Vehicle chassis status monitoring method and system

Abstract

The present invention provides a monitoring method and system for the chassis state of a vehicle, and the monitoring method comprises the following steps: S1: obtaining the driving parameters of the vehicle in real time; S2: judging whether the vehicle is in a steering condition according to the current steering wheel angle of the vehicle; if so, executing step S3; S3: obtaining the current steering condition of the vehicle and the current steering condition parameters according to the driving parameters and the duration; S4: repeating steps S1-S3, accumulating and obtaining a plurality of current steering condition parameters; calculating the total left-turn condition parameters according to the current left-turn condition parameters, and calculating the total right-turn condition parameters according to the current right-turn condition parameters; S5: calculating the absolute value of the difference between the total left-turn condition parameters and the total right-turn condition parameters, and judging whether the absolute value is greater than a preset threshold; if so, issuing a warning message for alarm. Thus, the driver is reminded by the alarm to check the chassis state of the vehicle in time, thereby improving the stability and safety of vehicle driving.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle monitoring, and in particular relates to a vehicle chassis status monitoring method and system. Background Art

[0002] At present, vehicles have become a common means of transportation. When driving on roads of different working conditions, vehicles will turn left and right. When the vehicle turns left and right, the forces on the left and right wheels will be greatly different. When the left and right turns of the vehicle are in an inconsistent state for a long time, the forces on the left and right wheels will also be in an inconsistent state for a long time, which will lead to inconsistency in the chassis state of the left and right sides of the vehicle. However, users generally cannot detect the inconsistency of the vehicle chassis. Therefore, if the forces on the left and right wheels are in an inconsistent state for a long time, it will cause driving stability and safety problems of the vehicle. Summary of the invention

[0003] The purpose of the present invention is to solve the problem in the prior art that, during driving, if the left and right steering of a vehicle is in an inconsistent state for a long time, the impact force on the left and right sides of the vehicle chassis will be inconsistent, resulting in inconsistent states of the left and right sides of the vehicle chassis, which is generally not noticeable to users, causing insufficient vehicle driving stability and safety.

[0004] To solve the above problems, an embodiment of the present invention discloses a method for monitoring the state of a vehicle chassis, comprising the following steps:

[0005] S1: Acquire the vehicle's driving parameters in real time; the driving parameters include the current vehicle speed, the current vehicle weight, the current vehicle acceleration, and the current vehicle steering wheel angle;

[0006] S2: judging whether the vehicle is in a steering condition according to the current steering wheel angle;

[0007] If so, the duration of the vehicle in the current steering condition is collected;

[0008] S3: Calculate the current steering condition parameter of the vehicle according to the driving parameter and the duration; according to the angle of the steering wheel angle of the vehicle relative to the direction of the vehicle, the current steering condition parameter is the current left turn condition parameter or the current right turn condition parameter;

[0009] S4: Repeat steps S1-S3 to cumulatively obtain multiple current steering condition parameters; when the multiple current steering condition parameters include the current left turn condition parameter and the current right turn condition parameter, calculate the total left turn condition parameter according to the current left turn condition parameter, and calculate the total right turn condition parameter according to the current right turn condition parameter;

[0010] S5: Calculate the absolute value of the difference between the left-turn total operating condition parameter and the right-turn total operating condition parameter, and determine whether the absolute value is greater than a preset threshold; if so, issue a warning message to alarm.

[0011] The above technical solution is adopted, by obtaining the driving parameters of the vehicle, and judging that the vehicle is in a turning condition according to the driving parameters, the duration of the vehicle in the turning condition is collected, and multiple current left-turn condition parameters or multiple current right-turn condition parameters of the vehicle are calculated according to the driving parameters and the duration, and the total left-turn condition parameters are calculated according to the current left-turn condition parameters, and the total right-turn condition parameters are calculated according to the current right-turn condition parameters. When the absolute value of the difference between the total left-turn condition parameters and the total right-turn condition parameters is greater than the preset threshold, an alarm is issued. Among them, when the absolute value of the difference between the total left-turn condition parameters and the total right-turn condition parameters is greater than the preset threshold, it means that the impact force generated by the vehicle turning process on the left and right sides of the vehicle chassis is different, and the difference is large, so that the difference between the left and right sides of the vehicle chassis is large. At this time, it is necessary to remind the driver through an alarm to check the vehicle chassis status in time, thereby improving the stability and safety of vehicle driving.

[0012] According to another specific embodiment of the present invention, the method for monitoring the chassis status of a vehicle disclosed in the embodiment of the present invention calculates the total left turn operating condition parameters based on the current left turn operating condition parameters, and calculates the total right turn operating condition parameters based on the current right turn operating condition parameters, including: calculating the sum of all current left turn operating condition parameters among multiple current steering operating condition parameters as the total left turn operating condition parameters; calculating the sum of all current right turn operating condition parameters among multiple current steering operating condition parameters as the total right turn operating condition parameters.

[0013] By adopting the above technical solution, the sum of all current left turn operating condition parameters among multiple current steering operating condition parameters is taken as the total left turn operating condition parameter, and the sum of all current right turn operating condition parameters among multiple current steering operating condition parameters is taken as the total right turn operating condition parameter, thereby avoiding the inaccuracy caused by making judgments based on only collecting the current steering operating condition parameters once or a very small number of times.

[0014] According to another specific embodiment of the present invention, the method for monitoring the chassis state of a vehicle disclosed in the embodiment of the present invention obtains the current steering condition and current steering condition parameters of the vehicle according to the driving parameters and duration, including:

[0015] Determine the current speed coefficient value of the vehicle according to the current vehicle speed and a preset relationship model between the vehicle speed and the speed coefficient value of the vehicle;

[0016] Determine the current steering condition according to the current vehicle steering wheel angle, and determine the current steering coefficient value of the vehicle according to the maximum value of the current vehicle steering wheel angle in the current steering condition and a preset relationship model between the vehicle steering wheel angle and the vehicle steering coefficient value;

[0017] The current steering condition parameters are calculated according to the current speed coefficient value, the current vehicle weight, the current vehicle acceleration, the current steering coefficient value and the duration.

[0018] By adopting the above technical scheme, the vehicle's current speed coefficient value, current vehicle weight, current vehicle acceleration, current steering coefficient value and duration can accurately reflect the movement of the vehicle during the steering process. Therefore, the current steering condition parameters calculated based on the current speed coefficient value, current vehicle weight, current vehicle acceleration, current steering coefficient value and duration can more intuitively characterize the vehicle's steering condition.

[0019] According to another specific embodiment of the present invention, in the method for monitoring the vehicle chassis state disclosed in the embodiment of the present invention, in the relationship model between the preset vehicle speed and the vehicle speed coefficient value:

[0020] If the vehicle speed is less than the first speed threshold, determining the speed coefficient value to be the first speed coefficient value;

[0021] If the vehicle speed is greater than or equal to the first speed threshold and less than the second speed threshold, determining the speed coefficient value to be the second speed coefficient value;

[0022] If the vehicle speed is greater than or equal to the second speed threshold, determining the speed coefficient value to be a third speed coefficient value;

[0023] Among them, the first speed threshold is smaller than the second speed threshold, the first speed coefficient value is smaller than the second speed coefficient value, and the second speed coefficient value is smaller than the third speed coefficient value.

[0024] By adopting the above technical solution, when the vehicle speed is within different speed threshold ranges, corresponding different speed coefficient values ​​are assigned to it, which is convenient for statistical calculation.

[0025] According to another specific embodiment of the present invention, in the method for monitoring the vehicle chassis state disclosed in the embodiment of the present invention, in the relationship model between the preset vehicle steering wheel angle and the steering coefficient value of the vehicle:

[0026] If the vehicle steering wheel angle is less than a first angle threshold, determining the steering coefficient value to be a first steering coefficient value;

[0027] If the vehicle steering wheel angle is greater than or equal to the first angle threshold and less than the second angle threshold, determining the steering coefficient value to be the second steering coefficient value;

[0028] If the vehicle steering wheel angle is greater than or equal to the second angle threshold, determining the steering coefficient value to be a third steering coefficient value;

[0029] Among them, the first angle threshold is smaller than the second angle threshold, the first steering coefficient value is smaller than the second steering coefficient value, and the second steering coefficient value is smaller than the third steering coefficient value.

[0030] By adopting the above technical solution, when the steering wheel angle of the vehicle is within different threshold ranges, different corresponding steering coefficient values ​​are assigned to facilitate statistical calculation.

[0031] According to another specific embodiment of the present invention, the vehicle chassis status monitoring method disclosed in the embodiment of the present invention,

[0032] The first speed threshold is 30km / h, and the second speed threshold is 80km / h;

[0033] The first speed coefficient value is 0.15; the second speed coefficient value is 2; and the third speed coefficient value is 6.67.

[0034] The first angle threshold is 30°, and the second angle threshold is 90°;

[0035] The first steering coefficient value is 0.15; the second steering coefficient value is 0.6; and the third steering coefficient value is 0.9.

[0036] According to another specific embodiment of the present invention, the vehicle chassis state monitoring method disclosed in the embodiment of the present invention calculates the current steering condition parameter by the following formula:

[0037] S=α*a*β*t*G

[0038] Among them, S is the current steering condition parameter, α is the current speed coefficient value, a is the current vehicle acceleration, β is the current steering coefficient value, t is the duration, and G is the current vehicle weight.

[0039] According to another specific embodiment of the present invention, the vehicle chassis status monitoring method disclosed in the embodiment of the present invention determines the current vehicle weight by the following formula:

[0040] G=G 左前 +G 右前 +G 左后 +G 右后 +G 车辆簧下质量

[0041] Among them, G 左前 , G 右前 , G 左后 , G 右后 G is the weight borne by the air springs installed at the front, rear, left, and right positions of the vehicle. 车辆簧下质量 is the unsprung mass of the vehicle.

[0042] According to another specific embodiment of the present invention, in the method for monitoring the chassis status of a vehicle disclosed in the embodiment of the present invention, if the speed of the vehicle is determined to be 0 km / h, the current vehicle weight is recalculated after the vehicle is started again.

[0043] With the above technical solution, when the vehicle speed is 0 km / h, the vehicle stops and may perform weight reduction or weight gain operations. At this time, the current vehicle weight is recalculated so that the current steering condition parameters calculated subsequently can more accurately reflect the steering condition of the vehicle.

[0044] The present invention also provides a vehicle chassis status monitoring system, which is used to execute the vehicle chassis status monitoring method described above, and the monitoring system comprises:

[0045] A collection device, the collection device is used to obtain the driving parameters of the vehicle and the duration of the vehicle in the current steering condition, the driving parameters including the current vehicle speed, the current vehicle weight, the current vehicle acceleration, and the current vehicle steering wheel angle;

[0046] A judging device, the judging device is connected to the collecting device and is used to judge whether the vehicle is in a steering condition according to the current vehicle steering wheel angle collected by the collecting device;

[0047] A calculation device, the calculation device is connected to the collection device, and is used to calculate the current steering condition parameter of the vehicle according to the driving parameters and duration collected by the collection device, wherein the current steering condition parameter is the current left turn condition parameter or the current right turn condition parameter. When the current steering condition is the left turn condition, the current steering condition parameter is the current left turn condition parameter, and when the current steering condition is the right turn condition, the current steering condition parameter is the current right turn condition parameter;

[0048] and calculating the absolute value of the difference between the total working condition parameter of the left turn and the total working condition parameter of the right turn, wherein the total working condition parameter of the left turn is calculated according to the current working condition parameter of the left turn, and the total working condition parameter of the right turn is calculated according to the current working condition parameter of the right turn;

[0049] The alarm device is connected to the computing device and is used to determine whether the absolute value sent by the computing device is greater than a preset threshold value; if so, a warning message is issued to alarm.

[0050] The beneficial effects of the present invention are:

[0051] The vehicle chassis state monitoring method and system provided by the present invention obtains the driving parameters of the vehicle, and when the vehicle is in a turning condition according to the driving parameters, collects the duration of the vehicle in the turning condition, calculates multiple current left-turn condition parameters or multiple current right-turn condition parameters of the vehicle according to the driving parameters and the duration, and calculates the total left-turn condition parameters according to the current left-turn condition parameters, and calculates the total right-turn condition parameters according to the current right-turn condition parameters, and when the absolute value of the difference between the total left-turn condition parameters and the total right-turn condition parameters is greater than a preset threshold, an alarm is issued. Among them, when the absolute value of the difference between the total left-turn condition parameters and the total right-turn condition parameters is greater than the preset threshold, it indicates that the impact forces generated during the vehicle turning process on the left and right sides of the vehicle chassis are different, and the difference is large, so that the difference in the state of the left and right sides of the vehicle chassis is large, and at this time, the driver is reminded by an alarm to check the vehicle chassis state in time, thereby improving the stability and safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 is a schematic diagram of the structure of a vehicle chassis status monitoring system provided by an embodiment of the present invention;

[0053] Figure 2 is a flow chart of a method for monitoring a vehicle chassis state provided by an embodiment of the present invention;

[0054] Figure 3 It is a schematic diagram of the arrangement positions of various components on a vehicle in a vehicle chassis status monitoring system provided by an embodiment of the present invention.

[0055] Description of reference numerals:

[0056] 10: acquisition device; 101: wheel speed sensor; 102: air spring controller; 103: gyroscope; 104: electronic power steering; 20: judgment device; 30: calculation device; 40: alarm device; 50: vehicle controller; 60: monitoring system controller; 70: instrument panel. DETAILED DESCRIPTION

[0057] The following specific embodiments illustrate the implementation of the present invention, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this invention are limited to this implementation. On the contrary, the purpose of introducing the invention in conjunction with the implementation is to cover other options or modifications that may extend based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will include many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0058] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0059] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0060] In order to make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0061] In order to solve the problem in the prior art that when a vehicle is in a state of inconsistency between left and right steering for a long time during driving, the impact force on the left and right sides of the vehicle chassis will be inconsistent, resulting in inconsistent states of the left and right sides of the vehicle chassis, which is generally not noticeable to the user, causing insufficient vehicle driving stability and safety. The embodiments of the present invention disclose a vehicle chassis state monitoring method and monitoring system, which can remind the driver through an alarm when the state difference between the left and right sides of the vehicle chassis is large, and timely check the vehicle chassis state, thereby improving the stability and safety of vehicle driving.

[0062] Next, combine Figure 1-Figure 3 , the vehicle chassis status monitoring method and monitoring system provided by the present invention are described in detail.

[0063] The vehicle chassis status monitoring method provided by the present invention is performed by the vehicle chassis status monitoring system provided by the present invention. Figure 1 As shown, the monitoring system includes a collection device 10 , a judgment device 20 , a calculation device 30 and an alarm device 40 .

[0064] Specifically, Figure 2 As shown, the method for monitoring the vehicle chassis state includes the steps of:

[0065] S1: Acquire the driving parameters of the vehicle in real time, wherein the driving parameters may include the current vehicle speed, the current vehicle weight, the current vehicle acceleration, and the current vehicle steering wheel angle.

[0066] It should be noted that the driving parameters of the vehicle are acquired through the acquisition device 10 in the monitoring system in order to calculate the current steering condition parameters of the vehicle in the subsequent steps, and the calculation method of the current steering condition parameters is generally set in advance. Therefore, the driving parameters of the vehicle that need to be collected during the calculation process are also determined in advance. The acquired driving parameters of the vehicle may be the current vehicle speed, current vehicle weight, current vehicle acceleration, and current vehicle steering wheel angle listed in this embodiment. According to different calculation methods of the current steering condition parameters, the driving parameters may also include more or fewer parameters, and those skilled in the art may set them specifically as needed.

[0067] Furthermore, to obtain the current vehicle speed, the wheel speed sensors 101 set at the wheel edges of the four wheels in the acquisition device 10 can be used to collect the wheel speeds of the four wheels in real time, and the collected wheel speed signals are sent to the vehicle controller 50. The vehicle controller 50 can calculate the current vehicle speed S=2πR*C based on the collected wheel speed C (the number of rotations of the wheel per unit time, taking the average of the four wheel speeds of the front, rear, left and right) and the rolling radius R of the tire (the rolling radius of the tire can be determined by determining the tire model), and send the current vehicle speed to the monitoring system controller 60. The current vehicle speed is generally displayed on the dashboard 70 of the vehicle, which is calculated by the vehicle controller 50 to obtain a specific speed value and then sent to the dashboard 70 for display.

[0068] Furthermore, the current vehicle weight can be obtained through the air spring controller 102 provided in the acquisition device 10. It should be noted that when the vehicle is equipped with air suspension, it has its own air spring controller 102. Specifically, Figure 3 As shown, air spring controllers 102 are arranged on the four shock absorbers at the front, rear, left and right sides of the vehicle. Each air spring controller 102 can collect the weight borne by its own spring. The weight borne by the four air spring controllers 102 is recorded as G according to the collection position. 左前 , G 右前 , G 左后 , G 右后 , and G 左前 , G 右前 , G 左后 , G 右后 The current vehicle weight can be calculated by sending it to the monitoring system controller 60 installed in the vehicle.

[0069] In a specific embodiment of the present invention, the current vehicle weight is determined by the following formula:

[0070] G=G 左前 +G 右前 +G 左后 +G 右后 +G 车辆簧下质量

[0071] Among them, G 左前 , G 右前 , G 左后 , G 右后 G is the weight borne by the air springs installed at the front, rear, left, and right positions of the vehicle. 车辆簧下质量 is the unsprung mass of the vehicle.

[0072] It should be noted that the unsprung mass of the vehicle can be determined and stored in a storage component of the vehicle when the vehicle design is completed. The storage component may be a vehicle controller 50 and can be directly called when needed.

[0073] Moreover, in order to make the current steering condition parameters calculated subsequently reflect the steering situation of the vehicle more accurately, in a specific implementation, when the vehicle speed is 0 km / h, the vehicle stops and may perform weight reduction or weight gain operations. At this time, the current vehicle weight will be recalculated after the vehicle is started, and the recalculated current vehicle weight will overwrite the current vehicle weight calculated last time for subsequent calculations.

[0074] Furthermore, the current vehicle acceleration is collected in real time by the gyroscope 103 arranged at the center of mass of the vehicle in the collection device 10, and the current vehicle acceleration collected by the collection device 10 is sent to the monitoring system controller 60. It should be noted that the collected vehicle acceleration does not distinguish between left and right accelerations and positive and negative accelerations, but only collects the absolute value of the acceleration, and is divided into two categories according to whether the vehicle is turning right or left, namely, the acceleration in the left turn direction and the acceleration in the right turn direction. Moreover, the center of mass position of the vehicle is designed before the vehicle leaves the factory. Generally, the half-load center of mass position is taken for passenger cars, and the full-load center of mass position is taken for commercial vehicles.

[0075] Furthermore, the current vehicle steering wheel angle is acquired through the Electronic Power Steering (EPS) 104 provided in the acquisition device 10 , and the acquired steering wheel angle is sent to the monitoring system controller 60 .

[0076] S2: Determine whether the vehicle is in a turning condition based on the current steering wheel angle of the vehicle; if so, collect the duration of the vehicle in the current turning condition and execute step S3.

[0077] Specifically, when the steering wheel angle is not 0°, it means that the vehicle starts to turn at this time, then the vehicle is judged to be in a turning condition, and the electronic steering assist 104 in the acquisition device 10 starts to collect the duration of the vehicle in the current turning condition. It should be noted that the judgment process is performed by the judgment device 20 arranged in the monitoring system controller 60. And, when the steering wheel turns to the left, it is recorded as a left turn condition; when the steering wheel turns to the right, it is recorded as a right turn condition. Among them, the duration of the vehicle in the current steering condition refers to the time from the start of the turn to the end of the turn in a steering process. It is collected by the electronic steering assist 104 in the acquisition device 10 and sent to the monitoring system controller 60.

[0078] S3: According to the driving parameters and duration, the current steering condition and current steering condition parameters of the vehicle are obtained; wherein, when the current steering condition is a left turn condition, the current steering condition parameters are current left turn condition parameters, and when the current steering condition is a right turn condition, the current steering condition parameters are current right turn condition parameters.

[0079] Specifically, the computing device 30 in the monitoring system controller 60 acquires the current steering condition parameters of the vehicle through the driving parameters and duration sent by the acquisition device 10 .

[0080] It should be noted that when the vehicle is turning left or right, the impact force received by the left and right sides of the vehicle chassis will be different. When the vehicle turns left, the impact force received by the right side of the vehicle chassis is greater than the impact force received by the left side of the vehicle chassis; when the vehicle turns right, the impact force received by the left side of the vehicle chassis is greater than the impact force received by the right side of the vehicle chassis. If the vehicle is in the process of turning to one side for a long time, the chassis state of the vehicle will be significantly different, causing instability during vehicle driving.

[0081] The current steering condition parameters in this embodiment can intuitively display the left and right steering conditions of the vehicle in terms of data.

[0082] Moreover, the current steering condition parameters are obtained through the driving parameters and the duration, and therefore can accurately reflect the degree of the vehicle turning left or right, thereby determining the degree of impact on the left and right sides of the vehicle chassis.

[0083] S4: Repeat steps S1-S3 to cumulatively obtain multiple current steering condition parameters; when the multiple current steering condition parameters include the current left turn condition parameters and the current right turn condition parameters, calculate the left turn total condition parameters according to the current left turn condition parameters, and calculate the right turn total condition parameters according to the current right turn condition parameters.

[0084] It should be noted that the different states of the left and right sides of the vehicle chassis are caused by the long-term imbalance of the vehicle in the steering process. The current steering condition parameters collected a single time or a few times cannot accurately characterize the difference in the impact force on the vehicle chassis. Therefore, in the process of collecting the current steering condition parameters of the vehicle, the vehicle steering condition parameters collected multiple times are usually accumulated. Specifically, all current steering condition parameters collected during a vehicle's driving process, including multiple current left-turn condition parameters and current right-turn condition parameters, can be calculated after the vehicle stops driving, or when the vehicle is restarted. A certain number of collection times can also be preset, and the calculation will start after the preset number of collection times is met. Technical personnel in this field can set it according to specific needs.

[0085] Furthermore, in a specific implementation, the multiple current steering condition parameters may also only include the current left turn condition parameters or the current right turn condition parameters. Because if the multiple current steering condition parameters only include the current left turn condition parameters or the current right turn condition parameters, it means that the vehicle is only in the left turn or right turn condition for a long time, and the impact force on the left and right sides of the vehicle chassis is also unbalanced for a long time, which needs to be checked.

[0086] Moreover, when multiple current steering condition parameters include current left turn condition parameters and current right turn condition parameters, the total left turn condition parameters can be calculated based on the current left turn condition parameters, and the total right turn condition parameters can be calculated based on the current right turn condition parameters in a variety of ways. In a specific embodiment of the present invention, the sum of all current left turn condition parameters among multiple current steering condition parameters is calculated as the total left turn condition parameter; the sum of all current right turn condition parameters among multiple current steering condition parameters is calculated as the total right turn condition parameter.

[0087] It should be noted that, in order to make the calculation result more intuitive to illustrate the difference between left and right turns, each current left turn operating condition parameter can also be squared and then summed to obtain the total left turn operating condition parameter, and each current right turn operating condition parameter can be squared and then summed to obtain the total right turn operating condition parameter. It is also possible to square each current left turn operating condition parameter and then sum it to obtain the total left turn operating condition parameter, and square each current right turn operating condition parameter and then sum it to obtain the total right turn operating condition parameter. Those skilled in the art can make specific settings as needed.

[0088] S5: Calculate the absolute value of the difference between the left-turn total operating condition parameter and the right-turn total operating condition parameter, and determine whether the absolute value is greater than a preset threshold; if so, issue a warning message to alarm.

[0089] It should be noted that the preset threshold value can be obtained according to the vehicle test calibration. During the calibration process, the test vehicle keeps turning left all the time. Under different current vehicle accelerations, different current vehicle speeds, different current vehicle steering angles, and different vehicle weights, see how long the road test lasts, and the vehicle chassis will fail. Record the total working condition parameters of the left turn at this time. Similarly, let the test vehicle keep turning right all the time, record the total working condition parameters of the right turn that eventually fails, and take the average value of the total working condition parameters of the left turn and the total working condition parameters of the right turn. It is also possible to perform this test synchronously on multiple vehicles and finally take the average value. When the absolute value of the difference between the total working condition parameters of the left turn and the total working condition parameters of the right turn is greater than the preset threshold value, it means that the vehicle's left turn is longer than the right turn condition or the right turn is in the left turn for a long time, and the state difference between the left and right sides of the vehicle is large. This information is transmitted to the vehicle controller 50, and the vehicle controller 50 outputs it to the alarm device 40 for alarm, reminding the driver to check the vehicle chassis, tires and other components and perform corresponding repairs. When there is no problem with the vehicle chassis inspection, reset this monitoring system and restart the accumulation calculation. It should be noted that the alarm device 40 can display a reminder alarm through the instrument panel 70, or can make a sound reminder through a microphone. Those skilled in the art can make specific settings according to needs.

[0090] The above technical solution is adopted, by obtaining the driving parameters of the vehicle, and judging that the vehicle is in a turning condition according to the driving parameters, collecting the duration of the vehicle in the turning condition, calculating multiple current left-turn condition parameters or multiple current right-turn condition parameters of the vehicle according to the driving parameters and the duration, and calculating the total left-turn condition parameters according to the current left-turn condition parameters, and calculating the total right-turn condition parameters according to the current right-turn condition parameters, when the absolute value of the difference between the total left-turn condition parameters and the total right-turn condition parameters is greater than the preset threshold, an alarm is issued. Among them, when the absolute value of the difference between the total left-turn condition parameters and the total right-turn condition parameters is greater than the preset threshold, it means that the impact force generated by the vehicle turning process on the left and right sides of the vehicle chassis is different, and the difference is large, so that the difference between the left and right sides of the vehicle chassis is large, and at this time, it is necessary to remind the driver through an alarm to check the vehicle chassis status in time, thereby improving the stability and safety of vehicle driving.

[0091] In a specific implementation of the present invention, obtaining the current steering condition and current steering condition parameters of the vehicle according to the driving parameter and the duration includes:

[0092] The current speed coefficient value of the vehicle is determined according to the current vehicle speed and a preset relationship model between the vehicle speed and the speed coefficient value of the vehicle.

[0093] The current steering condition is determined according to the current vehicle steering wheel angle, and the current steering coefficient value of the vehicle is determined according to the maximum value of the current vehicle steering wheel angle in the current steering condition and a preset relationship model between the vehicle steering wheel angle and the vehicle's steering coefficient value.

[0094] The current steering condition parameter is calculated according to the current speed coefficient value, the current vehicle weight, the current vehicle acceleration, the current steering coefficient value and the duration.

[0095] It should be noted that the relationship model between the vehicle speed and the speed coefficient value of the vehicle can be obtained through vehicle test calibration. After the relationship model between the vehicle speed and the speed coefficient value of the vehicle is obtained, it is stored in the vehicle controller 50 of the vehicle. During the driving process of the vehicle, after the current speed of the vehicle is collected, the current speed coefficient value corresponding to the current speed of the vehicle can be obtained according to the preset relationship model between the vehicle speed and the speed coefficient value of the vehicle.

[0096] Similarly, the relationship model between the preset vehicle steering wheel angle and the steering coefficient value of the vehicle can also be obtained through vehicle test calibration, and can also be stored in the vehicle controller 50 for use.

[0097] In a specific implementation of the present invention, in the relationship model between the preset vehicle speed and the vehicle speed coefficient value:

[0098] If the vehicle speed is less than the first speed threshold, the speed coefficient value is determined to be the first speed coefficient value. If the vehicle speed is greater than or equal to the first speed threshold and less than the second speed threshold, the speed coefficient value is determined to be the second speed coefficient value.

[0099] If the vehicle speed is greater than or equal to the second speed threshold, the speed coefficient value is determined to be a third speed coefficient value.

[0100] Among them, the first speed threshold is smaller than the second speed threshold, the first speed coefficient value is smaller than the second speed coefficient value, and the second speed coefficient value is smaller than the third speed coefficient value.

[0101] Specifically, those skilled in the art can set the first speed threshold, the second speed threshold, the first speed coefficient value, the second speed coefficient value, and the third speed coefficient value according to specific needs. In a specific implementation, the first speed threshold is 30 km / h, the second speed threshold is 80 km / h; the first speed coefficient value is 0.15; the second speed coefficient value is 2; and the third speed coefficient value is 6.67.

[0102] In a specific implementation of the present invention, in a preset relationship model between a vehicle steering wheel angle and a vehicle steering coefficient value:

[0103] If the vehicle steering wheel angle is less than the first angle threshold, the steering coefficient value is determined to be the first steering coefficient value.

[0104] If the vehicle steering wheel angle is greater than or equal to the first angle threshold and less than the second angle threshold, the steering coefficient value is determined to be the second steering coefficient value.

[0105] If the vehicle steering wheel angle is greater than or equal to the second angle threshold, the steering coefficient value is determined to be a third steering coefficient value.

[0106] Among them, the first angle threshold is smaller than the second angle threshold, the first steering coefficient value is smaller than the second steering coefficient value, and the second steering coefficient value is smaller than the third steering coefficient value.

[0107] Specifically, those skilled in the art can set the first angle threshold, the second angle threshold, the first steering coefficient value, the second steering coefficient value, and the third steering coefficient value according to specific needs. In a specific implementation, the first angle threshold is 30°, the second angle threshold is 90°; the first steering coefficient value is 0.15; the second steering coefficient value is 0.6; and the third steering coefficient value is 0.9.

[0108] It should be noted that during the steering process, the steering wheel angle of the vehicle is not a fixed value, but ranges from 0 to the maximum angle value and then back to 0. The maximum angle value during the steering process can best represent the intensity of the vehicle's turn. Therefore, during the steering process, the vehicle compares the maximum angle of the steering wheel during this steering process with the first angle threshold and the second angle threshold to determine the current steering coefficient value.

[0109] In a specific implementation of the present invention, the current steering condition parameter is calculated by the following formula:

[0110] S=α*a*β*t*G

[0111] Among them, S is the current steering condition parameter, α is the current speed coefficient value, a is the current vehicle acceleration, β is the current steering coefficient value, t is the duration, and G is the current vehicle weight.

[0112] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in conjunction with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A method for monitoring vehicle chassis status, characterized in that: The following steps are involved: S1: Acquire the driving parameters of the vehicle in real time; the driving parameters include the current vehicle speed, the current vehicle weight, the current vehicle acceleration, and the current vehicle steering wheel angle; S2: determining whether the vehicle is in a steering condition according to the current vehicle steering wheel angle; If yes, the duration of the vehicle in the current steering condition is collected, and step S3 is executed; S3: obtaining a current steering condition and a current steering condition parameter of the vehicle according to the driving parameter and the duration; wherein, when the current steering condition is a left-turn condition, the current steering condition parameter is a current left-turn condition parameter, and when the current steering condition is a right-turn condition, the current steering condition parameter is a current right-turn condition parameter; S4: Repeat steps S1-S3 to cumulatively obtain a plurality of current steering condition parameters; when the plurality of current steering condition parameters include the current left turn condition parameter and the current right turn condition parameter, calculate the total left turn condition parameter according to the current left turn condition parameter, and calculate the total right turn condition parameter according to the current right turn condition parameter; S5: Calculate the absolute value of the difference between the left-turn total operating condition parameter and the right-turn total operating condition parameter, and determine whether the absolute value is greater than a preset threshold; If so, a warning message is issued to alarm.

2. The vehicle chassis status monitoring method according to claim 1, characterized in that: Calculating the total left-turn operating condition parameter according to the current left-turn operating condition parameter, and calculating the total right-turn operating condition parameter according to the current right-turn operating condition parameter, including: Calculate the sum of all current left-turn operating condition parameters among the multiple current steering operating condition parameters as the left-turn total operating condition parameter; The sum of all current right-turn operating condition parameters among the multiple current steering operating condition parameters is calculated as the right-turn total operating condition parameter.

3. The vehicle chassis status monitoring method according to claim 1 or 2, characterized in that: According to the driving parameter and the duration, obtaining the current steering condition and current steering condition parameters of the vehicle includes: Determining a current speed coefficient value of the vehicle according to the current vehicle speed and a preset relationship model between the vehicle speed and the vehicle speed coefficient value; Determining a current steering condition according to the current vehicle steering wheel angle, and determining a current steering coefficient value of the vehicle according to a maximum value of the current vehicle steering wheel angle in the current steering condition and a preset relationship model between the vehicle steering wheel angle and the vehicle steering coefficient value; The current steering condition parameter is calculated according to the current speed coefficient value, the current vehicle weight, the current vehicle acceleration, the current steering coefficient value and the duration.

4. The vehicle chassis status monitoring method according to claim 3, characterized in that: In the relationship model between the preset vehicle speed and the vehicle speed coefficient value: If the vehicle speed is less than a first speed threshold, determining the speed coefficient value to be a first speed coefficient value; If the vehicle speed is greater than or equal to the first speed threshold and less than a second speed threshold, determining the speed coefficient value to be a second speed coefficient value; If the vehicle speed is greater than or equal to the second speed threshold, determining the speed coefficient value to be a third speed coefficient value; Among them, the first speed threshold is smaller than the second speed threshold, the first speed coefficient value is smaller than the second speed coefficient value, and the second speed coefficient value is smaller than the third speed coefficient value.

5. The vehicle chassis status monitoring method according to claim 4, characterized in that: In the preset relationship model between the vehicle steering wheel angle and the vehicle steering coefficient value: If the vehicle steering wheel angle is less than a first angle threshold, determining the steering coefficient value to be a first steering coefficient value; If the vehicle steering wheel angle is greater than or equal to the first angle threshold and less than a second angle threshold, determining the steering coefficient value to be a second steering coefficient value; If the vehicle steering wheel angle is greater than or equal to the second angle threshold, determining the steering coefficient value to be a third steering coefficient value; Among them, the first angle threshold is smaller than the second angle threshold, the first steering coefficient value is smaller than the second steering coefficient value, and the second steering coefficient value is smaller than the third steering coefficient value.

6. The vehicle chassis status monitoring method according to claim 5, characterized in that: The first speed threshold is 30 km / h, and the second speed threshold is 80 km / h; The first speed coefficient value is 0.15; the second speed coefficient value is 2; the third speed coefficient value is 6.67; The first angle threshold is 30°, and the second angle threshold is 90°; The first steering coefficient value is 0.15; The second steering coefficient value is 0.6; The third steering coefficient value is 0.

9.

7. The vehicle chassis status monitoring method according to claim 5, characterized in that: The current steering condition parameters are calculated by the following formula: S=α*a*β*t*G Among them, S is the current steering condition parameter, α is the current speed coefficient value, a is the current vehicle acceleration, β is the current steering coefficient value, t is the duration, and G is the current vehicle weight.

8. The vehicle chassis status monitoring method according to claim 7, characterized in that: The current vehicle weight is determined by the following formula: G=G 左前 +G 右前 +G 左后 +G 右后 +G 车辆簧下质量 Among them, G 左前 , G 右前 , G 左后 , G 右后 G is the weight borne by the air springs installed at the front, rear, left, and right positions of the vehicle. 车辆簧下质量 is the unsprung mass of the vehicle.

9. The vehicle chassis status monitoring method according to claim 8, characterized in that: If it is determined that the current vehicle speed is 0 km / h, the current vehicle weight is recalculated after the vehicle is started again.

10. A vehicle chassis status monitoring system, characterized in that: A method for monitoring a vehicle chassis state according to any one of claims 1 to 9, wherein the monitoring system comprises: A collection device, the collection device is used to obtain the driving parameters of the vehicle and the duration of the vehicle in the current steering condition, the driving parameters including the current vehicle speed, the current vehicle weight, the current vehicle acceleration, and the current vehicle steering wheel angle; A judging device, the judging device being connected to the collecting device and configured to judge whether the vehicle is in a steering condition according to the current vehicle steering wheel angle collected by the collecting device; a calculation device, the calculation device being connected to the acquisition device, and being used for calculating a current steering condition parameter of the vehicle according to the driving parameter and the duration acquired by the acquisition device, wherein the current steering condition parameter is a current left turn condition parameter or a current right turn condition parameter; when the current steering condition is a left turn condition, the current steering condition parameter is a current left turn condition parameter; when the current steering condition is a right turn condition, the current steering condition parameter is a current right turn condition parameter; and calculating the absolute value of the difference between the total operating condition parameter of a left turn and the total operating condition parameter of a right turn, wherein the total operating condition parameter of a left turn is calculated according to the current operating condition parameter of a left turn, and the total operating condition parameter of a right turn is calculated according to the current operating condition parameter of a right turn; An alarm device is connected to the computing device and is used to determine whether the absolute value sent by the computing device is greater than a preset threshold value; if so, a warning message is issued to alarm.

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