A method for detecting vehicle shock absorber faults, a controller, and a vehicle

Abstract

This invention provides a method, controller, and vehicle for detecting vehicle shock absorber faults. The method includes: acquiring multiple vertical acceleration time-domain signals of the vehicle; determining the power spectral density curve of the vertical acceleration based on the multiple vertical acceleration time-domain signals; determining the area of ​​the region corresponding to the target frequency band in the power spectral density curve; and performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result. Thus, during vehicle operation, the vertical acceleration signals of the vehicle are collected in real time for power spectral analysis. Since the power spectral density can reflect the energy distribution of the shock absorber, when a shock absorber fault occurs, the fault can be accurately detected based on the power spectral density curve, thereby improving the stability and safety of vehicle operation.

Description

Technical Field

[0001] This invention relates to the field of vehicle fault detection technology, and in particular to a method, controller and vehicle for detecting vehicle shock absorber faults. Background Technology

[0002] As an important component for absorbing vehicle impact vibrations, the shock absorber is essential for vehicle comfort. If a vehicle frequently drives on poor roads and encounters large impacts such as potholes, the shock absorber's effectiveness may decrease or even be damaged. This can affect comfort and worsen passenger experience, or even compromise driving safety.

[0003] Currently, the methods for determining whether a shock absorber is malfunctioning are generally by observing whether it is leaking oil or by judging whether there is abnormal noise based on experience. However, once an oil leak is detected, it indicates that the shock absorber is already severely malfunctioning. Furthermore, judging based on experience requires a high degree of expertise, which is not applicable to most users and therefore cannot accurately detect whether the shock absorber is malfunctioning.

[0004] Therefore, there is an urgent need for a simple and accurate method for detecting shock absorber faults, which can effectively detect whether the shock absorber has malfunctioned. Summary of the Invention

[0005] To address the problems existing in the prior art, embodiments of the present invention provide a vehicle shock absorber fault detection method, controller, and vehicle, in order 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 method for detecting vehicle shock absorber faults, the method comprising:

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

[0008] Based on the multiple vertical acceleration time-domain signals, the power spectral density curve of the vertical acceleration is determined;

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

[0010] Based on 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 the fault detection results.

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

[0012] The multiple vertical acceleration time-domain signals are converted into corresponding frequency-domain signals;

[0013] Windowing is applied to the frequency domain signal to obtain multiple sub-frequency domain signals;

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

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

[0016] The power spectrum curve corresponding to the target frequency band is divided into multiple sub-regions;

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

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

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

[0020] The frequency interval is determined based on 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 based on its width and the power spectral density corresponding to the minimum frequency endpoint of the sub-region.

[0022] In the above scheme, if the current temperature is within the first temperature range corresponding to the high temperature scenario, and if the area corresponding to the first target frequency band is determined to be within the first area threshold range, and the area corresponding to the second target frequency band is determined to be within the second area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained.

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

[0024] The method in the above scheme further includes:

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

[0026] In the above scheme, the target frequency band includes: a first target frequency band and a second target frequency band; the step of performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber, and obtaining the fault detection result, includes:

[0027] If the current temperature is within the second temperature range corresponding to the normal temperature scenario, and it is determined that the area corresponding to the first target frequency band is less than or equal to the first area threshold; and it is determined that the area corresponding to the second target frequency band is less than or equal to the second area threshold, then the fault detection result that the vehicle shock absorber has not malfunctioned is obtained.

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

[0029] In the above scheme, the target frequency band includes: a first target frequency band and a second target frequency band; the step of performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber, and obtaining the fault detection result, includes:

[0030] If the current temperature is within the third temperature range corresponding to the low temperature scenario, and if it is determined that the area corresponding to the first target frequency band is within the third area threshold range, and the area corresponding to the second target frequency band is within the fourth area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained.

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

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

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

[0034] The acquisition unit is used to acquire multiple vertical acceleration time-domain signals of the vehicle;

[0035] The first determining unit is used to determine the power spectral density curve of the vertical acceleration based on the plurality of vertical acceleration time-domain signals;

[0036] The second determining unit is used to determine the area of ​​the region corresponding to the target frequency band in the power spectral density curve;

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

[0038] A third aspect of the present invention provides a vehicle comprising the vehicle shock absorber fault detection controller described in the second aspect.

[0039] This invention provides a method, controller, and vehicle for detecting vehicle shock absorber faults. The method includes: acquiring multiple vertical acceleration time-domain signals of the vehicle; determining the power spectral density curve of the vertical acceleration based on the multiple vertical acceleration time-domain signals; determining the area of ​​the region corresponding to the target frequency band in the power spectral density curve; and performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber to obtain a fault detection result. Thus, during vehicle operation, the vertical acceleration signals of the vehicle are collected in real time for power spectral analysis. Since the power spectral density can reflect the energy distribution of the shock absorber, when a fault occurs in the shock absorber, the fault can be accurately detected based on the power spectral density curve, thereby improving the stability and safety of vehicle operation. Attached Figure Description

[0040] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

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

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

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

[0044] Figure 4 A schematic diagram of a vehicle vibration damping fault detection controller according to an embodiment of the present invention is shown. Detailed Implementation

[0045] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0046] This invention provides a method for detecting vehicle shock absorber faults, such as... Figure 1 As shown, the method mainly includes the following steps:

[0047] S110 acquires multiple vertical acceleration time-domain signals of the vehicle.

[0048] Since shock absorbers absorb vibrations generated by road surface excitation during vehicle movement through damping force, the greater the road surface excitation, the greater the impact force on the shock absorber, and the more prone it is to failure. In data analysis, sensors collect acceleration signals, which are used to characterize the magnitude of vibration. Therefore, this invention analyzes the vertical acceleration signal to determine whether the shock absorber has malfunctioned.

[0049] During vehicle operation, the vertical acceleration time-domain signal of the entire vehicle within a preset time period can be collected using an accelerometer based on a preset sampling frequency. The preset time period can be set based on actual conditions, such as one week, and is not limited. The sampling frequency can also be determined based on the characteristics of the accelerometer itself and is not limited.

[0050] S111, Based on the multiple vertical acceleration time-domain signals, determine the power spectral density curve of the vertical acceleration.

[0051] In one implementation, determining the power spectral density curve of vertical acceleration based on multiple vertical acceleration time-domain signals includes:

[0052] The multiple vertical acceleration time-domain signals are converted into corresponding frequency-domain signals;

[0053] Windowing is applied to the frequency domain signal to obtain multiple sub-frequency domain signals;

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

[0055] Specifically, since power spectral density can reflect the energy distribution of vertical acceleration signals, power spectral density in different frequency bands can characterize the motion of different parts of a vehicle. For example, the power spectrum in the 0-3Hz band can reflect the vehicle body motion, the power spectrum in the 15-20Hz band can reflect the unsprung vibration of the shock absorbers, and the power spectrum in the 3-8Hz band can reflect the vehicle's swaying sensation; frequencies above 20Hz correspond to high-frequency vibrations and mainly reflect the stiffness of rubber parts such as suspension and bushings, as well as the vehicle body.

[0056] Therefore, this invention requires power spectrum analysis of the time-domain signal of vertical acceleration to obtain the power spectral density curve of vertical acceleration.

[0057] In practical applications, this 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. Here, psd is the analyzed power spectral density, f is the reference frequency corresponding to the power spectral density, x is the vertical acceleration time-domain signal, window is the window function (Hanning window is used in this invention), noverlap is the data length of the overlapping window functions, nfft is the number of points of the vertical acceleration signal participating in the Fourier transform, and fc is the sampling frequency of the vertical acceleration signal.

[0058] Specifically, multiple vertical acceleration time-domain signals are subjected to Fourier transform to obtain the frequency-domain signal. However, since the vertical acceleration time-domain signal is relatively long, the resulting frequency-domain signal is also relatively long. Therefore, a window function is needed to segment the frequency-domain signal into short segments suitable for power spectral density calculation. However, after segmentation using a window function, the information at the two ends of the window is reduced because the window has zero values ​​at both ends. Therefore, it is necessary to set the overlap length of the two window functions to make the analysis of the segmented signal more reliable. Generally, the overlap value is set to 33%–50%. The more data overlaps between the two windows, the smoother the power spectral density curve obtained.

[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, and T is the frequency resolution, which can be determined based on the sampling frequency fc and nfft.

[0064] After performing power spectral analysis on the time-domain signal of vertical acceleration, multiple power spectral densities and corresponding reference frequencies can be obtained. Power spectral density curves can then be fitted based on these reference frequencies and their corresponding power spectral densities. The power spectral density curves corresponding to different damping states of the damper (different colors correspond to different damping states) are shown below. Figure 2 As shown.

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

[0066] Once the power spectral density curve is determined, as mentioned above, the power spectral density of different frequency bands can characterize the motion of different parts of the vehicle. Therefore, this invention only needs to determine the area corresponding to the target frequency band in the power spectral density curve and analyze the area corresponding to the target frequency band. Based on the analysis results, it can determine whether the shock absorber has malfunctioned. The target frequency band includes the 0–3 Hz band and the 15–20 Hz band.

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

[0068] The region contained in the power spectrum curve corresponding to the target frequency band is divided into multiple sub-regions;

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

[0070] The area corresponding to the target frequency band is determined based on the area of ​​each sub-region.

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

[0072] The frequency interval is determined based on 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.

[0073] The area of ​​each subregion is determined based on its width and the power spectral density corresponding to the minimum frequency endpoint of the subregion.

[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 formula for the area of ​​a rectangle. 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, and b is the second frequency endpoint of the target frequency band, where the second frequency endpoint is greater than the first frequency endpoint. For example, if the target frequency band is the 0-3Hz band, such as Figure 3 As shown, the first frequency endpoint is 0, and the second frequency endpoint is 3. Generally, the region width Δf can be 0.1 to 0.2.

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

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

[0079] ...

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

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

[0082]

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

[0084] That is, in one implementation, determining the area corresponding to the target frequency band based on 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 sub-region number, 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 to the power spectral density curve of the 0-3Hz frequency band, the second straight line 32 connecting the second frequency endpoint to the power spectral density curve of the 0-3Hz frequency band, the power spectral density curve of the 0-3Hz frequency band 33, and the third straight line 34 between the first and second frequency endpoints.

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

[0089] To determine the value of p(a+(m-1)Δf), we need to use linear interpolation based on the reference frequency and corresponding power spectral density determined in step S111. That is, we need to find the two adjacent reference frequencies of p(a+(m-1)Δf), fit a corresponding function based on these 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] This determines the area corresponding to the target frequency band.

[0091] S112, based on the area of ​​the region and the current temperature of the vehicle shock absorber, perform fault detection on the vehicle shock absorber and obtain the fault detection result.

[0092] Once the area corresponding to the target frequency band is determined, the temperature of the vehicle's shock absorber changes with the ambient temperature, affecting the viscosity of the internal oil. Oil viscosity influences the damping value of the shock absorber, and changes in damping value also affect the area of ​​the target frequency band. However, changes in area due to changes in damping value are normal and not caused by a fault in the shock absorber itself. For example, if the vehicle's shock absorber operates in a high-temperature environment, the area of ​​the target frequency band will increase; similarly, if the shock absorber operates in a low-temperature environment, the area of ​​the target frequency band will also increase. Therefore, this invention combines the area and the current temperature of the vehicle's shock absorber to perform fault detection and obtain fault detection results. The high-temperature, normal-temperature, and low-temperature scenarios mentioned in this invention are all relative to the operating temperature of the shock absorber.

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

[0094] If the current temperature is within the first temperature range corresponding to the high temperature scenario, and the area corresponding to the first target frequency band is determined to be within the first area threshold range; and the area corresponding to the second target frequency band is determined to be within the second area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained.

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

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

[0097] Specifically, the first step is to determine the range of the first area threshold and the range of the second area threshold. The methods for determining the first and second area thresholds are the same, and are as follows:

[0098] When a vehicle travels within 1000km in a normal temperature environment (generally, when the vehicle's mileage is less than 1000km, the vehicle's shock absorbers are in normal condition), the vehicle's vertical acceleration time-domain signal can be collected at multiple time periods. Then, following steps S110 to S112, the area corresponding to multiple first target frequency bands and the area corresponding to multiple second target frequency bands are determined. The average value of the area corresponding to the multiple first target frequency bands is then determined as the reference area A1 of the first target frequency band, and the average value 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] Therefore, the first area threshold range can be [A1+A1*30%, A1+A1*40%), and the second area threshold range can be [A2+A2*30%, A2+A2*40%).

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

[0101] When the vibration damper is located in a high-temperature environment, the first temperature range can be [50℃, 70℃]. If the current temperature of the vibration damper is within the first temperature range, and if the area corresponding to the first target frequency band is determined to be within the first area threshold range, and the area corresponding to the second target frequency band is determined to be within the second area threshold range, it indicates that the increase in area is due to the influence of high temperature, and not because the vibration damper itself is faulty. Therefore, it is determined that the vibration damper is in normal working condition and no fault has occurred.

[0102] Furthermore, if the area corresponding to the first target frequency band is determined to be less than or equal to the lower limit of the first area threshold range, and the area corresponding to the second target frequency band is determined to be less than or equal to the lower limit of the second area threshold range, it indicates that the vibration damper is in normal working condition and no fault has occurred.

[0103] However, if it is determined that the area corresponding to the first target frequency band is greater than the upper limit of the first area threshold range; and / or it is determined that the area corresponding to the second target frequency band is greater than the upper limit of the second area threshold range, then it indicates that the increase in area is not due to the damping value, and that the vehicle shock absorber itself has malfunctioned.

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

[0105] If the current temperature is within the second temperature range corresponding to the normal temperature scenario, and it is determined that the area corresponding to the first target frequency band is less than or equal to the first area threshold; and it is determined that the area corresponding to the second target frequency band is less than or equal to the second area threshold, then the fault detection result that the vehicle shock absorber has not failed is obtained.

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

[0107] Specifically, when the shock absorber is in a normal temperature scenario, the second temperature range is [10℃, 50℃). In this scenario, the temperature of the shock absorber is normal, and the change in the area 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, if the reference area area of ​​the first target frequency band is A1, then the first area threshold is A1 + A1 * 30%; if the reference area area of ​​the second target frequency band is A2, then the second area threshold is A2 + A2 * 30%.

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

[0110] In another implementation, fault detection of the vehicle shock absorber is performed based on the area of ​​the affected region and the current temperature of the vehicle shock absorber, yielding fault detection results, including:

[0111] If the current temperature is within the third temperature range corresponding to the low temperature scenario, and it is determined that the area corresponding to the first target frequency band is within the third area threshold range; and the area corresponding to the second target frequency band is within the fourth area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained.

[0112] If the area corresponding to the first target frequency band is determined to be less than the lower limit of the third area threshold range; and the area corresponding to the second target frequency band is determined to be less than the lower limit of the fourth area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained.

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

[0114] Specifically, the first step is to determine the ranges for the third and fourth area thresholds. The methods for determining the third and fourth area thresholds are the same, as follows:

[0115] When a vehicle travels within 1000km in a normal temperature environment (generally, when the vehicle's mileage is less than 1000km, the vehicle's shock absorbers are in normal condition), the vehicle's vertical acceleration time-domain signal can be collected at multiple time periods. Then, following steps S110 to S112, the area corresponding to multiple first target frequency bands and the area corresponding to multiple second target frequency bands are determined. The average value of the area corresponding to the multiple first target frequency bands is then determined as the reference area A1 of the first target frequency band, and the average value 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] Therefore, the third area threshold range can be [A1+A1*30%, A1+A1*45%), and the fourth area threshold range can be [A2+A2*30%, A2+A2*45%).

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

[0118] When the vibration damper is in a low-temperature scenario, the third temperature range can be [-30℃, 10℃]. In this case, if it is determined that the area corresponding to the first target frequency band is within the third area threshold range, and the area corresponding to the second target frequency band is within the fourth area threshold range, it indicates that the increase in area compared to the normal temperature scenario is due to the damping value, and the vibration damper itself has not malfunctioned.

[0119] Furthermore, if the area corresponding to the first target frequency band is determined to be less than or equal to the lower limit of the third area threshold range, and the area corresponding to the second target frequency band is determined to be less than or equal to the lower limit of the fourth area threshold range, it indicates that the shock absorber is in normal working condition and no fault has occurred.

[0120] However, if it is determined that the area corresponding to the first target frequency band is greater than the upper limit of the third area threshold range; and / or it is determined that the area corresponding to the second target frequency band is greater than the upper limit of the fourth area threshold range, then it indicates that the increase in area is not due to the damping value, and that the vehicle shock absorber itself has malfunctioned.

[0121] By combining the area of ​​the target frequency band with different temperature scenarios, it is possible to accurately determine whether the vibration damper has malfunctioned.

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

[0123] In one embodiment, after obtaining the fault detection result of the vehicle shock absorber malfunctioning, the method further includes:

[0124] A notification message indicating a shock absorber malfunction is sent to the vehicle's display screen.

[0125] Specifically, it can illuminate the shock absorber malfunction icon on the vehicle's dashboard and simultaneously push a malfunction notification message to the central control screen to remind the driver to repair or replace the shock absorber in a timely manner.

[0126] This invention can collect the vertical acceleration signal of a vehicle in real time during vehicle operation and perform power spectrum analysis. Since the power spectrum density can reflect the energy distribution of the shock absorber, when the shock absorber malfunctions, 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 foregoing embodiments, this embodiment also provides a vehicle shock absorber fault detection controller, such as... Figure 4 As shown, the controller includes:

[0128] Acquisition unit 41 is used to acquire multiple vertical acceleration time-domain signals of the vehicle;

[0129] The first determining unit 42 is used to determine the power spectral density curve of the vertical acceleration based on the plurality of vertical acceleration time-domain signals;

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

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

[0132] Since the controller described in this embodiment of the invention is the controller used in implementing the vehicle shock absorber fault detection method of this invention, those skilled in the art can understand the specific structure and variations of the device based on the method described in this embodiment of the invention, and therefore will not be described in detail here. All devices used in the methods of this embodiment of the invention fall within the scope of protection of this invention.

[0133] Based on the same inventive concept as the foregoing embodiments, the present invention also provides a vehicle, including the vehicle shock absorber fault detection controller mentioned in the above embodiments. The specific structure and implementation method of the vehicle shock absorber fault detection controller can be referred to the corresponding descriptions in the above embodiments, and therefore 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. When the processor executes the computer program, it implements any step of the method described above.

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

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

[0137] This invention provides a method, controller, and vehicle for detecting vehicle shock absorber faults. The method includes: acquiring multiple vertical acceleration time-domain signals of the vehicle; determining a power spectral density curve of the vertical acceleration based on the multiple vertical acceleration time-domain signals; determining the area of ​​the region corresponding to the target frequency band in the power spectral density curve; and performing fault detection on the vehicle shock absorber based on the area of ​​the region to obtain a fault detection result. Thus, during vehicle operation, the vertical acceleration signals of the vehicle are collected in real time for power spectral analysis. Since the power spectral density can reflect the energy distribution of the shock absorber, when a shock absorber fault occurs, the fault can be accurately detected based on the power spectral density curve, thereby improving the stability and safety of vehicle operation.

[0138] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

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

Claims

1. A method for detecting vehicle shock absorber faults, characterized in that, The method includes: Acquire multiple time-domain signals of vertical acceleration of the vehicle; Based on the multiple vertical acceleration time-domain signals, the power spectral density curve of the vertical acceleration is determined; Determine the area of ​​the region corresponding to the target frequency band in the power spectral density curve; Based on 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 the fault detection results; wherein, The target frequency band includes: a first target frequency band and a second target frequency band; the step of performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber, and obtaining fault detection results, includes: If the current temperature is within the first temperature range corresponding to the high temperature scenario, and if the area corresponding to the first target frequency band is determined to be within the first area threshold range, and the area corresponding to the second target frequency band is determined to be within the second area threshold range, then a fault detection result indicating that the vehicle shock absorber has not malfunctioned is obtained. If it is determined that the area corresponding to the first target frequency band is less than or equal to the lower limit of the first area threshold range; and it is determined that the area corresponding to the second target frequency band is less than or equal to the lower limit of the second area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained. If it is determined that the area corresponding to the first target frequency band is greater than the upper limit of the first area threshold range; and / or it is determined that the area corresponding to the second target frequency band is greater than the upper limit of the second area threshold range, then the fault detection result of the vehicle shock absorber malfunctioning is obtained.

2. The method as described in claim 1, characterized in that, The step of determining the power spectral density curve of the vertical acceleration based on the multiple vertical acceleration time-domain signals includes: The multiple vertical acceleration time-domain signals are converted into corresponding frequency-domain signals; Windowing is applied to the frequency domain signal to obtain multiple sub-frequency domain signals; Power spectrum analysis is performed on each segment of the sub-frequency domain signal to obtain the power spectral density curve of the vertical acceleration.

3. The method as described in claim 1, characterized in that, Determining the area of ​​the region corresponding to the target frequency band in the power spectral density curve includes: The region encompassed by the power spectrum curve corresponding to the target frequency band is divided into multiple sub-regions; Determine the area of ​​each of the sub-regions; The area corresponding to the target frequency band is determined based on the area of ​​each of the sub-regions.

4. The method as described in claim 3, characterized in that, Determining the area of ​​each of the sub-regions includes: The frequency interval is determined based on 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 based on its width and the power spectral density corresponding to the minimum frequency endpoint of the sub-region.

5. The method as described in claim 1, characterized in that, The method of performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber, and obtaining fault detection results, includes: If the current temperature is within the second temperature range corresponding to the normal temperature scenario, and it is determined that the area corresponding to the first target frequency band is less than or equal to the first area threshold; and it is determined that the area corresponding to the second target frequency band is less than or equal to the second area threshold, then the fault detection result that the vehicle shock absorber has not malfunctioned is obtained. If it is determined that the area corresponding to the first target frequency band is greater than the first area threshold; and / or it is determined that the area corresponding to the second target frequency band is greater than the second area threshold, then the fault detection result of the vehicle shock absorber malfunction is obtained.

6. The method as described in claim 1, characterized in that, The method of performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber, and obtaining fault detection results, includes: If the current temperature is within the third temperature range corresponding to the low temperature scenario, and if it is determined that the area corresponding to the first target frequency band is within the third area threshold range, and the area corresponding to the second target frequency band is within the fourth area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained. If it is determined that the area corresponding to the first target frequency band is less than or equal to the lower limit of the third area threshold range; and it is determined that the area corresponding to the second target frequency band is less than or equal to the lower limit of the fourth area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained. If it is determined that the area corresponding to the first target frequency band is greater than the upper limit of the third area threshold range; and / or it is determined that the area corresponding to the second target frequency band is greater than the upper limit of the fourth area threshold range, then the fault detection result of the vehicle shock absorber malfunctioning is obtained.

7. A vehicle shock absorber fault detection controller, characterized in that, The controller includes: The acquisition unit is used to acquire multiple vertical acceleration time-domain signals of the vehicle; The first determining unit is used to determine the power spectral density curve of the vertical acceleration based on the plurality of vertical acceleration time-domain signals; The second determining unit is used to determine the area of ​​the region corresponding to the target frequency band in the power spectral density curve; The detection unit is used to perform fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber, and obtain the fault detection result; wherein, The target frequency band includes: a first target frequency band and a second target frequency band; the step of performing fault detection on the vehicle shock absorber based on the area of ​​the region and the current temperature of the vehicle shock absorber, and obtaining fault detection results, includes: If the current temperature is within the first temperature range corresponding to the high temperature scenario, and if the area corresponding to the first target frequency band is determined to be within the first area threshold range, and the area corresponding to the second target frequency band is determined to be within the second area threshold range, then a fault detection result indicating that the vehicle shock absorber has not malfunctioned is obtained. If it is determined that the area corresponding to the first target frequency band is less than or equal to the lower limit of the first area threshold range; and it is determined that the area corresponding to the second target frequency band is less than or equal to the lower limit of the second area threshold range, then the fault detection result that the vehicle shock absorber has not failed is obtained. If it is determined that the area corresponding to the first target frequency band is greater than the upper limit of the first area threshold range; and / or it is determined that the area corresponding to the second target frequency band is greater than the upper limit of the second area threshold range, then the fault detection result of the vehicle shock absorber malfunctioning is obtained.

8. A vehicle, characterized in that, The vehicle includes the vehicle shock absorber fault detection controller as described in claim 7.

Images