Construction method of load spectrum of electric automobile speed reducer

Abstract

The invention relates to the technical field of automobiles, and particularly discloses a construction method of a load spectrum of an electric automobile speed reducer. The method comprises the following steps: acquiring total pseudo damage D corresponding to an existing load spectrum according to a load coefficient and a torque threshold value of the speed reducer, the maximum design torque Mmax of an input shaft of the speed reducer in the existing load spectrum and other parameter values corresponding to the speed reducer in the existing load spectrum; comparing the total pseudo-damage D corresponding to different existing load spectrums, and determining the basic load spectrum for constructing the new load spectrum, thereby solving the problem that the total pseudo-damage D is not associated with the structure of the speed reducer, enabling the determined total pseudo-damage D to truly reflect the load spectrum intensity of the applicable speed reducer, improving the construction precision of the basic load spectrum, improving the construction precision of the new load spectrum, achieving the effective prediction of the user use condition of the newly developed speed reducer, and ensuring the consistency of the speed reducer bench test and the user test result; moreover, the cost is low, and the period is short.

Description

technical field [0001] The invention relates to the technical field of automobiles, in particular to a method for constructing a load spectrum of an electric vehicle reducer. Background technique [0002] The load spectrum is an important basic data in the structural design of electric vehicle reducer. In the early stage of product development, the electric vehicle reducer usually does not have a load spectrum that can be directly used for product design, CAE simulation calculation and bench test. There are two main methods to obtain the load spectrum of the reducer, one is to collect and edit the road load spectrum, and the other is to perform adaptive transformation and construction on the basis of the existing load spectrum. The former collects the road load spectrum for the target users, and the load spectrum has high accuracy, but the test period is long and the cost is high, and the work can only be carried out after samples are available, which lags behind product de...

AI Technical Summary

Problems solved by technology

The former collects the road load spectrum for the target users, and the load spectrum has high accuracy, but the test period is long and the cost is high, and the work can only be carried out after samples are available, which lags behind product development and cannot meet the needs of product development in the early stage; the latter is a commonly used deceleration The load spectrum acquisition method of the load spectrum device, which first calculates the pseudo-damage of the load spectrum on the basis of the existing load spectrum, selects the load spectrum with larger pseudo-damage as the basic load spectrum, and then constructs a new load spectrum based on this. The method is simple, fast, and low-cost. It is a more rational method for obtaining the load spectrum of the reducer, but it considers that the design parameters of the reducer are relatively small, so that the load spectrum strength cannot truly reflect the user's working conditions, and the load spectrum construction accuracy is poor. The failure form of the bench test of the reducer is inconsistent with the failure form of the user's use, etc.

[0003] The load spectrum accuracy of the electric vehicle reducer adaptively transformed and constructed on the basis of the existing load spectrum is mainly due to the following reasons: the influence of the maximum design torque of the reducer is not considered in the pseudo damage calculation, and the maximum design torque of the reducer determines the maximum design torque of the reducer. The structural dimensions of parts, such as the center distance of the gear shaft, the tooth width, the diameter of the gear shaft, the diameter of the bearing, and the maximum design torque of the reducer are important bridges linking pseudo-damage and specific structural dimensions

In general, the greater the maximum design torque of the reducer, the larger the size of the reducer components, and vice versa, the smaller the size, if the influence is not considered, it means that the pseudo damage has nothing to do with the specific component structure, so that the pseudo damage cannot truly reflect the The load spectrum of the applicable reducer is strong or weak, and the accuracy of the selected basic load spectrum is poor

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