Semi-active shock absorber fault handling method, system, vehicle and storage medium

Abstract

The present invention relates to the field of shock absorber technology, and discloses a method, system, vehicle and storage medium for handling semi-active shock absorber faults, wherein the method comprises: obtaining the initial resonance amplitude of all shock absorbers on the vehicle; obtaining the current resonance amplitude of all shock absorbers during the driving process of the vehicle; determining the fault state of the shock absorber according to the initial resonance amplitude and the current resonance amplitude corresponding to the same shock absorber; and generating the shock absorber fault identification result of the vehicle according to the fault state corresponding to all the shock absorbers. The present invention realizes automatic and accurate identification of shock absorber faults without the need to install additional force sensors on the shock absorber. The present invention has high fault identification accuracy and short cycle for shock absorbers, is easy to implement, and does not require manual cooperation, thus saving costs and improving user experience.

Description

Technical Field

[0001] The present invention relates to the technical field of shock absorbers, and in particular to a method, system, vehicle and storage medium for handling faults of a semi-active shock absorber. Background Art

[0002] With the widespread use of vehicles and the rapid development of science and technology, users have higher and higher requirements for driving experience. As characteristics that directly affect the sensory experience and personal safety of passengers, vehicle ride comfort and handling stability have received more and more attention. The shock absorber system connects the wheels and the body, plays a role in vibration isolation and force transmission, and is one of the important systems that determine the vehicle's dynamic performance. When the shock absorber fails and the damping force is severely attenuated or even disappears, the semi-active suspension control of the vehicle will fail, the shock absorber will lose its damping effect, and even cause danger to the vehicle's driving process. Therefore, it is very necessary to identify the severe attenuation of the damping force caused by the shock absorber failure to ensure the driving safety of the vehicle.

[0003] In the prior art, it is often necessary to manually check whether the shock absorber is faulty by the driver when the vehicle is stationary. However, this solution requires the driver to manually check to determine the fault, which requires a high level of fault identification experience from the driver and is very difficult for novice drivers. When the driver does not manually check the actual fault, the vehicle will not automatically alarm. At this time, if the driver operates violently, an accident is likely to occur. In the prior art, there is also a solution to determine whether the shock absorber is faulty by installing an additional force sensor on the shock absorber, but this solution will increase the cost of the shock absorber. Summary of the invention

[0004] The embodiments of the present invention provide a semi-active shock absorber fault processing method, system, vehicle and storage medium, which can automatically and accurately identify shock absorber faults without additionally installing a force sensor on the shock absorber.

[0005] A method for handling a semi-active shock absorber fault, comprising:

[0006] Obtain the initial resonance amplitude of all shock absorbers on the vehicle;

[0007] Acquiring current resonance amplitudes of all the shock absorbers during the driving of the vehicle;

[0008] Determining a fault state of the shock absorber according to the initial resonance amplitude and the current resonance amplitude corresponding to the same shock absorber;

[0009] A shock absorber fault identification result of the vehicle is generated according to the fault states corresponding to all the shock absorbers.

[0010] A semi-active shock absorber fault processing system comprises a shock absorber and a controller connected to the shock absorber; the controller is used to execute the semi-active shock absorber fault processing method.

[0011] A vehicle comprises the semi-active shock absorber fault handling system.

[0012] A computer-readable storage medium stores computer-readable instructions, and when the computer-readable instructions are executed by a processor, the semi-active shock absorber fault processing method is implemented.

[0013] In the semi-active shock absorber fault handling method, system, vehicle and storage medium provided by the present invention, the method includes: obtaining the initial resonance amplitude of all shock absorbers on the vehicle; obtaining the current resonance amplitude of all the shock absorbers during the driving of the vehicle; determining the fault state of the shock absorber according to the initial resonance amplitude and the current resonance amplitude corresponding to the same shock absorber; generating the shock absorber fault identification result of the vehicle according to the fault state corresponding to all the shock absorbers. The present invention realizes automatic and accurate identification of shock absorber faults without the need to install additional force sensors on the shock absorbers. The present invention has high accuracy and short cycle for shock absorber fault identification, is easy to implement, and does not require manual cooperation, saves costs, and improves user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0015] Figure 1 It is a flow chart of a method for handling a semi-active shock absorber fault in one embodiment of the present invention.

[0016] Figure 2 Schematic diagram of a quarter vehicle vibration model in one embodiment of the present invention.

[0017] Figure 3 1 is a frequency response characteristic curve of the sprung acceleration and the unsprung acceleration of a quarter vehicle vibration model in one embodiment of the present invention.

[0018] Figure 4 1 is a frequency response characteristic curve of sprung acceleration and unsprung acceleration of a shock absorber at different vehicle speeds in one embodiment of the present invention.

[0019] Figure 5The following are the frequency response characteristic curves of the sprung acceleration and the unsprung acceleration of the shock absorber at different damping attenuation levels in one embodiment of the present invention.

[0020] Figure 6 It is a module diagram of a semi-active shock absorber fault processing system in one embodiment of the present invention. DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0022] like Figure 6 As shown, the present invention provides a semi-active shock absorber fault processing system 11, comprising a shock absorber 112 and a controller 111 connected to the shock absorber 112; the controller 111 is used to execute the semi-active shock absorber fault processing method of the present invention. Furthermore, the semi-active shock absorber fault handling system 11 also includes a sensor assembly 113 connected to the controller 111 and the shock absorber 112; the sensor assembly 113 includes a sprung acceleration sensor and an unsprung acceleration sensor arranged on the vehicle; wherein the sprung acceleration sensor is used to detect the sprung acceleration signal of each shock absorber 112 of the vehicle (such as the initial sprung acceleration signal and the actual sprung acceleration signal mentioned later); the unsprung acceleration sensor is used to detect the unsprung acceleration signal of each shock absorber 112 of the vehicle (such as the initial unsprung acceleration signal and the actual unsprung acceleration signal mentioned later. In the present invention, the shock absorber 112 is a semi-active shock absorber (a shock absorber whose damping can be continuously adjusted with current). A shock absorber (left front shock absorber, right front shock absorber, left rear shock absorber, right rear shock absorber) is arranged at the corresponding position of each of the four wheels of the vehicle. The present invention is applicable to vehicles with semi-active suspension.

[0023] In the present invention, the vehicle is a complex vibration system consisting of a vehicle body and four wheels, each of which is connected to the vehicle body through a semi-active suspension. The springs and dampers in the semi-active suspension are all considered as linear elements in the modeling process, and the actuator of the semi-active suspension is the shock absorber. Based on the basic knowledge of vehicle theory, a 7-DOF vehicle vibration model can be simplified into four independent 2-DOF quarter-vehicle vibration models, such as Figure 2 The figure shows one of the quarter vehicle vibration models. Thus, the fault conditions of the four shock absorbers on the vehicle can be identified separately through the quarter vehicle vibration model. Figure 2The two-degree-of-freedom quarter-vehicle vibration model including a shock absorber (semi-active shock absorber) includes a road surface 1, a tire 2, an unsprung part 3, a suspension spring 4, a sprung part 5, and a shock absorber 6. The unsprung part 3 and the road surface 1 are connected through the tire 2, and the sprung part 5 and the unsprung part 3 are connected through the suspension spring 4 and the semi-active shock absorber 6. The vertical displacement of the road surface 1 is z q ; The vertical stiffness of tire 2 is k t ; The mass of the unsprung part 3 is m u , the vertical displacement is z u ; The vertical stiffness of the suspension spring 4 is k s ; The mass of the sprung part 5 is m s , the vertical displacement is z s ; The adjustable damping of the shock absorber 6 is c s .

[0024] In one embodiment, if Figure 1 As shown, the semi-active shock absorber fault processing method includes the following steps S100-S400 executed by the above controller:

[0025] S100, obtaining the initial resonance amplitudes of all shock absorbers on the semi-active suspension of the vehicle; understandably, Figure 2 In the quarter vehicle vibration model shown, the mass of the unsprung part 3 is m u , the vertical displacement is z u ; The mass of the sprung part 5 is m s , the vertical displacement is z s ; From the basic knowledge of vehicle theory, we know that the sprung acceleration and unsprung acceleration The frequency response function can be obtained by taking the ratio of the Fourier transform of And the modulus of the frequency response function, that is, the amplitude ratio, is called the amplitude-frequency characteristic and is recorded as

[0026] Reference Figure 3 The frequency response characteristic curve of sprung acceleration and unsprung acceleration corresponding to the quarter vehicle vibration model shown in FIG. When The value is the resonance amplitude, where ω0 is the natural circular frequency of the body vibration. According to the frequency response characteristics of the quarter vehicle vibration model, the amplitude-frequency characteristic is the inherent characteristic of the vehicle system, and the resonance amplitude is Only with semi-active shock absorber damping c s , vertical stiffness k of suspension spring s and the mass of the sprung part m s is related to the vertical displacement z of the road surface. q , regardless of vehicle speed.

[0027] Reference Figure 4 In the frequency response characteristic curves of the sprung acceleration and unsprung acceleration of the same shock absorber at different vehicle speeds, the frequency response characteristics of the sprung acceleration and unsprung acceleration corresponding to different vehicle speeds are basically the same. Figure 5 In the frequency response characteristic curve of sprung acceleration and unsprung acceleration corresponding to different damping attenuation levels of the shock absorber, Figure 4 Curve 1 in the diagram corresponds to a passive shock absorber, curve 2 corresponds to a CDC shock absorber, curve 3 corresponds to a CDC shock absorber with a damping attenuation of 20%, curve 4 corresponds to a CDC shock absorber with a damping attenuation of 30%, curve 5 corresponds to a CDC shock absorber with a damping attenuation of 40%, and curve 6 corresponds to a CDC shock absorber with a damping attenuation of 50%. Figure 4 It can be seen that according to the different damping attenuation levels of the shock absorber (i.e., damping c s The resonance amplitude of the frequency-frequency characteristic of the shock absorber is different, and the more the damping attenuation, the greater the resonance amplitude of the frequency-frequency characteristic. Therefore, since the resonance amplitude is independent of the road surface and the vehicle speed, and when the vertical stiffness k of the suspension spring is s and the mass of the sprung part m s When the resonance amplitude is constant, The damping c of the semi-active shock absorber s Furthermore, in the present invention, the resonance amplitude is observed by actual vehicle. The change of the shock absorber damping c s The changes in the shock absorber can be used to identify the fault of the shock absorber, and the shock absorber fault can be automatically and accurately identified without the need to install additional force sensors on the shock absorber.

[0028] In this embodiment, due to manufacturing and assembly errors, the amplitude-frequency characteristics of each shock absorber on the vehicle will be different after actual mass production and installation. Therefore, it is necessary to record the initial resonance amplitude of each shock absorber after it leaves the production line, and then use it as the basis for the damping attenuation degree of the shock absorber. Therefore, in this step, it is first necessary to obtain the initial resonance amplitude of all shock absorbers on the semi-active suspension of the vehicle.

[0029] In a specific embodiment, the step S100, i.e., obtaining the initial resonance amplitudes of all shock absorbers on the vehicle, includes:

[0030] When the vehicle is traveling on a road surface that meets the preset test requirements, if an initial resonance amplitude determination instruction is received, it is determined whether the vehicle speed is greater than a preset speed threshold; wherein the preset test requirements may be requirements such as road surface flatness and slope set according to the test requirements. When the vehicle is off the production line and the self-inspection is completed, it is necessary to test each vehicle to obtain the initial resonance amplitude corresponding to each shock absorber on the vehicle. At this time, it is necessary to control the vehicle to travel stably on a road surface that meets the preset test requirements to start the test, and then control the vehicle speed to be greater than a preset speed threshold (the preset speed threshold is set according to the requirements), and then use the sensor components originally provided in the semi-active suspension (the sensor components include a sprung acceleration sensor and an unsprung acceleration sensor set on the vehicle) to obtain the initial sprung acceleration signal and the initial unsprung acceleration signal of each shock absorber respectively. Understandably, in this step, the initial resonance amplitude determination instruction is automatically generated after the vehicle leaves the production line and the self-test is completed, and it is determined that the vehicle has been stably driving on a road surface that meets the preset test requirements, or it is generated after the driver (or other personnel) triggers a preset button after it is determined that the vehicle has been stably driving on a road surface that meets the preset test requirements. After receiving the initial resonance amplitude determination instruction, it starts to detect whether the vehicle speed is greater than the preset vehicle speed threshold.

[0031] After the vehicle speed is greater than the preset speed threshold, the initial sprung acceleration signal and the initial unsprung acceleration signal corresponding to all the shock absorbers of the vehicle within the first preset time length are obtained; wherein the first preset time length is set according to demand. That is, after determining that the vehicle speed is greater than the preset speed threshold, it is necessary to use the sprung acceleration sensor and the unsprung acceleration sensor originally provided in the semi-active suspension to respectively obtain the initial sprung acceleration signal and the initial unsprung acceleration signal of each shock absorber within the first preset time length after the vehicle speed is greater than the preset speed threshold; if the vehicle speed is less than or equal to the preset speed threshold, the vehicle speed is continuously controlled to increase until it is increased to greater than the preset speed threshold, and then the initial sprung acceleration signal and the initial unsprung acceleration signal corresponding to all the shock absorbers of the vehicle within the first preset time length are obtained.

[0032] According to the initial sprung acceleration signal and the initial unsprung acceleration signal corresponding to each of the shock absorbers, Fourier transform is performed to obtain the initial resonance amplitude corresponding to each of the shock absorbers. That is, in this step, the initial sprung acceleration signal and the initial unsprung acceleration signal are Fourier transformed to obtain the initial resonance amplitude corresponding to each shock absorber. It can be understood that the Fourier transform calculation process can refer to the description of the quarter vehicle vibration model, which will not be repeated here. Further, the initial resonance amplitude obtained above can be recorded in a preset storage module of the semi-active shock absorber fault handling system so that it can be retrieved at any time when needed. The preset storage module is connected to the controller or integrated in the controller. In the above embodiment, since the initial resonance amplitude is used as a calibration value and will be used as a comparison standard for the current resonance amplitude measured subsequently, and it needs to be determined based on the initial sprung acceleration signal and the initial unsprung acceleration signal, it is necessary to improve the measurement accuracy of the initial sprung acceleration signal and the initial unsprung acceleration signal as much as possible; in this embodiment, since the vehicle is traveling on a road surface that meets the preset test requirements and is in the process of testing, it is convenient for the driver to control the vehicle speed. Therefore, setting the preset vehicle speed threshold can make the vehicle within a vehicle speed range that is most convenient for measuring the initial sprung acceleration signal and the initial unsprung acceleration signal of the shock absorber, which can improve the accuracy of the final initial sprung acceleration signal and the initial unsprung acceleration signal, thereby making the accuracy of the initial resonance value used as the calibration value higher.

[0033] S200, obtaining current resonance amplitudes of all the shock absorbers during the driving process of the vehicle; that is, after determining the initial resonance amplitude, it can be used as a basis for the damping attenuation degree of the shock absorber, and then after determining the current resonance amplitude of the shock absorber according to the actual sprung acceleration signal and the actual unsprung acceleration signal corresponding to each shock absorber during the actual driving process of the vehicle, the initial resonance amplitude and the current resonance amplitude corresponding to the same shock absorber are compared, and then by identifying the difference between the two, it is determined whether the shock absorber is faulty.

[0034] In a specific embodiment, the step S200, i.e., obtaining the current resonance amplitudes of all the shock absorbers during the driving of the vehicle, includes:

[0035] During the driving process of the vehicle, if it is determined that the vehicle is in a stable driving state, the actual sprung acceleration signals and actual unsprung acceleration signals corresponding to all the shock absorbers of the vehicle within a second preset time period are obtained; wherein the second preset time period is set according to demand (for example, based on the computing power of the controller and the storage space of the preset storage area), and the second preset time period can be the same as or different from the first preset time period. During the actual driving process of the vehicle, it is first necessary to judge its stable driving state. Specifically, the vehicle driving speed within the preset judgment time period before the current time point can be obtained, and then the average value of all the vehicle driving speeds obtained is determined, and then the speed difference between the obtained vehicle driving speeds and the above average value is obtained. If all speed differences do not exceed the preset speed threshold, it means that the current speed fluctuation of the vehicle does not exceed the set range and the vehicle is in a stable driving state. Otherwise, the measurement will continue. Furthermore, in the above process of identifying the stable driving state of the vehicle, before determining the average value of all the vehicle driving speeds obtained, all the vehicle driving speeds obtained can also be subjected to denoising processing, so that the vehicle driving speeds that only occur occasionally (only occur a few times within the preset determination time, such as once or twice) can be removed, and then the average value and speed difference are calculated based on the remaining vehicle driving speeds to more accurately determine the stable driving state of the vehicle and avoid the influence of interference factors. It can be understood that in the above step S200, during the vehicle driving process, it is only when a fault identification instruction is received that the vehicle is judged whether it is in a stable driving state. The fault identification instruction can be generated regularly or after the driver triggers a preset fault identification button. After determining that the vehicle is in a stable driving state, it is necessary to use the sprung acceleration sensor and the unsprung acceleration sensor originally provided in the semi-active suspension to respectively obtain the actual sprung acceleration signal and the actual unsprung acceleration signal of each shock absorber within the second preset time after the vehicle is in a stable driving state.

[0036] According to the actual sprung acceleration signal and the actual unsprung acceleration signal corresponding to each of the shock absorbers, a Fourier transform is performed to obtain the current resonance amplitude corresponding to each of the shock absorbers. That is, in this step, the actual sprung acceleration signal and the actual unsprung acceleration signal are Fourier transformed to obtain the current resonance amplitude corresponding to each shock absorber. It is understandable that the above-mentioned Fourier transform calculation process can refer to the above-mentioned description of the quarter vehicle vibration model, which will not be repeated here. Furthermore, the above-mentioned actual resonance amplitude obtained can also be recorded in the preset storage module of the semi-active shock absorber fault handling system. It is understandable that, with reference to Figure 4In the sprung acceleration and unsprung acceleration frequency response characteristic curves of the same shock absorber on the vehicle at different vehicle speeds, the sprung acceleration and unsprung acceleration frequency response characteristics corresponding to different vehicle speeds are basically overlapped. Therefore, in this embodiment, corresponding to different vehicle speeds, the current resonance amplitude of the reducer is also basically overlapped and is not affected. Therefore, in the embodiment, it is only necessary to meet the requirement that the vehicle is in a stable driving state, and the current resonance amplitude of the vehicle can be accurately determined according to the above method.

[0037] S300, determining the fault state of the shock absorber according to the initial resonance amplitude and the current resonance amplitude corresponding to the same shock absorber; specifically, comparing the initial resonance amplitude corresponding to each shock absorber with the current resonance amplitude, for example, comparing the current resonance amplitude of the left front shock absorber with the initial resonance amplitude of the left front shock absorber stored in a preset storage area, so as to identify the fault state of the left front shock absorber. Specifically, step S300 includes:

[0038] The amplitude difference between the current resonance amplitude and the initial resonance amplitude corresponding to the same shock absorber is obtained; for example, the amplitude difference between the current resonance amplitude of the left front shock absorber and the initial resonance amplitude of the left front shock absorber stored in a preset storage area is obtained.

[0039] Obtain the preset fault amplitude threshold value corresponding to each of the shock absorbers, and compare the amplitude difference corresponding to the same shock absorber with the preset fault amplitude threshold value; further, before obtaining the preset fault amplitude threshold value corresponding to each of the shock absorbers, it includes: obtaining the test resonance amplitude of the sample shock absorber of the same type as the shock absorber when the damping attenuation reaches the preset ratio; recording the difference between the test resonance amplitude and the initial resonance amplitude of the shock absorber as the preset fault amplitude threshold value. That is, in this embodiment, the preset fault amplitude threshold value can be the test resonance amplitude corresponding to the shock absorber of the same type when the damping attenuation reaches the preset ratio, and then subtracting the initial resonance amplitude corresponding to the shock absorber. Further, the preset ratio is 40%-60%. For example, the preset ratio includes but is not limited to 50%. In this embodiment, after determining the amplitude difference corresponding to a shock absorber, for example, after determining the amplitude difference of the left front shock absorber, it is necessary to further obtain the preset fault amplitude threshold corresponding to the left front shock absorber, and then compare the two to determine the size between the amplitude difference corresponding to the left front shock absorber and the preset fault amplitude threshold, so as to further determine the fault state of the left front shock absorber.

[0040] When the amplitude difference is greater than or equal to the preset fault amplitude threshold, it is determined that the fault state of the shock absorber corresponding to the amplitude difference is a fault; for example, the amplitude difference corresponding to the left front shock absorber is greater than or equal to its corresponding preset fault amplitude threshold, indicating that the fault state of the left front shock absorber is a fault.

[0041] When the amplitude difference is less than the preset fault amplitude threshold, it is determined that the fault state of the shock absorber corresponding to the amplitude difference is not a fault. For example, if the amplitude difference corresponding to the left front shock absorber is less than its corresponding preset fault amplitude threshold, it means that the fault state of the left front shock absorber is not a fault.

[0042] It is understandable that the fault states of the right front shock absorber, the left rear shock absorber, and the right rear shock absorber on the vehicle can also be identified through the above embodiments, and the fault states obtained by the above identification can be stored in a preset storage module.

[0043] S400, generating a shock absorber fault identification result of the vehicle according to the fault states corresponding to all the shock absorbers. In a specific embodiment, the step S400, i.e., generating a shock absorber fault identification result of the vehicle according to the fault states corresponding to all the shock absorbers, includes: obtaining the position information of all the shock absorbers in the vehicle whose fault states are faulty, converting the position information into a fault code, and generating a fault identification result including the fault code. That is, in this embodiment, the specific position information of the faulty shock absorber can be determined according to the fault states corresponding to all the shock absorbers identified, and then, a fault code is generated according to the position information, and the fault code represents the specific position information of the faulty shock absorber in the vehicle (for example, the fault code can represent that the left front shock absorber is faulty), and then, a fault identification result including the fault code is generated. In this way, the above embodiment of the present invention can accurately identify which position of the shock absorber is faulty without being disturbed by the manufacturing and assembly errors of the shock absorber, and then accurately generate a fault identification result.

[0044] The present invention calculates the initial resonance amplitude and the current resonance amplitude of each shock absorber according to a quarter vehicle vibration model without the need to additionally install a force sensor on the shock absorber (saving costs), and then performs fault identification on each shock absorber according to the initial resonance amplitude and the current resonance amplitude to obtain a fault identification result. The present invention can accurately identify which shock absorber has a fault without being affected by the manufacturing and assembly errors of the shock absorber, thereby realizing automatic and accurate identification of shock absorber faults. The present invention has high accuracy and short cycle for fault identification of shock absorbers, is easy to implement, and does not require manual cooperation, thus saving costs and improving user experience.

[0045] In one embodiment, after step S400, that is, after generating the shock absorber fault identification result of the vehicle according to the fault states corresponding to all the shock absorbers, the method further includes: sending the fault identification result to a preset prompting device so as to prompt the fault identification result through the preset prompting device.

[0046] In this embodiment, the controller can send the fault identification result to the preset prompt device through CAN (Controller Area Network) to report an error. Specifically, the preset prompt device can be a human-computer interaction window system of the semi-active shock absorber fault handling system, such as the dashboard of the vehicle. In this way, the fault identification result can be displayed through the dashboard to prompt the driver; or, the preset prompt device can be a playback device in the vehicle, which can emit an alarm and broadcast the fault identification result, thereby prompting the driver to drive the car carefully and remind the driver to replace the faulty shock absorber as soon as possible. This embodiment can accurately identify which shock absorber is faulty without being disturbed by the manufacturing and assembly errors of the shock absorber during the driving process of the vehicle, and then accurately report the fault identification result and alarm in time, thereby ensuring that the driver can promptly know the failure state of the shock absorber, reminding the driver not to perform violent operations to avoid accidents.

[0047] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0048] like Figure 6 As shown, the present invention provides a semi-active shock absorber fault processing system 11, comprising a shock absorber 112 and a controller 111 connected to the shock absorber 112; the controller 111 is used to execute the semi-active shock absorber fault processing method of the present invention. Furthermore, the semi-active shock absorber fault handling system 11 also includes a sensor assembly 113 connected to the controller 111 and the shock absorber 112; the sensor assembly 113 includes a sprung acceleration sensor and an unsprung acceleration sensor arranged on the vehicle; wherein the sprung acceleration sensor is used to detect the sprung acceleration signal of each shock absorber 112 of the vehicle (such as the initial sprung acceleration signal and the actual sprung acceleration signal mentioned later); the unsprung acceleration sensor is used to detect the unsprung acceleration signal of each shock absorber 112 of the vehicle (such as the initial unsprung acceleration signal and the actual unsprung acceleration signal mentioned later. In the present invention, the shock absorber 112 is a semi-active shock absorber (a shock absorber whose damping can be continuously adjusted with current). A shock absorber (left front shock absorber, right front shock absorber, left rear shock absorber, right rear shock absorber) is arranged at the corresponding position of each of the four wheels of the vehicle. The present invention is applicable to vehicles with semi-active suspension.

[0049] Furthermore, the semi-active shock absorber fault handling system also includes a preset prompt device (not shown in the figure), which can be a dashboard serving as a human-computer interaction window system on the vehicle, and can display the fault identification result through the dashboard to prompt the driver; the preset prompt device can be a playback device in the vehicle, and can emit an alarm and broadcast the fault identification result through the playback device, thereby prompting the driver to drive the car carefully and reminding the driver to replace the faulty shock absorber as soon as possible.

[0050] The semi-active shock absorber fault handling system in the embodiment of the present invention can calculate the initial resonance amplitude and current resonance amplitude of each shock absorber according to the quarter vehicle vibration model without the need to install an additional force sensor on the shock absorber (saving costs), and then identify the fault of each shock absorber according to the initial resonance amplitude and the current resonance amplitude to obtain the fault identification result. The present invention can accurately identify which shock absorber has a fault without being disturbed by the manufacturing and assembly errors of the shock absorber, and realizes automatic and accurate identification of the shock absorber fault. In addition, the present invention can accurately report the fault identification result and alarm in time, thereby ensuring that the driver can know the failure state of the shock absorber in time, reminding the driver not to perform violent operations to avoid accidents. The present invention has high accuracy and short cycle for fault identification of shock absorbers, is easy to implement, and does not require manual cooperation, saving costs and improving user experience.

[0051] The specific configuration of the controller in the semi-active shock absorber fault handling system of the present invention corresponds to the above-mentioned semi-active shock absorber fault handling method one by one, and will not be repeated here. Each module in the above-mentioned controller can be implemented in whole or in part by software, hardware and a combination thereof. Each of the above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory in the computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0052] The present invention further provides a vehicle, comprising the above-mentioned semi-active shock absorber fault handling system. The above-mentioned vehicle of the present invention is a vehicle with a semi-active suspension. For the specific definition of the controller in the present invention, please refer to the definition of the semi-active shock absorber fault handling system above, which will not be repeated here.

[0053] A computer-readable storage medium stores computer-readable instructions, and when the computer-readable instructions are executed by a processor, the semi-active shock absorber fault processing method is implemented.

[0054] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through computer-readable instructions, and the computer-readable instructions can be stored in a non-volatile and / or volatile computer-readable storage medium. When the computer-readable instructions are executed, they can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided by the present invention can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0055] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units or modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units or modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above.

[0056] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A method for handling a semi-active shock absorber fault, characterized in that: include: Obtain the initial resonance amplitude of all shock absorbers on the vehicle; The initial resonance amplitude refers to the initial resonance amplitude determined according to the initial sprung acceleration signal and the initial unsprung acceleration signal corresponding to each shock absorber when the vehicle is off the production line and self-tested, and is running stably on a road surface that meets the preset test requirements and the vehicle speed is greater than the preset vehicle speed threshold; wherein the frequency response function is the sprung acceleration and unsprung acceleration The ratio of the Fourier transform of is the modulus of the frequency response function; when the frequency ratio When the amplitude-frequency characteristic The value of is the resonance amplitude, is the natural circular frequency of the vibration of the vehicle body; Acquiring current resonance amplitudes of all the shock absorbers during the driving of the vehicle; Determining a fault state of the shock absorber according to the initial resonance amplitude, the current resonance amplitude and a preset fault amplitude threshold corresponding to the same shock absorber; A shock absorber fault identification result of the vehicle is generated according to the fault states corresponding to all the shock absorbers.

2. The method for handling a semi-active shock absorber fault as claimed in claim 1, characterized in that: The obtaining of the initial resonance amplitudes of all shock absorbers on the vehicle includes: When the vehicle is traveling on a road surface that meets the preset test requirements, if an initial resonance amplitude determination instruction is received, it is determined whether the vehicle speed is greater than a preset vehicle speed threshold; After the vehicle speed is greater than a preset vehicle speed threshold, obtaining initial sprung acceleration signals and initial unsprung acceleration signals respectively corresponding to all the shock absorbers of the vehicle within a first preset time period; Fourier transform is performed on the initial sprung acceleration signal and the initial unsprung acceleration signal corresponding to each shock absorber to obtain initial resonance amplitudes corresponding to each shock absorber.

3. The method for handling a semi-active shock absorber fault as claimed in claim 2, characterized in that: The obtaining of the current resonance amplitudes of all the shock absorbers during the driving of the vehicle includes: During the driving of the vehicle, if it is determined that the vehicle is in a stable driving state, obtaining actual sprung acceleration signals and actual unsprung acceleration signals respectively corresponding to all the shock absorbers of the vehicle within a second preset time period; Fourier transform is performed on the actual sprung acceleration signal and the actual unsprung acceleration signal corresponding to each shock absorber to obtain a current resonance amplitude corresponding to each shock absorber.

4. The method for handling a semi-active shock absorber fault according to claim 1, characterized in that: The determining the fault state of the shock absorber according to the initial resonance amplitude and the current resonance amplitude corresponding to the same shock absorber comprises: Obtaining an amplitude difference between the current resonance amplitude and the initial resonance amplitude corresponding to the same vibration absorber; Obtaining preset fault amplitude thresholds corresponding to each of the shock absorbers, and comparing the amplitude difference corresponding to the same shock absorber with the preset fault amplitude threshold; When the amplitude difference is greater than or equal to the preset fault amplitude threshold, determining that the fault state of the shock absorber corresponding to the amplitude difference is a fault; When the amplitude difference is less than the preset fault amplitude threshold, it is determined that the fault state of the shock absorber corresponding to the amplitude difference is that no fault has occurred.

5. The method for handling a semi-active shock absorber fault as claimed in claim 4, characterized in that: Before obtaining the preset fault amplitude thresholds corresponding to each of the shock absorbers, the method includes: Obtaining a test resonance amplitude of a sample vibration absorber of the same type as the vibration absorber at a preset damping attenuation ratio; The difference between the test resonance amplitude and the initial resonance amplitude of the shock absorber is recorded as a preset fault amplitude threshold.

6. The method for handling a semi-active shock absorber fault as claimed in claim 5, characterized in that: The preset ratio is 40%-60%.

7. The method for handling a semi-active shock absorber fault according to claim 1, characterized in that: The generating a shock absorber fault identification result of the vehicle according to the fault states corresponding to all the shock absorbers comprises: The position information of all the shock absorbers in the vehicle whose fault status is failure is obtained, the position information is converted into a fault code, and a fault identification result including the fault code is generated.

8. The method for handling a semi-active shock absorber fault as claimed in claim 1, characterized in that: After generating the shock absorber fault identification result of the vehicle according to the fault states corresponding to all the shock absorbers, the method further includes: The fault identification result is sent to a preset prompting device so that the fault identification result is prompted by the preset prompting device.

9. A semi-active shock absorber fault handling system, characterized in that: It comprises a shock absorber and a controller connected to the shock absorber; the controller is used to execute the semi-active shock absorber fault handling method according to any one of claims 1 to 8.

10. A vehicle, characterized in that: Including the semi-active shock absorber fault handling system as described in claim 9.

11. A computer-readable storage medium storing computer-readable instructions, characterized in that: When the computer-readable instructions are executed by a processor, the semi-active shock absorber fault processing method according to any one of claims 1 to 8 is implemented.

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