A state detection assembly and detection method of a vehicle suspension system

Abstract

The application provides a state detection assembly and method of a vehicle suspension system, comprising: a support frame with a first space; a rubber main spring arranged in the space, with a second space in it and a first opening on the side wall; a bracket arm with a first end and a second end; the first end is connected with the first opening; the second end is connected with an engine; a mark scale area is arranged on the top of the second end close to one side of the support frame; the suspension system has a free state, a static compression state and a dynamic change state; the detection assembly comprises: a displacement detection member arranged on the support frame close to one side of the second end, with an axis arranged along a first direction; the displacement detection member further has a detection end; in the free state, the detection end corresponds to an initial time of the mark scale area; in the static compression state, the displacement detection member is used for detecting the displacement of the bracket arm along a second direction; the second direction is perpendicular to the first direction; by arranging the displacement detection member and the mark scale area, the state of the bracket arm can be detected, so as to determine whether the suspension component is damaged.

Description

Technical Field

[0001] This application relates to the technical field of automotive engine mounting systems, and more particularly to a condition detection component and method for automotive mounting systems. Background Technology

[0002] With the rapid development of the automotive industry, the requirements for NVH performance and vehicle handling are becoming increasingly stringent. As a crucial component affecting NVH performance, the suspension system plays an increasingly important role. However, after the suspension system is installed in the vehicle, the dense arrangement of components in the engine compartment makes it impossible to see the condition of the suspension components themselves, let alone determine whether the suspension components have been damaged. Summary of the Invention

[0003] The purpose of this application is to address the above-mentioned problems by providing a condition detection component and method for an automotive mounting system.

[0004] First aspect:

[0005] This application provides a status detection component for an automotive mounting system, the mounting system comprising:

[0006] A support frame having a first space extending through a first direction;

[0007] A rubber main spring is disposed within the first space; the rubber main spring has a second space and a first opening communicating with the second space is provided on the side wall of the rubber main spring;

[0008] The support arm has a first end and a second end; the first end enters the first opening along the first direction; the second end is connected to the engine; and at least one marking scale area is provided on the top of the second end near the support frame.

[0009] The suspension system has a free state, a static compressed state, and a dynamic changing state;

[0010] The detection component includes:

[0011] A displacement detection element is disposed on the support frame near the second end; the axis of the displacement detection element is arranged along the first direction; the displacement detection element has a detection end; in the free state, the detection end corresponds to the initial time of the marked scale area; in the static compression state, the displacement detection element is used to detect the first displacement of the first end along the second direction; the second direction is perpendicular to the first direction.

[0012] According to the technical solutions provided in certain embodiments of this application, two marking scale areas are provided on the side of the second end near the support frame; the two marking scale areas are arranged along a third direction, and the third direction is perpendicular to both the first direction and the second direction;

[0013] There are two displacement detection elements; the two displacement detection elements include a first detection element and a second detection element.

[0014] In the free state, the detection ends of the first and second detection elements correspond precisely to the initial scale of the corresponding marking scale area;

[0015] In the static compression state, the first detection element is used to detect the second displacement of the second end along the second direction; the second detection element is used to detect the third displacement of the second end along the second direction.

[0016] According to the technical solutions provided in certain embodiments of this application, the detection component further includes:

[0017] A pressure detection element is disposed at the bottom of the first space; the pressure detection element is located directly below the rubber main spring;

[0018] In the free state, the pressure sensing element is used to measure the initial pressure value it bears;

[0019] In the static compression state, the pressure detection element is used to measure the first pressure value it bears;

[0020] In the dynamic change state, the pressure detection element is used to measure the second pressure value it bears.

[0021] The detection component also includes:

[0022] A first calculation module is configured to calculate a first stiffness deviation ratio based on the first displacement.

[0023] The second calculation module is configured to calculate the tilt angle based on the second displacement and the third displacement;

[0024] The first judgment module is configured to determine whether the first pressure value and the second pressure value are within the pressure threshold range.

[0025] The second aspect:

[0026] This application also provides a state detection method for an automotive mounting system, the state detection method comprising the following steps:

[0027] Receive a start signal, acquire the first displacement and the first pressure value, wherein the first displacement is the distance the second end of the support arm moves along the second direction as detected by the displacement detection device under the static compression state; the first pressure value is the pressure value borne by the support arm as detected by the pressure detection device under the static compression state.

[0028] Calculate the first stiffness deviation ratio of the suspension system based on the first displacement and the first pressure values;

[0029] When the first stiffness deviation ratio is less than or equal to the static stiffness threshold, the static stiffness of the suspension system is determined to meet the requirements.

[0030] If the first stiffness deviation ratio is greater than the static stiffness threshold, the static stiffness of the suspension system is determined to be unacceptable.

[0031] According to the technical solutions provided in certain embodiments of this application, the detection method further includes the following steps:

[0032] Receive a start signal, and acquire the second displacement and the third displacement; the second displacement is the distance the second end of the support arm moves along the second direction as detected by the first detection element under the static compression state; the third displacement is the distance the second end of the support arm moves along the second direction as detected by the second detection element under the static compression state.

[0033] Based on the second displacement and the third displacement, calculate the tilt angle of the second end of the support arm relative to the side of the support frame closer to the second end;

[0034] If the tilt angle is less than or equal to the angle threshold, the attitude of the suspension system is determined to meet the requirements; if the tilt angle is greater than the angle threshold, the attitude of the suspension system is determined to not meet the requirements.

[0035] According to the technical solutions provided in certain embodiments of this application, after obtaining the second displacement and the third displacement, the following steps are further included:

[0036] Receive a start signal and acquire the second pressure value; the second pressure value is the pressure value that the pressure detection element bears under static compression conditions.

[0037] Calculate the second stiffness deviation ratio of the suspension system based on the second displacement, the third displacement, and the second pressure value;

[0038] When the second stiffness deviation ratio is less than or equal to the static stiffness threshold, the static stiffness of the suspension system is determined to meet the requirements.

[0039] If the second stiffness deviation ratio is greater than the static stiffness threshold, the static stiffness of the suspension system is determined to be unacceptable.

[0040] According to the technical solutions provided in certain embodiments of this application, the detection method further includes the following steps:

[0041] If the first pressure value is not within the pressure threshold range, it is determined that a component of the suspension system is damaged;

[0042] When the first pressure value is determined to be within the pressure threshold range, it is determined that the components of the suspension system are operating normally.

[0043] According to the technical solutions provided in certain embodiments of this application, the detection method further includes the following steps:

[0044] If the second pressure value is not within the pressure threshold range, it is determined that a component of the suspension system is damaged;

[0045] When the second pressure value is determined to be within the pressure threshold range, the components of the suspension system are determined to be operating normally.

[0046] According to the technical solutions provided in certain embodiments of this application, the detection method further includes: receiving a start signal and obtaining a third pressure value; the third pressure value is the pressure value that the pressure detection element bears under the dynamic change state; the dynamic change state is the state presented by the suspension system under the motion state of the whole vehicle.

[0047] When the third pressure value is determined to be within the pressure threshold range, the components of the suspension system are determined to be operating normally.

[0048] If the third pressure value is not within the pressure threshold range, it is determined that a component of the suspension system is damaged.

[0049] Compared with the prior art, the beneficial effects of this application are as follows: This application includes a support frame and a rubber main spring disposed inside the first space of the support frame. A scale area is engraved on the support arm, and a displacement detection element is provided on the side of the support frame relatively close to the support arm, with the detection end of the displacement detection element corresponding to the scale area. During use, this application, by engraving scale lines on the support arm and providing a displacement detection element on the side of the support frame relatively close to the support arm, and by connecting one end of the support arm to the support frame and the rubber main spring, and the other end to the vehicle body, can determine whether the suspension component has been damaged by measuring the position of the support arm under static compression. Attached Figure Description

[0050] Figure 1 This is a schematic diagram of the overall structure of the left and right suspensions provided in Embodiment 1 of this application;

[0051] Figure 2 This is a schematic diagram of the support arm provided in Embodiment 1 of this application;

[0052] Figure 3 This is a schematic diagram of the support frame provided in Embodiment 1 of this application;

[0053] Figure 4 A flowchart of the detection method provided in Embodiment 2 of this application;

[0054] Figure 5 This is a schematic diagram of the server structure provided in Embodiment 5 of this application.

[0055] The text labels in the image represent:

[0056] 1. Support frame; 2. Rubber main spring; 3. Support arm; 4. Marking scale area; 5. Displacement detection element; 501. First displacement detection element; 502. Second displacement detection element; 6. Pressure sensor. Detailed Implementation

[0057] To enable those skilled in the art to better understand the technical solution of this application, the application will be described in detail below with reference to the accompanying drawings. The description in this section is only exemplary and explanatory, and should not be used to limit the scope of protection of this application.

[0058] Example 1

[0059] Please refer to Figures 1-3 This embodiment provides a status detection component for an automotive mounting system, the mounting system comprising:

[0060] Support frame 1, the support frame 1 having a first space extending through a first direction;

[0061] A rubber main spring 2 is disposed within the first space; the rubber main spring 2 has a second space and a first opening communicating with the second space is provided on the side wall of the rubber main spring 2;

[0062] The support arm 3 has a first end and a second end; the first end enters the first opening along the first direction; the second end is connected to the engine; and at least one marking scale area 4 is provided on the top of the second end near the support frame 1.

[0063] The suspension system has a free state, a static compressed state, and a dynamic changing state;

[0064] The detection component includes:

[0065] The displacement detection element 5 is disposed on the support frame 1 on the side near the second end; the axis of the displacement detection element 5 is arranged along the first direction; the displacement detection element 5 has a detection end; in the free state, the detection end corresponds to the initial time of the marked scale area 4; in the static compression state, the displacement detection element 5 is used to detect the first displacement of the first end along the second direction; the second direction is perpendicular to the first direction.

[0066] Specifically, in this embodiment, such as Figure 1 As shown, the existing suspension system structure includes a support frame 1, one end of which is connected to the vehicle body. The support frame 1 has a first space extending along a first direction, which is parallel to... Figure 3 The axial direction of the middle support frame 1, the first direction, please refer to... Figure 3 The direction indicated by 'a' in the figure; the rubber main spring 2 is disposed in the first space, the rubber main spring 2 also has a second space, and the rubber main spring 2 has a first opening on the side wall relatively close to the support frame 1, the first opening being connected to the second space;

[0067] The support arm 3 has a first end and a second end. The first end enters the first opening along the first direction, thereby connecting with the rubber main spring 2. The second end is connected to the engine. A marking scale area 4 is provided on the top of the second end of the support arm 3 on the side relatively close to the support frame 1. There is at least one marking scale area 4, and the marking scale area 4 has scale lines arranged vertically. The scale lines are marked with an initial time, and the readings on the scale lines decrease progressively from top to bottom. The suspension system has three states: free state, static compression state, and dynamic change state. The free state is the state when the suspension system is not installed on the vehicle. The static compression state refers to the state when the suspension system is installed on the vehicle and the state when the vehicle has been driven for a period of time and then stopped. The dynamic change state refers to the state when the vehicle is in motion. The state during the process; the detection component includes a displacement detection element 5, which is a photoelectric sensor. The displacement detection element 5 is disposed on the side of the support frame 1 relatively close to the second end. The displacement detection element 5 has an axis, which is set along the first direction. The displacement detection element 5 has a detection end, which is directly opposite the marked scale area 4, that is, the displacement detection element 5 can read the reading of the scale line in the marked scale area 4. In the free state, the detection end corresponds to the initial moment, that is, the displacement detected by the displacement detection element 5 at this time is 0. In the static compression state, the displacement detection element 5 can detect a first displacement, which is the distance that the support arm 3 moves along the second direction. The second direction is perpendicular to the first direction, and the second direction is the... Figure 2 The vertical direction in the middle is also Figure 1 The direction indicated by b in the middle.

[0068] During use, if the displacement detection element detects a value of 5mm under static compression, it can be determined that the support arm has moved downward by 5mm along the first direction. The reason for the movement of the support arm is that after the suspension system is installed on the vehicle, the support arm moves downward by 5mm under the influence of the gravity of other components in the vehicle. By detecting the position of the support arm, the static stiffness of the suspension component can be deduced, thereby determining whether the suspension component has been damaged. The specific judgment method will be described in detail in subsequent embodiments.

[0069] This application provides a displacement detection device on the support frame and engraved scale lines on the support arm. By detecting the displacement of the support arm, the position of the support arm under different static compression states can be obtained, and the position of the support arm can be used to determine whether the suspension component has been damaged.

[0070] Furthermore, two marking scale areas 4 are provided on the side of the second end near the support frame 1; the two marking scale areas 4 are arranged along a third direction, which is perpendicular to both the first direction and the second direction;

[0071] There are two displacement detection elements 5; the two displacement detection elements 5 include a first detection element 501 and a second detection element 502.

[0072] In the free state, the detection ends of the first detection element 501 and the second detection element 502 correspond to the initial scale of the corresponding mark scale area 4;

[0073] In the static compression state, the first detection element 501 is used to detect the second displacement of the second end along the second direction; the second detection element 502 is used to detect the third displacement of the second end along the second direction.

[0074] Specifically, in this embodiment, the second end of the support arm 3 has two marking scale areas 4 on the side relatively close to the support frame 1. Each marking scale area 4 has scale lines engraved within it. The scale lines are arranged along the second direction, and the values ​​of the scale lines gradually decrease from top to bottom. The two marking scale areas 4 are arranged sequentially along a third direction, which is perpendicular to both the first and second directions. Figure 1In the direction c shown, correspondingly, two displacement detection elements 5 are also provided. These two displacement detection elements 5 are a first detection element 501 and a second detection element 502, and both displacement detection elements 5 have detection ends. When the suspension system is in the free state, the detection end of the first detection element 501 corresponds to the initial time of the scale line in its corresponding marked scale area 4, and the detection end of the second detection element 502 corresponds to the initial time of the scale line in its corresponding marked scale area 4. That is, the first detection element 501 and the second detection element 502 are arranged sequentially along the third direction. When the suspension system is in the static compression state, the first detection element... The first displacement value read by the second detection component 501 is X1mm, and the second displacement value read by the second detection component 502 is X2mm. The distance X3mm between the two marked scale areas 4 is constant along the third direction. Therefore, the angle of deflection of the support arm 3 relative to the support frame 1 can be calculated by the first displacement value, the second displacement value, and the distance between the two scale lines along the third direction. If the calculated angle is less than the angle threshold, the attitude of the suspension system has not changed. If the calculated angle is greater than the angle threshold, the attitude of the suspension system has changed, indicating that the suspension system is unqualified. For the specific judgment method, please refer to the method section.

[0075] Furthermore, the detection component also includes:

[0076] Pressure detection element 6 is located at the bottom of the first space; the pressure detection element 6 is located directly below the rubber main spring 2;

[0077] In the free state, the pressure sensing element 6 is used to measure the initial pressure value it bears;

[0078] In the static compression state, the pressure detection element 6 is used to measure the first pressure value it bears;

[0079] In the dynamic change state, the pressure detection element 6 is used to measure the second pressure value it bears.

[0080] Specifically, in this embodiment, a pressure detection element 6 is provided directly below the rubber main spring 2. The pressure detection element 6 is located at the bottom of the first space. In the free state, the pressure detection element 6 can detect the initial pressure value of the suspension system. In the static compression state, the pressure detection element 6 can detect the pressure value of the suspension system from other components connected to it. In the dynamic change state, the pressure detection element can measure the second pressure value given by other components on the suspension system. Based on the second pressure value, it can be determined whether the suspension system has broken. The specific determination method will be described in detail in subsequent embodiments.

[0081] The detection component further includes: a first calculation module, which is configured to calculate a first stiffness deviation ratio based on the first displacement;

[0082] The second calculation module is configured to calculate the tilt angle based on the second displacement and the third displacement;

[0083] The first judgment module is configured to determine whether the first pressure value and the second pressure value are within the pressure threshold range.

[0084] Specifically, in this embodiment, the detection component further includes an electronic-aided diagnostic system. The electronic-aided diagnostic system includes a first calculation module, a second calculation module, and a first judgment module connected in sequence. The first calculation module is configured to calculate a first stiffness deviation ratio based on the first displacement. The first calculation module is connected to the second calculation module, which is configured to calculate a tilt angle based on the second displacement and the third displacement. The second calculation module is connected to the first judgment module, which is configured to determine whether the first pressure value and the second pressure value are within the pressure threshold range. The specific calculation method will be described in detail in subsequent embodiments.

[0085] Example 2

[0086] This embodiment provides a state detection method for an automotive mounting system. The state detection method is applied to a state detection component of the automotive mounting system described in any one of the claims, and is executed by the state detection component. The method includes the following steps:

[0087] S1. Receive a start signal and obtain the first displacement, wherein the first displacement is the distance the second end of the support arm moves along the second direction as detected by the displacement detection device under the static compression state;

[0088] S2. Receive a start signal and obtain the first pressure value; the first pressure value is the pressure value that the pressure detection element bears under the static compression state.

[0089] S3. Calculate the first stiffness deviation ratio of the suspension system based on the first displacement and the first pressure value;

[0090] S4. When the first stiffness deviation ratio is less than or equal to the static stiffness threshold, the static stiffness of the suspension system is determined to meet the requirements.

[0091] S5. When the first stiffness deviation ratio is greater than the static stiffness threshold, the static stiffness of the suspension system is determined to be unacceptable.

[0092] Specifically, in this embodiment, for the rear suspension, after the car has been driven for a period of time and then stopped, the displacement detection device receives a start signal. After receiving the start signal, the displacement detection device reads the current position of the support arm through the scale line in the marked scale area to obtain the first displacement. The first displacement is the displacement measured when the entire suspension system is in the static compression state, that is, the distance the second end of the support arm moves in the second direction after the suspension component is installed or after the car has been driven for a period of time and then stopped.

[0093] Simultaneously, after receiving the start signal, the pressure detection device will obtain a first pressure value and record the first pressure value as F1. The first pressure value is the pressure value detected on the suspension system when the suspension system is in the static compression state.

[0094] After obtaining the first displacement and the first pressure, the first calculation module can calculate the first stiffness deviation ratio of the suspension system based on the values ​​of the first displacement and the first pressure.

[0095] When the first stiffness deviation ratio is less than or equal to the static stiffness threshold, the static stiffness of the suspension system is determined to meet the requirements.

[0096] When it is determined that the first stiffness deviation ratio is greater than the static stiffness threshold, it can be concluded that the static stiffness of the suspension system does not meet the requirements. The first stiffness deviation ratio is denoted as T, and the calculation method for the first stiffness deviation ratio T is as follows:

[0097] First, calculate the first stiffness value of the suspension:

[0098]

[0099] In the formula: K1 is the first stiffness value of the suspension; F1 is the first pressure value; S1 is the first displacement.

[0100] Then, based on the first stiffness value, the first stiffness deviation ratio is calculated:

[0101]

[0102] In the formula: T represents the first stiffness deviation ratio; K 1标 This represents the first standard stiffness value, which is the design standard stiffness value of the suspension component.

[0103] If T≤15%K 1标 If so, it can be determined that the static stiffness of the rear suspension is qualified;

[0104] If T > 15%K 1标 If so, the static stiffness of the rear suspension is unqualified;

[0105] If 25% K 1标 <T≤50%K 1标 If so, it can be concluded that the rear suspension has malfunctioned;

[0106] If T > 50%, then it can be determined that the rear suspension has been damaged.

[0107] Simultaneously, the first pressure value of the rear suspension is sent to the first judgment module for judgment, thereby determining whether the rear suspension is damaged. When it is determined that the first pressure value F1 is not within the pressure threshold range, it is determined that the rear suspension component is damaged. If it is determined that the first pressure value F1 is within the pressure threshold range, the rear suspension component can work normally.

[0108] This application, by marking a scale area on the right suspension arm, allows for timely acquisition of the rear suspension arm's displacement and the pressure values ​​exerted on the rear suspension by other components within the vehicle after the suspension system is installed or after the vehicle has been driven for a period of time. Based on the displacement of the rear suspension arm and the corresponding pressure values, the static stiffness of the rear suspension can be calculated, thereby determining whether the static stiffness of the rear suspension meets the requirements and whether the rear suspension has been damaged. Compared to existing technologies, it eliminates the need to disassemble the entire suspension system after parking for assessment.

[0109] For the left suspension: after the first and second detection elements receive the start signal, they will read the current position of the support arm, which are the second displacement and the third displacement, respectively. The second displacement is denoted as S. 21 The third displacement is denoted as S. 31 The second displacement S 21The third displacement S is the distance the second end of the support arm moves along the second direction, as detected by the first detection element under the static compression state. 31 S is the distance, detected by the second detection element, that the second end of the support arm has moved along the second direction under the static compression state, and the distance between the scale lines within the two marked scale areas on the support arm along the third direction. 21-31 According to the second displacement S 21 With the third displacement S 31 And the distance S between the scale lines within the two marked scale areas along the third direction. 21-31 The second calculation module can calculate the first tilt angle of the second end of the support arm relative to the side of the support frame closer to the second end. The calculation method for the first tilt angle is as follows:

[0110]

[0111] In the formula: θ1 represents the first tilt angle of the left suspension;

[0112] S 21 Represents the second displacement;

[0113] S 31 Represents the third displacement;

[0114] If the first tilt angle θ1 is less than or equal to the angle threshold, then the posture of the left suspension is determined to meet the requirements.

[0115] If the first tilt angle θ1 is determined to be greater than the angle threshold, the posture of the left suspension is determined to be unacceptable.

[0116] After obtaining the second displacement S 21 and the third displacement S 31 Subsequently, upon receiving the activation signal, the pressure detection element acquires a second pressure value and records this second pressure value as F. 21 When the first judgment module determines the second pressure value F 21 If the pressure is outside the stated pressure threshold range, it can be determined that the left suspension is damaged.

[0117] Determine the second pressure value F 21 When the pressure is within the specified threshold range, it is determined that the left suspension can operate normally.

[0118] According to the second displacement S of the left suspension 21 and the third displacement S 31 and the second pressure value F 21The second stiffness deviation ratio of the left suspension can be calculated, and the second stiffness deviation ratio is represented by T. 21 The specific calculation method is as follows:

[0119]

[0120]

[0121]

[0122] In the formula: K S1 The first stiffness value is the value at the second displacement;

[0123] K S2 The first stiffness value is at the third displacement;

[0124] K S1-S2 This represents the average first stiffness value;

[0125] Then the second stiffness deviation ratio

[0126] In the formula: T 21 This represents the ratio of the second stiffness deviation;

[0127] K (S1-S2)标 This represents the first standard stiffness value;

[0128] If T 21 ≤15%K (S1-S2)标 If so, it can be determined that the static stiffness of the left suspension is qualified;

[0129] If T 21 >15% K (S1-S2)标 If so, the stiffness of the left suspension is unqualified;

[0130] If 25% K (S1-S2)标 <T 21 ≤50%K (S1-S2)标 If so, it can be concluded that the left suspension has malfunctioned;

[0131] If T 21 If the percentage is >50%, then it can be determined that the left suspension is damaged.

[0132] This application features two graduated areas on the left suspension arm. After the suspension system is installed, or after the vehicle has been driven for a period of time and then stopped, the displacement of the left suspension arm can be measured. Based on this displacement, the deflection angle of the left suspension can be calculated, thereby determining whether the posture of the left suspension meets the requirements. Furthermore, based on this displacement and the pressure exerted on the left suspension by other components inside the vehicle, the static stiffness of the left suspension can be calculated, thereby determining whether the static stiffness of the left suspension meets the requirements and whether the left suspension can operate normally. This allows for the acquisition and calculation of relevant values ​​at the vehicle end without disassembling the suspension system.

[0133] For the right suspension: after the first and second detection elements receive the start signal, they will read the current position of the support arm, which are the second displacement and the third displacement, respectively. The second displacement is denoted as S. 22 The third displacement is denoted as S. 32 The second displacement is the distance the second end of the support arm moves along the second direction as detected by the first detection element under the static compression state. The third displacement is the distance the second end of the support arm moves along the second direction as detected by the second detection element under the static compression state, located between the scale lines in the two marked scale areas on the support arm along the third direction, denoted as S. 22-32 Based on the second displacement and the third displacement, and the distance S between the scale lines in the two marked scale areas along the third direction. 22-32 The second tilt angle of the second end of the support arm relative to the side of the support frame closer to the second end can be calculated. The calculation method for the second tilt angle is as follows:

[0134]

[0135] In the formula: θ2 represents the second tilt angle of the right suspension;

[0136] S 22 Represents the second displacement;

[0137] S 32 Represents the third displacement;

[0138] If the second tilt angle θ2 is less than or equal to the angle threshold, the right suspension posture is determined to meet the requirements.

[0139] If the second tilt angle θ2 is determined to be greater than the angle threshold, the right suspension posture is determined to be non-compliant.

[0140] After obtaining the second displacement S 22 With the third displacement S 32Subsequently, the pressure detection element receives the start signal, acquires the second pressure value, and records the second pressure value as F. 22 The first judgment module determines the second pressure value F 22 If the pressure is outside the specified threshold range, the right suspension is determined to be damaged.

[0141] Determine the second pressure value F 22 When the pressure is within the specified threshold range, it is determined that the right suspension can operate normally.

[0142] According to the second displacement S of the right suspension 22 With the third displacement S 32 and the second pressure value F 22 The second stiffness deviation ratio of the right suspension can be calculated, and the second stiffness deviation ratio of the right suspension is represented by T. 22 The specific calculation method is as follows:

[0143]

[0144]

[0145]

[0146] In the formula: K S3 The first stiffness value is the value at the second displacement;

[0147] K S4 The first stiffness value is at the third displacement;

[0148] K S3-S4 This represents the average first stiffness value;

[0149] Then the second stiffness deviation ratio

[0150] In the formula: T 22 This represents the ratio of the second stiffness deviation;

[0151] K (S3-S4)标 This represents the first standard stiffness value;

[0152] If T 22 ≤15%K (S3-S4)标 If so, it can be determined that the static stiffness of the right suspension is qualified;

[0153] If T 22 >15% K (S3-S4)标 If so, it can be determined that the static stiffness of the right suspension is unqualified;

[0154] If 25% K (S3-S4)标 <T 22 ≤50%K(S3-S4)标 If so, it can be concluded that the right suspension has malfunctioned;

[0155] If T 22 If the percentage is greater than 50%, then it can be determined that the right suspension is damaged.

[0156] This application features two graduated areas on the right suspension arm. After the suspension system is installed, or after the vehicle has been driven for a period of time and then stopped, the displacement of the right suspension arm can be measured. Based on this displacement, the deflection angle of the right suspension can be calculated, thereby determining whether the attitude of the right suspension meets the requirements. Furthermore, based on this displacement and the pressure exerted on the right suspension by other components inside the vehicle, the static stiffness of the right suspension can be calculated, thereby determining whether the static stiffness of the right suspension meets the requirements and whether the right suspension can operate normally. This allows for the acquisition and calculation of relevant values ​​at the vehicle end without disassembling the suspension system.

[0157] S6. When the vehicle is in motion, a start signal is received, and the third pressure value F3 of the rear suspension is obtained; the third pressure value F3 is the pressure value that the pressure detection element receives on the rear suspension under dynamic change state; the dynamic change state is the state of the rear suspension during vehicle motion.

[0158] S7. When the third pressure value F3 is within the pressure threshold range, the suspension component is determined to be operating normally.

[0159] S8. If the third pressure value F3 is not within the pressure threshold range, it is determined that the rear suspension component is damaged.

[0160] Because the engine outputs torque during vehicle operation, the rear suspension provides a reaction force to hold the range extender in place. By measuring the force on the rear suspension itself in real time and determining whether it is at the pressure threshold, it is possible to determine whether the rear suspension is damaged. This allows for real-time measurement at the vehicle end without the need to remove the rear suspension.

[0161] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. A condition detection component for an automotive mounting system, characterized in that, The suspension system includes: A support frame (1) having a first space extending through a first direction; A rubber main spring (2) is disposed in the first space; the rubber main spring (2) has a second space and a first opening communicating with the second space is provided on the side wall of the rubber main spring (2); The support arm (3) has a first end and a second end; the first end enters the first opening along the first direction; the second end is connected to the engine; and at least one marking scale area (4) is provided on the top of the second end near the support frame (1). The suspension system has a free state, a static compression state, and a dynamic change state; the free state is the state when the suspension system is not installed on the vehicle, the static compression state is the state when the suspension system is installed on the vehicle and the state when the vehicle has been driven for a period of time and then stopped, and the dynamic change state is the state when the vehicle is in motion. The detection component includes: A displacement detection element (5) is disposed on the support frame (1) on the side near the second end; the axis of the displacement detection element (5) is arranged along the first direction; the displacement detection element (5) has a detection end; in the free state, the detection end corresponds to the initial scale of the marked scale area (4); in the static compression state, the displacement detection element (5) is used to detect the first displacement of the first end along the second direction; the second direction is perpendicular to the first direction; Pressure detection element (6) is located at the bottom of the first space; the pressure detection element (6) is located directly below the rubber main spring (2); In the free state, the pressure sensing element (6) is used to measure the initial pressure value it bears; In the static compression state, the pressure detection element (6) is used to measure the first pressure value it bears; In the dynamic change state, the pressure detection element (6) is used to measure the second pressure value it bears.

2. The condition detection component for an automotive mounting system according to claim 1, characterized in that, The second end has two marking scale areas (4) on the side near the support frame (1) at the top; the two marking scale areas (4) are arranged along a third direction, which is perpendicular to both the first direction and the second direction; There are two displacement detection elements (5); the two displacement detection elements (5) include a first detection element (501) and a second detection element (502); In the free state, the detection ends of the first detection element (501) and the second detection element (502) correspond to the initial scale of the corresponding marking scale area (4); In the static compression state, the first detection element (501) is used to detect the second displacement of the second end along the second direction; the second detection element (502) is used to detect the third displacement of the second end along the second direction.

3. The condition detection component for an automotive mounting system according to claim 2, characterized in that, The detection component also includes: A first calculation module is configured to calculate a first stiffness deviation ratio based on the first displacement. The second calculation module is configured to calculate the tilt angle based on the second displacement and the third displacement; The first judgment module is configured to determine whether the first pressure value and the second pressure value are within the pressure threshold range.

4. A method for detecting the state of an automotive mounting system, applied to a state detection component of the automotive mounting system as described in any one of claims 1-3, characterized in that, Includes the following steps: Receive a start signal, acquire the first displacement and the first pressure value, wherein the first displacement is the distance the second end of the support arm moves along the second direction as detected by the displacement detection device under the static compression state; the first pressure value is the pressure value borne by the support arm as detected by the pressure detection device under the static compression state. Calculate the first stiffness deviation ratio of the suspension system based on the first displacement and the first pressure values; When the first stiffness deviation ratio is less than or equal to the static stiffness threshold, the static stiffness of the suspension system is determined to meet the requirements. If the first stiffness deviation ratio is greater than the static stiffness threshold, the static stiffness of the suspension system is determined to be unacceptable.

5. The state detection method according to claim 4, characterized in that, Based on the vehicle mounting system state detection component according to claim 2, the detection method further includes the following steps: Receive a start signal and acquire a second displacement and a third displacement; the second displacement is the distance the second end of the support arm moves along the second direction as detected by the first detection element under the static compression state; the third displacement is the distance the second end of the support arm moves along the second direction as detected by the second detection element under the static compression state. Based on the second displacement and the third displacement, calculate the tilt angle of the second end of the support arm relative to the side of the support frame closer to the second end; If the tilt angle is less than or equal to the angle threshold, the attitude of the suspension system is determined to meet the requirements; if the tilt angle is greater than the angle threshold, the attitude of the suspension system is determined to not meet the requirements.

6. The state detection method according to claim 5, characterized in that, After obtaining the second displacement and the third displacement, the following steps are also included: Receive a start signal and obtain a second pressure value; the second pressure value is the pressure value that the pressure detection element bears under the static compression state. Calculate the second stiffness deviation ratio of the suspension system based on the second displacement, the third displacement, and the second pressure value; When the second stiffness deviation ratio is less than or equal to the static stiffness threshold, the static stiffness of the suspension system is determined to meet the requirements. If the second stiffness deviation ratio is greater than the static stiffness threshold, the static stiffness of the suspension system is determined to be unacceptable.

7. The state detection method according to claim 6, characterized in that, Based on the vehicle mounting system state detection component according to claim 3, the detection method further includes the following steps: If the first pressure value is not within the pressure threshold range, it is determined that a component of the suspension system is damaged; When the first pressure value is determined to be within the pressure threshold range, it is determined that the components of the suspension system are operating normally.

8. The state detection method according to claim 7, characterized in that, The detection method further includes the following steps: If the second pressure value is not within the pressure threshold range, it is determined that a component of the suspension system is damaged; When the second pressure value is determined to be within the pressure threshold range, the components of the suspension system are determined to be operating normally.

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