A method for predicting vibration energy of a vehicle powertrain / electric drive system and related devices

Abstract

The application provides a vehicle power assembly / electric drive system vibration energy prediction method and related equipment, the method comprising: a controller obtains the axial derived force of the vehicle drive half shaft by obtaining vehicle parameters. The vehicle parameters include the working angle, transmission torque and universal joint parameters of the vehicle drive half shaft. Then, the controller can establish a vibration model according to the axial derived force and the power assembly / electric drive system rigid body mode, and predict the vibration energy of the power assembly / electric drive system caused by the vehicle drive half shaft according to the vibration model. The method can predict the vibration energy caused by the axial derived force by establishing a vibration model before the completion of the vehicle design, thereby predicting the risk in advance and avoiding significant changes to the vehicle frame later. At the same time, the data required by the method can be obtained by measurement, query and other methods, which is easy to quickly obtain, can realize the rapid prediction of the vibration energy and has high feasibility.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a method for predicting vibration energy of a vehicle powertrain / electric drive system, a device for predicting vibration energy of a vehicle powertrain / electric drive system, a controller, a computer-readable storage medium, and a computer program product. Background Technology

[0002] Axial parasitic force is an unintended additional force generated along the drive axis in a vehicle's transmission and steering system. It is mainly caused by mechanical structural characteristics, dynamic loads, and external excitations. For example, during vehicle acceleration, the drive half-shaft sliding joint generates axial parasitic force while transmitting torque. This can potentially excite vibration energy in the powertrain / electric drive system, causing vehicle body vibration, reducing user experience, and even posing safety hazards.

[0003] The generation of axial derivative forces is an inherent characteristic of the drive half-shaft sliding joint and is difficult to completely eliminate. The industry typically conducts performance tests on vehicles, such as vibration performance tests, to determine the impact of the axial derivative forces generated by the vehicle under various vehicle operating conditions.

[0004] However, in related technologies, vehicle performance testing is often conducted after the vehicle design is completed. This testing cycle is long and inefficient. Furthermore, if the test fails, the cost of changing the system architecture is high, which is not conducive to industrial design and production. Summary of the Invention

[0005] In view of this, this application provides a method and related equipment for predicting the vibration energy of a vehicle powertrain / electric drive system, in order to solve the problems of long testing cycles and low efficiency in related technologies.

[0006] In a first aspect, this application provides a method for predicting vibration energy in a vehicle powertrain / electric drive system, the method comprising:

[0007] Obtain vehicle parameters, including the working angle of the vehicle drive half-shaft, the transmitted torque, and the universal joint parameters;

[0008] The axial derived force of the vehicle drive half-shaft is obtained based on the vehicle parameters.

[0009] Based on the axial derived force and the rigid body modes of the powertrain / electric drive system, a vibration model is established to predict the vibration energy of the powertrain / electric drive system caused by the vehicle drive half shaft.

[0010] In some possible implementations, the method further includes:

[0011] When the predicted value of the vibration energy is greater than a preset threshold, it is determined that the vehicle parameters need to be adjusted.

[0012] In some possible implementations, the step of establishing a vibration model based on the axial derived force and the rigid body modes of the powertrain / electric drive system, and predicting the vibration energy of the powertrain / electric drive system caused by the vehicle drive half-shaft, includes:

[0013] The axial excitation, roll excitation, and deflection excitation are determined based on the axial derived force and the rigid body modes of the powertrain / electric drive system.

[0014] An axial vibration model is established based on the axial excitation to predict the axial vibration energy of the vehicle powertrain / electric drive system.

[0015] A roll vibration model is established based on the roll excitation to predict the roll vibration energy of the vehicle powertrain / electric drive system.

[0016] A deflection vibration model is established based on the deflection excitation to predict the deflection vibration energy of the vehicle powertrain / electric drive system;

[0017] The step of determining that the vehicle parameters need adjustment when the predicted value of the vibration energy is greater than the preset threshold includes:

[0018] When the axial vibration energy is greater than the first threshold, or the rolling vibration energy is greater than the second threshold, or the deflection vibration energy is greater than the third threshold, it is determined that the vehicle parameters need to be adjusted.

[0019] In some possible implementations, the vehicle parameters also include the axial translational damping coefficient, the axial translational natural frequency, and the mass of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. The step of establishing an axial vibration model based on the axial excitation and predicting the axial vibration energy of the powertrain / electric drive system caused by the vehicle drive half-shaft includes:

[0020] The axial vibration amplitude of the powertrain / electric drive system is determined based on the axial excitation and the axial translational damping coefficient.

[0021] Based on the axial vibration amplitude, the axial translational natural frequency, and the mass of the powertrain / electric drive system, the axial vibration energy of the vehicle powertrain / electric drive system is predicted.

[0022] In some possible implementations, the vehicle parameters also include the roll damping coefficient, roll natural frequency, and moment of inertia of the powertrain / electric drive system, wherein the drive half-shaft belongs to the powertrain / electric drive system, and the step of establishing a roll vibration model based on the roll excitation to predict the roll vibration energy of the vehicle powertrain / electric drive system includes:

[0023] The roll vibration amplitude of the powertrain / electric drive system is determined based on the roll excitation and the roll damping coefficient.

[0024] Based on the rolling vibration amplitude, the rolling natural frequency, and the moment of inertia of the powertrain / electric drive system, the rolling vibration energy of the vehicle powertrain / electric drive system is predicted.

[0025] In some possible implementations, the vehicle parameters also include the deflection damping coefficient, the deflection natural frequency, and the moment of inertia of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. The step of establishing a deflection vibration model based on the deflection excitation and predicting the deflection vibration energy of the vehicle's powertrain / electric drive system includes:

[0026] The deflection vibration amplitude of the powertrain / electric drive system is determined based on the deflection excitation and the deflection damping coefficient.

[0027] The deflection vibration energy of the vehicle powertrain / electric drive system is predicted based on the deflection vibration amplitude, the deflection natural frequency, and the moment of inertia of the powertrain / electric drive system.

[0028] In some possible implementations, the operating angle of the vehicle drive half-shaft is determined based on the axle load transfer mass and the initial angle of the vehicle drive half-shaft.

[0029] In some possible implementations, the transmitted torque is obtained by querying the correspondence between pedal opening and vehicle speed.

[0030] Secondly, this application provides a device for predicting the vibration energy of a vehicle powertrain / electric drive system. The device includes modules for executing the method for predicting the vibration energy of a vehicle powertrain / electric drive system as described in the first aspect or any possible implementation of the first aspect, specifically including:

[0031] The acquisition module is used to acquire vehicle parameters, including the working angle of the vehicle drive half-shaft, the transmitted torque, and the universal joint parameters.

[0032] The prediction module is used to obtain the axial derived force of the vehicle drive half shaft based on the vehicle parameters, and to establish a vibration model based on the axial derived force and the rigid body modes of the powertrain / electric drive system to predict the vibration energy of the powertrain / electric drive system caused by the vehicle drive half shaft.

[0033] In some possible implementations, the device also includes a determination module, specifically used for:

[0034] When the predicted value of the vibration energy is greater than a preset threshold, it is determined that the vehicle parameters need to be adjusted.

[0035] In some possible implementations, when establishing a vibration model based on the axial derived force and the rigid body modes of the powertrain / electric drive system, and predicting the vibration energy of the powertrain / electric drive system caused by the vehicle drive half-shaft, the prediction module is specifically used for:

[0036] The axial excitation, roll excitation, and deflection excitation are determined based on the axial derived force and the rigid body modes of the powertrain / electric drive system.

[0037] An axial vibration model is established based on the axial excitation to predict the axial vibration energy of the vehicle powertrain / electric drive system.

[0038] A roll vibration model is established based on the roll excitation to predict the roll vibration energy of the vehicle powertrain / electric drive system.

[0039] A deflection vibration model is established based on the deflection excitation to predict the deflection vibration energy of the vehicle powertrain / electric drive system;

[0040] At this point, the judgment module is specifically used for:

[0041] When the axial vibration energy is greater than the first threshold, or the rolling vibration energy is greater than the second threshold, or the deflection vibration energy is greater than the third threshold, it is determined that the vehicle parameters need to be adjusted.

[0042] In some possible implementations, the vehicle parameters also include the axial translational damping coefficient, the axial translational natural frequency, and the mass of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. When establishing an axial vibration model based on the axial excitation and predicting the axial vibration energy of the powertrain / electric drive system caused by the vehicle drive half-shaft, the prediction module is specifically used for:

[0043] The axial vibration amplitude of the powertrain / electric drive system is determined based on the axial excitation and the axial translational damping coefficient.

[0044] Based on the axial vibration amplitude, the axial translational natural frequency, and the mass of the powertrain / electric drive system, the axial vibration energy of the vehicle powertrain / electric drive system is predicted.

[0045] In some possible implementations, the vehicle parameters also include the roll damping coefficient, roll natural frequency, and moment of inertia of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. When establishing a roll vibration model based on the roll excitation to predict the roll vibration energy of the vehicle's powertrain / electric drive system, the prediction module is specifically used for:

[0046] The roll vibration amplitude of the powertrain / electric drive system is determined based on the roll excitation and the roll damping coefficient.

[0047] Based on the rolling vibration amplitude, the rolling natural frequency, and the moment of inertia of the powertrain / electric drive system, the rolling vibration energy of the vehicle powertrain / electric drive system is predicted.

[0048] In some possible implementations, the vehicle parameters also include the deflection damping coefficient, the deflection natural frequency, and the moment of inertia of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. When establishing a deflection vibration model based on the deflection excitation to predict the deflection vibration energy of the vehicle's powertrain / electric drive system, the prediction module is specifically used for:

[0049] The deflection vibration amplitude of the powertrain / electric drive system is determined based on the deflection excitation and the deflection damping coefficient.

[0050] The deflection vibration energy of the vehicle powertrain / electric drive system is predicted based on the deflection vibration amplitude, the deflection natural frequency, and the moment of inertia of the powertrain / electric drive system.

[0051] In some possible implementations, the acquisition module is used for:

[0052] The working angle of the vehicle drive half-shaft is determined based on the axle load transfer mass and the initial angle of the vehicle drive half-shaft.

[0053] In some possible implementations, the acquisition module is used for:

[0054] The transmitted torque is obtained by querying the correspondence between pedal opening and vehicle speed.

[0055] Thirdly, this application provides a controller. The controller includes a processor and a memory. The memory stores computer instructions; the processor executes the methods described in the first aspect of this application or any possible implementation thereof, according to the computer instructions.

[0056] Fourthly, this application provides a computer-readable medium storing instructions that, when executed on a computer device, cause the computer device to perform the method described in the first aspect of this application or any possible implementation thereof.

[0057] Fifthly, this application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the method described in the first aspect of this application or any possible implementation thereof.

[0058] Based on the implementation methods provided in the above aspects, this application can be further combined to provide more implementation methods.

[0059] As can be seen from the above technical solutions, this application has at least the following advantages:

[0060] This application provides a method for predicting vibration energy in a vehicle powertrain / electric drive system. This method establishes a vibration model before the vehicle design is completed, predicts the vibration energy caused by axially derived forces, and thus anticipates risks in advance, avoiding significant modifications to the vehicle structure later. Furthermore, the data required for this method can be obtained quickly through measurement and querying, enabling rapid prediction of vibration energy with high feasibility. Attached Figure Description

[0061] Figure 1 This is a flowchart of a method for predicting vibration energy in a vehicle powertrain / electric drive system disclosed in an embodiment of this application;

[0062] Figure 2 This is a force diagram of a powertrain / electric drive system disclosed in an embodiment of this application;

[0063] Figure 3 This is a schematic diagram of the structure of a device for predicting vibration energy of a vehicle powertrain / electric drive system disclosed in an embodiment of this application. Detailed Implementation

[0064] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the embodiments of this application will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0065] The terminology used in the following embodiments is for the purpose of describing specific embodiments only and is not intended to be a limitation of this application. The terms "first" and "second" in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance, chronological order of operations, or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0066] First, some technical terms involved in the embodiments of this application will be introduced.

[0067] Vehicle noise, vibration, and harshness (NVH) performance is a comprehensive indicator that measures the user's driving or riding experience from three dimensions. During NVH performance testing, if the noise generated by the vehicle during operation is excessive, or if the vehicle body or interior components vibrate or shake, or emit sounds in a specific frequency band, the vehicle can be considered to have an NVH complaint risk. Relevant technicians can then optimize the overall vehicle design based on the test results.

[0068] Axial parasitic force is an unintended additional force generated along the drive axis in a vehicle's transmission and steering system, primarily caused by mechanical structural characteristics, dynamic loads, and external excitations. For example, during vehicle acceleration, the drive half-shaft sliding joint generates axial parasitic force while transmitting torque, which may excite vibration energy in the powertrain / electric drive system, causing vehicle body vibration. This can lead to NVH (noise, vibration, and harshness) complaints, reduced vehicle transmission efficiency, and even safety hazards such as drive half-shaft disengagement or loss of steering control.

[0069] The generation of axial derivative forces is an inherent characteristic of the drive half-shaft sliding joint and is difficult to completely eliminate. The industry typically conducts performance tests on vehicles, such as vibration performance tests, to determine the impact of the axial derivative forces generated by the vehicle under various vehicle operating conditions.

[0070] However, in related technologies, vehicle performance testing is often conducted after the vehicle design is completed. This testing cycle is long and inefficient. Furthermore, if the test fails, the cost of changing the system architecture is high, which is not conducive to industrial design and production.

[0071] In view of this, this application provides a method and related equipment for predicting the vibration energy of a vehicle powertrain / electric drive system, in order to solve the problems of long testing cycles and low efficiency in related technologies.

[0072] Specifically, in this embodiment, the controller obtains the axial derived force of the vehicle drive half-shaft by acquiring vehicle parameters. These vehicle parameters include the working angle, transmitted torque, and universal joint parameters of the vehicle drive half-shaft. Then, the controller can establish a vibration model based on the axial derived force and the rigid body model of the powertrain / electric drive system, and predict the vibration energy of the powertrain / electric drive system caused by the vehicle drive half-shaft based on the vibration model.

[0073] This method establishes a vibration model before the vehicle design is completed, predicting the vibration energy caused by axially derived forces. This allows for early risk assessment and avoids significant modifications to the vehicle structure later. Furthermore, the data required for this method can be obtained quickly and easily through measurement and querying, enabling rapid prediction of vibration energy and demonstrating high feasibility.

[0074] The method provided in this application will be described below with reference to specific embodiments.

[0075] Figure 1 This is a flowchart of a method for predicting vibration energy in a vehicle powertrain / electric drive system, as disclosed in an embodiment of this application. The method includes:

[0076] S102: The controller acquires vehicle parameters, including the working angle of the vehicle drive half-shaft, the transmitted torque, and the universal joint parameters.

[0077] In this embodiment, vehicle parameters refer to data indicators of vehicle operation that can be determined through direct measurement or indirect calculation and query. Vehicle parameter indicators may include the working angle of the vehicle drive half-shaft, transmitted torque, and universal joint parameters, used to obtain the axial derived force of the vehicle drive half-shaft.

[0078] The working angle of the vehicle drive half-shaft refers to the maximum allowable rotational deflection angle range of the universal joint of the drive half-shaft during vehicle operation. This angle is used to adapt to changes in wheel trajectory (such as steering, suspension bounce, etc.) and maintain the continuity of power transmission. In some possible implementations, the working angle of the vehicle drive half-shaft can be determined by the axle load transfer mass and the initial angle of the vehicle drive half-shaft. For example, during vehicle acceleration, the driving force between the vehicle's drive wheels and the ground creates a lifting moment at the vehicle's center of gravity, resulting in a decrease in front axle load and an increase in rear axle load, thus forming an axle load transfer. This axle load transfer may cause the front suspension to lift and the rear suspension to compress, increasing the working angle of the vehicle drive half-shaft. The controller can determine the working angle of the vehicle drive half-shaft based on the specific magnitude of the axle load transfer mass, the initial angle of the vehicle drive half-shaft, and the deformation of the vehicle suspension (e.g., characterized by measuring the front lift angle and rear drop angle). It should be noted that the above description only provides an exemplary method for determining the working angle of the vehicle drive half-shaft; this application does not limit how the controller specifically obtains the working angle of the vehicle drive half-shaft.

[0079] The transmitted torque of a vehicle refers to the torque output by the engine and transmitted through transmission components (such as gears, drive shafts, universal joints, etc.) used to drive the vehicle. Transmitted torque may vary at different vehicle speeds and under acceleration conditions, with acceleration being a measure of pedal opening. In some possible implementations, transmitted torque can be obtained by querying a mapping between pedal opening and vehicle speed, for example, by querying PedalMap data, which is obtained through pre-experimental calibration.

[0080] A universal joint is a mechanical component that enables the transmission of power / torque at varying angles, allowing for continuous transmission of power / torque at different angles. The parameters of a universal joint include its specifications and type. Specifications include the deflection angle, shaft diameter range, and torque capacity. The type of universal joint is related to the frequency of torque transmission; for example, a three-pin universal joint allows the drive half-shaft to apply torque at a frequency three times its own rotational frequency.

[0081] S104: The controller obtains the axial derived force of the vehicle drive half shaft based on the vehicle parameters.

[0082] Axial parasitic force is an unexpected additional force generated along the drive axis in a vehicle's transmission and steering system. It is mainly caused by mechanical structural characteristics, dynamic loads, and external excitations. For example, during vehicle acceleration, the drive half-shaft sliding joint generates axial parasitic force while transmitting torque, which may cause vehicle vibration. This can lead to NVH (noise, vibration, and harshness) complaints, reduced vehicle transmission efficiency, and even safety hazards such as drive half-shaft disengagement or loss of steering control.

[0083] In some possible implementations, the controller can directly calculate the axial derived force of the vehicle drive half-shaft based on the acquired operating angle, transmitted torque, and universal joint parameters. This allows the axial derived force of the vehicle drive half-shaft to be obtained quickly through an algorithm, improving the overall efficiency of the method.

[0084] In other possible implementations, the controller can also use the aforementioned vehicle data as test conditions to measure the axial derived force of the vehicle's drive half-shaft through bench testing. This allows for the experimental determination of the axial derived force under different operating angles, transmitted torques, or universal joint parameters of the vehicle's drive half-shaft. The axial derived force can then be obtained by querying the experimental results during subsequent vehicle testing. If the vehicle parameters do not match the test conditions, the controller can determine the axial derived force through interpolation or data fitting methods.

[0085] S106: The controller establishes a vibration model based on the axial derived force and the rigid body modes of the powertrain / electric drive system, and predicts the vibration energy of the powertrain / electric drive system caused by the vehicle drive half shaft.

[0086] During vehicle acceleration, the axial derivative force generated by the drive half-shaft acts along the differential axis on the powertrain / electric drive system (PT / EDS), thus being converted into a three-degree-of-freedom excitation. See also Figure 2 This is a force diagram illustrating a powertrain / electric drive system disclosed in an embodiment of this application. The powertrain (PT) is the collective term for the mechanical system in traditional gasoline or hybrid vehicles that transmits the power / torque output from the engine / motor to the wheels, including core components such as the engine, transmission, driveshaft, and differential. The electric drive system is the power output system in new energy vehicles that uses electricity as its core, including a drive motor, power electronic controller (inverter), reducer, battery, and energy management system.

[0087] The powertrain is suspended from the vehicle frame and has six inherent vibration modes with six degrees of freedom: X-axis mode, Y-axis mode, Z-axis mode, Roll mode (torsion about the X-axis), Pitch mode (torsion about the Y-axis), and Yaw mode (torsion about the Z-axis). For example... Figure 2 As shown, the X-axis, Y-axis and Z-axis are perpendicular to each other, with the Y-axis being the axial direction. When the axial derived force of the drive half-shaft acts on the powertrain, the Y-axis mode, Roll mode (torsion around the X-axis), and Yaw mode (torsion around the Z-axis) may generate excitation.

[0088] After the controller obtains the axial derived force, it can generate Y-axis excitation (axial excitation), Roll excitation, and Yaw excitation based on the axial derived force, and establish vibration models in the three dimensions respectively, thereby predicting the vibration energy in the three dimensions. The greater the predicted vibration energy, the greater the energy transferred to the vehicle body, and thus the greater the probability of causing NVH complaints. Therefore, vibration energy can be used to measure the risk of causing NVH complaints.

[0089] Axial derived forces exhibit similar forms in all three dimensions, resulting in vibration models with similar structures. The following section uses axial excitation as an example to illustrate the specific method for establishing an axial vibration model based on axial excitation and predicting the axial vibration energy of the vehicle's drive half-shaft.

[0090] In some possible implementations, the vehicle parameters also include the axial translational damping coefficient, axial excitation frequency, and the mass of the PT / EDS. The following formula relates to the axial translational vibration amplitude:

[0091]

[0092] Among them, B y ξ is the axial translational vibration amplitude, λ1 is the ratio of the axial excitation frequency to the natural frequency of the PT / EDS axial translation, and ξ is the amplitude of the axial translational vibration. 0y B is half the axial translational damping coefficient of PT / EDS. sy For B, it is an axial static variable. sy The following relationship exists:

[0093]

[0094] Among them, F y For axial excitation, f 0y Let M be the axial translational natural frequency of the PT / EDS, and M be the mass of the PT / EDS.

[0095] According to the physical laws of vibration, it can be known that the amplitude of axial translational vibration will reach its maximum value when the frequency of axial excitation is equal to the natural frequency of PT / EDS axial translation. That is, when the value of λ1 is 1, B... y It will reach its maximum value, and since vibration energy is positively correlated with vibration amplitude, the vibration amplitude generated at this time will also be the maximum.

[0096] Specifically, the axial dynamic stiffness corresponding to PT / EDS at this time is:

[0097] K yd =4π 2 f 0y 2 M

[0098] The axial vibration energy is:

[0099]

[0100] Substituting λ1=1 into the above equations and solving them simultaneously, we can obtain the expression for the axial vibration energy as follows:

[0101]

[0102] Therefore, when the axial translational damping coefficient, axial excitation frequency, mass of PT / EDS, and axial excitation are obtained, the magnitude of axial vibration energy can be predicted, and the risk of NVH complaints can be assessed. It should be noted that the axial translational damping coefficient, axial translational natural frequency, and mass of PT / EDS are readily available quantities, for example, those provided by the relevant component manufacturers at the time of shipment.

[0103] In some possible implementations, the controller can also obtain roll vibration energy (Roll mode) and yaw vibration energy (Yaw mode) in a similar manner. For example, the roll vibration amplitude of the PT / EDS can be determined based on the roll excitation and roll damping coefficient, and then the roll vibration energy of the vehicle powertrain / electric drive system can be predicted based on the roll vibration amplitude, roll natural frequency, and moment of inertia of the PT / EDS; or the yaw vibration amplitude of the PT / EDS can be determined based on the yaw excitation and yaw damping coefficient, and then the yaw vibration energy of the vehicle PT / EDS can be predicted based on the yaw vibration amplitude, yaw natural frequency, and moment of inertia of the PT / EDS.

[0104] In some possible implementations, after obtaining the predicted value of vibration energy, the controller can also determine whether the predicted value is greater than a preset threshold. Thus, if the predicted value is greater than the preset threshold, it can determine that the design of the vehicle parameters may pose a risk of causing NVH complaints and needs to be adjusted.

[0105] Specifically, thresholds can be set for the three dimensions, such as a first threshold, a second threshold, and a third threshold. When the axial vibration energy is greater than the first threshold, or the roll vibration energy is greater than the second threshold, or the yaw vibration energy is greater than the third threshold, and at least one of the three conditions is met, the controller can determine that the vehicle parameters need to be adjusted. It should be noted that this application embodiment does not impose any limitations on how the first threshold, the second threshold, and the third threshold are obtained.

[0106] Based on the above description, this application provides a method for predicting vibration energy in a vehicle powertrain / electric drive system. This method establishes a vibration model before the vehicle design is completed, predicts the vibration energy caused by axially derived forces, and thus anticipates risks in advance, avoiding significant modifications to the vehicle structure later. Furthermore, the data required by this method can be obtained quickly through measurement and querying, enabling rapid prediction of vibration energy and demonstrating high feasibility.

[0107] Based on the method for predicting vibration energy of a vehicle powertrain / electric drive system described above, this application also provides a device 300 for predicting vibration energy of a vehicle powertrain / electric drive system. The device of this application will be described in detail below with reference to the accompanying drawings.

[0108] See Figure 3 The diagram shows a structural schematic of a device for predicting vibration energy in a vehicle powertrain / electric drive system. The device specifically includes:

[0109] The acquisition module 302 is used to acquire vehicle parameters, including the working angle of the vehicle drive half shaft, the transmitted torque, and the universal joint parameters.

[0110] The prediction module 304 is used to obtain the axial derived force of the vehicle drive half shaft based on the vehicle parameters, and to establish a vibration model based on the axial derived force and the rigid body modes of the powertrain / electric drive system to predict the vibration energy of the powertrain / electric drive system caused by the vehicle drive half shaft.

[0111] In some possible implementations, the device further includes a determination module 306, specifically used for:

[0112] When the predicted value of vibration energy is greater than the preset threshold, it is determined that the vehicle parameters need to be adjusted.

[0113] In some possible implementations, when predicting the vibration energy of the powertrain / electric drive system based on the axial derived force and the rigid body modes of the powertrain / electric drive system, the prediction module 304 is specifically used for:

[0114] Axial excitation, roll excitation, and yaw excitation are determined based on the axial derived force and the rigid body modes of the powertrain / electric drive system.

[0115] An axial vibration model is established based on axial excitation to predict the axial vibration energy of the vehicle powertrain / electric drive system.

[0116] A rolling vibration model is established based on the rolling excitation to predict the rolling vibration energy of the vehicle powertrain / electric drive system.

[0117] A deflection vibration model is established based on the deflection excitation to predict the deflection vibration energy of the vehicle powertrain / electric drive system.

[0118] At this point, the judgment module 306 is specifically used for:

[0119] When the axial vibration energy exceeds the first threshold, or the roll vibration energy exceeds the second threshold, or the deflection vibration energy exceeds the third threshold, it is determined that the vehicle parameters need to be adjusted.

[0120] In some possible implementations, the vehicle parameters also include the axial translational damping coefficient, the axial translational natural frequency, and the mass of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. When establishing an axial vibration model based on the axial excitation and predicting the axial vibration energy of the powertrain / electric drive system caused by the vehicle's drive half-shaft, the prediction module 304 is specifically used for:

[0121] The axial vibration amplitude of the powertrain / electric drive system is determined based on the axial excitation and the axial translational damping coefficient.

[0122] Based on the axial vibration amplitude, axial translational natural frequency, and the mass of the powertrain / electric drive system, the axial vibration energy of the vehicle powertrain / electric drive system is predicted.

[0123] In some possible implementations, the vehicle parameters also include the roll damping coefficient, roll natural frequency, and moment of inertia of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. When establishing a roll vibration model based on the roll excitation and predicting the roll vibration energy of the vehicle's powertrain / electric drive system, the prediction module 304 is specifically used for:

[0124] The roll vibration amplitude of the powertrain / electric drive system is determined based on the roll excitation and roll damping coefficient.

[0125] Based on the rolling vibration amplitude, rolling natural frequency, and rotational inertia of the powertrain / electric drive system, the rolling vibration energy of the vehicle powertrain / electric drive system is predicted.

[0126] In some possible implementations, the vehicle parameters also include the deflection damping coefficient, the deflection natural frequency, and the moment of inertia of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. When establishing a deflection vibration model based on the deflection excitation and predicting the deflection vibration energy of the vehicle's powertrain / electric drive system, the prediction module 304 is specifically used for:

[0127] The deflection vibration amplitude of the powertrain / electric drive system is determined based on the deflection excitation and deflection damping coefficient.

[0128] Based on the deflection vibration amplitude, deflection natural frequency, and rotational inertia of the powertrain / electric drive system, the deflection vibration energy of the vehicle powertrain / electric drive system is predicted.

[0129] In some possible implementations, the acquisition module 302 is used for:

[0130] The working angle of the vehicle drive half-shaft is determined based on the axle load transfer mass and the initial angle of the vehicle drive half-shaft.

[0131] In some possible implementations, the acquisition module 302 is used for:

[0132] The transmitted torque is obtained by querying the correspondence between pedal opening and vehicle speed.

[0133] The specific functions of each module are similar to those described above, and will not be repeated here.

[0134] Based on the aforementioned method and device for predicting vibration energy of a vehicle powertrain / electric drive system, this application also provides a controller. This controller may be, for example, a vehicle control unit (VCU) or an electronic control unit (ECU). The controller includes a processor and a memory. The memory stores computer-readable instructions, and the processor executes these computer-readable instructions to perform the aforementioned method for predicting vibration energy of a vehicle powertrain / electric drive system. In some examples, the controller is used to implement the functions of the aforementioned device for predicting vibration energy of a vehicle powertrain / electric drive system.

[0135] This application provides a computer-readable storage medium storing instructions that, when executed on a computer device, cause the computer device to perform the above-described method for predicting vibration energy of a vehicle powertrain / electric drive system.

[0136] This application provides a computer program product containing instructions that, when run on a computer device, causes the computer device to execute the above-described method for predicting vibration energy of a vehicle powertrain / electric drive system.

[0137] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0138] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0139] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0140] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

[0141] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for predicting vibration energy in a vehicle powertrain / electric drive system, characterized in that, The method includes: Obtain vehicle parameters, including the working angle of the vehicle drive half-shaft, transmitted torque, and universal joint parameters; The axial derived force of the vehicle drive half-shaft is obtained based on the vehicle parameters. Based on the axial derived force and the rigid body modes of the powertrain / electric drive system, a vibration model is established to predict the vibration energy of the powertrain / electric drive system caused by the vehicle drive half shaft.

2. The method according to claim 1, characterized in that, The method further includes: When the predicted value of the vibration energy is greater than a preset threshold, it is determined that the vehicle parameters need to be adjusted.

3. The method according to claim 2, characterized in that, The step of establishing a vibration model based on the axial derived force and the rigid body modes of the powertrain / electric drive system, and predicting the vibration energy of the powertrain / electric drive system caused by the vehicle drive half-shaft, includes: The axial excitation, roll excitation, and deflection excitation are determined based on the axial derived force and the rigid body modes of the powertrain / electric drive system. An axial vibration model is established based on the axial excitation to predict the axial vibration energy of the vehicle powertrain / electric drive system. A roll vibration model is established based on the roll excitation to predict the roll vibration energy of the vehicle powertrain / electric drive system. A deflection vibration model is established based on the deflection excitation to predict the deflection vibration energy of the vehicle powertrain / electric drive system; The step of determining that the vehicle parameters need adjustment when the predicted value of the vibration energy is greater than the preset threshold includes: When the axial vibration energy is greater than the first threshold, or the rolling vibration energy is greater than the second threshold, or the deflection vibration energy is greater than the third threshold, it is determined that the vehicle parameters need to be adjusted.

4. The method according to claim 3, characterized in that, The vehicle parameters also include the axial translational damping coefficient, axial translational natural frequency, and the mass of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. The step of establishing an axial vibration model based on the axial excitation and predicting the axial vibration energy of the vehicle's powertrain / electric drive system includes: The axial vibration amplitude of the powertrain / electric drive system is determined based on the axial excitation and the axial translational damping coefficient. Based on the axial vibration amplitude, the axial translational natural frequency, and the mass of the powertrain / electric drive system, the axial vibration energy of the vehicle powertrain / electric drive system is predicted.

5. The method according to claim 3, characterized in that, The vehicle parameters also include the roll damping coefficient, roll natural frequency, and moment of inertia of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. The step of establishing a roll vibration model based on the roll excitation and predicting the roll vibration energy of the vehicle's powertrain / electric drive system includes: The roll vibration amplitude of the powertrain / electric drive system is determined based on the roll excitation and the roll damping coefficient. Based on the rolling vibration amplitude, the rolling natural frequency, and the moment of inertia of the powertrain / electric drive system, the rolling vibration energy of the vehicle powertrain / electric drive system is predicted.

6. The method according to claim 3, characterized in that, The vehicle parameters also include the deflection damping coefficient, deflection natural frequency, and moment of inertia of the powertrain / electric drive system. The drive half-shaft belongs to the powertrain / electric drive system. The step of establishing a deflection vibration model based on the deflection excitation and predicting the deflection vibration energy of the vehicle's powertrain / electric drive system includes: The deflection vibration amplitude of the powertrain / electric drive system is determined based on the deflection excitation and the deflection damping coefficient. The deflection vibration energy of the vehicle powertrain / electric drive system is predicted based on the deflection vibration amplitude, the deflection natural frequency, and the moment of inertia of the powertrain / electric drive system.

7. The method according to claim 1, characterized in that, The working angle of the vehicle drive half-shaft is determined based on the axle load transfer mass and the initial angle of the vehicle drive half-shaft.

8. The method according to any one of claims 1 to 7, characterized in that, The transmitted torque is obtained by querying the correspondence between pedal opening and vehicle speed.

9. A device for predicting vibration energy of a powertrain / electric drive system, characterized in that, The device includes: The acquisition module is used to acquire vehicle parameters, including the working angle of the vehicle drive half-shaft, the transmitted torque, and the universal joint parameters. The prediction module is used to obtain the axial derived force of the vehicle drive half shaft based on the vehicle parameters, and to establish a vibration model based on the axial derived force and the rigid body modes of the powertrain / electric drive system to predict the vibration energy of the powertrain / electric drive system caused by the vehicle drive half shaft.

10. A controller, characterized in that, The controller includes: Memory is used to store computer programs or computer instructions; A processor for executing a computer program or computer instructions stored in the memory, causing the motor controller to perform the method as described in any one of claims 1 to 8.

11. A computer storage medium, characterized in that, The computer storage medium is used to store a computer program, which, when executed, is used to implement the method as described in any one of claims 1 to 8.

12. A computer program product, characterized in that, When the computer program product is run on a computer, it causes the computer to perform the method as described in any one of claims 1 to 8.

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