Light truck transmission shaft layout checking method

Abstract

The invention provides a light truck transmission shaft layout checking method, and relates to the field of transmission shaft checking, and the adopted scheme comprises the following steps: S01, installing a frame and a rear suspension model on a three-dimensional interface of PROE software; s02, obtaining an initial transmission shaft check line; s03, a rear spring driving curve is created in PROE software, and a rear spring dynamic model is obtained; s04, the no-load arc height H1 and the full-load arc height H2 of the rear plate spring are input, and a transmission shaft check line in the no-load state and the full-load state is obtained through PROE software; s05, measuring each included angle of the transmission shaft of the check lines in PROE software according to the obtained transmission shaft check lines in the no-load and full-load states; and S06, judging whether the equivalent included angle meets the design requirement or not. According to the method, checking can be accurately carried out, and the checking efficiency is high.

Description

Technical Field

[0001] The invention relates to the field of transmission shaft calibration, and in particular to a light truck transmission shaft layout calibration method. Background Art

[0002] The drive shaft arrangement of a light truck should be able to stably and reliably transmit power when the drive shaft angle and relative position change within a certain range, and the two shafts should be able to run at the same speed as much as possible; the additional load, vibration and noise caused by the angle should be minimized; the size of the drive shaft angle affects the life of the universal joint cross shaft and needle bearing, the universal joint transmission efficiency and the unevenness of the cross shaft installation. It can be seen that checking the drive shaft angle is crucial in the drive shaft arrangement.

[0003] The light truck drive shaft consists of an intermediate drive shaft, a main drive shaft and an intermediate connection. The drive shaft layout verification requires repeated changes in the layout angle and length of the intermediate drive shaft to obtain a suitable equivalent angle. The existing drive shaft verification method is based on CAD software, with the left view of the frame assembly as the basic layer, and verification lines are made on this basis. Specifically, the engine drive shaft and rear leaf spring are simplified into points and lines, and the power output points under empty and full load conditions are drawn, and finally the drive shaft layout verification work is carried out.

[0004] With the above technical solution, the length of the rear leaf spring in empty and fully loaded states adopts the length of the leaf spring in the straightened state, which has a large error. In addition, when adjusting the engine coordinates and the crossbeam layout of the frame assembly and reselecting the large assembly in the vehicle design, it is necessary to redo the basic layer of the two-dimensional drawing and redo the verification line. And when changing the layout angle and length of the intermediate transmission shaft, the two-dimensional model cannot be moved, so it is necessary to repeat the drawing. It can be seen that the existing method has a large workload, a long verification cycle, and is relatively cumbersome. Summary of the invention

[0005] In order to solve the technical problems of large transmission shaft calibration error and large workload in the above-mentioned prior art, the present invention provides a light truck transmission shaft layout calibration method, which can accurately perform calibration and has high calibration efficiency.

[0006] The technical solution adopted by the present invention to solve the above technical problems is: a light truck transmission shaft layout verification method, comprising the following steps: S01: installing a frame and a rear suspension model in a three-dimensional interface of a PROE software; S02: obtaining an initial transmission shaft verification line; S03: creating a rear spring drive curve in the PROE software and obtaining a rear spring dynamic model; S04: inputting an unloaded arc height H1 and a fully loaded arc height H2 of a rear leaf spring, and obtaining a transmission shaft verification line in unloaded and fully loaded states through the PROE software; S05: measuring each transmission shaft angle of the verification line in the PROE software according to the obtained transmission shaft verification line in unloaded and fully loaded states; S06: judging the equivalent angle Whether it meets the design requirements.

[0007] The present invention imports the three-dimensional model of the rear suspension to make the verification line more accurate. At the same time, the state of the rear suspension can be quickly adjusted by creating a rear leaf spring drive curve, and the rear axle output point can be adjusted synchronously with the suspension. By utilizing the parameterized follow-up advantage of PROE software, the verification line can be obtained immediately without the need for re-drawing, which greatly reduces the workload and improves the verification efficiency.

[0008] Further, the S02 comprises the following steps: S021: In the PROE 2D sketching interface, define the vehicle coordinate system, with the intersection of the front axle center plane, the frame center plane and the frame lower wing plane as the coordinate origin, the rear of the vehicle as the positive direction of the X axis, the Y axis pointing to the left of the driver, and the Z axis pointing upwards; S022: determining the engine power output center point A, and determining the transmission power output center point B based on A; S023: Determine the rear axle power input point F; S024: Determine the transmission shaft intersection point L; S025: Connect BL and LF to obtain the initial transmission shaft calibration line.

[0009] Furthermore, in S02, it also includes connecting BF, measuring the length of BF, calculating the allowable length of the transmission shaft, and comparing the length of BF with the allowable length to determine the number of sections of the transmission shaft. If the length of BF is greater than the allowable length, the transmission shaft is divided into at least two sections.

[0010] Furthermore, in S024, the initial angle of the support angle plate and the engine positioning angle β are set to be the same, and the axis of the drive shaft support mounting hole on the support angle plate is used as the reference line GH. The length from the middle support of the drive shaft to the spline connection plate is e. GH is offset backward by e to obtain JK, and a straight line is made through B with an angle β to the horizontal and intersects with the straight line GH, and the intersection point is L.

[0011] Further, the S03 comprises the following steps: S031: Create a component file in PROE software, import the main spring model in IGS format into the feature, and form the rear leaf spring body; S032: On the center plane of the leaf spring, a spline is sketched with the center points of the two ears of the leaf spring and the center point of the upper plane of the leaf spring. In the PROE software, the length of the main spring is set as the circumference of the spline. The height of the spline relative to the line connecting the center points of the two ears of the leaf spring is set according to the arc height of the main spring model to obtain the driving curve; S033: Divide the driving curve obtained in S032 into two segments with the center point of the plane on the leaf spring as the symmetry point; S034: Use the skeleton bending command in PROE to bend the left and right segments of the driving curve, taking the left and right half bending curves as references, and lock the length from the starting point of the skeleton line to the selected reference to obtain the dynamic model of the leaf spring.

[0012] The present invention symmetrically divides the driving curve into two sections and executes the skeleton bending command respectively, which can be closer to the bending process of the leaf spring from both ends to the middle, and is conducive to obtaining an accurate leaf spring dynamic model.

[0013] Furthermore, in S05, the transmission shaft angle is the angle between the nth universal joint master and driven fork shafts from front to back: In S06, the equivalent angle is determined according to the following method: Whether it meets the design requirements:

[0014] In the formula, when the active fork of the first universal joint is located in the plane where the axes of the shafts are located, in the remaining universal joints, if the active fork plane coincides with this plane, it is positive, and if it is perpendicular to this plane, it is negative. In the empty or fully loaded state, If it is greater than 3°, the layout of the transmission shaft is unreasonable. Adjust the height of the support angle plate and the angle between the transmission shaft connection surface of the support angle plate and the horizontal plane. , repeat S04, S05 and S06, such as no-load and full-load state, If the angles are no greater than 3°, the drive shaft layout is reasonable.

[0015] Furthermore, it also includes S07, when the layout of the transmission shaft is reasonable, the layout is optimized, and the angle between the connection surface of the transmission shaft of the supporting angle plate and the horizontal plane is further adjusted. , The adjustment range is [ , +β- ], is the angle between the first universal joint master and slave fork shafts when the transmission shaft layout is qualified, Arrange the angle for the rear suspension and adjust it according to the set step length , each adjustment Then repeat S04, S05 and S06 to calculate the corresponding , compared with all calculated , minimum Corresponding It is the angle between the connecting surface of the support angle plate transmission shaft and the horizontal plane in the optimal layout of the transmission shaft.

[0016] The present invention can accurately find the optimal layout of the transmission shaft by setting the adjustment interval and step length of the angle between the support angle plate and the horizontal plane.

[0017] Furthermore, the adjustment step is 0.1°.

[0018] It can be seen from the above technical solutions that the present invention has the following advantages: The present invention provides a light truck transmission shaft layout verification method. By importing a rear suspension three-dimensional model, the verification line is made more accurate. At the same time, by creating a rear leaf spring drive curve, the state of the rear suspension can be quickly adjusted, and the rear axle output point can be synchronously adjusted with the suspension. By utilizing the parameterized follow-up advantage of PROE software, the verification line is immediately obtained without the need for re-drawing, which greatly reduces the workload and improves the verification efficiency. By creating the rear leaf spring drive curve, the position of the rear axle power input point under full load and no-load states can be determined more accurately and quickly. By setting the angle adjustment interval and step length between the support angle plate and the horizontal plane, the optimal layout of the transmission shaft can be accurately found. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solution of the present invention, the accompanying drawings required for use in the description will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0020] Figure 1 This is the transmission principle diagram of the transmission shaft.

[0021] Figure 2 It is a flow chart of a specific implementation mode of the present invention.

[0022] Figure 3 It is a diagram of a leaf spring model in a no-load state in a specific implementation manner of the present invention.

[0023] Figure 4 It is a diagram of a leaf spring model under a full load state in a specific implementation manner of the present invention.

[0024] Figure 5 This is a driving curve sketch in a specific implementation manner of the present invention. DETAILED DESCRIPTION

[0025] In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, the technical scheme of the present invention will be clearly and completely described below in conjunction with the drawings in this specific embodiment. Obviously, the embodiments described below are only part of the embodiments of the present invention, not all of them. Based on the embodiments in this patent, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this patent.

[0026] like Figure 3As shown, this specific embodiment provides a method for checking the layout of a light truck transmission shaft, comprising the following steps: S01: Install the frame and rear suspension models in the 3D interface of PROE software; S02: Obtaining an initial transmission shaft calibration line; S03: Create rear spring driving curve in PROE software and obtain rear spring dynamic model; S04: Input the no-load arc height H1 and full-load arc height H2 of the rear leaf spring, and obtain the transmission shaft calibration line under no-load and full-load conditions through PROE software; S05: Based on the transmission shaft calibration lines obtained under no-load and full-load conditions, measure the transmission shaft angles of the calibration lines in PROE software; S06: Determine the equivalent angle Whether it meets the design requirements.

[0027] This specific implementation method imports the three-dimensional model of the rear suspension, takes advantage of the two-dimensional and three-dimensional linkage of the PROE software, and quickly obtains the drive shaft calibration file of the extended vehicle model by adjusting and installing different frame models and rear suspension models, so that the calibration line is more accurate. At the same time, by creating a rear leaf spring drive curve, the state of the rear suspension can be quickly adjusted, and the rear axle output point can be adjusted synchronously with the suspension. By taking advantage of the parameterized follow-up advantage of the PROE software, the calibration line is immediately obtained without the need for re-drawing, which greatly reduces the workload and improves the calibration efficiency.

[0028] Wherein, the S02 comprises the following steps: S021: In the PROE 2D sketching interface, define the vehicle coordinate system, with the intersection of the front axle center plane, the frame center plane and the frame lower wing plane as the coordinate origin, the rear of the vehicle as the positive direction of the X axis, the Y axis pointing to the left of the driver, and the Z axis pointing upwards; S022: Determine the engine power output center point A, and determine the gearbox power output center point B based on A. In this specific implementation, at the origin of the vehicle coordinate system, take the positioning coordinates (z, a, β) of the engine as the starting point, obtain a straight line with a clockwise angle of β and a length of a with the lower wing surface of the frame, and obtain the engine power output center point A. Take A as the starting point, and draw a straight line with a gearbox installation length b according to the engine positioning angle β. The other end of the straight line is the gearbox power output center point B, that is, the power output starting point of the transmission shaft, wherein z is the distance from the intersection of the engine power output shaft axis and the Z axis to the lower wing surface of the frame, and a is the distance from the engine power output center point to the origin of the vehicle coordinate system. z, a, and b are all obtained by measuring in the three-dimensional model diagram; S023: Determine the rear axle power input point F. In this specific implementation, according to the distance c between the rear axle flange and the upper plane of the rear axle leaf spring seat, a perpendicular midline DE with a length of c is made at the center point D of the rear leaf spring pad. According to the distance d between the center point of the flange and the center line of the rear axle, a perpendicular midline EF with a length of d is made through E. F is the center point of the rear axle flange surface. All of them are parameters of the rear axle itself, which are obtained from the rear axle drawing. S024: Determine the intersection point L of the transmission shaft. In this specific implementation, the initial angle of the support angle plate and the engine positioning angle β are set to be the same. The axis of the transmission shaft support mounting hole on the support angle plate is used as the reference line GH. The length from the middle support of the transmission shaft to the spline connection plate is e. GH is offset backward by e to obtain JK. A straight line with an angle β to the horizontal is drawn through B and intersects with the straight line GH. The intersection point is L. S025: Connect BL and LF to obtain the initial transmission shaft calibration line.

[0029] When the cross-sectional dimensions of the transmission shaft are determined, the longer the length, the smaller the critical speed. Therefore, the length of the transmission shaft should not be too long. When it exceeds a certain length, it can be considered to break the transmission shaft into two or three sections, and add a supporting angle plate on the intermediate transmission shaft. The initial length of the intermediate transmission shaft is selected within the allowable length range. In S02, it also includes connecting BF, measuring the length of BF, calculating the allowable length of the transmission shaft, and comparing the length of BF with the allowable length to determine the number of sections of the transmission shaft. If the length of BF is greater than the allowable length, the transmission shaft is divided into at least two sections (intermediate transmission shaft and main transmission shaft); the calculation formula for the allowable length of the transmission shaft is:

[0030] in, : Allowable length of transmission shaft D: Drive shaft outer diameter d: Inner diameter of transmission shaft :Safety factor is 1.5 : Maximum speed of transmission shaft in : Rated engine speed, i: highest speed ratio of the transmission.

[0031] Wherein, the S03 comprises the following steps: S031: Create a component file in PROE software, import the main spring model in IGS format into the feature, and form the rear leaf spring body; S032: On the center plane of the leaf spring, a spline is sketched with the center points of the two ears of the leaf spring and the center point of the upper plane of the leaf spring. In the PROE software, the length of the main spring is set as the circumference of the spline. The height of the spline relative to the line connecting the center points of the two ears of the leaf spring is set according to the arc height of the main spring model to obtain the driving curve; S033: Divide the driving curve obtained in S032 into two segments with the center point of the plane on the leaf spring as the symmetry point; S034: Use the skeleton bending command in PROE to bend the left and right segments of the driving curve, taking the left and right half bending curves as references, and lock the length from the starting point of the skeleton line to the selected reference to obtain the dynamic model of the leaf spring.

[0032] This specific implementation method can be closer to the bending process of the leaf spring from both ends to the middle by symmetrically dividing the driving curve into two sections and executing the skeleton bending command respectively, which is conducive to obtaining an accurate leaf spring dynamic model.

[0033] In S05, the transmission shaft angle includes the angle of the universal joint at the input end of the transmission shaft , the angle of the middle end universal joint , angle of universal joint at output end of transmission shaft .

[0034] In S06, according to Calculate the equivalent angle of the drive shaft , equivalent angle The calculation formula is:

[0035] In the formula, when the active fork of the first universal joint is located in the plane where the axes of the shafts are located, in the remaining universal joints, if the active fork plane coincides with this plane, it is positive, and if it is perpendicular to this plane, it is negative. In the empty or fully loaded state, If it is greater than 3°, the drive shaft layout is unreasonable and needs to be adjusted. For example, If the angles are no greater than 3°, the drive shaft layout is reasonable.

[0036] In order to find the optimal transmission layout, this specific implementation further includes S07, when the transmission shaft layout is reasonable, optimizing its layout, and continuing to adjust the angle between the transmission shaft connection surface of the supporting angle plate and the horizontal plane. , The adjustment range is [ , +β- ], is the angle between the first universal joint master and slave fork shafts when the transmission shaft layout is qualified, Arrange the angle for the rear suspension and adjust it according to the set step length In this specific implementation, the adjustment step is 0.1°, and each adjustment Then repeat S04, S05 and S06 to calculate the corresponding , compared with all calculated , minimum Corresponding It is the angle between the connecting surface of the support angle plate transmission shaft and the horizontal plane in the optimal layout of the transmission shaft.

[0037] like Figure 1 As Figure 5 As shown, the transmission shaft layout verification of the chassis of a light truck with a wheelbase of 4200 is taken as an example. In the PROE assembly module, the frame, the intermediate support of the transmission shaft and the rear suspension assembly are installed, and the rear leaf spring drive curve is created; the verification line is drawn in the sketch view of the center plane of the frame in the left view of the frame. At the origin of the vehicle coordinate system, according to the positioning coordinates (15, 640, 3°) of the engine, a straight line with a distance of 15 upwards and a clockwise angle of 3° with the lower wing surface of the frame and a length of 640 is obtained to obtain the center point A of the engine power output. Taking this as the starting point, draw a straight line with a gearbox installation length of 1035 and an angle of 3° with the horizontal plane. The other end of the straight line is the gearbox power output center point B, which is also the power output starting point of the transmission shaft; in the sketch interface, according to the distance of 115 between the rear axle flange and the upper plane of the rear axle leaf spring seat, make a median perpendicular line DE with a length of 115 at the center point of the rear leaf spring pad, and according to the distance of 350 between the center point of the flange flange and the center line of the rear axle, make a median perpendicular line EF with a length of d through E, and F is the center point of the rear axle flange surface. Among them, B and F are two hard points of the transmission shaft in the power system. Connect BF to get a length of 2166; according to the calculated allowable length of LC=1.8m, the transmission shaft is arranged in two sections.

[0038] Arrange the transmission shaft support angle plate according to the position of the crossbeam. The initial value is 0, so the initial angle of the assembly surface of the support angle plate and the transmission shaft is the same as the engine positioning angle, which is 3°; the axis of the support angle plate and the transmission shaft support mounting hole is made into a reference line GH, the length from the middle support angle plate of the transmission shaft to the spline connection plate is 103.5, and GH is offset backward by 103.5 to obtain JK; the initial angle of the middle transmission shaft =0°, so the initial calibration line BL of the intermediate transmission shaft is made through B, and the angle between it and the horizontal plane is 3°, intersecting with JK at L, and connecting LF to obtain the initial calibration line of the main transmission shaft; input the arc height of the rear leaf spring at no-load and full-load of 15 and 60, and the PROE software automatically generates the corresponding suspension bending state, and the rear axle output axis moves accordingly. According to the above steps, the transmission shaft calibration line under no-load and full-load conditions is obtained. According to the obtained transmission shaft calibration line under no-load and full-load conditions, the various angles of the calibration line transmission shaft are measured in the PROE software to determine the equivalent angle Whether it meets the design requirements, if not, adjust the initial angle of the intermediate transmission shaft That is to achieve the height and Adjust while keeping Meet the design requirements and optimize them.

[0039] According to this specific implementation, the parameters of the optimal layout of the transmission shaft are obtained, as shown in the following table:

[0040] Compared with the prior art, PROE 3D modeling software is known for its parameterization, making design modifications more convenient and efficient. In the transmission shaft arrangement verification, this specific implementation method simplifies the complex and repetitive transmission shaft arrangement verification into a universal template, and makes the engine positioning, gearbox length, and rear suspension three-dimensional model into an adjustable follow-up form. By adjusting the engine positioning parameters, gearbox length parameters, and the height parameters of the leaf spring drive curve, the power output points of the transmission shaft in the no-load and full-load states of various selections and arrangements can be quickly obtained. After replacing the rear axle and the engine, it is only necessary to adjust the parameters of each point to quickly obtain the transmission shaft verification line, and the optimal transmission shaft arrangement parameters can be obtained by the parameter optimization method proposed in the present invention. Moreover, the template format supports the change of the frame wheelbase, which is more convenient for the expansion verification of different wheelbases. Compared with the prior art, the verification line obtained is faster and more accurate; the optimal parameters are output through calculation and logical judgment, which also makes the transmission shaft layout more reasonable.

[0041] From the above specific implementations, it can be seen that the present invention has the following beneficial effects: 1. By importing the 3D model of the rear suspension, the calibration line is made more accurate. At the same time, by creating the rear leaf spring drive curve, the state of the rear suspension can be quickly adjusted. The rear axle output point can be adjusted synchronously with the suspension. By taking advantage of the parameterized follow-up of the PROE software, the calibration line can be obtained immediately without the need for re-drawing, which greatly reduces the workload and improves the calibration efficiency. 2. By creating a rear leaf spring drive curve, the rear axle power input point position under full and no-load conditions can be determined more accurately and quickly; 3. By setting the adjustment range and step length of the angle between the support angle plate and the horizontal plane, the optimal layout of the transmission shaft can be accurately found.

[0042] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for checking the layout of a light truck transmission shaft, characterized in that: The following steps are involved: S01: Install the frame and rear suspension models in the 3D interface of PROE software; S02: Obtaining an initial transmission shaft calibration line; S03: Create rear spring driving curve in PROE software and obtain rear spring dynamic model; S04: Input the no-load arc height H1 and full-load arc height H2 of the rear leaf spring, and obtain the transmission shaft calibration line under no-load and full-load conditions through PROE software; S05: Based on the obtained transmission shaft calibration lines under no-load and full-load conditions, measure the angles of the transmission shaft on the calibration lines in PROE software; S06: Determine the equivalent angle Whether it meets the design requirements.

2. The light truck transmission shaft layout verification method according to claim 1, characterized in that: The S02 comprises the following steps: S021: In the PROE 2D sketching interface, define the vehicle coordinate system, with the intersection of the front axle center plane, the frame center plane and the frame lower wing plane as the coordinate origin, the rear of the vehicle as the positive direction of the X axis, the Y axis pointing to the left of the driver, and the Z axis pointing upwards; S022: determining the engine power output center point A, and determining the transmission power output center point B based on A; S023: Determine the rear axle power input point F; S024: Determine the transmission shaft intersection point L; S025: Connect BL and LF to obtain the initial transmission shaft calibration line.

3. The light truck transmission shaft layout verification method according to claim 2, characterized in that: In S02, it also includes connecting BF, measuring the length of BF, calculating the allowable length of the transmission shaft, and comparing the length of BF with the allowable length to determine the number of sections of the transmission shaft. If the length of BF is greater than the allowable length, the transmission shaft is divided into at least two sections, and a supporting angle plate is added to the middle transmission shaft.

4. The light truck transmission shaft layout verification method according to claim 3, characterized in that: In S024, the initial angle of the support angle plate and the engine positioning angle β are set to be the same, and the axis of the drive shaft support mounting hole on the support angle plate is used as the reference line GH. The length from the middle support of the drive shaft to the spline connection plate is e. GH is offset backward by e to obtain JK. A straight line is made through B with an angle β to the horizontal and intersects with the straight line GH. The intersection point is L.

5. The light truck transmission shaft layout verification method according to claim 4, characterized in that: The S03 comprises the following steps: S031: Create a component file in PROE software, import the main spring model in IGS format into the feature, and form the rear leaf spring body; S032: On the center plane of the leaf spring, a spline is sketched with the center points of the two ears of the leaf spring and the center point of the upper plane of the leaf spring. In the PROE software, the length of the main spring is set as the circumference of the spline. The height of the spline relative to the line connecting the center points of the two ears of the leaf spring is set according to the arc height of the main spring model to obtain the driving curve; S033: Divide the driving curve obtained in S032 into two segments with the center point of the plane on the leaf spring as the symmetry point; S034: Use the skeleton bending command in PROE to bend the left and right segments of the driving curve, taking the left and right half bending curves as references, and lock the length from the starting point of the skeleton line to the selected reference to obtain the dynamic model of the leaf spring.

6. The light truck transmission shaft layout verification method according to claim 5, characterized in that: In S05, the transmission shaft angle is the angle between the nth universal joint master and driven fork shafts from front to back. In S06, the equivalent angle is determined according to the following method: Whether it meets the design requirements: In the formula, when the active fork of the first universal joint is located in the plane where the axes of the shafts are located, in the remaining universal joints, if the active fork plane coincides with this plane, it is positive, and if it is perpendicular to this plane, it is negative. In the empty or fully loaded state, If it is greater than 3°, the layout of the transmission shaft is unreasonable. Adjust the height of the support angle plate and the angle between the transmission shaft connection surface of the support angle plate and the horizontal plane. , repeat S04, S05 and S06, such as no-load and full-load state, If the angles are no greater than 3°, the drive shaft layout is reasonable.

7. The light truck transmission shaft layout verification method according to claim 6, characterized in that: It also includes S07. When the layout of the transmission shaft is reasonable, its layout is optimized, and the angle between the connection surface of the transmission shaft of the supporting angle plate and the horizontal plane is further adjusted. , The adjustment range is [ , +β- ], is the angle between the first universal joint master and slave fork shafts when the transmission shaft layout is qualified, Arrange the angle for the rear suspension and adjust it according to the set step length , each adjustment Then repeat S04, S05 and S06 to calculate the corresponding , compared with all calculated , minimum Corresponding It is the angle between the connecting surface of the support angle plate transmission shaft and the horizontal plane in the optimal layout of the transmission shaft.

8. The light truck transmission shaft layout verification method according to claim 7, characterized in that: The adjustment step is 0.1°.

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