Suspension structure service life monitoring method, device and system and storage medium

Abstract

The invention discloses a suspension structure service life monitoring method, device and system and a storage medium, and the method comprises the steps: monitoring the driving information of a vehicle under different driving conditions through a plurality of sensors disposed on a vehicle suspension after the vehicle is started, and then determining the service life of the vehicle according to the driving information under different driving conditions; determining damage values of the suspension structure under different driving conditions, and determining the residual life of the suspension structure after the vehicle is driven at the time according to the damage values of the suspension structure under different driving conditions; according to the invention, the wear condition of the vehicle suspension structure can be monitored in time, and then the residual life of the vehicle suspension structure is estimated, so that when the residual life is too short, related personnel are notified to maintain and eliminate potential safety hazards in time, the probability of traffic accidents caused by mechanical faults of the suspension structure in the follow-up process is effectively reduced, and the driving safety of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle suspension safety control, and in particular to a suspension structure life monitoring method, device, system and storage medium. Background Art

[0002] Safety performance is one of the most critical performance indicators of a vehicle, and safety performance is closely related to the state of the vehicle's suspension structure. After long-term use of the vehicle suspension under various working conditions, each suspension structure (components) will produce fatigue wear. When the wear of the suspension structure exceeds its service life, the suspension structure is prone to damage during vehicle driving. If a suspension structure is obviously damaged but not discovered in time, mechanical failures are likely to occur during subsequent driving, causing traffic accidents and endangering driving safety.

[0003] Therefore, there is an urgent need to monitor the wear of the vehicle suspension structure and then estimate its lifespan, so as to improve the driving safety of the vehicle. Summary of the invention

[0004] The present invention provides a suspension structure life monitoring method, device, system and storage medium to solve the problem that the suspension structure is obviously damaged but not discovered in time, and mechanical failure is likely to occur later, causing traffic accidents and endangering driving safety.

[0005] In view of the above problems, a suspension structure life monitoring method is provided, comprising:

[0006] After the vehicle is started, multiple sensors installed on the vehicle suspension are used to monitor the vehicle's driving information under different driving conditions.

[0007] Determine the damage value of the suspension structure under different driving conditions according to the driving information under different driving conditions;

[0008] According to the damage value of the suspension structure under different driving conditions, the remaining life of the suspension structure after the vehicle is driven is determined.

[0009] Optionally, determining the damage value of the suspension structure under different driving conditions according to the driving information under different driving conditions includes:

[0010] Determine the impact damage value of the suspension structure under different driving conditions based on the driving information under different driving conditions;

[0011] According to the driving information under different driving conditions, the conventional damage value of the suspension structure under different driving conditions is determined.

[0012] Optionally, the suspension structure includes a suspension bushing and a buffer block, and determining the impact damage value of the suspension structure under different driving conditions includes:

[0013] Calculate the impact load based on the driving information under different driving conditions to obtain the first impact load value of the suspension bushing and the second impact load value of the buffer block under each driving condition;

[0014] Determining an impact damage value of the suspension bushing under the corresponding driving condition based on a first impact load value of the suspension bushing under each driving condition;

[0015] Based on the second impact load value of the buffer block under each driving condition, the impact damage value of the buffer block under different driving conditions is determined.

[0016] Optionally, the driving information includes a deformation value of a suspension bushing and a compression stroke of a buffer block, and the impact load is calculated based on the driving information under different driving conditions to obtain a first impact load value of the suspension bushing and a second impact load value of the buffer block under each driving condition, including:

[0017] Determining a deformation value of a suspension bushing under each driving condition, and determining a first impact load value of the suspension bushing under each driving condition;

[0018] Based on the compression stroke of the buffer block under each driving condition, a second impact load value of the buffer block under each driving condition is determined.

[0019] Optionally, determining conventional damage values ​​of the suspension structure under different driving conditions includes:

[0020] Performing conventional load calculation based on driving information under different driving conditions to obtain a first conventional load value of a suspension bushing and a second conventional load value of a buffer block under each driving condition;

[0021] Determining a conventional damage value of the suspension bushing under the corresponding driving condition based on a first conventional load value of the suspension bushing under each driving condition;

[0022] Based on the second normal load value of the buffer block under each driving condition, a normal damage value of the buffer block under the corresponding driving condition is determined.

[0023] Optionally, based on the first normal load value of the suspension bushing under each driving condition, determining a normal damage value of the suspension bushing under the corresponding driving condition includes:

[0024] Determine a stress value corresponding to a first normal load value of the suspension bushing under each driving condition as the stress of the suspension bushing under the corresponding driving condition;

[0025] Based on the stress of the suspension bushing under each driving condition, the conventional damage value of the suspension bushing under the corresponding driving condition is determined.

[0026] Optionally, conventional load calculation is performed based on driving information under different driving conditions to obtain a first conventional load value of the suspension bushing and a second conventional load value of the buffer block under each driving condition, including:

[0027] Determine the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under various driving conditions;

[0028] Based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, the first normal load value and the second normal load value under each driving condition are determined.

[0029] Optionally, determining the first normal load value and the second normal load value under each driving condition includes:

[0030] Determine a current driving style according to the driver's operation signal, and determine a plurality of load conditions corresponding to the current driving style;

[0031] Based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, data matching is performed under multiple load conditions to obtain the matching load condition under the corresponding driving condition;

[0032] Based on the load value corresponding to the matching load condition under each driving condition, a first normal load value and a second normal load value under each driving condition are determined.

[0033] Optionally, determining a first normal load value and a second normal load value under each driving condition based on a load value corresponding to a matching load condition under each driving condition includes:

[0034] When there are multiple matching load conditions under the driving condition, respectively determine the damage values ​​corresponding to the multiple matching load conditions under the driving condition;

[0035] Based on the damage values ​​corresponding to multiple matching load conditions under the driving condition, according to the preset normal distribution principle, a matching load condition in which the damage coverage rate reaches a preset value is determined as the target load condition;

[0036] The load value corresponding to the target load condition under the driving condition is recorded as the first normal load value and the second normal load value under the driving condition, so as to obtain the first normal load value and the second normal load value under each driving condition.

[0037] Provided is a suspension structure life monitoring device, comprising:

[0038] A monitoring module is used to monitor and obtain the driving information of the vehicle under different driving conditions through multiple sensors arranged on the vehicle suspension after the vehicle is started;

[0039] A first determination module is used to determine the damage value of the suspension structure under different driving conditions according to the driving information under different driving conditions;

[0040] The second determination module is used to determine the remaining life of the suspension structure after the vehicle is driven according to the damage value of the suspension structure under different driving conditions.

[0041] A suspension structure life monitoring system is provided, comprising a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the suspension structure life monitoring method are implemented.

[0042] A suspension structure life monitoring system is provided, comprising a vehicle suspension, a suspension structure life monitoring device and a plurality of sensors, wherein the suspension structure life monitoring device is used to execute the steps of the above suspension structure life monitoring method.

[0043] A computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above-mentioned suspension structure life monitoring method are implemented.

[0044] In a solution provided by the above-mentioned suspension structure life monitoring method, device, system and storage medium, after the vehicle is started, the driving information of the vehicle under different driving conditions is monitored by multiple sensors arranged on the vehicle suspension, and then the damage value of the suspension structure under different driving conditions is determined according to the driving information under different driving conditions, and the remaining life of the suspension structure after the vehicle is driven is determined according to the damage value of the suspension structure under different driving conditions; the wear of the vehicle suspension structure can be monitored in time, and then its remaining life can be estimated, so that relevant personnel can be notified in time for maintenance when the remaining life is too low, and safety hazards can be eliminated, which effectively reduces the probability of subsequent traffic accidents caused by mechanical failures of the suspension structure, thereby improving the driving safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0046] Figure 1 is a structural schematic diagram of a suspension structure life monitoring method in one embodiment of the present invention;

[0047] Figure 2 is a schematic diagram of a flow chart of a method for monitoring the life of a suspension structure in one embodiment of the present invention;

[0048] Figure 3 is another schematic flow chart of a method for monitoring the life of a suspension structure in one embodiment of the present invention;

[0049] Figure 4 , Figure 5 is a schematic diagram of the installation of a displacement sensor in one embodiment of the present invention;

[0050] Figure 6 is a schematic diagram of deformation displacement of a suspension bushing in a main impact direction in one embodiment of the present invention;

[0051] Figure 7 is a schematic diagram of the relationship between impact load and suspension bushing deformation in one embodiment of the present invention;

[0052] Figure 8 is a schematic diagram of the relationship between the impact load and the deformation of the buffer block in one embodiment of the present invention;

[0053] Fig. 9 is a normal distribution diagram of damage values ​​of multiple matching load conditions in one embodiment of the present invention;

[0054] Fig.10 is a structural schematic diagram of a suspension structure life monitoring device in one embodiment of the present invention;

[0055] Fig.11 It is another structural schematic diagram of the suspension structure life monitoring in one embodiment of the present invention. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0057] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or their collections. It should also be understood that the term "and / or" used in the present specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes these combinations.

[0058] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0059] References to "one embodiment" or "some embodiments" etc. described in the present specification mean that one or more embodiments of the present invention include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the phrases "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. appearing in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0060] It should be understood that the order of execution of the steps in the following embodiments does not imply a precedence of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0061] In order to illustrate the technical solution of the present invention, specific embodiments are provided below for illustration.

[0062] The suspension structure life monitoring method provided by the embodiment of the present invention can be applied in the following aspects: Figure 1 In the suspension structure life monitoring system shown, the suspension structure life monitoring system includes a vehicle suspension, a suspension structure life monitoring device and multiple sensors (sensor 1, sensor 2...sensor n). The multiple sensors are arranged at different positions of the vehicle suspension. The suspension structure life monitoring device can communicate with the multiple sensors to execute the suspension structure life monitoring method according to the signals of the multiple sensors.

[0063] Specifically, after the vehicle is started, the suspension structure life monitoring device monitors the driving information of the vehicle under different driving conditions through multiple sensors arranged on the vehicle suspension, and then determines the damage value of the suspension structure under different driving conditions based on the driving information under different driving conditions, and determines the remaining life of the suspension structure after the vehicle's current driving based on the damage value of the suspension structure under different driving conditions; the wear of the vehicle's suspension structure can be monitored in a timely manner, and then its remaining life can be estimated, so that relevant personnel can be notified in time for maintenance when the remaining life is too low, and safety hazards can be eliminated, which effectively reduces the probability of subsequent traffic accidents caused by mechanical failures of the suspension structure, thereby improving the driving safety of the vehicle.

[0064] In this embodiment, the suspension structure life monitoring system includes a vehicle suspension, a suspension structure life monitoring device and multiple sensors for exemplary purposes only. In other embodiments, the suspension structure life monitoring system may also include other devices, such as a vehicle-mounted computing unit, a storage device, etc., which will not be repeated here.

[0065] In this embodiment, the suspension structure life monitoring device can be an on-board computing unit on the vehicle, which can be but is not limited to various personal computers, laptops, smart phones, tablet computers and other devices; in other implementations, the suspension structure life monitoring device can also be a cloud server remotely connected to the vehicle, and the cloud server can be implemented as an independent server or a server cluster composed of multiple servers.

[0066] In one embodiment, if Figure 2 As shown, a suspension structure life monitoring method is provided, and the method is applied in Figure 1 The suspension structure life monitoring system in the example is used to illustrate, including the following steps:

[0067] S10: After the vehicle is started, the driving information of the vehicle under different driving conditions is monitored by a plurality of sensors arranged on the suspension of the vehicle.

[0068] First, multiple sensors are installed on each structure of the vehicle suspension and other vehicle structures. After the vehicle is started, the suspension structure life monitoring device monitors the changes in each suspension structure and the vehicle driving conditions through the multiple sensors set on the vehicle suspension, thereby monitoring the driving information of the vehicle under different driving conditions.

[0069] For example, if the structure of the vehicle suspension (i.e., the suspension structure) includes a suspension bushing, multiple sensors are arranged on the suspension bushing. After the vehicle is started, the multiple sensors arranged on the suspension bushing are used to monitor the displacement of the bushing core shaft relative to the outer ring of the bushing under different road surfaces and different working conditions, that is, to monitor the deformation value of the suspension bushing, thereby obtaining the driving information of the vehicle under different driving conditions.

[0070] S20: Determine damage values ​​of the suspension structure under different driving conditions according to driving information under different driving conditions.

[0071] After obtaining the driving information of the vehicle under different driving conditions, the suspension structure life monitoring device also needs to determine the damage value of the suspension structure under the corresponding driving condition based on the driving information under each driving condition, that is, determine the damage value of the suspension structure under different driving conditions based on the driving information under different driving conditions.

[0072] It should be understood that, in the process of vehicle driving, the increase in vehicle speed leads to a greater load when the vehicle runs over or hits an unexpected obstacle, and the stress of each structural part of the vehicle suspension is also greater. For example, under the action of cyclic stress or cyclic strain, the suspension structures such as metal swing arms (including upper swing arms and lower swing arms), rubber bushings, buffer blocks, etc., due to local permanent changes at one or some points, cracks or fractures are formed after a certain number of cycles. Fatigue failure is a cumulative damage process that requires a certain time history, or even a very long time history. For a suspension structure with a certain material, such as a rubber suspension bushing, fatigue testing can be performed on the suspension structure in advance through simulation analysis, bench test calibration or vehicle test calibration to obtain damage under different strains (or stresses), and the suspension structure can be tested to obtain the relationship between the strain (or stress) and load size of the suspension structure, so as to convert load and strain (or stress) to obtain damage under different loads, that is, damage data (which can be presented in the form of a preset curve).

[0073] After obtaining the driving information of the vehicle under different driving conditions, the load on the suspension structure under the corresponding driving condition can be determined according to the driving information under each driving condition, and then the damage corresponding to the load can be determined in the damage data as the loss value of the suspension structure under the driving condition, thereby traversing each driving condition to obtain the damage value of the suspension structure under different driving conditions. For example, according to the deformation value of the suspension bushing under each driving condition, the load on the suspension bushing under the corresponding driving condition can be determined, and then the damage corresponding to the load can be determined in the bushing damage data as the loss value of the suspension bushing under the driving condition, thereby traversing each driving condition to obtain the damage value of the suspension bushing under different driving conditions.

[0074] S30: Determine the remaining life of the suspension structure after the vehicle is driven according to the damage value of the suspension structure under different driving conditions.

[0075] Each time the vehicle starts and stops, it is recorded as a single trip. When summarizing the trip, different road surfaces and working conditions (different driving conditions) will be encountered. Therefore, for the convenience of calculation, after obtaining the damage value of the suspension structure under different driving conditions, the suspension structure life monitoring device needs to determine the remaining life of the suspension structure after the vehicle is driven according to the damage value of the suspension structure under different driving conditions. Among them, the structural damage is the inverse of the structural life.

[0076] The remaining life of the suspension structure after the vehicle is started for the first time can be determined and recorded as the historical life of the suspension structure. The damage values ​​of the suspension structure under different driving conditions are then accumulated to obtain the total damage value of the suspension structure after the current driving. The fatigue coefficient is then converted based on the total damage value (the damage value of the structure and the fatigue life of the structure are in an inverse relationship, and the fatigue coefficient is the inverse of the damage value). The historical life of the suspension structure is multiplied by the fatigue coefficient to obtain the remaining life of the suspension structure after the vehicle is driven for the first time, and the remaining life of the suspension structure is stored for subsequent calculations.

[0077] In this embodiment, after the vehicle is started, the driving information of the vehicle under different driving conditions is monitored by multiple sensors arranged on the vehicle suspension, and then the damage value of the suspension structure under different driving conditions is determined based on the driving information under different driving conditions, and the remaining life of the suspension structure after the vehicle is driven that time is determined based on the damage value of the suspension structure under different driving conditions; the wear of the vehicle suspension structure can be monitored in time, and then its remaining life can be estimated, so that relevant personnel can be notified in time for maintenance when the remaining life is too low, and safety hazards can be eliminated, which effectively reduces the probability of subsequent traffic accidents caused by mechanical failures of the suspension structure, thereby improving the driving safety of the vehicle.

[0078] In one embodiment, if Figure 3 As shown, after step S30, that is, after determining the remaining life of the suspension structure of the vehicle after the current driving, the method further includes the following steps:

[0079] S40: Continuous monitoring of the remaining life of the suspension structure;

[0080] S50: When it is monitored that the remaining life of the suspension structure is less than the alarm value, a life alarm prompt of the suspension structure is generated to prompt the vehicle owner to perform suspension maintenance.

[0081] After determining the remaining life of the suspension structure after the vehicle is driven, the remaining life of the suspension structure is continuously monitored to monitor whether the remaining life of the suspension structure is less than the alarm value. If it is monitored that the remaining life of the suspension structure is less than the alarm value, a life alarm prompt of the suspension structure is generated to remind the owner that the vehicle has a safety hazard and needs to be repaired as soon as possible. The life alarm prompt can be prompted in the form of a vehicle fault alarm.

[0082] Among them, after continuously monitoring the remaining life of the suspension structure, if it is monitored that the remaining life of the suspension structure is less than the warning value (the warning value is greater than the alarm value), the life warning information of the suspension structure is generated, and the life warning information is sent to the car owner and the vehicle supplier, so that the car owner or the vehicle supplier can be informed of the remaining life of the suspension structure in time, and thus perform suspension inspections during regular vehicle maintenance.

[0083] In this embodiment, after determining the remaining life of the suspension structure after the vehicle's current drive, the remaining life of the suspension structure needs to be continuously monitored. If the remaining life is monitored to be less than the alarm value, a life alarm prompt for the suspension structure is generated to prompt the owner to perform suspension maintenance. The owner can be promptly notified of the remaining life of the vehicle's suspension structure, and timely maintenance can be carried out to eliminate safety hazards, thereby improving the vehicle's driving safety.

[0084] In one embodiment, step S10, that is, monitoring and obtaining the driving information of the vehicle under different driving conditions through a plurality of sensors arranged on the suspension structure, specifically includes the following steps:

[0085] S11: using a displacement sensor disposed on the suspension bushing, real-time monitoring is performed to obtain the displacement of the bushing core shaft relative to the bushing outer ring, which is recorded as the deformation value of the suspension bushing under the current driving condition;

[0086] S12: monitoring the compression stroke of the buffer block under the current driving condition through a wheel jump stroke sensor disposed on the buffer block;

[0087] S13: Summarizing the deformation value of the suspension bushing and the compression stroke of the buffer block as driving information under the current driving condition, so as to obtain driving information under different driving conditions.

[0088] In this embodiment, the suspension structure at least includes a suspension bushing and a buffer block, and the suspension bushing and the buffer block are both structural members of elastic materials. Taking the suspension bushing and the buffer block as examples, the displacement deformation of the suspension bushing and the buffer block under different driving conditions can be determined by sensors, and the loads received by the suspension bushing and the buffer block under different driving conditions can be determined. That is, a displacement sensor can be set on the suspension bushing in advance, and a wheel jump travel sensor can be set on the buffer block. Then, after the vehicle is started, the displacement of the bushing core shaft relative to the bushing outer ring is monitored in real time by the displacement sensor set on the suspension bushing, which is recorded as the deformation value of the suspension bushing under the current driving condition, and the compression travel of the buffer block under the current driving condition is monitored by the wheel jump travel sensor set on the buffer block. Then, the deformation value of the suspension bushing and the compression travel of the buffer block under the current driving condition are summarized as the driving information under the current driving condition, and the changes of the suspension bushing and the buffer block under different driving conditions are monitored in real time to obtain the driving information under different driving conditions. After obtaining the deformation value of the suspension bushing under the current driving condition, the pre-calibrated bushing load data can be obtained, and the bushing load data includes the load values ​​of the suspension bushing under different bushing deformations, and then the load value corresponding to the deformation value of the suspension bushing under the current driving condition is determined in the bushing load data, and then the damage value of the suspension bushing under the current driving condition is determined according to the load value; similarly, after obtaining the compression stroke of the buffer block under the current driving condition, the pre-calibrated buffer block load data can be obtained, and the buffer block load data includes the load values ​​of the buffer block under different compression strokes, and then the load value corresponding to the compression stroke of the buffer block under the current driving condition is determined in the buffer block load data, and then the damage value of the buffer block under the current driving condition is determined according to the load value. In this embodiment, the bushing load data is calibrated by pre-simulating and analyzing the suspension bushing of the same material, bench testing or vehicle testing, and the buffer block load data is calibrated by pre-simulating and analyzing the buffer block of the same material, bench testing or vehicle testing.

[0089] In this embodiment, a displacement sensor is provided on the suspension bushing to monitor the displacement of the bushing core shaft relative to the bushing outer ring in real time, which is recorded as the deformation value of the suspension bushing under the current driving condition, and a wheel jump stroke sensor is provided on the buffer block to monitor the compression stroke of the buffer block under the current driving condition, and then the deformation value of the suspension bushing and the compression stroke of the buffer block are summarized as driving information under the current driving condition to obtain driving information under different driving conditions; the deformation value of the suspension bushing is monitored by the displacement sensor on the suspension bushing, and the compression stroke of the buffer block is monitored by the wheel jump stroke sensor on the buffer block, so that the deformation displacement of the corresponding suspension structure can be quickly obtained, which provides an accurate basis for the subsequent determination of the load and damage under different driving conditions.

[0090] In one embodiment, during the driving of the vehicle, the vehicle suspension may be subjected to loads in the longitudinal direction (the direction of the vehicle's driving), lateral direction (horizontally perpendicular to the direction of the vehicle's driving), and vertical direction. Displacement sensors can be set at the suspension bushing positions of the longitudinal and lateral main force points of the vehicle suspension to measure the longitudinal and lateral deformation values ​​of the suspension bushing respectively, that is, the displacement sensor includes a longitudinal sensor and a lateral sensor, and the longitudinal deformation value and lateral deformation value of the suspension bushing are measured by the longitudinal sensor and the lateral sensor respectively. The displacement sensor can be a non-contact displacement sensor, or a Hall displacement sensor or a magnetostrictive displacement sensor. A wheel jump stroke sensor is set on the buffer block in the vertical direction of the vehicle suspension to measure the compression stroke of the buffer block.

[0091] For example, the vehicle suspension includes the front suspension and the rear suspension. For the front suspension, Figure 4 As shown, the longitudinal sensor is arranged at the rear bushing position of the lower swing arm or the front bushing position of the inverted lower swing arm, and the lateral sensor bushing is generally arranged at the front bushing of the lower swing arm or the rear bushing of the inverted lower swing arm; Figure 5 As shown in the figure, for three-link, four-link and five-link rear suspensions, the longitudinal sensor is set at the inner bushing position of the longitudinal arm, and the lateral sensor is set at the inner bushing position of the lower arm. During the vehicle driving process, if the vehicle is subjected to load in any direction, the suspension bushing will deform in that direction, causing the position of the displacement sensor to change, so that the displacement of the bushing core shaft relative to the bushing outer ring in that direction can be measured, such as Figure 6 As shown, the displacement in the main impact direction under this driving condition is formed. By arranging displacement sensors on the bushings of the main longitudinal and lateral stress points of the vehicle suspension to read the displacement of the bushing core shaft relative to the bushing outer ring, the deformation value of the suspension bushing in different directions can be accurately obtained, which improves the accuracy of the suspension bushing deformation value, is conducive to accurately determining the loss value of the suspension bushing, and further improves driving safety.

[0092] It should be understood that the arrangement direction of the rubber axis of the suspension bushing is usually perpendicular to the axis of the swing arm. Therefore, the lateral deformation value of the suspension bushing has different calculation values ​​according to the different swing arm arrangements. If the swing arm is arranged in a positive lateral arrangement, the radial deformation of the bushing can represent the lateral deformation, that is, the signal measured by the longitudinal sensor is used as the lateral deformation value of the suspension bushing; if the swing arm is arranged in an inclined arrangement, the lateral deformation value needs to be calculated based on the signals of both the longitudinal sensor and the lateral sensor. That is, it is necessary to conduct preliminary tests on the deformation of the suspension bushing under longitudinal and lateral loads when the swing arm is arranged at an angle, and then calibrate to obtain the lateral deformation data of the suspension bushing (such as a lateral deformation curve), which includes the lateral deformation under different longitudinal sensor and lateral sensor signals; in actual driving, it is necessary to obtain the signals of the current longitudinal sensor and lateral sensor, and search the lateral deformation corresponding to the two sensor signals in the lateral deformation data as the lateral deformation value of the suspension bushing. The lateral deformation values ​​of different suspension bushings can be calculated according to different swing arm arrangements, thereby improving data accuracy.

[0093] Among them, the buffer block is installed between the swing arm and the subframe of the suspension. There will be a buffer block gap when the buffer block is installed. The setting of the buffer block gap is different according to the design principles of different vehicle models. When the buffer block is compressed, the wheel jump stroke signal measured by the wheel jump stroke sensor will include the buffer block gap. Therefore, in the actual measurement process, it is necessary to subtract the buffer block gap from the wheel jump stroke signal measured by the wheel jump stroke sensor to obtain the compression stroke of the buffer block under the current driving conditions to ensure data accuracy.

[0094] In one embodiment, during the normal driving process of the vehicle, due to the small load, the deformation value of the suspension bushing is small, the measurement error is large, and there are many load coupling situations in different directions. It is not accurate enough to infer the load on the vehicle through a small amount of suspension bushing deformation values. In order to ensure the accuracy of the subsequent suspension structure loss value calculation, it is necessary to measure other information of the vehicle through other sensors to obtain more diverse driving information. For example, acceleration sensors can be set at the center of mass position of the vehicle and the axle head position of each wheel of the vehicle to measure the center of mass acceleration and the wheel center acceleration of each wheel respectively, and then the deformation value of the suspension bushing, the compression stroke of the buffer block, the center of mass acceleration and the wheel center acceleration of each wheel under the current driving condition are summarized as the driving information under the current driving condition, and different driving conditions are monitored in real time to obtain driving information under different driving conditions. In other embodiments, the accelerator pedal, brake pedal, steering wheel angle and other signals under the current driving condition can also be obtained from the vehicle CAN signal, and then summarized with the aforementioned data into driving information under the current driving condition, so as to further improve the accuracy of the driving information and thus improve the accuracy of the calculation of the suspension structure loss value.

[0095] In one embodiment, step S20, i.e., determining the damage value of the suspension structure under different driving conditions according to the driving information under different driving conditions, specifically includes the following steps:

[0096] S21: determining, according to driving information under different driving conditions, impact damage values ​​of the suspension structure under different driving conditions;

[0097] S22: Determine conventional damage values ​​of the suspension structure under different driving conditions according to driving information under different driving conditions.

[0098] It should be understood that when a vehicle is running, it will generate impact loads when it runs over or hits unexpected obstacles. Since the impact load is large and instantaneous, the damage caused by the load is large, which poses a great threat to driving safety. At the same time, the vehicle will be subjected to conventional loads that are essential for operation. The fatigue of the suspension structure is a process of cumulative damage. According to the load cycle, fatigue is divided into high-cycle fatigue and low-cycle fatigue. Low-cycle fatigue is fatigue failure caused by relatively low cycle number. Plastic deformation is often accompanied by low-cycle fatigue, usually impact load. The strain fatigue curve (EN curve) is used to calculate the damage and life of the structure. The EN curve is a curve that uses the fatigue strength (strain) of the material specimen (such as the suspension structure) as the ordinate and the life or damage as the abscissa to represent the relationship between the strain and life of the standard specimen under a certain number of cycles. It is also called the stress-life curve. High-cycle fatigue is a failure caused by a relatively high number of cycles. The stress is usually lower than the yield strength of the material. It is a conventional load. The stress fatigue curve (SN curve) is used to calculate the damage and life of the structure. The SN curve is a curve that uses the fatigue strength (stress) of a material specimen (such as a suspension structure) as the ordinate and the logarithm of life or damage as the abscissa. It represents the relationship between the stress and life of a standard specimen under a certain number of cycles, and is also called a stress-life curve.

[0099] Therefore, the damage value of the suspension structure includes the impact damage value and the conventional damage value. When calculating the damage value of the suspension structure under each driving condition after the vehicle has been driven, it is necessary to separately calculate the impact damage value and the conventional damage value of the suspension structure under each driving condition to improve the accuracy of the damage value calculation.

[0100] In this embodiment, the impact damage value of the suspension structure under different driving conditions is determined according to the driving information under different driving conditions, and the conventional damage value of the suspension structure under different driving conditions is determined according to the driving information under different driving conditions. The steps of determining the damage value of the suspension structure under different driving conditions according to the driving information under different driving conditions are refined, and the impact damage value and the conventional damage value of the suspension structure under each driving condition are respectively calculated to improve the accuracy of the suspension structure damage calculation, thereby improving driving safety.

[0101] Due to the long time history of conventional loads, the large number of loads, the complex load forms, and the high difficulty in processing, the computing power of the on-board computing unit on the vehicle is not enough to cope with such a large amount of work. It is necessary to temporarily store the driving information through the storage device, and upload it to the cloud server through the background for calculation when the vehicle stops driving and enters the standby state. Therefore, the suspension structure life prediction device can be a high-computing cloud server to facilitate data calculation. According to the barrel principle, the ability of the suspension structure to withstand impact loads in the same direction (longitudinal, lateral or vertical) depends on the structure with the weakest bearing capacity in this direction. According to the vehicle suspension form, there is generally only one structure with the weakest bearing capacity in the same direction, and no more than two at most. Therefore, in the minimum case (4), the on-board computing unit only needs to process the remaining life calculation of one structure under a single impact; and in the most cases, it needs to process the remaining life calculation of six structures corresponding to the three directions of longitudinal, lateral and vertical. The current automotive-grade chip computing power is sufficient to meet the requirements.

[0102] In summary, in one embodiment, when the suspension structure life prediction device is a cloud server, since the impact load is large and instantaneous, the damage caused by the load is large, and the threat to driving safety is great, so the on-board computing unit is required to perform various impact damage calculations to ensure driving safety. That is, the suspension structure life prediction system also includes an on-board computing unit. After the vehicle is started, the on-board computing unit needs to obtain the driving information under the current driving condition in real time, and then needs to determine the impact damage value of the suspension structure under the current driving condition based on the driving information under the current driving condition, subtract the impact damage value from the historical life of the suspension structure, and obtain the current estimated remaining life of the suspension structure, and then determine whether the current estimated remaining life of the suspension structure is less than the alarm value. If it is determined that the remaining life of the suspension structure is less than the alarm value, a life alarm prompt of the suspension structure is generated, so that the owner can know the life of the suspension structure in time, thereby ensuring safety during driving.

[0103] In one embodiment, the suspension structure includes a suspension bushing and a buffer block. In step S21, the impact damage value of the suspension structure under different driving conditions is determined, which specifically includes the following steps:

[0104] S211: Calculate the impact load based on the driving information under different driving conditions to obtain a first impact load value of the suspension bushing and a second impact load value of the buffer block under each driving condition.

[0105] In this embodiment, the suspension structure includes a suspension bushing and a buffer block. When determining the impact damage value of the suspension structure under various driving conditions, it is necessary to calculate the impact load values ​​of the suspension bushing and the buffer block under different driving conditions, that is, it is necessary to perform impact load calculation based on driving information under different driving conditions, obtain the first impact load value of the suspension bushing and the second impact load value of the buffer block under various driving conditions, and then calculate the impact damage value of the suspension bushing and the buffer block accordingly.

[0106] The impact load value can be determined based on the deformation displacement of the suspension bushing and the buffer block, and the pre-calibrated strain loss curve. Specifically, the driving information includes the deformation value of the suspension bushing and the compression stroke of the buffer block; step S211 specifically includes: determining the deformation value of the suspension bushing under each driving condition, determining the first impact load value of the suspension bushing under each driving condition; based on the compression stroke of the buffer block under each driving condition, determining the second impact load value of the buffer block under each driving condition.

[0107] In this embodiment, the driving information under each driving condition includes the deformation value of the suspension bushing under each driving condition and the compression stroke of the buffer block under each driving condition. When calculating the impact load, it is necessary to obtain the pre-calibrated bushing impact load data and buffer block impact load data respectively. The bushing impact load data includes the impact load value of the suspension bushing under different bushing deformations, and the buffer block impact load data includes the impact load value of the buffer block under different compression strokes; then, the impact load value corresponding to the deformation value of the suspension bushing under the current driving condition is determined in the bushing impact load data, which is recorded as the first impact load value of the suspension bushing under the current driving condition, and the impact load value corresponding to the compression stroke of the buffer block under the current driving condition is determined in the buffer impact block load data, which is recorded as the second impact load value of the buffer block under the current driving condition. Based on the deformation displacement data of the suspension structure measured by the sensor and the pre-calibrated impact load data, the impact load on the suspension structure can be quickly and accurately estimated, which is convenient for subsequent calculations.

[0108] In this embodiment, the impact load data of the bushing is obtained by calibrating the suspension bushing made of the same material in advance through simulation analysis, bench test or whole vehicle test, and the buffer block load data is obtained by calibrating the buffer block load data in advance through simulation analysis, bench test or whole vehicle test, thereby ensuring the accuracy of the impact load.

[0109] For the convenience of calculation and display, the bushing impact load data or the buffer block impact load data can be stored in the form of a curve. For example, the bushing impact load data is converted into a bushing impact load curve, such as Figure 7As shown, the horizontal axis represents bushing deformation, and the vertical axis represents impact load (unit is G), which shows the relationship between impact load and bushing deformation, that is, the relationship between the deformation value of the suspension bushing and the first impact load; the buffer block impact load data is converted into a buffer block impact load curve, such as Figure 8 As shown, the horizontal axis represents the deformation of the buffer block, and the vertical axis represents the impact load (unit is G), which shows the relationship between the impact load and the deformation of the buffer block, that is, the relationship between the deformation value of the buffer block and the second impact load.

[0110] S213: Determine the impact damage value of the suspension bushing under the corresponding driving condition based on the first impact load value of the suspension bushing under each driving condition.

[0111] After the first impact load value of the suspension bushing is calculated, the impact damage value of the suspension bushing under the corresponding driving condition is determined based on the first impact load value of the suspension bushing under each driving condition.

[0112] Specifically, it is necessary to obtain pre-calibrated bushing damage data of the same material, and the bushing damage data includes the impact damage of the suspension bushing of the material under different impact loads, wherein the impact damage of suspension bushings of different materials under different impact loads is different. The bushing damage data (which can be a bushing damage curve) can be pre-tested by fatigue testing the suspension bushing through simulation analysis, bench test calibration or vehicle test calibration to obtain the damage under different impact loads. Then, in the bushing damage data, the damage corresponding to the first impact load value of the suspension bushing under the driving condition is determined and recorded as the impact damage value of the suspension bushing under the current driving condition, which is simple, fast and accurate.

[0113] S212: Determine the impact damage value of the buffer block under different driving conditions based on the second impact load value of the buffer block under each driving condition.

[0114] After the second impact load value of the buffer block is calculated, the impact damage value of the buffer block under the corresponding driving condition is determined based on the first impact load value of the buffer block under each driving condition.

[0115] Specifically, it is necessary to obtain the pre-calibrated buffer block damage data of the same material, and the buffer block damage data includes the impact damage of the buffer block of the material under different impact loads, wherein the impact damage of the buffer blocks of different materials under different impact loads is different. The buffer block damage data (which can be a bushing damage curve) can be pre-tested by fatigue testing the buffer block through simulation analysis, bench test calibration or vehicle test calibration to obtain the damage under different impact loads. Then, in the buffer block damage data, the damage corresponding to the second impact load value of the buffer block under the driving condition is determined and recorded as the impact damage value of the buffer block under the current driving condition, which is simple, fast and highly accurate.

[0116] In this embodiment, the impact load is calculated based on the driving information under different driving conditions, and the first impact load value of the suspension bushing and the second impact load value of the buffer block under each driving condition are obtained. Then, based on the first impact load value of the suspension bushing under each driving condition, the impact damage value of the suspension bushing under the corresponding driving condition is determined, and based on the second impact load value of the buffer block under each driving condition, the impact damage value of the buffer block under different driving conditions is determined. The specific steps for determining the impact damage value of the suspension structure under different driving conditions are refined, and the impact damage value of the suspension bushing and the buffer block can be accurately and quickly calculated, providing an accurate basis for the subsequent life estimation of the suspension structure. In other embodiments, the suspension structure may also include other mechanisms, and the corresponding impact damage value calculation also includes the impact damage value calculation of other structures, which will not be repeated here.

[0117] In one embodiment, the suspension structure includes a suspension bushing and a buffer block. In step S22, determining the conventional damage value of the suspension structure under different driving conditions specifically includes the following steps:

[0118] S221: Performing normal load calculation based on driving information under different driving conditions to obtain a first normal load value of the suspension bushing and a second normal load value of the buffer block under each driving condition.

[0119] In this embodiment, the suspension structure includes a suspension bushing and a buffer block. When determining the normal damage value of the suspension structure under various driving conditions, it is necessary to calculate the normal load values ​​of the suspension bushing and the buffer block under different driving conditions respectively, that is, it is necessary to perform normal load calculation based on driving information under different driving conditions, and obtain the first normal load value of the suspension bushing and the second normal load value of the buffer block under each driving condition, and then calculate the corresponding normal damage values ​​of the suspension bushing and the buffer block.

[0120] For example, similar to the calculation method of impact load, the conventional load data of the bushing and the conventional load data of the buffer block can be pre-calibrated according to the test results, and then the conventional load values ​​of the suspension bushing and the buffer block under different driving conditions can be calculated.

[0121] S222: Based on the first normal load value of the suspension bushing under each driving condition, determine the normal damage value of the suspension bushing under the corresponding driving condition.

[0122] After the first normal load value of the suspension bushing under each driving condition is calculated, the normal damage value of the suspension bushing under the corresponding driving condition is determined based on the first normal load value of the suspension bushing under each driving condition.

[0123] Specifically, step S222 includes the following steps: determining the stress value corresponding to the first normal load value of the suspension bushing under each driving condition as the suspension bushing stress under the corresponding driving condition, and determining the normal damage value of the suspension bushing under the corresponding driving condition based on the suspension bushing stress under each driving condition.

[0124] For example, the conventional damage data of suspension bushings of different materials that have been pre-calibrated can be obtained first, and the conventional damage data of the bushings includes the conventional loss values ​​of the suspension bushings of the material under different conventional loads; then, in the conventional damage data of the bushings, the conventional damage value corresponding to the first conventional load value of the suspension bushing under each driving condition is determined as the conventional damage value of the suspension bushing under the corresponding driving condition, which is simple and convenient.

[0125] In other embodiments, the pre-calibrated bushing stress data of suspension bushings of different materials may be obtained first, the bushing stress data includes the stress value of the suspension bushing of the material under different conventional loads, and the bushing damage data (bushing SN curve) of the suspension bushings of different materials may be obtained, the bushing damage data includes the damage value of the suspension bushing of the material under different loads; then, the stress value corresponding to the first conventional load value of the suspension bushing under each driving condition is determined in the bushing stress data, as the suspension bushing stress under the corresponding driving condition, and then the damage value corresponding to the suspension bushing stress under the current driving condition is determined in the bushing damage data, and recorded as the conventional damage value of the suspension bushing under the current driving condition. The SN curve may be used directly, and only the bushing stress data needs to be calibrated, thereby reducing the test calibration amount.

[0126] Among them, the conventional damage data and stress data of the bushing can be obtained by testing suspension bushings of different materials through simulation analysis, bench test calibration or vehicle test calibration to ensure data accuracy.

[0127] S223: Determine a conventional damage value of the buffer block under the corresponding driving condition based on the second conventional load value of the buffer block under each driving condition.

[0128] After the second normal load value of the buffer block under each driving condition is calculated, the normal damage value of the buffer block under the corresponding driving condition is determined based on the second normal load value of the buffer block under each driving condition.

[0129] The calculation process of the conventional damage value of the buffer block is the same as that of the conventional damage value of the suspension bushing. For example, the stress value corresponding to the second conventional load value of the buffer block under each driving condition can be determined as the stress of the buffer block under the corresponding driving condition, and then the conventional damage value of the buffer block under the corresponding driving condition is determined based on the stress of the buffer block under each driving condition.

[0130] In this embodiment, a conventional load calculation is first performed based on the driving information under different driving conditions to obtain a first conventional load value of the suspension bushing and a second conventional load value of the buffer block under each driving condition. Then, based on the first conventional load value of the suspension bushing under each driving condition, the conventional damage value of the suspension bushing under the corresponding driving condition is determined. Based on the second conventional load value of the buffer block under each driving condition, the conventional damage value of the buffer block under the corresponding driving condition is determined. The process of determining the conventional damage value of the suspension structure under different driving conditions is refined, and the conventional damage values ​​of the suspension bushing and the buffer block can be calculated accurately and quickly, providing an accurate basis for subsequent life estimation of the suspension structure.

[0131] In other embodiments, the suspension structure may also include other mechanisms, and the corresponding conventional damage value calculations also include conventional damage value calculations for other structures, which will not be repeated here. Among them, when calculating the conventional load values ​​of some suspension structures such as steering knuckles and axle joints, since the strength and durability of structures such as steering knuckles and axle joints are designed to be strong, they have infinite life under the durability test loads of certain models, that is, these structures are designed for infinite life under conventional loads, so the conventional load values ​​of such suspension structural parts will not be calculated, and damage will only be accumulated under impact loads to save computing power.

[0132] In one embodiment, step S221, i.e., performing normal load calculation based on driving information under different driving conditions to obtain a first normal load value of the suspension bushing and a second normal load value of the buffer block under each driving condition, specifically includes the following steps:

[0133] S2211: Determine the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition.

[0134] During normal driving of a vehicle, due to the small load, the deformation value of the suspension bushing is small, the measurement error is large, and there are many load coupling situations in different directions. It is not accurate enough to infer the load on the vehicle through a small amount of suspension bushing deformation value. In order to ensure the accuracy of the subsequent suspension structure loss value calculation, in this embodiment, the driving information includes the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration. After obtaining the driving information under different driving conditions, it is necessary to first determine the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under the same driving condition under different driving conditions, so as to facilitate subsequent data processing.

[0135] S2212: Determine a first normal load value and a second normal load value under each driving condition based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition.

[0136] Among them, during the driving process of the vehicle, the conventional loads received by each structure are the same or similar. The conventional loads received by the vehicle under different driving conditions are different, that is, the load conditions are different. Therefore, it is necessary to test the vehicle in advance to obtain multiple load conditions and save them. The driving information of the vehicle under each load condition is different from the conventional load received.

[0137] After determining the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under the current driving condition are matched with the driving information in different load conditions to obtain a matched load condition, and then the normal load corresponding to the matched load condition is directly recorded as the first normal load value of the suspension bushing under the current driving condition, and the second normal load value of the buffer block under the current driving condition.

[0138] In this embodiment, the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition are determined, and based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, the first conventional load value and the second conventional load value under each driving condition are determined, and the process of calculating the conventional load based on the driving information under different driving conditions and obtaining the first conventional load value of the suspension bushing and the second conventional load value of the buffer block under each driving condition is clarified. By pre-calibrating multiple load conditions and then performing multi-input condition matching, the accuracy of conventional load calculation can be improved; when calculating the conventional load value, not only the influence of each vehicle acceleration on the conventional load is considered, but also the accuracy of the conventional load value is further improved.

[0139] Since conventional loads are the loads normally received by the vehicle during its actual travel, many small loads will not cause damage to the suspension structure. In other words, under such small load conditions, the suspension structure has an infinite lifespan. Through simulation analysis and calibration in the design phase, a baseline of acceleration can be determined, i.e., the preset acceleration. When the wheel center acceleration and center of mass acceleration (whole vehicle acceleration) of the four wheels of the vehicle are lower than a certain value, the structural damage caused by the conventional load can be ignored.

[0140] In one embodiment, in step S2212, when determining the first normal load value and the second normal load value under each driving condition, it includes: determining whether the vehicle center of mass acceleration and the wheel center acceleration under the current driving condition are both less than the preset acceleration; if the vehicle center of mass acceleration and the wheel center acceleration under the current driving condition are both less than or equal to the preset acceleration, indicating that the normal load under the current driving condition is small and can be ignored, then the preset normal load value (such as 0, 1) is determined as the first normal load value and the second normal load value under the current driving condition; if the vehicle center of mass acceleration and / or the wheel center acceleration under the current driving condition is greater than the preset acceleration, indicating that the normal load under the current driving condition is large, then it is necessary to determine the first normal load value and the second normal load value under the current driving condition based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under the current driving condition, so as to traverse each driving condition to obtain the first normal load value and the second normal load value under each driving condition. In this embodiment, the acceleration threshold is judged when calculating the conventional load, so that different conventional load calculation strategies are executed according to the judgment result, thereby improving the accuracy of conventional load calculation.

[0141] Among them, when collecting and recording driving information, if the vehicle center of mass acceleration and wheel center acceleration under the current driving conditions are less than or equal to the preset acceleration, the data can be ignored to reduce data storage pressure and save computing power.

[0142] In one embodiment, step S2211, that is, determining the first normal load value and the second normal load value under each driving condition, specifically includes the following steps:

[0143] S201: Determine a current driving style according to a driver operation signal, and determine a plurality of load conditions corresponding to the current driving style.

[0144] It should be understood that different drivers have different driving habits, driving skills and driving attitudes, and their driving styles are also different. Under the same driving conditions, vehicles with different driving styles are also subject to different conventional loads. For example, driving styles include safe driving style, aggressive driving style, slow driving style, and experienced driving style. Drivers with aggressive driving styles usually exceed speed, change lanes frequently, and brake suddenly, etc., and the conventional loads received by the vehicle are also greater than the conventional loads received under safe driving styles. The more intense the driving style, the greater the load peak, and the greater the damage caused by the load. Therefore, when calibrating the load conditions, it is necessary to conduct driving tests on the vehicle with different driving styles to obtain different load conditions and damage of each suspension structure under different driving styles. Among them, the same suspension structure receives different damage under different conditions, and different suspension structures (i.e., parts) receive different damage under load conditions, as shown in Table 1.

[0145] Table 1

[0146]

[0147] During the driving process, it is also necessary to collect the driver's operation signals such as the vehicle's accelerator pedal, brake pedal, steering wheel angle, etc., and summarize them with the above data as driving information under the current driving conditions, so as to facilitate subsequent accurate data calculation. The driver's operation signals such as the accelerator pedal, brake pedal, steering wheel angle, etc. can be directly obtained from the vehicle CAN signal.

[0148] After determining the driving information under each driving condition, the driver operation signal is determined based on the driving information under each driving condition, and then the current driving style is determined based on the driver operation signals such as the accelerator pedal, brake pedal, steering wheel angle, etc. under different driving conditions, and multiple load conditions corresponding to the current driving style are determined.

[0149] The driving style can be determined by a pre-trained style recognition model. The style recognition model is obtained by deep learning the driving style of different driver operation signal data, and then the driver operation signals such as the accelerator pedal, brake pedal, and steering wheel angle under different driving conditions are input into the style recognition model for driving style recognition, thereby obtaining the current driving style. Identifying driving style through a deep learning model is simple, fast, and highly accurate.

[0150] S202: Based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, data matching is performed under multiple load conditions to obtain matching load conditions under the corresponding driving condition.

[0151] After determining multiple load conditions corresponding to the current driving style, determine the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, and then based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under the current driving condition, perform data matching in multiple load conditions to obtain the matching load condition under the driving condition, and traverse all driving conditions to obtain the matching load condition under the driving condition.

[0152] Among them, by deep learning the data of different load conditions, a load condition matching model is obtained, and then the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under the current driving condition are used as model inputs, and data matching is performed through the load condition matching model, and the load condition output by the load condition matching model is recorded as the matching load condition under the current driving condition. Matching load conditions through a deep learning model is simple, fast and highly accurate.

[0153] S203: Determine a first normal load value and a second normal load value under each driving condition based on the load value corresponding to the matching load condition under each driving condition.

[0154] After obtaining the matching load conditions under each driving condition, the first normal load value and the second normal load value under each driving condition are determined based on the load value corresponding to the matching load condition under each driving condition. For example, the load value corresponding to the matching load condition under the current driving condition is determined, and the corresponding load value is directly used as the first normal load value of the suspension bushing and the second normal load value of the buffer block under the current driving condition.

[0155] In this embodiment, the current driving style is determined according to the driver's operation signal, and multiple load conditions corresponding to the current driving style are determined. Then, based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, data matching is performed under multiple load conditions to obtain the matching load conditions under the corresponding driving conditions. Based on the load value corresponding to the matching load condition under each driving condition, the first conventional load value and the second conventional load value under each driving condition are determined, and the specific process of determining the first conventional load value and the second conventional load value under each driving condition is clarified. When calculating the conventional load value, not only the vehicle accelerations are taken into consideration, but also the influence of the driver's driving style on the conventional load is taken into consideration, which further improves the accuracy of the conventional load value.

[0156] In one embodiment, step S203, i.e., determining the first normal load value and the second normal load value under each driving condition based on the load value corresponding to the matching load condition under each driving condition, specifically includes the following steps:

[0157] S2031: When there are multiple matching load conditions under the driving condition, respectively determine damage values ​​corresponding to the multiple matching load conditions under the driving condition.

[0158] It should be understood that, considering the limited input channel signals, the insufficient data accuracy, and the fact that deep learning technology is still in a stage to be improved, the driving information under one driving condition may match multiple load conditions, that is, there are multiple matching load conditions under one driving condition. Therefore, it is necessary to screen multiple matching load conditions to obtain more accurate matching load conditions.

[0159] When determining the matching load condition under the driving condition, it is necessary to determine whether there are multiple matching load conditions under the driving condition. If there is only one matching load condition, the loss value corresponding to the matching load condition is directly recorded as the first normal load value and the second normal load value under the driving condition; if there are multiple matching load conditions under the driving condition, when separately determining the damage values ​​corresponding to the multiple matching load conditions under the driving condition, separately determine the damage values ​​corresponding to the multiple matching load conditions under the driving condition.

[0160] S2032: Based on the damage values ​​corresponding to multiple matching load conditions under the driving condition and in accordance with a preset normal distribution principle, a matching load condition whose damage coverage reaches a preset value is determined as a target load condition.

[0161] After determining the damage values ​​corresponding to multiple matching load conditions under the driving condition, determine the normal distribution data of the damage values ​​of multiple matching load conditions, and then determine the matching load condition whose damage coverage reaches the preset value according to the preset normal distribution principle as the target load condition. In order to ensure vehicle safety and avoid under-calculation of damage, the damage of the matching load condition needs to be greater than or equal to the damage caused by the actual load condition, that is, there needs to be a suitable damage redundancy, but in order to ensure data accuracy, the redundancy cannot be too large or too small, and the damage of the matching load condition cannot be too different from the damage caused by the actual load condition, so it is necessary to set a suitable damage coverage.

[0162] For example, the normal distribution data of damage values ​​of multiple matching load conditions under a certain driving condition can be as follows: Fig. 9 As shown, the damage coverage of multiple matching load conditions in the distribution intervals of (μ-σ, μ+σ), (μ-2σ, μ+2σ), and (μ-3σ, μ+3σ) are 68.27%, 95.45%, and 99.72%, respectively. Based on the 2σ principle (2sigma principle) of the normal distribution, a matching load condition with a damage coverage of 95.45% can be selected as the target load condition. The coverage of 95.45% is a relatively appropriate value for reserving redundancy in the statistical scope, making the data more accurate. In other embodiments, matching load conditions with other damage coverage can also be determined as target load conditions based on other normal distribution principles (such as the 3σ principle), which will not be repeated here.

[0163] S2033: Record the load value corresponding to the target load condition under the driving condition as the first normal load value and the second normal load value under the driving condition, and obtain the first normal load value and the second normal load value under each driving condition.

[0164] After determining the target load condition under the driving condition, the load value corresponding to the target load condition under the driving condition is directly recorded as the first normal load value of the suspension bushing and the second normal load value of the buffer block under the driving condition, and all driving conditions are traversed to obtain the first normal load value and the second normal load value under each driving condition.

[0165] In this embodiment, when there are multiple matching load conditions under the driving condition, the damage values ​​corresponding to the multiple matching load conditions under the driving condition are determined respectively, and then based on the damage values ​​corresponding to the multiple matching load conditions under the driving condition and according to the preset normal distribution principle, the matching load condition whose damage coverage reaches the preset value is determined as the target load condition. Finally, the load value corresponding to the target load condition under the driving condition is recorded as the first conventional load value and the second conventional load value under the driving condition, and the first conventional load value and the second conventional load value under each driving condition are obtained, which screens out the matching load condition with the highest loss coverage to determine the conventional load value, thereby further improving the accuracy of the conventional load value.

[0166] In one embodiment, step S30, i.e., determining the remaining life of the suspension structure after the vehicle is driven according to the damage value of the suspension structure under different driving conditions, specifically includes the following steps:

[0167] S31: Accumulating the impact damage values ​​of the suspension structure under different driving conditions to obtain the impact damage value of the suspension structure after the vehicle is driven.

[0168] After the impact damage values ​​of the suspension structure under different driving conditions are obtained, the impact damage values ​​of the suspension structure under different driving conditions are summed, that is, the impact damage values ​​of the suspension structure under different driving conditions are accumulated to obtain the impact damage value of the suspension structure after the vehicle is driven.

[0169] S32: Accumulating conventional damage values ​​of the suspension structure under different driving conditions to obtain a conventional damage value of the suspension structure after the vehicle is driven.

[0170] After obtaining the conventional damage values ​​of the suspension structure under different driving conditions, the conventional damage values ​​of the suspension structure under different driving conditions are summed, that is, the conventional damage values ​​of the suspension structure under different driving conditions are accumulated to obtain the conventional damage value of the suspension structure after the vehicle is driven.

[0171] S33: Summarizing the impact damage value and the conventional damage value of the suspension structure after the vehicle is traveling that time into the damage value of the suspension structure after the vehicle is traveling that time.

[0172] Then, the impact damage value and the conventional damage value of the suspension structure after the vehicle is driven are summarized as the damage value of the suspension structure after the vehicle is driven.

[0173] In the present embodiment, the impact damage value of the suspension structure after the vehicle is currently traveling is obtained by accumulating the impact damage values ​​of the suspension structure under different driving conditions, and the conventional damage value of the suspension structure after the vehicle is currently traveling is obtained by accumulating the conventional damage values ​​of the suspension structure under different driving conditions. Finally, the impact damage value and the conventional damage value of the suspension structure after the vehicle is currently traveling are summarized as the damage value of the suspension structure after the vehicle is currently traveling. The specific steps for determining the remaining life of the suspension structure after the vehicle is currently traveling according to the damage value of the suspension structure under different driving conditions are clarified, the conventional damage value and the impact damage value of the suspension structure are taken into consideration, and the accuracy of the damage value calculation of the suspension structure is improved, thereby effectively predicting the life of the suspension structure.

[0174] In other embodiments, in the process of determining the remaining life of the suspension structure after the vehicle is currently running, it is necessary to classify the suspension structure. When the suspension structure is a structure with higher durability such as a steering knuckle or axle joint, there is no need to consider the conventional damage value, but only the impact damage value of the suspension structure under different driving conditions is accumulated to obtain the damage value of the suspension structure after the vehicle is currently running, thereby reducing the amount of calculation. When the suspension structure is a structure with lower durability such as a suspension bushing or a buffer block, the impact damage value and conventional damage value of the suspension structure after the vehicle is currently running are summarized as the damage value of the suspension structure after the vehicle is currently running.

[0175] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0176] In one embodiment, a suspension structure life monitoring device is provided, and the suspension structure life monitoring device corresponds to the suspension structure life monitoring method in the above embodiment. Fig.10 As shown, the suspension structure life monitoring device includes a monitoring module 101, a first determination module 102 and a second determination module 103. The functional modules are described in detail as follows:

[0177] The monitoring module 101 is used to monitor and obtain the driving information of the vehicle under different driving conditions through multiple sensors arranged on the vehicle suspension after the vehicle is started;

[0178] A first determination module 102, configured to determine the damage value of the suspension structure under different driving conditions according to the driving information under different driving conditions;

[0179] The second determination module 103 is used to determine the remaining life of the suspension structure after the vehicle is driven according to the damage value of the suspension structure under different driving conditions.

[0180] Optionally, the first determining module 102 is specifically configured to:

[0181] Determine the impact damage value of the suspension structure under different driving conditions based on the driving information under different driving conditions;

[0182] According to the driving information under different driving conditions, the conventional damage value of the suspension structure under different driving conditions is determined.

[0183] Optionally, the suspension structure includes a suspension bushing and a buffer block, and the first determining module 102 is further configured to:

[0184] Calculate the impact load based on the driving information under different driving conditions to obtain the first impact load value of the suspension bushing and the second impact load value of the buffer block under each driving condition;

[0185] Determining an impact damage value of the suspension bushing under the corresponding driving condition based on a first impact load value of the suspension bushing under each driving condition;

[0186] Based on the second impact load value of the buffer block under each driving condition, the impact damage value of the buffer block under different driving conditions is determined.

[0187] Optionally, the driving information includes a deformation value of a suspension bushing and a compression stroke of a buffer block, and the first determining module 102 is further configured to:

[0188] Determining a deformation value of a suspension bushing under each driving condition, and determining a first impact load value of the suspension bushing under each driving condition;

[0189] Based on the compression stroke of the buffer block under each driving condition, a second impact load value of the buffer block under each driving condition is determined.

[0190] Optionally, the first determining module 102 is further configured to:

[0191] Performing conventional load calculation based on driving information under different driving conditions to obtain a first conventional load value of a suspension bushing and a second conventional load value of a buffer block under each driving condition;

[0192] Determining a conventional damage value of the suspension bushing under the corresponding driving condition based on a first conventional load value of the suspension bushing under each driving condition;

[0193] Based on the second normal load value of the buffer block under each driving condition, a normal damage value of the buffer block under the corresponding driving condition is determined.

[0194] Optionally, the first determining module 102 is further configured to:

[0195] Determine a stress value corresponding to a first normal load value of the suspension bushing under each driving condition as the stress of the suspension bushing under the corresponding driving condition;

[0196] Based on the stress of the suspension bushing under each driving condition, the conventional damage value of the suspension bushing under the corresponding driving condition is determined.

[0197] Optionally, the first determining module 102 is further configured to:

[0198] Determine the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under various driving conditions;

[0199] Based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, the first normal load value and the second normal load value under each driving condition are determined.

[0200] Optionally, the first determining module 102 is further configured to:

[0201] Determine a current driving style according to the driver's operation signal, and determine a plurality of load conditions corresponding to the current driving style;

[0202] Based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each driving condition, data matching is performed under multiple load conditions to obtain the matching load condition under the corresponding driving condition;

[0203] Based on the load value corresponding to the matching load condition under each driving condition, a first normal load value and a second normal load value under each driving condition are determined.

[0204] Optionally, the first determining module 102 is further configured to:

[0205] When there are multiple matching load conditions under the driving condition, respectively determine the damage values ​​corresponding to the multiple matching load conditions under the driving condition;

[0206] Based on the damage values ​​corresponding to multiple matching load conditions under the driving condition, according to the preset normal distribution principle, a matching load condition in which the damage coverage rate reaches a preset value is determined as the target load condition;

[0207] The load value corresponding to the target load condition under the driving condition is recorded as the first normal load value and the second normal load value under the driving condition, so as to obtain the first normal load value and the second normal load value under each driving condition.

[0208] Optionally, the monitoring module 101 is specifically used for:

[0209] The displacement sensor disposed on the suspension bushing is used to monitor the displacement of the bushing core shaft relative to the bushing outer ring in real time, which is recorded as the deformation value of the suspension bushing under the current driving condition.

[0210] The compression stroke of the buffer block under the current driving condition is monitored by a wheel jump stroke sensor arranged on the buffer block;

[0211] The deformation value of the suspension bushing and the compression stroke of the buffer block are summarized as the driving information under the current driving condition, so as to obtain the driving information under different driving conditions.

[0212] Optionally, the second determining module 103 is specifically configured to:

[0213] Accumulate the impact damage values ​​of the suspension structure under different driving conditions to obtain the impact damage value of the suspension structure after the vehicle is driven;

[0214] Accumulate the conventional damage values ​​of the suspension structure under different driving conditions to obtain the conventional damage value of the suspension structure after the vehicle is driven;

[0215] The impact damage value and conventional damage value of the suspension structure after the vehicle is driven are summarized as the damage value of the suspension structure after the vehicle is driven.

[0216] Optionally, the suspension structure life monitoring device further includes an early warning module 104. After determining the remaining life of the suspension structure of the vehicle after the current driving, the early warning module 104 is used to:

[0217] Continuous monitoring of the remaining life of the suspension structure;

[0218] If the remaining life is monitored to be less than the alarm value, a life alarm prompt for the suspension structure is generated to prompt the owner to perform suspension maintenance.

[0219] For the specific definition of the suspension structure life monitoring device, please refer to the definition of the suspension structure life monitoring method above, which will not be repeated here. Each module in the above suspension structure life monitoring device can be implemented in whole or in part by software, hardware and their combination. The above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0220] In one embodiment, Fig.11 As shown, a suspension structure life monitoring device is provided, 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, the steps of the above-mentioned suspension structure life monitoring method are implemented.

[0221] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned suspension structure life monitoring method are implemented.

[0222] Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing related hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory.

[0223] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0224] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A suspension structure life monitoring method, characterized in that: include: After the vehicle is started, the driving information of the vehicle under different driving conditions is monitored by a plurality of sensors arranged on the vehicle suspension; determining the damage value of the suspension structure under the different driving conditions according to the driving information under the different driving conditions; The remaining life of the suspension structure after the vehicle is driven is determined according to the damage value of the suspension structure under the different driving conditions.

2. The method for monitoring the life of a suspension structure according to claim 1, characterized in that: Determining the damage value of the suspension structure under different driving conditions according to the driving information under different driving conditions includes: determining the impact damage value of the suspension structure under the different driving conditions according to the driving information under the different driving conditions; According to the driving information under the different driving conditions, the conventional damage value of the suspension structure under the different driving conditions is determined.

3. The method for monitoring the life of a suspension structure according to claim 2, characterized in that: The suspension structure includes a suspension bushing and a buffer block, and determining the impact damage value of the suspension structure under different driving conditions includes: Calculating the impact load based on the driving information under the different driving conditions to obtain a first impact load value of the suspension bushing and a second impact load value of the buffer block under each driving condition; Determining an impact damage value of the suspension bushing under each of the driving conditions based on a first impact load value of the suspension bushing under each of the driving conditions; Based on the second impact load value of the buffer block under each of the driving conditions, the impact damage value of the buffer block under the different driving conditions is determined.

4. The method for monitoring the life of a suspension structure according to claim 3, characterized in that: The driving information includes the deformation value of the suspension bushing and the compression stroke of the buffer block. The impact load calculation is performed based on the driving information under different driving conditions to obtain the first impact load value of the suspension bushing and the second impact load value of the buffer block under each driving condition, including: Determining a deformation value of the suspension bushing under each of the driving conditions, and determining a first impact load value of the suspension bushing under each of the driving conditions; Based on the compression stroke of the buffer block under each of the driving conditions, a second impact load value of the buffer block under each of the driving conditions is determined.

5. The method for monitoring the life of a suspension structure according to claim 2, characterized in that: The suspension structure includes a suspension bushing and a buffer block, and determining the conventional damage value of the suspension structure under different driving conditions includes: Performing conventional load calculation based on the driving information under the different driving conditions to obtain a first conventional load value of the suspension bushing and a second conventional load value of the buffer block under each driving condition; Determining a conventional damage value of the suspension bushing under each of the driving conditions based on a first conventional load value of the suspension bushing under each of the driving conditions; Based on the second normal load value of the buffer block under each of the driving conditions, a normal damage value of the buffer block under the corresponding driving condition is determined.

6. The method for monitoring the life of a suspension structure according to claim 5, characterized in that: The conventional load calculation is performed based on the driving information under different driving conditions to obtain the first conventional load value of the suspension bushing and the second conventional load value of the buffer block under each driving condition, including: Determining the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each of the driving conditions; The first normal load value and the second normal load value under each of the driving conditions are determined based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each of the driving conditions.

7. The method for monitoring the life of a suspension structure according to claim 6, characterized in that: The determining the first normal load value and the second normal load value under each of the driving conditions includes: Determining a current driving style according to the driver's operation signal, and determining a plurality of load conditions corresponding to the current driving style; Based on the deformation value of the suspension bushing, the compression stroke of the buffer block, the vehicle center of mass acceleration and the wheel center acceleration under each of the driving conditions, data matching is performed under the multiple load conditions to obtain a matching load condition corresponding to the driving condition; Based on the load value corresponding to the matching load condition under each of the driving conditions, the first normal load value and the second normal load value under each of the driving conditions are determined.

8. The method for monitoring the life of a suspension structure according to claim 7, characterized in that: The determining the first normal load value and the second normal load value under each of the driving conditions based on the load value corresponding to the matching load condition under each of the driving conditions comprises: When there are multiple matching load conditions under the driving condition, respectively determining damage values ​​corresponding to the multiple matching load conditions under the driving condition; Based on the damage values ​​corresponding to the plurality of matching load conditions under the driving condition, and in accordance with a preset normal distribution principle, determining the matching load condition whose damage coverage reaches a preset value as the target load condition; The load values ​​corresponding to the target load condition under the driving condition are recorded as the first normal load value and the second normal load value under the driving condition, and the first normal load value and the second normal load value under each of the driving conditions are obtained.

9. The method for monitoring the life of a suspension structure according to claim 1, characterized in that: The monitoring and obtaining of the driving information of the vehicle under different driving conditions by means of a plurality of sensors arranged on the suspension structure includes: The displacement of the bushing core shaft relative to the bushing outer ring is monitored in real time by a displacement sensor arranged on the suspension bushing, and recorded as the deformation value of the suspension bushing under the current driving condition; The compression stroke of the buffer block under the current driving condition is monitored by a wheel jump stroke sensor arranged on the buffer block; The deformation value of the suspension bushing and the compression stroke of the buffer block are summarized as the driving information under the current driving condition to obtain the driving information under different driving conditions.

10. The method for monitoring the life of a suspension structure according to any one of claims 1 to 9, characterized in that: The determining, according to the damage value of the suspension structure under different driving conditions, the remaining life of the suspension structure after the vehicle is driven, comprises: Accumulating the impact damage values ​​of the suspension structure under different driving conditions to obtain the impact damage value of the suspension structure after the vehicle has been driven; Accumulating conventional damage values ​​of the suspension structure under different driving conditions to obtain a conventional damage value of the suspension structure after the vehicle has been driven; The impact damage value and the conventional damage value of the suspension structure after the vehicle has been driven are summarized as the damage value of the suspension structure after the vehicle has been driven.

11. The method for monitoring the life of a suspension structure according to any one of claims 1 to 9, characterized in that: After determining the remaining life of the suspension structure of the vehicle after the current driving, the method further includes: continuously monitoring the remaining life of the suspension structure; If it is monitored that the remaining life is less than the alarm value, a life alarm prompt of the suspension structure is generated to prompt the owner to perform suspension maintenance.

12. A suspension structure life monitoring device, characterized in that: include: A monitoring module, used for monitoring and obtaining driving information of the vehicle under different driving conditions through a plurality of sensors arranged on the vehicle suspension after the vehicle is started; A first determination module, configured to determine damage values ​​of the suspension structure under different driving conditions according to driving information under different driving conditions; The second determination module is used to determine the remaining life of the suspension structure after the vehicle is driven according to the damage value of the suspension structure under different driving conditions.

13. A suspension structure life monitoring device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the suspension structure life monitoring method according to any one of claims 1 to 11 are implemented.

14. A suspension structure life monitoring system, characterized in that: The invention comprises a vehicle suspension, a suspension structure life monitoring device and a plurality of sensors, wherein the suspension structure life monitoring device is used to execute the steps of the suspension structure life monitoring method according to any one of claims 1 to 12.

15. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the suspension structure life monitoring method according to any one of claims 1 to 11 are implemented.

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