Vehicle transmission shaft arrangement checking method and device and storage medium

Abstract

The invention discloses a checking method and device for arrangement of a transmission shaft of a vehicle and a storage medium. The method comprises the steps that power assembly arrangement information of the vehicle is obtained, and the power assembly arrangement information is used for indicating the deployment position and arrangement information of components related to a power assembly in the vehicle; based on the power assembly arrangement information, the equivalent included angle and the transmission shaft angular velocity of the vehicle are determined, the equivalent included angle is used for representing the angle relation between shafts in a transmission shaft system of the vehicle in different states, and the transmission shaft angular velocity is used for indicating the angular velocity and the time-varying rate of a transmission shaft in the rotating process; the equivalent included angle and the transmission angular speed are checked, a transmission shaft arrangement checking result is obtained, and the checking result at least comprises that the transmission shaft is in a normal arrangement state or an abnormal arrangement state. According to the transmission shaft system, the technical problem that the arrangement accuracy of the transmission shaft system is low is solved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a method, device, and storage medium for checking the layout of a vehicle's drive shaft. Background Art

[0002] Currently, the drive shaft plays a crucial role in the automotive transmission system. Its main functions include: transmitting the power output from the gearbox to the wheels to drive the vehicle; adapting to angle changes, being able to work within a certain angle range, damping, and absorbing shocks to improve driving comfort. In order to ensure the effective power transmission of the drive shaft and minimize the vibration and abnormal noise of the drive shaft system, it is necessary to check the angle, length, and angular acceleration of the drive shaft during the layout of the drive shaft system to ensure that the drive shaft can effectively transmit power and reduce vibration and abnormal noise, thereby improving the power performance, economy, and comfort of the transmission system.

[0003] In the related art, limited by the vehicle chassis space and the structural characteristics and positional relationships of surrounding parts such as the frame, suspension, and rear axle, there is usually a certain angular difference between the input end connected to the gearbox and the output end connected to the rear axle of the drive shaft in the vertical direction. Based on the structure of the rear axle reducer, there is a certain angular difference between the input end connected to the gearbox and the output end connected to the rear axle of the drive shaft in the horizontal direction. Coupled with the uncertainty of the fixed position of the intermediate support on the frame crossbeam, there can be multiple layout schemes for the drive shaft during the initial layout. Therefore, how to effectively arrange the positions of the hangers in the drive shaft system and the lengths and angles of each drive shaft is one of the effective means to solve the current problem. Due to the low layout accuracy of the traditional drive shaft layout, excessive vibration and noise occur in actual use due to the unsatisfactory angle settings, which will affect the comfort of the vehicle and the service life of the transmission system. Therefore, there is a technical problem of relatively low accuracy in the layout of the drive shaft system.

[0004] In view of the relatively low accuracy in the layout of the drive shaft system in the related art, no effective solution has been proposed yet. Summary of the Invention

[0005] The main purpose of the present application is to provide a method, device, and storage medium for checking the layout of a vehicle's drive shaft to solve the technical problem of relatively low accuracy in the layout of the drive shaft system in the related art.

[0006] According to one aspect of an embodiment of the present invention, a method for checking the layout of a vehicle's drive shaft is provided, including: obtaining the layout information of the vehicle's powertrain, where the powertrain layout information is used to indicate the positions and arrangement information of the components related to the powertrain in the vehicle; based on the powertrain layout information, determining the equivalent angle and the drive shaft angular velocity of the vehicle, where the equivalent angle is used to represent the angular relationship between the various shafts in the drive shaft system of the vehicle in different states, and the drive shaft angular velocity is used to indicate the angular velocity of the drive shaft during rotation and the rate of change over time; checking the equivalent angle and the drive angular velocity to obtain the checking result of the drive shaft layout, where the checking result at least includes that the drive shaft layout is in a normal layout state or an abnormal layout state.

[0007] Optionally, based on the powertrain layout information, determining the equivalent angle and the drive shaft angular velocity of the vehicle includes: based on the powertrain layout information, determining the configuration parameters of the vehicle, where the configuration parameters are used to indicate the geometric parameters of the vehicle's transmission system or the drive shaft configuration parameters; based on the configuration parameters, determining the equivalent angle and the drive shaft angular velocity.

[0008] Optionally, checking the equivalent angle and the drive angular velocity to obtain the checking result of the drive shaft layout includes: inputting the equivalent angle into the angle checking model for analysis to obtain the equivalent angle checking result of the vehicle, and inputting the drive shaft angular velocity into the drive shaft angular velocity checking model for analysis to obtain the drive shaft angular velocity checking result of the vehicle, where the equivalent angle checking result at least includes that the equivalent angle is in a normal state or an abnormal state, and the drive shaft angular velocity checking result at least includes that the drive shaft angular velocity is in a normal state or an abnormal state; based on the equivalent angle checking result and the drive shaft angular velocity checking result, determining the checking result of the drive shaft layout.

[0009] Optionally, inputting the equivalent angle into the angle checking model for analysis to obtain the equivalent angle checking result of the vehicle includes: inputting the equivalent angle into the angle checking model for analysis to obtain an equivalent angle evaluation value, where the equivalent angle evaluation value is used to evaluate the state of the equivalent angle; in response to the equivalent angle evaluation value being less than or equal to the equivalent angle evaluation threshold, determining that the equivalent angle checking result is that the equivalent angle is in a normal state; in response to the equivalent angle evaluation value being greater than the equivalent angle evaluation threshold, determining that the equivalent angle checking result is that the equivalent angle is in an abnormal state.

[0010] Optionally, the transmission angular velocity is input into a transmission angular velocity verification model for analysis to obtain a transmission angular velocity verification result of the vehicle, including: inputting the transmission angular velocity into the transmission angular velocity verification model for analysis to obtain a transmission angular velocity evaluation value, where the transmission angular velocity evaluation value is used to evaluate the state of the transmission angular velocity; in response to the transmission angular velocity evaluation value being less than or equal to a transmission angular velocity evaluation threshold, determining that the transmission angular velocity verification result is that the transmission angular velocity is in a normal state; in response to the transmission angular velocity evaluation value being greater than the transmission angular velocity evaluation threshold, determining that the transmission angular velocity verification result is that the transmission angular velocity is in an abnormal state.

[0011] Optionally, based on the equivalent angle verification result and the transmission angular velocity verification result, a verification result of the drive shaft arrangement is determined, including: in response to the equivalent angle verification result being that the equivalent angle is in a normal state and the transmission angular velocity verification result being that the transmission angular velocity is in a normal state, determining that the verification result is that the drive shaft arrangement is in a normal state.

[0012] According to another aspect of the embodiments of the present invention, a verification device for the drive shaft arrangement of a vehicle is further provided. The device may include: an acquisition unit, configured to acquire power assembly arrangement information of the vehicle, where the power assembly arrangement information is used to indicate the positions and arrangement information of components related to the power assembly in the vehicle; a determination unit, configured to determine an equivalent angle and a drive shaft angular velocity of the vehicle based on the power assembly arrangement information, where the equivalent angle is used to represent the angular relationship between each shaft in the drive shaft system of the vehicle in different states, and the drive shaft angular velocity is used to indicate the angular velocity of the drive shaft during rotation, the rate of change over time; a verification unit, configured to verify the equivalent angle and the transmission angular velocity to obtain a verification result of the drive shaft arrangement, where the verification result at least includes that the drive shaft arrangement is in a normal arrangement state or an abnormal arrangement state.

[0013] According to another aspect of the embodiments of the present invention, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored program, where, when the program is run by a processor, it controls the device where the storage medium is located to execute the method for verifying the drive shaft arrangement of the vehicle in the embodiments of the present invention.

[0014] According to another aspect of the embodiments of the present invention, a processor is further provided. The processor is used to run a program, where, when the program is running, it executes the method for verifying the drive shaft arrangement of the vehicle in the embodiments of the present invention.

[0015] According to another aspect of the embodiments of the present invention, a vehicle is further provided. The vehicle is used to execute the method for verifying the drive shaft arrangement of the vehicle in the embodiments of the present invention.

[0016] In an embodiment of the present invention, the layout information of the vehicle's powertrain is obtained, where the powertrain layout information is used to indicate the positions and arrangement information of the components related to the powertrain in the vehicle; based on the powertrain layout information, the equivalent angle and the angular velocity of the drive shaft of the vehicle are determined, where the equivalent angle is used to represent the angular relationship between the various shafts in the drive shaft system of the vehicle in different states, and the angular velocity of the drive shaft is used to indicate the rate of change of the angular velocity of the drive shaft during rotation with respect to time; the equivalent angle and the drive angular velocity are checked to obtain the check result of the drive shaft layout, where the check result at least includes that the drive shaft layout is in a normal layout state or an abnormal layout state. According to the powertrain layout information of the vehicle, the equivalent angle and the angular velocity of the drive shaft of the vehicle are determined, so as to check the equivalent angle and the angular velocity of the drive shaft, ensuring the accuracy of the equivalent angle and the angular velocity of the drive shaft of the vehicle, and further solving the technical problem of the low accuracy of the drive shaft system layout, and achieving the technical effect of improving the accuracy of the drive shaft system layout. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention, form a part of this application, and the illustrative embodiments and descriptions of the present invention are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 is a schematic diagram of a method for checking the layout of the drive shaft of a vehicle according to an embodiment of the present invention;

[0019] Figure 2 is a schematic diagram for determining the position coordinates of each hard point of the intermediate drive shaft according to an embodiment of the present application;

[0020] Figure 3 is a flowchart of a method for checking the layout of the drive shaft of a commercial light vehicle based on CREO according to an embodiment of the present application;

[0021] Figure 4 is a schematic diagram for determining the starting point position coordinates of the hard points of the intermediate drive shaft according to an embodiment of the present application;

[0022] Figure 5 is a schematic diagram for determining the position coordinates of each hard point of the rear axle drive shaft according to an embodiment of the present application;

[0023] Figure 6 is a schematic diagram for determining the end point coordinates of the rear axle drive shaft in different states according to an embodiment of the present application;

[0024] Figure 7 is a schematic diagram of the angle between the shafts in different states according to an embodiment of the present application;

[0025] Figure 8 It is a schematic diagram of a checking device for the drive shaft arrangement of a vehicle according to an embodiment of the present invention. Detailed implementation manners

[0026] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order different from those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0028] According to an embodiment of the present invention, an embodiment of a method for checking the drive shaft arrangement of a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that here.

[0029] Figure 1 It is a schematic diagram of a method for checking the drive shaft arrangement of a vehicle according to an embodiment of the present invention. As Figure 1 shown, the method includes the following steps:

[0030] Step S101, obtain the power-train arrangement information of the vehicle.

[0031] In the technical solution provided in step S101 of the present invention above, the power-train arrangement information is used to indicate the position and arrangement information of the components related to the power train in the vehicle.

[0032] In this embodiment, the powertrain layout information of the vehicle is obtained. For example, according to the detailed information recorded in the vehicle, the powertrain layout information of the vehicle is obtained. This is only an exemplary example and does not limit the specific method for obtaining the powertrain layout information of the vehicle.

[0033] Optionally, the powertrain layout information of the vehicle may at least include, but is not limited to: the center line of the front axle, the inclination angle of the power line, the upper wing surface of the frame, the length of the powertrain, the specification size of the intermediate drive shaft platform, the position of the frame cross beam, the size of the intermediate drive shaft hanger, the suspension movement trajectory, etc.

[0034] Optionally, for the structural characteristics of different vehicle models, obtaining accurate powertrain information helps to customize the drive shaft design to meet the performance and design requirements of specific vehicle models.

[0035] Step S102: Based on the powertrain layout information, determine the equivalent angle and the angular velocity of the drive shaft of the vehicle.

[0036] In the technical solution provided in step S102 of the present invention, the equivalent angle is used to represent the angular relationship between the shafts in the drive shaft system of the vehicle in different states, and the angular velocity of the drive shaft is used to indicate the angular velocity of the drive shaft during the rotation process and the rate of change over time.

[0037] In this embodiment, according to the powertrain layout information of the vehicle obtained in step S101, the equivalent angle and the angular velocity of the drive shaft of the vehicle are determined. For example, according to the powertrain layout information of the vehicle, determine the starting point position coordinates of the hard points of the intermediate drive shaft of the vehicle, the position coordinates of each hard point of the intermediate drive shaft, the coordinates of each hard point of the rear axle drive shaft, etc., to determine the equivalent angle of the vehicle. This is only an exemplary example and does not limit the specific method for determining the equivalent angle of the vehicle.

[0038] For example, according to the center line of the front axle, the inclination angle of the power line, the upper wing surface of the frame, and the length of the powertrain, determine the starting point of the intermediate drive shaft, the center line of the input flange of the intermediate drive shaft, and the coordinates of point A where it intersects with the end face of the input flange of the intermediate drive shaft, that is, the starting point position coordinates of the hard points of the intermediate drive shaft of the vehicle, so as to determine the equivalent angle of the vehicle according to the starting point position coordinates of the hard points of the intermediate drive shaft of the vehicle.

[0039] For another example, the angular velocity of the drive shaft of the vehicle is determined according to the following formula (1):

[0040]

[0041] Where ω represents the angular velocity of the drive shaft, and the unit is rad / s 2 , n max represents the maximum rotational speed of the gearbox, and the unit is r / min, i max represents the highest gear ratio of the transmission system.

[0042] Optionally, the correct angle and angular velocity can ensure that the power loss is minimized during transmission, improve the transmission efficiency, and thereby improve the overall power performance of the vehicle.

[0043] Step S103: Check the equivalent angle and transmission angular velocity to obtain the check result of the propeller shaft arrangement.

[0044] In the technical solution provided in step S103 of the present invention, the check result at least includes that the propeller shaft arrangement is in a normal arrangement state or an abnormal arrangement state.

[0045] In this embodiment, after determining the equivalent angle and the angular velocity of the propeller shaft of the vehicle in step S102, the equivalent angle and the transmission angular velocity are checked to obtain the check result of the propeller shaft arrangement. For example, the equivalent angle and the transmission angular velocity are checked through different check formulas to obtain the check result of the propeller shaft arrangement. This is only an exemplary example here and does not limit the specific method for obtaining the check result of the propeller shaft arrangement.

[0046] For example, the equivalent angle of the vehicle is checked through the propeller shaft equivalent angle formula of the following formula (2):

[0047]

[0048] Among them, "+" and "-" are determined according to the phase of the intermediate propeller shaft and the driving fork of the rear axle propeller shaft. Taking the front driving fork of the intermediate propeller shaft as the reference, it is defined as "+", and if the phase of the subsequent driving fork is the same as the reference driving fork phase, it is positive, and if it is 90° different, it is "-".

[0049] For another example, the transmission angular velocity of the vehicle is checked through the above formula (1), the following formula (3) and the following formula (4):

[0050]

[0051] Among them, ω1 is the angular acceleration of the intermediate propeller shaft, and the unit is rad / s 2 , α1 is the included angle between the intermediate propeller shaft and the center line of the transmission output flange, and the unit is °, ω is the angular velocity of the propeller shaft, and the unit is rad / s 2 ;

[0052]

[0053] Among them, ω2 is the angular acceleration of the rear axle propeller shaft, and the unit is rad / s 2, α1 is the angle between the center line of the intermediate drive shaft and the output flange of the gearbox, with the unit of °, α2 is the angle between the center line of the output flange of the intermediate drive shaft and the center line of the rear axle drive shaft tube, with the unit of °, ω is the angular velocity of the drive shaft, with the unit of rad / s 2 , where the “+” and “-” in the formula are determined according to the phases of the intermediate drive shaft and the driving fork of the rear axle drive shaft. Taking the front driving fork of the intermediate drive shaft as the reference, it is defined as “+”. If the phase of the subsequent driving fork is the same as that of the reference driving fork, it is positive, and if it is 90° different, it is “-”.

[0054] It should be noted that the above embodiments can be executed by a checking device for the drive shaft arrangement of a vehicle.

[0055] In this embodiment, the power-train layout information of the vehicle is obtained, where the power-train layout information is used to indicate the position and arrangement information of the components related to the power train in the vehicle; based on the power-train layout information, the equivalent angle and the angular velocity of the drive shaft of the vehicle are determined, where the equivalent angle is used to represent the angular relationship between the various shafts in the drive shaft system of the vehicle in different states, and the angular velocity of the drive shaft is used to indicate the angular velocity of the drive shaft during rotation, the rate of change over time; the equivalent angle and the drive angular velocity are checked to obtain the checking result of the drive shaft arrangement, where the checking result at least includes that the drive shaft arrangement is in a normal arrangement state or an abnormal arrangement state. According to the power-train layout information of the vehicle, the equivalent angle and the angular velocity of the drive shaft of the vehicle are determined, so as to check the equivalent angle and the angular velocity of the drive shaft, ensure the accuracy of the equivalent angle and the angular velocity of the drive shaft of the vehicle, and further solve the technical problem of the low accuracy of the drive shaft system arrangement, and achieve the technical effect of improving the accuracy of the drive shaft system arrangement.

[0056] The above method of this embodiment will be further introduced below.

[0057] As an optional embodiment, step S102, based on the power-train layout information, determining the equivalent angle and the angular velocity of the drive shaft of the vehicle includes: based on the power-train layout information, determining the configuration parameters of the vehicle, where the configuration parameters are used to indicate the geometric parameters of the drive system of the vehicle or the drive shaft configuration parameters; based on the configuration parameters, determining the equivalent angle and the angular velocity of the drive shaft.

[0058] In this embodiment, according to the powertrain layout information of the vehicle, the configuration parameters of the vehicle are determined. Among them, the configuration parameters may at least include, but are not limited to: the total length of the intermediate drive shaft tube, the included angle of the front cross shaft assembly of the intermediate drive shaft, the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, the included angle of the rear cross shaft assembly of the rear axle drive shaft, the suspension bottoming limit point, the vehicle's no-load state, the vehicle's full-load state, and the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, and the included angle of the rear cross shaft assembly of the rear axle drive shaft in four states including the suspension topping limit point, etc.

[0059] For example, Figure 2 is a schematic diagram for determining the position coordinates of each hard point of the intermediate drive shaft provided by an embodiment of the present application. As Figure 2 shown, according to the specifications of the intermediate drive shaft platform of the vehicle, the center line of the input flange of the starting point of the intermediate drive shaft is determined. The distance from point A, the intersection of the input flange end face of the intermediate drive shaft, to the rotation center of the front cross shaft assembly of the intermediate drive shaft is 62 mm. Then, according to the power line inclination angle of 3°, the coordinates of point B, the rotation center point of the front cross shaft assembly of the intermediate drive shaft, are determined. Moving point A 62 mm obliquely downward to the right along the power line angle of 3° can obtain the coordinates of point B, the rotation center point of the front cross shaft assembly of the intermediate drive shaft.

[0060] For another example, according to the position of the frame cross beam and the size of the intermediate drive shaft hanger, the coordinates of point C, the center point of the intermediate drive shaft hanger, are determined; according to the specifications of the intermediate drive shaft platform, the distance from point C, the center point of the intermediate drive shaft hanger, to the output flange end face of the intermediate drive shaft is 90 mm. Then, according to the power line inclination angle of 3°, the coordinates of point D, the intersection of the output flange center line of the intermediate drive shaft and the output flange end face of the intermediate drive shaft (point D is also the intersection of the input flange center line of the rear axle drive shaft and the input flange end face of the rear axle drive shaft), are determined. Moving point C 62 mm obliquely downward to the right along the power line angle of 3° can obtain the coordinates of point D, the rotation center point of the front cross shaft assembly of the intermediate drive shaft. By sequentially connecting points A, B, C, and D, the total length of the intermediate drive shaft tube and the included angle of the front cross shaft assembly of the intermediate drive shaft can be determined.

[0061] Optionally, after determining the configuration parameters, the equivalent angle and the drive shaft angular velocity are determined according to the configuration parameters. For example, the equivalent angle is determined by the foregoing formula (2), and the drive shaft angular velocity is determined by the foregoing formulas (1), (3), and (4).

[0062] Optionally, with accurate configuration parameters, it is possible to ensure more precise geometric alignment of the drive shaft with other powertrain components. This reduces connection problems or stress concentration caused by angle errors, making the system operate more smoothly.

[0063] As an alternative embodiment, in step S103, the equivalent angle and the transmission angular velocity are checked to obtain the check result of the drive shaft arrangement, including: inputting the equivalent angle into the angle check model for analysis to obtain the equivalent angle check result of the vehicle, and inputting the transmission angular velocity into the transmission angular velocity check model for analysis to obtain the transmission angular velocity check result of the vehicle, where the equivalent angle check result at least includes that the equivalent angle is in a normal state or the equivalent angle is in an abnormal state, and the transmission angular velocity check result at least includes that the transmission angular velocity is in a normal state or the transmission angular velocity is in an abnormal state; based on the equivalent angle check result and the transmission angular velocity check result, the check result of the drive shaft arrangement is determined.

[0064] In this embodiment, the equivalent angle is input into the angle check model for analysis to obtain the equivalent angle check result of the vehicle, and the transmission angular velocity is input into the transmission angular velocity check model for analysis to obtain the transmission angular velocity check result of the vehicle. Among them, the angle check model can also be called the drive shaft equivalent angle formula, which can be the aforementioned formula (1), and the transmission angular velocity check model can be the aforementioned formula (1), formula (3) and formula (4).

[0065] Optionally, through the aforementioned formula (1) drive shaft equivalent angle formula, the equivalent angle of the drive shaft in each state can be calculated, and thus, based on the calculated equivalent angle, the equivalent angle check result can be determined. After determining the equivalent angle check result and the transmission angular velocity check result, the check result is determined according to the equivalent angle check result and the transmission angular velocity check result. The specific determination method will be described later.

[0066] Optionally, by checking the equivalent angle and the transmission angular velocity, abnormal situations (such as abnormal equivalent angle or abnormal transmission angular velocity) can be identified. These abnormal situations may lead to the failure or performance degradation of the drive shaft system. Timely identification and correction of these abnormalities help ensure the stability and reliability of the system.

[0067] As an alternative embodiment, the equivalent angle is input into the angle check model for analysis to obtain the equivalent angle check result of the vehicle, including: inputting the equivalent angle into the angle check model for analysis to obtain the equivalent angle evaluation value, where the equivalent angle evaluation value is used to evaluate the state of the equivalent angle; in response to the equivalent angle evaluation value being less than or equal to the equivalent angle evaluation threshold, determining that the equivalent angle check result is that the equivalent angle is in a normal state; in response to the equivalent angle evaluation value being greater than the equivalent angle evaluation threshold, determining that the equivalent angle check result is that the equivalent angle is in an abnormal state.

[0068] In this embodiment, the equivalent angle is input into the angle check model for analysis to obtain the equivalent angle evaluation value. For example, the equivalent angle evaluation value is determined through the aforementioned formula (2).

[0069] For example, the included angles α1 between the intermediate propeller shaft and the center line of the gearbox, α2 between the intermediate propeller shaft and the rear axle propeller shaft, and α3 between the rear axle propeller shaft and the center line of the rear axle input flange in four states, namely the lower limit point of suspension downward movement, the vehicle in the unloaded state, the vehicle in the fully loaded state, and the upper limit point of suspension upward movement, are input into the aforementioned formula (2) for calculation, and the equivalent included angle evaluation values of the propeller shaft in each state can be obtained. Table 1 is an example table of the equivalent included angle evaluation values of the propeller shaft in each state. As shown in Table 1, the equivalent included angle evaluation values of the vehicle in different states are different.

[0070] Table 1 Example table of equivalent included angle evaluation values of the propeller shaft in each state

[0071] Vehicle status Lower limit point of suspension downward movement Vehicle unloaded Vehicle fully loaded Upper limit point of suspension upward movement <![CDATA[α1(°)]]> 1.5 1.5 1.5 1.5 <![CDATA[α2(°)]]> 2.1 1.5 1.1 1.9 <![CDATA[α3(°)]]> 3.9 3 2.1 3.4 α(°) 2.9 2.1 1 2.4

[0072] Optionally, after determining the equivalent included angle evaluation value, compare the equivalent included angle evaluation value with the equivalent included angle evaluation threshold. When the equivalent included angle evaluation value is less than or equal to the equivalent included angle evaluation threshold, it indicates that the equivalent included angle is within the normal range at this time. Based on this, it can be determined that the equivalent included angle check result is that the equivalent included angle is in the normal state; when the equivalent included angle evaluation value is greater than the equivalent included angle evaluation threshold, it indicates that the equivalent included angle is not within the normal range at this time. Based on this, it can be determined that the equivalent included angle check result is that the equivalent included angle is in the abnormal state.

[0073] For example, assume that the equivalent included angle evaluation threshold is 3°. When the equivalent included angle evaluation values in each state are all ≤ 3°, it is considered that the design is reasonable, and it can be determined that the equivalent included angle check result is that the equivalent included angle is in the normal state; when the equivalent included angle evaluation value at any place is > 3°, it is considered that the design is unreasonable, and it can be determined that the equivalent included angle check result is that the equivalent included angle is in the abnormal state.

[0074] Optionally, by promptly discovering and correcting the abnormal problem of the equivalent included angle, the wear and failure risks of the propeller shaft system can be reduced, thereby improving the overall reliability of the system.

[0075] As an optional embodiment, the transmission angular velocity is input into the transmission angular velocity check model for analysis to obtain the transmission angular velocity check result of the vehicle, including: inputting the transmission angular velocity into the transmission angular velocity check model for analysis to obtain the transmission angular velocity evaluation value, and the transmission angular velocity evaluation value is used to evaluate the state of the transmission angular velocity; in response to the transmission angular velocity evaluation value being less than or equal to the transmission angular velocity evaluation threshold, determining that the transmission angular velocity check result is that the transmission angular velocity is in the normal state; in response to the transmission angular velocity evaluation value being greater than the transmission angular velocity evaluation threshold, determining that the transmission angular velocity check result is that the transmission angular velocity is in the abnormal state.

[0076] In this embodiment, the transmission angular velocity is input into the transmission angular velocity verification model for analysis to obtain the evaluation value of the transmission angular velocity. Among them, the transmission angular velocity verification model may include the formula for the angular velocity of the transmission shaft, the formula for the angular acceleration of the intermediate transmission shaft, and the formula for the angular acceleration of the rear axle transmission shaft.

[0077] For example, through the aforementioned formulas (1), (3), and (4), the angular acceleration ω1 of the intermediate transmission shaft and the angular acceleration ω2 of the rear axle transmission shaft can be calculated, that is, the evaluation value of the transmission angular velocity.

[0078] Optionally, after determining the evaluation value of the transmission angular velocity, compare the evaluation value of the transmission angular velocity with the evaluation threshold of the transmission angular velocity. When the evaluation value of the transmission angular velocity is less than or equal to the evaluation threshold of the transmission angular velocity, it indicates that the transmission angular velocity is within the normal range at this time. Based on this, it can be determined that the verification result of the transmission angular velocity is that the transmission angular velocity is in a normal state; when the evaluation value of the transmission angular velocity is greater than the evaluation threshold of the transmission angular velocity, it indicates that the transmission angular velocity is not within the normal range at this time. Based on this, it can be determined that the verification result of the transmission angular velocity is that the transmission angular velocity is in an abnormal state.

[0079] For example, assume that the evaluation threshold of the transmission angular velocity is 600 rad / s 2 , when both the angular acceleration ω1 of the intermediate transmission shaft and the angular acceleration ω2 of the rear axle transmission shaft are ≤ 600 rad / s 2 , it is considered that the design is qualified, and it can be determined that the verification result of the transmission angular velocity is that the transmission angular velocity is in a normal state; if one of them > 600 rad / s 2 , it is considered that the design is qualified, and the angles at various positions of the intermediate transmission shaft and the rear axle transmission shaft need to be adjusted until the requirements are met. That is, it can be determined that the verification result of the transmission angular velocity is that the transmission angular velocity is in an abnormal state.

[0080] Optionally, precise transmission shaft arrangement can reduce vibration and noise and improve the overall performance of the vehicle or machinery. The verification of the evaluation value of the transmission angular velocity helps to identify and correct performance deviations.

[0081] As an optional embodiment, based on the verification result of the equivalent angle and the verification result of the transmission angular velocity, determine the verification result of the transmission shaft arrangement, including: in response to the verification result of the equivalent angle being that the equivalent angle is in a normal state and the verification result of the transmission angular velocity being that the transmission angular velocity is in a normal state, determine that the verification result is that the transmission shaft arrangement is in a normal state.

[0082] In this embodiment, the verification result of the transmission shaft arrangement is determined according to the equivalent angle verification result and the transmission angular velocity verification result. When the equivalent angle verification result is that the equivalent angle is in a normal state, and the transmission angular velocity verification result is that the transmission angular velocity is in a normal state, it means that the design is reasonable at this time. Based on this, it can be determined that the verification result is that the transmission shaft arrangement is in a normal state.

[0083] Optionally, the normality of the equivalent angle and the transmission angular velocity indicates that the transmission shaft will not experience abnormal vibration or stress concentration during design and operation, which helps to improve the stability and reliability of the system.

[0084] It should be noted that the above embodiment can be implemented by a verification device for the arrangement of the transmission shaft of the vehicle.

[0085] The verification method of the transmission shaft arrangement of the vehicle provided in the embodiment of the present application obtains the powertrain arrangement information of the vehicle, wherein the powertrain arrangement information is used to indicate the position and arrangement information of the components related to the powertrain in the vehicle; based on the powertrain arrangement information, the equivalent angle and the transmission shaft angular velocity of the vehicle are determined, wherein the equivalent angle is used to indicate the angular relationship between the various axes in the transmission shaft system of the vehicle in different states, and the transmission shaft angular velocity is used to indicate the angular velocity of the transmission shaft during the rotation process, and the rate of change over time; the equivalent angle and the transmission angular velocity are verified to obtain the verification result of the transmission shaft arrangement, wherein the verification result at least includes whether the transmission shaft arrangement is in a normal arrangement state or an abnormal arrangement state. The present application determines the equivalent angle and the transmission shaft angular velocity of the vehicle according to the powertrain arrangement information of the vehicle, thereby verifying the equivalent angle and the transmission shaft angular velocity, ensuring the accuracy of the equivalent angle and the transmission shaft angular velocity of the vehicle, thereby solving the technical problem of low accuracy of the transmission shaft system arrangement, and achieving the technical effect of improving the accuracy of the transmission shaft system arrangement.

[0086] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0087] At present, the drive shaft plays a vital role in the automobile transmission system. Its main functions include: transmitting the power output from the gearbox to the wheels to drive the car; adapting to angle changes, being able to work within a certain angle range, damping and absorbing impacts, and improving driving comfort. In order to ensure the effective power transmission of the drive shaft and reduce the vibration and noise of the drive shaft system as much as possible, it is necessary to check the drive shaft angle, length and angular acceleration when arranging the drive shaft system to ensure that the drive shaft can effectively transmit power and reduce vibration and noise, thereby improving the power, economy and comfort of the transmission system.

[0088] In the related art, limited by the space of the vehicle chassis and the structural characteristics and positional relationships of peripheral parts such as the frame, suspension, and rear axle, there is usually a certain angular difference between the input end of the drive shaft connected to the transmission and the output end connected to the rear axle in the vertical direction. Based on the structure of the rear axle reducer, there is also a certain angular difference between the input end of the drive shaft connected to the transmission and the output end connected to the rear axle in the horizontal direction. Coupled with the uncertainty of the position of the intermediate support fixed on the frame crossbeam, there can be multiple solutions for the initial layout of the drive shaft. Therefore, how to effectively arrange the position of the hanger in the drive shaft system and the lengths and angles of each drive shaft is one of the effective means to solve the current problem. Due to the low layout accuracy of the traditional drive shaft layout, excessive vibration and noise occur in actual use due to the unsatisfactory angle setting, which will affect the comfort of the vehicle and the service life of the transmission system. Therefore, there is a technical problem of low accuracy in the layout of the drive shaft system. For the technical problem of low accuracy in the layout of the drive shaft system in the related art, no effective solution has been proposed yet.

[0089] However, the embodiment of the present invention proposes a method for checking the layout of the drive shaft of a commercial light vehicle based on CREO. By determining the position coordinates of each hard point of the intermediate drive shaft, the total length of the intermediate drive shaft tube and the included angle of each cross shaft assembly are determined; by determining the position coordinates of each hard point of the rear axle drive shaft, the total length of the rear axle drive shaft tube and the included angle of each cross shaft assembly are determined; by determining the up and down jump dimensions of the suspension leaf spring, different coordinate points of the G point in different states (down jump limit point, no-load state, full-load state, and up jump limit point) are determined, and the lengths and angles of the drive shaft in different states are obtained by connecting each point; it is checked whether the equivalent included angle of the drive shaft system meets the requirements; it is checked whether the angular acceleration of the drive shaft system meets the requirements, thus solving the technical problem of low accuracy in the layout of the drive shaft system.

[0090] The following further introduces the embodiment of the present invention.

[0091] Figure 3 It is a flowchart of a method for checking the layout of the drive shaft of a commercial light vehicle based on CREO provided by an embodiment of the present application. The method for checking the layout of the drive shaft includes the following steps:

[0092] Step S301, determine the position coordinates of the starting point of the hard point of the intermediate drive shaft.

[0093] In this embodiment, according to the center line of the front axle, the inclination angle of the power line, the upper wing surface of the frame, and the total length of the power assembly, the coordinates of point A, the starting point of the intermediate drive shaft, the center line of the input flange of the intermediate drive shaft, and the intersection point of the end face of the input flange of the intermediate drive shaft are determined.

[0094] Optionally, Figure 4 It is a schematic diagram for determining the position coordinates of the starting point of the hard point of the intermediate drive shaft provided by an embodiment of the present application, as Figure 4As shown, in the CREO sketch module, determine the starting point of the intermediate drive shaft, the center line of the input flange of the intermediate drive shaft, and the coordinates of point A, the intersection point of the intermediate drive shaft input flange end face, based on the center line of the front axle, the inclination angle of the power line, the upper wing surface of the frame, and the total length of the power assembly.

[0095] Optionally, locate point P1 at the intersection of the center line of the front axle and the upper wing surface of the frame. Move point P1 down 153 mm and forward 79 mm to obtain the starting point P2 of the power line. Move 644 mm obliquely downward to the right along the power line angle of 3° to obtain the starting point of the intermediate drive shaft and the coordinates of point A, the intersection point of the center line of the input flange of the intermediate drive shaft and the end face of the input flange of the intermediate drive shaft.

[0096] Optionally, the center line of the front axle is the central axis of the vehicle's front axle and is usually used as a reference line for positioning other components.

[0097] Optionally, the inclination angle of the power line is the inclination angle of the power assembly relative to the horizontal plane. This angle is used to determine the installation angles of the transmission system and other components.

[0098] Optionally, the upper wing surface of the frame is the upper surface of the vehicle frame and serves as a reference plane in the design and layout. It can affect the position and angle of the drive shaft.

[0099] Optionally, the total length of the power assembly is the overall length of the power assembly, from the front end of the engine to the rear end of the transmission. This dimension is very important for determining the positioning of the intermediate drive shaft.

[0100] Step S302, determine the total length of the intermediate drive shaft tube and the included angle of the front cross shaft assembly of the intermediate drive shaft.

[0101] In this embodiment, by determining the position coordinates of each hard point of the intermediate drive shaft, the total length of the intermediate drive shaft tube and the included angle of the front cross shaft assembly of the intermediate drive shaft are determined.

[0102] Optionally, as Figure 2 shown, according to the specification dimensions of the intermediate drive shaft platform, determine that the distance from point A, the intersection point of the center line of the starting point of the intermediate drive shaft and the center line of the input flange of the intermediate drive shaft, to the rotation center of the front cross shaft assembly of the intermediate drive shaft is 62 mm. Then, according to the power line inclination angle of 3°, determine the coordinates of point B, the rotation center point of the front cross shaft assembly of the intermediate drive shaft. Move point A 62 mm obliquely downward to the right along the power line angle of 3° to obtain the coordinates of point B, the rotation center point of the front cross shaft assembly of the intermediate drive shaft.

[0103] Optionally, determine the coordinates of the center point C of the intermediate drive shaft hanger according to the position of the frame cross member and the size of the intermediate drive shaft hanger; according to the specification size of the intermediate drive shaft platform, determine the distance of 90 mm from the center point C of the intermediate drive shaft hanger to the end face of the output flange of the intermediate drive shaft, and then determine the coordinates of point D on the end face of the center line of the output flange of the intermediate drive shaft and the center line of the output flange of the intermediate drive shaft according to the inclination angle of 3° of the power line (point D is also the intersection point of the center line of the input flange of the rear axle drive shaft and the end face of the input flange of the rear axle drive shaft).

[0104] Optionally, move point C 62 mm obliquely downward to the right along the 3° angle of the power line to obtain the coordinates of point D, the rotation center point of the front cross shaft assembly of the intermediate drive shaft. By connecting points A, B, C, and D in sequence, the total length of the intermediate drive shaft tube and the included angle of the front cross shaft assembly of the intermediate drive shaft can be determined.

[0105] Optionally, a hard point refers to a position where the drive shaft is fixed or constrained in the vehicle structure.

[0106] Step S303, determine the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, and the included angle of the rear cross shaft assembly of the rear axle drive shaft.

[0107] In this embodiment, by determining the coordinates of each hard point of the rear axle drive shaft, the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, and the included angle of the rear cross shaft assembly of the rear axle drive shaft are determined.

[0108] Optionally, Figure 5 is a schematic diagram for determining the position coordinates of each hard point of the rear axle drive shaft provided by an embodiment of the present application. As Figure 5 shown, according to the center line of the input flange of the rear axle drive shaft, the coordinates of point D, the intersection point of the center line of the input flange of the rear axle drive shaft and the end face of the input flange of the rear axle drive shaft, and the specification size of the rear axle drive shaft platform, determine the distance of 62 mm from the starting point of the rear axle drive shaft, the intersection point D of the center line of the input flange of the rear axle drive shaft and the end face of the input flange of the rear axle drive shaft, to the rotation center of the front cross shaft assembly of the rear axle drive shaft. Then, according to the power line angle of 3°, determine the coordinates of point E, the rotation center of the front cross shaft assembly of the rear axle drive shaft. Move point D 62 mm obliquely downward to the right along the 3° angle of the power line to obtain the coordinates of point E, the rotation center point of the front cross shaft assembly of the rear axle drive shaft.

[0109] Optionally, determine the coordinates of point G, which is the intersection of the center line of the rear axle drive shaft output flange and the end face of the rear axle drive shaft flange, based on the intersection of the center line of the rear axle input flange and the end face of the rear axle input flange; determine that the distance from the intersection of the center line of the rear axle drive shaft output flange and the end face of the rear axle drive shaft output flange to the rotation center of the rear cross shaft assembly of the rear axle drive shaft is 62 mm according to the specifications of the rear axle platform size, and then determine the coordinates of point F, which is the rotation center point of the rear cross shaft assembly of the rear axle drive shaft, according to the rear axle elevation angle of 3°. Move point F 62 mm obliquely upward to the left along the rear axle elevation angle of 3° to obtain the coordinates of point F, which is the rotation center point of the rear cross shaft assembly of the rear axle drive shaft.

[0110] Optionally, the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, and the included angle of the rear cross shaft assembly of the rear axle drive shaft can be determined by sequentially connecting points D, E, F, and G.

[0111] Step S304, determine the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, and the included angle of the rear cross shaft assembly of the rear axle drive shaft under different states.

[0112] In this embodiment, determine the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, and the included angle of the rear cross shaft assembly of the rear axle drive shaft under four states: the extreme lower jump point of the suspension, the vehicle in the no-load state, the vehicle in the full-load state, and the extreme upper jump point of the suspension.

[0113] Optionally, Figure 6 is a schematic diagram for determining the coordinates of the termination point of the rear axle drive shaft under different states according to an embodiment of the present application. As Figure 6 shown, in the CREO assembly module, according to the suspension movement trajectory, determine the coordinates of points G1, G2, G3, and G4, which are the intersections of the center line of the rear axle drive shaft output flange and the end face of the rear axle drive shaft output flange at the termination point of the rear axle drive shaft under four states: the extreme lower jump point of the suspension, the vehicle in the no-load state, the vehicle in the full-load state, and the extreme upper jump point of the suspension.

[0114] Optionally, determine that the distance from the intersection of the center line of the rear axle drive shaft output flange and the end face of the rear axle drive shaft output flange to the rotation center of the rear cross shaft assembly of the rear axle drive shaft is 62 mm according to the specifications of the rear axle platform size, and then obtain the coordinates of points F1, F2, F3, and F4, which are the rotation center points of the rear cross shaft assembly of the rear axle drive shaft, according to the rear axle elevation angle of 3°. Connect points D, E, F, and G respectively to determine the total length of the rear axle drive shaft tube, the included angle of the front cross shaft assembly of the rear axle drive shaft, and the included angle of the rear cross shaft assembly of the rear axle drive shaft under four states: the extreme lower jump point of the suspension, the vehicle in the no-load state, the vehicle in the full-load state, and the extreme upper jump point of the suspension.

[0115] Optionally, the G point usually refers to a reference point of the drive shaft or the suspension system. According to the load state of the vehicle (such as unloaded, fully loaded) and the jounce limit of the suspension, the coordinates of the G point in different states can be determined. Connecting these coordinates can obtain the length and angle changes of the drive shaft in different states.

[0116] Optionally, in vehicle engineering, the suspension system is a very important component, and its main function is to support the vehicle body and absorb road shocks. The performance of the suspension system has a great impact on the comfort, handling and safety of the vehicle. When analyzing the suspension system, the following four states are usually considered: the jounce limit point of the suspension, the unloaded state of the whole vehicle, the fully loaded state of the whole vehicle, and the rebound limit point of the suspension.

[0117] Optionally, the jounce limit point of the suspension: This is the maximum downward displacement of the suspension system. When the vehicle passes through a large pothole or when the suspension is fully extended under certain circumstances, the jounce limit will be reached. At this point, the springs and dampers of the suspension have been fully extended. Its main function is to provide additional support and cushioning when the suspension is compressed to the limit to prevent direct contact between suspension components, thereby protecting the suspension system and the vehicle body structure. This also helps to improve the driving comfort and handling of the vehicle.

[0118] Optionally, the unloaded state of the whole vehicle: This refers to the suspension state of the vehicle without any load (passengers or goods). In this state, the load on the suspension only comes from the weight of the vehicle itself. This state helps engineers understand the performance of the suspension under the minimum load.

[0119] Optionally, the fully loaded state of the whole vehicle: This refers to the suspension state of the vehicle when carrying its maximum design load. In this state, the suspension system needs to support the weight of the vehicle plus passengers and goods. Engineers evaluate the performance of the suspension under the maximum load through this state, such as its compression degree and comfort.

[0120] Optionally, the rebound limit point of the suspension: This is the maximum compression displacement of the suspension system. When the vehicle passes through a large bump or when the suspension is fully compressed under certain circumstances, the rebound limit will be reached. At this point, the springs and dampers of the suspension have been fully compressed. The rebound limit point of the suspension usually refers to the position where the suspension system reaches its mechanical limit during movement. This situation may occur when the vehicle quickly passes through bumps or performs violent maneuvers. When the suspension reaches the rebound limit point, the springs or shock absorbers of the suspension may be fully compressed or stretched, resulting in the suspension losing the ability to further absorb vibrations. This will affect the stability and comfort of the vehicle.

[0121] Optionally, by analyzing these four states, the suspension design can be optimized to ensure that the vehicle can provide a smooth and safe driving experience under various loads and road conditions.

[0122] Step S305, check the equivalent angle of the drive shaft system.

[0123] In this embodiment, after determining the angles α1 between the intermediate drive shaft and the transmission center line, α2 between the intermediate drive shaft and the rear axle drive shaft, and α3 between the rear axle drive shaft and the center line of the rear axle input flange at the four states of the suspension lower jump limit point, the vehicle unloaded state, the vehicle fully loaded state, and the suspension upper jump limit point in step S304, the equivalent angle of the drive shaft system is checked according to the foregoing formula (2).

[0124] Optionally, Figure 7 is a schematic diagram of the angles between shafts in different states provided by an embodiment of the present application. As Figure 7 shown, the angle between the intermediate drive shaft and the transmission center line is α1, the angle between the intermediate drive shaft and the rear axle drive shaft is α2, and the angle between the rear axle drive shaft and the center line of the rear axle input flange is α3. If the equivalent angle α in each state is ≤ 3°, it is considered that the design is reasonable. If the equivalent angle α at any place > 3°, the size of the intermediate drive shaft hanger needs to be adjusted to change the coordinate value of the center point C of the hanger and the length of the intermediate drive shaft to change the size of the equivalent angle until the required position is satisfied.

[0125] Step S306, check the angular acceleration of the drive shaft system.

[0126] In this embodiment, the angular acceleration ω1 of the intermediate drive shaft and the angular acceleration ω1 of the rear axle drive shaft are calculated according to the foregoing formulas (1), (3), and (4). If both are ≤ 600 rad / s 2 , it is considered that the design is qualified. If one of them > 600 rad / s 2 , the angles at various places of the intermediate drive shaft and the rear axle drive shaft need to be adjusted until the requirements are met.

[0127] In this embodiment, the total length of the intermediate drive shaft tube and the angles of each cross shaft assembly are determined by determining the coordinate positions of each hard point of the intermediate drive shaft; the total length of the rear axle drive shaft tube and the angles of each cross shaft assembly are determined by determining the coordinate positions of each hard point of the rear axle drive shaft; the different coordinate points of point G in different states (lower jump limit point, unloaded state, fully loaded state, and upper jump limit point) are determined by the up and down jump dimensions of the suspension leaf spring, and the lengths and angles of the drive shafts in different states are obtained by connecting these points; it is checked whether the equivalent angle of the drive shaft system meets the requirements; it is checked whether the angular acceleration of the drive shaft system meets the requirements, thus solving the technical problem of low accuracy in the layout of the drive shaft system.

[0128] The embodiment of the present application also provides a checking device for the drive shaft arrangement of a vehicle. It should be noted that the checking device for the drive shaft arrangement of the vehicle in the embodiment of the present application can be used to execute the checking method for the drive shaft arrangement of the vehicle provided by the embodiment of the present application. The following introduces the checking device for the drive shaft arrangement of the vehicle provided by the embodiment of the present application.

[0129] According to the embodiment of the present application, there is also provided a device for implementing the above-mentioned checking device for the drive shaft arrangement of a vehicle. Figure 8 It is a schematic diagram of a checking device for the drive shaft arrangement of a vehicle according to an embodiment of the present invention, as Figure 8 shown. The device includes: an acquisition unit 801, a determination unit 802, and a checking unit 803.

[0130] The acquisition unit 801 is configured to acquire the power-train arrangement information of the vehicle, where the power-train arrangement information is used to indicate the positions and arrangement information of the components related to the power train in the vehicle.

[0131] The determination unit 802 is configured to determine the equivalent angle and the drive shaft angular velocity of the vehicle based on the power-train arrangement information, where the equivalent angle is used to represent the angular relationship between the shafts in the drive shaft system of the vehicle in different states, and the drive shaft angular velocity is used to indicate the angular velocity of the drive shaft during rotation, the rate of change over time.

[0132] The checking unit 803 is configured to check the equivalent angle and the drive angular velocity to obtain the checking result of the drive shaft arrangement, where the checking result at least includes that the drive shaft arrangement is in a normal arrangement state or an abnormal arrangement state.

[0133] Optionally, the determination unit 802 may include: a first determination module configured to determine the configuration parameters of the vehicle based on the power-train arrangement information, where the configuration parameters are used to indicate the geometric parameters of the vehicle's drive system or the drive shaft configuration parameters; a second determination module configured to determine the equivalent angle and the drive shaft angular velocity based on the configuration parameters.

[0134] Optionally, the checking unit 803 may include: an analysis module configured to input the equivalent angle into the angle checking model for analysis to obtain the equivalent angle checking result of the vehicle, and input the drive angular velocity into the drive angular velocity checking model for analysis to obtain the drive angular velocity checking result of the vehicle, where the equivalent angle checking result at least includes that the equivalent angle is in a normal state or an abnormal state, and the drive angular velocity checking result at least includes that the drive angular velocity is in a normal state or an abnormal state; a third determination module configured to determine the checking result of the drive shaft arrangement based on the equivalent angle checking result and the drive angular velocity checking result.

[0135] Optionally, the analysis module may include: a first analysis sub-module for inputting the equivalent angle into the angle check model for analysis to obtain an equivalent angle evaluation value, where the equivalent angle evaluation value is used to evaluate the state of the equivalent angle; a first determination sub-module for determining that the equivalent angle check result is that the equivalent angle is in a normal state in response to the equivalent angle evaluation value being less than or equal to the equivalent angle evaluation threshold; and a second determination sub-module for determining that the equivalent angle check result is that the equivalent angle is in an abnormal state in response to the equivalent angle evaluation value being greater than the equivalent angle evaluation threshold.

[0136] Optionally, the analysis module may further include: a second analysis sub-module for inputting the transmission angular velocity into the transmission angular velocity check model for analysis to obtain a transmission angular velocity evaluation value, where the transmission angular velocity evaluation value is used to evaluate the state of the transmission angular velocity; a third determination sub-module for determining that the transmission angular velocity check result is that the transmission angular velocity is in a normal state in response to the transmission angular velocity evaluation value being less than or equal to the transmission angular velocity evaluation threshold; and a fourth determination sub-module for determining that the transmission angular velocity check result is that the transmission angular velocity is in an abnormal state in response to the transmission angular velocity evaluation value being greater than the transmission angular velocity evaluation threshold.

[0137] Optionally, the third determination module may include: a fifth determination sub-module for determining that the check result is that the drive shaft arrangement is in a normal state in response to the equivalent angle check result being that the equivalent angle is in a normal state and the transmission angular velocity check result being that the transmission angular velocity is in a normal state.

[0138] In this embodiment, the power train layout information of the vehicle is obtained, where the power train layout information is used to indicate the position and arrangement information of the components related to the power train in the vehicle; based on the power train layout information, the equivalent angle and the drive shaft angular velocity of the vehicle are determined, where the equivalent angle is used to represent the angular relationship between the shafts in the drive shaft system of the vehicle in different states, and the drive shaft angular velocity is used to indicate the angular velocity of the drive shaft during rotation, the rate of change over time; the equivalent angle and the transmission angular velocity are checked to obtain the check result of the drive shaft arrangement, where the check result at least includes that the drive shaft arrangement is in a normal arrangement state or an abnormal arrangement state. According to the power train layout information of the vehicle, the equivalent angle and the drive shaft angular velocity of the vehicle are determined, so as to check the equivalent angle and the drive shaft angular velocity, ensuring the accuracy of the equivalent angle and the drive shaft angular velocity of the vehicle, and further solving the technical problem of the low accuracy of the drive shaft system layout, and achieving the technical effect of improving the accuracy of the drive shaft system layout.

[0139] An embodiment of the present application further provides a computer-readable storage medium. The computer-readable storage medium includes a stored executable program. When the executable program runs, it controls the device where the computer-readable storage medium is located to execute the method for checking the layout of the vehicle drive shaft in each embodiment of the present invention.

[0140] An embodiment of the present application further provides a processor. The processor is used to run a program. When the program runs, it executes the method for checking the layout of the vehicle drive shaft in the embodiment of the present invention.

[0141] An embodiment of the present application further provides a vehicle. The vehicle is used to execute the method for checking the layout of the vehicle drive shaft in the embodiment of the present invention.

[0142] In the above embodiments of the present invention, the descriptions of the respective embodiments have their own focuses. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0143] In the several embodiments provided by the present application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only illustrative. For example, the division of units can be a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of units or modules can be in an electrical or other form.

[0144] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place or distributed to multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0145] In addition, the functional units in each embodiment of the present invention can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated units can be implemented in the form of hardware or in the form of software functional units.

[0146] When the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes: various media such as USB flash drives, read-only memories (ROMs), random access memories (RAMs), mobile hard disks, magnetic disks, or optical discs that can store program codes.

[0147] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A method for checking the drive shaft arrangement of a vehicle, characterized in that Including: Obtain the powertrain layout information of the vehicle, where the powertrain layout information is used to indicate the position and arrangement information of components related to the powertrain in the vehicle; Based on the powertrain layout information, determine the equivalent angle and the drive shaft angular velocity of the vehicle, where the equivalent angle is used to represent the angular relationship between the shafts in the drive shaft system of the vehicle in different states, and the drive shaft angular velocity is used to indicate the rate of change of the angular velocity of the drive shaft during rotation with respect to time; Check the equivalent angle and the drive angular velocity to obtain the check result of the drive shaft layout, where the check result at least includes that the drive shaft layout is in a normal layout state or an abnormal layout state.

2. The method according to claim 1, characterized in that, Based on the powertrain layout information, determining the equivalent angle and the drive shaft angular velocity of the vehicle includes: Based on the powertrain layout information, determine the configuration parameters of the vehicle, where the configuration parameters are used to indicate the geometric parameters of the vehicle's transmission system or the drive shaft configuration parameters; Based on the configuration parameters, determine the equivalent angle and the drive shaft angular velocity.

3. The method according to claim 1, characterized in that, Checking the equivalent angle and the drive angular velocity to obtain the check result of the drive shaft layout includes: Input the equivalent angle into the angle check model for analysis to obtain the equivalent angle check result of the vehicle, and input the drive shaft angular velocity into the drive shaft angular velocity check model for analysis to obtain the drive shaft angular velocity check result of the vehicle, where the equivalent angle check result at least includes that the equivalent angle is in a normal state or the equivalent angle is in an abnormal state, and the drive shaft angular velocity check result at least includes that the drive shaft angular velocity is in a normal state or the drive shaft angular velocity is in an abnormal state; Based on the equivalent angle check result and the drive shaft angular velocity check result, determine the check result of the drive shaft layout.

4. The method according to claim 3, wherein Inputting the equivalent angle into the angle check model for analysis to obtain the equivalent angle check result of the vehicle includes: Input the equivalent angle into the angle check model for analysis to obtain an equivalent angle evaluation value, where the equivalent angle evaluation value is used to evaluate the state of the equivalent angle; In response to the equivalent angle evaluation value being less than or equal to the equivalent angle evaluation threshold, determine that the equivalent angle check result is that the equivalent angle is in the normal state; In response to the equivalent angle evaluation value being greater than the equivalent angle evaluation threshold, determine that the equivalent angle check result is that the equivalent angle is in the abnormal state.

5. The method according to claim 3, wherein Inputting the drive shaft angular velocity into the drive shaft angular velocity check model for analysis to obtain the drive shaft angular velocity check result of the vehicle includes: Input the drive shaft angular velocity into the drive shaft angular velocity check model for analysis to obtain a drive shaft angular velocity evaluation value, and the drive shaft angular velocity evaluation value is used to evaluate the state of the drive shaft angular velocity; In response to the drive shaft angular velocity evaluation value being less than or equal to the drive shaft angular velocity evaluation threshold, determine that the drive shaft angular velocity check result is that the drive shaft angular velocity is in the normal state; In response to the transmission angular velocity evaluation value being greater than the transmission angular velocity evaluation threshold, it is determined that the transmission angular velocity verification result is that the transmission angular velocity is in the abnormal state.

6. The method according to claim 3, characterized in that, Determining the verification result of the transmission shaft arrangement based on the verification result of the equivalent angle and the verification result of the transmission angular velocity includes: In response to the equivalent angle verification result being that the equivalent angle is in the normal state, and the transmission angular velocity verification result being that the transmission angular velocity is in the normal state, it is determined that the verification result is that the transmission shaft arrangement is in a normal state.

7. A checking device for the drive shaft arrangement of a vehicle, characterized in that, include: An acquisition unit, configured to acquire powertrain layout information of a vehicle, wherein the powertrain layout information is used to indicate positions and arrangement information of powertrain-related components in the vehicle deployed in the vehicle; a determination unit, configured to determine an equivalent angle and a transmission shaft angular velocity of the vehicle based on the powertrain arrangement information, wherein the equivalent angle is used to represent the angular relationship between the various shafts in the transmission shaft system of the vehicle in different states, and the transmission shaft angular velocity is used to indicate the rate at which the angular velocity of the transmission shaft changes over time during rotation; A verification unit is used to verify the equivalent angle and the transmission angular velocity to obtain a verification result of the transmission shaft arrangement, wherein the verification result at least includes whether the transmission shaft arrangement is in a normal arrangement state or an abnormal arrangement state.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein when the program is executed by a processor, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 6.

9. A processor, characterized in that, The processor is used to run a program, wherein the program executes the method according to any one of claims 1 to 6 when running.

10. A vehicle, characterized in that, The vehicle is used to perform the method according to any one of claims 1 to 6.

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