Test method and device of vehicle speed reducer, vehicle and storage medium

Abstract

The invention discloses a vehicle retarder testing method and device, a vehicle and a storage medium, and the method comprises the steps: obtaining a rigid model and a grid model of a retarder; determining a plurality of model contact surfaces according to the rigid body model; determining a grid connection relationship of the grid model according to the plurality of model contact surfaces; according to the target working condition and the grid connection relation, simulation performance testing is carried out on the grid model, a testing result is obtained, and the testing result comprises the testing transmission efficiency and the testing noise value of the speed reducer. According to the invention, the technical problem that a test method for carrying out dynamic simulation test on the vehicle retarder is lacked in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automation control, in particular to a testing method and device for a vehicle reducer, a vehicle and a storage medium. BACKGROUND

[0002] Under the background of rapid development of pure electric vehicles, the performance of the electric drive system reducer as a core component is directly related to the vehicle power, economy and driving experience. However, the existing technology for evaluating the performance of the reducer is mostly limited to steady-state conditions, and the efficiency, reliability and other static indicators are analyzed by formula or empirical method, ignoring the influence of dynamic and transient conditions on the performance of the reducer in actual driving, which leads to deviation between the evaluation results and the real use scene.

[0003] During the driving process of new energy vehicles, the torque and speed of the reducer change constantly with the vehicle acceleration, deceleration, energy recovery and other conditions, which puts higher requirements on the efficiency, service life and NVH (Noise, Vibration and Harshness) performance of the reducer. However, the current simulation method and testing method often focus on the performance of the reducer under constant conditions, and lack a comprehensive and accurate evaluation method for the performance of the reducer under dynamic or transient conditions. Specifically, when constructing the simulation model, the dynamic conditions are not considered enough, resulting in a large difference between the predicted performance of the reducer (such as transmission efficiency, service life and NVH indicators) and the actual vehicle performance during operation; at the same time, there is a lack of effective dynamic simulation testing method, which makes it impossible to comprehensively evaluate the performance of the reducer under complex driving conditions during design, which not only affects the performance optimization of the reducer, but also limits the overall performance improvement of electric vehicles.

[0004] Therefore, there is an urgent need for a dynamic simulation testing method for vehicle reducers to overcome the shortcomings of the prior art. SUMMARY

[0005] The embodiments of the present application provide a testing method, device, vehicle and storage medium for a vehicle reducer to at least solve the technical problem of lack of dynamic simulation testing method for vehicle reducers in the prior art.

[0006] According to one embodiment of the present application, a testing method for a vehicle reducer is provided, comprising: obtaining a rigid body model and a grid model of the reducer; determining a plurality of model contact surfaces according to the rigid body model; determining a grid connection relationship of the grid model according to the plurality of model contact surfaces; and performing a simulation performance test on the grid model according to a target working condition and the grid connection relationship to obtain a test result, wherein the test result includes a test transmission efficiency and a test noise value of the reducer.

[0007] Optionally, the testing method for the vehicle reducer also includes: performing three-dimensional modeling of the reducer using preset modeling software to obtain a rigid body model; and performing finite element modeling on the rigid body model to obtain a mesh model.

[0008] Optionally, the test method for the vehicle reducer also includes: obtaining multiple connection relationships of multiple parts in the rigid body model; and determining multiple model contact surfaces based on the multiple connection relationships.

[0009] Optionally, the test method for the vehicle reducer further includes: determining the step size and test time period for the simulation performance test; determining multiple time points from the test time period based on the step size; obtaining multiple output speeds and multiple output torques corresponding to the multiple time points, wherein each time point corresponds to one output speed and one output torque; and calculating the test transmission efficiency based on the multiple output speeds and multiple output torques.

[0010] Optionally, the test method for the vehicle reducer also includes: acquiring multiple initial steady-state conditions; and transforming the multiple initial steady-state conditions to obtain the target condition.

[0011] Optionally, the test method for the vehicle decelerator further includes: acquiring multiple acceleration values ​​corresponding to multiple time points; inputting the multiple acceleration values ​​into a preset acoustic analysis software to obtain analysis results; modeling a mesh model based on the analysis results to obtain an acoustic model; acquiring multiple test points of the acoustic model, wherein the test points are the locations for measuring noise values; and calculating the multiple noise values ​​corresponding to the multiple test points to obtain test noise values.

[0012] Optionally, the test method for vehicle reducers also includes: calculating the lifespan of multiple parts within the reducer based on a linear damage algorithm, wherein each part corresponds to a single lifespan; and determining the static strength safety factor and contact stress distribution image of the reducer based on the lifespans of the multiple parts.

[0013] According to one embodiment of the present invention, a testing device for a vehicle reducer is also provided, comprising: an acquisition module for acquiring a rigid body model and a mesh model of the reducer; a first determination module for determining multiple model contact surfaces based on the rigid body model; a second determination module for determining the mesh connection relationship of the mesh model based on the multiple model contact surfaces; and a testing module for performing simulation performance testing on the mesh model according to the target working condition and the mesh connection relationship, and obtaining test results, wherein the test results include the test transmission efficiency and test noise value of the reducer.

[0014] Optionally, the acquisition module includes: a first modeling unit, used to perform three-dimensional modeling of the reducer according to preset modeling software to obtain a rigid body model; and a second modeling unit, used to perform finite element modeling of the rigid body model to obtain a mesh model.

[0015] Optionally, the first determining module includes: a first acquiring unit, used to acquire multiple connection relationships of multiple parts in the rigid body model; and a first determining unit, used to determine multiple model contact surfaces based on the multiple connection relationships.

[0016] Optionally, the test module includes: a second determining unit for determining the step size and test time period of the simulation performance test; a third determining unit for determining multiple time points from the test time period based on the step size; a second acquiring unit for acquiring multiple output speeds and multiple output torques corresponding to multiple time points, wherein each time point corresponds to one output speed and one output torque; and a first calculating unit for calculating the test transmission efficiency based on the multiple output speeds and multiple output torques.

[0017] Optionally, the test module further includes: a third acquisition unit for acquiring multiple initial steady-state operating conditions; and a conversion unit for converting the multiple initial steady-state operating conditions to obtain the target operating condition.

[0018] Optionally, the testing module further includes: a fourth acquisition unit for acquiring multiple acceleration values ​​corresponding to multiple time points; an input unit for inputting multiple acceleration values ​​into a preset acoustic analysis software to obtain analysis results; a third modeling unit for modeling a mesh model based on the analysis results to obtain an acoustic model; a fifth acquisition unit for acquiring multiple test points of the acoustic model, wherein the test points are the locations for measuring noise values; and a second calculation unit for calculating multiple noise values ​​corresponding to multiple test points to obtain test noise values.

[0019] Optionally, the testing device for the vehicle reducer further includes: a calculation module for calculating the lifespan of multiple parts within the reducer based on a linear damage algorithm, wherein each part corresponds to a lifespan; and a third determination module for determining the static strength safety factor and contact stress distribution image of the reducer based on the lifespans of the multiple parts.

[0020] According to one embodiment of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the test method for the vehicle decelerator as described above.

[0021] According to one embodiment of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the test method for the vehicle decelerator as described above.

[0022] According to one embodiment of the present invention, a non-volatile storage medium is also provided, wherein a computer program is stored in the non-volatile storage medium, wherein the computer program is configured to execute the test method for the vehicle decelerator described in any of the above embodiments when running.

[0023] According to one embodiment of the present invention, a computer program product is also provided, which stores a computer program, wherein the computer program, when executed by a processor, implements the steps of the vehicle decelerator testing method described above.

[0024] In this embodiment of the invention, a rigid body model and a mesh model of the reducer are obtained, and multiple model contact surfaces are determined based on the rigid body model. This achieves the purpose of determining the mesh connection relationship of the mesh model based on the multiple model contact surfaces, thereby achieving the technical effect of performing simulation performance testing on the mesh model based on the target working condition and the mesh connection relationship, and obtaining test results. The test results include the test transmission efficiency and test noise value of the reducer, which can solve the technical problem of the lack of a test method for dynamic simulation testing of vehicle reducers in the prior art. Attached Figure Description

[0025] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0026] Figure 1 This is a flowchart of a test method for a vehicle reducer according to one embodiment of the present invention;

[0027] Figure 2 This is a structural block diagram of a test apparatus for a vehicle speed reducer according to one embodiment of the present invention. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] According to an embodiment of the present invention, an embodiment of a test method for a vehicle decelerator is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system containing at least a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This method embodiment can also be executed in an electronic device, similar control device, or vehicle-mounted terminal that includes a memory and a processor. Taking a vehicle-mounted terminal as an example, the vehicle-mounted terminal may include one or more processors and a memory for storing data. Optionally, the vehicle-mounted terminal may also include a communication device for communication functions and a display device. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the vehicle-mounted terminal. For example, the vehicle-mounted terminal may include more or fewer components than those described above, or have a different configuration than those described above.

[0032] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microprocessor, a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), or an artificial intelligence (AI) type processor. Different processing units may be independent components or integrated into one or more processors. In some instances, electronic devices may also include one or more processors.

[0033] The memory can be used to store computer programs, such as the computer program corresponding to the vehicle decelerator testing method in this embodiment of the invention. The processor implements the aforementioned vehicle decelerator testing method by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to electronic devices via a grid. Examples of such grids include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0034] The communication device is used to receive or transmit data via a grid. Specific examples of the aforementioned grid may include a wireless grid provided by the mobile terminal's communication provider. In one example, the communication device includes a network interface controller (NIC), which can connect to other grid devices via a base station to communicate with the Internet. In another example, the communication device may be a radio frequency (RF) module used for wireless communication with the Internet. In some embodiments of this solution, the communication device is used to connect to mobile devices such as mobile phones and tablets, enabling the mobile device to send commands to the vehicle-mounted terminal.

[0035] The display device can be a touchscreen liquid crystal display (LCD) or a touch display (also referred to as a "touchscreen" or "touch display screen"). This LCD allows the user to interact with the user interface of the in-vehicle terminal. In some embodiments, the in-vehicle terminal has a graphical user interface (GUI), allowing the user to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. The human-machine interaction function may include a vehicle gear shifting function, and executable instructions for performing these functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0036] Figure 1 This is a flowchart of a test method for a vehicle reducer according to one embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0037] Step S102: Obtain the rigid body model and mesh model of the reducer.

[0038] Optionally, the execution subject in this embodiment is a simulation test system. It should be noted that other electronic devices and processors can also be used as the execution subject, and no further limitations are made here.

[0039] In the technical solution provided in step S102 of the present invention, firstly, the simulation test system uses multibody dynamics software to establish a multibody dynamics model of the reducer. This model treats each component of the reducer (such as the input shaft, intermediate shaft, output shaft, gears, and housing) as rigid bodies, without considering the deformation of internal parts, and only simulates the relative motion and forces between them. In the rigid body model, the system can define the constraint relationships (such as interference fits) and contact relationships (such as face-to-face contact between gears) between the components to reflect the physical connection and action mode of each part in the actual reducer. Subsequently, detailed finite element (FEA) modeling is performed on the key components of the reducer, dividing the input shaft, intermediate shaft, gears, bearings, and housing into multiple meshes to form a hexahedral or tetrahedral mesh model to more accurately simulate the mechanical behavior and internal stress distribution of the components. Finally, the properties of the finite element model mesh are configured, including material properties (such as elastic modulus and Poisson's ratio), boundary conditions, and contact properties, to ensure that the model can accurately reflect the actual physical state.

[0040] Specifically, multibody dynamics (MBD) refers to the study of the motion of a system composed of multiple rigid bodies (or a combination of rigid and deformable bodies) under the action of forces, in order to predict the dynamic response of complex mechanical systems.

[0041] Specifically, finite element analysis (FEA) is a numerical analysis method that simulates the mechanical response of a complex object by decomposing it into many small, simple elements (finite element meshes). It is suitable for solving stress, strain, and displacement distribution problems of complex-shaped objects under various loads.

[0042] As an optional implementation, a rigid body model and mesh model of the reducer are established using commercial multibody dynamics software and finite element analysis software (such as ANSYS or ABAQUS). First, a simplified rigid body dynamics model is established in ADAMS. Then, detailed finite element mesh generation and material property configuration are performed in ANSYS or ABAQUS. Finally, the contact surface information of the finite element model is imported into ADAMS to complete model integration.

[0043] It is worth noting that rigid body models are used to quickly determine the kinematic characteristics of the reducer under different operating conditions, while mesh models can analyze the internal stress and strain distribution of components under dynamic loads in depth, thereby more accurately predicting the dynamic response of the reducer. Furthermore, the introduction of finite element mesh models significantly improves the accuracy of simulation analysis, enabling the capture of subtle mechanical changes within components, which is crucial for understanding the fatigue life and reliability of the reducer.

[0044] Step S104: Determine multiple model contact surfaces based on the rigid body model.

[0045] In the technical solution provided in step S104 of the present invention, the reducer structure is decomposed based on the rigid body model, and all possible contact surfaces are identified, including gear meshing surfaces, bearing-shaft contact surfaces, bearing-housing contact surfaces, and the connection surfaces between the housing and other components. Physical properties, such as surface roughness, friction coefficient, and material properties, are defined for the identified contact surfaces, and the physical properties of the contact surface model are ensured to match the actual situation. Furthermore, the contact type is configured according to the properties of each contact surface, such as surface-to-surface contact, point-to-surface contact, or line-to-line contact, to reflect the type of actual physical contact.

[0046] Specifically, the contact surfaces are the surfaces on which the internal components of the reducer, such as gears, bearings, and housings, directly interact. These surfaces can be defined in dynamic analysis to simulate actual physical contact and force transmission.

[0047] As an alternative implementation, automated scripts or plugins can be used to assist in identifying contact surfaces in rigid body models and automatically configuring contact properties. For example, a Python script can be developed to read rigid body models in ADAMS, automatically identify all potential contact surfaces, and configure contact properties, such as friction coefficient and contact type, according to preset rules. This approach can significantly improve the efficiency of contact surface identification and configuration for large and complex models.

[0048] It is worth noting that accurate contact surface definition and physical property configuration can more realistically reflect the interaction between internal components of the reducer, which can improve the accuracy of simulation analysis. Reasonable contact type configuration and friction coefficient setting reduce the calculation error in multibody dynamics simulation, making the simulation results closer to the performance under actual working conditions.

[0049] Step S106: Determine the mesh connection relationship of the mesh model based on multiple model contact surfaces.

[0050] In the technical solution provided in step S106 of the present invention, the mesh nodes related to the contact surface in the finite element mesh model are grouped. This typically includes meshes of key contact areas such as bearing raceway surfaces and gear tooth surfaces. Necessary physical properties, such as material properties, contact properties, and boundary conditions, are configured for the grouped meshes to ensure that they accurately reflect the actual physical state in the simulation. Furthermore, the system can define the connection relationships between mesh nodes of each contact surface in the mesh model, such as fixed connections, contact connections, or sliding connections, to simulate the connection methods between actual components.

[0051] Specifically, mesh grouping refers to grouping the mesh nodes related to the contact surface in the finite element mesh model. This usually includes the meshes of key contact areas such as bearing raceway surfaces and gear tooth surfaces.

[0052] Specifically, the mesh attribute configuration assigns necessary physical properties to grouped meshes, such as material properties, contact properties, and boundary conditions, to ensure that they accurately reflect the actual physical state in the simulation.

[0053] As an optional implementation, the mesh connection relationship of each contact surface can be manually defined in the finite element analysis software, including selecting the mesh nodes of the contact surface and configuring contact properties such as friction coefficient and contact stiffness.

[0054] It's worth noting that in finite element analysis, the relationships between mesh nodes describe how the physical connections between components are simulated, including fixed, contact, or sliding connections. They also describe parameters of the physical properties of the contact surfaces in the mesh model, such as the coefficient of friction, contact stiffness, and viscous damping, used to simulate the mechanical behavior of actual contact surfaces in the simulation. Furthermore, the basic elements in the finite element mesh model describe the model's geometry and physical properties, and the connection relationships between mesh nodes directly affect the simulation accuracy.

[0055] Step S108: Perform simulation performance testing on the mesh model based on the target working conditions and mesh connection relationship, and obtain test results, including the test transmission efficiency and test noise value of the reducer.

[0056] In the technical solution provided in step S108 of the present invention, a series of target operating conditions are set according to the real-world driving scenario of the vehicle, including but not limited to acceleration, deceleration, and constant speed driving (dynamic operating conditions). For each operating condition, parameters such as input torque, rotational speed, and duration are defined. The aforementioned operating conditions are converted into dynamic loads on a mesh model. Considering the mesh connection relationship, corresponding forces and torques are applied to the contact surface to simulate the actual operating environment.

[0057] Specifically, multibody dynamics software is used to simulate the mesh model under specified operating conditions, calculating the motion parameters and contact stresses of each component inside the reducer, thereby obtaining mechanical performance data such as transmission efficiency. Furthermore, the excitation vibration obtained from the dynamic simulation can be used as input to acoustic analysis software to simulate noise propagation during reducer operation and calculate the reducer's noise level.

[0058] Specifically, transmission efficiency is an indicator that measures the energy transmission capability of a reducer, namely the ratio of output power to input power, which reflects the degree of energy loss in the energy conversion process of the reducer.

[0059] Specifically, the test noise value refers to the noise level generated by the reducer under specific operating conditions. It is usually expressed as sound pressure level (dB) and is one of the key parameters for evaluating the NVH (noise, vibration, and harshness) performance of a vehicle.

[0060] It is worth noting that the above steps can accurately simulate the operation of the reducer under actual working conditions in a virtual environment, obtain test transmission efficiency and test noise values, provide quantitative data support for the design optimization of the reducer, and predict its performance in the early stage of design without actually manufacturing a reducer prototype, effectively shortening the R&D cycle and reducing development costs.

[0061] Furthermore, this solution is not limited to transmission efficiency, but can also assess the noise level of the reducer, enabling a comprehensive analysis of the reducer's performance and helping to comprehensively evaluate the overall NVH performance of the vehicle.

[0062] Steps S102 to S108 above show that, in this invention, by acquiring the rigid body model and mesh model of the reducer, and determining multiple model contact surfaces based on the rigid body model, the purpose of determining the mesh connection relationship of the mesh model based on the multiple model contact surfaces is achieved. This achieves the technical effect of conducting simulation performance testing on the mesh model based on the target working condition and mesh connection relationship, and obtaining test results. The test results include the test transmission efficiency and test noise value of the reducer, thereby solving the technical problem of the lack of a test method for dynamic simulation testing of vehicle reducers in the prior art.

[0063] The method described in this embodiment will now be described in further detail.

[0064] Step S1021: Perform three-dimensional modeling of the reducer using preset modeling software to obtain a rigid body model;

[0065] Step S1022: Perform finite element modeling on the rigid body model to obtain a mesh model.

[0066] In this embodiment, a digital model of the reducer's geometry is created using pre-defined 3D modeling software (such as SolidWorks, CATIA, or NX) based on the reducer's design drawings or physical prototype. At this stage, the model is treated as a rigid body, disregarding elastic deformation of the material, and is primarily used to determine the reducer's external dimensions and the relative positions of its components. Further, the rigid body model is refined by using finite element modeling software (such as ANSYS, ABAQUS, or COMSOL) to divide the reducer's components into multiple tiny meshes, forming a mesh model. This step allows the model to more accurately simulate the material's mechanical behavior, including stress, strain, and displacement.

[0067] Specifically, a rigid body model refers to a model in physics and engineering that treats an object as an indeformable object, used to simplify the calculation of physical motion and ignore the elastic deformation effect of the material itself.

[0068] Specifically, a mesh model refers to a model used in finite element analysis that decomposes a solid into a large number of tiny units, i.e., a mesh, to accurately simulate the distribution of forces and deformations inside a material.

[0069] As an optional implementation method, obtaining a rigid body model may include first setting the constraints and contact relationships between the various components:

[0070] 1) The internal connection relationships of each shaft and gear assembly are as follows: the left drive intermediate shaft assembly is fixedly connected to the left drive primary driven gear; the inner ring of the front bearing of the left drive input shaft is interference-fitted to the left drive input shaft; the inner ring of the rear bearing of the left drive input shaft is interference-fitted to the left drive input shaft; the inner ring of the front bearing of the left drive intermediate shaft is interference-fitted to the left drive intermediate shaft; the inner ring of the rear bearing of the left drive intermediate shaft is interference-fitted to the left drive intermediate shaft; the front bearing of the left drive output shaft is interference-fitted to the left drive output shaft; and the rear bearing of the left drive output shaft is interference-fitted to the left drive intermediate shaft. The output shaft is an interference fit; the right drive intermediate shaft assembly is fixedly connected to the left drive primary driven gear; the inner ring of the front bearing of the right drive input shaft is an interference fit to the right drive input shaft; the inner ring of the rear bearing of the right drive input shaft is an interference fit to the right drive input shaft; the inner ring of the front bearing of the right drive intermediate shaft is an interference fit to the right drive intermediate shaft; the inner ring of the rear bearing of the right drive intermediate shaft is an interference fit to the right drive intermediate shaft; the front bearing of the right drive output shaft is an interference fit to the right drive output shaft; and the rear bearing of the right drive output shaft is an interference fit to the right drive output shaft.

[0071] 2) The internal connection relationship of the bearings, namely, each bearing outer ring is in contact with its respective bearing roller, each bearing cage is in contact with its respective roller, and each bearing inner ring is in contact with its respective bearing roller.

[0072] 3) The connection relationship between the shell and the bolts: the front shell and the bolts are fixedly connected, the rear shell and the bolts are fixedly connected, and the middle shell and the bolts are fixedly connected.

[0073] 4) The connection relationship between the housing and the oil seal is as follows: the outer ring of the oil seal of the left drive input shaft is interference-fitted to the front housing; the outer ring of the oil seal of the right drive input shaft is interference-fitted to the rear housing; the outer ring of the oil seal of the left drive output shaft is interference-fitted to the front housing; the outer ring of the oil seal of the right drive output shaft is interference-fitted to the rear housing; and the outer rings of the oil seals of the left and right half of the output shaft are interference-fitted to the housing respectively.

[0074] 5) The connection relationships between the shaft and gear assembly and the external environment are as follows: the left drive input shaft is in contact with the inner ring of the left drive input shaft oil seal; the outer ring of the left drive front bearing on the left drive input shaft assembly is fixedly connected to the front housing; the outer ring of the left drive rear bearing on the left drive input shaft assembly is fixedly connected to the middle housing; the outer ring of the front bearing on the left drive intermediate shaft assembly is fixedly connected to the front housing; the outer ring of the rear bearing on the left drive intermediate shaft assembly is fixedly connected to the middle housing; the outer ring of the front bearing on the left drive output shaft assembly is fixedly connected to the front housing; and the outer ring of the rear bearing on the left drive output shaft assembly is fixedly connected to the middle housing. The housing is fixedly connected; the right drive input shaft and the inner ring of the right drive input shaft oil seal are in contact; the outer ring of the right drive front bearing on the right drive input shaft assembly is fixedly connected to the rear housing; the outer ring of the right drive rear bearing on the right drive input shaft assembly is fixedly connected to the middle housing; the outer ring of the front bearing on the right drive intermediate shaft assembly is fixedly connected to the rear housing; the outer ring of the rear bearing on the right drive intermediate shaft assembly is fixedly connected to the middle housing; the outer ring of the front bearing on the right drive output shaft assembly is fixedly connected to the rear housing; the outer ring of the rear bearing on the right drive output shaft assembly is fixedly connected to the middle housing.

[0075] 6) The connection relationship between the reducer assembly and the outside, that is, the suspension point on the reducer is fixed to the outside.

[0076] As another alternative implementation method, obtaining the mesh model may include finite element modeling of key components (input shaft, intermediate shaft, first-stage driven gear, output shaft, bearing, housing):

[0077] 1) The input shaft is divided into a hexahedral mesh model, consisting of a shaft part and a tooth part. The shaft mesh is defined as follows: the radial mesh size is one-sixth to one-tenth of the minimum diameter of the input shaft, and the axial mesh size is one-quarter to one-eighth of the minimum shaft segment length. The tooth mesh is defined as follows: the mesh in the tooth thickness direction of a single tooth is divided into at least four layers, the mesh in the tooth height direction is divided into at least ten layers, and the mesh in the tooth width direction is divided into at least four layers. These can be adjusted according to the size of different teeth.

[0078] 2) The intermediate axis is divided into a hexahedral mesh model, consisting of an axis part and a tooth part. The axis mesh size is one-sixth to one-tenth of the minimum diameter of the input axis, and the axial mesh size is one-quarter to one-eighth of the minimum shaft segment length. The tooth mesh size is at least four layers in the tooth thickness direction, at least ten layers in the tooth height direction, and at least four layers in the tooth width direction. These can be adjusted according to the size of different teeth.

[0079] 3) The first-stage driven gear is divided into a hexahedral mesh model, consisting of a shaft part and a tooth part. The shaft mesh is defined as follows: the radial mesh size is one-sixth to one-tenth of the minimum diameter of the input shaft, and the axial mesh size is one-quarter to one-eighth of the minimum shaft segment length. The tooth mesh is defined as follows: the mesh in the tooth thickness direction of a single tooth is divided into at least four layers, the mesh in the tooth height direction is divided into at least ten layers, and the mesh in the tooth width direction is divided into at least four layers. These can be adjusted according to the different tooth sizes.

[0080] 4) The output shaft is divided into a hexahedral mesh model, consisting of a shaft part and a tooth part. The shaft mesh is defined as follows: the radial mesh size is one-sixth to one-tenth of the minimum diameter of the input shaft, and the axial mesh size is one-quarter to one-eighth of the minimum shaft segment length. The tooth mesh is defined as follows: the mesh in the tooth thickness direction of a single tooth is divided into at least four layers, the mesh in the tooth height direction is divided into at least ten layers, and the mesh in the tooth width direction is divided into at least four layers. These can be adjusted according to the size of different teeth.

[0081] 5) The bearing is divided into a hexahedral mesh model, consisting of an outer ring, an inner ring, rollers, and a cage. The outer ring has at least six mesh layers in the width direction and at least four mesh layers in the radial direction. The inner ring has at least six mesh layers in the width direction and at least four mesh layers in the radial direction. The rollers have at least four mesh layers in the diameter direction for spherical rollers and at least four mesh layers in the height direction and diameter direction for tapered rollers. The cage has at least four mesh layers in the diameter direction and at least four mesh layers in other directions.

[0082] 6) The shell is divided into a tetrahedral mesh model with a mesh size of 1mm to 5mm.

[0083] It is worth noting that rigid body models can be used for preliminary kinematic analysis, such as relative motion and collision detection between components, laying the foundation for subsequent mechanical analysis. Mesh models, on the other hand, provide refined mechanical analysis capabilities, enabling the calculation of stress and strain distributions in various components within the reducer under different loads, thus providing a basis for evaluating material strength and structural reliability. The resulting models provide a necessary virtual platform for subsequent dynamic simulations and acoustic analyses, making subsequent simulation testing possible.

[0084] Step S1041: Obtain multiple connection relationships of multiple parts in the rigid body model;

[0085] Step S1042: Determine multiple model contact surfaces based on multiple connection relationships.

[0086] In this embodiment, the connection relationships between parts are extracted from the rigid body model using multibody dynamics software (such as ADAMS). These relationships include, but are not limited to, fixed connections, rotational connections, and sliding connections. These relationships reflect the physical contact and constraints during actual assembly. Based on these connection relationships, the system can identify the contact surfaces where parts directly interact, such as tooth surface contact between gears, contact between bearings and shafts, and contact between bearings and housings.

[0087] Furthermore, the software uses a contact surface definition tool to set attributes for the identified contact surfaces, including contact type (surface-to-surface, point-to-surface, or line-to-surface contact) and contact attributes (such as friction coefficient and contact stiffness), to ensure that the model can accurately reflect the actual physical contact during dynamic simulation.

[0088] Specifically, in a rigid body model, the contact surface refers to the surface on which two or more parts come into direct contact.

[0089] As an alternative implementation method, the built-in tools of multibody dynamics software (such as ADAMS) can be used to automatically or manually identify the connection relationships and contact surfaces in the rigid body model, and the contact properties can be directly defined through the software interface, which is suitable for users familiar with the software operation.

[0090] As another alternative implementation, scripts (such as Python scripts) can be written to interact with multibody dynamics software. The scripts automatically extract the connection relationships in the model, thereby helping to identify contact surfaces, and control the software to automatically set contact properties. This method is suitable for batch processing or automated simulation needs.

[0091] It is worth noting that through the above steps, the system can acquire and define the precise contact relationships and contact surface properties between the various parts of the reducer, providing important basic data for subsequent dynamic performance simulation and acoustic analysis. Furthermore, the accurate definition of the contact surfaces, especially the reasonable setting of contact types and properties, significantly improves the accuracy of multibody dynamics simulation and acoustic simulation, making the simulation results closer to actual operating conditions.

[0092] Step S1081: Determine the step size and test time period for the simulation performance test;

[0093] Step S1082: Determine multiple time points from the test time period based on the step size value;

[0094] Step S1083: Obtain multiple output speeds and multiple output torques corresponding to multiple time points, wherein each time point corresponds to one output speed and one output torque;

[0095] Step S1084: Calculate and test the transmission efficiency based on multiple output speeds and multiple output torques.

[0096] In this embodiment, the simulation test time step (e.g., 0.01s) and total test duration (e.g., 3.5s) are set according to the nature of the target operating condition and simulation requirements to ensure the accuracy of the results and computational efficiency. Based on the set step value, multiple time points are evenly distributed throughout the entire test period, with each time point used to acquire specific transient output parameters of the reducer. At each time point, the output speed and output torque of multiple components in the reducer are extracted from the mesh model, reflecting the real-time performance of the reducer under dynamic operating conditions. Using the acquired output speed and output torque of multiple components, combined with the input torque and speed, the average or instantaneous transmission efficiency of the reducer over the entire test period is calculated.

[0097] Specifically, after the system obtains the transmission efficiency of multiple parts, it can perform a comprehensive calculation on the transmission efficiency of multiple parts and obtain the final power transmission efficiency of the reducer.

[0098] As an alternative implementation method, after setting the target working conditions and mesh connection relationship in multibody dynamics simulation software (such as ADAMS), dynamic simulation can be performed directly. The software automatically records the output speed and output torque at each time point, and engineers can then calculate the transmission efficiency through data analysis tools.

[0099] It is worth noting that the transmission efficiency of the reducer was continuously tested under dynamic conditions, obtaining output parameters at a series of time points, thus enabling the evaluation of its dynamic performance. Simultaneously, by utilizing multibody dynamics and finite element mesh models, combined with actual operating parameters, high-precision output speed and torque data can be obtained, ensuring accurate calculation of transmission efficiency. Furthermore, through analysis of the output parameters, the transmission efficiency of the reducer under dynamic operating conditions can be calculated, providing a means to quantitatively evaluate its energy conversion efficiency.

[0100] Step S1085: Obtain multiple initial steady-state conditions;

[0101] Step S1086: Transform multiple initial steady-state conditions to obtain the target condition.

[0102] In this embodiment, a set of steady-state operating parameters, such as constant torque, constant speed, and duration, are obtained from industry standards for reducers. These parameters represent the stable operating state of the reducer under specific working conditions. Furthermore, based on the transient characteristics of the vehicle during actual driving, the obtained steady-state operating parameters are transformed, i.e., the rate of change of torque and speed and the duration are adjusted to simulate dynamic operating conditions such as deceleration, acceleration, or changes in road conditions.

[0103] Specifically, the aforementioned target operating conditions are the operating parameters faced by the reducer under simulated vehicle dynamic driving conditions after conversion, including instantaneous torque, speed change rate, and duration, which are closer to actual application scenarios.

[0104] For example, there are three different operating conditions: Condition 1, input torque 200 Nm, speed 10000 rpm, duration 2 hours; Condition 2, input torque 100 Nm, speed 15000 rpm, duration 1 hour; Condition 3, input torque 200 Nm, speed 1000 rpm, duration 0.5 hours. These three conditions can be converted into 3600 cycles of Condition 4, where Condition 4 consists of cycles with input torque 200 Nm, speed 10000 rpm, duration 2 seconds; input torque 100 Nm, speed 15000 rpm, duration 1 second; and input torque 200 Nm, speed 1000 rpm, duration 0.5 seconds, totaling 3.5 seconds of continuous operating conditions.

[0105] As an alternative implementation, by analyzing vehicle driving data, such as acceleration and speed changes extracted from the vehicle data recorder, these actual dynamic data are transformed into dynamic operating conditions related to the reducer, in order to more realistically simulate the actual operating environment.

[0106] It is worth noting that by starting from a single steady-state condition and transforming parameters, multiple target conditions were generated, increasing the comprehensiveness and complexity of the simulation test and better reflecting the performance of the reducer under different driving conditions. At the same time, the setting of the target conditions can more closely approximate the transient conditions in actual driving, such as acceleration, deceleration, and changes in road conditions, providing more realistic load conditions for dynamic performance testing.

[0107] Step S1087: Obtain multiple acceleration values ​​corresponding to multiple time points;

[0108] Step S1088: Input multiple acceleration values ​​into the preset acoustic analysis software to obtain the analysis results;

[0109] Step S1089: Based on the analysis results, model the mesh model to obtain the acoustic model;

[0110] Step S10810: Obtain multiple test points of the acoustic model, wherein the test points are the locations where noise values ​​are measured;

[0111] Step S10811: Calculate the multiple noise values ​​corresponding to multiple test points to obtain the test noise value.

[0112] In this embodiment, acceleration values ​​at multiple time points are obtained from multibody dynamics simulation (based on the target operating condition and mesh connection relationship). These acceleration values ​​reflect the vibration state of each component inside the reducer during the dynamic simulation process. These acceleration values ​​are used as excitation sources and input into a preset acoustic analysis software (such as LMS Virtual.Lab or Simcenter Acoustics) for acoustic response analysis. Based on the analysis results of the acoustic software, an acoustic model of the reducer is established, including noise source localization, sound field distribution, and propagation path. In the acoustic model, multiple test points are set according to actual conditions. These points are typically located around the reducer to measure the noise level at different locations. Furthermore, the noise values ​​at each test point at multiple time points are calculated using the built-in functions of the acoustic software or a custom script. Finally, the noise level of the reducer under dynamic operating conditions is obtained by summarizing the results.

[0113] Specifically, acoustic analysis software refers to software tools specifically designed to simulate and analyze sound propagation, sound field distribution, and their impact on the environment. These tools can calculate and predict noise levels in a virtual environment.

[0114] As an alternative implementation, software tools with dual functions of multibody dynamics simulation and acoustic analysis, such as Simcenter, can be used to complete the entire process from dynamics simulation to acoustic analysis directly in the same software environment, thereby simplifying the steps of data transmission and model conversion.

[0115] As another alternative implementation, dynamic performance testing is first performed in multibody dynamics simulation software (such as ADAMS) to output acceleration data, and then this data is imported into specialized acoustic analysis software (such as LMS Virtual.Lab) for noise simulation analysis.

[0116] It is worth noting that by acoustically converting and analyzing the internal acceleration values ​​of the reducer, its noise level under dynamic operating conditions was predicted, providing quantitative data for NVH (noise, vibration, and harshness) performance evaluation. Furthermore, by establishing an acoustic model of the reducer, the location of noise sources and sound field distribution under different operating conditions can be studied.

[0117] Step S110: Calculate the lifespan of multiple parts in the reducer based on the linear damage algorithm, where each part corresponds to a lifespan.

[0118] Step S112: Determine the static strength safety factor and contact stress distribution image of the reducer based on the lifespan of multiple components.

[0119] In this embodiment, the simulation testing system can also evaluate the cumulative damage of each component inside the reducer under different dynamic working conditions based on the linear damage algorithm, and then calculate the life of each component. That is, the stress data under dynamic working conditions is compared with the fatigue life curve of the material to determine the life of each component under the working condition.

[0120] Furthermore, based on the calculated component lifespan and the expected service life, the static strength safety factor of the reducer is calculated to assess its reliability within the expected lifespan. Based on the dynamic simulation results and the contact model of the components, a distribution image of the internal contact stress of the reducer is generated, visually displaying the stress state of each contact surface under different working conditions.

[0121] Specifically, the linear damage algorithm is an algorithm for evaluating the accumulation of fatigue damage in materials. It is based on the relationship between stress amplitude and fatigue life, and calculates the cumulative damage degree to which a material reaches fatigue failure under repeated loading.

[0122] Specifically, component life refers to the expected operating time of a component under specific working conditions until fatigue failure or damage occurs.

[0123] Specifically, the static strength safety factor is a measure of the ratio of the actual strength of a part to the failure load when it is subjected to static (or average) load, reflecting the reliability of the part within its design life.

[0124] Specifically, a contact stress distribution image refers to an image that can be obtained through finite element simulation, showing the stress distribution on the contact surface of a part, which helps to identify high-stress areas and potential fault points.

[0125] As an alternative implementation method, finite element analysis software (such as ANSYS or ABAQUS) can be used. These software programs typically integrate linear damage algorithms and life prediction functions. Users only need to correctly set the operating parameters and material properties to automatically calculate the life of the part and analyze the static strength safety factor and contact stress distribution.

[0126] It is worth noting that, based on dynamic working conditions and linear damage algorithms, the lifespan of each component within the reducer can be accurately predicted, which helps in assessing the overall reliability and maintenance cycle of the reducer. Furthermore, the determined static strength safety factor can provide a reliability assessment of components under static loads, while the generated contact stress distribution image visually displays the stress state of each contact surface, helping technicians identify weak points in the design and perform targeted optimization. Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented using software plus necessary general-purpose hardware platforms; of course, they can also be implemented using hardware, but in many cases, the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or grid device, etc.) to execute the methods of the various embodiments of the present invention.

[0127] This embodiment also provides a testing device for a vehicle decelerator, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0128] Figure 2 This is a structural block diagram of a vehicle decelerator testing apparatus 200 according to one embodiment of the present invention, as shown below. Figure 2 As shown, the device includes: an acquisition module 201, a first determination module 202, a second determination module 203, and a test module 204.

[0129] Module 201 is used to acquire the rigid body model and mesh model of the reducer;

[0130] The first determining module 202 is used to determine multiple model contact surfaces based on the rigid body model;

[0131] The second determining module 203 is used to determine the mesh connection relationship of the mesh model based on multiple model contact surfaces;

[0132] Test module 204 is used to perform simulation performance tests on the mesh model according to the target working conditions and mesh connection relationship, and obtain test results, including the test transmission efficiency and test noise value of the reducer.

[0133] Optionally, the acquisition module 201 includes: a first modeling unit, used to perform three-dimensional modeling of the reducer according to preset modeling software to obtain a rigid body model; and a second modeling unit, used to perform finite element modeling of the rigid body model to obtain a mesh model.

[0134] Optionally, the first determining module 202 includes: a first acquiring unit, used to acquire multiple connection relationships of multiple parts in a rigid body model; and a first determining unit, used to determine multiple model contact surfaces based on the multiple connection relationships.

[0135] Optionally, the test module 204 includes: a second determining unit for determining the step size value and test time period of the simulation performance test; a third determining unit for determining multiple time points from the test time period based on the step size value; a second acquiring unit for acquiring multiple output speeds and multiple output torques corresponding to multiple time points, wherein each time point corresponds to one output speed and one output torque; and a first calculating unit for calculating the test transmission efficiency based on the multiple output speeds and multiple output torques.

[0136] Optionally, the test module 204 further includes: a third acquisition unit for acquiring multiple initial steady-state operating conditions; and a conversion unit for converting the multiple initial steady-state operating conditions to obtain the target operating condition.

[0137] Optionally, the test module 204 further includes: a fourth acquisition unit for acquiring multiple acceleration values ​​corresponding to multiple time points; an input unit for inputting multiple acceleration values ​​into a preset acoustic analysis software to obtain analysis results; a third modeling unit for modeling a mesh model based on the analysis results to obtain an acoustic model; a fifth acquisition unit for acquiring multiple test points of the acoustic model, wherein the test points are the locations for measuring noise values; and a second calculation unit for calculating multiple noise values ​​corresponding to multiple test points to obtain test noise values.

[0138] Optionally, the vehicle reducer testing device 200 further includes: a calculation module for calculating the lifespan of multiple parts within the reducer based on a linear damage algorithm, wherein each part corresponds to a lifespan; and a third determination module for determining the static strength safety factor and contact stress distribution image of the reducer based on the lifespans of the multiple parts.

[0139] Embodiments of the present invention also provide a vehicle, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to perform the above-described test method for a vehicle decelerator.

[0140] Optionally, in this embodiment, the vehicle may be configured to store a computer program for performing the following steps:

[0141] Step S102: Obtain the rigid body model and mesh model of the reducer;

[0142] Step S104: Determine multiple model contact surfaces based on the rigid body model;

[0143] Step S106: Determine the mesh connection relationship of the mesh model based on multiple model contact surfaces;

[0144] Step S108: Perform simulation performance testing on the mesh model based on the target working conditions and mesh connection relationship, and obtain test results, including the test transmission efficiency and test noise value of the reducer.

[0145] Optionally, the processor may also perform the following steps when executing the program: perform three-dimensional modeling of the reducer according to the preset modeling software to obtain a rigid body model; and perform finite element modeling of the rigid body model to obtain a mesh model.

[0146] Optionally, when the processor executes the program, it also performs the following steps: obtaining multiple connection relationships of multiple parts in the rigid body model; and determining multiple model contact surfaces based on the multiple connection relationships.

[0147] Optionally, when the processor executes the program, it also performs the following steps: determining the step size and test time period for the simulation performance test; determining multiple time points from the test time period based on the step size; obtaining multiple output speeds and multiple output torques corresponding to the multiple time points, wherein each time point corresponds to one output speed and one output torque; and calculating the test transmission efficiency based on the multiple output speeds and multiple output torques.

[0148] Optionally, the processor may also perform the following steps when executing the program: acquiring multiple initial steady-state operating conditions; and transforming the multiple initial steady-state operating conditions to obtain the target operating condition.

[0149] Optionally, the processor may also perform the following steps when executing the program: acquiring multiple acceleration values ​​corresponding to multiple time points; inputting the multiple acceleration values ​​into a preset acoustic analysis software to obtain analysis results; modeling a mesh model based on the analysis results to obtain an acoustic model; acquiring multiple test points of the acoustic model, wherein the test points are the locations for measuring noise values; and calculating the multiple noise values ​​corresponding to the multiple test points to obtain test noise values.

[0150] Optionally, the processor may also perform the following steps when executing the program: calculate the lifespan of multiple parts within the reducer based on a linear damage algorithm, wherein each part corresponds to a single lifespan; and determine the static strength safety factor and contact stress distribution image of the reducer based on the lifespans of the multiple parts.

[0151] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0152] Embodiments of the present invention also provide an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to perform the above-described test method for a vehicle decelerator.

[0153] Optionally, in this embodiment, the electronic device may be configured to store a computer program for performing the following steps:

[0154] Step S102: Obtain the rigid body model and mesh model of the reducer;

[0155] Step S104: Determine multiple model contact surfaces based on the rigid body model;

[0156] Step S106: Determine the mesh connection relationship of the mesh model based on multiple model contact surfaces;

[0157] Step S108: Perform simulation performance testing on the mesh model based on the target working conditions and mesh connection relationship, and obtain test results, including the test transmission efficiency and test noise value of the reducer.

[0158] Optionally, the processor may also perform the following steps when executing the program: perform three-dimensional modeling of the reducer according to the preset modeling software to obtain a rigid body model; and perform finite element modeling of the rigid body model to obtain a mesh model.

[0159] Optionally, when the processor executes the program, it also performs the following steps: obtaining multiple connection relationships of multiple parts in the rigid body model; and determining multiple model contact surfaces based on the multiple connection relationships.

[0160] Optionally, when the processor executes the program, it also performs the following steps: determining the step size and test time period for the simulation performance test; determining multiple time points from the test time period based on the step size; obtaining multiple output speeds and multiple output torques corresponding to the multiple time points, wherein each time point corresponds to one output speed and one output torque; and calculating the test transmission efficiency based on the multiple output speeds and multiple output torques.

[0161] Optionally, the processor may also perform the following steps when executing the program: acquiring multiple initial steady-state operating conditions; and transforming the multiple initial steady-state operating conditions to obtain the target operating condition.

[0162] Optionally, the processor may also perform the following steps when executing the program: acquiring multiple acceleration values ​​corresponding to multiple time points; inputting the multiple acceleration values ​​into a preset acoustic analysis software to obtain analysis results; modeling a mesh model based on the analysis results to obtain an acoustic model; acquiring multiple test points of the acoustic model, wherein the test points are the locations for measuring noise values; and calculating the multiple noise values ​​corresponding to the multiple test points to obtain test noise values.

[0163] Optionally, the processor may also perform the following steps when executing the program: calculate the lifespan of multiple parts within the reducer based on a linear damage algorithm, wherein each part corresponds to a single lifespan; and determine the static strength safety factor and contact stress distribution image of the reducer based on the lifespans of the multiple parts.

[0164] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0165] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program configured to execute the above-described vehicle decelerator test method when run on a computer or processor.

[0166] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0167] Step S102: Obtain the rigid body model and mesh model of the reducer;

[0168] Step S104: Determine multiple model contact surfaces based on the rigid body model;

[0169] Step S106: Determine the mesh connection relationship of the mesh model based on multiple model contact surfaces;

[0170] Step S108: Perform simulation performance testing on the mesh model based on the target working conditions and mesh connection relationship, and obtain test results, including the test transmission efficiency and test noise value of the reducer.

[0171] Optionally, the storage medium is configured to store program code for performing the following steps: performing three-dimensional modeling of the reducer according to preset modeling software to obtain a rigid body model; performing finite element modeling of the rigid body model to obtain a mesh model.

[0172] Optionally, the storage medium is configured to store program code for performing the following steps: obtaining multiple connection relationships of multiple parts in a rigid body model; and determining multiple model contact surfaces based on the multiple connection relationships.

[0173] Optionally, the storage medium is configured to store program code for performing the following steps: determining the step size and test period of the simulation performance test; determining multiple time points from the test period based on the step size; obtaining multiple output speeds and multiple output torques corresponding to the multiple time points, wherein each time point corresponds to one output speed and one output torque; and calculating the test transmission efficiency based on the multiple output speeds and multiple output torques.

[0174] Optionally, the storage medium is configured to store program code for performing the following steps: obtaining multiple initial steady-state operating conditions; transforming the multiple initial steady-state operating conditions to obtain the target operating condition.

[0175] Optionally, the storage medium is configured to store program code for performing the following steps: acquiring multiple acceleration values ​​corresponding to multiple time points; inputting the multiple acceleration values ​​into a preset acoustic analysis software to obtain analysis results; modeling a mesh model based on the analysis results to obtain an acoustic model; acquiring multiple test points of the acoustic model, wherein the test points are the locations for measuring noise values; and calculating the multiple noise values ​​corresponding to the multiple test points to obtain test noise values.

[0176] Optionally, the storage medium is configured to store program code for performing the following steps: calculating the lifespan of multiple parts within the reducer based on a linear damage algorithm, wherein each part corresponds to a single lifespan; and determining the static strength safety factor and contact stress distribution image of the reducer based on the multiple lifespans.

[0177] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0178] Embodiments of the present invention also provide a computer program product, including a computer program, wherein the computer program, when executed by a processor, implements the steps of the above-described vehicle decelerator testing method.

[0179] Optionally, in this embodiment, the computer program product described above may be configured to store a computer program for performing the following steps:

[0180] Step S102: Obtain the rigid body model and mesh model of the reducer;

[0181] Step S104: Determine multiple model contact surfaces based on the rigid body model;

[0182] Step S106: Determine the mesh connection relationship of the mesh model based on multiple model contact surfaces;

[0183] Step S108: Perform simulation performance testing on the mesh model based on the target working conditions and mesh connection relationship, and obtain test results, including the test transmission efficiency and test noise value of the reducer.

[0184] Optionally, the computer program may also perform the following steps when executing the program: perform three-dimensional modeling of the reducer according to the preset modeling software to obtain a rigid body model; perform finite element modeling of the rigid body model to obtain a mesh model.

[0185] Optionally, when the computer program executes the program, it also performs the following steps: obtaining multiple connection relationships of multiple parts in the rigid body model; and determining multiple model contact surfaces based on the multiple connection relationships.

[0186] Optionally, when the computer program executes the program, it also performs the following steps: determining the step size value and test time period for the simulation performance test; determining multiple time points from the test time period based on the step size value; obtaining multiple output speeds and multiple output torques corresponding to the multiple time points, wherein each time point corresponds to one output speed and one output torque; and calculating the test transmission efficiency based on the multiple output speeds and multiple output torques.

[0187] Optionally, when the computer program executes the program, it also performs the following steps: obtaining multiple initial steady-state operating conditions; transforming the multiple initial steady-state operating conditions to obtain the target operating condition.

[0188] Optionally, the computer program may also perform the following steps when executing the program: acquiring multiple acceleration values ​​corresponding to multiple time points; inputting the multiple acceleration values ​​into a preset acoustic analysis software to obtain analysis results; modeling a mesh model based on the analysis results to obtain an acoustic model; acquiring multiple test points of the acoustic model, wherein the test points are the locations for measuring noise values; and calculating the multiple noise values ​​corresponding to the multiple test points to obtain test noise values.

[0189] Optionally, the computer program may also perform the following steps when executing the program: calculate the lifespan of multiple parts within the reducer based on a linear damage algorithm, wherein each part corresponds to a single lifespan; and determine the static strength safety factor and contact stress distribution image of the reducer based on the lifespans of the multiple parts.

[0190] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0191] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0192] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0193] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0194] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0195] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or grid device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0196] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A test method for a vehicle speed reducer, characterized in that, include: Obtain the rigid body model and mesh model of the reducer; Multiple model contact surfaces are determined based on the rigid body model; The mesh connection relationship of the mesh model is determined based on the multiple model contact surfaces; The mesh model is simulated and tested according to the target working conditions and the mesh connection relationship to obtain test results, which include the test transmission efficiency and test noise value of the reducer.

2. The test method for a vehicle reducer according to claim 1, characterized in that, Obtaining the rigid body model and the mesh model includes: The reducer is modeled in three dimensions using a pre-set modeling software to obtain a rigid body model. Finite element modeling is performed on the rigid body model to obtain a mesh model.

3. The test method for a vehicle reducer according to claim 1, characterized in that, Based on the rigid body model, the contact surfaces of the plurality of models are determined to include: Obtain multiple connection relationships among multiple parts in the rigid body model; The multiple model contact surfaces are determined based on the multiple connection relationships.

4. The test method for a vehicle reducer according to claim 1, characterized in that, The simulation performance test is performed on the mesh model based on the target working condition and the mesh connection relationship. The test results include: Determine the step size and test time period for the simulation performance test; Multiple time points are determined from the test time period based on the step size value; Obtain multiple output speeds and multiple output torques corresponding to the multiple time points, wherein each time point corresponds to one output speed and one output torque; The test transmission efficiency is calculated based on the plurality of output speeds and the plurality of output torques.

5. The test method for a vehicle reducer according to claim 4, characterized in that, The method further includes: Obtain multiple initial steady-state conditions; The target operating condition is obtained by transforming the multiple initial steady-state operating conditions.

6. The test method for a vehicle reducer according to claim 4, characterized in that, The simulation performance test is performed on the mesh model based on the target working condition and the mesh connection relationship. The test results include: Obtain multiple acceleration values ​​corresponding to the multiple time points; The multiple acceleration values ​​are input into a preset acoustic analysis software to obtain the analysis results; Based on the analysis results, the mesh model is modeled to obtain an acoustic model; Obtain multiple test points of the acoustic model, wherein the test points are locations for measuring noise values; The test noise value is obtained by calculating the noise values ​​corresponding to the multiple test points.

7. The test method for a vehicle reducer according to claim 1, characterized in that, The method further includes: The lifespan of multiple parts within the reducer is calculated based on a linear damage algorithm, where each part corresponds to a single lifespan. The static strength safety factor and contact stress distribution image of the reducer are determined based on the lifespan of the multiple components.

8. A testing device for a vehicle speed reducer, characterized in that, include: The acquisition module is used to acquire the rigid body model and mesh model of the reducer. The first determining module is used to determine multiple model contact surfaces based on the rigid body model; The second determining module is used to determine the mesh connection relationship of the mesh model based on the multiple model contact surfaces; The testing module is used to perform simulation performance tests on the mesh model according to the target working conditions and the mesh connection relationship, and obtain test results, wherein the test results include the test transmission efficiency and test noise value of the reducer.

9. A vehicle comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the test method for the vehicle decelerator as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the test method for the vehicle decelerator as described in any one of claims 1 to 7 when run on a computer or processor.

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