A method and system for detecting and evaluating chassis faults of a vehicle

Abstract

The application discloses a kind of automobile chassis fault detection evaluation method and system, belong to vehicle fault detection field, including determining vehicle type, use mode, after actual measurement value of vehicle in four-wheel alignment equipment is evaluated model measurement, with original factory design reference value is compared, analysis obtains the detection result of vehicle chassis component damage condition and driving control problem.The application is introduced in the evaluation model operation, and the difference of vehicle type and use mode is combined, to achieve more scientific detection and evaluation of automobile chassis, overcome the defects of low efficiency and low accuracy of prior art.The application is different from the traditional automobile chassis artificial naked eye visual detection method, through digital four-wheel alignment detection equipment, combined with each parameter value of automobile chassis design, let chassis detection and evaluation get rid of the dependence on technician personal experience, truly realize intelligent analysis and universal popularization.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile detection, and particularly relates to an automobile chassis fault detection and evaluation method and system. BACKGROUND

[0002] According to the national standards "GB21861-2014 Motor Vehicle Safety Technology Inspection Items and Methods", "GB18565-2016 Road Transport Vehicle Comprehensive Performance Requirements and Inspection Methods", and the promulgated standard "GB 38900-2020 Motor Vehicle Safety Technology Inspection Items and Methods", it is stipulated that the vehicle chassis parts must be inspected. The deformation of the automobile chassis parts, the aging of the rubber bushing, and the displacement of the frame will cause the change of the chassis geometric data, and the change of these data will cause the fault problem of the vehicle in driving. The existing inspection method often lacks effective detection tools and relies more on the subjective experience judgment of maintenance technicians. Maintenance technicians generally use crowbars, hammers and other auxiliary tools to determine the fault problem by visually observing the appearance state of the automobile related parts. This method is not only low in efficiency and accuracy, but also lacks extensive promotion. SUMMARY

[0003] The technical problem solved by the application is to provide an automobile chassis fault detection and evaluation method and system with high efficiency and high accuracy.

[0004] Technical scheme: In order to solve the above technical problems, the technical scheme adopted by the application is as follows:

[0005] An automobile chassis fault detection and evaluation method, which determines the vehicle type and use mode, compares the actual detection data of the four-wheel positioning equipment with the original factory design reference value after being calculated by an evaluation model, and analyzes the calculation results of the chassis part damage and vehicle control problem. Specifically, the following steps are included:

[0006] S1: The application end selects a certain automobile chassis detection scene, and the background model management system starts the evaluation model;

[0007] S2: Select the evaluation vehicle type; the vehicle type includes sedan, sports car, city SUV, off-road vehicle, pickup truck, van, light truck, small van and MPV;

[0008] S3: Select the evaluation vehicle use mode; the vehicle use mode includes high-speed driving, city driving, load driving, bad road driving and normal use;

[0009] S4: Input the actual parameter value detected by the four-wheel positioning equipment, calculate and analyze by the algorithm of the evaluation model, and obtain the analysis result;

[0010] S5: Output the evaluation result given by step S4.

[0011] Further, in step S4, the method for determining the steering wheel misalignment problem is:

[0012] K = fla - fra

[0013] In the formula, fla represents the left front wheel toe-in, and fra represents the right front wheel toe-in. The value of K is used to determine the steering wheel status, which is steering wheel straight, steering wheel basically straight, steering wheel slightly left misaligned, steering wheel left misaligned, steering wheel slightly right misaligned, or steering wheel right misaligned.

[0014] Further, if K = 0, the steering wheel is straight; if 0°02′ >= K >= -0°02′, the steering wheel is basically straight; if 0°06′ >= K >= 0°03, the steering wheel is slightly left misaligned; if K >= 0°07′, the steering wheel is left misaligned; if -0°03′ >= K >= -0°06′, the steering wheel is slightly right misaligned; and if K <= -0°07′, the steering wheel is right misaligned.

[0015] Further, in step S4, the tire abnormal wear problem is determined by analyzing the camber angle and toe angle, and the determination method includes the camber angle analysis method, the toe angle analysis method, and the comprehensive analysis method of the camber angle and the toe angle.

[0016] Further, the method for determining whether the tire wear is on the inside or the outside is:

[0017] M = (single wheel camber angle measurement data - vehicle constant - use constant) x

absolute value of (single wheel camber angle measurement data - vehicle constant - use constant)

[0018] The value of M obtained by the determination is used to determine the position of the tire wear, the severity of the tire wear, and the degree of tire lateral wear.

[0019] Further, in step S4, the vehicle running deviation problem is determined by analyzing the camber angle, the caster angle, the tire height, and the thrust angle, and the determination method is:

[0020] P = (H 左轮胎 -H 右轮胎 ) x 2 + (lc + frb - rc - flb + 0.5) x 30 + RAC / 2 x 25;

[0021] In the formula, P represents the determination value of the deviation, Hleft tire represents the left tire height, Hright tire represents the right tire height, lc represents the left caster angle, frb represents the right front wheel camber angle, rc represents the right caster angle, flb represents the left front wheel camber angle, and RAC / 2 represents the thrust angle.

[0022] Further, the deviation direction judging method is: if the value of P is less than -10, it is judged that the vehicle deviates to the right, if the value of P is between -10 and 10, it is judged that the vehicle does not deviate, and if the value of P is greater than 10, it is judged that the vehicle deviates to the left.

[0023] The deviation degree judging method is: if the absolute value of P is between 10 and 20, it is judged that the vehicle slightly deviates, and if the absolute value of P is greater than 20, it is judged that the vehicle seriously deviates.

[0024] Further, in step S4, the vehicle running instability problem is judged by analyzing the front wheel split toe and the total toe, the vehicle runs unstably when the front wheel toe data of the left and right wheels is asymmetric, and the vehicle running instability problem is judged by analyzing the front axle retreat angle and the rear axle retreat angle, and the vehicle runs unstably when the axle angle data deviation is large (the absolute value of the front axle retreat angle is greater than 15 minutes).

[0025] The application further discloses an automobile chassis fault detection and evaluation system, comprising a background model management system and an evaluation application end; the background model management system is used for setting algorithm rules, evaluating vehicle types and evaluating vehicle use purposes by a background administrator; an evaluation management module is used for realizing management of evaluation results; and the system has the functions of defining evaluation vehicle types, defining evaluation vehicle use modes and defining evaluation results.

[0026] Advantages: compared with the prior art, the application has the following advantages:

[0027] The automobile chassis fault detection and evaluation method and system introduce mathematical function operation, combine the differences between automobile types and use modes, achieve more scientific detection and evaluation of the automobile chassis, and overcome the defects of low efficiency and low precision of the prior art. The application is different from the traditional automobile chassis manual visual detection method, combines various parameter values of the automobile chassis, makes the chassis detection and evaluation independent of the experience of technicians, truly realizes intelligent analysis, and has universal popularization. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a structural schematic diagram of an automobile chassis fault detection and evaluation system;

[0029] Figure 2 is a flowchart of an automobile chassis fault detection and evaluation method. DETAILED DESCRIPTION

[0030] The application will be further illustrated by combining with specific implementation examples, the examples are implemented on the premise of the technical scheme of the application, and it should be understood that the examples are only used for illustrating the application and are not used for limiting the scope of the application.

[0031] For example, Figure 1As shown, the algorithm-based automobile chassis fault detection evaluation system of the application comprises a background model management system and an evaluation application end.

[0032] The background model management system sets algorithm rules, evaluates vehicle types, and evaluates vehicle usage modes by a background administrator. The background model management system sets an algorithm management module and an evaluation management module. The algorithm management module realizes the opening, closing, modification, and addition of algorithms,

[0033] The evaluation management module realizes the management of evaluation results. It has the functions of defining evaluation vehicle types, defining evaluation vehicle usage modes, and defining evaluation results, as well as the functions of modifying the above-mentioned contents.

[0034] In the evaluation application end, the application end user selects the evaluation vehicle type, selects the evaluation vehicle usage mode, inputs the necessary parameter value (four-wheel positioning actual measurement value), selects the start of evaluation, and obtains the evaluation result through system calculation. The user can choose to directly print the evaluation result or modify the evaluation result.

[0035] The application also discloses an automobile chassis fault detection evaluation method, which is realized based on the above-mentioned evaluation system. The evaluation method of the application is derived from the mathematical geometric relationship of the chassis components in the design of the automobile chassis. Through the calculation of the mathematical geometric relationship and the trigonometric function, the original factory recommended reference value (angle value) is given by the vehicle manufacturer. The application captures the actual value measured by the automobile four-wheel aligner, compares the actual value with the original vehicle reference value through the algorithm, and analyzes the damage of the chassis components and the vehicle control problem in combination with the current usage mode of the vehicle. Specifically, the method comprises the following steps:

[0036] S1: The application end selects a certain automobile chassis detection scene, the background model management system starts the evaluation model, and then the evaluation starts;

[0037] S2: Select the evaluation vehicle type;

[0038] The vehicle type is divided into: sedan, sports car, city SUV, off-road vehicle, pickup truck, van, light truck, small van, and MPV.

[0039] S3: Select the evaluation vehicle usage;

[0040] The vehicle usage is divided into: high-speed driving (fast), city driving (slow), load driving (high load), bad road driving (poor road condition), and normal use (regular walking).

[0041] The vehicle suspension type is: Macpherson independent suspension, multi-link independent suspension, high double wishbone independent suspension, low double wishbone independent suspension, torsion beam semi-independent suspension, and whole bridge non-independent suspension.

[0042] S4: input the necessary parameter value: input the actual measurement value of the four-wheel alignment device, and obtain the evaluation result through the evaluation model;

[0043] The parameter value is the actual parameter value measured by the four-wheel alignment device. After inputting the parameter value, the system determines the problems of the vehicle through an algorithm. The evaluation and analysis of the problems of the vehicle are mainly obtained through the analysis of the following parameters. The parameters involved in the algorithm of the application are shown in Table 1:

[0044] Table 1: vehicle related angle parameters

[0045]

[0046]

[0047] Among them, the left front wheel toe-in fla (f represents front, l represents left, and a represents toe-in). The right front wheel toe-in fra (f represents front, r represents right, and a represents toe-in). The front wheel total toe-in FA (F represents front (capital includes left and right), and A represents total toe-in (capital includes left and right)). The left rear wheel toe-in rla (r represents rear, l represents left, and a represents toe-in). The right rear wheel toe-in rra (r represents rear, r represents right, and a represents toe-in). The rear wheel total toe-in RA (R represents rear (capital includes left and right), and A represents total toe-in (capital includes left and right)).

[0048] The evaluation result is mainly divided into the following fault problems:

[0049] (1) Steering wheel misalignment: the steering wheel is not centered or not horizontal when the vehicle is straight;

[0050] (2) Abnormal tire wear: abnormal wear of the tire occurs after the vehicle has been driven for a period of time or a distance;

[0051] (3) Vehicle running deviation: the vehicle deviates to the left or right after driving a distance;

[0052] (4) Unstable driving: the vehicle has problems such as fishtailing, drifting, and poor handling;

[0053] (5) Deformation of chassis components: the deformation of the chassis components is not easily visible to the naked eye.

[0054] (1) The related algorithm for judging the steering wheel misalignment problem is as follows:

[0055] If the front wheel toe-in is not symmetrical on the left and right, the steering wheel will be misaligned and will be biased towards the side with larger front wheel toe-in. The specific calculation method is as follows:

[0056] K = fla-fra

[0057] In the formula, fla represents the left front wheel toe-in, fra represents the right front wheel toe-in, and the steering wheel is positive if K = 0, the steering wheel is substantially positive if 0°02' >= K >= -0°02', the steering wheel is slightly left misaligned if 0°06' >= K >= 0°03, the steering wheel is left misaligned if K >= 0°07', the steering wheel is slightly right misaligned if -0°03' >= K >= -0°06', and the steering wheel is right misaligned if K <= -0°07'.

[0058] (II) The algorithm for determining abnormal tire wear is as follows:

[0059] Tire wear is divided into three cases: 1: inner and outer side rolling wear, 2: tire plane transverse wear, and 3: combination of the two kinds of wear. The main angles that need to be analyzed for tire wear analysis are: camber angle and toe angle (including toe-in and total toe). Factors to be considered include: vehicle type (manufacturer's design premise), usage.

[0060] Table 2 Camber constants for different types of vehicles and vehicles with different usage.

[0061]

[0062] Table 2 Camber constants for different types of vehicles and vehicles with different usage (Camber has left front wheel camber, right front wheel camber, left rear wheel camber, and right rear wheel camber. "Front axle constant" in the table includes left front wheel camber and right front wheel camber; "Rear axle constant" includes left rear wheel camber and right rear wheel camber.)

[0063] Analysis of abnormal tire wear is mainly from three aspects: camber analysis method, toe angle analysis method, and comprehensive analysis method of camber and toe angle.

[0064] 1) Camber Analysis Method

[0065] Normal camber determines the direction of wear, inside or outside. Taking a car as an example, the normal camber of a car is -0.5 degrees for the front wheels and -0.75 degrees for the rear wheels. When the vehicle travels at high speed more often, the speed is relatively fast, and the front and rear wheels are added with the corresponding constant: -0.5 for the front wheels and -0.75 for the rear wheels. At this time, the camber data of the front and rear wheels of this vehicle should be: -1 degree for the front wheels and -1.5 degrees for the rear wheels, which is normal. Deviation from the normal angle will cause different degrees of tire wear. If the camber is too large, the outer side will be worn, and if the camber is too small, the inner side will be worn. The greater the deviation from the normal angle, the more obvious the wear.

[0066] 2) Toe Angle Analysis Method

[0067] Under normal circumstances, the toe angle determines the severity of wear. The toe angle causes the lateral wear of the ground contact. The total toe and toe-in of the rear wheel are considered, and only the total toe of the front wheel is considered.

[0068] The total toe value is controlled between -0.3° and +0.5°, the smaller the camber value, the greater the toe value required, and the greater the camber value, the smaller the toe value required.

[0069] Too large toe value causes the tire tread contacting the ground to wear from the outside to the inside, and too small toe value causes the tire tread contacting the ground to wear from the inside to the outside.

[0070] 3) Comprehensive analysis method of camber and toe

[0071] Too large or too small camber combined with too large or too small toe will cause the superposition of wear degree, for example, too small camber wears the inner side, and too small toe wears from the inside to the outside, the two inner side wear will superimpose, and the inner side will be more worn. Conversely, too large camber wears the outer side, and too large toe wears from the outside to the inside, the two outer side wear will superimpose, and the outer side will be more worn.

[0072] The calculation method of the present application for determining the tire wear direction is inner side or outer side is:

[0073] M=(single wheel camber measurement data-model constant-use constant)×

(single wheel camber measurement data-model constant-use constant) absolute value

[0074] In the above formula, during calculation, all degrees are unified as unitless values for calculation, and the angle values are all in percentage system (1 degree=60 minutes, the input values in the formula are all converted to degrees for calculation).

[0075] The calculation of tire wear direction considers the vehicle model, use, speed and other factors, if the value of M obtained is between -0.4 and 0.4, then the wear is not divided into inner and outer sides; if the value of M obtained is greater than 0.4, then it is judged as outer side wear; if the value of M obtained is less than -0.4, then it is judged as inner side wear.

[0076] The judgment method of tire wear severity is: if the absolute value of M is between 0.4 and 1, then it is judged as tire wear; if the absolute value of M is less than 0.4, then it is judged as slight tire wear; if the absolute value of M is greater than 1, then it is judged as severe tire wear.

[0077] The judgment method of tire lateral wear degree is: the front axle takes the total toe data, if the absolute value of front wheel total toe FA is less than 0.4, then it is judged as non-lateral wear or very slight lateral wear, if the absolute value of front wheel total toe FA is between 0.4 and 0.75, then it is judged as slight lateral wear; if the absolute value of front wheel total toe FA is greater than 0.75, then it is judged as severe lateral wear.

[0078] For example: calculate a car running in the city, occasionally high-speed sedan, model constant front axle is -0.5, rear axle is: -0.75; use constant front axle is: -0.15, rear axle is: -0.25, the measured data is: left front wheel camber: 0.3°, front wheel total toe is: 0.4°; the specific calculation process is as follows:

[0079] M = (0.3 - (-0.5) - (-0.15)) x

|(0.3 - (-0.5) - (-0.15)) |

[0080] Result: 1.2025, the result is that the outside, the degree is: serious,

[0081] The total toe of the front axle is between 0.4 and 0.75, which is judged as slight lateral wear

[0082] (Three) the algorithm for judging the running deviation of the vehicle is as follows:

[0083] The running deviation analysis mainly depends on three data: camber, kingpin inclination, tire height, and thrust angle. The data calculation is based on:

[0084] Camber is not symmetrical left and right, small value runs to large value direction, considering the left high and right low of the road surface, the right side should be smaller than the left side by about 30';

[0085] Kingpin inclination is not symmetrical left and right, large value runs to small value direction;

[0086] Tire height is not symmetrical left and right, large value runs to small value direction;

[0087] The weight of each running deviation factor is different in practice, and the numerical value of the angle is converted into an integer during calculation, so the weight is set as follows: the weight of tire height is set to 2, the weight of front wheel camber and kingpin inclination is set to 30, and the weight of thrust angle is set to 25.

[0088] Calculation method:

[0089] P = (H 左轮胎 -H 右轮胎 ) x 2 + (1c + frb - rc - flb + 0.5) x 30 + RAC / 2 x 25;

[0090] In the formula, P represents the judgment value of running deviation, H 左轮胎 represents the left tire height, H 右轮胎 represents the right tire height, lc represents the left kingpin inclination, rc represents the right kingpin inclination, frb represents the right front camber, flb represents the left front camber, and RAC / 2 represents the thrust angle.

[0091] In the above formula, when calculating, all degrees are unified as unitless values for calculation, and the angle values are all in percentage (1 degree = 60 minutes, and the input values in the formula are all converted into degrees for calculation).

[0092] Analysis method: first, the vehicle judges whether to run off, first ensures that the vehicle straight, then loosen the steering wheel, and then see if the vehicle runs to one side.

[0093] The running off direction judgment method is: if the value of P is less than -10, it is judged to run off to the right, if the value of P is between -10-10, it is judged as not running off; if the value of P is greater than 10, it is judged to run off to the left.

[0094] The running off degree judgment method is: if the absolute value of P is between 10-20, it is judged as slight running off; if the absolute value of P is greater than 20, it is judged as serious running off.

[0095] (Four) The algorithm for judging the running instability problem is as follows:

[0096] When the data of left and right wheels are asymmetric, the vehicle runs unstably, mainly referring to the angles: front and rear wheel toe.

[0097] When the front and rear total toe is too large or too small, the vehicle runs unstably.

[0098] When the front and rear axle angle data is too large, the vehicle runs unstably, mainly referring to the angles: front axle retreat angle FT and rear axle retreat angle RT.

[0099] The specific judgment method is: if the absolute value of the rear wheel advance angle is greater than or equal to 0.1 and the absolute value of the rear retreat angle is greater than 0.45, the output judgment result is "high-speed running, floating, brake fishtailing, and unstable direction";

[0100] If the absolute value of the rear wheel advance angle is greater than or equal to 0.1, the output judgment result is "high-speed running, floating, brake fishtailing";

[0101] If the absolute value of the rear axle retreat angle is greater than 0.45, the output judgment result is "high-speed running, unstable direction, and vehicle tail floating";

[0102] When the absolute value of the front wheel total toe FA is greater than or equal to 0.5, the output judgment result is "high-speed running, unstable direction";

[0103] When the absolute value of the rear wheel total toe is less than or equal to 0.1, no prompt is given.

[0104] (Five) The algorithm for judging the chassis component deformation problem is as follows:

[0105] The absolute value of the difference of the camber angle of the front axle wheels (left-right) is greater than 0.75 and the absolute value of the total toe of the front axle (the rear axle components of the ordinary vehicle are greatly different from the front axle, and the problem mainly exists in the front axle) is greater than 0.5, and the control arm rubber sleeve and the control arm body exist deformation problems.

[0106] S5: The system outputs the evaluation result given in step S4.

[0107] S6: The evaluation result is published or modified.

[0108] The above only describes the preferred embodiments of the present application, and it should be noted that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A method of chassis fault detection assessment for a vehicle, the method comprising: Determine the vehicle type, usage, and compare the actual measurement values of the vehicle on the four-wheel positioning equipment with the reference values of the original factory design after evaluation model calculation to analyze the detection results of vehicle chassis component damage and driving control problems. ​ S1: The application end selects a certain automobile chassis detection scene, and the background model management system starts the evaluation model. S2: Select the evaluation vehicle type; the vehicle type includes sedan, sports car, city SUV, off-road vehicle, pickup, van, light truck, small van, and MPV. S3: Select the usage of the evaluated vehicle; the vehicle usage includes high-speed driving, city driving, load driving, rough road driving, and normal use. S4: Input the actual measurement values of the four-wheel positioning equipment, and analyze the evaluation results through the evaluation model calculation; the evaluation results mainly include the following fault problems: (1) Steering wheel misalignment: the steering wheel is not centered or not horizontal when the vehicle is driving straight. The judgment method for steering wheel misalignment is: K = fla - fra In the formula, fla represents the left front wheel toe-in, and fra represents the right front wheel toe-in. The value of K is used to judge the state of the steering wheel as steering wheel centered, steering wheel basically correct, steering wheel slightly left misalignment, steering wheel left misalignment, steering wheel slightly right misalignment, or steering wheel right misalignment. If K = 0, the steering wheel is centered; if 0°02´>= K >=-0°02´, the steering wheel is basically correct; if 0°06´>= K >=0°03, the steering wheel is slightly left misaligned; if K >=0°07´, the steering wheel is left misaligned; if -0°03´>= K >=-0°06´, the steering wheel is slightly right misaligned; if K <=-0°07´, the steering wheel is right misaligned. (2) Tire abnormal wear: after the vehicle has been driving for a period of time or mileage, the tire appears abnormal wear. The method for judging whether the tire abnormal wear direction is inside or outside is: M = (single wheel camber angle measurement data - vehicle type constant - usage constant)╳【(single wheel camber angle measurement data - vehicle type constant - usage constant) absolute value】+ (total toe-in - 0.1°); By judging the value of M, the position of tire wear, the severity of tire wear, and the degree of tire lateral wear are determined. (3) Vehicle driving deviation: after the vehicle has been driving straight for a distance, the vehicle deviates to the left or right when the steering wheel is released; by analyzing the wheel camber angle, kingpin inclination angle, tire height, and thrust angle, the vehicle driving deviation problem is determined, and the judgment method is: P = (H 左轮胎 - H 右轮胎 )2 + (lc+frb- rc -flb+0.5)╳ 30 + RAC / 2 ╳ 25; where P represents a value for judging deviation, H 左轮胎 represents left tire height, H 右轮胎 represents right tire height, lc represents left kingpin caster, frb represents right front wheel camber, rc represents right kingpin caster, flb represents left front wheel camber, and RAC / 2 represents a thrust angle; The vehicle driving deviation direction judgment method is: if the value of P is less than -10, it is judged as right deviation; if the value of P is between -10 and 10, it is judged as no deviation; if the value of P is greater than 10, it is judged as left deviation. The deviation degree judgment method is: if the absolute value of P is between 10 and 20, it is judged as slight deviation; if the absolute value of P is greater than 20, it is judged as severe deviation. (4) Driving instability: when the vehicle is driving, the problems of fishtailing, drifting, and poor handling are encountered. (5) Chassis component deformation: the deformation problem of chassis components that is not easily discovered by the naked eye. S5: output the evaluation result given by step S4.

2. The method of claim 1, wherein: In step S4, the abnormal wear problem of the tire is determined by analyzing the camber angle and the toe angle, and the determination method includes the camber angle analysis method, the toe angle analysis method and the comprehensive analysis method of the camber angle and the toe angle.

3. The method of claim 1, wherein: In step S4, the vehicle running instability problem is determined by analyzing the front and rear wheel split toe and the total toe; when the left and right wheel toe data is asymmetric, the vehicle runs unstably; the vehicle running instability problem is determined by analyzing the front axle retract angle and the rear axle retract angle; when the axle angle data deviation is large and the absolute value of the axle retract angle is greater than 15 minutes, the vehicle runs unstably.

4. The method of claim 1, wherein: In step S4, the algorithm for determining the chassis component deformation problem is as follows: The absolute value of the difference between the left and right wheel camber angle values of the front axle is greater than 0.75 and the absolute value of the total toe of the front axle is greater than 0.5, indicating that the front axle control arm rubber sleeve is damaged and the control arm body is deformed.

5. A system for evaluating chassis fault detection of a vehicle implementing the method of any one of claims 1 to 4, characterized by: The background model management system and the evaluation application end are included; the background administrator sets the algorithm rule, the evaluation vehicle type, the evaluation vehicle use mode and the evaluation result type in the background model management system; the evaluation management module realizes the management of the evaluation result; and the function of defining the evaluation vehicle type, defining the evaluation vehicle use mode and defining the evaluation result is provided.

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