Heavy truck damping system monitoring system and method, electronic equipment and storage medium

Abstract

The invention discloses a heavy truck damping system monitoring system and method, electronic equipment and a storage medium, and the monitoring system comprises a sensor measurement unit which comprises a plurality of test sensors; the data acquisition synchronization unit comprises a concentrator module, an operation acquisition module, a bus acquisition module and a communication network module; and the data processing analysis unit comprises a data analysis module, a vehicle speed calculation module and an alignment screening module. The monitoring method comprises the following steps: sending and reading a sensor acquisition signal instruction and a data message; and acquiring synchronous vehicle displacement data and vehicle speed data based on the timestamps, and screening and matching to form a data set. According to the invention, the pull rope displacement sensor is adopted to directly output an absolute position signal, so that the environmental adaptability and reliability of complex real vehicle road testing are remarkably improved; precise synchronization of suspension motion data and vehicle bus speed information is realized, and phase and amplitude differences of front and rear suspension compression and recovery motion can be accurately analyzed under different road conditions.

Description

Technical Field

[0001] This invention relates to the field of vehicle vibration reduction system monitoring technology, and in particular to a heavy truck vibration reduction system monitoring system, method, electronic device, and storage medium. Background Technology

[0002] In the three core aspects of heavy-duty truck development, quality assessment, and fault diagnosis, the chassis suspension system and cab mounting system are the core supporting components for vehicle vibration transmission control and motion attitude adjustment. Accurate testing of their dynamic characteristics is crucial, as the displacement and speed of these components directly determine the vehicle's ride comfort, handling stability, and cab vibration comfort.

[0003] Among existing testing methods: Indirect measurement methods based on accelerometers rely entirely on the indirect derivation logic of acceleration signals, making it impossible to directly obtain the absolute displacement of the suspension or mount relative to the equilibrium position. This makes it difficult to determine the potential risk of the mount touching the top or bottom, and to ensure data reliability, precise calibration and orientation of the sensor are required, making the process cumbersome. Non-contact measurement methods based on optical or visual methods are easily affected by environmental factors such as ambient light conditions, rain, fog, and dust, resulting in a significant decrease in reliability in complex and variable real-world road testing scenarios. Furthermore, this method requires that the sensor and target remain unobstructed and at a stable distance at all times, while... The compact space between the disc and the cab suspension area makes layout difficult, and issues such as light loss or target loss are prone to occur when the vehicle moves significantly. In addition, the high cost of high-precision laser sensors or high-speed camera systems is not conducive to large-scale deployment or multi-vehicle synchronous testing. The application of rope-based sensors is mostly limited to the level of a single independent measurement unit, and has not solved the core application problems in real vehicle dynamic testing and multi-point synchronous acquisition scenarios. Furthermore, a complete test system with multi-sensor fusion has not been built, making it impossible to simultaneously capture the coordinated motion relationship between the front / rear suspension of the cab and the left / right suspension of the chassis, making it difficult to achieve a comprehensive analysis of the vehicle's vibration characteristics and attitude. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing a monitoring system, method, electronic device, and storage medium for heavy-duty truck vibration reduction systems.

[0005] To achieve the above objectives, in a first aspect, the present invention provides a monitoring system for a heavy-duty truck vibration reduction system, comprising: The sensor measurement unit includes multiple test sensors, each of which is mounted on the vehicle and positioned at different vehicle operating condition measurement points. The multiple test sensors are used to measure vehicle displacement data at different operating condition measurement points. The data acquisition and synchronization unit is used to acquire and synchronize displacement data and corresponding vehicle speed data from different test sensors. The data processing and analysis unit is used to process and obtain the test data corresponding to each test sensor under different working conditions at the same time, based on the displacement data, corresponding vehicle speed data and corresponding timestamp of each test sensor. The test data includes the displacement data and vehicle speed data corresponding to the same time.

[0006] In some embodiments, the test sensor includes a first sensor and a second sensor, the first sensor being disposed diagonally on the vehicle body structure on one side of the cab mounting point, and the second sensor being symmetrically disposed on the vehicle frame structure on one side of the chassis suspension shock absorber mounting point.

[0007] In some embodiments, the first and second sensors are pull-cord displacement sensors, and the pull head of the test sensor is connected to the corresponding suspension or shock absorber moving part through a connector, and the pull direction of the pull head is consistent with the direction of movement.

[0008] In some embodiments, the data acquisition synchronization unit includes a hub module, a running acquisition module, a bus acquisition module, and a communication network module. The hub module is electrically connected to the test sensor via a serial communication protocol. The running acquisition module is electrically connected to the hub module and the bus acquisition module via a serial communication interface. The running acquisition module is electrically connected to the communication network module via a serial communication interface.

[0009] In some embodiments, the data processing and analysis unit includes a data parsing module, a vehicle speed calculation module, and an alignment and filtering module. The data parsing module and the vehicle speed calculation module are electrically connected to the operation acquisition module via a serial communication interface, and the alignment and filtering module is electrically connected to the data parsing module and the vehicle speed calculation module via a serial communication interface.

[0010] In some embodiments, the data processing and analysis unit further includes a visualization output module and a report generation module. The visualization output module is electrically connected to the alignment and filtering module via a serial communication interface, and the report generation module is electrically connected to the visualization output module via a serial communication interface.

[0011] In some embodiments, the data acquisition synchronization unit configures the serial communication protocol parameters of the preset working condition measurement points, sends instructions to read the direct acquisition signals of the sensor and the indirect acquisition data messages, and outputs a log file with a timestamp to the data processing and analysis unit. The data processing and analysis unit parses displacement-time series data based on log files with timestamps, processes and obtains displacement and speed data for each measuring point under different working conditions at the same time, aligns the calculated displacement and speed data with the time axis using timestamps, generates professional test charts, and outputs multiple core parameters.

[0012] Secondly, the present invention also provides a method for monitoring a heavy-duty truck vibration damping system, which is executed via a heavy-duty truck vibration damping system monitoring system as described in the first aspect, and the monitoring method includes the following steps: Execute the synchronous acquisition loop process and send commands and data packets to read sensor acquisition signals. The data processing and analysis process is executed, and synchronous vehicle displacement data and vehicle speed data are obtained based on timestamps, and then filtered and matched to form a dataset.

[0013] In some embodiments, the execution of the synchronous acquisition loop process, sending instructions to read sensor acquisition signals and data packets, includes: Configure the serial communication protocol parameters of the test sensors based on the vehicle's preset operating condition test points; Send commands to read signals directly acquired by the sensors, and simultaneously send data packets indirectly acquired via the bus protocol. Receive displacement data and vehicle speed data with timestamps.

[0014] In some embodiments, the data processing and analysis process includes acquiring synchronized vehicle displacement data and vehicle speed data based on timestamps, and filtering and matching to form a dataset, including: Obtain displacement data with timestamps and calculate actual speed data, and simultaneously parse and read vehicle speed data with timestamps; A dataset is formed based on unified timestamp alignment and filtering matching; Complete the visualization output of data curves and generate test reports.

[0015] Thirdly, the present invention also provides an electronic device, comprising: One or more processors, memory; and One or more computer programs stored in the memory and configured to be executed by the processor, wherein the one or more computer programs are stored in the memory, the memory is coupled to the processor, and when the processor executes the computer programs, it implements the steps in the heavy truck vibration reduction system monitoring method as described in any of the above technical solutions.

[0016] Fourthly, the present invention also provides a computer-readable storage medium storing a computer program for running a heavy-duty truck vibration damping system monitoring method, wherein the computer program causes a computer to execute the heavy-duty truck vibration damping system monitoring method as described in any of the above technical solutions.

[0017] The present invention has the following beneficial effects: 1. This invention uses a drawstring displacement sensor to directly output an absolute position signal. The displacement value comes from the direct reading of the encoder, eliminating the need for integration calculations. High-precision absolute displacement measurement is performed directly through the sensor, solving the integration error and baseline drift problems of indirect measurement methods. 2. The metal housing of the pull-string sensor used in this invention has the advantages of being dustproof and vibration-proof. The mechanical contact measurement principle is not affected by light, rain and slight dust, which solves the problem that optical measurement methods are easily interfered with by on-site environmental factors in outdoor environments. It significantly improves the environmental adaptability and reliability of complex real vehicle road tests, while reducing system costs.

[0018] 3. This invention filters and matches displacement data transmitted by test sensors installed at the cab suspension points or chassis suspension shock absorber mounting points and vehicle speed data transmitted via bus protocol using a synchronization timestamp method. This enables precise synchronization of suspension motion data and vehicle bus speed information, thereby directly establishing a correlation dataset between suspension motion and driving operations such as vehicle speed. Under different road conditions, it can accurately analyze the phase and amplitude differences of front and rear suspension compression and recovery movements, achieving deep fusion and collaborative analysis of multi-source information, solving the data silo problem, and improving the depth and breadth of test analysis. 4. In this invention, the test sensor is installed using a specially designed bracket, and the pull rope head is connected to the corresponding suspension or shock absorber moving parts through a connector. The pull direction of the pull rope head is consistent with the direction of movement. The test sensor used is small in size and simple in structure, easy to install, requires minimal modification to the vehicle, and does not require permanent modification to the vehicle or complex calibration procedures. This effectively improves the flexibility and efficiency of the test, and can perform real-time road testing on real vehicles, enabling the acquisition of vehicle performance data under the most realistic operating conditions. 5. This invention, through its accompanying automated data processing scripts, can automatically convert raw communication logs into professional charts containing displacement-time and velocity-time curves, as well as test reports containing key statistics. It has a high degree of automation, provides intuitive output results, and significantly improves the efficiency of R&D diagnostic work. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the monitoring system for the heavy-duty truck vibration reduction system proposed in this invention; Figure 2 Flowchart of the monitoring method for heavy-duty truck vibration reduction system proposed in this invention Figure 1 ; Figure 3 Flowchart of the monitoring method for heavy-duty truck vibration reduction system proposed in this invention Figure 2 ; Figure 4 Flowchart of the monitoring method for heavy-duty truck vibration reduction system proposed in this invention Figure 3; Figure 5 Flowchart of the monitoring method for heavy-duty truck vibration reduction system proposed in this invention Figure 4 ; Figure 6 This is a displacement-time curve under emergency deceleration conditions. Figure 7 This is a speed-time curve under emergency deceleration conditions. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] The chassis suspension system plays a crucial role in buffering uneven road surface excitation, maintaining wheel contact, and coordinating the vehicle's lateral and longitudinal dynamic responses. The cab suspension system, on the other hand, directly isolates chassis vibrations from the cab. Together, they constitute a key technological link affecting the vehicle's driving experience and safety. The displacement and velocity of components, as core parameters characterizing dynamic properties, directly determine the vehicle's ride comfort (e.g., vibration damping on bumpy roads), handling stability (e.g., steering response precision and body roll control) under complex road conditions, and cab vibration comfort (e.g., vibration amplitude and frequency characteristics at idle and high speeds). Accurate acquisition of these dynamic parameters not only provides reliable technical support for structural optimization design and parameter matching during vehicle development but also offers scientific support for product consistency testing and failure mode localization in fault diagnosis scenarios during quality assessment, ultimately ensuring the vehicle's driving performance and reliability throughout its entire lifecycle.

[0022] This application provides a monitoring system, method, electronic device, and storage medium for a heavy-duty truck vibration damping system. It solves the problems of integration error and baseline drift inherent in existing indirect measurement methods, as well as the poor environmental adaptability and high cost of non-contact measurement methods in real-vehicle road testing. These methods require precise sensor calibration and orientation, making the operation process cumbersome and susceptible to interference from environmental factors such as lighting conditions, rain, fog, and dust. In contrast, this application uses a pull-string displacement sensor to directly output an absolute position signal, significantly improving the environmental adaptability and reliability in complex real-vehicle road testing. It achieves precise synchronization between suspension motion data and vehicle bus speed information, and can accurately analyze the phase and amplitude differences in the compression and recovery movements of the front and rear suspensions under different road conditions.

[0023] Please refer to the following examples for details: Reference Figure 1 The present invention provides an embodiment of a monitoring system for a heavy truck vibration reduction system, the specific structure of which includes: a sensor measurement unit, a data acquisition and synchronization unit, and a data processing and analysis unit; The sensor measurement unit includes multiple sets of test sensors for measuring vehicle displacement data. For example, the test sensors include multiple sensors arranged along the vehicle's key mechanical transmission path. All sensors are precisely installed at different preset typical operating condition measurement points on the vehicle to ensure comprehensive coverage of the core motion area of ​​the vibration reduction system, thereby measuring vehicle displacement data at different operating condition measurement points.

[0024] In some embodiments, the test sensors are fixedly connected to the vehicle by specially designed mounting brackets. Typical installation locations include key locations such as the right front suspension test point of the cab, the left rear suspension test point of the cab, and the connection test point between the cylinder and piston rod of the left / right suspension shock absorber of the chassis.

[0025] In some embodiments, the first sensor is fixed diagonally on the longitudinal or transverse beam structure of the vehicle body on one side of the cab mounting point, which can reduce the number of sensors while effectively capturing the coupled response of the angular and linear displacement of the cab in three-dimensional space; the second sensor is symmetrically arranged on the longitudinal beam structure of the chassis frame on one side of the chassis suspension damper mounting point to ensure that the independent motion data of the left and right suspensions are collected simultaneously, providing data support for analyzing the lateral attitude of the whole vehicle.

[0026] In some embodiments, the first and second sensors are pull-string displacement sensors. The pull-string head of the test sensor is rigidly connected to the corresponding suspension rubber bushing seat or shock absorber piston rod and other moving parts through a connector with multi-degree-of-freedom compensation capabilities, such as a universal joint or ball joint. This ensures that the pull-string pull-out direction is always consistent with the actual movement direction of the measured part, achieving vertical pull-string pull-out, minimizing measurement errors caused by lateral friction, reducing pull-string wear, and extending the service life of the sensor.

[0027] In some embodiments, the sensor range is precisely matched to the actual motion range of the heavy-duty truck vibration damping system, typically 0-500mm or 0-1000mm, to adapt to the cab suspension and chassis suspension; the output signal adopts industrial-grade RS485 digital signal, and the communication protocol uses standard Modbus-RTU to ensure the stability and compatibility of data transmission; the resolution is not less than 1024, preferably a high-resolution model of 4096. Taking a range of 1000mm and a resolution of 4096 as an example, its displacement measurement resolution can reach 0.0244mm, which can accurately capture minute vibration displacements; the linear accuracy is controlled within ±0.1%FS (full scale) to ensure measurement accuracy across the entire range; the maximum operating speed is ≥1m / s, which can meet the high-speed telescopic motion measurement requirements of the shock absorber under extreme road conditions; the sampling frequency is flexibly configured through the data acquisition unit, with a minimum sampling rate of 50Hz and a data detection interval of ≤20ms to ensure complete reproduction of the dynamic motion process.

[0028] Understandably, the cable displacement sensor operates on the principle of directly outputting absolute position signals. Its displacement measurement value comes directly from the real-time reading of the built-in encoder, without the need for indirect calculations such as acceleration signal integration. This design fundamentally solves the integration accumulation error and baseline drift problems commonly found in traditional indirect measurement methods using acceleration sensors. It can directly obtain the absolute displacement data of the suspension and mounting relative to the equilibrium position, thereby accurately determining the risk of the mounting "touching top / bottom". It should be noted that the metal housing of the pull-cord sensor adopts a sealed structure design, which has excellent dustproof and vibration-proof performance. Its mechanical contact measurement principle completely eliminates the interference of environmental factors such as light intensity, rain, fog and slight dust. Compared with optical or visual non-contact measurement methods, it significantly improves environmental adaptability and measurement reliability in complex real vehicle road test scenarios. Moreover, the sensor hardware cost is more economical, which is conducive to the promotion and application of large-scale deployment and multi-vehicle synchronous testing.

[0029] Understandably, the pull-wire displacement sensor is also characterized by its small size and simple structure. With the help of a customized mounting bracket, the installation process is convenient and efficient. Assembly can be completed simply by fixing with bolts or snap-fit ​​connections, with minimal changes to the original vehicle structure. There is no need for permanent drilling, welding or other destructive modifications, nor is there a need for complicated on-site calibration procedures. This advantage not only improves the flexibility and efficiency of testing, but also supports real-time road testing scenarios, and can accurately acquire dynamic performance data of the vehicle under the most realistic usage conditions such as high-speed driving, bumpy roads, and uphill and downhill driving.

[0030] Please continue reading. Figure 1The data acquisition and synchronization unit includes a hub module, a running acquisition module, a bus acquisition module, and a communication network module, which are used to acquire and synchronize displacement data and corresponding vehicle speed data from different test sensors. For example, the modules are electrically connected using a standardized serial communication interface: the hub module establishes a point-to-point connection with all test sensors via the RS485 serial communication protocol, and is responsible for aggregating the displacement data from multiple sensors; the operation acquisition module, as the data processing core, achieves bidirectional data interaction with the hub module and the bus acquisition module via serial communication interfaces, and is also connected to the communication network module via a serial communication interface to ensure real-time data transmission; the communication network module is responsible for the access and transmission of vehicle CAN bus data, realizing the acquisition of key operating parameters such as vehicle speed.

[0031] In some embodiments, the hub module preferably uses a multi-channel RS485 serial port hub, which can be flexibly expanded according to the number of test sensors, supports the parallel access of multiple sets of pull rope displacement sensors, and has signal amplification and anti-interference design, effectively extending the communication distance and adapting to the long-distance wiring requirements of heavy truck bodies; the operation acquisition module and the bus acquisition module are integrated into a high-performance on-board industrial computer or a portable high-performance laptop computer, the former is suitable for long-term real vehicle road testing, and the latter is convenient for laboratory calibration and temporary testing scenarios; the communication network module uses industrial-grade CAN bus data acquisition cards such as PCAN-USB and Kvaser, which have strong compatibility and can be adapted to the CAN bus system of mainstream heavy trucks; Correspondingly, all RS485 communication cables of the pull-rope displacement sensors are aggregated through a multi-channel serial port hub and then connected to the USB port or serial port of the vehicle computer via a USB-to-RS485 conversion interface to achieve centralized access to displacement data. The CAN bus data acquisition card establishes communication with the vehicle computer through the vehicle's OBD diagnostic interface or by directly connecting to the vehicle's CAN bus network without modifying the original vehicle wiring. This is suitable for customized testing scenarios and can ensure stable acquisition of operating data such as vehicle speed. The vehicle computer continuously runs self-developed data acquisition and control software, which has a visual operation interface and supports functions such as parameter configuration, real-time data display, and abnormal alarms.

[0032] It should be explained in detail that the data acquisition and control software adopts a modular design, and its data acquisition process is highly automated and accurate: The software, following a preset cycle and matching the sensor sampling frequency, sequentially sends Modbus-RTU read commands to each test sensor, prioritizing function code 0x03 to read data from the holding register; and for each test sensor at each measuring point, it precisely requests the value of its position register, with register addresses 0x0000-0x0001 corresponding to a 16-bit data length, ensuring complete reading of displacement data; each acquired displacement data packet is accompanied by a high-precision timestamp generated by the onboard computer system clock, ensuring precise time accuracy. The timing accuracy can reach 1ms. This timestamp is generated based on the computer system's hardware clock, ensuring that the time information of each displacement data point is unique and accurate. At the same time, the software acquires vehicle speed signals in parallel through the CAN bus data acquisition card. These signals originate from wheel speed sensor data or engine speed conversion data in the vehicle's CAN bus, and each vehicle speed data point is also appended with a precise timestamp from the same source as the displacement data, ensuring that the time base of the two types of data is consistent. Through this design, the system can timestamp displacement data and vehicle speed data with a unified host system time, completely solving the problem of time asynchrony between multiple data sources and achieving millisecond-level time synchronization between the two types of data.

[0033] Please continue reading. Figure 1 The data processing and analysis unit includes a data parsing module, a vehicle speed calculation module, an alignment and filtering module, a visualization output module, and a report generation module. It is used to process and obtain the test data corresponding to the test sensor at each different working condition measurement point at the same time based on the displacement data, the corresponding vehicle speed data, and the corresponding timestamp of each test sensor. The test data includes the corresponding displacement data and vehicle speed data at the same time. For example, the connection relationships between the modules are as follows: The data parsing module and the vehicle speed calculation module establish data interaction with the operation acquisition module through a serial communication interface to obtain raw displacement data and vehicle speed data in real time; the alignment and filtering module is connected to the data parsing module and the vehicle speed calculation module respectively through a serial communication interface, parses the displacement-time series data based on the log file with timestamps, processes it to obtain the displacement data and vehicle speed data of each measuring point under different working conditions at the same time, and uses the timestamps to align the calculated displacement data and calculated vehicle speed data with the time axis; the visualization output module is electrically connected to the alignment and filtering module through a serial communication interface, receives the processed displacement-time and speed-time data and generates professional charts; the report generation module is connected to the visualization output module through a serial communication interface, automatically calculates key parameters based on the chart data and generates a standardized test report.

[0034] Understandably, the data acquisition synchronization unit is configured with serial communication protocol parameters for preset working condition measurement points, and sends commands to read signals directly acquired by the sensors and data packets indirectly acquired, so as to output log files with timestamps to the data processing and analysis unit. The data processing and analysis unit parses displacement-time series data based on log files with timestamps, processes and obtains displacement and speed data for each measuring point under different working conditions at the same time, uses timestamps to align the calculated displacement and speed data with the time axis, generates professional test charts, and outputs multiple core parameters.

[0035] In some embodiments, the core function of the data parsing module is to convert the hexadecimal data in the original sensor log file into the actual physical displacement. The module first reads the original sensor communication log stored in the vehicle computer, which contains information such as hexadecimal register values ​​and timestamps. Then, it decodes the hexadecimal data according to the Modbus-RTU protocol to extract the original encoder values ​​of each sensor. Subsequently, it calculates the actual displacement according to the preset displacement calculation formula L=(X-X0)*C / R. Where X is the real-time value of the encoder currently being read; X0 is the initial zero-point value set by the acquisition software before the test, used to eliminate the initial deviation caused by the installation position); C is the circumference of the sensor pull rope winding wheel, provided by the sensor's factory parameters, with a typical value of 100mm or 200mm; R is the single-turn resolution of the encoder, consistent with the sensor's hardware parameters, such as 4096); the displacement L calculated by this formula can directly reflect the absolute displacement of the measured component relative to its equilibrium position, in mm.

[0036] In some embodiments, the vehicle speed calculation module calculates the instantaneous velocity of the shock absorber based on the parsed displacement-time series data; the differential calculation method is used as the basic algorithm, and the specific formula is v=(L i -L i-1 ) / (t i -t i-1） L i Let t be the current time. i The corresponding displacement; L i-1 The previous sampling time t i-1 The corresponding displacement; t i -t i-1 The sampling time interval is determined by the sampling frequency, such as 20ms. To further improve the accuracy of speed calculation and reduce lag error, this module also supports optimization algorithms such as the central difference method, which can be flexibly selected according to test requirements. Based on the sign of the velocity calculation result, the motion state of the shock absorber can be clearly determined: when the velocity v is positive, it means that the shock absorber is in the recovery stroke, corresponding to the pull rope being retracted and the displacement decreasing; when the velocity v is negative, it means that the shock absorber is in the compression stroke, corresponding to the pull rope being pulled out and the displacement increasing.

[0037] In some embodiments, the alignment and filtering module uses timestamps to align the calculated displacement data and calculated vehicle speed data with the detected vehicle speed data acquired from the CAN bus on the time axis. Furthermore, a custom time window can be set through the acquisition software, and the module automatically filters out the vehicle speed dataset that completely overlaps with the sensor test period, eliminating invalid vehicle speed data before and after the test. This ensures that the temporal correlation between displacement, speed, and vehicle speed data is consistent in subsequent analysis, avoiding analysis errors caused by mismatched data time periods.

[0038] In some embodiments, the visualization output module generates professional test charts, including: displacement-time curves (such as...). Figure 6 (as shown) and velocity-time curves (as shown) Figure 7 (As shown in the figure). Among them, the displacement-time curve plots the displacement change curves of all sensors on the same coordinate graph; the velocity-time curve plots the velocity change curves of all sensors on the same coordinate graph, and displays the vehicle speed-time curves by superimposing them using a dual Y-axis method.

[0039] In some embodiments, the report generation module automatically counts and outputs multiple core parameters based on the data in the visualization charts, including but not limited to: the maximum displacement of each measuring point, used to determine whether the suspension has a risk of "touching the top / bottom"; the maximum recovery speed and the maximum compression speed, used to evaluate the damping performance limit of the shock absorber; and the displacement and speed statistics corresponding to different vehicle speed ranges, such as average value, standard deviation, peak factor, etc., used to analyze the stability of the damping system under different driving conditions. The test report supports custom formats and includes basic test information such as test vehicle model, test conditions, and test time, sensor layout diagram, core charts, key parameter statistical results and analysis conclusions. It can be directly used for structural optimization in the R&D stage, product consistency testing in the quality assessment stage, and failure mode localization in the fault diagnosis stage.

[0040] Understandably, by arranging cable displacement sensors at key locations such as the cab mounting points and chassis suspension damper mounting points, real-time absolute displacement data is captured. Simultaneously, vehicle speed data is collected synchronously via the CAN bus, and a unified timestamp is used to achieve millisecond-level alignment and filtering of the two types of data. This successfully establishes a precise correlation dataset between suspension / mount motion data and vehicle speed and driving operation. It breaks the data silo problem of displacement data and vehicle operation data being isolated in traditional testing methods. Under different road conditions such as flat roads, bumpy roads, and curves, it can accurately analyze the phase difference, amplitude difference, and coordinated response characteristics of the front and rear cab mounts and the left and right chassis suspensions during compression and recovery movements. This enables a comprehensive and in-depth analysis of the vehicle's vibration characteristics and attitude changes, providing multi-dimensional technical support for parameter matching and optimization of the vibration damping system.

[0041] Furthermore, through accompanying automated data processing scripts, the entire process from raw communication logs to final analysis results is automated: data parsing, speed calculation, time alignment, chart generation, and report output can be completed without manual intervention, reducing the manual data processing work that originally took several hours to minutes. The automated processing not only reduces human error and ensures the consistency and accuracy of analysis results, but also significantly improves the efficiency of R&D diagnostics. R&D personnel can quickly obtain intuitive test charts and standardized reports, promptly identify problems such as suspension stiffness mismatch and damper damping attenuation in the vibration reduction system, and develop targeted optimization solutions. In quality assessment and fault diagnosis scenarios, the system can quickly complete multi-vehicle, multi-condition test comparisons, providing efficient and reliable technical support for product quality control and fault location, ultimately promoting the speed of R&D iteration and improving the reliability of heavy-duty truck vibration reduction systems.

[0042] Reference Figure 2 The present invention also provides an embodiment of a monitoring method for a heavy-duty truck vibration damping system, which is executed via the heavy-duty truck vibration damping system monitoring system as described in the above embodiment. The monitoring method includes the following steps: S100 executes the synchronous acquisition loop process and sends commands and data messages to read sensor acquisition signals. S200 executes the data processing and analysis process, acquiring synchronized vehicle displacement data and vehicle speed data based on timestamps, and filtering and matching them to form a dataset.

[0043] Please continue reading. Figures 2-6 In this embodiment, step S100 includes: S110, configured to test the serial communication protocol parameters of the sensor based on the vehicle's preset working condition test points; S120 sends a command to read the signal directly acquired by the sensor and simultaneously sends a data message for indirect acquisition via the bus protocol. S130 receives displacement data and vehicle speed data carrying timestamps.

[0044] Please continue reading. Figures 2-6 In this embodiment, step S200 includes: S210: Obtain displacement data with timestamps and calculate actual speed data, and simultaneously parse and read vehicle speed data with timestamps. S220, a dataset is formed based on unified timestamp alignment and filtering matching; S230 completes the visualization output of data curves and the generation of test reports.

[0045] For example, the technical solution of this system achieves its function through the following coherent steps: (1) System initialization: Write the serial number of each sensor by sending Modbus write command.

[0046] (2) Synchronous triggering and data acquisition: When the user starts the acquisition program, the system begins to synchronously and cyclically acquire displacement and CAN bus data, and records the original log with timestamps.

[0047] (3) Offline data processing: After the test, the data processing software parses the original logs, calculates the displacement and speed, and aligns them with the vehicle speed data.

[0048] (4) Results visualization and analysis: Generate graphs and analysis reports for engineers to evaluate suspension performance and diagnose faults.

[0049] In some embodiments, the heavy-duty truck vibration reduction system monitoring system of this application is built into a test system through the following steps: (1) Sensor selection and configuration: A pull-rope displacement sensor with a range of 1000mm, an output signal of RS485 protocol, and a resolution of 4096 is selected. Each sensor is connected via a USB to RS485 adapter. Set the sensor address to 1, 2, 3, 4 in sequence, corresponding to register address 0x0004; set the baud rate to 115200bps, corresponding to register address 0x0005, and write the value to 0x0004; set the working mode to polling mode, register address 0x0006, and write the value to 0x0000. (2) Mechanical installation and erection: The four sensors are fixed to the following four measuring points on the vehicle using specially designed metal brackets: Sensor 1 is set on the body structure near the right front suspension point of the cab, Sensor 2 is set on the body structure near the left rear suspension point of the cab, Sensor 3 is set on the frame structure near the mounting point on the left front shock absorber of the chassis, and Sensor 4 is set on the frame structure near the mounting point on the right front shock absorber of the chassis. Ensure the sensor body is securely fixed. Connect the sensor's pull cord head to the corresponding suspension bracket or shock absorber piston rod end or other moving parts of the shock absorber via a universal joint or ball joint. During installation, ensure that the pull cord is pulled out in the same direction as the direction of movement and is as perpendicular as possible to avoid lateral forces affecting measurement accuracy and service life. (3) Electrical connection configuration: Connect the RS485 cables of the four sensors in parallel to a multi-port RS485 hub. Connect the hub to the vehicle laptop via USB interface. Connect a CAN bus data acquisition card to the vehicle CAN network via the vehicle OBD interface and connect its USB interface to the same laptop. In some embodiments, the core process of software environment configuration and data acquisition is as follows: (1) Initialize serial port and CAN: Set serial port parameters, port number COM7, baud rate 115200, 8 data bits, no parity, 1 stop bit, open and initialize CAN interface; (2) Synchronous acquisition loop: The program enters a loop that lasts for 10 seconds, and the variables can be adjusted as needed); In the loop, Modbus commands to read the current position are sent to the four sensors in sequence. For example, the sensor number 1 is read as 010300000002C40B, and the vehicle speed message is read from the CAN bus at the same time. (3) Data recording: All received sensor response data and CAN data are accompanied by a high-precision timestamp generated by the laptop system and are written to the same log file.

[0050] In some embodiments, after the test is completed, a data processing program is run. The core data processing and analysis process is as follows: (1) Data parsing: The program filters out rows containing valid sensor response data, parses out the timestamp, sensor ID and original encoder value, and calculates the absolute displacement according to the formula L=(X-X0)*C / R. In this embodiment, the wheel circumference C=100mm and the resolution R=4096; (2) Velocity calculation: The program iterates through the displacement-time series data of each sensor. For the i-th data point, according to the formula v=(L i -L i-1 ) / (t i -t i-1） Calculate the velocity, or use methods such as the central difference method to calculate the velocity; the unit of velocity is m / s, and the unit of displacement needs to be converted from mm to m.

[0051] (3) Data alignment and visualization: The vehicle speed signal is parsed from the CAN log and the vehicle speed data is precisely aligned with the displacement and speed data on the time axis using a unified timestamp. At the same time, function plotting is performed to generate two professional charts. The displacement-time curve plot plots the displacement data of sensors 1-4 on the same graph, with the vertical axis representing displacement and the horizontal axis representing time. The speed-time curve plot plots the speed data of sensors 1-4 on the same graph and uses dual Y-axis to overlay the vehicle speed curves on the graph, with one side of the vertical axis representing speed and the other side representing vehicle speed.

[0052] In some embodiments, the core process for test results and output is as follows: The system automatically outputs high-definition images and organized data log files. By observing the curves, the maximum displacement and maximum speed can be directly read. It is necessary to distinguish between compression and restoration, and analyze the dynamic response characteristics of the suspension system under different vehicle speeds and road conditions, thereby completing the suspension performance evaluation or fault diagnosis task.

[0053] The present invention also provides an embodiment of an electronic device, comprising: One or more processors; memory; and One or more programs, wherein the one or more computer programs are stored in memory and configured to be executed by one or more processors, wherein the computer programs are used to perform the following steps: Execute the synchronous acquisition loop process and send commands and data packets to read sensor acquisition signals. The data processing and analysis process is executed, and synchronous vehicle displacement data and vehicle speed data are obtained based on timestamps, and then filtered and matched to form a dataset.

[0054] For example, the memory is used to store computer programs. The memory is non-volatile memory (NVM), such as at least one disk storage device, and may also be a USB flash drive, portable hard drive, read-only memory, disk or optical disc, etc.

[0055] The aforementioned memory is internal memory, used to store executable program code, including instructions. Internal memory may include a program storage area and a data storage area. The program storage area may store the operating system, applications required for at least one function, etc. The data storage area may store data created during the use of the electronic device. The processor executes various functional applications and data processing of the electronic device by running instructions stored in the internal memory and / or instructions stored in memory located within the processor.

[0056] The processor executes the computer program stored in the memory to implement the vehicle system operation protection method in the above embodiments. The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0057] Optionally, the memory can be either standalone or integrated with the processor. The processor may include one or more processing units, such as an application processor (AP), modem processor, graphics processing unit (GPU), image signal processor (ISP), controller, video codec, digital signal processor (DSP), baseband processor, and / or neural network processing unit (NPU). Different processing units can be independent devices or integrated into one or more processors. The controller can generate operation control signals based on the instruction opcode and timing signals to control instruction fetching and execution.

[0058] When memory is a device independent of the processor, the electronic device may also include a bus. This bus is used to connect the memory and the processor. The bus includes hardware, software, or both, that couples components of an online data flow metering device together. The bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 410 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0059] It also includes a computer-readable storage medium storing a computer program for running the vehicle system operation protection method, wherein the computer program causes the computer to perform the following steps: Execute the synchronous acquisition loop process and send commands and data packets to read sensor acquisition signals. The data processing and analysis process is executed, and synchronous vehicle displacement data and vehicle speed data are obtained based on timestamps, and then filtered and matched to form a dataset.

[0060] The computer-readable storage medium can be a computer storage medium or a communication medium. A communication medium includes any medium that facilitates the transfer of a computer program from one location to another. A computer storage medium can be any available medium accessible to a general-purpose or special-purpose computer. For example, a computer-readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the computer-readable storage medium. Of course, the computer-readable storage medium can also be a component of the processor. The processor and the computer-readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the ASIC can reside in a user equipment. Of course, the processor and the computer-readable storage medium can also exist as discrete components in a communication device.

[0061] Specifically, the computer-readable storage medium can be any type of non-volatile storage device, such as electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic random access memory (MRAM), phase-change memory (PCM), resistive random access memory (RRAM), flash memory, magnetic disk, or optical disk. The storage medium can be any available medium accessible to general-purpose or special-purpose computers.

[0062] It should be noted that, through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the prior art, can be embodied in the form of software products. These computer software products can be stored in computer-readable storage media, such as ROM / RAM, magnetic disks, optical disks, etc., and include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or certain portions of the embodiments. In this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. In the absence of further restrictions, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0063] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A monitoring system for a heavy-duty truck vibration reduction system, characterized in that, include: The sensor measurement unit includes multiple test sensors, each of which is mounted on the vehicle and positioned at different vehicle operating condition measurement points. The multiple test sensors are used to measure vehicle displacement data at different operating condition measurement points. The data acquisition and synchronization unit is used to acquire and synchronize displacement data and corresponding vehicle speed data from different test sensors. The data processing and analysis unit is used to process and obtain the test data corresponding to each test sensor under different working conditions at the same time, based on the displacement data, corresponding vehicle speed data and corresponding timestamp of each test sensor. The test data includes the displacement data and vehicle speed data corresponding to the same time.

2. The heavy-duty truck vibration reduction system monitoring system according to claim 1, characterized in that, The test sensors include a first sensor and a second sensor. The first sensor is arranged diagonally on the vehicle body structure on one side of the cab mounting point, and the second sensor is symmetrically arranged on the vehicle frame structure on one side of the chassis suspension shock absorber mounting point.

3. The heavy-duty truck vibration reduction system monitoring system according to claim 1, characterized in that, The first and second sensors are pull-cord displacement sensors. The pull head of the test sensor is connected to the corresponding suspension or shock absorber moving part through a connector. The pull direction of the pull head is consistent with the direction of movement.

4. The heavy-duty truck vibration reduction system monitoring system according to claim 1, characterized in that, The data acquisition and synchronization unit includes a hub module, a running acquisition module, a bus acquisition module, and a communication network module. The hub module is electrically connected to the test sensor via a serial communication protocol. The running acquisition module is electrically connected to the hub module and the bus acquisition module via a serial communication interface. The running acquisition module is electrically connected to the communication network module via a serial communication interface.

5. The heavy-duty truck vibration reduction system monitoring system according to claim 1, characterized in that, The data processing and analysis unit includes a data parsing module, a vehicle speed calculation module, and an alignment and filtering module. The data parsing module and the vehicle speed calculation module are electrically connected to the operation acquisition module through a serial communication interface. The alignment and filtering module is electrically connected to the data parsing module and the vehicle speed calculation module through a serial communication interface.

6. The heavy-duty truck vibration reduction system monitoring system according to claim 5, characterized in that, The data processing and analysis unit further includes a visualization output module and a report generation module. The visualization output module is electrically connected to the alignment and filtering module via a serial communication interface, and the report generation module is electrically connected to the visualization output module via a serial communication interface.

7. The heavy-duty truck vibration reduction system monitoring system according to claim 5 or 6, characterized in that, The data acquisition and synchronization unit is configured with serial communication protocol parameters for preset working condition measurement points, and sends commands to read signals directly acquired by the sensors and data packets indirectly acquired by the sensors, so as to output a log file with a timestamp to the data processing and analysis unit. The data processing and analysis unit parses displacement-time series data based on log files with timestamps, processes and obtains displacement and speed data for each measuring point under different working conditions at the same time, aligns the calculated displacement and speed data with the time axis using timestamps, generates professional test charts, and outputs multiple core parameters.

8. A monitoring method for a heavy-duty truck vibration reduction system, characterized in that, The monitoring method is performed via the heavy-duty truck vibration reduction system monitoring system as described in any one of claims 1 to 7, and the monitoring method includes: Execute the synchronous acquisition loop process and send commands and data packets to read sensor acquisition signals. The data processing and analysis process is executed, and synchronous vehicle displacement data and vehicle speed data are obtained based on timestamps, and then filtered and matched to form a dataset.

9. The monitoring method for heavy-duty truck vibration reduction system according to claim 8, characterized in that, The execution of the synchronous acquisition loop process, sending instructions and data packets to read sensor acquisition signals, includes: Configure the serial communication protocol parameters of the test sensors based on the vehicle's preset operating condition test points; Send commands to read signals directly acquired by the sensors, and simultaneously send data packets indirectly acquired via the bus protocol. Receive displacement data and vehicle speed data with timestamps.

10. The monitoring method for heavy-duty truck vibration reduction system according to claim 8, characterized in that, The data processing and analysis process involves acquiring synchronized vehicle displacement and speed data based on timestamps, and then filtering and matching these data to form a dataset, including: Obtain displacement data with timestamps and calculate actual speed data, and simultaneously parse and read vehicle speed data with timestamps; A dataset is formed based on unified timestamp alignment and filtering matching; Complete the visualization output of data curves and generate test reports.

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