Transmission shaft assembly, transmission shaft control method, equipment and vehicle

Abstract

The invention provides a transmission shaft assembly, a transmission shaft control method, equipment and a vehicle, and belongs to the technical field of vehicle transmission shafts, the transmission shaft assembly comprises a driving shaft and a driven shaft which are arranged in a hinged mode, the driving shaft or the driven shaft is sleeved with an elastic sleeve, the elastic sleeve is arranged close to the hinged point of the driving shaft and the driven shaft, and the transmission shaft assembly further comprises an adjusting support; the adjusting support comprises a connecting end and a power output end, the connecting end is used for being fixedly connected with a frame, the power output end is fixedly connected with the elastic sleeve, and the adjusting support is used for driving the elastic sleeve to move relative to the frame in the height direction. According to the transmission shaft assembly, the adjusting support is used for driving the elastic sleeve to displace, so that the inclination angle of the driving shaft and the driven shaft which are connected in a hinged mode is adjusted, transmission shaft system radial vibration caused by rear axle jumping is effectively reduced, the torsional vibration deviation problem of the transmission shaft is solved, and the stability and reliability of a transmission system are improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle drive shafts, and in particular to a drive shaft assembly, a drive shaft control method, equipment and a vehicle. Background Art

[0002] The drive shaft assembly of a car is responsible for transmitting torque from the transmission to the rear axle. For vehicles with a larger wheelbase, the drive shaft of the car is generally a two-section design, that is, a support is provided between the two sections of the drive shaft, and the support is fixed to the car frame.

[0003] However, at present, the vehicle body posture is different in different loading scenarios such as empty, half-loaded and fully loaded, and the up and down floating of the frame is quite different, which causes the position of the middle support to change, and the angle of the segmented drive shaft also changes accordingly. In particular, when the angle of the segmented drive shaft exceeds a certain range, the transmission system will vibrate and make abnormal noises, resulting in poor transmission performance of the transmission system. Summary of the invention

[0004] In view of this, the purpose of the present application is to propose a drive shaft assembly, a drive shaft control method, a device and a vehicle to solve the problem that the segmented drive shaft angle proposed in the background technology is too large and easily causes vehicle shaking and abnormal noise.

[0005] Based on the above purpose, the present application provides a transmission shaft assembly, including:

[0006] A driving shaft and a driven shaft are hingedly arranged, wherein an elastic sleeve is sleeved on the driving shaft or the driven shaft, and the elastic sleeve is arranged close to the hinge point of the driving shaft and the driven shaft;

[0007] The adjusting bracket comprises a connecting end and a power output end, wherein the connecting end is fixedly connected to the frame, the power output end is fixedly connected to the elastic sleeve, and the adjusting bracket is used to drive the elastic sleeve to move relative to the frame along the height direction.

[0008] Furthermore, the driving shaft includes a main shaft section and a spline shaft section, the spline shaft section is arranged close to the hinge point, the spline shaft section can be displaced relative to the main shaft section along its axial direction, the outer diameter of the spline shaft section is smaller than the outer diameter of the main shaft section, and the elastic sleeve is sleeved onto the spline shaft section.

[0009] Furthermore, the elastic sleeve is provided with a bearing boss extending in a horizontal direction, and the power output end of the adjusting bracket is fixedly connected to the bearing boss.

[0010] Furthermore, the elastic sleeve is provided with at least two bearing bosses arranged at intervals, and the adjustment bracket includes at least two power output ends, and the power output ends are evenly distributed on each of the bearing bosses.

[0011] Based on the same inventive concept, the present application also provides a transmission shaft control method, which is applicable to the transmission shaft assembly as described in any one of the above items, and the method includes:

[0012] Acquiring vehicle information, wherein the vehicle information includes engine information and transmission gear information;

[0013] In response to determining that the vehicle information meets a preset condition, obtaining the inclination angle values ​​of the driving shaft and the driven shaft, wherein the preset condition is: the engine is in a starting state, and the transmission gear is in a non-driving gear state;

[0014] Whether to adjust the height of the driving shaft or the driven shaft is determined according to the inclination values ​​of the driving shaft and the driven shaft, and when the inclination values ​​of the driving shaft and the driven shaft exceed a preset threshold, an adjustment instruction is sent to the adjustment bracket to adjust the driving shaft or the driven shaft through the adjustment bracket.

[0015] Further, judging whether to adjust the height of the driving shaft or the driven shaft according to the inclination values ​​of the driving shaft and the driven shaft, and sending an adjustment instruction to the adjustment bracket when the inclination values ​​of the driving shaft and the driven shaft exceed a preset threshold value, so as to adjust the driving shaft or the driven shaft through the adjustment bracket, includes:

[0016] Calculating the inclination angle of the driving shaft relative to the driven shaft according to the inclination angle values ​​of the driving shaft and the driven shaft;

[0017] In response to determining that the inclination angle exceeds a preset threshold, an adjustment instruction is issued to the adjustment bracket, so as to adjust the inclination angle of the driving shaft relative to the driven shaft to a theoretical inclination angle through the adjustment bracket.

[0018] Furthermore, the adjusting bracket is used to adjust the inclination angle of the driving shaft relative to the driven shaft to a theoretical inclination angle, and then comprises:

[0019] Acquiring vehicle condition information, wherein the vehicle condition information includes noise, vibration and harshness information of the vehicle;

[0020] In response to determining that the vehicle condition information exceeds a preset interval, an adjustment instruction is issued to the adjustment bracket, and changes in the vehicle condition information during the adjustment process are monitored, so that the inclination angle of the driving shaft relative to the driven shaft is adjusted to a target inclination angle through the adjustment bracket, wherein the target inclination angle is the inclination angle of the driving shaft relative to the driven shaft when the vehicle condition information is within the preset interval.

[0021] Furthermore, the adjusting the inclination angle of the driving shaft relative to the driven shaft to a theoretical inclination angle by the adjusting bracket comprises:

[0022] Obtaining the initial height and current height of the power output end of the adjustment bracket;

[0023] The displacement direction of the power output end is determined according to the initial height and current height of the power output end, and the power output end of the adjustment bracket is controlled to move along the displacement direction until the inclination angle of the driving shaft relative to the driven shaft is adjusted to a theoretical inclination angle.

[0024] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0025] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the transmission shaft assembly as described in any one of the above items, and also comprising the electronic device as described above.

[0026] From the above, it can be seen that the drive shaft assembly provided by the present application is fixedly connected with the elastic sleeve through the power output end of the adjusting bracket. When the adjusting bracket drives the elastic sleeve to displace, the hinge point area of ​​the driving shaft and the driven shaft will be displaced synchronously with the elastic sleeve, thereby realizing the adjustment of the inclination angle of the driving shaft and the driven shaft, and keeping the inclination angle of the driving shaft and the driven shaft within a suitable area range, avoiding the problem of vehicle body shaking and abnormal noise caused by excessive angle of the drive shaft, improving the vibration and noise of the rear axle drive, and compensating for the installation error of the drive shaft; in addition, setting the elastic sleeve close to the hinge point of the driving shaft and the driven shaft can more accurately adjust the hinge point height of the drive shaft than setting it in other areas, thereby optimizing the driving force transmission path of the adjusting bracket and reducing the invalid output of the adjusting bracket. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 This is a schematic structural diagram of a transmission shaft assembly according to an embodiment of the present application;

[0029] Figure 2 This is an enlarged view of a portion of the structure of the elastic sleeve in the embodiment of the present application;

[0030] Figure 3 A schematic diagram of the steps of the transmission shaft control method according to an embodiment of the present application;

[0031] Figure 4 A schematic diagram of the inclination angle of the driving shaft relative to the driven shaft in an embodiment of the present application;

[0032] Figure 5 A schematic flow chart of a transmission shaft control method according to an embodiment of the present application;

[0033] Figure 6 This is a schematic diagram of the hardware structure of the electronic device in the embodiment of the present application.

[0034] Description of Reference Numerals

[0035] 1. Driving shaft; 2. Driven shaft; 3. Elastic sleeve; 4. Adjustment bracket; 5. Universal joint;

[0036] 11. Main shaft section; 12. Spline shaft section; 31. Load-bearing boss; 41. Power output end; 42. Connection end. DETAILED DESCRIPTION

[0037] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0038] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0039] At present, vehicles with front-engine rear-wheel drive transmission systems generally need to use multi-section drive shafts to realize the transmission of engine torque to the rear axle. The layout is: the engine and gearbox are in the front, and the input shaft, one or more intermediate drive shafts, the main drive shaft, the output shaft and the rear axle are in sequence in the rear. The shafts are connected by a cross-axis universal joint, and a certain limited angle deviation is allowed between the shafts; each intermediate drive shaft is connected to the frame through an intermediate support to ensure smooth power transmission, prevent the drive shaft from swinging, increase the drive shaft stiffness and avoid resonance.

[0040] However, due to the angular deviation of the drive shafts at both ends of each cross-axis universal coupling, especially the inevitable angular deviation between the main drive shaft and the output shaft due to the change in vehicle load, when the angular deviation is too large, it will cause unequal speeds of the two shafts, and then self-excited to produce torque fluctuations. At the same time, the torque fluctuations transmitted from the engine gearbox and the vibrations caused by the imbalance of the drive shaft itself will be transmitted to the frame through the intermediate support, thereby causing vibration of the entire vehicle and affecting the comfort of the vehicle.

[0041] Based on the above related technical description, the present application provides a drive shaft assembly, a drive shaft control method, a device and a vehicle to improve the above-mentioned problem of excessive angle deviation leading to increased vehicle vibration and noise.

[0042] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0043] like Figure 1 As shown, the present application provides a transmission shaft assembly, including a driving shaft 1 and a driven shaft 2 which are hingedly arranged, wherein an elastic sleeve 3 is sleeved on the driving shaft 1 or the driven shaft 2, wherein the elastic sleeve 3 is arranged near the hinge point of the driving shaft 1 and the driven shaft 2, and further includes an adjusting bracket 4, wherein the adjusting bracket 4 includes a connecting end 42 and a power output end 41, wherein the connecting end 42 is fixedly connected to a vehicle frame, wherein the power output end 41 is fixedly connected to the elastic sleeve 3, and wherein the adjusting bracket 4 is used to drive the elastic sleeve 3 to move relative to the vehicle frame in a height direction.

[0044] It can be seen from the above description that the transmission shaft assembly provided in the present embodiment is fixedly connected to the elastic sleeve 3 through the power output end 41 of the adjusting bracket 4. When the adjusting bracket 4 drives the elastic sleeve 3 to displace, the hinge point area of ​​the driving shaft 1 and the driven shaft 2 will be synchronously displaced with the elastic sleeve 3, thereby realizing the adjustment of the inclination angle of the driving shaft 1 and the driven shaft 2, and adjusting the inclination angle of the driving shaft 1 and the driven shaft 2 to be within a suitable area range, thereby avoiding the problem of vehicle body shaking and abnormal noise caused by excessive angle of the transmission shaft, improving the vibration and noise of the rear axle drive, and compensating for the installation error of the transmission shaft; in addition, the elastic sleeve 3 is set close to the hinge point of the driving shaft 1 and the driven shaft 2, compared with setting it in other areas, the hinge point height of the transmission shaft can be adjusted more accurately, the driving force transmission path of the adjusting bracket 4 is optimized, and the invalid output of the adjusting bracket 4 is reduced.

[0045] It should be noted here that, in the present application, the driving shaft 1 and the driven shaft 2 are hinged to each other for illustration, and the driving shaft 1 is a transmission shaft that receives the engine power output end 41, and the driven shaft 2 is a transmission shaft that receives the torque output of the driving shaft 1; when the wheelbase of the vehicle is large, it can be hingedly connected by more than two transmission shafts, and any two adjacent transmission shafts can adopt the above structure, and the driving shaft 1 and the driven shaft 2 are hingedly connected by a universal joint 5.

[0046] In some embodiments, the driving shaft 1 includes a main shaft section 11 and a spline shaft section 12, and the spline shaft section 12 is arranged near the hinge point; the spline shaft section 12 can be displaced relative to the main shaft section 11 along its axial direction, and the outer diameter of the spline shaft section 12 is smaller than the outer diameter of the main shaft section 11, and the elastic sleeve 3 is sleeved on the spline shaft section 12.

[0047] Here, exemplarily, the sleeve of the spline shaft is welded to the sleeve of the main shaft, the spline shaft and the flange fork are formed as one piece, the spline shaft segment 12 can slide and displace relative to the main shaft segment 11 along its axial direction, thereby compensating for the relative position change error between the vehicle engine transmission and the rear axle, and the sliding part of the spline shaft segment 12 relative to the main shaft segment 11 is also lubricated with grease, and sealed with an oil seal to achieve the effect of leak-proof, waterproof and dust-proof.

[0048] In the above embodiment, since the outer diameter of the spline shaft segment 12 is smaller than the outer diameter of the main shaft segment 11, when the elastic sleeve 3 is sleeved on the spline shaft segment 12, compared with sleeved on the main shaft segment 11, a smaller-sized elastic sleeve 3 can be used to achieve the effect of intermediate support, thereby further reducing the space occupied by the elastic sleeve 3 and reducing the material use cost; in addition, when the adjustment bracket 4 drives the elastic sleeve 3 to move in the height direction, the small-sized elastic sleeve 3 can also reduce the interference with other surrounding installation components during the displacement process, which is conducive to the adjustment bracket 4 to smoothly adjust the inclination angle of the driving shaft 1 and the driven shaft 2.

[0049] like Figure 2 As shown, in some embodiments, the elastic sleeve 3 is provided with a bearing boss 31 extending in the horizontal direction, and the power output end 41 of the adjustment bracket 4 is fixedly connected to the bearing boss 31. In this exemplary embodiment, the elastic sleeve 3 can be made of rubber material, and the bearing boss 31 can be made of high-strength metal material. The elastic sleeve 3 and a part of the bearing boss 31 are fastened and connected by a vulcanization bonding process, thereby, the elastic sleeve 3 and the bearing boss 31 form an integral mounting part. During the assembly process, only the elastic sleeve 3 needs to be installed to perform the subsequent installation steps of the adjustment bracket 4, which is conducive to improving the assembly efficiency.

[0050] Furthermore, if Figure 1 and Figure 2As shown, the elastic sleeve 3 is provided with at least two spaced bearing bosses 31, and the adjusting bracket 4 includes at least two power output ends 41, which are evenly distributed on each of the bearing bosses 31. Exemplarily, a bearing boss 31 is provided on each side of the elastic sleeve 3, and the adjusting bracket 4 has two power output ends 41 corresponding to the bearing bosses 31, respectively, and the driving displacement action of the elastic sleeve 3 by the adjusting bracket 4 is realized by the fastening connection between the two power output ends 41 and the bearing bosses 31.

[0051] Here, the power output end 41 of the adjusting bracket 4 can be a related linear drive mode such as a hydraulic drive or an electric drive mode. The power output end 41 of the adjusting bracket 4 and the supporting boss 31 are fixedly connected by fasteners passing through the two, or fixedly connected by welding, as long as the fixing effect of the adjusting bracket 4 and the supporting boss 31 is guaranteed.

[0052] In some embodiments, the adjusting bracket 4 can be provided with more than two power output terminals 41, and the bearing boss 31 on the elastic sleeve 3 can also be provided with multiple power output terminals 41. The multiple power output terminals 41 of the adjusting bracket 4 are evenly distributed on each bearing boss 31 to enhance the connection strength between the adjusting bracket 4 and the elastic sleeve 3, and enhance the force stability of the elastic sleeve 3.

[0053] In some embodiments, the driving shaft 1 and the driven shaft 2 are also respectively provided with angle measurement sensors for detecting their respective inclination values. The angle measurement sensors are respectively connected to the electronic control unit (ECU) of the vehicle. The ECU receives the inclination values ​​of the driving shaft 1 and the driven shaft 2, and calculates and determines the inclination angle of the driving shaft 1 relative to the driven shaft 2 based on the inclination angle values, and determines whether it is necessary to control the power output end 41 of the adjustment bracket 4 to take action based on the calculated inclination angle.

[0054] like Figure 3 As shown, based on the same inventive concept, the present application also provides a transmission shaft control method, which is applicable to the transmission shaft assembly described in any of the above embodiments, and the method includes:

[0055] Step 100, obtaining vehicle information, wherein the vehicle information includes engine information and transmission gear information.

[0056] Step 200, in response to determining that the vehicle information meets a preset condition, obtaining the inclination angle values ​​of the driving shaft 1 and the driven shaft 2, wherein the preset condition is: the engine is in a starting state, and the transmission gear is in a non-driving gear state;

[0057] Step 300, judging whether to adjust the height of the driving shaft 1 or the driven shaft 2 according to the inclination values ​​of the driving shaft 1 and the driven shaft 2, and when the inclination values ​​of the driving shaft 1 and the driven shaft 2 exceed a preset threshold, issuing an adjustment instruction to the adjustment bracket to adjust the driving shaft 1 or the driven shaft 2 through the adjustment bracket.

[0058] In some embodiments, in the above step 200, the preset condition is met, that is, the vehicle is not in a driving state. At this time, the vehicle engine is started and in an idling state, and no torque is applied to the drive shaft; the transmission gear is in a non-driving gear state, including the vehicle's parking gear (P gear) or neutral gear (N gear).

[0059] When the vehicle information does not meet the preset conditions, the action of adjusting the height directly through the inclination value of the driving shaft 1 and the driven shaft 2 will affect the rotation of the transmission shaft, especially when the fully loaded vehicle is in a bumpy road condition during driving, the hinge point of the transmission shaft is prone to large deformation under the dual effects of height change and torque change, resulting in greater vibration and noise or even damage to the transmission shaft. The transmission shaft control method described in the present application first obtains the vehicle information, determines that the vehicle information meets the preset conditions, and then obtains the inclination value of the driving shaft 1 and the driven shaft 2, and determines whether to adjust the height of the driving shaft 1 or the driven shaft 2 according to the inclination value of the driving shaft 1 and the driven shaft 2, so as to adjust the height under the premise that the transmission shaft does not transmit torque, and can safely and securely adjust the transmission shaft, enhancing the robustness of the height adjustment of the transmission shaft.

[0060] In some embodiments, in step 300, judging whether to adjust the height of the driving shaft 1 or the driven shaft 2 according to the inclination values ​​of the driving shaft 1 and the driven shaft 2, and sending an adjustment instruction to the adjustment bracket when the inclination values ​​of the driving shaft 1 and the driven shaft 2 exceed a preset threshold, so as to adjust the driving shaft 1 or the driven shaft 2 through the adjustment bracket, includes:

[0061] Step 301, calculating the inclination angle of the driving shaft 1 relative to the driven shaft 2 according to the inclination angle values ​​of the driving shaft 1 and the driven shaft 2;

[0062] Step 302 , in response to determining that the inclination angle exceeds a preset threshold, an adjustment instruction is issued to the adjustment bracket 4 , so as to adjust the inclination angle of the driving shaft 1 relative to the driven shaft 2 to a theoretical inclination angle through the adjustment bracket 4 .

[0063] like Figure 4As shown, in the above step 301, after receiving the inclination value data of the driving shaft 1 and the driven shaft 2 transmitted by the angle measurement sensor, the vehicle ECU calculates the inclination angle of the driving shaft 1 relative to the driven shaft 2. For example, the inclination value of the driving shaft 1 and the driven shaft 2 refers to the angle between the horizontal line and each shaft body. Figure 4 In the figure, the inclination angle of the driving shaft 1 is α, the inclination angle of the driven shaft 2 is β, and the inclination angle of the driving shaft 1 relative to the driven shaft 2 is γ, where the calculation process of the γ value is:

[0064] γ = β - α;

[0065] In the above description, the larger the γ value is, the greater the degree of deviation of the driving shaft 1 relative to the driven shaft 2 is, the worse the torque transmission effect of the transmission shaft is, and the more likely it is to cause vehicle body vibration and noise problems. In some embodiments, the vehicle ECU can also calculate the equivalent angle between the driving shaft 1 and the driven shaft 2 as a reference data to determine whether adjustment is needed.

[0066] In the above step 302, the preset threshold can be set to 3°, that is, when the inclination angle of the driving shaft 1 relative to the driven shaft 2 is greater than 3°, it proves that the dynamic balance of the drive shaft is poor at this time. The large angle deviation between the driving shaft 1 and the driven shaft 2 causes excessive bending of the drive shaft, increases the wear and noise of the drive shaft, and also generates additional loads on the vehicle's suspension system and wheels, affecting the vehicle's driving stability and safety. Therefore, the vehicle ECU will control the power output end 41 of the adjustment bracket 4 to adjust the height of the hinge point of the driving shaft 1 and the driven shaft 2, and reduce the inclination angle of the driving shaft 1 relative to the driven shaft 2 to ensure the torque transmission effect of the driving shaft 1 to the driven shaft 2.

[0067] It should be noted that the setting of the preset threshold is different for vehicles of different specifications. For example, for large-wheelbase heavy-load vehicles, the setting value of the preset threshold can be increased accordingly. For small and medium-sized wheelbase light-load vehicles, the setting value of the preset threshold is reduced to further improve the driving comfort of the vehicle.

[0068] In addition, in step 302, in theoretical terms, the smaller the inclination angle of the driving shaft 1 relative to the driven shaft 2, the better the torque transmission effect of the drive shaft. However, due to different vehicle specifications and sizes, combined with the influence of factors such as the assembly accuracy error of the newly manufactured frame and the installation position, the theoretical inclination angles of actual vehicles are also different. Therefore, the theoretical inclination angle is a value greater than 0 and less than a preset threshold value, which is the minimum inclination angle value of the vehicle's driving shaft 1 relative to the driven shaft 2.

[0069] Furthermore, in step 302, adjusting the inclination angle of the driving shaft 1 relative to the driven shaft 2 to a theoretical inclination angle by the adjusting bracket 4 includes:

[0070] Obtaining the initial height and current height of the power output end 41 of the adjustment bracket 4;

[0071] The displacement direction of the power output end 41 is determined according to the initial height and current height of the power output end 41, and the power output end 41 of the adjustment bracket 4 is controlled to move along the displacement direction until the inclination angle of the driving shaft 1 relative to the driven shaft 2 is adjusted to a theoretical inclination angle.

[0072] In the above description, a displacement sensor is installed on the power output end 41 of the adjustment bracket 4, and the displacement sensor is connected to the vehicle ECU. The vehicle ECU determines the initial height and current height of the power output end 41 of the adjustment bracket 4 through the transmission data of the displacement sensor. Here, the initial height of the power output end 41 is the height of the power output end 41 at the theoretical tilt angle.

[0073] For example, taking the upward direction of the vehicle body height as the positive direction, when the vehicle is in a fully loaded state, due to the heavy load of the vehicle, the hinge point of the driving shaft 1 and the driven shaft 2 is close to the ground. At this time, the current height of the power output end 41 of the adjustment bracket 4 is less than the initial height, and the power output end 41 should be displaced in the positive direction, that is, upward; when the vehicle is in an unloaded state, due to the lack of load on the vehicle, the hinge point of the driving shaft 1 and the driven shaft 2 is far away from the ground. At this time, the current height of the power output end 41 of the adjustment bracket 4 is greater than the initial height, and the power output end 41 should be displaced in the negative direction, that is, downward.

[0074] It should be noted that, in the embodiment of the present application, when the vehicle ECU controls the displacement of the power output end 41 of the adjustment bracket 4, it will always receive the transmission data of the angle measurement sensors of the driving shaft 1 and the driven shaft 2, and calculate the inclination angle of the driving shaft 1 relative to the driven shaft 2 during the displacement process through the received inclination angle value. As the power output end 41 displaces, the inclination angle of the driving shaft 1 relative to the driven shaft 2 gradually decreases until it reaches the theoretical inclination angle.

[0075] like Figure 5 As shown, in some embodiments, after step 302, that is, the inclination angle of the driving shaft 1 relative to the driven shaft 2 is adjusted to the theoretical inclination angle by the adjusting bracket 4, and then a self-learning verification step is included, which includes:

[0076] Acquiring vehicle condition information, wherein the vehicle condition information includes noise, vibration and harshness information of the vehicle;

[0077] In response to determining that the vehicle condition information exceeds a preset interval, an adjustment instruction is issued to the adjustment bracket 4, and changes in the vehicle condition information during the adjustment process are monitored, so that the inclination angle of the driving shaft 1 relative to the driven shaft 2 is adjusted to a target inclination angle through the adjustment bracket 4, wherein the target inclination angle is the inclination angle of the driving shaft 1 relative to the driven shaft 2 when the vehicle condition information is within the preset interval.

[0078] Due to the long-term driving of the vehicle, the wear of its own parts and the increase of assembly errors will cause the theoretical tilt angle of the vehicle to change. When the vehicle ECU continues to control the adjustment bracket 4 to adjust the height of the active shaft 1 and the driven shaft 2 according to the original theoretical tilt angle, the transmission shaft after adjustment is not in the optimal torque transmission working state. Therefore, self-learning is required to re-determine the target tilt angle of the vehicle. The vehicle condition information is collected through the above steps. When the vehicle condition information exceeds the preset range, it proves that the torque transmission effect of the transmission shaft is not good. The adjustment bracket 4 can continue to be controlled to adjust the tilt angle of the active shaft 1 relative to the driven shaft 2 until the vehicle condition information is in the preset range. The above steps can optimize and improve the driving stability and driving comfort of the vehicle, which is conducive to further improving the passenger experience.

[0079] In the above steps, the vehicle's noise, vibration and harshness information is also known as the vehicle's NVH (Noise, Vibration, Harshness) information. The vehicle ECU collects NVH information through the vehicle's information collection system and compares whether the collected NVH information is within a preset range. The setting range of the preset range can be set with reference to relevant technologies, and the setting of the preset range should be based on satisfying the occupant's driving experience.

[0080] Theoretically, due to factors such as component wear and increased assembly errors, the target tilt angle will be smaller than the theoretical tilt angle. For example, the theoretical tilt angle of a vehicle is 2.3°. After the vehicle ECU controls the adjustment bracket 4 to adjust the tilt angle of the driving shaft 1 relative to the driven shaft 2 to 2.3°, the acquired vehicle NVH information still exceeds the preset range. At this time, the vehicle ECU continues to control the adjustment bracket 4 to reduce the tilt angle of the driving shaft 1 relative to the driven shaft 2. During the adjustment process, the changes in the vehicle NVH information are always detected until the vehicle NVH information is in the preset range. At this time, the tilt angle of the driving shaft 1 relative to the driven shaft 2 is 1.8°.

[0081] It should be noted that the adjustment actions of the vehicle ECU-controlled adjustment bracket 4 are all performed when the vehicle is not moving, that is, the adjustment actions are performed under the premise that the vehicle information meets the preset conditions. After the adjustment bracket 4 adjusts the inclination angle of the driving shaft 1 relative to the driven shaft 2 to the theoretical inclination angle, the vehicle starts to move, and collects vehicle condition information during driving. When the vehicle condition information exceeds the preset range, it is recorded and waits for the vehicle to stop, and the adjustment work is re-performed after the vehicle stops. This self-learning process can be performed multiple times until the NVH information is in the preset range during vehicle driving.

[0082] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0083] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0084] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a transmission shaft control device.

[0085] The transmission shaft control device comprises:

[0086] A vehicle condition acquisition module is configured to acquire vehicle information, wherein the vehicle information includes engine information and transmission gear position information;

[0087] The angle acquisition module acquires the inclination angle values ​​of the driving shaft 1 and the driven shaft 2 in response to determining that the vehicle information meets a preset condition, wherein the preset condition is that the engine is in a starting state and the transmission gear is in a non-driving gear state;

[0088] The judgment module is configured to judge whether to adjust the height of the driving shaft 1 or the driven shaft 2 according to the inclination angle values ​​of the driving shaft 1 and the driven shaft 2.

[0089] In some embodiments, the determination module includes:

[0090] a calculation unit, configured to calculate an inclination angle of the driving shaft 1 relative to the driven shaft 2 according to the inclination angle values ​​of the driving shaft 1 and the driven shaft 2;

[0091] The signal generating unit is configured to send an adjustment instruction to the adjustment bracket 4 in response to determining that the inclination angle exceeds a preset threshold, so as to adjust the inclination angle of the driving shaft 1 relative to the driven shaft 2 to a theoretical inclination angle through the adjustment bracket 4.

[0092] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0093] The device of the above embodiment is used to implement the corresponding transmission shaft control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0094] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the transmission shaft control method described in any of the above embodiments is implemented.

[0095] Figure 6 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0096] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0097] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0098] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0099] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0100] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0101] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0102] The electronic device of the above embodiment is used to implement the corresponding transmission shaft control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0103] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the transmission shaft control method described in any of the above embodiments.

[0104] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0105] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the transmission shaft control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0106] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0107] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0108] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0109] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A transmission shaft assembly, characterized in that: include: A driving shaft and a driven shaft are hingedly arranged, wherein an elastic sleeve is sleeved on the driving shaft or the driven shaft, and the elastic sleeve is arranged close to the hinge point of the driving shaft and the driven shaft; The adjusting bracket comprises a connecting end and a power output end, wherein the connecting end is fixedly connected to the frame, the power output end is fixedly connected to the elastic sleeve, and the adjusting bracket is used to drive the elastic sleeve to move relative to the frame along the height direction.

2. The transmission shaft assembly according to claim 1, characterized in that: The driving shaft includes a main shaft section and a spline shaft section, the spline shaft section is arranged close to the hinge point, the spline shaft section can be displaced relative to the main shaft section along its axial direction, the outer diameter of the spline shaft section is smaller than the outer diameter of the main shaft section, and the elastic sleeve is sleeved on the spline shaft section.

3. The transmission shaft assembly according to claim 1, characterized in that: The elastic sleeve is provided with a bearing boss extending in a horizontal direction, and the power output end of the adjusting bracket is fixedly connected to the bearing boss.

4. The transmission shaft assembly according to claim 3, characterized in that: The elastic sleeve is provided with at least two bearing bosses arranged at intervals, and the adjustment bracket includes at least two power output ends, and the power output ends are evenly distributed on each of the bearing bosses.

5. A transmission shaft control method, characterized in that: Applicable to the transmission shaft assembly according to any one of claims 1 to 4, the method comprising: Acquiring vehicle information, wherein the vehicle information includes engine information and transmission gear information; In response to determining that the vehicle information meets a preset condition, obtaining the inclination angle values ​​of the driving shaft and the driven shaft, wherein the preset condition is: the engine is in a starting state, and the transmission gear is in a non-driving gear state; Whether to adjust the height of the driving shaft or the driven shaft is determined according to the inclination values ​​of the driving shaft and the driven shaft, and when the inclination values ​​of the driving shaft and the driven shaft exceed a preset threshold, an adjustment instruction is sent to the adjustment bracket to adjust the driving shaft or the driven shaft through the adjustment bracket.

6. The transmission shaft control method according to claim 5, characterized in that: The method of judging whether to adjust the height of the driving shaft or the driven shaft according to the inclination values ​​of the driving shaft and the driven shaft, and sending an adjustment instruction to the adjustment bracket when the inclination values ​​of the driving shaft and the driven shaft exceed a preset threshold value, so as to adjust the driving shaft or the driven shaft through the adjustment bracket, comprises: Calculating the inclination angle of the driving shaft relative to the driven shaft according to the inclination angle values ​​of the driving shaft and the driven shaft; In response to determining that the inclination angle exceeds a preset threshold, an adjustment instruction is issued to the adjustment bracket, so as to adjust the inclination angle of the driving shaft relative to the driven shaft to a theoretical inclination angle through the adjustment bracket.

7. The transmission shaft control method according to claim 6, characterized in that: The method further comprises: adjusting the inclination angle of the driving shaft relative to the driven shaft to a theoretical inclination angle by the adjusting bracket, and then: Acquiring vehicle condition information, wherein the vehicle condition information includes noise, vibration and harshness information of the vehicle; In response to determining that the vehicle condition information exceeds a preset interval, an adjustment instruction is issued to the adjustment bracket, and changes in the vehicle condition information during the adjustment process are monitored, so that the inclination angle of the driving shaft relative to the driven shaft is adjusted to a target inclination angle through the adjustment bracket, wherein the target inclination angle is the inclination angle of the driving shaft relative to the driven shaft when the vehicle condition information is within the preset interval.

8. The transmission shaft control method according to claim 6, characterized in that: The step of adjusting the inclination angle of the driving shaft relative to the driven shaft to a theoretical inclination angle by the adjusting bracket includes: Obtaining the initial height and current height of the power output end of the adjustment bracket; The displacement direction of the power output end is determined according to the initial height and current height of the power output end, and the power output end of the adjustment bracket is controlled to move along the displacement direction until the inclination angle of the driving shaft relative to the driven shaft is adjusted to a theoretical inclination angle.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 5 to 8 is implemented.

10. A vehicle, characterized in that: It comprises the transmission shaft assembly as claimed in any one of claims 1 to 4, and also comprises the electronic device as claimed in claim 9.

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