Vehicle overload early warning method, electronic equipment and computer storage medium

Abstract

The invention provides a vehicle overload early warning method, electronic equipment and a computer storage medium. The method comprises the following steps: simulating stress data of a plurality of first components of a chassis system in a vehicle when the vehicle runs on an abnormal road surface under multiple groups of different working conditions; on the basis of the stress data, the sequence of damage of the multiple first components is determined; under the condition that the vehicle runs on the abnormal road surface, whether the multiple first components are damaged or not is detected according to the sequence that the multiple first components are damaged; and when it is detected that one or more of the multiple first components are damaged, early warning information is sent out. Whether a plurality of components are damaged or not can be detected in time under the condition that the vehicle runs on the abnormal road surface, and the early warning information is sent out when one or more components are damaged, so that the driving safety of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle overload warning method, electronic equipment and computer storage medium. Background Art

[0002] When a vehicle is driving on the road, it will inevitably encounter abnormal road surfaces such as potholes, bumps, manhole covers, speed bumps, steps, etc. If the driver does not understand the road conditions, or visibility is low (such as at night, foggy days, etc.), or makes a mistake, and passes through potholes, bumps, manhole covers, speed bumps, steps, etc. on the road at a high speed, the various parts of the vehicle will be subjected to a huge impact load from the road surface.

[0003] However, drivers do not understand how much impact load the various parts of the vehicle can withstand. If some parts are severely damaged after the vehicle is driving at high speed on an abnormal road surface, and the driver fails to notice in time that some parts are seriously damaged and need to drive at a lower speed, or some parts need to be repaired in time, there will be driving risks. Summary of the invention

[0004] In view of this, the present application provides a vehicle overload warning method, an electronic device and a computer storage medium, which can solve the problem of driving risks when some parts are seriously damaged after the vehicle is driving at high speed on an abnormal road surface, and the driver fails to notice the damage of some parts in time and needs to drive at a lower speed, or needs to repair some parts in time.

[0005] An embodiment of the present application provides a vehicle overload warning method, the method comprising: simulating force data of multiple first components of a chassis system in a vehicle when the vehicle is traveling on an abnormal road surface under multiple groups of different working conditions; determining a damage sequence of the multiple first components based on the force data; detecting whether the multiple first components are damaged in the order in which the multiple first components are damaged when the vehicle is traveling on the abnormal road surface; and issuing a warning message when it is detected that one or more of the multiple first components are damaged.

[0006] Compared with the related art, the embodiments of the present application have at least the following advantages: By simulating the force data of multiple first components of the chassis system when the vehicle is driving on an abnormal road surface under multiple groups of different working conditions. Due to the differences in processing technology, materials, etc. during the processing of different first components, when the vehicle is driving on an abnormal road surface under a certain working condition, the force conditions of the multiple first components are also different. Therefore, based on the force data of the multiple first components, the order in which the multiple first components are damaged can be determined. Then, according to the order in which the multiple first components are damaged, the multiple components of the chassis system are detected to be damaged, so as to improve the efficiency of detecting whether the first components are damaged. When one or more first components are detected to be damaged, a warning message is issued in time. Thereby, the driver is prompted to pay attention to the abnormal conditions of the vehicle in time to improve driving safety.

[0007] In some possible implementations, the force data includes multiple fatigue lives, wherein when the vehicle travels on the same abnormal road surface under the same operating condition, each of the first components corresponds to one fatigue life; determining the order of damage of the multiple first components based on the force data includes: determining the order of damage of the multiple first components based on ascending sorting results of the multiple fatigue lives.

[0008] In some possible implementations, determining the order of damage of the plurality of first components based on the ascending sorting results of the plurality of fatigue lives includes: obtaining a safety factor corresponding to each of the first components; and determining the order of damage of the plurality of first components based on the ascending sorting results of the plurality of fatigue lives and the plurality of safety factors.

[0009] In some possible implementations, before issuing the warning information, it also includes: determining that any one of the multiple first components that has been damaged is a second component; updating the number of times the second component has been damaged, and the number of times the second component has been damaged is used to characterize the total number of times the second component has been damaged during the historical driving process of the vehicle; detecting whether the number of times the second component has been damaged is greater than a preset number threshold corresponding to the second component; when it is detected that the number of times the second component has been damaged is greater than the preset number threshold, controlling the vehicle to slow down; when it is detected that the number of times the second component has been damaged is not greater than the preset number threshold, determining that other damaged first components are new second components, and until it is detected that the number of times the new second component has been damaged is greater than the preset number threshold of the new second component pair, controlling the vehicle to slow down.

[0010] In some possible implementations, the force data includes multiple fatigue lives, wherein when the vehicle travels on the abnormal road surface under a set of operating conditions, each of the first components corresponds to one fatigue life; the step of obtaining the preset number threshold corresponding to the second component includes: obtaining the fatigue life of the second component when the vehicle travels on the abnormal road surface under multiple sets of different operating conditions; and determining the preset number threshold corresponding to the second component based on the multiple fatigue lives.

[0011] In some possible implementations, after detecting whether the number of damage times is greater than a preset number threshold corresponding to the second component, it also includes: when detecting that the number of damage times is not greater than the preset number threshold corresponding to the second component, taking the difference between the preset number threshold and the number of damage times as the expected number of uses of the second component; and displaying the expected number of uses.

[0012] In some possible implementations, after determining the order of damage of the multiple first components based on the force data, it also includes: during the current driving process of the vehicle and when the abnormal road surface exists in front of the driving direction of the vehicle, obtaining the first driving speed and road surface deviation data of the vehicle, the road surface deviation data being the deviation value of the longitudinal unevenness of the abnormal road surface; detecting whether the first driving speed is greater than a first preset speed threshold and whether the road surface deviation data is greater than a preset deviation threshold; if it is detected that the first driving speed is greater than the first preset speed threshold and the road surface deviation data is greater than the preset deviation threshold, controlling the vehicle to pass through the abnormal road surface at a second driving speed; wherein, the first driving speed is greater than the second driving speed.

[0013] In some possible implementations, when the vehicle is traveling on the abnormal road surface, detecting whether the multiple first components are damaged according to the order in which the multiple first components are damaged includes: when the vehicle is traveling on the abnormal road surface, obtaining the second driving speed; detecting whether the second driving speed is greater than a first preset speed threshold; if it is detected that the second driving speed is greater than the first preset speed threshold, detecting whether the multiple first components are damaged according to the order in which the multiple first components are damaged.

[0014] A second aspect of the present application discloses an electronic device, which includes a processor and a memory, wherein the memory is used to store instructions, and the processor is used to call the instructions in the memory so that the electronic device executes the vehicle overload warning method as described above.

[0015] The third aspect of the present application discloses a computer storage medium, including computer instructions. When the computer instructions are executed on the electronic device, the electronic device executes the above-mentioned vehicle overload warning method.

[0016] It can be understood that the electronic device of the second aspect and the computer storage medium of the third aspect provided above both correspond to the method of the first aspect. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic structural diagram of multiple first components according to an embodiment of the present application.

[0018] Figure 2 It is a flow chart of a vehicle overload warning method according to an embodiment of the present application.

[0019] Figure 3 It is a schematic diagram of the sub-step flow of a vehicle overload warning method according to an embodiment of the present application.

[0020] Figure 4 It is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application.

[0021] Description of main component symbols: Front lower control arm, 1; front toe rod, 2; rear lower control arm, 3; front upper control arm, 4; rear upper control arm, 5; bearing, 6; subframe, 7; steering knuckle, 8; electronic device, 1000; processor, 1001; memory, 1002; computer program, 1003.

[0022] The following specific implementation methods will further illustrate the present application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0023] In order to more clearly understand the above-mentioned purposes, features and advantages of the present application, the present application is described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that the implementation methods of the present application and the features in the implementation methods can be combined with each other without conflict.

[0024] In the following description, many specific details are set forth to facilitate a full understanding of the present application. The described implementations are only part of the implementations of the present application, rather than all the implementations.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application.

[0026] It should be further noted that, in this article, the terms "comprises", "includes" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0027] In this application, "at least one" means one or more, and "more" means two or more than two. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The terms "first", "second", "third", "fourth", etc. (if any) in the specification, claims and drawings of this application are used to distinguish similar objects, rather than to describe a specific order or sequence.

[0028] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0029] The vehicle overload warning method of the present application is applied to a vehicle overload warning system. The vehicle overload warning system can be set in the electronic equipment of the vehicle. Among them, the vehicle can be a fuel vehicle or a new energy vehicle, and the present application does not limit the type of vehicle. The electronic device can be a vehicle-mounted terminal. The electronic device includes a processor and a memory. The memory is used to store one or more computer programs. One or more computer programs are configured to be executed by the processor. The one or more computer programs include instructions, and the above instructions can be used to implement the above-mentioned vehicle overload warning method in the electronic device.

[0030] Further, the vehicle includes a chassis system, the chassis system is used to support the body of the vehicle, and the chassis system includes a plurality of first components. Figure 1 The multiple first components include a front lower swing arm 1, a front toe rod 2, a rear lower swing arm 3, a front upper swing arm 4, a rear upper swing arm 5, a bearing 6, a subframe 7 and a steering knuckle 8.

[0031] The subframe 7 and the bearing 6 are arranged oppositely and at intervals along the first direction, and the front lower swing arm 1, the front toe rod 2, the front upper swing arm 4, the rear upper swing arm 5 and the rear lower swing arm 3 are all arranged between the subframe 7 and the bearing 6. The steering knuckle 8 is located at the bearing 6, and the steering knuckle 8 is connected to the bearing 6, and the end of the bearing 6 away from the steering knuckle 8 is connected to the wheel (not shown). The front lower swing arm 1 and the rear lower swing arm 3 are arranged oppositely and at intervals along the second direction, one end of the front lower swing arm 1 and the rear lower swing arm 3 is connected to the subframe 7, and the other end is connected to the steering knuckle 8. The front upper swing arm 4 and the rear upper swing arm 5 are arranged oppositely and at intervals along the second direction, one end of the front upper swing arm 4 and the rear upper swing arm 5 is connected to the subframe 7, and the other end is connected to the steering knuckle 8. The front lower swing arm 1 and the front upper swing arm 4 are arranged oppositely and at intervals along the third direction, and the rear lower swing arm 3 and the rear upper swing arm 5 are arranged oppositely and at intervals along the third direction. The toe rod 2 is located between the front lower swing arm 1 and the front upper swing arm 4 , and one end of the toe rod 2 is connected to the subframe 7 , and the other end is connected to the steering knuckle 8 .

[0032] In this embodiment, the front lower swing arm 1, the front toe rod 2, the rear lower swing arm 3, the front upper swing arm 4, the rear upper swing arm 5, the bearing 6, the subframe 7 and the steering knuckle 8 are mainly inspected for damage. In other embodiments, the plurality of first components may also include component types of other first components, and the component types of the first components may be replaced, increased or reduced according to actual inspection requirements.

[0033] Please refer to Figure 2 , is a flow chart of a vehicle overload warning method provided in an embodiment of the present application. The vehicle overload warning method comprises the following steps: Step 101 : Simulating force data of a plurality of first components of a chassis system in a vehicle when the vehicle is traveling on an abnormal road surface under a plurality of different working conditions.

[0034] In this embodiment, the abnormal road surface includes a road surface with potholes, high ridges, Belgian roads, manhole covers, speed bumps, cracks, steps, etc. The force data of the plurality of first components include a plurality of fatigue lives. When the vehicle is traveling on the abnormal road surface under a set of working conditions, each first component corresponds to a fatigue life. Specifically, when the vehicle is traveling on an abnormal road surface under a set of working conditions, each first component corresponds to a fatigue life.

[0035] During the production and processing of multiple first components, due to differences in production processes, materials used, etc., the multiple first components have different fatigue lives. Among them, fatigue life refers to the number of stress cycles experienced by the first component before fatigue failure. Therefore, during the actual operation of the vehicle, the multiple first components will also have a sequence of damage. In order to obtain the sequence of damage of multiple first components, it is necessary to first simulate the force data of multiple first components of the chassis system of the vehicle when the vehicle is driving on different abnormal road surfaces under multiple sets of different working conditions.

[0036] Specifically, it is necessary to first design multiple groups of different working conditions. The multiple groups of different working conditions include multiple different driving speeds of the vehicle and multiple different vehicle load data. Take the abnormal road surface as an example of a pothole for illustration. When the vehicle is simulated driving in potholes of different depths under multiple groups of different working conditions, the force data of each first component of the chassis system is simulated.

[0037] In the following, an abnormal road surface is taken as an example to illustrate a road surface containing potholes. For example, pothole data of different depths may include 10mm, 20mm, 30mm, 40mm, 60mm, 90mm, 100mm and 120mm. Multiple different driving speeds of the vehicle may include 10km / h, 30km / h, 50km / h, 60km / h, 80km / h, 100km / h and 120km / h. Multiple different vehicle load data may include 60kg, 80kg, 120kg, 180kg, 260kg and 300kg. The pothole data, driving speed and vehicle load data may be set according to the actual simulation requirements.

[0038] In this embodiment, multiple groups of working conditions can be obtained based on multiple different driving speeds and multiple different vehicle load data. For example, working condition 1 is: the driving speed is 50 km / h and the vehicle load data is 60kg; working condition 2 is: the driving speed is 60 km / h and the vehicle load data is 50kg; working condition 3 is: the driving speed is 80 km / h and the vehicle load data is 120kg. Based on multiple groups of working conditions, the force data of multiple first components are simulated when the vehicle is driving in pits of different depths under multiple groups of different working conditions. The above three working conditions are only examples. In the actual simulation process, multiple groups of different working conditions can be set according to the simulation requirements. This application does not limit the specific values ​​of the driving speed and vehicle load data in each group of working conditions.

[0039] In one embodiment, the fatigue life of each first component can be simulated when the vehicle is in working condition 1 and driving through potholes of different depths, and the fatigue life of each first component can be simulated when the vehicle is in working condition 2 and driving through potholes of different depths... In this way, the fatigue life of each first component can be simulated when the vehicle is driving through potholes of different depths under different working conditions. Similarly, when the abnormal road surface is a high ridge, the fatigue life of multiple first components can be obtained by simulating the vehicle driving through high ridges of different heights under different working conditions. In other words, the fatigue life corresponding to each first component can be obtained by simulating the vehicle driving through different abnormal road surfaces under different working conditions.

[0040] In another embodiment, the force data of multiple first components may also include load data, wherein the load data refers to the stress value borne by each first component. In order to obtain the stress value borne by each first component, multiple sensors may be provided, each sensor corresponds to a first component, and each sensor is used to collect the stress value borne by the corresponding first component. The stress value borne by the first component is the load data of the first component. Among them, the sensor may be a stress sensing device. For example, when a vehicle is driving in a pit of a certain depth under a certain set of working conditions, the stress value borne by a first component collected by the sensor is a load data of the first component. In this way, the corresponding stress value of the first component when the vehicle is driving in each pit of different depths under each set of working conditions can be obtained, and the multiple stress values ​​corresponding to the first component are used as the load data of the first component.

[0041] Specifically, for example, when the simulated vehicle is driving on an abnormal road surface with a pothole depth of 10 mm under working condition 1, the stress value of the front lower control arm 1 is collected as 50 KN. When the vehicle is driving on an abnormal road surface with a pothole depth of 20 mm under working condition 1, the stress value of the front lower control arm 1 is collected as 80 KN. When the vehicle is driving on an abnormal road surface with a pothole depth of 60 mm under working condition 2, the stress value of the front lower control arm 1 is collected as 200 KN... In this way, multiple load data of the front lower control arm 1 can be obtained. Among them, the above values ​​are all examples.

[0042] Similarly, the load data of other first components other than the front lower control arm 1 can be obtained by referring to the method of obtaining the load data of the front lower control arm 1. For example, when the vehicle is simulated to be driven on an abnormal road surface with a pothole depth of 10 mm under working condition 1, the stress value of the front tie rod 2 is collected to be 30KN, and the stress value of the rear lower control arm 3 is collected to be 40KN... In this way, multiple load data of each first component can be obtained when the vehicle is driven on different abnormal roads under different working conditions.

[0043] It should be noted that due to the differences in processing techniques, production materials, etc. of different first components, when a vehicle is driving on an abnormal road surface under a certain working condition, the load data borne by one first component and the load data borne by another first component may be the same or different.

[0044] In this embodiment, the fatigue life corresponding to each first component of the simulated vehicle under different working conditions and driving on different abnormal roads can be stored to obtain a fatigue life spectrum, so that the fatigue life of each first component can be directly obtained from the fatigue life spectrum after the vehicle drives on different abnormal roads under different working conditions.

[0045] Step 102: Determine the damage sequence of the plurality of first components based on the force data.

[0046] In one embodiment, since each first component corresponds to a fatigue life when the vehicle is traveling on an abnormal road surface under a certain working condition, the order in which the multiple first components are damaged can be determined based on the ascending sorting results of the multiple fatigue lives of the multiple first components.

[0047] For example, when the simulated vehicle is driving on an abnormal road surface with a pothole depth of 60 mm under working condition 2, the fatigue life of the front lower control arm 1 is 1000 times, the fatigue life of the front toe rod 2 is 1060 times, the fatigue life of the rear lower control arm 3 is 1020 times, the fatigue life of the front upper control arm 4 is 1100 times, the fatigue life of the rear upper control arm 5 is 1600 times, the fatigue life of the bearing 6 is 1680 times, the fatigue life of the subframe 7 is 2200 times, and the fatigue life of the steering knuckle 8 is 4000 times. Then the fatigue life of the front lower swing arm 1, the fatigue life of the front tie rod 2, the fatigue life of the rear lower swing arm 3, the fatigue life of the front upper swing arm 4, the fatigue life of the rear upper swing arm 5, the fatigue life of the bearing 6, the fatigue life of the subframe 7 and the fatigue life of the steering knuckle 8 are sorted in ascending order, that is, 1000 times, 1020 times, 1060 times, 1100 times, 1600 times, 1680 times, 2200 times and 4000 times. The order of damage of the multiple first components is determined as: the front lower swing arm 1, the rear lower swing arm 3, the front tie rod 2, the front upper swing arm 4, the rear upper swing arm 5, the bearing 6, the subframe 7 and the steering knuckle 8. In other embodiments, it is also possible to simulate the vehicle driving on other abnormal roads under other working conditions, obtain the fatigue life of each first component, and determine the order of damage of the multiple first components based on the ascending sorting results of the multiple fatigue lives.

[0048] Further, determining the damage order of the plurality of first components based on the ascending sorting results of the plurality of fatigue lives includes: obtaining a safety factor corresponding to each first component. Determining the damage order of the plurality of first components based on the ascending sorting results of the plurality of fatigue lives and the plurality of safety factors.

[0049] For example, a bench test is performed on the chassis system to obtain the safety factor corresponding to each first component. Alternatively, engineers determine the safety factor corresponding to each first component based on the safety performance requirements of the vehicle. The safety factors of multiple first components may be partially the same or different from each other. This application does not limit the specific value of the safety factor of each first component.

[0050] In this embodiment, based on the safety factor corresponding to each first component, the initial order of damage of multiple first components is determined. For example, the safety factors of the front lower arm 1, the front toe rod 2, the rear lower arm 3, and the front upper arm 4 are all 1.2, the safety factors of the rear upper arm 5 and the bearing 6 are all 1.6, the safety factor of the subframe 7 is 1.8, and the safety factor of the steering knuckle 8 is 3.6. The initial order of damage of multiple first components is determined as follows: the front lower arm 1, the front toe rod 2, the rear lower arm 3, and the front upper arm 4 are the first components to be damaged first, the rear upper arm 5 and the bearing 6 are the second first components to be damaged, the subframe 7 is the second first component to be damaged, and the steering knuckle 8 is the last first component to be damaged.

[0051] In order to determine the damage order of the front lower swing arm 1, the front toe rod 2, the rear lower swing arm 3, the front upper swing arm 4, and the damage order of the rear upper swing arm 5 and the bearing 6, it is necessary to adjust the initial order of damage of the multiple first components based on the ascending sorting results of the multiple fatigue lives to obtain the final order of damage of the multiple first components, namely: front lower swing arm 1, rear lower swing arm 3, front toe rod 2, front upper swing arm 4, rear upper swing arm 5, bearing 6, subframe 7 and steering knuckle 8.

[0052] In another embodiment, the damage sequence of the plurality of first components is determined based on different load data borne by each first component when the vehicle is simulated to be traveling on an abnormal road surface under different working conditions.

[0053] Specifically, since any first component may be damaged only under the condition of partial load data borne by it, the damage condition corresponding to the partial load data borne by each first component can be obtained based on the past experience of engineers, and the load data when each first component was initially damaged can be obtained. Among them, the initial damage of the first component indicates that the first component has abnormal conditions such as deformation and wear, but the first component can continue to be used. The damage condition corresponding to the partial load data borne by each first component is obtained without constantly monitoring whether each first component is damaged, which reduces the complexity of determining whether the first component is damaged.

[0054] Furthermore, the collection time of the load data when each first component is initially damaged is obtained, and the multiple collection times are sorted in ascending order to obtain the order in which the multiple first components are damaged.

[0055] For example, the damage conditions corresponding to the multiple load data borne by the front lower arm 1 are obtained, and the load data of the front lower arm 1 when it is initially damaged (recorded as load data 1 here). The damage conditions corresponding to the multiple load data borne by the front toe rod 2 are obtained, and the load data of the front toe rod 2 when it is initially damaged (recorded as load data 2 here). Until the damage conditions corresponding to the multiple load data borne by each first component are obtained, the load data of each first component when it is initially damaged is obtained.

[0056] The acquisition time of load data 1, the acquisition time of load data 2, the acquisition time of load data 3, the acquisition time of load data 4, the acquisition time of load data 5, the acquisition time of load data 6, the acquisition time of load data 7, and the acquisition time of load data 8 are obtained. The first component corresponding to the earliest acquisition time among the multiple acquisition times is the component that is damaged first among the multiple first components. Therefore, the first component corresponding to the earliest acquisition time in the order of damage of the multiple first components is ranked first. Based on this step, other ranked components can be obtained, thereby obtaining the final order of damage of the multiple first components.

[0057] In this embodiment, a collection device may be provided on the vehicle during driving, and the collection device collects images of multiple first components, performs image analysis on the images containing the multiple first components, obtains damage conditions of the multiple first components, and thus determines whether the first components are damaged. The collection device may be a video camera, a camera, or a laser radar, etc.

[0058] For example, before the vehicle is driven on an abnormal road surface, the acquisition device may be used to acquire a first image of the front lower arm 1. Then, after the vehicle is simulated to be driven on the abnormal road surface, the acquisition device acquires a second image of the front lower arm 1. The first image and the second image are detected. If the front lower arm 1 changes in the first image and the second image, it indicates that the front lower arm 1 is damaged after the vehicle is driven on the abnormal road surface.

[0059] In other embodiments, during the actual driving of the vehicle, if a collection device is not installed in the vehicle so that it is impossible to determine whether the first component is damaged, the actual stress value of each first component can be collected when the vehicle is under actual working conditions and driving on an abnormal road surface, and the actual stress value of a first component and the load data of the first component that matches the actual driving condition of the vehicle can be compared to determine whether the first component is damaged. In this way, the damage condition of each first component can be determined.

[0060] In some embodiments, in order to reduce the degree of damage to the vehicle caused by an abnormal road surface, when the vehicle is traveling, if there is an abnormal road surface in front of the vehicle in the driving direction, the first driving speed and road surface deviation data of the vehicle are obtained, and the road surface deviation data is used to characterize the deviation value of the longitudinal unevenness of the abnormal road surface. In this embodiment, when the abnormal road surface is a pit, the road surface deviation data is the depth of the pit. In other embodiments, when the abnormal road surface is a high ridge, the road surface deviation data is the height of the ridge.

[0061] In order to detect whether there is an abnormal road surface on the road ahead in the direction of travel of the vehicle, a collection device may be used to collect road images ahead in the direction of travel of the vehicle. Image analysis is performed on the road images to determine whether there is an abnormal road surface on the road ahead in the direction of travel of the vehicle.

[0062] Further, it is detected whether the first driving speed is greater than the first preset speed threshold and whether the road surface deviation data is greater than the preset deviation threshold. If it is detected that the first driving speed is greater than the first preset speed threshold and the road surface deviation data is greater than the preset deviation threshold, it proves that the vehicle is driving faster and the pothole is deeper, in order to avoid serious damage to the vehicle when the vehicle passes through the pothole at a higher driving speed. At this time, it is necessary to control the vehicle to drive on the abnormal road surface at the second driving speed, and the first driving speed is greater than the second driving speed. Among them, the first preset speed threshold can be 30km / h, and the preset deviation threshold can be 100mm. The specific values ​​of the first preset speed threshold and the preset deviation threshold can be set according to the actual situation, and the present application does not limit the specific values ​​of the first preset speed threshold and the preset deviation threshold.

[0063] If it is detected that the first driving speed is not greater than the first preset speed threshold or the road surface deviation data is not greater than the preset deviation threshold, it proves that the vehicle is traveling at a slow speed or the pothole is shallow, and the vehicle will not be seriously damaged when it passes the pothole at the first driving speed. At this time, there is no need to perform the subsequent steps. Thus, the service life of the vehicle overload warning system is increased.

[0064] Step 103: When the vehicle is traveling on an abnormal road surface, detect whether the multiple first components are damaged in the order in which the multiple first components are damaged.

[0065] For example, in step 102, based on the force data, the order of damage of the multiple first components is determined as follows: front lower arm 1, front toe rod 2, front upper arm 4, rear upper arm 5, rear lower arm 3, bearing 6, subframe 7 and steering knuckle 8. When the vehicle is driving on an abnormal road surface, first check whether the front lower arm 1 is damaged, then check whether the front toe rod 2 is damaged, etc., until it is confirmed that a certain first component is damaged, but the next component of the first component is not damaged, then stop the detection.

[0066] In another embodiment, when an abnormal road surface is detected on the road ahead in the direction of vehicle travel, the vehicle is controlled to decelerate and travel on the abnormal road surface. Therefore, the second travel speed of the vehicle when traveling on the abnormal road surface can be obtained. Then, it is detected whether the second travel speed is greater than the first preset speed threshold. If the second travel speed is greater than the first preset speed threshold, it proves that the speed of the vehicle when traveling on the abnormal road surface has not been reduced to the required range, and the first component of the vehicle may be damaged. At this time, it is necessary to detect whether multiple first components are damaged in the order in which the multiple first components are damaged.

[0067] It should be noted that the order in which the multiple first components are damaged is obtained by simulating a vehicle driving on an abnormal road surface under multiple different working conditions. Therefore, detecting whether the multiple first components are damaged according to the order in which the multiple first components are damaged can reduce the detection time and improve the detection efficiency and accuracy.

[0068] Step 104: When it is detected that one or more first components among the plurality of first components are damaged, a warning message is issued.

[0069] In this embodiment, according to the detection order of the front lower arm 1, the front toe rod 2, the front upper arm 4, the rear upper arm 5, the rear lower arm 3, the bearing 6, the subframe 7 and the steering knuckle 8, the front lower arm 1 is first detected whether it is damaged. If the front lower arm 1 is detected to be damaged, then the front toe rod 2 is detected to be damaged. Based on this logic, the front upper arm 4, the rear upper arm 5, the rear lower arm 3, the bearing 6, the subframe 7 and the steering knuckle 8 are detected until a first component is detected to be damaged and the next first component of the first component is not damaged, then a warning message is issued.

[0070] For example, if it is detected that the front lower arm 1 is not damaged, the front toe rod 2, the front upper arm 4, the rear upper arm 5, the rear lower arm 3, the bearing 6, the subframe 7 and the steering knuckle 8 located behind the front lower arm 1 will not be damaged. At this time, there is no need to issue a warning message. If it is detected that the front lower arm 1 is damaged, continue to detect whether the front toe rod 2 is damaged. If the front toe rod 2 is detected to be not damaged, it means that after the vehicle is driven on an abnormal road surface, since the front toe rod 2 is not damaged, the front upper arm 4, the rear upper arm 5, the rear lower arm 3, the bearing 6, the subframe 7 and the steering knuckle 8 located behind the front toe rod 2 will not be damaged. At this time, the detection step is terminated and a warning message is issued. If it is detected that the front toe rod 2 is damaged, continue to detect whether the first component behind the front toe rod 2 is damaged.

[0071] In this embodiment, the warning information includes the name of the damaged first component, the number of times the damaged first component has been damaged, the fatigue life of the damaged first component, and the vehicle risk avoidance strategy. The number of times the damaged first component has been damaged is the total number of times the first component has been damaged during the historical driving process of the vehicle, and the fatigue life is the number of times the vehicle can still drive over abnormal road surfaces under working conditions before the first component becomes unusable. The vehicle's risk avoidance strategy may include a recommended driving speed for the vehicle and whether the vehicle needs maintenance. A reminder device may be set in the vehicle, and the warning information may be displayed through the reminder device. The reminder device may include a display screen or a speaker, etc.

[0072] It should be noted that when a first component is detected to be damaged, it does not mean that the first component is completely damaged and cannot be used any more. For example, it is possible that a first component is bent, but the first component can still be used, but the fatigue life of the damaged first component is less than the fatigue life that the first component can withstand when it leaves the factory. Therefore, based on the relevant steps below, the number of times the damaged first component in the warning information has been damaged and the fatigue life of the damaged first component can be determined. Among them, when the fatigue life is 0, it proves that the first component is completely damaged and cannot be used any more. At this time, the vehicle risk avoidance strategy is used to characterize the need for the vehicle to slow down and repair the vehicle as soon as possible. In the following, there are specific steps for determining the number of times the damaged first component in the warning information has been damaged and the fatigue life of the damaged first component, which will not be repeated here.

[0073] It should also be noted that the risk avoidance strategy is different depending on the degree of damage to one or more first components. For example, if only the front lower arm 1 is severely damaged, and other first components except the front lower arm 1 are not damaged, then the risk avoidance strategy may be to suggest the driver to reduce the vehicle speed to below the first target speed. If the front lower arm 1 and the front tie rod 2 are both severely damaged, and other first components except the front lower arm 1 and the front tie rod 2 are not damaged, then the risk avoidance strategy may be to suggest the driver to reduce the vehicle speed to below the second target speed. Among them, the value of the first target speed is greater than the value of the second target speed.

[0074] Based on this, the driver of the vehicle can fully understand the operation status of multiple first components according to the warning information. If a first component is seriously damaged and causes a high driving risk of the vehicle, the driver can implement a corresponding vehicle risk avoidance strategy.

[0075] Compared with the related art, the embodiments of the present application have at least the following advantages: By simulating the force data of multiple first components of the chassis system when the vehicle is driving on an abnormal road surface under multiple groups of different working conditions. Due to the differences in processing technology, materials, etc. during the processing of different first components, when the vehicle is driving on an abnormal road surface under a certain working condition, the force data corresponding to the multiple first components are also different. Therefore, based on the force data of the multiple first components, the order of damage of the multiple first components can be determined. Then, according to the order of damage of the multiple first components, the multiple components of the chassis system are detected to be damaged, so as to improve the efficiency of detecting whether the first components are damaged. When one or more first components are detected to be damaged, an early warning message is issued in time. Therefore, on the one hand, it is convenient for the driver to understand the damage of the multiple first components in time, and on the other hand, it can also prompt the driver to pay attention to the abnormal conditions of the vehicle in time to improve driving safety.

[0076] Please refer to Figure 3 , is a sub-step flow chart of the vehicle overload warning method provided in an embodiment of the present application. This embodiment mainly provides a processing process after detecting damage to one or more first components.

[0077] The specific steps include: Step 201: Determine any damaged first component among a plurality of first components as a second component.

[0078] In this embodiment, if the front lower arm 1 is detected to be damaged, the front lower arm 1 is the second component. If the front lower arm 1 is detected to be undamaged and the front toe rod 2 is damaged, the front toe rod 2 is the second component. If both the front lower arm 1 and the front toe rod 2 are detected to be damaged, either the front lower arm 1 or the front toe rod 2 is the second component.

[0079] Step 202: Update the number of times the second component has been damaged, where the number of times the second component has been damaged in the historical driving process of the vehicle.

[0080] In this embodiment, the second component is taken as the front lower arm 1 for example. If the front lower arm 1 is damaged after the vehicle travels on an abnormal road surface, the number of damages is increased by 1 and updated.

[0081] For example, the number of damages of the front lower arm 1 when it leaves the factory is 0. After the vehicle runs on an abnormal road surface for the first time, the front lower arm 1 is damaged. At this time, the number of damages is increased by 1, and the updated number of damages is 1. That is, after the vehicle runs on an abnormal road surface for the first time, the number of damages is 1.

[0082] Step 203: Detect whether the number of damages is greater than a preset number threshold corresponding to the second component.

[0083] In some embodiments, the step of obtaining the preset number threshold corresponding to the second component includes: obtaining the fatigue life of the second component when the vehicle is driving on an abnormal road surface under multiple groups of different working conditions. Based on the multiple fatigue lives, the preset number threshold corresponding to the second component is determined.

[0084] Specifically, for example, when the vehicle has not been actually used, it is obtained from the fatigue life spectrum that the vehicle passes through a 20 mm deep pit 300 times under working condition 1 before the front lower swing arm 1 is completely and thoroughly damaged and cannot be used any more. At this time, the fatigue life of the front lower swing arm 1 is 300 times; the vehicle passes through a 20 mm deep pit 250 times under working condition 2 before the front lower swing arm 1 is completely and thoroughly damaged and cannot be used any more. At this time, the fatigue life of the front lower swing arm 1 is 250 times. The vehicle passes through a 20 mm deep pit 100 times under working condition 3 before the front lower swing arm 1 is completely and thoroughly damaged and cannot be used any more. At this time, the fatigue life of the front lower swing arm 1 is 100 times. Similarly, it can be obtained that when the vehicle passes through a 30 mm deep pit under working condition 1, working condition 2 and working condition 3 respectively, the fatigue life of the front lower swing arm 1 is 280 times, 200 times and 90 times. Based on the steps of obtaining multiple fatigue lives of the front lower arm 1, multiple fatigue lives of other first components can be obtained. The numerical values ​​are only examples and do not limit the content of this application.

[0085] In this embodiment, the minimum fatigue life among multiple fatigue lifes of a certain first component can be used as the preset number threshold of the first component. Alternatively, the average value of multiple fatigue lifes of a certain first component can be used as the preset number threshold of the first component. The present application does not limit the specific content of determining the preset number threshold corresponding to a certain first component based on multiple fatigue lives of the first component. Similarly, based on the multiple fatigue lives of each first component, the preset number threshold of each first component can be obtained respectively. The method for determining the preset number threshold of each first component may be the same or different, and the present application does not limit this.

[0086] Step 204: When it is detected that the number of damages is greater than a preset threshold, the vehicle is controlled to decelerate.

[0087] In this embodiment, when it is detected that the number of damages is greater than the preset number threshold, it indicates that the second component may be completely damaged and cannot be used normally. At this time, it is necessary to control the vehicle to slow down to avoid traffic accidents. At the same time, maintenance information can also be displayed to remind the driver to repair the vehicle in time.

[0088] In some embodiments, when it is detected that the number of times the second component has been damaged is not greater than the preset number threshold corresponding to the second component, it indicates that although the second component has been damaged, the second component can still be used normally. The difference between the preset number threshold and the number of times the second component has been damaged is used as the expected number of times the second component has been used. The expected number of times can be displayed on the display device of the vehicle so that the driver can promptly understand the damage status of each first component.

[0089] In the actual driving process of the vehicle, since the vehicle may drive on different abnormal roads under different working conditions, after the vehicle passes the abnormal road, the fatigue life of each first component may also change continuously. For example, after the vehicle passes through a pit with a depth of 10 mm 50 times under working condition 1, it is obtained from the fatigue life spectrum that the vehicle can still pass through a pit with a depth of 10 mm 300 times under working condition 1, and the front lower arm 1 will be completely and thoroughly damaged and cannot be used normally (at this time, the fatigue life is 350 times). Alternatively, it is obtained from the fatigue life spectrum that the vehicle can still pass through a pit with a depth of 20 mm 250 times under working condition 1, and the front lower arm 1 will be completely and thoroughly damaged and cannot be used normally (at this time, the fatigue life is 300 times). Alternatively, it is obtained from the fatigue life spectrum that the vehicle can still pass through a pit with a depth of 10 mm 200 times under working condition 2, and the front lower arm 1 will be completely and thoroughly damaged and cannot be used normally (at this time, the fatigue life is 250 times).

[0090] According to the multiple fatigue lives corresponding to the front lower arm 1 obtained from the fatigue life spectrum, the preset number threshold of the front lower arm 1 is updated. Similarly, based on the updating step of the preset number threshold of the front lower arm 1, the fatigue life of other first components except the front lower arm 1 can be obtained, so that the preset number threshold of other first components except the front lower arm 1 can be updated.

[0091] Based on the updated preset number threshold of each first component, the estimated number of times of use of each first component is obtained.

[0092] In one embodiment, the order in which the multiple first components are damaged can be adjusted again based on the multiple fatigue lives corresponding to each updated first component. Assuming that the front lower arm 1 is completely and thoroughly damaged, after the front lower arm 1 is replaced, since other first components have been damaged to varying degrees, at this time, if the front lower arm 1 is checked for damage according to the order in which the multiple first components were damaged, there is a problem of inaccurate detection. Therefore, based on the multiple fatigue lives corresponding to each first component after the update, the order in which the multiple first components are damaged is updated. At the same time, the expected number of uses and the preset number threshold of each first component can also be updated.

[0093] In this way, the order of damage, expected usage times and preset number thresholds of multiple first components can be updated in real time according to the real-time conditions of multiple first components during vehicle driving, thereby improving the efficiency of detecting whether the first components are damaged.

[0094] Step 205: When it is detected that the number of damages is not greater than a preset number threshold, determine that the other first component that has been damaged is a new second component, and until it is detected that the number of damages of the new second component is greater than the preset number threshold corresponding to the new second component, control the vehicle to decelerate.

[0095] In this embodiment, if there are multiple damaged first components, when it is detected that the number of times any one of the multiple damaged first components has been damaged is greater than the corresponding preset number threshold, it is necessary to control the vehicle to slow down.

[0096] Specifically, when it is detected that the number of damages is not greater than the preset number threshold, it is determined that the other first component that has been damaged is a new second component, and the number of damages of the new second component is updated. It is detected whether the number of damages of the new second component is greater than the preset number threshold corresponding to the new second component. When it is detected that the number of damages of the new second component is greater than the preset number threshold corresponding to the new second component, the vehicle is controlled to decelerate.

[0097] When it is detected that the number of times the new second component has been damaged is not greater than the preset number threshold corresponding to the new second component, the difference between the preset number threshold of the new second component and the number of times it has been damaged is used as the expected number of uses of the new second component, and the expected number of uses is displayed.

[0098] For example, if the damaged first component includes the front lower arm 1, the front toe rod 2, the front upper arm 4 and the rear upper arm 5, the second component is the front lower arm 1. Based on the confirmation step of the damage count, the expected usage count and the preset number threshold corresponding to the front lower arm 1, the damage count, the expected usage count and the preset number threshold corresponding to the front toe rod 2, the front upper arm 4 and the rear upper arm 5 can be obtained respectively.

[0099] Compared with the related art, this embodiment has at least the following advantages: After detecting that a first component is damaged, it is possible to further detect whether the number of times the second component has been damaged is greater than a preset number threshold to determine whether the second component is completely damaged. When the second component is completely damaged, the vehicle is controlled to slow down to avoid traffic accidents. When the second component is not completely damaged, the driver is prompted with the expected number of times the second component is used, so that the driver can understand the usage of the second component in a timely manner.

[0100] Please refer to Figure 4, is a schematic diagram of the hardware structure of the electronic device 1000 provided in the embodiment of the present application. Figure 4 As shown, the electronic device 1000 may include a processor 1001 and a memory 1002. The memory 1002 is used to store one or more computer programs 1003. The one or more computer programs 1003 are configured to be executed by the processor 1001. The one or more computer programs 1003 include instructions, and the above instructions can be used to implement the above vehicle overload warning method in the electronic device 1000.

[0101] It is understandable that the structure shown in this embodiment does not constitute a specific limitation on the electronic device 1000. In other embodiments, the electronic device 1000 may include more or fewer components than shown, or combine or separate some components, or arrange the components differently.

[0102] The processor 1001 may include one or more processing units, for example, the processor 1001 may include an application processor (AP), a modem, a graphics processing unit (GPU), an image signal processor (ISP), a controller, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural-network processing unit (NPU), etc. Different processing units may be independent devices or integrated into one or more processors.

[0103] The processor 1001 may also be provided with a memory for storing instructions and data. In some embodiments, the memory in the processor 1001 is a cache memory. The memory may store instructions or data that the processor 1001 has just used or circulated. If the processor 1001 needs to use the instruction or data again, it may be directly called from the memory. This avoids repeated access, reduces the waiting time of the processor 1001, and thus improves the efficiency of the system.

[0104] In some embodiments, the processor 1001 may include one or more interfaces. The interface may include an inter-integrated circuit (I2C) interface, an inter-integrated circuit sound (I2S) interface, a pulse code modulation (PCM) interface, a universal asynchronous receiver / transmitter (UART) interface, a mobile industry processor interface (MIPI), a general-purpose input / output (GPIO) interface, a SIM interface, and / or a USB interface, etc.

[0105] In some embodiments, processor 1001 is used to execute acceleration schemes such as single instruction multiple data (SIMD) and very long instruction word (VLIW).

[0106] In some embodiments, memory 1002 may include high-speed random access memory and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0107] This embodiment also provides a computer storage medium, in which computer instructions are stored. When the instructions are executed on an electronic device, the electronic device executes the above-mentioned related method steps to implement the vehicle overload warning method in the above-mentioned embodiment.

[0108] Among them, the electronic device and computer storage medium provided in this embodiment are used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0109] In practical applications, the above functions can be distributed to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0110] In several embodiments provided in the present application, the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are schematic. For example, the division of the modules or units is a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0111] The unit described as a separate component may or may not be physically separated, and the component shown as a unit may be one physical unit or multiple physical units, that is, it may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the embodiment.

[0112] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0113] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), disk or optical disk and other media that can store program code.

[0114] The above description is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application.

Claims

1. A vehicle overload warning method, characterized in that: The method comprises: Simulating force data of a plurality of first components of a chassis system in the vehicle when the vehicle is traveling on an abnormal road surface under a plurality of different working conditions; Based on the force data, determining a sequence of damage of the plurality of first components; When the vehicle is traveling on the abnormal road surface, detecting whether the plurality of first components are damaged according to the order in which the plurality of first components are damaged; When it is detected that one or more of the first components among the plurality of the first components are damaged, an early warning message is issued.

2. The vehicle overload warning method according to claim 1, characterized in that: The force data includes a plurality of fatigue lives, wherein when the vehicle travels on the abnormal road surface under a set of working conditions, each of the first components corresponds to one fatigue life; and determining the order of damage of the plurality of first components based on the force data includes: Based on the ascending sorting results of the plurality of fatigue lives, a damage order of the plurality of first components is determined.

3. The vehicle overload warning method according to claim 2, characterized in that: The determining the order of damage of the plurality of first components based on the ascending sorting results of the plurality of fatigue lives comprises: Obtaining a safety factor corresponding to each of the first components; Based on the ascending sorting results of the plurality of fatigue lives and the plurality of safety factors, a damage order of the plurality of first components is determined.

4. The vehicle overload warning method according to claim 1, characterized in that: Before issuing the warning information, the method further includes: determining any one of the plurality of first components that has been damaged as a second component; updating the number of times the second component has been damaged, where the number of times the second component has been damaged is used to represent the total number of times the second component has been damaged during the historical driving process of the vehicle; Detecting whether the number of damages is greater than a preset number threshold corresponding to the second component; When it is detected that the number of damages is greater than the preset number threshold, controlling the vehicle to decelerate; When it is detected that the number of damages is not greater than the preset number threshold, it is determined that the other first component that has been damaged is a new second component, and until it is detected that the number of damages of the new second component is greater than the preset number threshold corresponding to the new second component, the vehicle is controlled to decelerate.

5. The vehicle overload warning method according to claim 4, characterized in that: The force data includes a plurality of fatigue lives, wherein when the vehicle travels on the abnormal road surface under a set of working conditions, each of the first components corresponds to one fatigue life; and the step of obtaining the preset number threshold corresponding to the second component includes: Obtaining the fatigue life of the second component when the vehicle travels on the abnormal road surface under multiple groups of different working conditions; The preset number threshold corresponding to the second component is determined based on the multiple fatigue lives.

6. The vehicle overload warning method according to claim 4, characterized in that: After detecting whether the number of damages is greater than a preset number threshold corresponding to the second component, the method further includes: When it is detected that the number of times the second component has been damaged is not greater than the preset number threshold corresponding to the second component, the difference between the preset number threshold and the number of times the second component has been damaged is used as the estimated number of times the second component has been used; The estimated number of uses is displayed.

7. The vehicle overload warning method according to claim 1, characterized in that: After determining the damage sequence of the plurality of first components based on the force data, the method further includes: During the current driving process of the vehicle, when the abnormal road surface exists in front of the driving direction of the vehicle, obtaining a first driving speed and road surface deviation data of the vehicle, wherein the road surface deviation data is a deviation value of a longitudinal unevenness amount of the abnormal road surface; detecting whether the first driving speed is greater than a first preset speed threshold and whether the road surface deviation data is greater than a preset deviation threshold; If it is detected that the first driving speed is greater than the first preset speed threshold and the road surface deviation data is greater than the preset deviation threshold, the vehicle is controlled to pass through the abnormal road surface at a second driving speed, wherein the first driving speed is greater than the second driving speed.

8. The vehicle overload warning method according to claim 7, characterized in that: When the vehicle is traveling on the abnormal road surface, detecting whether the plurality of first components are damaged according to the order in which the plurality of first components are damaged includes: When the vehicle is traveling on the abnormal road surface, acquiring the second traveling speed; detecting whether the second driving speed is greater than a first preset speed threshold; If it is detected that the second driving speed is greater than the first preset speed threshold, the first components are detected to determine whether they are damaged in the order in which the first components are damaged.

9. An electronic device, characterized in that: The electronic device comprises a processor and a memory, the memory is used to store instructions, and the processor is used to call the instructions in the memory, so that the electronic device executes the vehicle overload warning method according to any one of claims 1 to 8.

10. A computer storage medium, characterized in that: The method comprises computer instructions, and when the computer instructions are executed on an electronic device, the electronic device executes the vehicle overload warning method according to any one of claims 1 to 8.

Images