Vehicle electromechanical coupling simulation model processing method, device, equipment, readable storage medium and program product

Abstract

This application relates to a method, apparatus, device, readable storage medium, and program product for processing vehicle electromechanical coupling simulation models. The method includes: performing dynamic simulation under preset operating conditions on a pre-constructed electromechanical coupling simulation model of a vehicle; collecting load data for at least two force transmission paths in the vehicle electromechanical coupling simulation model; converting the load data of each force transmission path into a vibration contribution corresponding to each force transmission path using a pre-established vehicle vibration frequency response model; determining the path to be optimized among the at least two force transmission paths based on the vibration contribution of each force transmission path; and optimizing the target parameters associated with the path to be optimized in the electromechanical coupling simulation model until the electromechanical coupling simulation model meets preset vehicle design objectives. This method can improve vehicle development efficiency.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, computer equipment, computer-readable storage medium, and computer program product for processing vehicle electromechanical coupling simulation models. Background Technology

[0002] Because pure electric vehicles have extremely fast torque response from their drive motors, can independently distribute torque between the front and rear axles, and lack the inertial damping of traditional engines, they are more prone to generating uncomfortable low-frequency impact vibrations when there are sudden changes in driving and braking torque.

[0003] In the digital development phase of pure electric vehicles, traditional technologies often struggle to accurately capture the independent load characteristics of each force transmission path. This makes it impossible to clearly define the specific impact of different paths on the vibration response of key vehicle components (such as the cab, seat rails, and other preset target points). Consequently, when optimizing the model parameters of the vehicle's digital model, researchers often have to rely on experience to make blind adjustments, which is inefficient and detrimental to improving the efficiency of vehicle digital development.

[0004] Therefore, traditional technologies suffer from low efficiency in the digital development of vehicles. Summary of the Invention

[0005] Based on this, this application addresses the aforementioned technical problems by providing a method, apparatus, computer equipment, computer-readable storage medium, and computer program product for processing vehicle electromechanical coupling simulation models that can improve vehicle development efficiency.

[0006] Firstly, this application provides a method for processing vehicle electromechanical coupling simulation models, including:

[0007] A dynamic simulation of the vehicle under preset working conditions is performed on the pre-constructed electromechanical coupling simulation model, and load data of at least two force transmission paths in the vehicle electromechanical coupling simulation model are collected.

[0008] By using a pre-established vehicle vibration frequency response model, the load data of each force transmission path is converted into the vibration contribution of each force transmission path; the vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point; the vibration contribution is used to quantify the contribution of the corresponding force transmission path to the vibration response of the preset target point;

[0009] Based on the vibration contribution of each of the force transmission paths, determine the path to be optimized among the at least two force transmission paths;

[0010] The target parameters associated with the path to be optimized in the electromechanical coupling simulation model are optimized, and the process of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle is returned until the electromechanical coupling simulation model meets the preset vehicle design objectives.

[0011] The above technical solution has the following advantages or effects: By performing dynamic simulation under preset working conditions on a pre-built electromechanical coupling simulation model of the vehicle, nonlinear phenomena such as gear knocking can be accurately simulated based on the electromechanical coupling simulation model. This effectively collects load data for at least two force transmission paths in the vehicle's electromechanical coupling simulation model, achieving efficient capture of the independent load characteristics of each force transmission path. Simultaneously, through a pre-established whole-vehicle vibration frequency response model, the load data of each force transmission path is converted into the vibration contribution amount corresponding to each force transmission path. Based on the vibration contribution amount corresponding to each force transmission path, a complete transmission path contribution analysis is achieved. This analysis is conducted based on the vibration of each force transmission path. The contribution of each force transmission path is determined from at least two force transmission paths, and the target parameters associated with the path to be optimized in the electromechanical coupling simulation model are optimized. This enables precise quantification of the independent contribution and coupling effect of each force transmission path on the vehicle body impact vibration under preset working conditions. It effectively identifies the root transmission path of vibration response and continuously iterates and optimizes the target parameters based on the identified root transmission path until the electromechanical coupling simulation model meets the preset vehicle design goals. This effectively clarifies the specific impact of different paths on the vibration response of key parts of the vehicle (such as preset target points such as the cab and seat rails), improves the optimization efficiency of the vehicle's digital model, and enhances the efficiency of vehicle digital development.

[0012] In an optional embodiment of the first aspect, the vehicle electromechanical coupling simulation model is obtained by coupling the vehicle's electric drive transmission system simulation model and the vehicle's rigid-flexible coupled multibody dynamics model. The dynamic simulation of the pre-constructed electromechanical coupling simulation model of the vehicle under preset working conditions includes: transferring the drive shaft speed and load boundary obtained by the vehicle's rigid-flexible coupled multibody dynamics model to the electric drive transmission system simulation model through a preset model connection program; and transferring the gear meshing force and bearing load obtained by the electric drive transmission system simulation model to the vehicle's rigid-flexible coupled multibody dynamics model through the model connection program.

[0013] The above technical solution has the following advantages or effects: Through the preset model connection program, the drive shaft speed and load boundary obtained by the simulation of the whole vehicle rigid-flexible coupling multibody dynamics model are transferred to the electric drive transmission system simulation model; through the model connection program, the gear meshing force and bearing load obtained by the simulation of the electric drive transmission system simulation model are transferred to the whole vehicle rigid-flexible coupling multibody dynamics model, thereby realizing the coupling of the vehicle's electric drive transmission system simulation model and the whole vehicle rigid-flexible coupling multibody dynamics model into an organic whole, and obtaining an electromechanical coupling simulation model that can effectively simulate the electromechanical performance of the vehicle.

[0014] In an optional embodiment of the first aspect, the load data includes a frequency domain load spectrum, which is obtained by performing a Fourier transform on the time domain load. The step of converting the load data of each force transmission path into the vibration contribution amount corresponding to each force transmission path through a pre-established vehicle vibration frequency response model includes: determining the frequency domain force of any force transmission path in a single direction based on the frequency domain load spectrum of each force transmission path; applying the frequency domain force of any force transmission path in a single direction to the preset target point in the vehicle vibration frequency response model, and obtaining the vibration acceleration response generated by the frequency domain force at the preset target point; obtaining the vibration acceleration response corresponding to each force transmission path as the vibration contribution amount corresponding to each force transmission path.

[0015] The above technical solution has the following advantages or effects: by determining the frequency domain force of any force transmission path in a single direction based on the frequency domain load spectrum of each force transmission path, and applying the frequency domain force of any force transmission path in a single direction to a preset target point in the whole vehicle vibration frequency response model, the vibration acceleration response generated by the frequency domain force at the preset target point is obtained as the contribution of the force transmission path to the vibration response of the preset target point, effectively realizing the conversion of the load data of each force transmission path into the vibration contribution amount corresponding to each force transmission path.

[0016] In an optional embodiment of the first aspect, determining the path to be optimized from the at least two force transmission paths based on the vibration contribution of each force transmission path includes: sorting the force transmission paths in descending order according to their vibration contribution to obtain a force transmission path sorting result; determining the top N force transmission paths in the sorting result; where N is an integer greater than or equal to 1; obtaining the total vibration response of each force transmission path; and determining the path to be optimized based on the total vibration response and the vibration contribution of the top N force transmission paths; wherein the path to be optimized includes independent contributing paths or multiple coupled contributing paths; the ratio between the vibration contribution of the independent contributing path and the total vibration response is greater than a preset ratio threshold; the phase difference between the vibration contribution of each coupled contributing path is less than 90 degrees, and the vector sum of the vibration contribution of each coupled contributing path is greater than the arithmetic sum of the vibration contribution of each coupled contributing path.

[0017] The above technical solution has the following advantages or effects: By sorting the force transmission paths in descending order according to their vibration contribution, the top N force transmission paths are determined, and the total vibration response of each force transmission path is obtained. Based on the total vibration response and the vibration contribution of the top N force transmission paths, the path to be optimized is determined. This effectively uses the vibration contribution of each force transmission path as the basis for selecting the path to be optimized from the force transmission paths, accurately quantifying the independent contribution and coupling effect of each transmission path on the vehicle body impact vibration under driving and braking conditions, thereby determining whether the root cause is dominated by a single path or coupled by multiple paths, which facilitates the subsequent formulation of targeted single-point optimization or collaborative optimization strategies.

[0018] In an optional embodiment of the first aspect, the load data includes a frequency domain load spectrum, which is obtained by performing a Fourier transform on the time domain load. Obtaining the total vibration response of each force transmission path includes: determining the frequency domain force of each force transmission path in all directions based on the frequency domain load spectrum of each force transmission path; applying the frequency domain force of each force transmission path in all directions to the preset target point in the whole vehicle vibration frequency response model, and obtaining the total vibration response generated by the frequency domain force at the preset target point.

[0019] The above technical solution has the following advantages or effects: by applying the frequency domain forces of each force transmission path in all directions to the preset target point in the whole vehicle vibration frequency response model, the total vibration response generated by the frequency domain forces at the preset target point is obtained, which facilitates the subsequent calculation of the ratio between the vibration contribution of each force transmission path and the total vibration response, facilitates the selection of independent contributing paths from each force transmission path, and facilitates the subsequent determination of whether the vibration root cause is dominated by a single path or coupled by multiple paths.

[0020] In an optional embodiment of the first aspect, the vibration contribution includes vibration acceleration response, and the step of sorting the force transmission paths in descending order according to the vibration contribution of each force transmission path to obtain a force transmission path sorting result includes: selecting an impact intensity quantification index; the impact intensity quantification index includes the vibration dose value of the vibration acceleration response or the root mean square value of the vibration acceleration response in a preset frequency band; determining a target time period or target frequency point according to the impact intensity quantification index; the target time period is the time period in which the corresponding impact intensity quantification index meets a preset significance condition; the target frequency point is the frequency point in which the corresponding impact intensity quantification index meets the preset significance condition; and sorting the force transmission paths in descending order according to the vibration acceleration response corresponding to the target time period or the target frequency point to obtain a force transmission path sorting result.

[0021] The above technical solution has the following advantages or effects: By selecting the vibration dose value of the vibration acceleration response at a preset target point or the root mean square value of the vibration acceleration response at a preset target point in a preset frequency band as the quantitative index of impact intensity, it is possible to accurately identify the time period or frequency point that contributes most significantly to the overall vibration in a complex vibration environment. This avoids indiscriminate analysis of all time periods or frequency bands, improving the pertinence and effectiveness of vibration contribution assessment. At the same time, by sorting the force transmission paths in descending order according to the vibration acceleration response corresponding to each force transmission path in the target time period or target frequency point, the transmission paths that play a dominant role under key operating conditions or key frequencies can be effectively screened. This makes the sorting results more reflective of the root cause of the actual vibration problem and helps to quickly locate the path to be optimized.

[0022] Secondly, this application also provides a vehicle electromechanical coupling simulation model processing device, comprising:

[0023] The simulation module is used to perform dynamic simulation of a pre-built electromechanical coupling simulation model of the vehicle under preset working conditions, and to collect load data of at least two force transmission paths in the vehicle electromechanical coupling simulation model.

[0024] The conversion module is used to convert the load data of each force transmission path into the vibration contribution of each force transmission path through a pre-established vehicle vibration frequency response model; the vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point; the vibration contribution is used to quantify the contribution of the corresponding force transmission path to the vibration response of the preset target point;

[0025] The determination module is used to determine the path to be optimized from the at least two force transmission paths based on the vibration contribution of each force transmission path;

[0026] The optimization module is used to optimize the target parameters associated with the path to be optimized in the electromechanical coupling simulation model, and return to the steps of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle until the electromechanical coupling simulation model meets the preset vehicle design objectives.

[0027] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method described above.

[0028] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described above.

[0029] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0030] Regarding the beneficial effects of any of the technical solutions in the second to fifth aspects mentioned above, refer to the beneficial effects of the corresponding technical solutions in the first aspect; repeated examples will not be listed here. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of an optional application environment for a vehicle electromechanical coupling simulation model processing method in one embodiment.

[0033] Figure 2 This is a schematic diagram of an optional process for processing a vehicle electromechanical coupling simulation model in one embodiment. Figure 1 ;

[0034] Figure 3 This is a schematic diagram of an optional process for processing a vehicle electromechanical coupling simulation model in one embodiment. Figure 2 ;

[0035] Figure 4 This is a schematic diagram of an optional process for processing a vehicle electromechanical coupling simulation model in one embodiment. Figure 3 ;

[0036] Figure 5 This is a schematic diagram of an optional process for processing a vehicle electromechanical coupling simulation model in one embodiment. Figure 4 ;

[0037] Figure 6 This is a schematic diagram of an optional process for processing a vehicle electromechanical coupling simulation model in one embodiment. Figure 5 ;

[0038] Figure 7 This is a schematic diagram of an optional process for processing a vehicle electromechanical coupling simulation model in one embodiment. Figure 6 ;

[0039] Figure 8 This is an optional flowchart of a vehicle electromechanical coupling simulation model processing method in one embodiment;

[0040] Figure 9 This is a schematic diagram of an optional structure of a vehicle electromechanical coupling simulation model in one embodiment;

[0041] Figure 10 This is an optional simulation diagram of a vehicle electromechanical coupling simulation model processing method in one embodiment;

[0042] Figure 11 This is a schematic diagram of an optional source-path-receiver model for a vehicle electromechanical coupling simulation model processing method in one embodiment;

[0043] Figure 12 This is a flowchart illustrating an optional transfer path analysis process for a vehicle electromechanical coupling simulation model processing method in one embodiment.

[0044] Figure 13 This is a flowchart illustrating an optional parameter optimization process for a vehicle electromechanical coupling simulation model processing method in one embodiment.

[0045] Figure 14 This is a schematic diagram of an optional structure of a vehicle electromechanical coupling simulation model processing device in one embodiment;

[0046] Figure 15 This is a schematic diagram of an optional internal structure of a computer device in one embodiment. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of this application.

[0048] The vehicle electromechanical coupling simulation model processing method provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, computer device 102 can perform dynamic simulation of a pre-built electromechanical coupling simulation model of a vehicle under preset working conditions, and collect load data of at least two force transmission paths in the vehicle electromechanical coupling simulation model; computer device 102 can convert the load data of each force transmission path into the vibration contribution of each force transmission path through a pre-established whole vehicle vibration frequency response model; the whole vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point; the vibration contribution is used to quantify the contribution of the corresponding force transmission path to the vibration response of the preset target point; computer device 102 can determine the path to be optimized among at least two force transmission paths based on the vibration contribution of each force transmission path; computer device 102 can optimize the target parameters associated with the path to be optimized in the electromechanical coupling simulation model, and return to the steps of performing dynamic simulation of the pre-built electromechanical coupling simulation model of the vehicle under preset working conditions until the electromechanical coupling simulation model meets the preset vehicle design objectives.

[0049] The computer device 102 may be, but is not limited to, various personal computers, laptops, and tablets. The computer device 102 may also be a standalone physical server, a server cluster or distributed system consisting of multiple physical servers, or a cloud server that provides cloud computing services.

[0050] In one exemplary embodiment, such as Figure 2 As shown, a vehicle electromechanical coupling simulation model method is provided, which is applied to... Figure 1 The following steps are used as an example of computer equipment, including steps 202 to 208. Wherein:

[0051] Step 202: Perform dynamic simulation of the vehicle under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle, and collect load data of at least two force transmission paths in the vehicle electromechanical coupling simulation model.

[0052] Among them, the electromechanical coupling simulation model can refer to the vehicle simulation model obtained by coupling the vehicle's electric drive transmission system simulation model and the vehicle's rigid-flexible coupling multibody dynamics model.

[0053] Among them, the electric drive transmission system simulation model can refer to a detailed model containing a motor and a gearbox, established based on electromechanical transmission system simulation and design software (i.e., electromechanical transmission system simulation software). The parameters of the electric drive transmission system simulation model include the geometric parameters of the gears, micro-modification, meshing clearance, and bearing stiffness, etc.

[0054] In practical applications, transmission error analysis, contact spot analysis, and NVH analysis (noise, vibration, and harshness analysis) can be performed on the simulation model of the electric drive system to calibrate the model accuracy, so that the simulation model of the electric drive system can accurately output internal excitations such as gear meshing force.

[0055] Among them, the rigid-flexible coupled multibody dynamics model of the whole vehicle can refer to the whole vehicle model established based on the automatic dynamics analysis software of mechanical system (i.e., mechanical system dynamics simulation software), which includes the suspension system, front suspension, rear suspension, braking system, steering system and flexible parts of the key parts of the body-in-white.

[0056] In practical applications, a preset simulation model connection program can be used to couple the simulation model of the electric drive system and the vehicle's rigid-flexible coupled multibody dynamics model to obtain the electromechanical coupling simulation model of the vehicle.

[0057] In practical applications, the electromechanical coupling simulation model can also be validated. This validation includes transmission system validation and chassis validation, ensuring that the validated electromechanical coupling simulation model meets preset accuracy requirements, such as exceeding 90%. Transmission system validation is used to compare the order spectrum of gear knocking noise in simulation and bench testing. Chassis validation is used to compare KC (kinematic and flexible) characteristics such as suspension pitching rate in simulation and testing.

[0058] Among them, the preset operating conditions can refer to the typical operating conditions of vehicle operation, such as driving conditions and braking conditions.

[0059] The driving conditions can include rapid acceleration from zero to one hundred kilometers per hour. The braking conditions can include emergency braking from one hundred kilometers per hour to zero.

[0060] In a specific implementation, the computer device acquires the electromechanical coupling simulation model that has passed the above verification operation, and then performs dynamic simulation on the electromechanical coupling simulation model under preset working conditions; optionally, the computer device can perform dynamic simulation on the electromechanical coupling simulation model under driving conditions and dynamic simulation on the electromechanical coupling simulation model under braking conditions on a virtual road surface.

[0061] Then, the computer equipment can collect load data for at least two force transmission paths in the vehicle electromechanical coupling simulation model. Optionally, during the dynamic simulation of the vehicle's electromechanical coupling simulation model, the computer equipment can simultaneously extract time-domain load data for all key force transmission interfaces to obtain load data for each force transmission path.

[0062] The force transmission path (i.e., the key interface) includes the motor mount path (forces and torques in three directions at the connection points of the front and rear drive assemblies at the vehicle side), the drive shaft path (six components of force at the wheel hub and differential ends of the left and right front and rear half shafts), the braking path (forces and torques at the mounting points of the left and right front brake calipers), and the suspension link path (forces at the connection points of the key lower control arm, thrust rod, and vehicle body).

[0063] In practical applications, the time-domain signal of the meshing force between the driving and driven gears inside the gearbox can also be extracted synchronously based on this electromechanical coupling simulation model. This meshing force is the direct excitation source of gear impact. This allows the gear meshing force of the gearbox to be used as the excitation source.

[0064] Step 204: Using a pre-established vehicle vibration frequency response model, the load data of each force transmission path is converted into the vibration contribution of each force transmission path.

[0065] The whole vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point.

[0066] Among them, the vibration contribution is used to quantify the contribution of the corresponding force transmission path to the vibration response of the preset target point.

[0067] The preset target point can refer to key perception points for the driver, such as the seat rails, floor, and steering wheel. In practical applications, computer equipment can establish a finite element model of the entire vehicle or utilize a vehicle vibration frequency response model obtained from experiments. This vehicle vibration frequency response model includes acceleration frequency response functions from each force transmission path to the preset target point. The computer equipment can then use the vehicle vibration frequency response model to convert the load data of each force transmission path into the vibration contribution corresponding to each force transmission path.

[0068] In practical applications, the whole vehicle vibration frequency response model can be expressed as:

[0069]

[0070] in, It refers to the total contribution of vibration or noise from each force transmission path to the preset target point k; n represents the number of structural transmission paths; p represents the number of air transmission paths. Represents the transfer function from the i-th structural transfer path to the target point; This represents the transfer function from the j-th air transport path to the target point; Indicates the structural load at the structural transfer path; This indicates the acoustic load at the air transmission path.

[0071] Step 206: Based on the vibration contribution of each force transmission path, determine the path to be optimized from at least two force transmission paths.

[0072] Then, the computer device can determine the path to be optimized from at least two force transmission paths based on the vibration contribution of each force transmission path. Optionally, the computer device can filter the at least two force transmission paths based on the vibration contribution of each force transmission path to identify the main contributing path.

[0073] In practical applications, the driving and braking conditions can be analyzed separately to identify the main contributing paths under both conditions. Furthermore, computer equipment can determine the coupling of these main contributing paths, classifying them as either independently dominant or coupled, reinforcing impacts.

[0074] Step 208: Optimize the target parameters associated with the path to be optimized in the electromechanical coupling simulation model, and return to the step of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle until the electromechanical coupling simulation model meets the preset vehicle design objectives.

[0075] In practice, after determining the path to be optimized, the computer device can execute a collaborative optimization strategy based on the determination result. Optionally, the computer device can use multidisciplinary optimization software (such as Isight) to integrate the above-mentioned electromechanical coupling simulation process and vibration response calculation process. The target parameters associated with the path to be optimized may include transmission system variables (such as gear micro-modification parameters, gearbox suspension stiffness and damping) and chassis system variables (such as suspension triaxial stiffness, suspension spring stiffness).

[0076] Then, the computer equipment optimizes the target parameters associated with the path to be optimized, with the main optimization objective being to minimize the impact vibration intensity of the driver's foot floor and seat rails, and the preset constraints, to obtain the target design parameter combination.

[0077] Among them, the preset constraints include vibration isolation rate constraints (e.g., the vibration isolation rate of the drive assembly mounting system at major order frequencies must be greater than 20 decibels), KC performance constraints (e.g., the rate of change of the nose-dive and pitch-up rates of the optimized vehicle relative to the initial design must not exceed ±5%), and gear contact safety constraints (e.g., the analysis of the electromechanical transmission system simulation and design software shows that the gear contact pressure and transmission error are within the allowable range).

[0078] Then, the computer equipment can update the electromechanical coupling simulation model according to the above-mentioned target design parameter combination, that is, update the model parameters of the vehicle's electric drive transmission system simulation model and the vehicle's rigid-flexible coupling multibody dynamics model, and re-execute the steps of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle to verify whether the impact level has been significantly reduced to below the target value, and confirm that all performance constraints are met, until the performance of the electromechanical coupling simulation model meets all vehicle design objectives.

[0079] In the aforementioned vehicle electromechanical coupling simulation model method, dynamic simulation under preset working conditions is performed on a pre-constructed electromechanical coupling simulation model of the vehicle. This allows for the accurate simulation of nonlinear phenomena such as gear knocking based on the electromechanical coupling simulation model, effectively collecting load data from at least two force transmission paths in the vehicle electromechanical coupling simulation model, and efficiently capturing the independent load characteristics of each force transmission path. Simultaneously, through a pre-established whole-vehicle vibration frequency response model, the load data of each force transmission path is converted into the vibration contribution amount corresponding to each force transmission path. Based on the vibration contribution amount corresponding to each force transmission path, a complete transmission path contribution analysis is achieved. This analysis is conducted by analyzing the vibration contribution of each force transmission path. The method involves determining the path to be optimized from at least two force transmission paths and optimizing the target parameters associated with the path to be optimized in the electromechanical coupling simulation model. This allows for precise quantification of the independent contribution and coupling effect of each force transmission path on the vehicle body impact vibration under preset working conditions. It effectively identifies the root transmission path of the vibration response and iteratively optimizes the target parameters based on the identified root transmission path until the electromechanical coupling simulation model meets the preset vehicle design goals. This method effectively clarifies the specific impact of different paths on the vibration response of key parts of the vehicle (such as preset target points like the cab and seat rails), improving the optimization efficiency of the vehicle's digital model and enhancing the efficiency of vehicle digital development.

[0080] In one exemplary embodiment, such as Figure 3 As shown, step 202 includes steps 302 to 304. Specifically, performing a dynamic simulation of the vehicle's pre-built electromechanical coupling simulation model under preset operating conditions includes: step 302, transferring the drive shaft speed and load boundaries obtained from the whole vehicle rigid-flexible coupling multibody dynamics model simulation to the electric drive transmission system simulation model via a preset model connection program; step 304, transferring the gear meshing force and bearing load obtained from the electric drive transmission system simulation model simulation to the whole vehicle rigid-flexible coupling multibody dynamics model via the model connection program.

[0081] The vehicle electromechanical coupling simulation model is obtained by coupling the vehicle's electric drive transmission system simulation model and the vehicle's rigid-flexible coupling multibody dynamics model.

[0082] In practice, the computer equipment is equipped with a pre-defined model connection program. During the dynamic simulation of the vehicle's pre-built electromechanical coupling simulation model under preset operating conditions, this model connection program can feed back the drive shaft speed and load boundaries of the whole vehicle rigid-flexible coupled multibody dynamics model running in the automatic dynamics analysis software to the electric drive transmission system simulation model running in the electromechanical transmission system simulation and design software in real time. Simultaneously, this model connection program can also feed back the gear meshing force and bearing load of the electric drive transmission system simulation model running in the electromechanical transmission system simulation and design software to the whole vehicle rigid-flexible coupled multibody dynamics model running in the automatic dynamics analysis software, forming a closed-loop electromechanical coupling simulation model.

[0083] The technical solution of this embodiment, through a preset model connection program, transfers the drive shaft speed and load boundary obtained from the simulation of the rigid-flexible coupled multibody dynamics model of the whole vehicle to the simulation model of the electric drive transmission system. Through the model connection program, the gear meshing force and bearing load obtained from the simulation of the electric drive transmission system are transferred to the rigid-flexible coupled multibody dynamics model of the whole vehicle. In this way, the simulation model of the electric drive transmission system of the vehicle and the rigid-flexible coupled multibody dynamics model of the whole vehicle can be coupled into an organic whole, resulting in an electromechanical coupling simulation model that can effectively simulate the electromechanical performance of the vehicle. This realizes bidirectional data interaction between the simulation model of the electric drive transmission system and the rigid-flexible coupled multibody dynamics model of the whole vehicle during the simulation process, so as to accurately simulate the influence of gear meshing nonlinear characteristics on impact vibration.

[0084] In one exemplary embodiment, such as Figure 4 As shown, step 204 includes steps 402 to 406. Specifically, by using a pre-established vehicle vibration frequency response model, the load data of each force transmission path is converted into the vibration contribution amount corresponding to each force transmission path. This includes: step 402, determining the frequency domain force in a single direction for any force transmission path based on the frequency domain load spectrum of each force transmission path; step 404, applying the frequency domain force in a single direction of any force transmission path to a preset target point in the vehicle vibration frequency response model, and obtaining the vibration acceleration response generated by the frequency domain force at the preset target point; step 406, obtaining the vibration acceleration response corresponding to each force transmission path as the vibration contribution amount corresponding to each force transmission path.

[0085] The load data includes the frequency domain load spectrum, which is obtained by performing a Fourier transform on the time domain load.

[0086] In practical implementation, after acquiring the time-domain loads of each force transmission path, the computer device can perform a Fourier transform on the time-domain loads to obtain the frequency-domain load spectrum of each force transmission path. Then, based on the frequency-domain load spectrum of each force transmission path, the computer device can determine the frequency-domain force in a single direction for any force transmission path. The computer device can then apply the frequency-domain force in a single direction of any force transmission path to a preset target point and calculate the vibration acceleration response generated by that frequency-domain force at the preset target point. Finally, the computer device can use the vibration acceleration response generated by that frequency-domain force at the preset target point as the vibration contribution corresponding to that force transmission path.

[0087] The technical solution of this embodiment determines the frequency domain force of any force transmission path in a single direction based on the frequency domain load spectrum of each force transmission path, and applies the frequency domain force of any force transmission path in a single direction to a preset target point in the whole vehicle vibration frequency response model, and obtains the vibration acceleration response generated by the frequency domain force at the preset target point as a quantification of the contribution of the force transmission path to the vibration response of the preset target point, effectively realizing the conversion of the load data of each force transmission path into the vibration contribution amount corresponding to each force transmission path.

[0088] In one exemplary embodiment, such as Figure 5 As shown, step 206 includes steps 502 to 504. Specifically, determining the path to be optimized from at least two force transmission paths based on the vibration contribution of each force transmission path includes: step 502, sorting the force transmission paths in descending order according to their vibration contribution to obtain a force transmission path ranking result, and determining the top N force transmission paths in the ranking result; step 504, obtaining the total vibration response of each force transmission path, and determining the path to be optimized based on the total vibration response and the vibration contribution of the top N force transmission paths.

[0089] Where N is an integer greater than or equal to 1.

[0090] Among them, the paths to be optimized include independent contribution paths or multiple coupled contribution paths;

[0091] Among them, the ratio between the vibration contribution of the independent contribution path and the total vibration response is greater than the preset ratio threshold.

[0092] Among them, the phase difference of the vibration contribution of each coupled contribution path is less than 90 degrees, and the vector sum of the vibration contribution of each coupled contribution path is greater than the arithmetic sum of the vibration contribution of each coupled contribution path.

[0093] In the specific implementation, the computer device determines the path to be optimized from at least two force transmission paths based on the vibration contribution of each path. The computer device can sort the force transmission paths in descending order according to their vibration contribution, obtaining a ranking result. Then, the computer device determines the top N force transmission paths in the ranking result, where N is an integer greater than or equal to 1. In practical applications, N can be equal to 1 or 3. Next, the computer device obtains the total vibration response of each force transmission path and determines the path to be optimized based on the total vibration response and the vibration contribution of the top N force transmission paths.

[0094] Optionally, the computer device can determine the top-ranked force transmission path in the force transmission path ranking results; then, the computer device determines the ratio between the vibration contribution of the force transmission path and the total vibration response; if the ratio between the vibration contribution of the force transmission path and the total vibration response is greater than a preset ratio threshold (e.g., the preset ratio threshold can be set to 60%), the computer device determines the force transmission path as an independent contribution path and uses it as a path to be optimized in the future.

[0095] Optionally, the computer device can determine the top three force transmission paths in the force transmission path ranking results. Then, the computer device determines whether the phase difference of the vibration contribution of each force transmission path is less than 90 degrees, and whether the vector sum of the vibration contributions of each force transmission path is significantly greater than the arithmetic sum of the vibration contributions of each force transmission path; that is, whether the difference between the vector sum and the arithmetic sum of the vibration contributions of each force transmission path is greater than a preset difference threshold. If the phase difference of the vibration contributions of each force transmission path is less than 90 degrees, and the vector sum of the vibration contributions of each force transmission path is significantly greater than the arithmetic sum of the vibration contributions of each force transmission path, the computer device determines the top three force transmission paths as the coupling contribution paths, which will be used as the subsequent paths to be optimized.

[0096] The technical solution of this embodiment sorts the force transmission paths in descending order according to their vibration contribution, obtains the force transmission path ranking results, determines the top N force transmission paths, and obtains the total vibration response of each force transmission path. Based on the total vibration response and the vibration contribution of the top N force transmission paths, the path to be optimized is determined. This effectively uses the vibration contribution of each force transmission path as the basis for selecting the path to be optimized from the force transmission paths, accurately quantifies the independent contribution and coupling effect of each transmission path on the vehicle body impact vibration under driving and braking conditions, and thus determines whether the root cause is dominated by a single path or coupled by multiple paths, which facilitates the subsequent formulation of targeted single-point optimization or collaborative optimization strategies.

[0097] In one possible implementation, the load data includes a frequency-domain load spectrum, which is obtained by performing a Fourier transform on the time-domain load, such as... Figure 6 As shown, step 504 includes steps 602 to 604. Specifically, obtaining the total vibration response of each force transmission path includes: step 602, determining the frequency domain force in all directions of each force transmission path based on the frequency domain load spectrum of each force transmission path; step 604, applying the frequency domain force in all directions of each force transmission path to a preset target point in the whole vehicle vibration frequency response model, and obtaining the total vibration response generated by the frequency domain force at the preset target point.

[0098] In practice, during the process of acquiring the total vibration response of each force transmission path, the computer device can determine the frequency domain force of each force transmission path in all directions based on the frequency domain load spectrum of each force transmission path. Then, in the whole vehicle vibration frequency response model, the computer device applies the frequency domain force of each force transmission path in all directions to the preset target point and acquires the total vibration response generated by the frequency domain force at the preset target point.

[0099] The technical solution of this embodiment applies the frequency domain forces of each force transmission path in all directions to a preset target point in the whole vehicle vibration frequency response model, and obtains the total vibration response generated by the frequency domain forces at the preset target point. This makes it easier to calculate the ratio between the vibration contribution of each force transmission path and the total vibration response in the subsequent calculation, and makes it easier to screen out the independent contributing paths from each force transmission path. It also makes it easier to determine whether the vibration root cause is dominated by a single path or coupled by multiple paths in the subsequent determination.

[0100] In one exemplary embodiment, the vibration contribution includes the vibration acceleration response, such as Figure 7 As shown, step 502 includes steps 702 to 706. Specifically, the force transmission paths are sorted in descending order according to their vibration contribution to obtain a force transmission path ranking result, including: step 702, selecting an impact intensity quantification index; step 704, determining a target time period or target frequency point according to the impact intensity quantification index; the target time period is the time period in which the corresponding impact intensity quantification index meets a preset significance condition; the target frequency point is the frequency point in which the corresponding impact intensity quantification index meets the preset significance condition; step 706, sorting the force transmission paths in descending order according to their vibration acceleration response at the target time period or target frequency point to obtain the force transmission path ranking result.

[0101] Among them, the quantitative indicators of impact intensity include the vibration dose value of the vibration acceleration response or the root mean square value of the vibration acceleration response in a preset frequency band.

[0102] In practice, when the computer device sorts the force transmission paths in descending order according to the vibration contribution of each force transmission path to obtain the force transmission path sorting result, the computer device can select the vibration dose value of the vibration acceleration response of the preset target point or the root mean square value of the vibration acceleration response of the preset target point in the preset frequency band as the impact intensity quantification index.

[0103] Then, the computer equipment can determine the time period or frequency point where the impact intensity quantification index is most significant, i.e. the target time period or target frequency point; the computer equipment sorts each force transmission path in descending order according to the vibration acceleration response corresponding to each force transmission path in the target time period or target frequency point, and obtains the force transmission path sorting result.

[0104] The technical solution of this embodiment, by selecting the vibration dose value of the vibration acceleration response at a preset target point or the root mean square value of the vibration acceleration response at a preset target point in a preset frequency band as the quantitative index of impact intensity, can accurately identify the time period or frequency point that contributes most significantly to the overall vibration in a complex vibration environment. This avoids indiscriminate analysis of the entire time or frequency band, improving the pertinence and effectiveness of vibration contribution assessment. At the same time, by sorting the force transmission paths in descending order according to the vibration acceleration response corresponding to each force transmission path in the target time period or target frequency point, the transmission paths that play a dominant role under key operating conditions or key frequencies can be effectively screened. This makes the sorting results more reflective of the root cause of the actual vibration problem and helps to quickly locate the path to be optimized.

[0105] For ease of understanding by those skilled in the art, such as Figure 8 As shown, firstly, a high-precision electromechanical coupling dynamics model is established and verified. Two subsystem models are established and co-simulated. Optionally, the two subsystem models include an electric drive transmission system simulation model and a vehicle-wide rigid-flexible coupling multibody dynamics model. The electric drive transmission system simulation model can refer to a detailed model including the motor and gearbox, established based on electromechanical transmission system simulation and design software. The parameters of this simulation model include gear geometry, micro-modification, meshing clearance, and bearing stiffness. In practical applications, transmission error analysis, contact spot analysis, and NVH analysis (noise, vibration, and harshness analysis) can be performed on the electric drive transmission system simulation model to calibrate its accuracy, ensuring that the simulation model can accurately output internal excitations such as gear meshing force.

[0106] A rigid-flexible coupled multibody dynamics model of a vehicle refers to a vehicle model established using automatic dynamics analysis software for mechanical systems, which includes the suspension system, front suspension, rear suspension, braking system, steering system, and flexible bodies of key parts of the body-in-white. In practical applications, a preset simulation model connection program can be used to couple the simulation model of the electric drive system with the rigid-flexible coupled multibody dynamics model of the vehicle to obtain the electromechanical coupled simulation model of the vehicle.

[0107] like Figure 9 As shown, the computer equipment is equipped with a preset model connection program. During the dynamic simulation of the pre-built electromechanical coupling simulation model of the vehicle under preset working conditions, this model connection program can feed back the drive shaft speed and load boundaries of the whole vehicle rigid-flexible coupled multibody dynamics model running in the automatic dynamics analysis software to the electric drive transmission system simulation model running in the electromechanical transmission system simulation and design software in real time. At the same time, this model connection program can also feed back the gear meshing force and bearing load of the electric drive transmission system simulation model running in the electromechanical transmission system simulation and design software to the whole vehicle rigid-flexible coupled multibody dynamics model running in the automatic dynamics analysis software, forming a closed-loop electromechanical coupling simulation model.

[0108] Then, the electromechanical coupling simulation model can be verified. This verification includes transmission system verification and chassis verification, ensuring that the accuracy of the verified electromechanical coupling simulation model meets preset conditions, such as exceeding 90%. Transmission system verification is used to compare the order spectrum of gear knocking noise in simulation and bench testing. Chassis verification is used to compare KC (kinematic and flexible) characteristics such as suspension nose-dive rate in simulation and testing.

[0109] Next, virtual working condition simulation and interface load extraction are performed. Optionally, dynamic simulations under driving conditions and braking conditions can be performed on the electromechanical coupling simulation model on a virtual road surface to obtain simulation results, such as... Figure 10 As shown. Driving conditions can include rapid acceleration from zero to one hundred kilometers per hour. Braking conditions can include emergency braking from one hundred kilometers per hour to zero.

[0110] During the simulation, time-domain load data of all key force transmission interfaces are extracted synchronously. Key interfaces include the motor mount path (forces and torques in three directions at the connection points of the front and rear drive assemblies at the vehicle side), the drive shaft path (six components of force at the wheel hub and differential ends of the left and right front and rear half-shafts), the braking path (forces and torques at the mounting points of the left and right front brake calipers), and the suspension link path (forces at the connection points of the key lower control arms, thrust rods, and the vehicle body).

[0111] Next, a vehicle vibration frequency response model is established and impact response calculations are performed. This can be done by establishing a finite element model of the entire vehicle or by utilizing a vehicle vibration frequency response model obtained from experiments, such as... Figure 11 As shown, in practical applications, the vehicle vibration frequency response model can also refer to a source-path-receiver model; wherein, the vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point. Computer equipment can use the vehicle vibration frequency response model to convert the load data of each force transmission path into the vibration contribution corresponding to each force transmission path.

[0112] Then, all time-domain interface loads (including gear meshing forces) extracted in the previous step are converted into frequency-domain load spectra using Fourier transform. In practical applications, the workflow diagram of the Transfer Path Analysis (TPA) disclosed in this publication is as follows: Figure 12 As shown, the computer equipment measures the time-domain signal and performs a Fourier transform on it to obtain the frequency-domain signal. Then, order / spectrum and autospectrum / octave band analysis can be performed during the measurement phase. Next, the frequency response function (FRF) is measured. The FRF describes the transmission relationship between the system's input and response in the frequency domain, including the path from the target point and the path from the indicator point. Additionally, the suspension dynamic stiffness can be measured. Then, transmission path analysis is performed, including load identification, contribution analysis, and path investigation.

[0113] Based on this, the contribution analysis can be performed in the following two steps:

[0114] 1) The frequency domain force of any force transmission path in a single direction can be determined based on the frequency domain load spectrum of each force transmission path. Then, the computer device can apply the frequency domain force of any force transmission path in a single direction to a preset target point, calculate the vibration acceleration response generated by the frequency domain force at the preset target point, and use it as the vibration contribution of the force transmission path.

[0115] 2) The computer equipment can determine the frequency domain force in all directions of each force transmission path based on the frequency domain load spectrum of each force transmission path; then, in the whole vehicle vibration frequency response model, the computer equipment applies the frequency domain force in all directions of each force transmission path to the preset target point and obtains the total vibration response generated by the frequency domain force at the preset target point.

[0116] Then, the impact contribution separation and coupling effect determination are performed. The computer equipment can select the vibration dose value of the vibration acceleration response at the preset target point or the root mean square value of the vibration acceleration response at the preset target point in the preset frequency band as the impact intensity quantification index.

[0117] Then, the computer equipment can determine the time period or frequency point where the impact intensity quantification index is most significant, i.e., the target time period or target frequency point. The computer equipment sorts the force transmission paths in descending order according to the vibration acceleration response corresponding to each force transmission path at the target time period or target frequency point, obtaining the force transmission path ranking result. Next, the computer equipment determines whether the phase difference of the vibration contribution of each force transmission path is less than 90 degrees, and whether the vector sum of the vibration contribution of each force transmission path is much greater than the arithmetic sum of the vibration contribution of each force transmission path; that is, whether the difference between the vector sum and the arithmetic sum of the vibration contribution of each force transmission path is greater than a preset difference threshold. If the phase difference of the vibration contribution of each force transmission path is less than 90 degrees, and the vector sum of the vibration contribution of each force transmission path is much greater than the arithmetic sum of the vibration contribution of each force transmission path, the computer equipment determines the top 3 force transmission paths as the coupling contribution paths, which will be used as the subsequent paths to be optimized.

[0118] Subsequently, a collaborative optimization strategy is executed based on the judgment results. According to the aforementioned judgment results, multidisciplinary optimization software (such as Isight) is used to integrate the electromechanical coupling simulation process and the vibration response calculation process. The target parameters associated with the path to be optimized may include transmission system variables (such as gear micro-modification parameters, gearbox suspension stiffness and damping) and chassis system variables (such as suspension triaxial stiffness, suspension spring stiffness). Figure 13 As shown, Figure 13 A flowchart illustrating parameter optimization is provided; wherein, the simulation results of the vehicle simulation model can include the active and passive side accelerations of the steering column, steering wheel, seat rail, steering knuckle, and suspension active and passive side accelerations; the vibration response can be tailored to the vehicle's steering wheel and seat rail. Then, the computer equipment can perform optimization analysis based on the judgment results, wherein:

[0119] like Figure 8 As shown, the computer equipment optimizes the target parameters associated with the path to be optimized based on the main optimization objective of minimizing the impact vibration intensity of the driver's foot floor and seat rail, and the preset constraints, to obtain the target design parameter combination.

[0120] Among them, the preset constraints include vibration isolation rate constraints (e.g., the vibration isolation rate of the drive assembly mounting system at major order frequencies must be greater than 20 decibels), KC performance constraints (e.g., the rate of change of the nose-dive and pitch-up rates of the optimized vehicle relative to the initial design must not exceed ±5%), and gear contact safety constraints (e.g., the analysis of the electromechanical transmission system simulation and design software shows that the gear contact pressure and transmission error are within the allowable range).

[0121] Then, the computer equipment can update the electromechanical coupling simulation model according to the above-mentioned target design parameter combination, that is, update the model parameters of the vehicle's electric drive transmission system simulation model and the vehicle's rigid-flexible coupling multibody dynamics model, and re-execute the steps of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle to verify whether the impact level has been significantly reduced to below the target value, and confirm that all performance constraints are met, until the performance of the electromechanical coupling simulation model meets all vehicle design objectives.

[0122] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0123] Based on the same inventive concept, this application also provides a vehicle electromechanical coupling simulation model processing device for implementing the above-mentioned vehicle electromechanical coupling simulation model processing method. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations of one or more vehicle electromechanical coupling simulation model processing device embodiments provided below can be found in the limitations of the vehicle electromechanical coupling simulation model processing method described above, and will not be repeated here.

[0124] In one exemplary embodiment, such as Figure 14 As shown, a vehicle electromechanical coupling simulation model processing device is provided, comprising:

[0125] The simulation module 1410 is used to perform dynamic simulation of a pre-built electromechanical coupling simulation model of a vehicle under preset working conditions, and to collect load data of at least two force transmission paths in the vehicle electromechanical coupling simulation model.

[0126] The conversion module 1420 is used to convert the load data of each force transmission path into the vibration contribution of each force transmission path through a pre-established vehicle vibration frequency response model; the vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point; the vibration contribution is used to quantify the contribution of the corresponding force transmission path to the vibration response of the preset target point.

[0127] The determination module 1430 is used to determine the path to be optimized among the at least two force transmission paths based on the vibration contribution of each force transmission path.

[0128] The optimization module 1440 is used to optimize the target parameters associated with the path to be optimized in the electromechanical coupling simulation model, and return to the step of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle until the electromechanical coupling simulation model meets the preset vehicle design target.

[0129] In one embodiment, the vehicle electromechanical coupling simulation model is obtained by coupling the vehicle's electric drive transmission system simulation model and the vehicle's rigid-flexible coupling multibody dynamics model. The simulation module 1410 is specifically used to transfer the drive shaft speed and load boundary obtained by the vehicle's rigid-flexible coupling multibody dynamics model to the electric drive transmission system simulation model through a preset model connection program; and to transfer the gear meshing force and bearing load obtained by the electric drive transmission system simulation model to the vehicle's rigid-flexible coupling multibody dynamics model through the model connection program.

[0130] In one embodiment, the load data includes a frequency domain load spectrum, which is obtained by performing a Fourier transform on the time domain load. The conversion module 1420 is specifically used to determine the frequency domain force of any force transmission path in a single direction based on the frequency domain load spectrum of each force transmission path; in the vehicle vibration frequency response model, the frequency domain force of any force transmission path in a single direction is applied to the preset target point to obtain the vibration acceleration response generated by the frequency domain force at the preset target point; and the vibration acceleration response corresponding to each force transmission path is obtained as the vibration contribution of each force transmission path.

[0131] In one embodiment, the determining module 1430 is specifically configured to sort the force transmission paths in descending order according to their vibration contribution, obtain a force transmission path sorting result, and determine the top N force transmission paths in the sorting result; where N is an integer greater than or equal to 1; obtain the total vibration response of each force transmission path, and determine the path to be optimized based on the total vibration response and the vibration contribution of the top N force transmission paths; wherein the path to be optimized includes independent contributing paths or multiple coupled contributing paths; the ratio between the vibration contribution of the independent contributing path and the total vibration response is greater than a preset ratio threshold; the phase difference between the vibration contribution of each coupled contributing path is less than 90 degrees, and the vector sum of the vibration contribution of each coupled contributing path is greater than the arithmetic sum of the vibration contribution of each coupled contributing path.

[0132] In one embodiment, the load data includes a frequency domain load spectrum, which is obtained by performing a Fourier transform on the time domain load. The conversion module 1420 is specifically used to determine the frequency domain force of each force transmission path in all directions based on the frequency domain load spectrum of each force transmission path; in the whole vehicle vibration frequency response model, the frequency domain force of each force transmission path in all directions is applied to the preset target point to obtain the total vibration response generated by the frequency domain force at the preset target point.

[0133] In one embodiment, the vibration contribution includes the vibration acceleration response. The determining module 830 is specifically used to select an impact intensity quantification index. The impact intensity quantification index includes the vibration dose value of the vibration acceleration response or the root mean square value of the vibration acceleration response in a preset frequency band. According to the impact intensity quantification index, a target time period or target frequency point is determined. The target time period is the time period in which the corresponding impact intensity quantification index meets a preset significance condition. The target frequency point is the frequency point in which the corresponding impact intensity quantification index meets the preset significance condition. According to the vibration acceleration response corresponding to the target time period or the target frequency point, each force transmission path is sorted in descending order to obtain a force transmission path sorting result.

[0134] Each module in the aforementioned vehicle electromechanical coupling simulation model processing device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the operations corresponding to each module.

[0135] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 15As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle electromechanical coupling simulation model processing method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0136] Those skilled in the art will understand that Figure 15 The structure shown is a block diagram of a partial structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0137] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0138] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method embodiments.

[0139] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0140] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0141] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program mentioned can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic resistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0142] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0143] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for processing vehicle electromechanical coupling simulation models, characterized in that, The method includes: A dynamic simulation of the vehicle under preset working conditions is performed on the pre-constructed electromechanical coupling simulation model, and load data of at least two force transmission paths in the vehicle electromechanical coupling simulation model are collected. By using a pre-established vehicle vibration frequency response model, the load data of each force transmission path is converted into the vibration contribution of each force transmission path; the vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point; the vibration contribution is used to quantify the contribution of the corresponding force transmission path to the vibration response of the preset target point; Based on the vibration contribution of each of the force transmission paths, determine the path to be optimized among the at least two force transmission paths; The target parameters associated with the path to be optimized in the electromechanical coupling simulation model are optimized, and the process of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle is returned until the electromechanical coupling simulation model meets the preset vehicle design objectives.

2. The method according to claim 1, characterized in that, The vehicle electromechanical coupling simulation model is obtained by coupling the vehicle's electric drive transmission system simulation model and the vehicle's rigid-flexible coupled multibody dynamics model. The dynamics simulation of the pre-constructed electromechanical coupling simulation model under preset operating conditions includes: The drive shaft speed and load boundary obtained by the simulation of the rigid-flexible coupling multibody dynamics model of the whole vehicle are transferred to the simulation model of the electric drive transmission system through the preset model connection program. The model connection program transmits the gear meshing force and bearing load obtained from the simulation of the electric drive system to the rigid-flexible coupling multibody dynamics model of the whole vehicle.

3. The method according to claim 1, characterized in that, The load data includes a frequency domain load spectrum, which is obtained by performing a Fourier transform on the time domain load. The step of converting the load data of each force transmission path into the vibration contribution corresponding to each force transmission path using a pre-established vehicle vibration frequency response model includes: Based on the frequency domain load spectrum of each force transmission path, determine the frequency domain force in a single direction for any of the force transmission paths. In the vehicle vibration frequency response model, a frequency domain force in a single direction is applied to the preset target point along any of the force transmission paths, and the vibration acceleration response generated by the frequency domain force at the preset target point is obtained. Obtain the vibration acceleration response corresponding to each force transmission path, and use it as the vibration contribution of each force transmission path.

4. The method according to claim 1, characterized in that, The step of determining the path to be optimized from the at least two force transmission paths based on the vibration contribution of each force transmission path includes: According to the vibration contribution of each force transmission path, the force transmission paths are sorted in descending order to obtain the force transmission path sorting result. The top N force transmission paths in the force transmission path sorting result are determined; where N is an integer greater than or equal to 1. Obtain the total vibration response of each force transmission path, and determine the path to be optimized based on the total vibration response and the vibration contribution of the top N force transmission paths. The path to be optimized includes an independent contributing path or multiple coupled contributing paths; the ratio between the vibration contribution of the independent contributing path and the total vibration response is greater than a preset ratio threshold; the phase difference between the vibration contributions of each coupled contributing path is less than 90 degrees, and the vector sum of the vibration contributions of each coupled contributing path is greater than the arithmetic sum of the vibration contributions of each coupled contributing path.

5. The method according to claim 4, characterized in that, The load data includes a frequency domain load spectrum, which is obtained by performing a Fourier transform on the time domain load. Obtaining the total vibration response of each force transmission path includes: Based on the frequency domain load spectrum of each force transmission path, determine the frequency domain force of each force transmission path in all directions; In the vehicle vibration frequency response model, the frequency domain forces of each force transmission path in all directions are applied to the preset target point to obtain the total vibration response generated by the frequency domain forces at the preset target point.

6. The method according to claim 4, characterized in that, The vibration contribution includes the vibration acceleration response. The process of sorting the force transmission paths in descending order according to their vibration contribution to obtain the force transmission path sorting result includes: Select an impact intensity quantification index; the impact intensity quantification index includes the vibration dose value of the vibration acceleration response or the root mean square value of the vibration acceleration response in a preset frequency band; According to the impact intensity quantification index, a target time period or target frequency point is determined; the target time period is the time period in which the corresponding impact intensity quantification index meets the preset significance condition; the target frequency point is the frequency point in which the corresponding impact intensity quantification index meets the preset significance condition. According to the vibration acceleration response of each force transmission path at the target time period or the target frequency point, the force transmission paths are sorted in descending order to obtain the force transmission path sorting result.

7. A vehicle electromechanical coupling simulation model processing device, characterized in that, The device includes: The simulation module is used to perform dynamic simulation of a pre-built electromechanical coupling simulation model of the vehicle under preset working conditions, and to collect load data of at least two force transmission paths in the vehicle electromechanical coupling simulation model. The conversion module is used to convert the load data of each force transmission path into the vibration contribution of each force transmission path through a pre-established vehicle vibration frequency response model; the vehicle vibration frequency response model includes the acceleration frequency response function from each force transmission path to the preset target point; the vibration contribution is used to quantify the contribution of the corresponding force transmission path to the vibration response of the preset target point; The determination module is used to determine the path to be optimized from the at least two force transmission paths based on the vibration contribution of each force transmission path; The optimization module is used to optimize the target parameters associated with the path to be optimized in the electromechanical coupling simulation model, and return to the steps of performing dynamic simulation under preset working conditions on the pre-built electromechanical coupling simulation model of the vehicle until the electromechanical coupling simulation model meets the preset vehicle design objectives.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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