Parametric checking method and device for equivalent angle of transmission shaft and server

Abstract

The application provides a kind of drive shaft equivalent angle parameterization checking method, device and server, it is related to the technical field of mechanical design and computer aided engineering, comprising: based on design parameters and hard point size, update parameterized drive shaft three-dimensional model;Based on the geometric motion trajectory of the hard point size in the drive shaft three-dimensional model respectively generates the flange tooth surface center of axle and the center of drive shaft cross shaft, according to the geometric motion trajectory determines the drive shaft cross shaft center position;Drive shaft cross shaft center position is used to generate the projection of drive shaft tube axis, determines the longitudinal plane angle of drive shaft both ends and the vertical plane angle of drive shaft;The longitudinal plane angle and vertical plane angle are carried out space geometry synthesis processing, obtain the actual space angle of drive shaft both ends universal joint, according to the actual space angle determines the equivalent angle of drive shaft, carries out checking processing to the equivalent angle of drive shaft, obtains target checking result.The application can significantly improve the checking efficiency and checking accuracy.

Description

Technical Field

[0001] This invention relates to the technical field of mechanical design and computer-aided engineering, and in particular to a method, device and server for parameterizing the equivalent included angle of a transmission shaft. Background Technology

[0002] Currently, the equivalent angle of the driveshaft is a key parameter for evaluating the working state and reliability of a vehicle's transmission system. If the angle is too large, it will lead to increased vibration of the driveshaft and excessive wear of the universal joint, thereby causing system failure. Related technologies have proposed that the equivalent angle of the driveshaft is usually determined by static model and manual measurement. However, this method has low verification efficiency, takes a long time for a single working condition, and has low verification accuracy due to simplified formulas and manual measurement errors. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide a method, device and server for parameterizing the equivalent included angle of a transmission shaft, which can significantly improve the verification efficiency and accuracy.

[0004] In a first aspect, embodiments of the present invention provide a parameterized verification method for the equivalent angle of a driveshaft. The method includes: acquiring the design parameters and hardpoint dimensions of the vehicle, and updating the parameterized three-dimensional model of the driveshaft based on the design parameters and hardpoint dimensions. The design parameters include the wheelbase and the axle center height. The three-dimensional model of the driveshaft is used to automatically update its geometry according to the modification of the design parameters. Based on the hardpoint dimensions, geometric motion trajectories of the center of the flange tooth surface of the axle and the center of the cross shaft of the driveshaft are generated in the three-dimensional model of the driveshaft, and the position of the center of the cross shaft of the driveshaft is determined according to the geometric motion trajectories. Using the position of the center of the cross shaft of the driveshaft, the projections of the driveshaft shaft axis onto the longitudinal plane and the vertical plane of the vehicle are constructed in the three-dimensional model of the driveshaft to determine the longitudinal plane angle and the vertical plane angle at both ends of the driveshaft. The longitudinal plane angle and the vertical plane angle are subjected to spatial geometric synthesis processing to obtain the actual spatial angle of the universal joints at both ends of the driveshaft, and the equivalent angle of the driveshaft is determined according to the actual spatial angle to verify the equivalent angle of the driveshaft and obtain the target verification result.

[0005] In one embodiment, the step of generating the geometric motion trajectories of the flange tooth surface center of the axle and the cross shaft center of the drive shaft in the three-dimensional model of the drive shaft based on the hard point dimensions includes: generating a first circle and a second circle with the axle center as the center and the longitudinal distance and vertical distance from the axle center to the flange tooth surface center in the hard point dimensions as the radii, and determining the intersection area of ​​the first circle and the second circle as the geometric motion trajectory of the flange tooth surface center; generating a third circle with the flange tooth surface center as the center and the distance from the flange tooth surface center to the cross shaft center in the hard point dimensions as the radius, and determining the third circle as the geometric motion trajectory of the cross shaft center of the drive shaft.

[0006] In one embodiment, the step of determining the center position of the cross shaft of the drive shaft according to the geometric motion trajectory includes: determining the axle flange axis corresponding to the geometric motion trajectory in the current working condition in the three-dimensional model of the drive shaft according to the actual installation angle of the axle, and determining the center position of the cross shaft of the drive shaft under the current working condition by calculating the intersection of the axle flange axis and the geometric motion trajectory.

[0007] In one embodiment, the step of determining the longitudinal plane angle between the two ends of the drive shaft and the vertical plane angle of the drive shaft includes: determining the longitudinal plane angle between the two ends of the drive shaft based on the projection lines of the axle flange axis and the drive shaft tube axis on the longitudinal plane, and determining the vertical plane angle of the drive shaft based on the projection line of the drive shaft tube axis on the vertical plane and a reference baseline.

[0008] In one embodiment, the step of performing spatial geometric synthesis of the longitudinal plane angle and the vertical plane angle to obtain the actual spatial angle of the universal joints at both ends of the drive shaft includes: determining the actual spatial angle corresponding to the universal joint at each end by performing a square root operation on the sum of the squares of the longitudinal plane angle and the vertical plane angle corresponding to each end of the drive shaft.

[0009] In one embodiment, the step of determining the equivalent angle of the drive shaft based on the actual spatial angle includes: determining the equivalent angle of the drive shaft by performing a square root operation on the difference between the squares of the actual spatial angles corresponding to each universal joint.

[0010] In one embodiment, the step of verifying the equivalent included angle of the drive shaft to obtain the target verification result includes: comparing the equivalent included angle of the drive shaft with a preset angle threshold, and automatically outputting the target verification result based on the comparison result, so as to determine whether the drive shaft arrangement meets the design requirements based on the target verification result.

[0011] Secondly, embodiments of the present invention also provide a parameterized verification device for the equivalent included angle of a driveshaft. The device includes: a model update module, which acquires the vehicle's design parameters and hardpoint dimensions, and updates the parameterized three-dimensional model of the driveshaft based on the design parameters and hardpoint dimensions. The design parameters include wheelbase and axle center height. The three-dimensional model of the driveshaft is used to automatically update its geometry according to modifications in the design parameters. A dynamic positioning module, based on the hardpoint dimensions, generates geometric motion trajectories for the center of the axle flange tooth surface and the center of the driveshaft cross shaft in the three-dimensional model of the driveshaft, and then updates the geometric motion trajectory according to the... The system employs several methods: a tracking module to determine the center position of the driveshaft cross shaft; an angle calculation module to construct projections of the driveshaft shaft axis onto the vehicle's longitudinal and vertical planes in the 3D model of the driveshaft, using the center position of the driveshaft cross shaft; a spatial synthesis module to perform spatial geometric synthesis of the longitudinal and vertical plane angles to obtain the actual spatial angles of the universal joints at both ends of the driveshaft, and to determine the equivalent angle of the driveshaft based on the actual spatial angles, thereby verifying the equivalent angle of the driveshaft and obtaining the target verification result.

[0012] Thirdly, embodiments of the present invention also provide a server, including a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement any of the methods provided in the first aspect.

[0013] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement any of the methods provided in the first aspect.

[0014] The embodiments of the present invention bring the following beneficial effects:

[0015] This invention provides a method, apparatus, and server for parametric verification of the equivalent angle of a driveshaft. The method acquires the vehicle's design parameters and hardpoint dimensions, and updates the parametric 3D model of the driveshaft based on these parameters and dimensions. Then, based on the hardpoint dimensions, it generates geometric motion trajectories for the center of the axle flange tooth surface and the center of the driveshaft cross shaft in the 3D model. Based on these trajectories, it determines the center position of the driveshaft cross shaft. Using this center position, it constructs projections of the driveshaft shaft axis onto the vehicle's longitudinal and vertical planes in the 3D model to determine the longitudinal and vertical angles at both ends of the driveshaft. Finally, it performs spatial geometric synthesis of the longitudinal and vertical angles to obtain the actual spatial angles of the universal joints at both ends of the driveshaft. Based on these actual spatial angles, it determines the equivalent angle of the driveshaft for verification, yielding the target verification result. This invention significantly improves verification efficiency and accuracy.

[0016] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0017] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 A flowchart illustrating a method for parameterizing the equivalent included angle of a transmission shaft, provided in an embodiment of the present invention;

[0020] Figure 2 A schematic diagram illustrating the verification of a three-dimensional model of a drive shaft according to an embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of the structure of a transmission shaft equivalent included angle parameterization verification device provided in an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of the structure of a server provided in an embodiment of the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] Currently, existing technologies mainly rely on manual modeling and empirical calculations or verification using general CAD software. The specific process is as follows: 1. Geometric modeling: Engineers use CAD software to construct two-dimensional models of the drive shaft, universal joint, frame, and axle. The model parameters (such as drive shaft length and universal joint installation angle) are not related to design variables (such as wheelbase) and need to be manually modified; 2. Angle calculation: The equivalent angle is usually obtained in the following ways: Manual measurement: The dynamic angle of the universal joint is manually read in the CAD model using distance / angle measurement tools. It is necessary to draw a two-dimensional model for measurement and calculation for each working condition, which is inefficient; 3. Verification and judgment: The calculation / measurement results are compared with the design specifications, and manual judgment is made on whether they exceed the standards. There are no automated judgment criteria or optimization suggestions.

[0025] The above-mentioned solutions have the following problems: 1. Low verification efficiency, unable to adapt to rapid iteration under multiple working conditions: Since the model and design variables (such as wheelbase) are not parametrically related, modifying any parameter requires remodeling in two dimensions; the angle calculation relies on manual input of formulas or manual measurement, and cannot be automatically synchronized with model updates. Therefore, the traditional method requires manual modification of model parameters and repeated calculation of angles. When verifying under multiple working conditions such as full load, the repetitive workload is large, and the single verification cycle is as long as 1 hour, which is difficult to meet the needs of rapid design; 2. Insufficient verification accuracy, which can easily lead to design risks: Due to the lack of a three-dimensional spatial angle synthesis algorithm, it relies on two-dimensional simplified calculation; the CAD model does not have dynamic kinematic simulation function and cannot simulate the real-time attitude change of the drive shaft when the vehicle is driving. The angle under extreme working conditions (such as maximum steering angle + full load) is easily missed, and the simplified formula ignores the spatial angle coupling effect of the universal joint (such as the synthesis of longitudinal sway angle and lateral sway angle). Manual measurement has human reading error (±0.5 degrees), which leads to the failure to detect the actual angle exceeding the standard, causing transmission system failure.

[0026] Based on this, the parameterized verification method, device and server for the equivalent included angle of the drive shaft provided by the present invention can solve the problems of low efficiency, insufficient accuracy and low standardization of the existing equivalent included angle verification technology for drive shafts, which rely on manual modeling, empirical calculation and non-parametric process. It realizes the linkage between model and parameters and automatic calculation of dynamic included angle, thereby significantly improving the verification efficiency and verification accuracy.

[0027] See Figure 1 The diagram shows a flowchart of a method for parameterizing the equivalent included angle of a drive shaft. This method mainly includes the following steps S102 to S108:

[0028] Step S102: Obtain the vehicle's design parameters and hardpoint dimensions, and update the parametric driveshaft 3D model based on these parameters. The design parameters include wheelbase and axle center height. The driveshaft 3D model is used to automatically update its geometry based on changes in the design parameters. In practical applications, the sketch module and measurement function in CATIA software can be used to simulate changes in technical parameters such as different axle loads, different working conditions, different axle platforms, and wheelbase by parametrically driving the coordinates of the center of the middle and rear axles. The core of the driveshaft 3D model here is the parametric 3D spatial relationship, but the specific tools and representations for implementing it in CATIA are 2D sketches. That is, in CATIA's sketch module, geometric constraints, drawing circles, and drawing lines are used to simulate the projection relationship of points and lines in 3D space onto two planes.

[0029] In one implementation, acquiring the vehicle's design parameters and hardpoint dimensions is the data input step in the startup process. Design parameters mainly refer to macroscopic variables that need frequent adjustment during vehicle development or variant design and directly affect the spatial layout of the driveshaft, such as wheelbase (which determines the longitudinal span between the middle and rear axles) and axle center height (reflecting the vertical position of the axle relative to the chassis under different load conditions). Hardpoint dimensions refer to the inherent, unchangeable relative positional dimensions at the mechanical interfaces of various components in the transmission system, such as the fixed longitudinal and vertical distances from the axle center to the center of its output flange tooth surface. These dimensions are fundamental to ensuring the geometric accuracy of the model.

[0030] Subsequently, updating the parameterized 3D model of the driveshaft based on design parameters and hardpoint dimensions refers to using the parametric design function of CAD software (such as CATIA) to first construct an initial 3D digital model of the drive system based on a set of preset geometric constraints and association rules, using hardpoint dimensions as fixed constraints and design parameters as variable drives. The essence of this model lies in parametric design; that is, the geometry of the model (such as the positions of points, lines, and surfaces) is not a static value, but is dynamically defined by these parameters through mathematical formulas or geometric constraints. When it is necessary to analyze new working conditions (such as switching from no-load to full-load, i.e., modifying the axle center height parameter) or different vehicle models (such as modifying the wheelbase parameter), the user does not need to redraw the model; they only need to update (i.e., input new values) these design parameters in the software. The software will automatically recalculate the positions of all relevant geometric elements according to the built-in association rules, thereby instantly and automatically updating the geometry and generating a new model state that completely corresponds to the new parameter set.

[0031] Step S104: Based on the hard point dimensions, generate the geometric motion trajectories of the center of the flange tooth surface of the axle and the center of the cross shaft of the drive shaft in the three-dimensional model of the drive shaft, and determine the position of the center of the cross shaft of the drive shaft according to the geometric motion trajectories.

[0032] Specifically, firstly, regarding the center of the flange tooth surface of the axle, since the hard point size fixes its longitudinal and vertical distances relative to the axle center, when the axle center moves in space due to changes in design parameters (e.g., the axle jumps up and down), all possible positions of the flange tooth surface center constitute part of a virtual sphere. In a specific two-dimensional projection or three-dimensional solution, this constraint is transformed into a circle with the axle center as the center and the relevant hard point distance as the radius. This circle represents its geometric motion trajectory. Similarly, for the center of the drive shaft cross shaft, its hard point size specifies its fixed distance relative to the flange tooth surface center. Therefore, its motion trajectory is a sphere with the flange tooth surface center as the center, which is represented as another circle in the model.

[0033] Furthermore, based on the geometric motion trajectory, the center position of the driveshaft cross shaft is determined. This is a process of geometric solution using operating condition constraints. Under the current operating condition, the axle has a definite actual installation angle (i.e., the axle elevation angle). In the model, this angle defines a straight line passing through the center of the axle with a specific direction, namely the axle flange axis. This axis represents the actual direction of power output. The key to determining the center position of the cross shaft lies in finding a position that simultaneously satisfies three conditions: 1. Located on the trajectory circle representing the center of the flange tooth surface; 2. The axle flange axis is tangent to the circle representing the trajectory of the tooth surface center (to ensure the geometric correctness of the power transmission path); 3. Located on the trajectory circle representing the center of the cross shaft itself. By using the geometric constraint solution function of the CAD software to calculate the intersection point of the axle flange axis and the geometric motion trajectory, the center point of the flange tooth surface and the center point of the driveshaft cross shaft that satisfy all conditions can be uniquely determined. Thus, the true spatial position of the connection between the driveshaft and the axle is dynamically and accurately determined under the current design parameters and axle angle.

[0034] In one implementation, a first circle and a second circle can be generated with the axle center as the center and the longitudinal and vertical distances from the axle center to the flange tooth surface center (as defined in the hard-point dimensions) as the radii. The intersection area of ​​the first and second circles is determined as the geometric motion trajectory of the flange tooth surface center. Then, a third circle is generated with the flange tooth surface center as the center and the distance from the flange tooth surface center to the drive shaft cross shaft center (as defined in the hard-point dimensions) as the radius. This third circle is also determined as the geometric motion trajectory of the drive shaft cross shaft center. In other words, the motion trajectories of the middle and rear axle flange tooth surface centers are obtained by drawing circles using the hard-point dimensions on the axle. Different middle and rear axle flange tooth surface centers are obtained by intersecting the motion trajectories of the middle and rear axle flange tooth surface centers at different axle elevation angle axes (i.e., middle and rear axle flange axes). The motion trajectories of the drive shaft middle and rear axle cross shaft centers are obtained by drawing circles using the hard-point dimensions of the drive shaft universal joint cross shaft.

[0035] In another implementation, the axle flange axis corresponding to the geometric motion trajectory in the three-dimensional model of the drive shaft under the current working condition can be determined according to the actual installation angle of the axle. The center position of the drive shaft cross shaft under the current working condition can be determined by calculating the intersection point of the axle flange axis and the geometric motion trajectory. In other words, the center of the drive shaft cross shaft at different axle elevation angles (i.e., the middle and rear axle flange axes) and the motion trajectory of the center of the cross shaft at the middle and rear axle ends of the drive shaft can be obtained.

[0036] Step S106: Using the center position of the cross shaft of the drive shaft, construct the projections of the drive shaft tube axis on the longitudinal plane and the vertical plane of the vehicle in the three-dimensional model of the drive shaft, respectively, to determine the included angle between the longitudinal planes at both ends of the drive shaft and the included angle between the vertical plane of the drive shaft.

[0037] Specifically, after accurately obtaining the center position of the drive shaft cross shaft (i.e., the center point of the universal joints at both ends of the drive shaft), connecting these two points defines the drive shaft tube axis under the current working condition in three-dimensional space. To measure the angle between this spatial axis and the axes of the axle flanges at both ends, directly measuring the three-dimensional angle is complex and easily affected by the model's perspective. Therefore, this invention employs a projection decomposition method:

[0038] In the 3D model of the driveshaft, the projections of the driveshaft shaft axis onto the vehicle's longitudinal and vertical planes are constructed. This operation involves projecting the 3D spatial axis, along with the axle flange axis, onto two standardized, orthogonal reference planes in CAD software. The vehicle's longitudinal plane typically refers to the plane parallel to and perpendicular to the vehicle's forward direction; the projection lines on this plane reflect the driveshaft's shape in the side view. The vehicle's vertical plane typically refers to the plane parallel to and perpendicular to the vehicle's lateral and vertical directions; this projection reflects the driveshaft's shape in the rear or front view.

[0039] After projection is completed, the longitudinal plane angles at both ends of the drive shaft and the vertical plane angle of the drive shaft can be determined. Specifically, on the longitudinal plane projection drawing, the angles between the projection lines of the drive shaft tube and the projection lines of the axle flange axes at both ends are measured to obtain the two longitudinal plane angles (for example, see...). Figure 2 The content corresponds to angle 1 at the middle axle end and angle 2 at the rear axle end. On the vertical plane projection view, the angle between the projection line of the drive shaft tube and a set horizontal reference line is measured to obtain a vertical plane angle (e.g., angle 3). Through this decomposition, a three-dimensional spatial angle problem that is difficult to measure directly is transformed into a process of simple angle measurement on two clear, non-overlapping two-dimensional views.

[0040] In one embodiment, the longitudinal plane angle between the two ends of the drive shaft can be determined based on the projection lines of the axle flange axis and the drive shaft tube axis in the longitudinal plane. The vertical plane angle of the drive shaft can be determined based on the projection line of the drive shaft tube axis in the vertical plane and a reference line. Specifically, the projection of the drive shaft tube axis in the vehicle's longitudinal plane is obtained by connecting the centers of the cross shafts at the middle and rear axle ends of the drive shaft. The projection of the drive shaft tube axis in the vehicle's vertical plane is obtained using the dimensions of the hard points on the axle and the centers of the cross shafts at the middle and rear axle ends of the drive shaft. The longitudinal plane angle of the drive shaft universal joint, angles 1 and 2, is obtained by measuring the angle between the projection of the axle elevation axis (i.e., the middle and rear axle flange axes) and the drive shaft tube axis in the vehicle's longitudinal plane. The vertical plane angle of the drive shaft universal joint, angle 3, is obtained by the angle between the projection of the drive shaft tube axis in the vehicle's vertical plane and the sketch's horizontal axis (parallel to the projection of the cross shaft axes at the middle and rear axle ends of the drive shaft in the vehicle's vertical plane).

[0041] Step S108: Perform spatial geometric synthesis processing on the longitudinal plane angle and the vertical plane angle to obtain the actual spatial angle of the universal joints at both ends of the drive shaft, and determine the equivalent angle of the drive shaft based on the actual spatial angle to verify the equivalent angle of the drive shaft and obtain the target verification result.

[0042] Specifically, the longitudinal and vertical plane angles are first spatially geometrically synthesized to obtain the actual spatial angles of the universal joints at both ends of the drive shaft. The two plane angles obtained in the previous step are essentially the components of the real spatial angle vector on two orthogonal coordinate planes. Directly treating the plane angles as spatial angles will introduce errors. The spatial synthesis algorithm used in this invention is based on three-dimensional geometric principles: for each end of the drive shaft, its actual spatial angle can be calculated by its longitudinal and vertical plane angle components, thereby accurately synthesizing the components of the two orthogonal directions into a spatial vector angle, obtaining the actual spatial angles reflecting the actual bending degree of the universal joints (e.g., angle 4 at the middle axle end and angle 5 at the rear axle end), where angle 4 is the spatial composite angle of angles 1 and 3, and angle 5 is the spatial composite angle of angles 2 and 3.

[0043] In one embodiment, the actual spatial angle corresponding to each universal joint at each end of the drive shaft can be determined by taking the square root of the sum of the squares of the longitudinal plane angle and the vertical plane angle at each end of the drive shaft. Then, the equivalent angle of the drive shaft can be determined by taking the square root of the difference between the squares of the actual spatial angles corresponding to each universal joint. That is, by taking the square root of the sum of the squares of angle 1 and angle 3, the spatial angle between the cross shaft axis at the bridge end of the drive shaft and the axis of the drive shaft tube is obtained, i.e., angle 4; by taking the square root of the sum of the squares of angle 2 and angle 3, the spatial angle between the cross shaft axis at the rear axle end of the drive shaft and the axis of the drive shaft tube is obtained, i.e., angle 5; and the angle obtained by taking the square root of the difference between the squares of angle 4 and angle 5 is taken as the equivalent angle of the drive shaft.

[0044] Next, the equivalent angle of the drive shaft is determined based on the actual spatial angle. The equivalent angle of the drive shaft is an index used to comprehensively evaluate the angular uniformity of the entire drive shaft system. After obtaining the actual spatial angles at both ends, the unique equivalent angle of the drive shaft can be determined by calculating the difference between their squares and taking the square root. This value is directly used to judge the vibration tendency of the transmission system.

[0045] Finally, the equivalent angle of the drive shaft is checked to obtain the target check result. This process is fully automated. The system compares the calculated equivalent angle value with the preset angle threshold (i.e., the maximum value allowed by the design specifications) stored in the program or database. Based on the comparison result, the software automatically outputs a clear and structured target check result, thereby replacing manual reference to standards and subjective judgment, and completing a complete closed loop from parameter input to design recommendations.

[0046] In another implementation, the equivalent included angle of the drive shaft can be compared with a preset angle threshold, and the target verification result can be automatically output based on the comparison result to determine whether the drive shaft arrangement meets the design requirements.

[0047] The parameterized verification method for the equivalent included angle of the drive shaft provided in this embodiment of the invention mainly comprises: a middle axle assembly, a rear axle assembly, and a drive shaft. The drive shaft is connected to the middle axle assembly by meshing the end face teeth of the output flange of the middle axle assembly with the end face teeth of the middle axle end of the drive shaft, and then transmitting power by bolt fastening. The end face teeth of the middle axle end of the drive shaft are connected to the drive shaft tube by a universal joint. The connection method between the rear axle assembly and the drive shaft is the same as that of the middle axle. The above scheme can significantly improve the verification efficiency and accuracy.

[0048] See Figure 2 The diagram shown illustrates a three-dimensional model verification of a driveshaft. The vertical distance 238 represents the Z-axis distance from the center of the middle axle to the axis of the lower wing surface of the frame; 250 represents the Z-axis distance from the center of the rear axle to the axis of the lower wing surface of the frame; and 1350 represents the X-axis distance between the centers of the middle and rear axles, which is the wheelbase. Figure 2 The 3D model of the driveshaft uses a dual rear axle balance shaft symmetrical leaf spring non-independent suspension. Therefore, dividing 1350 by 2 gives 675. Figure 2 In this context, 675 represents the distance from the center of the middle axle to the center of the leaf spring; radius 215 represents the longitudinal distance from the center of the middle axle to the center of the output flange tooth surface; radius 119 represents the vertical distance from the center of the middle axle to the center of the output flange tooth surface; radius 100 represents the distance from the center of the flange tooth surface to the center of the cross shaft at the middle axle end of the drive shaft; 4.7 degrees represents the middle axle elevation angle; 34 represents the Y-axis offset distance between the axis of the output flange of the middle axle and the centerline of the vehicle; 2.95 degrees represents the angle between the projection of the cross shaft axis at the middle axle end of the drive shaft onto the longitudinal plane of the vehicle and the projection of the axis of the drive shaft tube onto the longitudinal plane of the vehicle; similarly, radius 343 represents the distance from the center of the rear axle to the center of the output flange tooth surface ... distance from the center of the middle axle to the center of the output flange tooth surface; 4.7 degrees represents the distance from the center of the middle axle to the center of the output flange tooth surface; 34 represents the distance from the center of the output flange tooth surface to the center of the output flange tooth surface; 4.7 degrees represents the distance from the center of the middle axle to the center of the output flange tooth surface; 34 represents the distance from the center of the output flange tooth surface to the center of the output flange tooth surface; 4. The longitudinal distance between the center of the input flange tooth surface; the vertical distance from the rear axle center to the center of the input flange tooth surface is 45; the distance from the center of the flange tooth surface to the center of the cross shaft at the rear axle end of the drive shaft is 100; the rear axle elevation angle is 9 degrees; the offset distance in the Y direction between the axis of the rear axle input flange and the vehicle centerline is 25; the angle between the projection of the axis of the cross shaft at the rear axle end of the drive shaft onto the longitudinal plane of the vehicle and the projection of the axis of the drive shaft tube onto the longitudinal plane of the vehicle is 1.35 degrees; the angle between the projection of the axis of the cross shaft at the middle and rear axle ends of the drive shaft onto the vertical plane of the vehicle and the projection of the axis of the drive shaft tube onto the vertical plane of the vehicle is 0.462 degrees.

[0049] Based on this, in practical applications, this embodiment of the invention also provides an implementation method for parameterized verification of the equivalent included angle of the transmission shaft, as detailed in (1) to (4) below:

[0050] (1) Enter the Catia sketch interface, create the center of the middle axle, the center of the rear axle and the axis of the lower wing surface of the frame, and parametrically simulate the change of wheelbase by constraining the X-direction distance between the center of the middle axle and the center of the rear axle; parametrically simulate the changes of different working conditions, different axle loads and different platforms by constraining the Z-direction distance between the center of the middle axle, the center of the rear axle and the axis of the lower wing surface of the frame.

[0051] (2) Draw a circle with the center of the middle axle as the center and a radius of 215 (determined by the mechanical hard point of the axle, which is the longitudinal distance from the center of the middle axle to the center of the output flange tooth surface). The center of the output flange tooth surface of the middle axle lies on this circle. Draw a circle with the center of the middle axle as the center and a radius of 119 (determined by the mechanical hard point of the axle, which is the vertical distance from the center of the middle axle to the center of the output flange tooth surface). Take any point on each of the two circles and draw a straight line. Constrain the angle between this straight line and the horizontal axis of the sketch to 4.7 degrees (the elevation angle of the middle axle; the elevation angle of the middle axle for different arrangements can be driven by this parameter). Also, constrain this straight line to be tangent to a circle with a radius of 45 (note that at this time, ...). There are actually two tangent lines, which need to be selected based on the mechanical relative position of the center of the middle axle and the center of the output end flange tooth surface. The selected tangent line is the axis of the output end flange of the middle axle, which is also the projection of the axis of the cross shaft of the middle axle end of the drive shaft onto the longitudinal plane of the vehicle. The intersection of this tangent line and a circle with a radius of 215 is the center of the output end flange tooth surface of the middle axle. Draw a circle with the center of the output end flange tooth surface of the middle axle as the center and a radius of 100 (100 is the distance from the center of the output end flange tooth surface of the middle axle to the center of the cross shaft of the middle axle end of the drive shaft). The intersection of this circle and the projection of the axis of the cross shaft of the middle axle end of the drive shaft onto the longitudinal plane of the vehicle is the center of the cross shaft of the middle axle end of the drive shaft.

[0052] Similarly, project the axis of the cross shaft at the rear axle end of the driveshaft onto the longitudinal plane of the vehicle and connect it to the center of the cross shaft at the rear axle end of the driveshaft. Connect the center of the cross shaft at the middle axle end of the driveshaft to the center of the cross shaft at the rear axle end of the driveshaft. This axis is the projection of the axis of the driveshaft tube onto the longitudinal plane of the vehicle. Measure the angle between the projection of the axis of the cross shaft at the middle axle end of the driveshaft onto the longitudinal plane of the vehicle and the projection of the axis of the driveshaft tube onto the longitudinal plane of the vehicle. The angle is 2.95 degrees, recorded as angle 1. Measure the angle between the projection of the axis of the cross shaft at the rear axle end of the driveshaft onto the longitudinal plane of the vehicle and the projection of the axis of the driveshaft tube onto the longitudinal plane of the vehicle. The angle is 1.35 degrees, recorded as angle 2. Note that you should check the "Keep Measurement" option.

[0053] (3) Draw any two points and constrain their vertical distances from the horizontal axis of the sketch to 34 and 25 respectively (34 and 25 are the Y-direction offset distances between the center axle output flange axis and the rear axle input flange axis and the vehicle centerline, respectively. Note that if the Y-direction offset of the center axle output flange axis and the rear axle input flange axis and the vehicle centerline is the same to the left or right, then the two points drawn in the sketch are on the same side relative to the horizontal axis of the sketch; otherwise, they are on opposite sides.), constrain the horizontal distance between one point and the center of the cross shaft at the center axle end of the drive shaft to 0, and constrain the horizontal distance between the other point and the center of the cross shaft at the rear axle end of the drive shaft to 0; connect the two points to form a straight line. This straight line is the projection of the drive shaft tube axis onto the vertical plane of the vehicle. Measure the angle of this straight line with the horizontal axis of the sketch (parallel to the projection of the cross shaft axis at the center and rear axle ends of the drive shaft onto the vertical plane of the vehicle) to 0.462 degrees, and record it as angle 3. Note that you should check the "Keep Measurement" option.

[0054] (4) The angle obtained by taking the square root of the sum of the squares of angle 1 (2.95 degrees) and angle 3 (0.462 degrees) is the spatial angle between the cross shaft axis at the bridge end of the transmission shaft and the shaft tube axis, which is 2.99 degrees and is denoted as angle 4. Similarly, the angle obtained by taking the square root of the sum of the squares of angle 2 (1.35 degrees) and angle 3 (0.462 degrees) is the spatial angle between the cross shaft axis at the rear axle end of the transmission shaft and the shaft tube axis, which is 1.43 degrees and is denoted as angle 5. The angle obtained by taking the square root of the difference between the squares of angle 4 and angle 5 is 2.63 degrees, which is the equivalent angle of the transmission shaft.

[0055] In summary, this invention, through CATIA parametric modeling and dynamic measurement, solves the problems of low efficiency, insufficient accuracy, reliance on experience, and disconnect between model and analysis in traditional methods. It improves multi-condition verification efficiency by 95%, achieves angle calculation accuracy of ±0.1 degrees, and improves process consistency by 92%. It provides an efficient and accurate digital tool for drive shaft design optimization, significantly improving verification efficiency and adapting to the needs of rapid iteration under multiple operating conditions; improving angle calculation accuracy by eliminating simplified formulas and manual errors; reducing reliance on human experience and standardizing the verification process; and achieving full-process digital linkage, eliminating the disconnect between model and analysis.

[0056] Regarding the parameterized verification method for the equivalent included angle of the drive shaft provided in the foregoing embodiments, this embodiment of the invention provides a parameterized verification device for the equivalent included angle of the drive shaft. (See attached image) Figure 3 The diagram shows a structural schematic of a transmission shaft equivalent included angle parameterization verification device, which includes the following parts:

[0057] The model update module 302 obtains the vehicle's design parameters and hard point dimensions, and updates the parameterized 3D model of the drive shaft based on the design parameters and hard point dimensions. The design parameters include the wheelbase and axle center height. The 3D model of the drive shaft is used to automatically update its geometry according to the modification of the design parameters.

[0058] The dynamic positioning module 304 generates the geometric motion trajectories of the center of the flange tooth surface of the axle and the center of the cross shaft of the drive shaft in the three-dimensional model of the drive shaft based on the hard point dimensions, and determines the position of the center of the cross shaft of the drive shaft according to the geometric motion trajectories.

[0059] The included angle calculation module 306 uses the center position of the cross shaft of the drive shaft to construct the projections of the drive shaft tube axis on the longitudinal plane and the vertical plane of the vehicle in the three-dimensional model of the drive shaft, so as to determine the included angle between the longitudinal planes at both ends of the drive shaft and the included angle between the vertical plane of the drive shaft.

[0060] The spatial synthesis module 308 performs spatial geometric synthesis processing on the longitudinal plane angle and the vertical plane angle to obtain the actual spatial angle of the universal joints at both ends of the drive shaft, and determines the equivalent angle of the drive shaft based on the actual spatial angle to perform verification processing on the equivalent angle of the drive shaft and obtain the target verification result.

[0061] The equivalent included angle parameterization verification device for the transmission shaft provided in this application embodiment can significantly improve verification efficiency and verification accuracy.

[0062] In one embodiment, when performing the step of generating the geometric motion trajectory of the center of the flange tooth surface of the axle and the center of the cross shaft of the drive shaft in the three-dimensional model of the drive shaft, the dynamic positioning module 304 is further configured to: generate a first circle and a second circle with the center of the axle as the center and the longitudinal distance and vertical distance from the center of the axle to the center of the flange tooth surface in the hard point dimensions as the radius, and determine the intersection area of ​​the first circle and the second circle as the geometric motion trajectory of the center of the flange tooth surface; generate a third circle with the center of the flange tooth surface as the center and the distance from the center of the flange tooth surface to the center of the cross shaft of the drive shaft in the hard point dimensions as the radius, and determine the third circle as the geometric motion trajectory of the center of the cross shaft of the drive shaft.

[0063] In one embodiment, when performing the step of determining the center position of the cross shaft of the drive shaft based on the geometric motion trajectory, the dynamic positioning module 304 is further configured to: determine the axle flange axis corresponding to the geometric motion trajectory in the current working condition in the three-dimensional model of the drive shaft based on the actual installation angle of the axle, and determine the center position of the cross shaft of the drive shaft under the current working condition by calculating the intersection of the axle flange axis and the geometric motion trajectory.

[0064] In one embodiment, when performing the step of determining the longitudinal plane angle between the two ends of the drive shaft and the vertical plane angle of the drive shaft, the aforementioned angle calculation module 306 is further configured to: determine the longitudinal plane angle between the two ends of the drive shaft based on the projection lines of the axle flange axis and the drive shaft tube axis on the longitudinal plane, and determine the vertical plane angle of the drive shaft based on the projection line of the drive shaft tube axis on the vertical plane and the reference baseline.

[0065] In one embodiment, when performing the step of spatial geometric synthesis of the longitudinal plane angle and the vertical plane angle to obtain the actual spatial angle of the universal joints at both ends of the drive shaft, the aforementioned spatial synthesis module 308 is further used to: determine the actual spatial angle corresponding to the universal joint at each end by performing a square root operation on the sum of the squares of the longitudinal plane angle and the vertical plane angle corresponding to each end of the drive shaft.

[0066] In one embodiment, when performing the step of determining the equivalent angle of the drive shaft based on the actual spatial angle, the space synthesis module 308 is further used to: determine the equivalent angle of the drive shaft by performing a square root operation on the difference between the squares of the actual spatial angles corresponding to each universal joint.

[0067] In one embodiment, when performing the step of verifying the equivalent included angle of the drive shaft to obtain the target verification result, the aforementioned spatial synthesis module 308 is further used to: compare the equivalent included angle of the drive shaft with a preset angle threshold, and automatically output the target verification result based on the comparison result, so as to determine whether the drive shaft arrangement meets the design requirements based on the target verification result.

[0068] The device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0069] This invention provides a server, specifically, the server includes a processor and a storage device; the storage device stores a computer program, which, when run by the processor, executes the method described in any of the above embodiments.

[0070] Figure 4 This is a schematic diagram of the structure of a server provided in an embodiment of the present invention. The server 100 includes: a processor 40, a memory 41, a bus 42 and a communication interface 43. The processor 40, the communication interface 43 and the memory 41 are connected through the bus 42. The processor 40 is used to execute executable modules, such as computer programs, stored in the memory 41.

[0071] The memory 41 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 43 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc.

[0072] Bus 42 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0073] The memory 41 is used to store programs. After receiving an execution instruction, the processor 40 executes the program. The method executed by the device for defining the flow process disclosed in any of the foregoing embodiments of the present invention can be applied to the processor 40 or implemented by the processor 40.

[0074] Processor 40 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 40 or by instructions in software form. Processor 40 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this invention can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 41. The processor 40 reads the information in memory 41 and, in conjunction with its hardware, completes the steps of the above method.

[0075] The computer program product of the readable storage medium provided in the embodiments of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the foregoing method embodiments. For specific implementation, please refer to the foregoing method embodiments, which will not be repeated here.

[0076] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion 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 network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0077] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for parameterizing and verifying the equivalent included angle of a transmission shaft, characterized in that, The method includes: The vehicle's design parameters and hardpoint dimensions are obtained, and the parameterized 3D model of the driveshaft is updated based on the design parameters and hardpoint dimensions. The design parameters include wheelbase and axle center height. The 3D model of the driveshaft is used to automatically update its geometry according to the modification of the design parameters. Based on the hard point dimensions, geometric motion trajectories of the center of the axle flange tooth surface and the center of the drive shaft cross shaft are generated in the three-dimensional model of the drive shaft, and the position of the center of the drive shaft cross shaft is determined according to the geometric motion trajectories. Using the center position of the cross shaft of the drive shaft, the projections of the drive shaft tube axis on the longitudinal plane and the vertical plane of the vehicle are constructed in the three-dimensional model of the drive shaft, respectively, to determine the longitudinal plane angle and the vertical plane angle at both ends of the drive shaft; The longitudinal plane angle and the vertical plane angle are combined using spatial geometry to obtain the actual spatial angle of the universal joints at both ends of the drive shaft. The equivalent angle of the drive shaft is determined based on the actual spatial angle to verify the equivalent angle of the drive shaft and obtain the target verification result. The step of generating the geometric motion trajectories of the flange tooth surface center and the drive shaft cross axis center in the three-dimensional model of the drive shaft based on the hard point dimensions includes: generating a first circle and a second circle with the axle center as the center and the longitudinal and vertical distances from the axle center to the flange tooth surface center in the hard point dimensions as radii, and determining the intersection area of ​​the first circle and the second circle as the geometric motion trajectory of the flange tooth surface center; generating a third circle with the flange tooth surface center as the center and the distance from the flange tooth surface center to the drive shaft cross axis center in the hard point dimensions as the radius, and determining the third circle as the geometric motion trajectory of the drive shaft cross axis center; The step of determining the center position of the cross shaft of the drive shaft based on the geometric motion trajectory includes: determining the axle flange axis corresponding to the geometric motion trajectory in the current working condition in the three-dimensional model of the drive shaft based on the actual installation angle of the axle; and determining the center position of the cross shaft of the drive shaft under the current working condition by calculating the intersection of the axle flange axis and the geometric motion trajectory.

2. The method for parameterizing the equivalent included angle of the transmission shaft according to claim 1, characterized in that, The step of determining the included angle between the longitudinal planes at both ends of the drive shaft and the included angle between the vertical plane of the drive shaft includes: The longitudinal plane angle between the two ends of the drive shaft is determined by the projection lines of the axle flange axis and the drive shaft tube axis in the longitudinal plane, and the vertical plane angle of the drive shaft is determined by the projection lines of the drive shaft tube axis in the vertical plane and the reference baseline.

3. The method for parameterizing the equivalent included angle of the transmission shaft according to claim 1, characterized in that, The step of performing spatial geometric synthesis of the longitudinal plane angle and the vertical plane angle to obtain the actual spatial angles of the universal joints at both ends of the drive shaft includes: The actual spatial angle corresponding to the universal joint at each end is determined by taking the square root of the sum of the squares of the longitudinal plane angle and the vertical plane angle at each end of the drive shaft.

4. The method for parameterizing the equivalent included angle of the transmission shaft according to claim 1, characterized in that, The step of determining the equivalent angle of the drive shaft based on the actual spatial angle includes: The equivalent angle of the drive shaft is determined by taking the square root of the difference between the squares of the actual spatial angles corresponding to each universal joint.

5. The method for parameterizing the equivalent included angle of the transmission shaft according to claim 1, characterized in that, The step of verifying the equivalent included angle of the transmission shaft to obtain the target verification result includes: The equivalent included angle of the drive shaft is compared with a preset angle threshold, and the target verification result is automatically output based on the comparison result, so as to determine whether the drive shaft arrangement meets the design requirements.

6. A parameterized verification device for the equivalent included angle of a transmission shaft, characterized in that, The device is applied to the transmission shaft equivalent included angle parameterization verification method according to any one of claims 1-5, and the device comprises: The model update module acquires the vehicle's design parameters and hardpoint dimensions, and updates the parameterized 3D model of the driveshaft based on the design parameters and hardpoint dimensions. The design parameters include the wheelbase and axle center height. The 3D model of the driveshaft is used to automatically update its geometry according to the modification of the design parameters. The dynamic positioning module generates geometric motion trajectories of the center of the flange tooth surface of the axle and the center of the cross shaft of the drive shaft in the three-dimensional model of the drive shaft based on the hard point dimensions, and determines the position of the center of the cross shaft of the drive shaft according to the geometric motion trajectories. The included angle calculation module uses the center position of the cross shaft of the drive shaft to construct the projections of the drive shaft tube axis on the longitudinal plane and the vertical plane of the vehicle in the three-dimensional model of the drive shaft, respectively, so as to determine the included angle between the longitudinal planes at both ends of the drive shaft and the included angle between the vertical plane of the drive shaft. The spatial synthesis module performs spatial geometric synthesis processing on the included angle of the longitudinal plane and the included angle of the vertical plane to obtain the actual spatial included angle of the universal joints at both ends of the drive shaft, and determines the equivalent included angle of the drive shaft based on the actual spatial included angle, so as to perform verification processing on the equivalent included angle of the drive shaft and obtain the target verification result; The step of generating the geometric motion trajectories of the flange tooth surface center and the drive shaft cross axis center in the three-dimensional model of the drive shaft based on the hard point dimensions includes: generating a first circle and a second circle with the axle center as the center and the longitudinal and vertical distances from the axle center to the flange tooth surface center in the hard point dimensions as radii, and determining the intersection area of ​​the first circle and the second circle as the geometric motion trajectory of the flange tooth surface center; generating a third circle with the flange tooth surface center as the center and the distance from the flange tooth surface center to the drive shaft cross axis center in the hard point dimensions as the radius, and determining the third circle as the geometric motion trajectory of the drive shaft cross axis center; The step of determining the center position of the cross shaft of the drive shaft based on the geometric motion trajectory includes: determining the axle flange axis corresponding to the geometric motion trajectory in the current working condition in the three-dimensional model of the drive shaft based on the actual installation angle of the axle; and determining the center position of the cross shaft of the drive shaft under the current working condition by calculating the intersection of the axle flange axis and the geometric motion trajectory.

7. A server, characterized in that, The method includes a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the method of any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions that, when invoked and executed by a processor, cause the processor to perform the method described in any one of claims 1 to 5.

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