Method, apparatus and device for torsional mode optimization of a driveline

Abstract

The application relates to the technical field of torsional vibration control of a vehicle transmission system, in particular to a transmission system torsional mode optimization method, device and equipment, which comprises the following steps: collecting and simplifying a three-dimensional model of transmission system components, calculating corresponding rotational inertia, torsional stiffness and torsional damping, constructing a modal calculation model and solving torsional mode parameters according to the above; if the parameters do not meet preset design targets, adjusting the rotational inertia or torsional stiffness of the related components until the design requirements are met. Thus, the problems of low modeling precision and poor torsional vibration optimization effect of a vehicle transmission system in the related art are solved.

Description

Technical Field

[0001] This application relates to the field of torsional mode optimization technology for vehicle transmission systems, and particularly to a method, apparatus, and equipment for torsional mode optimization of transmission systems. Background Technology

[0002] The torsional modal characteristics of a vehicle's transmission system directly affect the vehicle's vibration, noise, and driving stability. Many related technologies employ local modeling and empirical parameter selection for torsional modal analysis, resulting in low modeling accuracy, poor torsional vibration optimization, and difficulty in meeting the overall vehicle dynamics design requirements. Summary of the Invention

[0003] This application provides a method, apparatus, and equipment for optimizing the torsional modes of a transmission system, in order to solve problems such as low modeling accuracy and poor torsional vibration optimization effect in related technologies.

[0004] The first aspect of this application provides a method for optimizing the torsional modes of a transmission system, comprising the following steps: obtaining three-dimensional models of each component in the transmission system, simplifying the three-dimensional models of each component in the transmission system, and calculating the moment of inertia, torsional stiffness, and torsional damping of each component in the transmission system; establishing a modal calculation model of the transmission system based on the simplified three-dimensional models, moment of inertia, torsional stiffness, and torsional damping of each component, and calculating the torsional modal parameters of the transmission system based on the modal calculation model; if the torsional modal parameters do not meet the preset modal design target, optimizing at least one of the moment of inertia and torsional stiffness of at least one component in the transmission system until the torsional modal parameters meet the preset modal design target.

[0005] Based on the above-mentioned technical means, the embodiments of this application simplify the three-dimensional models of each component of the transmission system in a unified manner, accurately calculate key parameters such as moment of inertia, torsional stiffness, and torsional damping, thereby establishing a complete and reliable modal calculation model. This avoids the calculation deviation caused by local modeling and empirical values ​​in related technologies, effectively improving the accuracy of torsional modal modeling. Then, based on the calculated modal parameters and the preset design target, the component parameters are iteratively optimized so that the torsional modal results continuously approach and meet the design requirements, effectively improving the torsional vibration optimization effect, thereby steadily improving the dynamic performance of the transmission system and better meeting the needs of vehicle R&D design.

[0006] Optionally, the three-dimensional models of each component in the transmission system are obtained, including: obtaining the vehicle parameters of the target vehicle model; and generating three-dimensional models of each component in the transmission system of the target vehicle model based on the vehicle parameters.

[0007] Based on the aforementioned technical means, this application embodiment first obtains the vehicle parameters corresponding to the target vehicle model, and then generates 3D models of each component of the transmission system based on the vehicle parameters. This standardizes the model generation process and reduces errors caused by manual modeling. A unified model generation method ensures consistent model data, providing an accurate foundation for subsequent modal modeling and parameter calculation.

[0008] Optionally, before simplifying the 3D models of each component in the transmission system, the method further includes: processing the format of the 3D models of each component into the target format; verifying the 3D models of each component according to the design drawings of the target vehicle model; and simplifying the 3D models of each component in the transmission system after the 3D models of each component have passed the verification.

[0009] Based on the aforementioned technical means, this application embodiment first standardizes the format of the three-dimensional model of the components, then completes model verification in conjunction with vehicle design drawings, eliminating model data errors and deviations. After successful verification, model simplification is carried out to ensure the integrity and reliability of the initial model data, providing accurate and standardized data support for subsequent dynamic parameter calculations and modal model construction.

[0010] Optionally, the three-dimensional models of each component in the transmission system can be simplified, including: removing redundant structures of each component in the transmission system; retaining the torsional degrees of freedom of each component about its own torsional axis; simplifying the combined parts of each component in the transmission system into combined rigid bodies; and simplifying the associated structures of each component in the transmission system into elastic constraint bodies.

[0011] Based on the aforementioned technical means, this application embodiment removes redundant structures from components while retaining the degrees of freedom required for torsional motion. Different simplification methods, using rigid bodies and elastic constraints, are applied to different structures. This simplifies the model structure without affecting the characterization of torsional properties, reduces unnecessary computation, ensures the rationality of model simplification, and improves the efficiency and accuracy of subsequent modal calculations.

[0012] Optionally, the calculation of the moment of inertia, torsional stiffness, and torsional damping of each component in the transmission system includes: obtaining the component type, material properties, and geometric dimensions of each component; determining the moment of inertia and torsional damping by querying a pre-set correspondence table based on the component type; and calculating the torsional stiffness based on the component type, material properties, and geometric dimensions.

[0013] Based on the aforementioned technical means, this application embodiment combines component type, material properties, and geometric dimensions to determine parameters. It obtains rotational inertia and torsional damping based on a pre-defined correspondence table and calculates torsional stiffness according to actual structural conditions. The entire process relies on objective data for parameter selection and calculation, replacing empirical judgment methods, reducing human error, and improving the accuracy of various dynamic parameters.

[0014] Optionally, the torsional modal parameters of the transmission system are calculated based on the modal calculation model, including: obtaining the modal calculation parameters of the transmission system; inputting the modal calculation parameters into the modal calculation model, and calculating the natural frequency, mode shape and resonance amplitude of each torsional mode through the modal calculation model.

[0015] Based on the aforementioned technical means, this application embodiment inputs standardized modal calculation parameters and, based on the constructed modal calculation model, uniformly solves for the natural frequencies, mode shapes, and resonance amplitudes of each torsional mode. The unified calculation standards and solution process ensure complete and objective parameter results, providing comprehensive and effective data for subsequent modal index verification and structural optimization.

[0016] Optionally, optimizing at least one component's rotational inertia and torsional stiffness in the transmission system further includes: determining the resonant component corresponding to each mode based on torsional modal parameters; and optimizing at least one component's rotational inertia and torsional stiffness.

[0017] Based on the aforementioned technical means, this embodiment first locates the resonant components corresponding to each mode according to the calculated torsional modal parameters, thus clarifying the optimization targets. The rotational inertia or torsional stiffness of the resonant components is then specifically optimized to avoid blindly optimizing all components, improving optimization efficiency. Simultaneously, it ensures that the optimization measures address modal defects, further improving the torsional vibration optimization effect and enabling the torsional modal parameters to reach the preset design target.

[0018] Optionally, optimizing at least one of the torsional stiffness and torsional damping of the resonant component includes: if the resonant component is a torsional damper, adjusting the rotational inertia and torsional stiffness of the torsional damper, and adding a torsional damper at the connection between the rear main reducer and the drive shaft; if the resonant component is a drive half-shaft, adjusting the structural parameters of the drive half-shaft to optimize the torsional stiffness and rotational inertia of the drive half-shaft.

[0019] Based on the aforementioned technical means, this application adopts differentiated optimization strategies for different types of resonant components: if the resonant component is a torsional damper, its rotational inertia and torsional stiffness are adjusted, and a torsional damper is added at the connection between the rear main reducer and the drive shaft to enhance the damping effect and suppress resonance; if the resonant component is a drive half-shaft, its structural parameters are adjusted to optimize its torsional stiffness and rotational inertia, thereby improving transmission stability. This avoids blind adjustments, ensuring both the targetedness and effectiveness of the optimization while reasonably controlling optimization costs, thus ensuring the stable operation of the transmission system.

[0020] A second aspect of this application provides a torsional modal optimization device for a transmission system, comprising: an acquisition module for acquiring three-dimensional models of each component in the transmission system, simplifying the three-dimensional models of each component in the transmission system, and calculating the moment of inertia, torsional stiffness, and torsional damping of each component in the transmission system; a calculation module for establishing a modal calculation model of the transmission system based on the simplified three-dimensional models, moment of inertia, torsional stiffness, and torsional damping of each component, and calculating the torsional modal parameters of the transmission system based on the modal calculation model; and an optimization module for optimizing at least one of the moment of inertia and torsional stiffness of at least one component in the transmission system if the torsional modal parameters do not meet the preset modal design target, until the torsional modal parameters meet the preset modal design target.

[0021] Optionally, the acquisition module is further used to: acquire the vehicle parameters of the target vehicle model; and generate a three-dimensional model of each component in the transmission system of the target vehicle based on the vehicle parameters.

[0022] Optionally, it also includes: a simplification module, used to process the format of the three-dimensional models of each component into the target format before simplifying the three-dimensional models of each component in the transmission system; to verify the three-dimensional models of each component according to the design drawings of the target vehicle model; and to simplify the three-dimensional models of each component in the transmission system after the three-dimensional models of each component have passed the verification.

[0023] Optionally, the acquisition module is further used to: remove redundant structures of each component in the transmission system; retain the torsional degrees of freedom of each component in the transmission system about its own torsional axis; simplify the combined components of each component in the transmission system into combined rigid bodies; and simplify the associated structures of each component in the transmission system into elastic constraint bodies.

[0024] Optionally, the acquisition module is further used to: acquire the component type, material properties, and geometric dimensions of each component; determine the moment of inertia and torsional damping by querying a pre-set correspondence table based on the component type; and calculate the torsional stiffness based on the component type, material properties, and geometric dimensions.

[0025] Optionally, the calculation module is further used to: obtain the modal calculation parameters of the transmission system; input the modal calculation parameters into the modal calculation model, and calculate the natural frequency, mode shape and resonance amplitude of each torsional mode through the modal calculation model.

[0026] Optionally, the optimization module is further used to: determine the resonant components corresponding to each mode based on the torsional modal parameters; and optimize at least one of the rotational inertia and torsional stiffness of the resonant components.

[0027] Optionally, the optimization module is further used to: if the resonant component is a torsional damper, adjust the rotational inertia and torsional stiffness of the torsional damper, and add a torsional damper at the connection between the rear main reducer and the drive shaft; if the resonant component is a drive half-shaft, adjust the structural parameters of the drive half-shaft to optimize the torsional stiffness and rotational inertia of the drive half-shaft.

[0028] A third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the transmission system torsional mode optimization method as described in the above embodiments.

[0029] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0030] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a torsional mode optimization method for a transmission system according to an embodiment of this application; Figure 2 This is a simplified reference diagram of inertia provided according to an embodiment of this application; Figure 3 This is a flowchart of a transmission system torsional mode optimization method according to an embodiment of this application; Figure 4 This is a block diagram of a transmission system torsional mode optimization device according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0031] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0032] Currently, rear-wheel-drive passenger vehicles are widely used in the mid-to-high-end market due to their excellent handling and power transmission performance. Their transmission system, as the core power transmission assembly, consists of multiple components, including the engine crankshaft, flywheel (including hydraulic couplings), torsional dampers, and transmission gear system, as well as related vehicle structures. Torsional modal characteristics directly determine the vehicle's NVH (Noise, Vibration, and Harshness) performance, dynamic stability, and component fatigue life. With the automotive industry moving towards lightweighting and high power, transmission system structures are becoming increasingly complex, and torsional vibration problems caused by external excitation are becoming more prominent, easily inducing resonance, component damage, and other failures. Research on the torsional modes of transmission systems focuses on modeling, calculation, and parameter optimization. Related modeling methods include the lumped mass method, finite element method, and multibody dynamics method. Optimization methods mainly involve parameter matching and damping device arrangement. While these methods can improve vibration phenomena, they still have many shortcomings due to the unique structural characteristics of rear-wheel-drive passenger vehicle transmission systems. First, most models only cover some parts and do not cover all core components. They lack standardized modeling rules for transmission shaft and gear systems and vehicle-related structures, resulting in strong subjectivity, large deviations, and insufficient accuracy.

[0033] Secondly, the equivalent calculation principles, mathematical expressions, and numerical sources of parameters such as moment of inertia and torsional stiffness are not clearly defined. The calculation methods are scattered, rely excessively on experience and experimental benchmarking, increase R&D costs and time, and have poor adaptability.

[0034] Third, the optimization methods mostly involve adjusting a single parameter, without considering the coupling effect of components, and there are no standardized iterative rules, resulting in limited optimization effects.

[0035] Fourth, many of the designs are specific to certain vehicle models and cannot be adapted to different models of rear-wheel drive passenger vehicles, resulting in a large amount of repetitive research and development work.

[0036] In summary, the relevant technologies do not incorporate the complete structure of rear-wheel drive passenger vehicle powertrain systems, lack standardized and universal solutions, and are difficult to balance modeling accuracy, computational efficiency, and engineering applicability, thus failing to meet the R&D needs of torsional modal optimization.

[0037] The following description, with reference to the accompanying drawings, outlines a method, apparatus, and device for torsional modal optimization of a transmission system according to embodiments of this application. Addressing the problems of low modeling accuracy and poor torsional vibration optimization effects in related technologies mentioned in the background section, this application provides a method for torsional modal optimization of a rear-wheel-drive passenger vehicle transmission system. In this method, the modeling scope of the components of the rear-wheel-drive passenger vehicle transmission system is clearly defined, and modeling rules for the gear shaft and gear system of each gear in the transmission are established. Subjectivity in the modeling process is eliminated to improve modeling accuracy and model consistency. The equivalent calculation principles and mathematical expressions for the gear shaft and gear system of each gear in the transmission and the vehicle's moment of inertia are clarified. A complete calculation formula, equivalent principles, and numerical source system for the torsional stiffness and damping of each component of the transmission system are established, and a standardized parameter system is constructed. The numerical calculation process effectively reduces R&D costs and improves R&D efficiency without the need for preliminary testing and benchmarking. It proposes a multi-path collaborative optimization strategy and combines it with the coupling mechanism between components to formulate standardized iterative optimization rules to improve the pertinence and practical effect of torsional modal optimization of the transmission system. It designs a general technical solution to adapt to different models and structural forms of rear-wheel drive passenger vehicles, significantly reducing the amount of repetitive R&D work. At the same time, through a standardized process of project input, 3D model collection, parameter calculation, modal model building, modal calculation, result analysis, and optimization iteration, it achieves accurate modeling and efficient optimization of the torsional modes of the transmission system of rear-wheel drive passenger vehicles.

[0038] Specifically, Figure 1 This is a flowchart of a method for optimizing the torsional modes of a transmission system provided in an embodiment of this application.

[0039] like Figure 1 As shown, the torsional mode optimization method for this transmission system includes the following steps: In step S101, the three-dimensional models of each component in the transmission system are obtained, the three-dimensional models of each component in the transmission system are simplified, and the rotational inertia, torsional stiffness and torsional damping of each component in the transmission system are calculated.

[0040] It is understandable that the embodiments of this application first collect three-dimensional models of each component of the transmission system and make reasonable simplifications, and then uniformly calculate key dynamic parameters such as moment of inertia, torsional stiffness and torsional damping, so as to provide accurate and complete basic data support for subsequent modal model construction and simulation analysis.

[0041] Specifically, this application constructs as follows Figure 2 The simplified reference diagram of inertia shown has circular nodes. The wavy line represents the moment of inertia of 14 components. Representing the torsional stiffness of each segment, the square... Representing paired torsional damping, this system fully replicates the rear-wheel-drive engine, transmission, driveshaft, rear final drive, left and right half-shafts, wheels, and the vehicle's symmetrical transmission structure. First, input boundaries are established for wheelbase, vehicle weight, engine power / torque / speed range, and transmission assembly model. This clarifies that the 1st to 10th order modes must avoid the ±10% range of engine excitation frequency, damper installation space constraints, and general simulation tool selection requirements. Next, complete 3D models of components such as the crankshaft damper, crankshaft, flywheel system, transmission gears, driveshaft, final drive, half-shafts, wheels, and the vehicle's equivalent structure are acquired. Formatting and drawing verification are performed, with overall dimensional errors controlled within ≤±1%. The simplification process adheres to a torsional error accuracy baseline of approximately ≤±3%, removing redundant features such as chamfers, threaded holes, and small bosses, locking irrelevant degrees of freedom, and separating rigid assemblies from elastic constraints. Finally, all dynamic parameters are calculated in batches based on the component's basic parameters.

[0042] In this embodiment of the application, obtaining the three-dimensional model of each component in the transmission system includes: obtaining the vehicle parameters of the target vehicle model; and generating the three-dimensional model of each component in the transmission system of the target vehicle model based on the vehicle parameters.

[0043] It is understood that this application embodiment first obtains the vehicle parameters corresponding to the target vehicle model, and then generates 3D models of each component of the transmission system based on the vehicle parameters, standardizing the model generation process and reducing errors caused by manual modeling. A unified model generation method ensures consistent model data, providing an accurate foundation for subsequent modal modeling and parameter calculation.

[0044] It should be noted that the target vehicle model refers to the complete vehicle model for which the torsional modal analysis, dynamic parameter calculation and structural optimization of the transmission system are carried out in this application, and the target vehicle is the physical research vehicle that matches the target vehicle model and is equipped with the corresponding rear-wheel drive transmission system. The two correspond to each other and are used to limit the scope of the research object of this modeling, simulation and optimization to avoid ambiguity of the research object.

[0045] Specifically, this application fully inputs hard parameters such as the target vehicle's wheelbase, curb weight, maximum engine power, peak torque, full speed range, flywheel / dual-mass flywheel / torque converter configuration, and transmission model, based on... Figure 2 The simplified reference diagram of inertia shown is precisely matched. The physical definition and initial value of each inertia node standardize the calculation benchmark for the equivalent inertia of the whole vehicle and the matching of transmission ratios, eliminate subjective modeling bias, and ensure the consistency of modeling results and parameter uniformity for different vehicle models and different personnel.

[0046] In this embodiment of the application, before simplifying the three-dimensional models of each component in the transmission system, the method further includes: processing the format of the three-dimensional models of each component into a target format; verifying the three-dimensional models of each component according to the design drawings of the target vehicle model; and simplifying the three-dimensional models of each component in the transmission system after the three-dimensional models of each component have passed the verification.

[0047] Understandably, this application first standardizes the format of the 3D model of the components, then verifies the model in conjunction with the vehicle design drawings, eliminating errors and deviations in the model data. After passing the verification, the model is simplified to ensure the integrity and reliability of the initial model data, providing accurate and standardized data support for subsequent dynamic parameter calculations and modal model construction.

[0048] It should be noted that the target format is a standard 3D model format adapted to dynamic simulation modeling and finite element analysis. It can be stably recognized and read by simulation analysis software, and can completely preserve the key structural dimensions, assembly relationships and geometric features of the parts. It avoids model loss, feature distortion or data failure caused by format incompatibility, and provides a compliant and stable foundation for subsequent model verification, structural simplification and modal simulation calculation.

[0049] Specifically, this application first converts all 3D models of transmission system components into a batch of simulation-compatible general 3D target formats to achieve standardized and unified model format processing. Then, it compares each component with the original factory design drawings, bill of materials, and technical requirements documents of the target vehicle, checking key parameters such as the outline dimensions, assembly structure, material shear modulus, and material density, as well as structural integrity. It controls the dimensional deviation between the 3D model and the original factory design drawings to be ≤±1%, and investigates problems such as missing structures, out-of-tolerance dimensions, incorrect material parameter input, and disordered assembly relationships. This ensures that the 3D model of each transmission component meets the mass production design standards of the actual vehicle. Only after all component models have been verified to be correct, and their dimensional accuracy and structural integrity meet the standards, can they enter the model simplification process, thus preventing unqualified models from flowing into the subsequent parameter calculation and modal simulation stages.

[0050] In this embodiment of the application, the three-dimensional model of each component in the transmission system is simplified by: removing redundant structures of each component in the transmission system; retaining the torsional degrees of freedom of each component in the transmission system about its own torsional axis; simplifying the combined parts of each component in the transmission system into combined rigid bodies; and simplifying the associated structures of each component in the transmission system into elastic constraint bodies.

[0051] It is understood that the embodiments of this application remove redundant structures of components, retain the degrees of freedom required for torsional motion, and adopt differentiated simplification methods of rigid bodies and elastic constraints for different structures. The model structure is simplified without affecting the characterization of torsional characteristics, reducing unnecessary calculations, ensuring the rationality of model simplification, and improving the efficiency and accuracy of subsequent modal calculations.

[0052] Specifically, the simplification process adheres to the underlying principle of prioritizing accuracy while also considering efficiency, keeping the overall calculation error of the torsional mode within ±3%. Redundant small structures that do not participate in torque transmission or affect torsional vibration characteristics, such as chamfers on component surfaces, machining fillets, threaded holes, and small mounting bosses, are batch-removed. The load-bearing structure, key component connection structures, and main torsional stress areas are fully preserved. During the setting of degree-of-freedom constraints, the rotational degrees of freedom of each component around its own torsional axis are retained, while constraining the lateral translation, longitudinal translation, and redundant rotational degrees of freedom in non-torsional directions. This avoids irrelevant degrees of freedom interfering with the torsional mode solution results. At the structural equivalence simplification level, the multi-group shaft and gear integrated components of each gear position of the transmission are simplified into an integrated rigid body, ensuring that the relative positions between shafts and gears are fixed and the torsional transmission characteristics are equivalent and consistent. Simultaneously, the vehicle's external related structures, such as the body and chassis, are simplified into elastic constraint bodies, retaining the elastic constraint effect on the transmission system and weakening secondary vibration interference factors. Based on a significant reduction in mesh size and simulation computation, the true torsional transmission law of the vehicle's transmission system is reproduced.

[0053] In this embodiment of the application, the calculation of the moment of inertia, torsional stiffness, and torsional damping of each component in the transmission system includes: obtaining the component type, material properties, and geometric dimensions of each component; determining the moment of inertia and torsional damping by querying a pre-set correspondence table based on the component type; and calculating the torsional stiffness based on the component type, material properties, and geometric dimensions.

[0054] It is understood that the embodiments of this application determine parameters by combining component type, material properties, and geometric dimensions, obtain rotational inertia and torsional damping based on a preset correspondence table, and calculate torsional stiffness based on actual structural conditions. The entire process is based on objective data to complete parameter values ​​and calculations, replacing empirical judgment methods, reducing human error, and improving the calculation accuracy of various dynamic parameters.

[0055] It should be noted that the pre-set correspondence table is a standardized parameter comparison table pre-organized based on the structural type, material properties, and size specifications of various components in the transmission system. The table is pre-entered with the conventional rotational inertia value range, torsional damping calibration parameters, and basic performance reference data corresponding to different components. It can quickly match the corresponding dynamic parameters according to the component category, reduce the workload of repeated calculations, and improve the uniformity of parameter values ​​and calculation efficiency.

[0056] Specifically, the pre-set correspondence table is shown in Table 1: Table 1

[0057] In this application, the original data such as part type, material density, shear modulus, geometric outer diameter, inner diameter, length, and radius of rotation are first extracted. Combined with experimental testing, finite element simulation or preset parameter comparison table, the rotational inertia and torsional damping of each component are obtained. The dynamic parameters of each component are then accurately calculated using the rotational inertia and torsional stiffness calculation formulas specified in this application.

[0058] The formula for calculating torsional damping is: In the formula The equivalent damping coefficient of the shaft segment ( ), The dimensionless damping ratio of the shaft segment. The torsional stiffness of the shaft segment ( ), , The concentrated moment of inertia at both ends of the shaft segment ( Crankshaft damper inertia The crankshaft inertia can be obtained from experimental calibration data or by the trilinear pendulum method. The moment of inertia of the engine piston connecting rod mechanism can be calculated using either the experimental pendulum method or a formula: In the formula Let this be the mass of the reciprocating part of the connecting rod. R is the mass of the rotating part of the connecting rod, and R is the crank radius.

[0059] Rotating mass includes the concentrated mass of the crankshaft and the connecting rod big end; reciprocating mass includes the concentrated mass of the piston assembly parts and the connecting rod small end. The moment of inertia of the entire crankshaft (taking a four-cylinder engine as an example) can be calculated using the finite element method. The crankshaft is divided into six parts: cylinder 1, cylinder 2, cylinder 3, cylinder 4, rear crankshaft, and front crankshaft. The first four parts are evenly divided according to the crankshaft and main journal, obtaining the first... Fourth crank moment of inertia The equivalent moment of inertia at the first crank position is + And so on: = + + = +4* + In the formula The moment of inertia at the very front of the crankshaft. The moment of inertia at the rear end of the crankshaft can be calculated using finite element method with assigned material parameters or shaft inertia formulas. (Flywheel and clutch pressure plate / hydraulic torque converter drive section / dual-mass flywheel main stage) Clutch driven plate / torque converter driven part / dual-mass flywheel secondary and clutch The values ​​can be directly obtained from the results of three-line pendulum tests, finite element analysis, or component performance calibration. These values ​​represent the equivalent inertia of the gear shaft system for each gear position and half of the front section of the drive shaft. Using the principle of kinetic energy equivalence, the expression is: ,in The equivalent rotational inertia of the gear system at a certain gear position in the transmission (unit: kg·m²). For the first gear in this position Moment of inertia of a gear / shaft (unit: kg·m²). Let be the transmission ratio of the i-th gear / shaft relative to the input shaft of the transmission. This represents the total number of gears / shafts in this gear position. The equivalent moment of inertia for each gear position is calculated separately and used as needed during the modeling process, adhering to the principle of practicality. (Moment of inertia of the drive shaft) ， The moment of inertia can be obtained by establishing a finite element model. The moment of inertia of the axle tube section can also be calculated using classical formulas. The moment of inertia of the left and right half-axles and the left and right tires can be obtained using shaft moment of inertia formulas or finite element / design software. The vehicle's inertia is equivalently represented by the principle of treating the mass of the vehicle's non-transmission system as the concentrated inertia at the wheel ends, expressed as: ,in The equivalent moment of inertia of the entire vehicle (unit: kg·m²). Vehicle weight (unit: kg) The rolling radius of the wheel (unit: m). This refers to the gear ratio of the transmission. The main reduction ratio is used, and the calculation process strictly follows the principle of universality. For individual components, the moment of inertia of disc-shaped parts (such as flywheels) is adopted. Shaft-type parts (such as crankshafts) adopt The quality of the parts passed The calculations show that the torsional stiffness formula for a single shaft component (crankshaft, driveshaft, half-shaft) in the torsional stiffness calculation of various components of the transmission system is as follows: ,in Torsional stiffness (unit: N) (m / rad), G is the material shear modulus (unit: Pa), the shear modulus of steel G=80GPa, and the shear modulus of cast iron G=45GPa. Polar moment of inertia of the cross section (unit: m) 4 Polar moment of inertia of a circular axis (d is the shaft diameter), polar moment of inertia of the hollow shaft (D is the outer diameter, d is the inner diameter), L is the effective length of the shaft (unit: m). The stiffness of the gear shaft system for each gear position of the transmission adopts the stiffness series equivalent principle, and the expression is: ,in Equivalent torsional stiffness (unit: N·m / rad). Let be the torsional stiffness of the i-th axis. Let be the meshing stiffness of the j-th gear pair, where the spur gear is . Helical gears are , The number of axes, This represents the number of gear pairs.

[0060] The parameters of moment of inertia, torsional stiffness, and torsional damping are all cross-checked using two independent theoretical formulas. The calculation error of moment of inertia is controlled to be ≤±3%, the error of torsional stiffness to be ≤±5%, and the error of torsional damping to be ≤±8%. No extensive preliminary benchmarking tests are required. High-precision parameters can be implemented by relying on industry standard formulas and engineering correction data. Finally, the verified parameters are compiled into a standardized parameter table to provide complete and accurate data support for subsequent modal calculation model calls.

[0061] In step S102, a modal calculation model of the transmission system is established based on the simplified three-dimensional model, moment of inertia, torsional stiffness, and torsional damping of each component, and the torsional modal parameters of the transmission system are calculated based on the modal calculation model.

[0062] It is understood that the embodiments of this application build a modal calculation model of the transmission system based on a simplified three-dimensional model and various dynamic parameters, and accurately solve the torsional modal parameters of the transmission system, providing reliable data for subsequent vibration characteristic analysis and structural optimization.

[0063] Specifically, this application imports a simplified qualified 3D model and all verified J, K, and C parameters, selects the Lanczos solution algorithm, and sets the 1st to 10th order modal solution range; the connection relationship is a 1:1 replica of the real vehicle: the crankshaft and flywheel are rigidly fixed, and all other power transmission nodes are precisely connected in series with spring-damping units to match the vehicle parameters. The transmission is assigned equivalent stiffness / inertia according to the gear position, and elastic constraints are applied to the vehicle end; the global mesh size is controlled at 3~10mm, and the mesh distortion rate is ≤5%; after completing the self-check of all constraints, degrees of freedom, and connection relationships and confirming that there are no errors, the modal solution is started, and the torsional modal results are output.

[0064] In this embodiment of the application, the torsional modal parameters of the transmission system are calculated based on the modal calculation model, including: obtaining the modal calculation parameters of the transmission system; inputting the modal calculation parameters into the modal calculation model, and calculating the natural frequency, mode shape and resonance amplitude of each torsional mode through the modal calculation model.

[0065] It is understood that the embodiments of this application input standardized modal calculation parameters, and based on the constructed modal calculation model, uniformly solve for the natural frequencies, mode shapes, and resonance amplitudes of each torsional mode. The unified calculation standards and solution process ensure complete and objective parameter results, providing comprehensive and effective data for subsequent modal index verification and structural optimization.

[0066] Specifically, the free torsional modal conditions are pre-defined and uniformly set. The system calculates the accuracy and proportional damping rules, and imports the preset modal calculation configurations into the model in batches. After one-click solving, it outputs the natural frequencies, mode shapes, and resonance amplitudes of all torsional modes from order 1 to 10. At the same time, it accurately marks the positions of the dominant resonant components corresponding to each mode and automatically generates a standardized modal analysis report, providing complete and objective data support for subsequent resonance determination and optimization.

[0067] In step S103, if the torsional modal parameters do not meet the preset modal design target, then at least one of the rotational inertia and torsional stiffness of at least one component in the transmission system is optimized until the torsional modal parameters meet the preset modal design target.

[0068] It is understood that, in the embodiments of this application, when the torsional modal parameters do not meet the design requirements, the rotational inertia or torsional stiffness of the transmission system components are adaptively adjusted. Through iterative optimization, the torsional modal parameters eventually meet the preset design target, effectively improving the torsional vibration performance of the transmission system.

[0069] It should be noted that the pre-set modal design target is a quantitative indicator that combines the NVH performance requirements of the vehicle's transmission system, the engine excitation frequency range, structural strength constraints, and the vehicle's driving conditions. It mainly includes the avoidance range of the natural frequencies of each torsional mode, the resonance amplitude limit, the vibration attenuation requirements, and other limiting conditions. It is used to evaluate whether the torsional vibration characteristics of the transmission system meet the standards, and this serves as the basis for judging the optimization of component parameters and the convergence standard.

[0070] Specifically, after the solution is completed, each natural frequency is checked to ensure that it avoids the ±10% range of the engine idling and maximum speed excitation frequencies. If the indicators do not meet the requirements, a closed-loop iteration process is entered. Throughout the process, the resonance weak points of the mode shape are targeted, and the rotational inertia, torsional stiffness, and torsional damping parameters of the components are adjusted accordingly. Each iteration only modifies a single variable, and the total number of iterations is strictly controlled to ≤5. Parameter updates, model recalculations, and modal verification are performed cyclically until all torsional modal indicators meet 100% of the requirements, thus avoiding problems such as resonance, noise, and fatigue damage in the transmission system.

[0071] In this embodiment of the application, optimizing at least one component of the transmission system in terms of rotational inertia and torsional stiffness further includes: determining the resonant component corresponding to each mode based on torsional modal parameters; and optimizing at least one component in terms of rotational inertia and torsional stiffness.

[0072] Understandably, this application embodiment first locates the resonant components corresponding to each mode based on the calculated torsional modal parameters, thus clarifying the optimization targets. The moment of inertia or torsional stiffness of the resonant components is then specifically optimized to avoid blindly optimizing all components, improving optimization efficiency. Simultaneously, it ensures that the optimization measures address modal defects, further improving the torsional vibration optimization effect and enabling the torsional modal parameters to reach the preset design target.

[0073] Specifically, this application combines the natural frequencies, mode shape contour maps, and resonance amplitude distribution data of each torsional mode to distinguish the vibration amplification location of each torsional vibration, lock the resonance sources such as the drive shaft, rear main reducer, drive half shaft, and torsional damper, and divide the primary and secondary optimization objects; abandoning the inefficient method of blindly adjusting parameters, it carries out directional parameter correction for the components with the highest resonance contribution, significantly compressing the optimization cycle and improving the optimization accuracy and convergence efficiency.

[0074] In the embodiments of this application, optimizing at least one of the torsional stiffness and torsional damping of the resonant component includes: if the resonant component is a torsional damper, adjusting the rotational inertia and torsional stiffness of the torsional damper, and adding a torsional damper at the connection between the rear main reducer and the drive shaft; if the resonant component is a drive half-shaft, adjusting the structural parameters of the drive half-shaft to optimize the torsional stiffness and rotational inertia of the drive half-shaft.

[0075] It is understood that the embodiments of this application adopt differentiated optimization strategies for different types of resonant components: if the resonant component is a torsional damper, its rotational inertia and torsional stiffness are adjusted, and a torsional damper is added at the connection between the rear main reducer and the drive shaft to enhance the damping effect and suppress resonance; if the resonant component is a drive half-shaft, its structural parameters are adjusted to optimize its torsional stiffness and rotational inertia to improve transmission stability. This avoids blind adjustments, ensuring both the targetedness and effectiveness of the optimization, while also reasonably controlling optimization costs and ensuring stable operation of the transmission system.

[0076] Specifically, a tiered optimization scheme is adopted for different resonant components: priority is given to optimizing the torsional damper body, fine-tuning its rotational inertia and torsional stiffness within ±20% of the initial value to achieve low-cost and rapid vibration reduction; if the effect is insufficient, a torsional damper is added at the critical connection position between the rear main reducer and the drive shaft, with the damper parameters limited to the inertia. Stiffness The range is also checked to verify the compatibility with the vehicle installation space; if the resonance source is the drive half shaft, the structural dimensions are optimized within the adjustable range of ±15% for diameter and length, and the parameters are recalculated by substituting the torsional stiffness and inertia formulas to ensure that the structural bearing capacity remains unchanged, thereby significantly improving the local torsional vibration characteristics.

[0077] The torsional modal optimization method for transmission systems proposed in this application simplifies the three-dimensional models of each component of the transmission system, accurately calculates key parameters such as moment of inertia, torsional stiffness, and torsional damping, and establishes a complete and reliable modal calculation model. This avoids calculation deviations caused by local modeling and empirical values ​​in related technologies, effectively improving the accuracy of torsional modal modeling. Then, the component parameters are iteratively optimized based on the calculated modal parameters and preset design goals, so that the torsional modal results continuously approach and meet the design requirements, effectively improving the torsional vibration optimization effect, thereby steadily improving the dynamic performance of the transmission system and better meeting the needs of vehicle R&D design.

[0078] The following section will elaborate on the torsional mode optimization method for the transmission system proposed in this application through a specific embodiment, such as... Figure 3 As shown, the specific steps are as follows: In step one, the 3D models of various components of the transmission system are collected and simplified. First, the parameters of the target vehicle model are entered, and 3D models of core transmission components such as the engine, transmission, drive shaft, and half shaft are collected. The format is standardized and verified against the drawings, and the dimensional error is controlled to be ≤±1%. Then, according to the simplification rules, redundant structures such as chamfers and threads are removed, and only key torsional features are retained. The transmission shaft and gear system is simplified to a rigid body, and the vehicle chassis structure is simplified to an elastically constrained body, ensuring that the torsional calculation error of the model is ≤±3%.

[0079] In step two, the inertia, stiffness, and damping of each component are calculated. The inertia calculation uses the formula for piston-connecting rod mechanisms. Equivalent formula for kinetic energy of transmission and the equivalent formula for the wheel end of the whole vehicle Stiffness calculation uses shaft-type formulas. and the equivalent formula for gear stiffness series All parameters are double-checked to control inertia error ≤ ±3% and stiffness error ≤ ±5%, and finally form a pre-set correspondence table, as shown in Table 1.

[0080] In step three, a torsional modal calculation model of the transmission system is built and solved. Based on the simplified model and the verified parameters, a model containing 14 inertia, 11 stiffness, and 11 damping is constructed. Referring to the simplified inertia reference diagram, the Lanczos algorithm is used to set the solution range for modes 1 to 10, with the mesh size controlled between 3 and 10 mm. After completing the self-check of constraints and connections, the natural frequencies, mode shapes, and resonance amplitudes of each mode are output.

[0081] In step four, the calculation results are analyzed. The modal results are compared with the preset targets to check whether each natural frequency avoids the ±10% limit of the engine excitation frequency. At the same time, weak resonance components (such as vibration dampers, half shafts, and drive shafts) are identified through mode shape cloud diagrams. If the design conditions are met, the process ends directly.

[0082] In step five, targeted iterative optimization and adjustments are performed. If the design conditions are not met, a closed-loop optimization process is initiated: priority is given to adjusting the inertia / stiffness of the torsional damper, or parameters are added at the rear main reducer. , The auxiliary vibration damper; it can also optimize the structural parameters of the half shaft / drive shaft, with ≤5 iterations, adjusting a single variable each time, until the modal parameters meet the standards and the project ends.

[0083] In summary, the embodiments of this application have at least the following beneficial effects: (1) Modeling accuracy and consistency are significantly improved. This application clarifies the standardized modeling scope and simplification rules for core components (engine crankshaft, flywheel, etc.) of the rear-wheel drive passenger vehicle transmission system, standardizes the freedom constraint requirements of each component, effectively solves the shortcomings of the incomplete modeling system and unclear simplification rules of related technologies, and can more accurately capture the torsional modal characteristics of the rear-wheel drive passenger vehicle transmission system, greatly improving the consistency of the model built by different technicians.

[0084] (2) Complete and standardized parameter calculation system. This application clarifies the calculation principle and mathematical expression of the rotational inertia of the gear shaft and gear system of each gear of the transmission with "kinetic energy equivalent", as well as the equivalent principle and mathematical expression of the concentrated inertia at the wheel end of the whole vehicle. At the same time, it provides complete calculation formulas, equivalent principles and clear numerical sources for the torsional stiffness of each component of the transmission system (shafts, transmission, and related structures of the whole vehicle), forming a standardized parameter calculation system and solving the problem of non-standard calculation process of related technical parameters.

[0085] (3) Outstanding advantages in R&D efficiency and cost. This application has established standardized operating rules for project input, modeling, calculation, analysis, optimization and termination. The steps are clear and feasible, and there is no need for preliminary test benchmarking. This effectively shortens the modeling and calculation cycle, improves the efficiency of parameter calculation, and reduces R&D costs. At the same time, it can be adapted to different models of rear-wheel drive passenger vehicles, which greatly reduces the amount of repetitive R&D work.

[0086] (4) The optimization effect is stable and reliable. This application proposes a multi-path collaborative optimization strategy and standardized iteration rules (iteration number ≤ 5 times, single parameter adjustment per iteration) for the resonance characteristics of rear-wheel drive passenger vehicles. This solves the problem of the single optimization method of related technologies, which can effectively reduce the resonance amplitude of the transmission system, extend the fatigue life of components, significantly improve the NVH performance of the whole vehicle, and effectively control the optimization cost.

[0087] (5) Balancing transmission efficiency and overall vehicle performance. This application improves overall vehicle handling performance and enhances transmission efficiency while optimizing torsional mode.

[0088] Next, the torsional mode optimization device for a transmission system proposed according to an embodiment of this application is described with reference to the accompanying drawings.

[0089] Figure 4 This is a block diagram of a transmission system torsional mode optimization device according to an embodiment of this application.

[0090] like Figure 4 As shown, the torsional mode optimization device 40 for the transmission system includes: an acquisition module 401, a calculation module 402, and an optimization module 403.

[0091] The acquisition module 401 is used to acquire the three-dimensional models of each component in the transmission system, simplify the three-dimensional models of each component in the transmission system, and calculate the rotational inertia, torsional stiffness, and torsional damping of each component in the transmission system; the calculation module 402 is used to establish a modal calculation model of the transmission system based on the simplified three-dimensional models, rotational inertia, torsional stiffness, and torsional damping of each component, and calculate the torsional modal parameters of the transmission system based on the modal calculation model; the optimization module 403 is used to optimize at least one of the rotational inertia and torsional stiffness of at least one component in the transmission system if the torsional modal parameters do not meet the preset modal design target, until the torsional modal parameters meet the preset modal design target.

[0092] In this embodiment of the application, the acquisition module 401 is further used to: acquire the vehicle parameters of the target vehicle model; and generate a three-dimensional model of each component in the transmission system of the target vehicle based on the vehicle parameters.

[0093] In this embodiment of the application, the apparatus 40 further includes a simplification module.

[0094] The simplification module is used to process the format of the 3D models of each component in the transmission system into the target format before simplifying the 3D models of each component; to verify the 3D models of each component according to the design drawings of the target vehicle model; and to simplify the 3D models of each component in the transmission system after the 3D models of each component have passed the verification.

[0095] In this embodiment of the application, the acquisition module 401 is further used to: remove redundant structures of each component in the transmission system; retain the torsional degrees of freedom of each component in the transmission system around its own torsional axis; simplify the combined components of each component in the transmission system into a combined rigid body; and simplify the associated structure of each component in the transmission system into an elastic constraint body.

[0096] In this embodiment of the application, the acquisition module 401 is further used to: acquire the component type, material properties and geometric dimensions of each component; determine the moment of inertia and torsional damping by querying a pre-set correspondence table according to the component type; and calculate the torsional stiffness according to the component type, material properties and geometric dimensions.

[0097] In this embodiment, the calculation module 402 is further configured to: obtain the modal calculation parameters of the transmission system; input the modal calculation parameters into the modal calculation model, and calculate the natural frequency, mode shape and resonance amplitude of each torsional mode through the modal calculation model.

[0098] In this embodiment, the optimization module 403 is further configured to: determine the resonant components corresponding to each mode based on the torsional modal parameters; and optimize at least one of the rotational inertia and torsional stiffness of the resonant components.

[0099] In this embodiment, the optimization module 403 is further used to: if the resonant component is a torsional damper, adjust the rotational inertia and torsional stiffness of the torsional damper, and add a torsional damper at the connection between the rear main reducer and the drive shaft; if the resonant component is a drive half-shaft, adjust the structural parameters of the drive half-shaft to optimize the torsional stiffness and rotational inertia of the drive half-shaft.

[0100] It should be noted that the foregoing explanation of the embodiment of the transmission system torsional mode optimization method also applies to the transmission system torsional mode optimization device of this embodiment, and will not be repeated here.

[0101] The transmission system torsional modal optimization device proposed in this application simplifies the three-dimensional models of each component of the transmission system, accurately calculates key parameters such as moment of inertia, torsional stiffness, and torsional damping, and establishes a complete and reliable modal calculation model. This avoids calculation deviations caused by local modeling and empirical values ​​in related technologies, effectively improving the accuracy of torsional modal modeling. Then, based on the calculated modal parameters and preset design targets, the component parameters are iteratively optimized so that the torsional modal results continuously approach and meet the design requirements, effectively improving the torsional vibration optimization effect, thereby steadily improving the dynamic performance of the transmission system and better meeting the needs of vehicle R&D design.

[0102] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0103] When the processor 502 executes the program, it implements the transmission system torsional mode optimization method provided in the above embodiments.

[0104] Furthermore, electronic devices also include: Communication interface 503 is used for communication between memory 501 and processor 502.

[0105] The memory 501 is used to store computer programs that can run on the processor 502.

[0106] The memory 501 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0107] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0108] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0109] The processor 502 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0110] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0111] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0112] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0113] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0114] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0115] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for optimizing the torsional modes of a transmission system, characterized in that, Includes the following steps: Obtain the three-dimensional models of each component in the transmission system, simplify the three-dimensional models of each component in the transmission system, and calculate the rotational inertia, torsional stiffness, and torsional damping of each component in the transmission system. Based on the simplified three-dimensional model, moment of inertia, torsional stiffness, and torsional damping of each component, a modal calculation model of the transmission system is established, and the torsional modal parameters of the transmission system are calculated based on the modal calculation model. If the torsional modal parameters do not meet the preset modal design target, then at least one of the rotational inertia and torsional stiffness of at least one component in the transmission system is optimized until the torsional modal parameters meet the preset modal design target.

2. The method for optimizing the torsional mode of a transmission system according to claim 1, characterized in that, The acquisition of three-dimensional models of each component in the transmission system includes: Obtain the vehicle parameters of the target vehicle model; Based on the vehicle model parameters, generate a three-dimensional model of each component in the transmission system of the target vehicle.

3. The method for optimizing the torsional mode of a transmission system according to claim 1, characterized in that, Before simplifying the three-dimensional models of the various components in the transmission system, the following steps are also included: The format of the 3D model of each component is processed into the target format; Verify the 3D models of each component based on the design drawings of the target vehicle model; After the three-dimensional models of each component have passed verification, the three-dimensional models of each component in the transmission system are simplified.

4. The method for optimizing the torsional modes of a transmission system according to claim 1, characterized in that, The simplified three-dimensional model of each component in the transmission system includes: Remove redundant structures from each component in the transmission system; The torsional degrees of freedom of each component in the transmission system about its own torsional axis are preserved; The combined components of the transmission system are simplified into a combined rigid body; The associated structure of each component in the transmission system is simplified into an elastic constraint body.

5. The method for optimizing the torsional mode of a transmission system according to claim 1, characterized in that, The calculation of the rotational inertia, torsional stiffness, and torsional damping of each component in the transmission system includes: Obtain the component type, material properties, and geometric dimensions of each part; The rotational inertia and torsional damping are determined by querying a pre-set correspondence table based on the component type. The torsional stiffness is calculated based on the component type, the material properties, and the geometric dimensions.

6. The method for optimizing the torsional mode of a transmission system according to claim 1, characterized in that, The calculation of the torsional modal parameters of the transmission system based on the modal calculation model includes: Obtain the modal calculation parameters of the transmission system; The modal calculation parameters are input into the modal calculation model, and the natural frequencies, mode shapes, and resonance amplitudes of each torsional mode are calculated through the modal calculation model.

7. The method for optimizing the torsional mode of a transmission system according to claim 1, characterized in that, The optimization of at least one component's rotational inertia and torsional stiffness in the transmission system further includes: The resonant components corresponding to each mode are determined based on the torsional modal parameters. Optimize at least one of the rotational inertia and torsional stiffness of the resonant component.

8. The method for optimizing the torsional mode of a transmission system according to claim 7, characterized in that, At least one of the optimizations of the torsional stiffness and torsional damping of the resonant component includes: If the resonant component is a torsional damper, then adjust the rotational inertia and torsional stiffness of the torsional damper, and add a torsional damper at the connection between the rear main reducer and the drive shaft. If the resonant component is a drive half-shaft, then the structural parameters of the drive half-shaft are adjusted to optimize its torsional stiffness and moment of inertia.

9. A torsional mode optimization device for a transmission system, characterized in that, include: The acquisition module is used to acquire the three-dimensional models of each component in the transmission system, simplify the three-dimensional models of each component in the transmission system, and calculate the rotational inertia, torsional stiffness and torsional damping of each component in the transmission system. The calculation module is used to establish a modal calculation model of the transmission system based on the simplified three-dimensional model, moment of inertia, torsional stiffness and torsional damping of each component, and to calculate the torsional modal parameters of the transmission system based on the modal calculation model. An optimization module is used to optimize at least one of the rotational inertia and torsional stiffness of at least one component in the transmission system if the torsional modal parameters do not meet the preset modal design target, until the torsional modal parameters meet the preset modal design target.

10. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the torsional mode optimization method for a transmission system according to any one of claims 1-8.

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