynamics solver. Specifically, this application uses the vibration response calculated by the rigid-flexible coupling model as the input excitation for the suspension system model. The suspension system model simulates the vibration isolation effect through a frequency-varying stiffness matrix and outputs the vehicle body side vibration response.

[0063] In step S400, the suspension system model receives the vibration response from the rigid-flexible coupling model to obtain the NVH simulation results of the drive assembly. Combined with the bench test results, the rigid-flexible coupling model is corrected and optimized to complete the NVH simulation of the hybrid vehicle drive assembly.

[0064] Specifically, the modification of the rigid-flexible coupling model in this application includes: modifying the rigid-flexible coupling model by adjusting the system damping coefficient, the radial clearance of the bearing, and the material parameters.

[0065] Specifically, this application optimizes the drive assembly based on NVH simulation results, optimizing and verifying electromagnetic parameters for electromagnetic excitation problems, and optimizing and verifying the drive assembly housing mesh model for transmission path problems, with closed-loop experiments confirming the optimization effect. More specifically, combining the modified rigid-flexible coupling model, for order-level excitations exceeding target limits, and combining drive assembly NVH simulation results (vibration response, ODS modes, etc.), optimization schemes are determined from both excitation source and transmission path aspects. If it is an electromagnetic excitation source problem, the optimized electromagnetic excitation is imported, and the optimization effect is verified through electric drive assembly response simulation; if it is a transmission path problem, after importing the optimized drive assembly housing mesh model and verifying the optimization effect through response simulation, the actual optimization effect is finally verified through experiments.

[0066] Please see Figure 10 The diagram shows the framework of the hybrid vehicle drivetrain NVH simulation system 1000, as described in this application, including:

[0067] The first building module 1001 is used to establish the transmission system model, the structure-electromagnetic coupling model, and the suspension system model;

[0068] The second building module 1002 is used to couple the transmission system model and the structure-electromagnetic coupling model to build a rigid-flexible coupling model and a motor simulation model.

[0069] The excitation loading module 1003 is used to import the electromagnetic excitation output by the motor simulation model into the rigid-flexible coupling model. The rigid-flexible coupling model integrates electromagnetic excitation and mechanical excitation to serve as the input excitation source for the suspension system model.

[0070] Simulation and optimization model 1004 is used to receive the vibration response from the rigid-flexible coupling model of the suspension system model, obtain the NVH simulation results of the drive assembly, and combine the bench test results to correct and optimize the rigid-flexible coupling model in order to complete the NVH simulation of the hybrid vehicle drive assembly.

[0071] It should be noted that the hybrid vehicle drivetrain NVH simulation system provided in the above embodiments and the hybrid vehicle drivetrain NVH simulation method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the hybrid vehicle drivetrain NVH simulation system provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0072] Embodiments of this application also provide a computer device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the computer device to implement the hybrid vehicle drivetrain NVH simulation method provided in the above embodiments.

[0073] Figure 11 A schematic diagram of the structure of a computer system suitable for an embodiment of this application is shown. It should be noted that... Figure 11 The computer system 1100 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0074] like Figure 11As shown, the computer system 1100 includes a central processing unit (CPU) 1101, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1102 or a program loaded from a storage section 1108 into a random access memory (RAM) 1103, such as performing the methods described in the above embodiments. Various programs and data required for system operation are also stored in the RAM 1103. The CPU 1101, ROM 1102, and RAM 1103 are interconnected via a bus 1104. An input / output (I / O) interface 1105 is also connected to the bus 1104. The following components are connected to the I / O interface 1105: an input section 1106 including a keyboard, mouse, etc.; an output section 1107 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1108 including a hard disk, etc.; and a communication section 1109 including a network interface card such as a LAN (local area network) card, modem, etc. The communication section 1109 performs communication processing via a network such as the Internet. Drive 1110 is also connected to I / O interface 1105 as needed. Removable media 1111, such as disks, optical disks, magneto-optical disks, semiconductor memories, etc., are installed on drive 1110 as needed so that computer programs read from them can be installed into storage section 1108 as needed.

[0075] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer tool programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1109, and / or installed from removable medium 1111. When the computer program is executed by central processing unit (CPU) 1101, it performs various functions defined in the system of this application.

[0076] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, flash memory, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. Computer programs contained on computer-readable media can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0077] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0078] The units described in the embodiments of this application can be implemented by tools or by hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the unit itself.

[0079] Another aspect of this application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, causes the computer to perform the hybrid vehicle drivetrain NVH simulation method as described above. This computer-readable storage medium may be included in the computer device described in the above embodiments, or it may exist independently and not incorporated into the computer device.

[0080] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the hybrid vehicle drivetrain NVH simulation method provided in the various embodiments described above.

[0081] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for NVH simulation of a hybrid vehicle drivetrain, characterized in that, Includes the following steps: Step S100: Establish the transmission system model, the structure-electromagnetic coupling model, and the suspension system model; Step S200: Couple the transmission system model and the structure-electromagnetic coupling model to construct a rigid-flexible coupling model, and construct a motor simulation model; Step S300: The electromagnetic excitation output by the motor simulation model is imported into the rigid-flexible coupling model. The rigid-flexible coupling model integrates the electromagnetic excitation and the mechanical excitation to serve as the input excitation source for the suspension system model. In step S400, the suspension system model receives the vibration response from the rigid-flexible coupling model to obtain the NVH simulation results of the drive assembly. Combined with the bench test results, the rigid-flexible coupling model is corrected and optimized to complete the NVH simulation of the hybrid vehicle drive assembly.

2. The method according to claim 1, characterized in that, In step S100, the transmission system model includes a reducer gear shaft model and a motor rotor model.

3. The method according to claim 2, characterized in that, In step S100, establishing the structure-electromagnetic coupling model includes: establishing a drive assembly housing mesh model and a stator mesh model; based on the actual connection method between the stator and the drive assembly housing, selecting binding constraints or RBE2 element constraints, and constraining the stator mesh model in the drive assembly housing mesh model to complete the definition of the drive assembly housing mesh model. The defined drive assembly housing mesh model is imported into the reducer gear shaft model to complete the establishment of the structure-electromagnetic coupling model.

4. The method according to claim 3, characterized in that, In step S100, establishing the suspension system model includes: determining the coordinates of the suspension points based on the bench layout, establishing an equivalent model of the suspension axis, setting node connections and constraints, and inputting the measured stiffness information of the suspension in all directions to complete the simulation of actual working conditions, so as to complete the establishment of the suspension system model.

5. The method according to claim 4, characterized in that, Step S200 further includes: coupling the transmission system model and the structure-electromagnetic coupling model, and aligning the stator node search area with the stator tooth position by adjusting the stator tooth offset angle to ensure that the weighted RBE3 connection is accurately established, so as to realize the effective mapping of electromagnetic excitation to the stator tooth and complete the establishment of the rigid-flexible coupling model.

6. The method according to claim 5, characterized in that, In step S400, modifying the rigid-flexible coupling model includes: modifying the rigid-flexible coupling model by adjusting the system damping coefficient, the radial clearance of the bearing, and the material parameters.

7. The method according to claim 6, characterized in that, In step S400, the optimization includes optimizing and verifying electromagnetic parameters for electromagnetic excitation problems based on the NVH simulation results of the drive assembly, optimizing and verifying the drive assembly housing mesh model for transmission path problems, so as to confirm the optimization effect through experimental closed-loop.

8. A hybrid vehicle drivetrain NVH simulation system, characterized in that, include: The first building module is used to establish the transmission system model, the structural-electromagnetic coupling model, and the suspension system model; The second construction module is used to couple the transmission system model and the structure-electromagnetic coupling model to construct a rigid-flexible coupling model and a motor simulation model. An excitation loading module is used to import the electromagnetic excitation output by the motor simulation model into the rigid-flexible coupling model. The rigid-flexible coupling model integrates the electromagnetic excitation and the mechanical excitation to serve as the input excitation source for the suspension system model. The simulation and optimization model is used to receive the vibration response from the rigid-flexible coupling model of the suspension system model, obtain the NVH simulation results of the drive assembly, and combine the bench test results to correct and optimize the rigid-flexible coupling model in order to complete the NVH simulation of the hybrid vehicle drive assembly.

9. A computer-readable storage medium, characterized in that, It stores computer-readable instructions, which, when executed by the computer's processor, cause the computer to perform the hybrid vehicle drive system NVH simulation method as described in any one of claims 1 to 7.

10. A computer device, comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, when the processor executes the computer program, it implements the steps of the hybrid vehicle drivetrain NVH simulation method according to any one of claims 1 to 7.

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