Intermediate support structure and method for controlling the same, vehicle

Abstract

The application provides an intermediate support structure and a control method thereof and a vehicle, and relates to the technical field of vehicle chassis. The intermediate support structure is used in a transmission shaft assembly, and the transmission shaft assembly comprises a transmission shaft. The intermediate support structure comprises a support frame, which is rotatably sleeved on the outside of the transmission shaft; a mounting plate, which is used for fixed connection with a vehicle frame; an air bag and at least one elastic element, which are connected between the support frame and the mounting plate, and are configured to adjust the support height of the support frame. The combination of the air bag and the elastic element can actively adjust the height of the support frame, and can realize follow-up adjustment of the height of the transmission shaft according to the height change of the vehicle suspension, thereby reducing the torsional vibration of the transmission system and the vibration transmission effect from the root, so as to reduce the vibration and noise in the vehicle and improve the riding comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to an intermediate support structure and its control method, and a vehicle. Background Technology

[0002] To improve driving comfort, more and more vehicles are equipped with active suspension systems on their chassis. Active suspension systems can adjust the vehicle height according to road conditions and driving needs.

[0003] The driveshaft is a crucial component in an automotive transmission system, connecting the gearbox and drive axle. It is typically mounted to the vehicle frame via an intermediate support. During the design phase, to ensure proper torsional vibration control of the transmission system, the equivalent angle of the driveshaft and the speed difference between the input and output shafts need to be checked to ensure the driveshaft meets design requirements under different vehicle postures.

[0004] However, due to the advent of active suspension systems, the range of vehicle height adjustment has been further increased, resulting in the equivalent angle of the drive shaft changing far beyond the calibration range of traditional designs, making the torsional vibration of the transmission system more difficult to control.

[0005] Specifically, when the active suspension system adjusts the vehicle height, the chassis rises and falls accordingly, causing a change in the installation angle of the driveshaft. This leads to the equivalent angle of the driveshaft deviating from the optimal design value, exacerbating torsional vibrations in the transmission system. These vibrations are transmitted to the vehicle body through the driveshaft and intermediate support, resulting in increased vibration and noise in the passenger compartment and affecting ride comfort. Summary of the Invention

[0006] This application provides an intermediate support structure and its control method, as well as a vehicle, aiming to solve the problems in related technologies, such as the transmission shaft equivalent angle deviating from the optimal value and the transmission system tortuous vibration being aggravated due to the inability to adapt to the active suspension system.

[0007] The specific technical solution is as follows: In a first aspect, embodiments of this application propose an intermediate support structure for a driveshaft assembly, the driveshaft assembly including a driveshaft, the intermediate support structure including: a bracket rotatably sleeved on the outside of the driveshaft; a mounting plate for fixed connection with a vehicle frame; an airbag and at least one elastic element, the airbag and the elastic element being connected between the bracket and the mounting plate, the airbag and the elastic element being configured together to adjust the support height of the bracket.

[0008] The intermediate support structure in this embodiment achieves active height adjustment of the bracket through a combination of airbags and elastic elements. It can adjust the support height of the bracket in real time according to changes in the vehicle suspension height, thereby adjusting the height of the driveshaft and ensuring that the equivalent angle of the driveshaft assembly is always maintained at a preset threshold. Furthermore, the adjustment range covers the entire suspension travel, adapting to changes in vehicle height under different operating conditions such as no load, half load, and full load. This design allows for dynamic adjustment of the driveshaft height, fundamentally reducing torsional vibration and vibration transmission effects in the transmission system, thus helping to reduce vibration and noise inside the vehicle and improve ride comfort. It is understood that because the equivalent angle is always maintained at the preset threshold, it also reduces transmission losses in the universal joint, improving the transmission efficiency of the transmission system.

[0009] In some embodiments, the elastic element is disposed inside the airbag, with one end of the elastic element hinged to the bracket and the other end hinged to the mounting plate.

[0010] On the one hand, it fully utilizes the internal space of the airbag, eliminating the need for additional installation space for elastic components outside the airbag. This results in a smaller and more compact intermediate support structure, improving its ease of placement on the vehicle frame. On the other hand, it reduces the number of external components, minimizing interference and assembly complexity, thus lowering assembly and maintenance costs. Furthermore, the airbag body protects the elastic components, preventing direct exposure to the external environment and reducing the erosion and wear caused by dust, moisture, and sediment. This improves the lifespan and reliability of the elastic components, as well as the accuracy of the intermediate support structure's height adjustment. Additionally, when the bracket rises or falls relative to the mounting plate, the elastic components can adapt to changes in their angle through the rotation of the hinge point, preventing bending deformation or interference with other components and ensuring smooth adjustment. Simultaneously, the hinged connection reduces stress concentration at the ends of the elastic components, minimizing the risk of breakage and enhancing component reliability and lifespan.

[0011] In some embodiments, there are two elastic elements, namely a first elastic element and a second elastic element, which are arranged in a cross-shaped manner.

[0012] With this configuration, firstly, since the first and second elastic elements are arranged in a cross pattern, the two elastic elements provide elastic force to the support from both sides, making the force on the support more uniform and avoiding tilting of the support caused by force on one side, thereby improving the stability and reliability of the support.

[0013] Secondly, during the lifting and lowering of the bracket, the included angle between the two elastic elements changes synchronously with the lifting. Compared to a parallel arrangement of the two elastic elements, they can extend and retract synchronously due to changes in their own length, similar to a scissor lift platform. This provides elastic force and, like a scissor lift platform, allows for extension and retraction, thus guiding and limiting the bracket, restricting lateral displacement, and ensuring that the bracket moves linearly relative to the mounting plate. This improves the accuracy and stability of height adjustment. Simultaneously, the cross-arranged structure can constrain the bracket from different directions, effectively resisting the lateral forces and torques transmitted by the drive shaft, reducing the bracket's tilt and sway, and improving the stability of the drive shaft's operation.

[0014] In some embodiments, the mounting plate includes a main body and a cover plate connected to the main body, the end of the main body near the bracket is connected to the airbag, and the main body is used to fix the connection to the vehicle frame. The main body has an opening, the cover plate covers the opening, the elastic element is connected to the cover plate, and the cover plate has an inflation port for inflating the airbag.

[0015] This design offers several advantages. First, it allows for the assembly and maintenance of the elastic components without disassembling the main body and airbag, reducing assembly and maintenance difficulty and improving convenience while lowering costs. Second, the inflation port is integrated into the cover plate, allowing for connection or disconnection between the inflation port and the external air source without disassembling the main body. This also improves the ease of placement of the intermediate support structure within the vehicle.

[0016] In some embodiments, the intermediate support structure further includes guide components disposed on opposite sides of the airbag; The guide assembly is connected to the bracket and the mounting plate respectively to guide the relative movement between the bracket and the mounting plate.

[0017] The guide assembly precisely guides the lifting and lowering movement of the support frame, limiting its lateral offset and sway, and ensuring linear movement relative to the mounting plate. This improves the accuracy and stability of height adjustment. Furthermore, because the guide assembly is located on opposite sides of the airbag, it can withstand the lateral forces and torques transmitted by the drive shaft, reducing eccentric wear at the bearing and elastic element hinge points, thus extending the service life of various components. In addition, the guide assembly works in conjunction with the two cross-arranged elastic elements, resulting in smoother, more reliable movement of the support frame and higher guiding accuracy. Moreover, the guide assembly employs an independent guiding structure, which is simple in structure, easy to assemble, and has low maintenance costs.

[0018] In some embodiments, the intermediate support structure further includes a secondary airbag, the volume of which is greater than the volume of the secondary airbag; The airbag and the auxiliary airbag are connected by a solenoid valve.

[0019] By incorporating a secondary airbag that can be switched on and off with the main airbag, the intermediate support structure can achieve two levels of stiffness adjustment in addition to height adjustment, further adapting to vibration isolation requirements under different operating conditions. This improves vibration reduction, lowering vehicle vibration and interior noise. It also enhances the functional versatility of the intermediate support structure. Furthermore, since the solenoid valve is signal-driven, it enables electronically controlled stiffness switching, maintaining the electrification and automation of the intermediate support structure and improving the vehicle's intelligence level.

[0020] In some embodiments, the bracket includes a first body and a second body that are detachably connected. The second body includes a first segment and a second segment, and the first segment and the first body together form a through hole for the drive shaft to pass through. The airbag includes an inflation chamber and a mounting chamber. The inflation chamber is connected to the mounting plate, and the second section is located inside the mounting chamber and connected to the mounting chamber.

[0021] First, during assembly, the first and second bodies can be placed outside the drive shaft and then fixedly connected, eliminating the need to insert the drive shaft from the end, which helps reduce assembly difficulty and improve maintenance convenience.

[0022] Secondly, the second section extends into the airbag's mounting cavity and connects with it. The connection area is large, the force is evenly distributed, and it can withstand larger loads and vibrations, which also helps to improve the reliability and stability of the connection.

[0023] In addition, the mounting cavity can position and limit the second section. When the inflation cavity deflates and the airbag contracts, the airbag can slide along the outer wall of the second section. The sleeve connection between the mounting cavity and the second section can guide the contraction direction of the airbag, ensuring that the airbag contracts in the predetermined direction and avoiding deviation when the airbag contracts. This helps to improve the stability and reliability of the bracket height adjustment.

[0024] Secondly, embodiments of this application propose a control method for an intermediate support structure, applied to the intermediate support structure described in the first aspect, the control method comprising: Get the current height of the vehicle's suspension; Based on the current height of the suspension, determine the target height of the bracket so that the equivalent included angle of the drive shaft is at a preset threshold. Control the inflation and deflation of the airbag to adjust the bracket to the target height.

[0025] In some embodiments, the step of determining the target height of the support based on the current height of the suspension includes: Obtain a first MAP table, which records the target height of the bracket when the equivalent included angle of the drive shaft is at a preset threshold at each suspension height. Based on the current height of the suspension, the target height of the bracket is obtained by looking up and interpolating the first MAP table.

[0026] Determining the target height through lookup table interpolation eliminates the need for complex real-time geometric calculations or dynamic simulations, reducing computational load and allowing the controller to quickly output the target height. This improves the response speed of the intermediate support height adjustment, enabling better tracking of active suspension height changes. Furthermore, since the height is obtained through real-vehicle calibration, adjustment accuracy across the entire suspension travel range is guaranteed, further enhancing adjustment precision. Moreover, the lookup table interpolation method allows for simultaneous linkage between the vehicle's active suspension and the intermediate support structure, while decoupling the height adjustment of the intermediate support structure from the active suspension. The vehicle only needs to provide the suspension height signal to determine the target height, eliminating the need for complex real-time interaction. This simplifies the system architecture, reduces control complexity, and improves system reliability.

[0027] In some embodiments, the step of controlling the inflation and deflation of the airbag to adjust the support to the target height includes: Obtain a second MAP table, which records the target air pressure of the airbag at each target height of the bracket; Based on the target altitude, the target air pressure of the airbag is obtained by looking up and interpolating the second MAP table. Control the inflation and deflation of the airbag to the target air pressure.

[0028] The target air pressure is directly obtained by lookup interpolation using the second MAP table, enabling accurate control of the air pressure within the airbag and ensuring the support reaches the target height precisely. This improves the accuracy and consistency of height adjustment. Secondly, the lookup interpolation method involves less computation, allowing the controller to quickly output the target air pressure and execute inflation / deflation control, thus shortening adjustment time and improving the response speed of intermediate support height adjustment. Furthermore, the second MAP table can be calibrated simultaneously with the first MAP table. After determining the target height of the support at each suspension height, the corresponding airbag air pressure value can be recorded simultaneously, eliminating the need for additional calibration procedures and testing equipment. This reduces calibration costs and improves R&D efficiency.

[0029] In some embodiments, the control method includes: Obtain the vehicle's current road conditions; When the road is bumpy, the solenoid valve is disconnected, and the intermediate support structure is in a high-rigidity mode. When the road is in a stable condition, the solenoid valve is connected, and the intermediate support structure is in a low-stiffness mode.

[0030] In this way, when the vehicle is on a bumpy road, the intermediate support structure supports the driveshaft with high stiffness, effectively limiting the displacement of the bracket caused by bumps while allowing height adjustment. This prevents the driveshaft from vibrating violently due to road surface excitation and also prevents interference between the driveshaft and surrounding components. When the vehicle is on a smooth road, the intermediate support structure supports the driveshaft with lower stiffness, effectively isolating driveshaft vibration and road surface micro-vibrations from being transmitted to the vehicle body while allowing height adjustment, thus improving ride comfort. Therefore, the intermediate support structure can adaptively switch stiffness modes according to road conditions, balancing transmission stability under bumpy conditions with vibration isolation performance under smooth conditions.

[0031] Thirdly, embodiments of this application propose a vehicle including the intermediate support structure as described in the first aspect.

[0032] The vehicle provided in this application uses the intermediate support structure described in the first aspect, and therefore can achieve the same effect as the intermediate support structure described above.

[0033] Fourthly, embodiments of this application propose a vehicle including a memory and a processor, wherein the memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the control method as described in the second aspect.

[0034] The vehicle provided in this application embodiment can execute the control method of the above-described intermediate support structure, and thus can achieve the same effect as the above-described control method. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the drive shaft and intermediate support structure provided in the embodiments of this application; Figure 2 This is a schematic diagram of the intermediate support structure provided in the embodiments of this application; Figure 3 This is an exploded structural diagram of the intermediate support structure provided in the embodiments of this application; Figure 4 A flowchart illustrating the control method for the intermediate support structure provided in this application embodiment; Figure 5 Another flowchart illustrating the control method for the intermediate support structure provided in the embodiments of this application; Figure 6This is a schematic diagram showing the connection lines between the height positions of various components of the transmission system under different operating conditions after the height of the intermediate support is adjusted. Figure 7 This is a schematic diagram showing the height positions of various components of the transmission system under different operating conditions when the height of the intermediate support is not adjusted. Figure 8 Another schematic diagram of the control method for the intermediate support structure provided in the embodiments of this application.

[0036] The annotations in the attached figures are explained as follows: 10. Intermediate support structure; 20. Drive shaft; 21. Universal joint; 22. Bearing. 100, bracket; 101, perforation; 110, first body; 120, second body; 121, first segment; 122, second segment; 1221, main body; 1222, protrusion; 1223, first stripe structure. 200, Mounting plate; 202, Flange; 210, Main body; 211, Opening; 220, Cover plate; 300, airbag; 301, inflation port; 302, inflation chamber; 303, installation chamber; 400, elastic element; 410, first elastic element; 420, second elastic element. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0038] In the description of this application, it should be understood that, unless otherwise expressly specified and limited, the terms "upper," "lower," "left," "right," etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting this patent. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0039] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0040] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0041] The driveshaft is a crucial component in an automotive transmission system, connecting the gearbox and drive axle. It is typically mounted to the vehicle frame via an intermediate support. During the design phase, to ensure proper torsional vibration control of the transmission system, the equivalent angle of the driveshaft and the speed difference between the input and output shafts need to be checked to ensure the driveshaft meets design requirements under different vehicle postures.

[0042] However, due to the advent of active suspension systems, the range of vehicle height adjustment has been further increased, resulting in the equivalent angle of the drive shaft changing far beyond the calibration range of traditional designs, making the torsional vibration of the transmission system more difficult to control.

[0043] Specifically, when the active suspension system adjusts the vehicle height, the chassis rises and falls accordingly, causing a change in the installation angle of the driveshaft. This leads to the equivalent angle of the driveshaft deviating from the optimal design value, exacerbating torsional vibrations in the transmission system. These vibrations are transmitted to the vehicle body through the driveshaft and intermediate support, resulting in increased vibration and noise in the passenger compartment and affecting ride comfort.

[0044] In related technologies, the above problems are often solved by adding vibration absorbers between the drive shaft and the gearbox, but the effect is generally limited and the improvement is small. Moreover, vibration absorbers have a long matching time and higher application costs, which increases the vehicle development cycle and vehicle cost.

[0045] Based on the above problems, this application proposes an intermediate support structure and its control method, as well as a vehicle, to solve the problems of the transmission shaft equivalent angle deviating from the optimal value and the transmission system tortuous vibration being aggravated due to the inability to adapt to the active suspension system.

[0046] like Figures 1 to 3As shown, in a first aspect, embodiments of this application provide an intermediate support structure 10 for a driveshaft assembly, the driveshaft assembly including a driveshaft 20. The intermediate support structure 10 includes a bracket 100, a mounting plate 200, an airbag 300, and at least one elastic element 400. The bracket 100 is rotatably sleeved on the outside of the driveshaft 20. The mounting plate 200 is used for fixed connection with the vehicle frame. The airbag 300 and the elastic element 400 are both connected between the bracket 100 and the mounting plate 200. The airbag 300 and the elastic element 400 are jointly configured to adjust the support height of the bracket 100.

[0047] The intermediate support structure 10 is used for the driveshaft assembly, which includes a driveshaft 20. Specifically, in the passenger vehicle field, the driveshaft assembly is usually a two-section type, including a rear driveshaft in addition to the driveshaft 20. The driveshaft 20 and the rear driveshaft are connected by a universal joint 21. The other end of the driveshaft 20 is connected to the output shaft of the transmission via a universal joint, and the other end of the rear driveshaft is connected to the input shaft of the drive axle via a universal joint. The intermediate support structure 10 is disposed on the driveshaft 20 and is approximately located at the connection between the driveshaft 20 and the rear driveshaft, for supporting the driveshaft 20 and mounting the driveshaft assembly to the vehicle frame. Thus, the driveshaft assembly, together with the transmission and drive axle, can transmit the engine's power to the wheels, enabling the vehicle to generate driving force, and the driveshaft 20 can also obtain stable support.

[0048] It is understandable that the equivalent included angle of the driveshaft assembly refers to the comprehensive equivalent value of the included angles at each connection point in the driveshaft system. Specifically, the included angle between the output shaft of the gearbox and the driveshaft 20 is α1, the included angle between the driveshaft 20 and the rear driveshaft is α2, and the included angle between the rear driveshaft and the input shaft of the drive axle is α3. Therefore, the equivalent included angle α is: 。

[0049] The intermediate support structure 10 includes a bracket 100, a mounting plate 200, an airbag 300, and at least one elastic element 400. The bracket 100 is a direct support member for the drive shaft 20 and is rotatably sleeved on the outside of the drive shaft 20. Optionally, a bearing 22 can be sleeved on the outside of the drive shaft 20, so that the bracket 100 is rotatably connected to the drive shaft 20 through the bearing 22, thereby improving the stability and reliability of the rotation of the drive shaft 20 and reducing the wear of the drive shaft 20.

[0050] Mounting plate 200 is used for fixed connection with the vehicle frame and serves as the mounting reference for the intermediate support structure 10. When the active suspension system adjusts the vehicle height, the vehicle frame drives the mounting plate 200 to rise and fall synchronously, and the position of the mounting plate 200 changes with the vehicle frame. In other words, the mounting plate 200 of the intermediate support structure 10 is a component that moves together with the vehicle frame.

[0051] Both the airbag 300 and the elastic element 400 are connected between the bracket 100 and the mounting plate 200. The airbag 300 and the elastic element 400 are configured together to adjust the support height of the bracket 100. Specifically, the adjustment process is described below: The airbag 300 can change its state by inflating and deflating, while the elastic element 400 provides elastic force and return force. In the initial state, the elastic element 400 can provide preload, and the airbag 300 has a set air pressure. At this time, the bracket 100 and the mounting plate 200 can maintain a stable relative position, thereby placing the drive shaft 20 at a set height position. At this height position, the equivalent angle is maintained at a preset threshold, and the torsional vibration of the drive shaft system and the noise inside the vehicle are at the optimal level.

[0052] When the airbag 300 is inflated, the air pressure inside the airbag 300 increases, causing the airbag 300 to expand. This overcomes the preload force of the elastic element 400, driving the bracket 100 to move away from the mounting plate 200, thus lowering the height of the bracket 100. In other words, the height of the drive shaft 20 decreases. When the airbag 300 is deflated, the air pressure inside the airbag 300 decreases, and the elastic force of the elastic element 400 drives the bracket 100 to move closer to the mounting plate 200, thus raising the height of the bracket 100. In other words, the height of the drive shaft 20 increases. Therefore, by controlling the inflation and deflation of the airbag 300 in conjunction with the elastic force of the elastic element 400, the height of the bracket 100 can be adjusted bidirectionally, thereby adjusting the height of the drive shaft 20. Thus, when the suspension height changes, the height of the bracket 100 can change synchronously, ensuring that the equivalent angle of the drive shaft remains at a preset threshold at any suspension height.

[0053] Optionally, the elastic element 400 may be, for example, a helical spring, a rubber spring, a disc spring, or other elastic element capable of providing elastic force and return force, which is not limited in this application.

[0054] The intermediate support structure 10 in this embodiment achieves active height adjustment of the bracket 100 through a combination of the airbag 300 and the elastic element 400. It can adjust the support height of the bracket 100 in real time according to changes in the vehicle suspension height, thereby adjusting the height of the drive shaft 20 and maintaining the equivalent angle of the drive shaft assembly at a preset threshold. Furthermore, the adjustment range covers the entire suspension travel, adapting to changes in vehicle height under different operating conditions such as no load, half load, and full load. This design allows for dynamic adjustment of the drive shaft 20 height, fundamentally reducing torsional vibration and vibration transmission effects in the transmission system, thus helping to reduce vibration and noise inside the vehicle and improve ride comfort. It is understood that, since the equivalent angle is always maintained at the preset threshold, it can also reduce transmission losses in the universal joint and improve the transmission efficiency of the transmission system.

[0055] Secondly, since the airbag 300 is an air spring structure, its stiffness can change with the internal air pressure compared to other height adjustment methods such as motors and hydraulic cylinders. Increased air pressure increases stiffness, while decreased air pressure decreases stiffness. Therefore, by adjusting the air pressure of the airbag 300, the stiffness of the intermediate support structure 10 can also be changed. This design also gives the intermediate support structure 10 a certain vibration isolation effect, further reducing vibration transmission and minimizing the transmission of vibration from the drive shaft 20 to the vehicle body, thus helping to further reduce vibration and noise inside the vehicle.

[0056] Furthermore, the combined structure of the airbag 300 and the elastic element 400 offers a fast response speed, enabling real-time tracking of the active suspension's height changes without significant adjustment lag. Simultaneously, the airbag 300's inflation and deflation can be continuously and steplessly adjusted with high precision. Compared to other height adjustment methods such as motors and hydraulic cylinders, it also boasts advantages such as fewer components, lower cost, higher reliability, and easier maintenance. Specifically, motor-based adjustment requires components like a motor, lead screw, and reducer, resulting in a complex structure, high cost, and mechanical wear, limiting its lifespan. Hydraulic cylinder adjustment requires components like a hydraulic pump, oil tank, and piping, posing a risk of oil leakage and complicating maintenance. In contrast, the combined structure of the airbag 300 and the elastic element 400 eliminates mechanical wear and oil leakage issues, has fewer components, lower cost, longer service life, and higher reliability.

[0057] Furthermore, since the vehicle itself has an air source structure, there is no need to add an additional power source. The hardware is easy to arrange in the whole vehicle. It can be adapted to the matching requirements of different models simply by calibration. This also helps to improve the versatility and platformization of the intermediate support structure 10, reduce R&D costs, and shorten the R&D cycle.

[0058] Furthermore, both the elastic element 400 and the airbag 300 are connected between the bracket 100 and the mounting plate 200. When the airbag 300 fails or leaks, the elastic element 400 can still provide basic support for the bracket 100, ensuring vehicle driving safety. That is, the airbag 300 and the elastic element 400 can form a redundant design, which helps to improve the reliability of the intermediate support structure 10.

[0059] like Figures 1 to 3 As shown, in some embodiments, the elastic element 400 is disposed inside the airbag 300, one end of the elastic element 400 is hinged to the bracket 100, and the other end is hinged to the mounting plate 200.

[0060] The elastic element 400 is disposed inside the airbag 300. Optionally, the elastic element 400 can be a pre-tensioned helical spring, which is entirely housed in the internal cavity of the airbag 300. The upper end of the elastic element 400 is connected to the mounting plate 200 via a hinge seat, and the lower end of the elastic element 400 is connected to the bracket 100 via a hinge seat. The hinged connection allows the elastic element 400 to swing at a certain angle during the lifting and lowering of the bracket 100.

[0061] Since the elastic element 400 is housed inside the airbag 300, on the one hand, the internal space of the airbag 300 can be fully utilized, eliminating the need for additional installation space for the elastic element 400 outside the airbag 300. This results in a smaller and more compact intermediate support structure 10, which improves the ease of placement of the intermediate support structure 10 on the vehicle frame. On the other hand, it reduces the number of external parts, thereby reducing interference and assembly complexity, which in turn helps to reduce assembly and maintenance costs.

[0062] Secondly, the elastic element 400 is housed inside the airbag 300. The airbag 300 can protect the elastic element 400, preventing it from being directly exposed to the external environment and reducing the erosion and wear of the elastic element 400 by dust, moisture, mud, etc. This helps to improve the service life and working reliability of the elastic element 400 and the accuracy of the height adjustment of the intermediate support structure 10.

[0063] Furthermore, both ends of the elastic element 400 are hinged to the bracket 100 and the mounting plate 200. When the bracket 100 moves up or down relative to the mounting plate 200, the elastic element 400 can adapt to changes in its angle by rotating the hinge points, preventing bending deformation or interference with other components and ensuring smooth adjustment. Simultaneously, the hinged connection reduces stress concentration at the ends of the elastic element 400, minimizing the risk of breakage and improving the reliability and service life of the components.

[0064] like Figures 1 to 3 As shown, in some embodiments, there are two elastic elements 400, namely a first elastic element 410 and a second elastic element 420, which are arranged in a cross pattern.

[0065] In this embodiment, there are two elastic elements 400 arranged in a crisscross pattern. Specifically, the upper end of the first elastic element 410 is hinged to one side of the mounting plate 200, and the lower end is hinged to the other side of the bracket 100; the upper end of the second elastic element 420 is hinged to the other side of the mounting plate 200, and the lower end is hinged to one side of the bracket 100, forming an X-shaped arrangement. When the bracket 100 moves up and down relative to the mounting plate 200, the angle between the first elastic element 410 and the second elastic element 420 changes accordingly, jointly providing elastic force and return force.

[0066] With this configuration, firstly, since the first elastic element 410 and the second elastic element 420 are arranged in a cross pattern, the two elastic elements 400 provide elastic force to the support 100 from both sides, making the force on the support 100 more uniform and avoiding the tilting of the support caused by force on one side, thereby improving the stability and reliability of the support.

[0067] Secondly, during the lifting and lowering of the bracket 100, the two elastic elements 400 are arranged in a cross configuration, and the included angle between them changes synchronously with the lifting and lowering. Compared to arranging the two elastic elements 400 in parallel, they can extend and retract synchronously due to changes in their own length, similar to a scissor lift platform. This provides elastic force and also guides and limits the bracket 100, restricting its lateral displacement and ensuring that the bracket 100 moves in a straight line relative to the mounting plate 200. This improves the accuracy and stability of height adjustment. Simultaneously, the cross configuration can constrain the bracket 100 from different directions, effectively resisting the lateral forces and torques transmitted by the drive shaft 20, reducing the tilt and sway of the bracket 100, and improving the stability of the drive shaft 20's operation.

[0068] like Figures 1 to 3 As shown, in some embodiments, the mounting plate 200 includes a main body 210 and a cover plate 220 connected to the main body 210. One end of the main body 210 near the bracket 100 is connected to the airbag 300. The main body 210 is used to fix it to the vehicle frame. The main body 210 has an opening 211. The cover plate 220 covers the opening 211. The elastic member 400 is connected to the cover plate 220. The cover plate 220 has an inflation port 301 for inflating the airbag 300.

[0069] The main body 210 is the main structure of the mounting plate 200, which is fixedly connected to the vehicle frame and is also used to connect the airbag 300. The main body 210 has a through opening 211, which allows personnel to install the elastic element 400 inside the airbag 300. After that, the elastic element 400 is connected to the cover plate 220, and the cover plate 220 is placed over the opening 211.

[0070] This design, firstly, allows for the assembly and maintenance of the elastic component 400 without disassembling the main board 210 and the airbag 300, reducing assembly and maintenance difficulty and improving convenience while lowering costs. Secondly, the inflation port 301 is integrated into the cover plate 220, allowing for connection or disconnection of the inflation port 301 from the external air source without disassembling the main board 210, thus also improving the convenience of the intermediate support structure 10 in the overall vehicle layout.

[0071] Optionally, the inflation port 301 can be connected to an air source on the vehicle via a control valve. The control valve can be a two-position three-way valve. When the control valve is switched to the inflation position, the air source inflates the airbag 300; when the control valve is switched to the deflation position, the airbag 300 deflates through the control valve; when the control valve is closed, the airbag 300 maintains pressure. Thus, the inflation and deflation of the airbag 300 can be controlled by a single control valve.

[0072] Of course, two valves, an inflation valve and a deflation valve, can be connected to the inflation port 301 respectively to control inflation and deflation. This application embodiment does not limit the specific configuration of the air circuit.

[0073] In some embodiments, the intermediate support structure 10 further includes guide components (not shown in the figure), which are disposed on opposite sides of the airbag 300 and are connected to the bracket 100 and the mounting plate 200 respectively to guide the relative movement between the bracket 100 and the mounting plate 200.

[0074] Because the airbag 300 may undergo lateral deformation or displacement during height extension and retraction, the movement trajectory of the support 100 is not entirely linear, thus affecting the accuracy of height adjustment. Therefore, this embodiment also includes a guide assembly between the support 100 and the mounting plate 200. This guide assembly can precisely guide the lifting and lowering movement of the support 100, limiting its lateral displacement and swaying, and ensuring that the support 100 moves in a straight line relative to the mounting plate 200, thereby improving the accuracy and stability of height adjustment.

[0075] Meanwhile, since the guide components are located on opposite sides of the airbag 300, they can withstand the lateral forces and torques transmitted by the drive shaft 20, reducing the eccentric wear of bearings and elastic element hinge points, thus also helping to improve the service life of various components. In addition, the guide components restrict the lateral sway of the bracket 100, thereby improving the operational stability of the drive shaft 20 and reducing the additional vibration of the drive shaft 20 caused by the sway of the bracket 100, which helps to further reduce in-vehicle vibration and noise.

[0076] Understandably, the guide assembly and the two intersecting elastic elements 400 work together. The two elastic elements 400 provide initial guidance inside the airbag 300, while the guide assembly provides precise guidance outside the airbag 300. Together, they make the movement of the support 100 smoother, more reliable, and more accurate. Furthermore, the guide assembly uses an independent guide structure, which is simple in structure, easy to assemble, and has low maintenance costs.

[0077] Optionally, in some embodiments, the guiding assembly includes a guide rod and a guide sleeve that are slidably connected to each other. One of the guide rod and the guide sleeve is connected to the mounting plate 200, and the other is connected to the bracket 100. When the bracket 100 moves up and down relative to the mounting plate 200, the guide rod slides within the guide sleeve along the direction of movement of the bracket 100, thereby providing precise guidance for the movement of the bracket 100 and ensuring that the bracket 100 moves in a straight line.

[0078] Of course, the guide component can also be other structures that can achieve linear guidance in the vertical direction, such as a guide post and guide hole mating structure, etc., and the embodiments of this application do not impose specific limitations on this.

[0079] In some embodiments, the intermediate support structure 10 further includes a secondary airbag (not shown in the figure), the volume of the airbag 300 is larger than the volume of the secondary airbag, and the airbag and the secondary airbag are connected by a solenoid valve (not shown in the figure).

[0080] Specifically, airbag 300 is the main airbag, which always participates in the height adjustment of bracket 100; the auxiliary airbag is an additional air chamber, connected to airbag 300 via a solenoid valve. When the solenoid valve is on, airbag 300 and auxiliary airbag are connected, the total gas volume increases, and the stiffness of the intermediate support structure 10 decreases; when the solenoid valve is off, only airbag 300 works, the gas volume decreases, and the stiffness of the intermediate support structure 10 increases. Optionally, the auxiliary airbag can be fixed to mounting plate 200 or frame, not connected to bracket 100, only changing the total air chamber volume without directly participating in support.

[0081] This embodiment, by incorporating a secondary airbag that can be switched on and off with the airbag 300, enables both height adjustment and two-stage stiffness adjustment of the intermediate support structure 10, further adapting to vibration isolation requirements under different operating conditions. This, on the one hand, helps to further improve vibration reduction, reducing vehicle vibration and interior noise. On the other hand, it enhances the functional versatility of the intermediate support structure 10. Furthermore, since the solenoid valve is signal-driven, it allows for electronically controlled stiffness switching, maintaining the electrification and automation control requirements of the intermediate support structure 10 and improving the vehicle's intelligence level.

[0082] like Figures 1 to 3 As shown, in some embodiments, the bracket 100 includes a first body 110 and a second body 120 that are detachably connected. The second body 120 includes a first segment 121 and a second segment 122. The first segment 121 and the first body 110 together form a through hole 101 for the drive shaft 20 to pass through. The airbag 300 includes an inflation chamber 302 and a mounting chamber 303. The inflation chamber 302 is connected to the mounting plate 200. The second segment 122 is located in the mounting chamber 303 and is connected to the mounting chamber 303.

[0083] This embodiment further provides the specific structure of the bracket 100. The first body 110 and the second body 120 of the bracket 100 can be detachably connected by fasteners such as bolts. The first section 121 of the first body 110 and the second body 120 together form a through hole 101, through which the drive shaft 20 passes. The bearing 22 is installed between the through hole 101 and the drive shaft 20 to realize the rotational support of the drive shaft 20. The above-mentioned split structure facilitates the assembly and maintenance of the drive shaft 20.

[0084] The second section 122 of the second body 120 extends toward the mounting plate 200 and into the mounting cavity 303 of the airbag 300, and is sleeved and connected to the airbag 300. The inflation cavity 302 of the airbag 300 is arranged adjacent to the mounting cavity 303 and is fixedly connected to the mounting plate 200.

[0085] It is understood that the mounting plate 200 has a flange 202 on the side near the inflation chamber 302 of the airbag 300. The inflation chamber 302 of the airbag 300 can be sealed to the flange 202. The sealing connection methods include compression sealing, clamp fastening, vulcanization bonding, etc., and can be referred to the sealing method of the airbag in the prior art. This application does not limit this. Similarly, when the second section 122 extends into the mounting cavity 303 of the airbag 300, the second section 122 can also be sealed to the mounting cavity 303 of the airbag 300 by referring to the sealing method of the airbag in the prior art.

[0086] Therefore, during assembly, the first body 110 and the second body 120 can be placed outside the drive shaft 20 first, and then the two can be fixedly connected. There is no need to insert the drive shaft 20 from the end, which helps to reduce the assembly difficulty and improve the convenience of maintenance.

[0087] Secondly, the second section 122 extends into the mounting cavity 303 of the airbag 300 and is sleeved and connected to the mounting cavity 303. The connection area is large, the force is uniform, and it can withstand large loads and vibrations, which also helps to improve the reliability and stability of the connection.

[0088] Furthermore, the mounting cavity 303 can position and limit the second section 122. When the inflation cavity 302 deflates and the airbag 300 contracts, the airbag 300 can slide along the outer wall of the second section 122. The sleeve connection between the mounting cavity 303 and the second section 122 can guide the contraction direction of the airbag 300, ensuring that the airbag 300 contracts in the predetermined direction and avoiding deviation when the airbag 300 contracts, thereby improving the stability and reliability of the height adjustment of the bracket 100.

[0089] Optionally, the second segment 122 includes a main body 1221 and protrusions 1222 located on both sides of the main body 1221. The protrusions 1222 are connected to the first segment 121 by an arc surface and protrude from the first segment 121. During assembly, the main body 1221 and the protrusions 1222 on both sides extend into the mounting cavity 303 of the airbag 300.

[0090] Optionally, in order to improve connection reliability, a first stripe structure 1223 is provided on the side surface of the protrusion 1222 facing away from the airbag 300, and correspondingly, a second stripe structure opposite to the first stripe structure 1223 is provided on the wall surface of the mounting cavity 303 of the airbag 300.

[0091] like Figure 4 As shown, in a second aspect, embodiments of this application provide a control method for an intermediate support structure 10, applied to the intermediate support structure 10 as described in the first aspect. The control method for the intermediate support structure 10 includes: Get the current height of the vehicle's suspension; Based on the current height of the suspension, determine the target height of the bracket 100 so that the equivalent included angle of the drive shaft 20 is at a preset threshold. Control the inflation and deflation of the airbag 300 to adjust the support 100 to the target height.

[0092] The control method of the intermediate support structure 10 of this application is used to control the intermediate support structure 10 described in the first aspect, so that the intermediate support structure 10 can adjust the support height of the bracket 100 in real time according to the height change of the vehicle suspension, thereby adjusting the height of the drive shaft 20, so that the equivalent included angle of the drive shaft is always maintained at a preset threshold.

[0093] The preset threshold refers to the preset value of the equivalent angle of the driveshaft when the vehicle suspension is at a certain height. At this preset value, the torsional vibration of the driveshaft system and the noise inside the vehicle are at the optimal level. It is understandable that, depending on the vehicle model, the installation method, structure, and installation tilt angle of the drive system may vary. Therefore, the preset threshold may differ for different vehicle models.

[0094] The control method for the intermediate support structure 10 includes the following steps: First, obtain the current height of the vehicle's suspension. As you can understand, the current suspension height reflects the current height of the vehicle body; when the active suspension system adjusts the vehicle body height, the suspension height changes accordingly.

[0095] Specifically, the current height of the suspension can be obtained from the height sensor installed on the vehicle; or, the current height of the suspension can be indirectly calculated from the air pressure signal of the air suspension; or, the height signal of the suspension can be directly obtained from the control unit of the suspension. This application embodiment does not impose specific restrictions on the method of obtaining the suspension height.

[0096] Secondly, based on the current height of the suspension, the target height of the bracket 100 is determined so that the equivalent included angle of the drive shaft 20 is at a preset threshold.

[0097] Determining the target height of the bracket 100 is equivalent to determining the optimal height position of the driveshaft 20 at the current suspension height. Therefore, the target height refers to the support height of the bracket 100 that ensures the equivalent angle of the driveshaft is within a preset threshold when the suspension is at its current height. This target height corresponds to the optimal height position of the driveshaft 20, at which the torsional vibration of the driveshaft system and in-vehicle noise are at their optimal levels.

[0098] There are several ways to determine the target height of bracket 100. For example, one method is to determine the target height using a MAP table lookup and interpolation. The controller pre-stores a MAP table containing the suspension height and the target height of bracket 100, which is obtained through vehicle calibration. Based on the current suspension height, the controller looks up the MAP table and determines the target height of bracket 100 through interpolation. This method involves minimal computation, has a fast response time, and is suitable for real-time vehicle control.

[0099] Another approach is to establish a geometrical relationship between the suspension height, bracket height, and equivalent angle based on the geometric installation relationship of the driveshaft system. Then, based on this geometrical relationship, the target height of the bracket 100 at the current suspension height, where the equivalent angle is at a preset threshold, is calculated using geometric formulas.

[0100] Another approach is to establish a dynamic simulation analysis of the drive shaft system and, through software simulation, determine the target height of the bracket 100 when the equivalent angle is at a preset threshold at the current height of the suspension.

[0101] Of course, the target height can be determined in other ways, and this application does not limit this.

[0102] Finally, inflate or deflate the airbag 300 to adjust the bracket 100 to the target height.

[0103] There are several ways to control the inflation and deflation of the airbag 300. For example, one method is closed-loop air pressure control: first, the target air pressure of the airbag 300 is obtained based on the target height. Then, the inflation and deflation of the airbag 300 is controlled by a control valve, and the current air pressure of the airbag 300 is detected in real time by a pressure sensor. When the current air pressure reaches the target air pressure, the control valve is closed, thereby adjusting the support 100 to the target height. This method can quickly achieve height adjustment, with fast response and low cost.

[0104] For example, another approach is height closed-loop control: the inflation and deflation of the airbag 300 are directly controlled by a control valve, and the current height of the support 100 is detected in real time by a height sensor or displacement sensor until the current height reaches the target height, at which point inflation and deflation stop. This method does not require prior acquisition of the target air pressure, the control logic is more direct, and it has good adaptability.

[0105] For example, another approach is to use hybrid control: first, rapidly inflate the unit to a pressure value one level below the target pressure, bringing the height of the support 100 close to the target height; then, fine-tune using a height sensor to precisely control the height to the target level. This method balances response speed and adjustment accuracy, thus improving the speed and accuracy of adjustment.

[0106] It should be noted that the target air pressure mentioned above refers to the air pressure value that the airbag 300 needs to reach in order for the support 100 to reach the target height. Under this air pressure, the force of the airbag 300 is balanced with the preload of the elastic element 400, stabilizing the support 100 at the target height, thereby placing the drive shaft 20 at the optimal height position. Optionally, a pressure sensor for detecting the internal pressure of the airbag 300 can be provided in the intermediate support structure 10 to realize the detection of the pressure value inside the airbag 300.

[0107] The control method for the intermediate support structure 10 in this embodiment of the application achieves active adjustment of the height of the bracket 100 through the combination of the airbag 300 and the elastic element 400. It can adjust the support height of the bracket 100 in real time according to changes in the vehicle suspension height, thereby adjusting the height of the drive shaft 20 and keeping the equivalent angle of the drive shaft assembly at a preset threshold. Furthermore, the adjustment range covers the entire suspension travel, adapting to changes in vehicle height under different operating conditions such as no load, half load, and full load. This configuration allows for dynamic adjustment of the drive shaft 20 height, fundamentally reducing torsional vibration and vibration transmission effects in the transmission system, thus helping to reduce vibration and noise inside the vehicle and improve ride comfort. It is understood that, since the equivalent angle is always maintained at the preset threshold, it can also reduce the transmission loss of the universal joint and improve the transmission efficiency of the transmission system.

[0108] Secondly, since the airbag 300 is an air spring structure, its stiffness can change with the internal air pressure. Increased air pressure increases stiffness, while decreased air pressure decreases stiffness. Therefore, by adjusting the air pressure of the airbag 300, the stiffness of the intermediate support structure 10 can also be changed. This design gives the intermediate support structure 10 a certain vibration isolation effect, further reducing vibration transmission and minimizing the transmission of vibration from the drive shaft 20 to the vehicle body, thus helping to further reduce vibration and noise inside the vehicle.

[0109] Furthermore, the combined structure of the airbag 300 and the elastic element 400 offers a fast response speed, enabling real-time tracking of the active suspension's height changes without significant adjustment lag. Simultaneously, the airbag 300's inflation and deflation can be continuously and steplessly adjusted with high precision. Compared to other height adjustment methods such as motors and hydraulic cylinders, it also boasts advantages such as fewer components, lower cost, higher reliability, and easier maintenance. Specifically, motor-based adjustment requires components like a motor, lead screw, and reducer, resulting in a complex structure, high cost, and mechanical wear, limiting its lifespan. Hydraulic cylinder adjustment requires components like a hydraulic pump, oil tank, and piping, posing a risk of oil leakage and complicating maintenance. In contrast, the combined structure of the airbag 300 and the elastic element 400 eliminates mechanical wear and oil leakage issues, has fewer components, lower cost, longer service life, and higher reliability.

[0110] Furthermore, since the vehicle itself has an air source structure, there is no need to add an additional power source. The hardware is easy to arrange in the whole vehicle. It can be adapted to the matching requirements of different models simply by calibration. This also helps to improve the versatility and platformization of the intermediate support structure 10, reduce R&D costs, and shorten the R&D cycle.

[0111] Furthermore, both the elastic element 400 and the airbag 300 are connected between the bracket 100 and the mounting plate 200. When the airbag 300 fails or leaks, the elastic element 400 can still provide basic support for the bracket 100, ensuring vehicle driving safety. That is, the airbag 300 and the elastic element 400 can form a redundant design, which helps to improve the reliability of the intermediate support structure 10.

[0112] like Figure 5 As shown, in some embodiments, the step of determining the target height of the bracket 100 based on the current height of the suspension includes: Obtain the first MAP table, which records the target height of the bracket 100 when the equivalent included angle of the drive shaft 20 is at a preset threshold at each suspension height. Based on the current height of the suspension, the target height of bracket 100 is obtained by looking up and interpolating the first MAP table.

[0113] This embodiment presents a specific implementation method for determining the target height of the bracket 100. The first MAP table refers to the mapping relationship table between each suspension height and the target height of the bracket 100, which is obtained through vehicle calibration.

[0114] The following example illustrates the specific process of obtaining the first MAP table during calibration: First, select several typical suspension height conditions for the vehicle as calibration conditions, including the upper limit of the suspension, the upper posture of the air springs, the vehicle unloaded, the vehicle half-loaded, the vehicle fully loaded, the lower posture of the air springs, and the lower limit of the suspension. These conditions cover the entire travel range of the vehicle suspension from its highest to its lowest point. Under these multiple conditions, one condition can be selected as the benchmark for calibration.

[0115] For example, consider a vehicle operating under a half-load condition. When the vehicle is half-loaded, the suspension height is known, which is equivalent to the transmission height being known, and the rear drive axle height is also known. At this time, the height of the drive shaft 20 at the intermediate support structure 10 has an optimal value to ensure the equivalent angle meets a preset threshold. It is understandable that the height of the drive shaft 20 depends on the height of the bracket 100, which in turn is determined by the air pressure inside the airbag 300. Therefore, this optimal height value is the target height of the bracket 100 under half-load conditions. This target height of the bracket 100 is the baseline target height. Correspondingly, the air pressure value that the airbag 300 needs to reach to make the bracket 100 achieve this target height is the baseline target air pressure under half-load conditions.

[0116] As described above, for other calibration conditions, once the suspension height is determined, the heights of the transmission and rear drive axle are also known. At this point, the drive shaft 20 at the intermediate support structure 10 also has an optimal height value to ensure the equivalent angle meets a preset threshold. This optimal height value is the target height of the bracket 100 under the corresponding condition, and the corresponding air pressure value within the airbag 300 is the target air pressure under that condition. Therefore, by inputting the suspension height value based on different conditions, a target height for the corresponding condition can be output, thus deriving the first MAP table.

[0117] Table 1 provides an example of one type of correspondence record table, and Table 2 provides an example of one type of correspondence record table without adjusting the height of the support.

[0118] Table 1. Relationship between suspension height and target height under different working conditions.

[0119] Table 2. Relationship between suspension height and bracket height under different operating conditions without adjustment.

[0120] An oversprung posture refers to a posture in which the air spring travel of the air suspension system is between the travel of the vehicle when unloaded and the maximum travel of the suspension at its upper limit. The vehicle height is higher than the vehicle height when unloaded but lower than the height of the suspension at its upper limit. Similarly, an undersprung posture refers to a posture in which the air spring travel of the air suspension system is between the travel of the vehicle when fully loaded and the minimum travel of the suspension at its lower limit. The vehicle height is lower than the vehicle height when fully loaded but higher than the height of the suspension at its lower limit.

[0121] A comparison of Table 2 and Table 1 shows that the vehicle is operating at half load as the baseline condition. Referring to Table 2, if the intermediate support structure 10 does not have height adjustment functionality, then under the baseline condition, the bracket height is 3.5mm, and the equivalent angle is already in the optimal state. However, as the relative height of the transmission changes (equivalent to a change in the height of the vehicle suspension), the bracket height will change accordingly. For example, if the vehicle changes from half load to the upper limit of the suspension, the relative height of the transmission changes from 5.0mm to 6.5mm, and the corresponding bracket 100 will rise by 1.5mm due to the increase in vehicle frame height, changing from 3.5mm to 5.0mm. At this point, the equivalent angle no longer meets the optimal state.

[0122] As shown in Table 1, after enabling the intermediate support structure 10 to adjust its height, under the baseline operating condition, the bracket height is 3.5mm, and the equivalent angle is already in the optimal state. With changes in the relative height of the transmission, the height of the bracket 100 is actively adjusted to a target height that keeps the equivalent angle within a preset threshold. For example, if the vehicle changes from half-load to the upper limit of the suspension, the relative height of the transmission changes from 5.0mm to 6.5mm. At this time, by controlling the inflation of the airbag 300, the height of the bracket 100 is adjusted to 4.3mm (it is 5mm without adjustment, which is equivalent to needing inflation to lower the height of the driveshaft 20), and the equivalent angle still meets the optimal state under this operating condition.

[0123] In other words, a comparison of Tables 1 and 2 shows that, based on the vehicle's half-load condition, the height of bracket 100 is 3.5mm before and after adjustment, and the equivalent angle is already in the optimal state, requiring no further adjustment. When the suspension height is higher than half-load (e.g., vehicle unloaded, unsprung posture, suspension upper limit), the target height of bracket 100 after adjustment is lower than the height before adjustment, meaning the height of bracket 100 needs to be lowered; when the suspension height is lower than half-load (e.g., vehicle fully loaded, unsprung posture, suspension lower limit), the target height of bracket 100 after adjustment is higher than the height before adjustment, meaning the height of bracket 100 needs to be raised.

[0124] After adjustment, the height of support 100 under all working conditions converges to the target height that makes the equivalent included angle within the preset threshold. For example... Figure 6The diagram shown is a schematic representation of the height positions of the various components of the transmission system under different operating conditions, corresponding to Table 1. It can be seen that after height adjustment, the intermediate support position is always at the height that optimizes the equivalent angle, indicating that active adjustment can maintain the equivalent angle within the preset threshold under all operating conditions. Figure 7 The diagram shown in Table 2 illustrates the connection of the height positions of various components of the transmission system under different operating conditions before adjustment. It is evident that without adjustment, only under the baseline operating condition is the equivalent included angle at the optimal height achieved. Under other operating conditions, the position of the intermediate support deviates from the optimal value as the suspension height changes, leading to increased torsional vibration in the transmission system and increased vibration and noise inside the vehicle.

[0125] The target height is determined by lookup table interpolation, eliminating the need for complex real-time geometric calculations or dynamic simulations. This reduces computational load, allowing the controller to quickly output the target height, thus improving the response speed of the intermediate support height adjustment and better tracking of active suspension height changes. Furthermore, since the height is obtained through real-vehicle calibration, the calibration data accurately reflects the optimal support height for each suspension height. For height values ​​between calibration points, linear interpolation algorithms ensure adjustment accuracy across the entire suspension travel range, further enhancing adjustment precision. Moreover, the lookup table interpolation method allows for simultaneous linkage between the vehicle's active suspension and the intermediate support structure 10, while decoupling the height adjustment control of the intermediate support structure 10 from the active suspension. The vehicle only needs to provide the suspension height signal, and the intermediate support structure 10 can determine the target height without complex real-time interaction, simplifying the system architecture, reducing control complexity, and improving system reliability.

[0126] like Figure 8 As shown, in some embodiments, the step of controlling the inflation and deflation of the airbag 300 to adjust the support 100 to a target height includes: Obtain the second MAP table, which records the target air pressure of the airbag 300 at each target height of the bracket 100 at each suspension height. Based on the target altitude, the target air pressure of the airbag 300 is obtained by looking up and interpolating the value in the second MAP table. Control the airbag to inflate or deflate to the target pressure.

[0127] This embodiment proposes a specific implementation method for controlling the inflation and deflation of the airbag 300, which is also implemented using a MAP table. The second MAP table refers to the mapping relationship between the target height of the bracket 100 and the target air pressure of the airbag 300, which is obtained through vehicle calibration.

[0128] It is understandable that, as described in detail above, the method for obtaining the first MAP table can be obtained simultaneously while the first MAP table is being calibrated.

[0129] Specifically, when calibrating the first MAP table, after determining the target height of the bracket 100 at each suspension height, the air pressure value inside the airbag 300 when the bracket 100 reaches that target height is simultaneously recorded, and the calibration data of the second MAP table can be obtained synchronously. Based on the aforementioned calibration data, an example of the second MAP table is shown in Table 3: Table 3. Relationship between target height and target air pressure under different suspension conditions.

[0130] By directly obtaining the target air pressure through lookup interpolation using the second MAP table, the air pressure value within the airbag 300 can be accurately controlled, ensuring that the support 100 precisely reaches the target height. This improves the accuracy and consistency of height adjustment. Secondly, the lookup interpolation method involves less computation, allowing the controller to quickly output the target air pressure and execute inflation / deflation control, thus shortening adjustment time and improving the response speed of intermediate support height adjustment. Furthermore, the second MAP table can be calibrated simultaneously with the first MAP table. After determining the target height of the support at each suspension height, the corresponding airbag air pressure value can be recorded simultaneously, eliminating the need for additional calibration procedures and testing equipment. This reduces calibration costs and improves R&D efficiency.

[0131] In some embodiments, the control method includes: Obtain the vehicle's current road conditions; When the road is bumpy, the control solenoid valve is disconnected and the intermediate support structure 10 is in a high-rigidity mode. When the road is in a stable condition, the control solenoid valve is connected, and the intermediate support structure 10 is in a low-stiffness mode.

[0132] Smooth road conditions refer to driving environments where vehicles experience minimal vertical impact or vibration, such as well-paved, straight roads (flat roads) and highways. Conversely, bumpy road conditions refer to driving environments where vertical impact or vibration is greater, such as driving over continuous speed bumps, unpaved undulating surfaces, or potholes.

[0133] Optionally, there are various ways to acquire road conditions for a vehicle. For example, it can be done by acquiring operating condition signals that characterize the vehicle's driving environment and identifying the vehicle's current road conditions based on these signals. Operating condition signals can be, for example, at least one of the following: vehicle vertical acceleration signal, wheel speed signal, vehicle height signal, etc.

[0134] The aforementioned operating condition signals differ significantly when a vehicle is traveling on a smooth or bumpy road. By monitoring changes in these signals, the specific road conditions under which the vehicle is traveling can be identified. Taking the vertical acceleration signal as an example, the actual detected abrupt changes in vertical acceleration can be compared with a vertical acceleration threshold to determine the vehicle's road conditions.

[0135] Of course, other judgment models or other signals can be used to more accurately identify road conditions with different characteristics, such as continuous speed bumps and potholes. Specifically, road conditions can also be obtained through at least one of image signals, radar signals, and navigation signals. Wheel speed signals, vertical acceleration signals, and vehicle height signals can be classified as vehicle sensor signals, while image signals, radar signals, and navigation signals can be classified as environmental perception signals.

[0136] Low-stiffness mode and high-stiffness mode refer to two operating modes in which the intermediate support structure 10 changes the connection state between the airbag 300 and the auxiliary airbag by switching the total volume of the air chamber, thereby changing the support stiffness. Under the same air pressure, the support stiffness of the intermediate support structure 10 in low-stiffness mode is less than that in high-stiffness mode.

[0137] When the vehicle is on a bumpy road, the intermediate support structure 10 supports the drive shaft 20 in a high-rigidity mode. This allows for height adjustment of the drive shaft 20 while effectively limiting the displacement of the bracket 100 caused by bumps, preventing violent vibrations of the drive shaft 20 due to road surface excitation, and also preventing interference between the drive shaft 20 and surrounding components. When the vehicle is on a smooth road, the intermediate support structure 10 supports the drive shaft 20 in a low-rigidity mode. This allows for height adjustment of the drive shaft 20 while effectively isolating the vibration of the drive shaft 20 and minor road vibrations from being transmitted to the vehicle body, improving ride comfort. Therefore, the intermediate support structure 10 can adaptively switch stiffness modes according to road conditions, balancing transmission stability under bumpy conditions with vibration isolation performance under smooth conditions.

[0138] Thirdly, embodiments of this application provide a vehicle including the intermediate support structure 10 described in the first aspect.

[0139] The vehicle provided in this application embodiment uses the intermediate support structure 10 described in the first aspect, and therefore can achieve the same effect as the intermediate support structure 10 described above.

[0140] Fourthly, embodiments of this application provide a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the control method as described in the second aspect.

[0141] The vehicle provided in this application embodiment can execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described control method.

[0142] The processor can implement or execute various exemplary logic blocks, modules, and circuits incorporating the disclosure of this application. The processor can also be a combination of functions that implement computation, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc.

[0143] In addition, the memory and processor in the embodiments of this application may specifically be chips, components or modules; wherein, the memory is used to store instructions, and when the processor calls and executes the instructions, it can enable the chip to execute the vehicle control method provided in the above embodiments.

[0144] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0145] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0146] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An intermediate support structure for a drive shaft assembly, the drive shaft assembly including a drive shaft, characterized in that, The intermediate support structure includes: The bracket is rotatably fitted onto the outside of the drive shaft; Mounting plate, the mounting plate being used for fixed connection to the vehicle frame; and An airbag and at least one elastic element are provided, both of which are connected between the bracket and the mounting plate. The airbag and the elastic element are configured together to adjust the support height of the bracket.

2. The intermediate support structure according to claim 1, characterized in that, The elastic element is located inside the airbag, with one end of the elastic element hinged to the bracket and the other end hinged to the mounting plate.

3. The intermediate support structure according to claim 2, characterized in that, The elastic element consists of two parts, namely a first elastic element and a second elastic element, which are arranged in a cross pattern.

4. The intermediate support structure according to claim 2, characterized in that, The mounting plate includes a main body and a cover plate connected to the main body. One end of the main body near the bracket is connected to the airbag. The main body is used to fix the main body to the vehicle frame. The main body has an opening, the cover plate covers the opening, the elastic element is connected to the cover plate, and the cover plate has an inflation port for inflating the airbag.

5. The intermediate support structure according to claim 2, characterized in that, The intermediate support structure also includes guide components, which are disposed on opposite sides of the airbag; The guide assembly is connected to the bracket and the mounting plate respectively to guide the relative movement between the bracket and the mounting plate.

6. The intermediate support structure according to claim 1, characterized in that, The intermediate support structure also includes a secondary airbag, the volume of which is larger than that of the secondary airbag; The airbag and the auxiliary airbag are connected by a solenoid valve.

7. The intermediate support structure according to claim 1, characterized in that, The bracket includes a first body and a second body that are detachably connected. The second body includes a first segment and a second segment. The first segment and the first body together form a through hole for the drive shaft to pass through. The airbag includes an inflation chamber and a mounting chamber. The inflation chamber is connected to the mounting plate, and the second section is located inside the mounting chamber and connected to the mounting chamber.

8. A method for controlling an intermediate support structure, applied to an intermediate support structure as described in any one of claims 1 to 7, characterized in that, The control method includes: Get the current height of the vehicle's suspension; Based on the current height of the suspension, determine the target height of the bracket so that the equivalent included angle of the drive shaft is at a preset threshold. Control the inflation and deflation of the airbag to adjust the bracket to the target height.

9. The control method for the intermediate support structure according to claim 8, characterized in that, The step of determining the target height of the support based on the current height of the suspension includes: Obtain a first MAP table, which records the target height of the bracket when the equivalent included angle of the drive shaft is at a preset threshold at each suspension height. Based on the current height of the suspension, the target height of the bracket is obtained by looking up and interpolating the first MAP table; And / or, the step of controlling the inflation and deflation of the airbag to adjust the support to the target height includes: Obtain a second MAP table, which records the target air pressure of the airbag at each target height of the bracket; Based on the target altitude, the target air pressure of the airbag is obtained by looking up and interpolating the second MAP table. Control the inflation and deflation of the airbag to the target air pressure.

10. The control method for the intermediate support structure according to claim 8, characterized in that, The intermediate support structure further includes a secondary airbag, the volume of which is larger than that of the secondary airbag, and the primary airbag and the secondary airbag are connected to each other via a solenoid valve; the control method includes: Obtain the vehicle's current road conditions; When the road is bumpy, the solenoid valve is disconnected, and the intermediate support structure is in a high-rigidity mode. When the road is in a stable condition, the solenoid valve is connected, and the intermediate support structure is in a low-stiffness mode.

11. A vehicle, characterized in that, Includes the intermediate support structure as described in any one of claims 1 to 7; Alternatively, it may include a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the control method as described in any one of claims 8 to 10.

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