Vehicle shock absorber fault detection method, controller and vehicle

Abstract

The invention provides a vehicle shock absorber fault detection method, a controller and a vehicle. The method comprises the following steps: acquiring a plurality of vertical acceleration time domain signals of the vehicle; determining a power spectral density curve of the vertical acceleration based on the plurality of vertical acceleration time domain signals; determining a region area corresponding to a target frequency band in the power spectral density curve; according to the area of the area and the current temperature of the vehicle shock absorber, fault detection is conducted on the vehicle shock absorber, and a fault detection result is obtained; therefore, in the running process of the vehicle, the vertical acceleration signal of the vehicle is collected in real time for power spectrum analysis, and the power spectrum density can reflect the energy distribution of the shock absorber, so that when the shock absorber breaks down, the fault can be accurately detected based on the power spectrum density curve; therefore, the running stability and the running safety of the vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle fault detection, and in particular to a vehicle shock absorber fault detection method, a controller and a vehicle. Background Art

[0002] Automobile shock absorbers are important components for absorbing vehicle impact and vibration, and are the guarantee of vehicle comfort. If a vehicle often drives on poor roads and encounters larger impacts such as potholes, the shock absorber performance may decrease or even be damaged, which may at the very least affect comfort and passenger ride experience, or even affect driving safety.

[0003] At present, the method of judging whether the shock absorber is faulty is generally to observe whether the shock absorber is leaking oil, or to judge whether the shock absorber has abnormal noise based on experience. However, once oil leakage occurs, it means that the shock absorber is already seriously faulty, and the method of judging based on experience requires strong experience, which is not applicable to most users, and therefore it is impossible to accurately detect whether the shock absorber is faulty.

[0004] Based on this, there is an urgent need for a simple and accurate shock absorber fault detection method to effectively detect whether the shock absorber is faulty. Summary of the invention

[0005] In view of the problems existing in the prior art, the embodiments of the present invention provide a vehicle shock absorber fault detection method, a controller and a vehicle to solve or partially solve the technical problem that the prior art cannot accurately detect vehicle shock absorber faults, resulting in the impact on vehicle stability and vehicle safety.

[0006] A first aspect of the present invention provides a vehicle shock absorber fault detection method, the method comprising:

[0007] Acquire multiple vertical acceleration time domain signals of the vehicle;

[0008] Determining a power spectral density curve of vertical acceleration based on the multiple vertical acceleration time domain signals;

[0009] Determine the area of ​​the region corresponding to the target frequency band in the power spectrum density curve;

[0010] According to the area of ​​the region and the current temperature of the vehicle shock absorber, a fault detection is performed on the vehicle shock absorber to obtain a fault detection result.

[0011] In the above solution, determining the power spectrum density curve of the vertical acceleration based on the multiple vertical acceleration time domain signals includes:

[0012] Converting the plurality of vertical acceleration time domain signals into corresponding frequency domain signals;

[0013] Performing a windowing operation on the frequency domain signal to obtain multiple sub-frequency domain signals;

[0014] A power spectrum analysis is performed on each segment of the sub-frequency domain signal to obtain a power spectrum density curve of the vertical acceleration.

[0015] In the above solution, the determining the area of ​​the region corresponding to the target frequency band in the power spectrum density curve includes:

[0016] Dividing the power spectrum curve corresponding to the target frequency band into multiple sub-areas;

[0017] determining the area of ​​each of the sub-regions;

[0018] The area of ​​the region corresponding to the target frequency band is determined according to the areas of each of the sub-regions.

[0019] In the above solution, determining the area of ​​each sub-region includes:

[0020] Determine a frequency interval according to the first frequency endpoint, the second frequency endpoint and the number of regions included in the target frequency band; the frequency interval is the width of each sub-region;

[0021] The area of ​​each sub-region is determined according to the width of each sub-region and the power spectrum density corresponding to the minimum frequency endpoint of the sub-region.

[0022] In the above scheme, when the current temperature is within the first temperature range corresponding to the high temperature scenario, if it is determined that the area of ​​the region corresponding to the first target frequency band is within the first area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is within the second area threshold range, then a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0023] If it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the lower limit value of the first area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the lower limit value of the second area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty.

[0024] In the above scheme, the method further comprises:

[0025] If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the upper limit value of the first area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the upper limit value of the second area threshold range, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

[0026] In the above scheme, the target frequency band includes: a first target frequency band and a second target frequency band; the fault detection of the vehicle shock absorber is performed according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including:

[0027] In a case where the current temperature is within a second temperature range corresponding to a normal temperature scenario, if it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to a first area threshold; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to a second area threshold, a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0028] If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the first area threshold; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the second area threshold, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

[0029] In the above scheme, the target frequency band includes: a first target frequency band and a second target frequency band; the fault detection of the vehicle shock absorber is performed according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including:

[0030] In the case where the current temperature is within the third temperature range corresponding to the low temperature scene, if it is determined that the area of ​​the region corresponding to the first target frequency band is within the third area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is within the fourth area threshold range, then a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0031] If it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the lower limit value of the third area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the lower limit value of the fourth area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0032] If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the upper limit value of the third area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the upper limit value of the fourth area threshold range, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

[0033] A second aspect of the present invention provides a vehicle shock absorber fault detection controller, the controller comprising:

[0034] An acquisition unit, used for acquiring a plurality of vertical acceleration time domain signals of the vehicle;

[0035] A first determining unit, configured to determine a power spectrum density curve of the vertical acceleration based on the plurality of vertical acceleration time domain signals;

[0036] A second determining unit, configured to determine an area corresponding to a target frequency band in the power spectrum density curve;

[0037] The detection unit is used to perform fault detection on the vehicle shock absorber according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result.

[0038] According to a third aspect of the present invention, a vehicle is provided, wherein the vehicle comprises the vehicle shock absorber fault detection controller described in the second aspect.

[0039] The present invention provides a vehicle shock absorber fault detection method, a controller and a vehicle, the method comprising: acquiring multiple vertical acceleration time domain signals of a vehicle; determining a power spectrum density curve of the vertical acceleration based on the multiple vertical acceleration time domain signals; determining a region area corresponding to a target frequency band in the power spectrum density curve; performing fault detection on the vehicle shock absorber according to the region area and the current temperature of the vehicle shock absorber to obtain a fault detection result; in this way, during the driving process of the vehicle, the vertical acceleration signal of the vehicle is collected in real time for power spectrum analysis, and since the power spectrum density can reflect the energy distribution of the shock absorber, when the shock absorber fails, the fault can be accurately detected based on the power spectrum density curve, thereby improving the stability and safety of vehicle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0041] Figure 1 A schematic diagram of a vehicle shock absorber fault detection method flow chart according to an embodiment of the present invention is shown;

[0042] Figure 2 A schematic diagram of power spectrum density curves of three different types of vibration absorbers according to an embodiment of the present invention is shown;

[0043] Figure 3 A schematic diagram showing the principle of determining the area corresponding to the target frequency band of 0-3 Hz of the power spectrum density curve according to an embodiment of the present invention is shown;

[0044] Figure 4 A schematic diagram of the structure of a vehicle vibration reduction fault detection controller according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0045] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0046] The present invention provides a vehicle shock absorber fault detection method, such as Figure 1 As shown, the method mainly includes the following steps:

[0047] S110, obtaining multiple vertical acceleration time domain signals of the vehicle.

[0048] Since the shock absorber absorbs the vibration generated by the road surface excitation during vehicle driving through the damping force, the greater the road surface excitation, the greater the impact force on the shock absorber, and the more likely it is to fail. In data analysis, the sensor collects acceleration signals and uses the acceleration signals to characterize the vibration magnitude. Therefore, the present invention determines whether the shock absorber is faulty by analyzing the vertical acceleration signal.

[0049] During the driving process of the vehicle, the vertical acceleration time domain signal of the vehicle within a preset period can be collected by using the acceleration sensor based on the preset collection frequency. The preset period can be set based on the actual situation, such as one week, without restriction. The collection frequency can also be determined according to the characteristics of the acceleration sensor itself, without restriction.

[0050] S111: Determine a power spectral density curve of vertical acceleration based on the multiple vertical acceleration time-domain signals.

[0051] In one embodiment, determining a power spectrum density curve of vertical acceleration based on a plurality of vertical acceleration time domain signals includes:

[0052] Converting the plurality of vertical acceleration time domain signals into corresponding frequency domain signals;

[0053] Performing a windowing operation on the frequency domain signal to obtain multiple sub-frequency domain signals;

[0054] A power spectrum analysis is performed on each segment of the sub-frequency domain signal to obtain a power spectrum density curve of the vertical acceleration.

[0055] Specifically, since the power spectrum density can reflect the energy distribution of the vertical acceleration signal, the power spectrum density in different frequency bands can characterize the movement of different parts of the vehicle. For example, the power spectrum in the 0-3Hz frequency band can reflect the movement of the vehicle body, the power spectrum in the 15-20Hz frequency band can reflect the unsprung vibration of the shock absorber, and the power spectrum in the 3-8Hz frequency band can reflect the swaying feeling of the vehicle; the frequency band above 20Hz corresponds to high-frequency vibration, which mainly reflects the vehicle suspension, bushings and other rubber parts and the body stiffness.

[0056] Therefore, the present invention needs to perform power spectrum analysis on the vertical acceleration time domain signal to obtain the power spectrum density curve of the vertical acceleration.

[0057] In practical applications, the present invention can call the power spectrum analysis function [psd,f]=pwelch(x,window,noverlap,nfft,fc) to perform power spectrum analysis on the vertical acceleration time domain signal. Among them, psd is the power spectrum density obtained by analysis, f is the reference frequency corresponding to the power spectrum density, x is the vertical acceleration time domain signal, window is the window function, and the Hanning window is used in the present invention; noverlap is the data length overlapped by the window function, nfft is the number of points of the vertical acceleration signal participating in Fourier transform, and fc is the sampling frequency of the vertical acceleration signal.

[0058] Specifically, multiple vertical acceleration time domain signals are Fourier transformed to obtain frequency domain signals. However, since the vertical acceleration time domain signal is long, the obtained frequency domain signal is also long, so it is necessary to use a window function to divide the frequency domain signal into segments of short signals that can calculate the power spectrum density. However, after using the window function for segmentation, since the two ends of the window function are zero values, the information on both sides of the window will be reduced. Then it is necessary to set the overlap length of the two window functions, so as to make the analysis of the segmented signal more reliable. Generally speaking, the value of noverlap is 33-50%. The more overlapping data between the two windows, the smoother the power spectrum density curve obtained later.

[0059] After converting the vertical acceleration time domain signal into the corresponding frequency domain signal using Fourier transform, the frequency domain signal is in complex form (c+di) with a real part c and an imaginary part d. Therefore, the amplitude F (power spectrum) of each frequency domain signal can be determined according to formula (1):

[0060]

[0061] Then, the power spectral density psd of the frequency domain signal is determined according to formula (2):

[0062] psd=F / T(2)

[0063] In formula (2), F is the amplitude of the frequency domain signal, T is the frequency resolution, and T can be determined according to the sampling frequency fc and nfft.

[0064] After performing power spectrum analysis on the vertical acceleration time domain signal, multiple power spectrum densities and reference frequencies corresponding to the power spectrum densities can be obtained. Then, a power spectrum density curve can be fitted based on multiple reference frequencies and the power spectrum densities corresponding to the reference frequencies. Among them, the corresponding power spectrum density curves when the shock absorber is in different damping states (different colors correspond to different damping states) can be shown as follows: Figure 2 shown.

[0065] S112, determining the area of ​​a region corresponding to the target frequency band in the power spectrum density curve.

[0066] After the power spectrum density curve is determined, as described above, the power spectrum density of different frequency bands can characterize the movement of different parts of the vehicle. Therefore, the present invention only needs to determine the area corresponding to the target frequency band in the power spectrum density curve, and analyze the area corresponding to the target frequency band, and then it can be determined whether the shock absorber is faulty based on the analysis results. Among them, the target frequency band includes the 0-3Hz frequency band and the 15-20Hz frequency band.

[0067] The method for determining the area corresponding to the two target frequency bands is the same. In one embodiment, determining the area corresponding to the target frequency band in the power spectrum density curve includes:

[0068] Divide the area contained in the power spectrum curve corresponding to the target frequency band into multiple sub-areas;

[0069] Determine the area of ​​each sub-region;

[0070] According to the area of ​​each sub-region, the area of ​​the region corresponding to the target frequency band is determined.

[0071] In one implementation, determining the area of ​​each sub-region includes:

[0072] Determine a frequency interval according to the first frequency endpoint, the second frequency endpoint, and the number of regions included in the target frequency band, where the frequency interval is the width of each sub-region;

[0073] The area of ​​each sub-region is determined according to the width of each sub-region and the power spectrum density corresponding to the minimum frequency endpoint of the sub-region.

[0074] Specifically, the power spectrum curve corresponding to the target frequency band can be divided into m sub-regions (curved trapezoids). When the number of sub-regions m is large enough, each curved trapezoid is approximately a rectangle, and the area of ​​each sub-region can be calculated using the rectangular area formula. Then the width Δf of each sub-region can be determined according to formula (3):

[0075]

[0076] In formula (3), a is the first frequency endpoint of the target frequency band, b is the second frequency endpoint of the target frequency band, and the second frequency endpoint is greater than the first frequency endpoint. For example, if the target frequency band is 0-3 Hz, Figure 3 As shown, the first frequency endpoint is 0, and the second frequency endpoint is 3. Generally speaking, the region width Δf may be 0.1 to 0.2.

[0077] Then the area of ​​the first curved trapezoid is S1≈p(a)×Δf;

[0078] The area of ​​the second curved trapezoid is S2≈p(a+Δf)×Δf;

[0079] …

[0080] The area of ​​the mth curved trapezoid is Sm≈p(a+(m-1)Δf)×Δf

[0081] Therefore, the area corresponding to the target frequency band is:

[0082]

[0083] Here, i is the serial number of the sub-region, and the value of i ranges from 0 to m-1.

[0084] That is, in one implementation, determining the area of ​​the region corresponding to the target frequency band according to the area of ​​each sub-region includes:

[0085] according to Determine the area S corresponding to the target frequency band; where,

[0086] m is the number of sub-regions, a is the first frequency endpoint of the target frequency band, i is the sequence number of the sub-region, and Δf is the width of each sub-region.

[0087] like Figure 3 As shown, when the target frequency band is 0~3HZ, the area corresponding to the 0~3HZ frequency band is: the area enclosed by the first straight line 31 connecting the first frequency endpoint and the power spectrum density curve of the 0~3HZ frequency band, the second straight line 32 connecting the second frequency endpoint and the power spectrum density curve of the 0~3HZ frequency band, the power spectrum density curve 33 of the 0~3HZ frequency band, and the third straight line 34 between the first frequency endpoint and the second frequency endpoint.

[0088] It should be noted that since the power spectrum curve is a random curve, it cannot be expressed by a unified function. Therefore, if the reference frequency determined in the above step S111 does not include a+(m-1)Δf, then naturally there is no power spectrum density p(a+(m-1)Δf) corresponding to a+(m-1)Δf.

[0089] At this time, if you want to determine the value of p(a+(m-1)Δf), you need to use linear interpolation based on the reference frequency determined in step S111 and the corresponding power spectrum density. That is, you need to find two reference frequencies adjacent to p(a+(m-1)Δf), fit the corresponding function based on the two adjacent reference frequencies, and then substitute a+(m-1)Δf into the function to obtain the value of p(a+(m-1)Δf).

[0090] In this way, the area corresponding to the target frequency band is determined.

[0091] S112, performing fault detection on the vehicle shock absorber according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result.

[0092] After the area corresponding to the target frequency band is determined, the temperature of the vehicle shock absorber will change with the external environment temperature, thereby affecting the oil viscosity inside the shock absorber, and the oil viscosity will affect the damping value of the shock absorber. The change in damping value will also affect the area of ​​the target frequency band. The change in the area of ​​the region caused by the change in damping value is a normal condition, and it is not caused by a fault in the shock absorber itself. Changes in the area of ​​the region. For example, if the vehicle shock absorber works in a high temperature environment, the area of ​​the target frequency band will also increase; when the vehicle shock absorber works in a low temperature environment, the area of ​​the target frequency band will also increase. Therefore, the present invention combines the area of ​​the region and the current temperature of the vehicle shock absorber to perform fault detection on the vehicle shock absorber and obtain a fault detection result. Among them, the high temperature scene, normal temperature scene and low temperature scene mentioned in the present invention are all relative to the working temperature of the shock absorber.

[0093] In one implementation, a fault detection is performed on the vehicle shock absorber according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including:

[0094] When the current temperature is within the first temperature range corresponding to the high temperature scenario, if it is determined that the area of ​​the region corresponding to the first target frequency band is within the first area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is within the second area threshold range, then a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0095] If it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the lower limit value of the first area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the lower limit value of the second area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0096] If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the upper limit value of the first area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the upper limit value of the second area threshold range, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

[0097] Specifically, it is necessary to first determine the first area threshold range and the second area threshold range. The first area threshold and the second area threshold are determined in the same manner, and the specific determination method is as follows:

[0098] When the vehicle travels within 1000 km in a normal temperature environment (generally, when the vehicle mileage is less than 1000 km, the vehicle shock absorber is in a normal state), the vertical acceleration time domain signal of the vehicle can be collected in multiple time periods, and then the area corresponding to multiple first target frequency bands and the area corresponding to multiple second target frequency bands are determined according to the above steps S110 to S112. Then, the average of the area corresponding to the multiple first target frequency bands is determined as the reference area A1 of the first target frequency band, and the average of the area corresponding to the multiple second target frequency bands is determined as the reference area A2 of the second target frequency band.

[0099] Then the first area threshold range may be [A1+A1*30%, A1+A1*40%), and the second area threshold range may be [A2+A2*30%, A2+A2*40%).

[0100] For example, assuming that the reference area of ​​the first target frequency band is 100, the first area threshold range may be [130, 140).

[0101] When the shock absorber is in a high temperature scenario, the first temperature range may be [50°C, 70°C). If the current temperature of the shock absorber is within the first temperature range, if the area of ​​the region corresponding to the first target frequency band is determined to be within the first area threshold range, and if the area of ​​the region corresponding to the second target frequency band is determined to be within the second area threshold range, it means that the increase in the area of ​​the region is due to the high temperature, not because the shock absorber itself has a fault, so it is determined that the shock absorber is in a normal working state and no fault occurs.

[0102] Further, it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the lower limit value of the first area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the lower limit value of the second area threshold range, indicating that the shock absorber is in a normal working state at this time and no fault occurs.

[0103] However, if it is determined that the area of ​​the region corresponding to the first target frequency band is larger than the upper limit value of the first area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is larger than the upper limit value of the second area threshold range, it means that the increase in the area of ​​the region at this time is not due to the influence of the damping value, indicating that there is a fault in the vehicle shock absorber itself.

[0104] In one implementation, a fault detection is performed on the vehicle shock absorber according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including:

[0105] When the current temperature is within the second temperature range corresponding to the normal temperature scenario, if it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the first area threshold; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the second area threshold, a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0106] If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the first area threshold; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the second area threshold, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

[0107] Specifically, when the shock absorber is in a normal temperature scenario, the second temperature range is [10°C, 50°C). In this scenario, the temperature of the shock absorber is normal, and the change in the area of ​​the region will not be affected by the damping value. Therefore, it is only necessary to determine a first area threshold for the first target frequency band and a second area threshold for the second target frequency band.

[0108] Generally speaking, if the reference area of ​​the first target frequency band is A1, then the first area threshold is A1+A1*30%; if the reference area of ​​the second target frequency band is A2, then the second area threshold is A2+A2*30%.

[0109] For example, when the shock absorber is in the second temperature range, if A1 is 100 and the area corresponding to the first target frequency band is 120, it means that the shock absorber is not faulty. If the area corresponding to the first target frequency band is 140, it means that the shock absorber is faulty.

[0110] In another embodiment, the vehicle shock absorber is subjected to fault detection according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including:

[0111] When the current temperature is within the third temperature range corresponding to the low temperature scenario, if it is determined that the area of ​​the region corresponding to the first target frequency band is within the third area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is within the fourth area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0112] If it is determined that the area of ​​the region corresponding to the first target frequency band is smaller than the lower limit value of the third area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is smaller than the lower limit value of the fourth area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty;

[0113] If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the upper limit value of the third area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the upper limit value of the fourth area threshold range, a fault detection result of a vehicle shock absorber fault is obtained.

[0114] Specifically, first, the third area threshold range and the fourth area threshold range need to be determined. The third area threshold and the fourth area threshold are determined in the same way, and the specific determination method is as follows:

[0115] When the vehicle travels within 1000 km in a normal temperature environment (generally, when the vehicle mileage is less than 1000 km, the vehicle shock absorber is in a normal state), the vertical acceleration time domain signal of the vehicle can be collected in multiple time periods, and then the area corresponding to multiple first target frequency bands and the area corresponding to multiple second target frequency bands are determined according to the above steps S110 to S112. Then, the average of the area corresponding to the multiple first target frequency bands is determined as the reference area A1 of the first target frequency band, and the average of the area corresponding to the multiple second target frequency bands is determined as the reference area A2 of the second target frequency band.

[0116] Then the third area threshold range may be [A1+A1*30%, A1+A1*45%), and the fourth area threshold range may be [A2+A2*30%, A2+A2*45%).

[0117] For example, assuming that the reference area of ​​the first target frequency band is 100, the third area threshold range may be [130, 145).

[0118] When the shock absorber is in a low temperature scenario, the third temperature range may be [-30°C, 10°C). In this case, if it is determined that the area of ​​the region corresponding to the first target frequency band is within the third area threshold range, and if it is determined that the area of ​​the region corresponding to the second target frequency band is within the fourth area threshold range, it means that the increase in the area of ​​the region compared to the normal temperature scenario is due to the influence of the damping value, and the shock absorber itself is not faulty.

[0119] Further, it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the lower limit value of the third area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the lower limit value of the fourth area threshold range, indicating that the shock absorber is in a normal working state at this time and no fault occurs.

[0120] However, if it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the upper limit value of the third area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the upper limit value of the fourth area threshold range, it means that the increase in the area of ​​the region at this time is not due to the influence of the damping value, indicating that there is a fault in the vehicle shock absorber itself.

[0121] In this way, by combining the area of ​​the target frequency band and different temperature scenarios, it is possible to accurately determine whether the shock absorber is faulty.

[0122] It should be noted that when the shock absorber temperature is higher than 70°C or lower than -30°C, no judgment is required at this time because the temperature effect has exceeded the normal working range of the shock absorber.

[0123] In one implementation, after obtaining a fault detection result indicating that the vehicle shock absorber is faulty, the method further includes:

[0124] Push a warning message of shock absorber failure to the vehicle display screen.

[0125] Specifically, the shock absorber fault icon can be lit on the vehicle instrument panel, and a prompt message of the shock absorber fault can be pushed to the central control screen to prompt the driver to repair or replace the shock absorber in time.

[0126] During vehicle driving, the present invention can collect the vertical acceleration signal of the vehicle in real time for power spectrum analysis. Since the power spectrum density can reflect the energy distribution of the shock absorber, when the shock absorber fails, the fault can be accurately detected based on the power spectrum density curve, thereby improving the stability and safety of vehicle operation.

[0127] Based on the same inventive concept as in the above-mentioned embodiment, this embodiment also provides a vehicle shock absorber fault detection controller, such as Figure 4 As shown, the controller includes:

[0128] An acquisition unit 41 is used to acquire a plurality of vertical acceleration time domain signals of the vehicle;

[0129] A first determining unit 42 is used to determine a power spectrum density curve of the vertical acceleration based on the multiple vertical acceleration time domain signals;

[0130] A second determining unit 43 is used to determine the area of ​​the region corresponding to the target frequency band in the power spectrum density curve;

[0131] The detection unit 44 is used to perform fault detection on the vehicle shock absorber according to the area of ​​the region to obtain a fault detection result.

[0132] Since the controller introduced in the embodiment of the present invention is a controller used to implement the vehicle shock absorber fault detection method of the embodiment of the present invention, based on the method introduced in the embodiment of the present invention, the person skilled in the art can understand the specific structure and deformation of the device, so it is not repeated here. All devices used in the method of the embodiment of the present invention belong to the scope of protection of the present invention.

[0133] Based on the same inventive concept as the above embodiment, the present invention further provides a vehicle, including the vehicle shock absorber fault detection controller mentioned in the above embodiment. The specific structure and implementation method of the vehicle shock absorber fault detection controller can refer to the corresponding description in the above embodiment, so it will not be repeated here.

[0134] Based on the same inventive concept, this embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any step of the method described above when executing the computer program.

[0135] Based on the same inventive concept, this embodiment provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps of any of the methods described above are implemented.

[0136] Through one or more embodiments of the present invention, the present invention has the following beneficial effects or advantages:

[0137] The present invention provides a vehicle shock absorber fault detection method, a controller and a vehicle, the method comprising: acquiring multiple vertical acceleration time domain signals of a vehicle; determining a power spectrum density curve of vertical acceleration based on the multiple vertical acceleration time domain signals; determining a region corresponding to a target frequency band in the power spectrum density curve; performing fault detection on the vehicle shock absorber according to the region, and obtaining a fault detection result; in this way, during the driving process of the vehicle, the vertical acceleration signal of the vehicle is collected in real time for power spectrum analysis, and since the power spectrum density can reflect the energy distribution of the shock absorber, when the shock absorber fails, the fault can be accurately detected based on the power spectrum density curve, thereby improving the stability and safety of vehicle operation.

[0138] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0139] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle shock absorber fault detection method, characterized in that: The method comprises: Acquire multiple vertical acceleration time domain signals of the vehicle; Determining a power spectral density curve of vertical acceleration based on the multiple vertical acceleration time domain signals; Determine the area of ​​the region corresponding to the target frequency band in the power spectrum density curve; According to the area of ​​the region and the current temperature of the vehicle shock absorber, a fault detection is performed on the vehicle shock absorber to obtain a fault detection result.

2. The method according to claim 1, characterized in that Determining the power spectrum density curve of the vertical acceleration based on the multiple vertical acceleration time domain signals includes: Converting the plurality of vertical acceleration time domain signals into corresponding frequency domain signals; Performing a windowing operation on the frequency domain signal to obtain multiple sub-frequency domain signals; A power spectrum analysis is performed on each segment of the sub-frequency domain signal to obtain a power spectrum density curve of the vertical acceleration.

3. The method according to claim 1, characterized in that The determining the area of ​​the region corresponding to the target frequency band in the power spectrum density curve includes: Divide the area included in the power spectrum curve corresponding to the target frequency band into multiple sub-areas; determining the area of ​​each of the sub-regions; The area of ​​the region corresponding to the target frequency band is determined according to the areas of each of the sub-regions.

4. The method according to claim 3, characterized in that The determining the area of ​​each of the sub-regions comprises: Determine a frequency interval according to the first frequency endpoint, the second frequency endpoint and the number of regions included in the target frequency band; the frequency interval is the width of each sub-region; The area of ​​each sub-region is determined according to the width of each sub-region and the power spectrum density corresponding to the minimum frequency endpoint of the sub-region.

5. The method according to claim 1, characterized in that The target frequency band includes: a first target frequency band and a second target frequency band; the fault detection of the vehicle shock absorber is performed according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including: In a case where the current temperature is within a first temperature range corresponding to a high temperature scenario, if it is determined that the area of ​​the region corresponding to the first target frequency band is within a first area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is within a second area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty; If it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the lower limit value of the first area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the lower limit value of the second area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty.

6. The method according to claim 5, characterized in that The method further comprises: If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the upper limit value of the first area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the upper limit value of the second area threshold range, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

7. The method according to claim 1, characterized in that The target frequency band includes: a first target frequency band and a second target frequency band; the fault detection of the vehicle shock absorber is performed according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including: In a case where the current temperature is within a second temperature range corresponding to a normal temperature scenario, if it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to a first area threshold; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to a second area threshold, a fault detection result is obtained that the vehicle shock absorber is not faulty; If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the first area threshold; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the second area threshold, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

8. The method according to claim 1, characterized in that The target frequency band includes: a first target frequency band and a second target frequency band; the fault detection of the vehicle shock absorber is performed according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result, including: In the case where the current temperature is within the third temperature range corresponding to the low temperature scene, if it is determined that the area of ​​the region corresponding to the first target frequency band is within the third area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is within the fourth area threshold range, then a fault detection result is obtained that the vehicle shock absorber is not faulty; If it is determined that the area of ​​the region corresponding to the first target frequency band is less than or equal to the lower limit value of the third area threshold range; and it is determined that the area of ​​the region corresponding to the second target frequency band is less than or equal to the lower limit value of the fourth area threshold range, a fault detection result is obtained that the vehicle shock absorber is not faulty; If it is determined that the area of ​​the region corresponding to the first target frequency band is greater than the upper limit value of the third area threshold range; and / or it is determined that the area of ​​the region corresponding to the second target frequency band is greater than the upper limit value of the fourth area threshold range, a fault detection result indicating that the vehicle shock absorber is faulty is obtained.

9. A vehicle shock absorber fault detection controller, characterized in that: The controller comprises: An acquisition unit, used for acquiring a plurality of vertical acceleration time domain signals of the vehicle; A first determining unit, configured to determine a power spectrum density curve of the vertical acceleration based on the plurality of vertical acceleration time domain signals; A second determining unit, configured to determine an area corresponding to a target frequency band in the power spectrum density curve; The detection unit is used to perform fault detection on the vehicle shock absorber according to the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result.

10. A vehicle, characterized in that: The vehicle comprises the vehicle shock absorber failure detection controller according to claim 9.

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