Chassis state detection system for vehicle

Abstract

The utility model discloses a vehicle chassis state detection system, which comprises a first detection device, a second detection device, a first transmission module, a second transmission module, a third transmission module, a fourth transmission module, a fourth transmission module and a fifth transmission module, and is characterized in that the first detection device is mounted in the center of a rim cover of the rim cover and acquires first acceleration data of a bead tire structure; the second detection device comprises a second accelerometer and a second transmission module, the second transmission module is in communication connection with the first transmission module, and the second detection device uses the second accelerometer to obtain second acceleration data of the chassis main body; the second detection device compares the second acceleration data with the first acceleration data in the same time interval to obtain an acceleration difference value, and compares the acceleration difference value with a preset acceleration threshold to generate a shock absorber signal, a vehicle width gap signal and / or a vehicle length gap signal.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle status detection, and more particularly to a vehicle chassis status detection system and a related vehicle condition detection method, particularly to a vehicle chassis status detection system and a related vehicle condition detection method, which detect changes in vehicle status caused by the normal operation of a suspension system, such as shock absorbers, and / or the position of a non-rim and tire structure in the chassis system or the normality of the gap between a component and the rim and tire structure while the vehicle is driving. Background Art

[0002] The state of a vehicle, especially an automobile, is constantly changing while driving. The condition of the vehicle indicated by this vehicle state is usually most closely related to whether the suspension system, such as shock absorbers, functions properly, and / or whether the position of non-rim and tire structures in the chassis system or the size of the gap between the components and the rim and tire structures is normal.

[0003] Shock absorbers are a crucial component of the suspension system, suppressing vibration and deformation caused by spring rebound and absorbing road impact. While the shock-absorbing springs filter out road vibrations when driving over uneven surfaces, the springs themselves undergo reciprocating motion, and the shock absorbers are designed to suppress this spring bounce. Therefore, the performance of the shock absorbers, including aging and failure, directly impacts the vehicle's ride comfort and handling, impacting driver and passenger safety. However, wear and failure of shock absorbers are inevitable over time, leading to the urgent need for timely inspection and replacement of shock absorbers. Similarly, as mileage accumulates, wear and failure can affect the position of non-rim-tire components within the chassis system, as well as the clearance between components and the rim-tire structure. These factors also require timely inspection and replacement to ensure safe and comfortable driving.

[0004] For example, while regular vehicle maintenance can involve maintenance personnel inspecting various accessories, such as shock absorbers or other chassis components, or forcibly replacing them at a predetermined time, this approach cannot fully guarantee road safety for drivers before the scheduled maintenance date. For example, these accessories may prematurely damage for various reasons. Furthermore, the regular forced replacement of these accessories results in unnecessary waste, placing a significant burden on consumers. Furthermore, drivers may neglect or forget to perform vehicle maintenance. These factors highlight the various bottlenecks currently facing this field. Furthermore, testing the gaps between shock absorbers and other chassis components often relies on experienced inspectors manually shaking the vehicle and using their experience to determine whether the gaps between the shock absorbers or other chassis components are normal. However, this manual inspection method, based on feel, is not objective and the results vary from person to person, easily leading to misjudgments. Furthermore, abnormalities in shock absorbers or other chassis components can only be detected during regular maintenance or brought to the factory for inspection when they occur. Therefore, drivers are unable to constantly monitor the vehicle's condition, which in turn affects driving safety and comfort.

[0005] Related technologies, such as Taiwan Province of China Invention Patent Publication No. TW202019733 (hereinafter referred to as Document 1), incorporate sensors such as gyroscopes, position sensors, or acceleration sensors on shock absorbers or suspension control arms. However, Document 1 utilizes two sensors to sense the height position or height change of the two wheels, transmits this information to a controller, calculates the height difference between the two wheels, and activates the anti-roll bar device to reduce the likelihood of vehicle body vibration when navigating uneven roads. This stabilizes the vehicle body and reduces discomfort for occupants when navigating bumpy roads. In other words, Document 1 cannot determine whether the gaps between shock absorbers or other chassis components are normal. Furthermore, when a shock absorber or other chassis component needs to be replaced, the sensor, which is still functioning properly, must also be replaced, resulting in sensor waste.

[0006] In summary, there is a real need for an on-board system and related methods that can automatically detect the vehicle status in real time to detect vehicle accessories (such as the gap size between shock absorbers or other chassis components of the car and the rim and tire structure), and notify the owner to perform relevant maintenance when necessary. Utility Model Content

[0007] The present invention addresses the technical problem of providing a vehicle chassis status detection system (or vehicle condition detection system) and a vehicle condition detection method, enabling the driver to understand the vehicle's real-time condition and perform maintenance. Specifically, the vehicle chassis status detection system and vehicle condition detection method utilize a detection device that is not located within the suspension system, such as the shock absorber, but is capable of detecting and determining whether the suspension system, such as the shock absorber, is functioning properly and / or whether the position of non-rim and tire structures in the chassis system or the size of the gap between the components and the rim and tire structures is normal. This eliminates the need to replace the detection device when the shock absorber needs to be replaced, thereby preventing waste of detection devices.

[0008] The technical means adopted in this utility model are as follows.

[0009] The present invention provides a vehicle chassis state detection system applicable to a vehicle, wherein a chassis system of the vehicle comprises at least a chassis main body and a rim-tire structure, wherein the rim-tire structure is connected to a wheel axle of the chassis main body; the wheel axle of the chassis main body is arranged above the chassis main body and one end is connected to the chassis main body; a rim of the rim-tire structure is mounted on the other end of the wheel axle, the outer peripheral surface of the rim is combined with a tire to form a rim-tire structure, the center of the rim is provided with a center hole and a rim cover is arranged in the center hole located in the center of the rim, and the rim cover rotates synchronously with the rotation of the rim or the tire, and a shock absorber of the chassis main body is connected to the wheel axle, the vehicle chassis state detection system comprises: a first detection device, the first detection device is mounted at a rim cover center position of the rim cover of the rim-tire structure, the first detection device comprises a first accelerometer and a first transmission module ... accelerometer comprises a first accelerometer and a first transmission module, the first accelerometer comprises a first accelerometer and a first transmission module, the first accelerometer comprises a first accelerometer and a first transmission module, the first accelerometer comprises a first accelerometer and a first transmission module, the first accelerometer comprises a first accelerometer and a first transmission module, the first accelerometer comprises a first accelerometer and An accelerometer is electrically coupled to the first transmission module, and the first detection device uses the first accelerometer to obtain first acceleration data of the rim-tire structure; and a second detection device is arranged on the chassis body, the second detection device includes a second accelerometer and a second transmission module, the second transmission module is electrically coupled to the second accelerometer and is communicatively connected to the first transmission module, and the second detection device uses the second accelerometer to obtain second acceleration data of the chassis body; wherein the first acceleration data is transmitted to the second transmission module via the first transmission module, and the second detection device compares the second acceleration data with the first acceleration data of the same time interval to obtain an acceleration difference value, and compares the acceleration difference value with a predetermined acceleration threshold to generate a shock absorber signal, a vehicle width gap signal and / or a vehicle length gap signal.

[0010] The present invention provides a vehicle chassis state detection system according to an embodiment of the present invention, which is applicable to a vehicle. A chassis system of the vehicle comprises at least a chassis body and a wheel tire structure, wherein the wheel tire structure is connected to a wheel axle of the chassis body; the wheel axle of the chassis body is arranged above the chassis body and one end is connected to the chassis body; a wheel rim of the wheel tire structure is mounted on the other end of the wheel axle, the outer peripheral surface of the wheel rim is combined with a tire to form a wheel tire structure, a center hole is provided in the center of the wheel rim, and a wheel rim cover is provided on the wheel rim. The center hole is located in the center of the wheel rim, and the wheel rim cover rotates synchronously with the rotation of the wheel rim or the tire, and a shock absorber of the chassis body is connected to the wheel axle. The vehicle chassis state detection system includes: a first detection device, which is installed at a wheel rim cover center position of the wheel rim cover of the wheel rim and tire structure, and the first detection device includes a first accelerometer and a first transmission module. The first accelerometer is electrically coupled to the first transmission module, and the first detection device uses the first accelerometer to obtain the wheel rim and tire state. a first acceleration data of a structure; and a second detection device disposed on the chassis body, the second detection device comprising a second accelerometer and a second transmission module, the second transmission module being electrically coupled to the second accelerometer and communicatively connected to the first transmission module, and the second detection device utilizing the second accelerometer to obtain second acceleration data of the chassis body; a data center comprising a third communication module, the third communication module being signally connected to the second communication module to receive detection data from the second detection device, wherein the detection data comprises the first acceleration data and the second acceleration data; and a computing module coupled to the third communication module, the computing module being configured to process the detection data; wherein the computing module compares the second acceleration data with the first acceleration data of the same time interval to obtain an acceleration difference value, and compares the acceleration difference value with a predetermined acceleration threshold value to generate a shock absorber signal, a vehicle width clearance signal, and / or a vehicle length clearance signal.

[0011] One embodiment of the present invention provides a vehicle chassis status detection system comprising at least one first detection device, a second detection device, and a data center. The at least one first detection device is disposed on a corresponding one of a plurality of wheel rims of a vehicle. Each of the at least one first detection device comprises a first transmission module and a first accelerometer. The first accelerometer is coupled to the first transmission module and is configured to obtain first acceleration data corresponding to the corresponding one of the wheel rims. The second detection device is disposed at a center position of the vehicle and comprises a second accelerometer and a second transmission module. The second accelerometer is configured to obtain second acceleration data corresponding to the center position. The second transmission module is coupled to the second accelerometer and communicatively connected to the first transmission module and is configured to transmit detection data associated with the first acceleration data and the second acceleration data. The data center is configured to receive the detection data, generate a calculation result based on the detection data, and broadcast a vehicle status message to a client based on the calculation result.

[0012] Another embodiment of the present invention provides a vehicle chassis status detection system, comprising at least one first detection device, a second detection device, and a processing module. The at least one first detection device is respectively disposed at a corresponding one of a plurality of wheel rims of a vehicle, and each of the at least one first detection device comprises: a first transmission module and a first accelerometer. The first accelerometer is coupled to the first transmission module to obtain first acceleration data corresponding to the corresponding one of the wheel rims. The second detection device is disposed at a center position of the vehicle, and the second detection device comprises a second accelerometer and a second transmission module. The second accelerometer is used to obtain second acceleration data corresponding to the center position. The second transmission module is coupled to the second accelerometer and is communicatively connected to the first transmission module. The processing module is coupled to the second transmission module to generate a vehicle condition message based on the first acceleration data and the second acceleration data.

[0013] Another embodiment of the present invention provides a vehicle condition detection method, comprising: respectively setting at least one first detection device on a corresponding one of a plurality of wheel rim covers of a vehicle, and setting a second detection device at a center position of the vehicle; obtaining first acceleration data corresponding to the corresponding one of the wheel rim covers through each of the at least one first detection device; obtaining second acceleration data corresponding to the center position through the second detection device; generating detection data based on the first acceleration data and the second acceleration data; and transmitting the detection data to a data center, the data center generating a calculation result based on the detection data, and broadcasting a vehicle condition message to a client based on the calculation result.

[0014] Another embodiment of the present invention provides a vehicle condition detection method, comprising: respectively setting at least one first detection device on a corresponding one of a plurality of wheel rim covers of a vehicle, and setting a second detection device at a center position of the vehicle; obtaining first acceleration data corresponding to the corresponding one of the wheel rim covers through each of the at least one first detection device; obtaining second acceleration data corresponding to the center position through the second detection device; and generating a calculation result based on the first acceleration data and the second acceleration data, and playing a vehicle condition message based on the calculation result.

[0015] The technical effects produced by the present invention: In summary, the present invention detects the acceleration change of the wheel rim, the tire, the rim-tire structure or the wheel rim cover relative to the chassis body to determine whether the vehicle components or consumables need to be replaced. For example, when the calculation result shows that the acceleration change of the wheel rim, the tire, the rim-tire structure or the wheel rim cover is abnormal, it is very likely that there is a problem with the performance of the shock absorber, or the gap size between the chassis body and the rim-tire structure is abnormal and the chassis components may need to be adjusted or replaced. At this time, the client receives a notification to arrange time to go to the car factory for repairs and maintenance. In this way, in the case that the vehicle accessories are damaged in advance, the driver does not have to wait until the scheduled maintenance day to perform maintenance, so the present invention can improve the road safety of drivers. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1A Schematic diagram of a vehicle chassis status detection system according to an embodiment of the present invention;

[0017] Figure 1B Schematic diagram of the structure of a vehicle chassis status detection system according to one embodiment of the present invention;

[0018] Figure 2 for Figure 1A A schematic diagram of a first detection device communicating with a second detection device;

[0019] Figure 3 is a schematic diagram of a vehicle chassis status detection system according to another embodiment of the present invention;

[0020] Figure 4A A schematic diagram of the acceleration obtained by the first detection device;

[0021] Figure 4B A schematic diagram of the acceleration obtained by the second detection device;

[0022] Figure 5 is a flow chart of a vehicle condition detection method according to an embodiment of the present invention; and

[0023] Figure 6FIG. 4 is a flow chart of a vehicle condition detection method according to another embodiment of the present invention.

[0024] Explanation of symbols:

[0025] 100: Vehicle

[0026] 110: First Detection Device

[0027] 112: First transmission module

[0028] 114: First Accelerometer

[0029] 120: Second detection device

[0030] 122: Second transmission module

[0031] 124: Second accelerometer

[0032] 126: Processing module

[0033] 130: shock absorber

[0034] 140: Chassis body

[0035] 141: Chassis center axis

[0036] 142: Chassis center position

[0037] 150: Axle

[0038] 160: rims

[0039] 161: Center hole

[0040] 170: Tire

[0041] 180: wheel rim cover

[0042] 181: Center position of wheel rim cover

[0043] 200: Data Center

[0044] 220: Third communication module

[0045] 230: Operation module

[0046] 232: Artificial Intelligence Computing Unit

[0047] 300: Client

[0048] 502, 504, 506, 508, 510, 512, 514: Steps

[0049] 602, 604, 606, 608, 610, 612: Steps

[0050] 1000, 2000: Vehicle chassis status detection system

[0051] A1: First axial acceleration

[0052] A2: Second axial acceleration

[0053] AS: oblique acceleration

[0054] AF: Effective acceleration

[0055] B: Circuit board

[0056] C: Sensor

[0057] D: Processor

[0058] E: Wireless transceiver unit

[0059] F: Power supply unit

[0060] G: direction of gravity

[0061] H: Memory unit

[0062] T: rim structure

[0063] X: First reference axis

[0064] Y: Second reference axis

[0065] Z: The third reference axis

[0066] x, x': first detection axis

[0067] y, y': Second detection axis

[0068] z, z': the third detection axis

[0069] θ: rotation angle

[0070] θ1: first angle

[0071] θ2: second angle. DETAILED DESCRIPTION

[0072] Please refer to Figure 1A and Figure 1B , Figure 1A FIG. 1 is a schematic diagram of a vehicle chassis status detection system 1000 according to an embodiment of the present invention. Figure 1B FIG. 1 is a schematic diagram of a vehicle chassis status detection system 1000 according to an embodiment of the present invention. Figure 1A and Figure 1BAs shown, the chassis state detection system 1000 includes at least a first detection device 110, a second detection device 120, and a data center 200. The second detection device 120 and the data center 200 perform data transmission through wireless communication. The first detection device 110 and the second detection device 120 also perform data transmission through wireless communication. The wireless communication includes WiFi, Bluetooth, wireless frequency, near field communication, or the like. The first detection device 110 and the second detection device 120 are arranged on a vehicle 100. The data center 200 can be a cloud platform, a server of a vehicle manufacturer, a computer device, an on-board computer, or even a portable computer device such as a smart phone or a tablet. For the convenience of description, the vehicle 100 is described as a four-wheeled passenger car in this embodiment, but the present application is not limited thereto. For example, the vehicle 100 can have more than four tires, wheels, wheel covers, and tire structures, or less than four tires, wheels, wheel covers, and tire structures. A chassis system of the vehicle 100 includes at least a chassis body 140 and a tire structure T. The tire structure T is connected to an axle 150 of the chassis body 140. The axle 150 of the chassis body 140 is arranged above the chassis body 140 and connected to the chassis body 140 at one end. A wheel 160 of the tire structure T is arranged at the other end of the axle 150. An outer periphery of the wheel 160 is combined with a tire 170 to form the tire structure T. A center hole 161 is arranged at the center of the wheel 160. A wheel cover 180 is arranged or sleeved on the center hole 161 at the center of the wheel 160. The wheel cover 180 can rotate synchronously with the wheel 160 or the tire 170. In addition, a shock absorber 130 of a suspension system of the chassis body 140 is connected to the axle 150. In other words, the chassis system can include the shock absorber 130, the chassis body 140, the axle 150, the wheel 160, the tire 170, the wheel cover 180, and other components recognized by those skilled in the art. Generally, the chassis body 140 can refer to an assembly of other components in the chassis system except the tire structure T. In this embodiment, the first detection device 110 can be installed or arranged at a wheel cover center position 181 of the wheel cover 180 of the tire structure T to detect acceleration data of the wheel 160, the tire 170, the tire structure T, or the wheel cover 180 in a gravity-related direction, a vehicle width direction, and / or a vehicle length direction. The wheel cover center position 181 of the wheel cover 180 corresponds to the axis of the axle 150.Furthermore, the second detection device 120 can be installed in the chassis system of the vehicle 100 and not in the tire structure T or the shock absorber 130. Preferably, the second detection device 120 can be installed at any location on the chassis body 140 of the vehicle 100 to detect acceleration data of the chassis body 140 in the gravity-related direction, the vehicle width direction, and / or the vehicle length direction. The second detection device 120 is preferably located at any point on a chassis center axis 141 of the chassis body 140, and most preferably located at a chassis center location 142 on the chassis center axis 141 of the chassis body 140. Therefore, the first detection device 110 and the second detection device 120 each independently include at least one accelerometer. Specifically, the gravity-related directions are the gravity direction G and the anti-gravity direction, with the anti-gravity direction being the direction opposite to the gravity direction G. In addition, the first reference axis X is defined as the direction from the bottom of the vehicle to the roof, which can also be understood as the gravity-related direction; the second reference axis Y is defined as the length direction of the vehicle; and the third reference axis Z is defined as the width direction of the vehicle. Moreover, the first reference axis X, the second reference axis Y, and the third reference axis Z are perpendicular to each other.

[0073] For another example, the first detection device 110 and the second detection device 120 each include a circuit board B, at least one sensor C, a processor D, a wireless transceiver unit E, a power supply unit F, and a memory unit H. The sensor C, the processor D, the wireless transceiver unit E, the power supply unit F, and the memory unit H are disposed on the circuit board B and are electrically connected to the processor D. The two power supply units F provide power to the first detection device 110 and the second detection device 120, respectively. The two memory units H can store firmware required by the two processors D to perform calculations or transmit data. The two power supply units F can be button batteries or rechargeable lithium batteries. The sensor C includes a microelectromechanical system (MEMS) accelerometer, also known as an acceleration sensor. The accelerometer can be a gravity accelerometer that detects acceleration components along three measurement axes as measurement data. This is known as a triaxial accelerometer. When installed, the triaxial accelerometer aligns its three measurement axes with the gravity-related direction, the vehicle width direction, and / or the vehicle length direction, respectively. The gravity-related direction, the vehicle width direction, and the vehicle length direction are perpendicular to each other. The measurement data (e.g., the acceleration components along the three measurement axes) is transmitted to the processor D. The processor D includes a computing unit that calculates the measurement data according to a predetermined algorithm to obtain acceleration data in the gravity-related direction, the vehicle width direction, and / or the vehicle length direction.

[0074] For example, the first detection device 110 obtains first acceleration data, which includes acceleration data in a first gravity-related direction, acceleration data in a first vehicle width direction, and / or acceleration data in a first vehicle length direction of the first detection device 110; the second detection device 120 obtains second acceleration data, which includes acceleration data in a second gravity-related direction, acceleration data in a second vehicle width direction, and / or acceleration data in a second vehicle length direction of the second detection device 120. Specifically, the first detection device 110 and / or the second detection device 120 may integrate the first acceleration data and / or the second acceleration data to obtain first velocity data, second velocity data, first displacement data, and second displacement data. Therefore, the first speed data may include speed data in a first gravity-related direction, speed data in a first vehicle width direction and / or speed data in a first vehicle length direction; the second speed data may include speed data in a second gravity-related direction, speed data in a second vehicle width direction and / or speed data in a second vehicle length direction; the first displacement data may include displacement data in a first gravity-related direction, displacement data in a first vehicle width direction and / or displacement data in a first vehicle length direction; the second displacement data may include displacement data in a second gravity-related direction, displacement data in a second vehicle width direction and / or displacement data in a second vehicle length direction. The first acceleration data, the first velocity data, and / or the first displacement data obtained by the first detection device 110 are transmitted to another wireless transceiver unit (or the second transmission module described below) of the second detection device 120 via the wireless transceiver unit (or the first transmission module described below) of the first detection device 110. The second detection device 120 then compares the second acceleration data, the second velocity data, and / or the second displacement data with the first acceleration data, the first velocity data, and / or the first displacement data of the same time interval to respectively determine an acceleration difference value, a velocity difference value, and / or a displacement difference value. The second detection device 120 then compares the acceleration difference value, the velocity difference value, or the displacement difference value with a predetermined acceleration threshold value, a predetermined velocity threshold value, or a predetermined displacement threshold value to generate a shock absorber signal, a vehicle width clearance signal, and / or a vehicle length clearance signal. The aforementioned time interval can be, for example, a 1 / 2700 second time interval, that is, the first detection device 110 and the second detection device 120 continuously obtain the first acceleration data and the second acceleration data, respectively, every 1 / 2700 second. The aforementioned same time interval refers to a time interval formed by the same starting point and end point.

[0075] For example, the second detection device 120 compares the acceleration data of the first gravity-related direction, the speed data of the first gravity-related direction and / or the displacement data of the first gravity-related direction with the acceleration data of the second gravity-related direction, the speed data of the second gravity-related direction and / or the displacement data of the second gravity-related direction in the same time interval respectively to obtain an acceleration difference value of the gravity-related direction, a speed difference value of the gravity-related direction and / or a displacement difference value of the gravity-related direction respectively. When the acceleration difference value of the gravity-related direction, the speed difference value of the gravity-related direction and / or the displacement difference value of the gravity-related direction are respectively greater than the gravity difference value, the second detection device 120 compares the acceleration data of the first gravity-related direction, the speed data of the second gravity-related direction and / or the displacement data of the second gravity-related direction in the same time interval respectively to obtain an acceleration difference value of the gravity-related direction, a speed difference value of the gravity-related direction and / or a displacement difference value of the gravity-related direction respectively. When the acceleration difference value in the gravity-related direction, the velocity difference value in the gravity-related direction, and / or the displacement difference value in the gravity-related direction are respectively less than or equal to the predetermined acceleration threshold value in the gravity-related direction, the predetermined velocity threshold value in the gravity-related direction, and / or the predetermined displacement threshold value in the gravity-related direction, the shock absorber 130 is determined to be able to operate normally, and a shock absorber normal signal of the shock absorber signal is generated.

[0076] Similarly, the second detection device 120 compares the acceleration data in the first vehicle width direction, the speed data in the first vehicle width direction and / or the displacement data in the first vehicle width direction with the acceleration data in the second vehicle width direction, the speed data in the second vehicle width direction and / or the displacement data in the second vehicle width direction in the same time interval respectively to obtain an acceleration difference value in the vehicle width direction, a speed difference value in the vehicle width direction and / or a displacement difference value in the vehicle width direction respectively. When the acceleration difference value in the vehicle width direction, the speed difference value in the vehicle width direction and / or the displacement difference value in the vehicle width direction respectively exceed a predetermined acceleration threshold value in the vehicle width direction, the acceleration difference value in the vehicle width direction, and / or the displacement difference value in the vehicle width direction respectively exceed a predetermined acceleration threshold value in the vehicle width direction. value, a predetermined speed threshold in the vehicle width direction and / or a predetermined displacement threshold in the vehicle width direction, it is determined that the width gap between the chassis main body 140 and the rim-tire structure T is too large, and a vehicle width gap abnormality signal of the vehicle width gap signal is generated; when the acceleration difference value in the vehicle width direction, the speed difference value in the vehicle width direction and / or the displacement difference value in the vehicle width direction are respectively less than or equal to the predetermined acceleration threshold in the vehicle width direction, the predetermined speed threshold in the vehicle width direction and / or the predetermined displacement threshold in the vehicle width direction, it is determined that the width gap between the chassis main body 140 and the rim-tire structure T is within the allowable range, and a vehicle width gap normal signal of the vehicle width gap signal is generated.

[0077] Similarly, the second detection device 120 compares the acceleration data of the first vehicle length direction, the speed data of the first vehicle length direction and / or the displacement data of the first vehicle length direction with the acceleration data of the second vehicle length direction, the speed data of the second vehicle length direction and / or the displacement data of the second vehicle length direction in the same time interval respectively to obtain an acceleration difference value in the vehicle length direction, a speed difference value in the vehicle length direction and / or a displacement difference value in the vehicle length direction respectively. When the acceleration difference value in the vehicle length direction, the speed difference value in the vehicle length direction and / or the displacement difference value in the vehicle length direction are respectively greater than a predetermined acceleration difference value in the vehicle length direction threshold, a predetermined speed threshold in the vehicle length direction and / or a predetermined displacement threshold in the vehicle length direction, it is determined that the length gap between the chassis body 140 and the rim-tire structure T is too large, and a vehicle length gap abnormality signal of the vehicle length gap signal is generated; when the acceleration difference value in the vehicle length direction, the speed difference value in the vehicle length direction and / or the displacement difference value in the vehicle length direction are respectively less than or equal to the predetermined acceleration threshold in the vehicle length direction, the predetermined speed threshold in the vehicle length direction and / or the displacement threshold in the vehicle length direction, it is determined that the length gap between the chassis body 140 and the rim-tire structure T is within the allowable range, and a vehicle length gap normal signal of the vehicle length gap signal is generated.

[0078] The shock absorber abnormal signal indicates a performance issue with the shock absorber, which may require adjustment or replacement. The shock absorber abnormal signal, the vehicle width clearance abnormal signal, and / or the vehicle length clearance abnormal signal indicate an abnormal gap between the vehicle's chassis and the rim / tire structure, which may require adjustment or replacement of chassis components. The shock absorber normal signal, the vehicle width clearance normal signal, and the vehicle length clearance normal signal indicate that the gaps between the shock absorber, chassis, and rim / tire structure are normal, indicating that the vehicle is in good condition.

[0079] Then, the second detection device 120 transmits the shock absorber abnormality signal, the shock absorber normal signal, the vehicle width gap abnormality signal, the vehicle width gap normal signal, the vehicle length gap abnormality signal and / or the vehicle length gap normal signal to the data center 200 and / or a client 300 via another wireless transceiver unit of the second detection device 120.

[0080] In another embodiment, the first acceleration data obtained by the first detection device 110 is transmitted to the data center 200 via one of the wireless transceiver units, and the second acceleration data obtained by the second detection device 120 is transmitted to the data center 200 via another wireless transceiver unit. The difference from the previous embodiment is that a computing module 230 (see FIG. 2 ) of the data center 200 Figure 2 ) can integrate the first acceleration data and / or the second acceleration data to obtain the first velocity data, the second velocity data, the first displacement data, and the second displacement data. Similarly, the second acceleration data, the second velocity data, and / or the second displacement data are compared with the first acceleration data, the first velocity data, and / or the first displacement data of the same time interval by the computing module 230 of the data center 200, rather than by the second detection device 120.

[0081] For the sake of convenience, the following uses acceleration data as an example, but the same logic can be applied to velocity data and displacement data, so the velocity data and displacement data are not described in detail. Figure 2 , Figure 2 for Figure 1A and Figure 1B Schematic diagram of the communication between the first detection device 110 and the second detection device 120. Figure 2 As shown, each of the first detection devices 110 further includes a first transmission module 112 and a first accelerometer 114 (i.e., the aforementioned sensor). The first accelerometer 114 is electrically coupled to the first transmission module 112, and the first detection device 110 uses the first accelerometer 114 to obtain the first acceleration data corresponding to the rim and tire structure T. The second detection device 120 is disposed at the center position 142 of the chassis and includes a second accelerometer 124 (i.e., the aforementioned sensor) and a second transmission module 122. The second detection device 120 uses the second accelerometer 124 to obtain second acceleration data corresponding to the center position 142 of the chassis. The second transmission module 122 is electrically coupled to the second accelerometer 124 and communicatively connected to the first transmission module 112 for transmitting detection data associated with the first acceleration data and the second acceleration data, such as the first acceleration data, the second acceleration data, the first velocity data, the second velocity data, the first displacement data, and / or the second displacement data. The data center 200 receives the detection data, generates a calculation result based on the detection data, and broadcasts a vehicle status message to a client 300 based on the calculation result. The calculation result may include, for example, a shock absorber abnormality signal, a shock absorber normality signal, a vehicle width gap abnormality signal, a vehicle width gap normality signal, a vehicle length gap abnormality signal, and / or a vehicle length gap normality signal. For example, the client 300 may include at least one of a user's email address, a social media account, a mobile phone number, and an application. The vehicle status message may be at least one of an email, a text message, a voice file, an audio / visual effect, and a vibration effect.

[0082] According to an embodiment of the present application, any one of the first acceleration data and the second acceleration data comprises at least three-axis data. According to another embodiment of the present application, any one of the first detection device 110 and the second detection device 120 further comprises a gyroscope of a micro-electro-mechanical system (not shown in the figure). Please note that the acceleration data of the present application can be replaced by speed data or displacement data; or the present application can convert the detected acceleration data into speed data or displacement data.

[0083] According to an embodiment of the present application, the data center 200 comprises a third communication module 220, which is signal connected to the second transmission module 122 to receive the detection data from the second detection device 120, wherein the detection data can comprise the first acceleration data and the second acceleration data. Further, the detection data can also be the subtraction result of the first acceleration data and the second acceleration data, which has the physical meaning that it can detect whether a certain point on the tire structure T produces acceleration deviation, speed deviation or displacement deviation compared with the chassis center position 142, for example, according to the shock absorber abnormal signal, the shock absorber normal signal, the vehicle width gap abnormal signal, the vehicle width gap normal signal, the vehicle length gap abnormal signal and / or the vehicle length gap normal signal, thereby judging whether the components between the shock absorber, the chassis body and the tire structure of the vehicle 100 need to be checked, maintained or replaced. That is, the above operation result can be related to the wear state of at least one component corresponding to the corresponding vehicle 100, and the above vehicle condition information can be related to whether the component needs to be repaired. Alternatively, according to a preferred embodiment of the present application, the at least one component comprises at least one or more of the shock absorber, other components constituting the chassis (such as triangular frame, monk head, Li Zai string and other parts).

[0084] The operation module 230 is coupled to the third communication module 220 to process the detection data. According to a preferred embodiment of the present application, the operation module 230 comprises an artificial intelligence operation unit 232, which is trained according to vehicle driving data. The vehicle driving data can be the statistical data of a specific vehicle model performing a predetermined number of driving times in a special venue, and the artificial intelligence operation unit 232 generates a training result after training, which can then automatically judge whether a new piece of received acceleration data (such as the first acceleration data and / or the second acceleration data from the first detection device 110 and / or the second detection device 120) has an abnormal condition. For example, the artificial intelligence operation unit 232 can adopt a neural network algorithm for training, and in the training process, multiple pieces of special track measured data are fed in, and the special track can be divided into flat road surface, rugged road surface and mountain slope road surface, etc.

[0085] In another embodiment, the operation module 230 may compare the detection data with an original acceleration data to generate an operation result. This method may not use the artificial intelligence operation unit 232, or the artificial intelligence operation unit 232 may calculate the above-mentioned original acceleration data in advance.

[0086] Therefore, the predetermined acceleration threshold in the gravity-related direction, the predetermined speed threshold in the gravity-related direction, the predetermined displacement threshold in the gravity-related direction, the predetermined acceleration threshold in the vehicle width direction, the predetermined speed threshold in the vehicle width direction, the predetermined displacement threshold in the vehicle width direction, the predetermined acceleration threshold in the vehicle length direction, the predetermined speed threshold in the vehicle length direction and / or the displacement threshold in the vehicle length direction may be provided by the original manufacturer of a specific vehicle model, or may be the training result obtained by the artificial intelligence computing unit 232 based on the statistical data of the vehicle driving data of the aforementioned specific vehicle model performing a predetermined number of driving operations in a dedicated venue.

[0087] Please refer to Figure 3 , Figure 3 FIG. 2 is a schematic diagram of a vehicle chassis status detection system 2000 according to another embodiment of the present invention. Figure 3 As shown, the difference between vehicle chassis status detection system 2000 and vehicle chassis status detection system 1000 is that vehicle chassis status detection system 2000 can perform offline calculations. That is, vehicle chassis status detection system 2000 can generate the calculation results on the vehicle side, without uploading the detection data to the data center 200, the cloud, or the manufacturer. The second detection device 120 additionally includes a processing module 126 (the aforementioned processor D), coupled to the second transmission module 122, for generating the calculation results or a warning message based on the first acceleration data and the second acceleration data. The warning message or calculation result may include, for example, a shock absorber abnormality signal, a shock absorber normality signal, a vehicle width clearance abnormality signal, a vehicle width clearance normality signal, a vehicle length clearance abnormality signal, and / or a vehicle length clearance normality signal. Processing module 126 is coupled or communicatively connected to a display device (not shown) in vehicle 100 to display the warning message. The display device may be an onboard screen or dashboard. For example, the calculation result of the processing module 126 may be associated with the wear status of at least one component corresponding to the vehicle 100 , and the vehicle condition information may be related to whether to perform maintenance on the component.

[0088] To help understand the technology of this utility model, please refer to Figure 4A , Figure 4AThe figure shows the acceleration obtained by the first detection device 110. The first detection device 110 is installed at the center 181 of the wheel rim cover 180. The first detection device 110 includes the first accelerometer 114 and the gyroscope. During initial installation, the first detection axis x of the first accelerometer 114 is set to the direction from the bottom to the top of the vehicle (also understood as the gravity-related direction); the second detection axis y is set to the length of the vehicle; and the third detection axis z is set to the width of the vehicle and corresponds to the axis of the wheel axle 150. The three detection axes of the gyroscope are set in the same direction as the first accelerometer 114. In other words, during initial installation, the first detection axis x, second detection axis y, and third detection axis z are parallel to the first reference axis X, second reference axis Y, and third reference axis Z, respectively. Figure 4A The oblique acceleration AS can be calculated using the Pythagorean theorem based on the first axial acceleration A1 measured about the first detection axis x and the second axial acceleration A2 measured about the second detection axis y. The rotation angle θ of the tire-rim structure T caused by the vehicle's movement is measured by the gyroscope. The angle between the second axial acceleration A2 and the oblique acceleration AS is the second angle θ2, and the angle between the oblique acceleration AS and the first reference axis X is the first angle θ1. Therefore, when θ is not an integer multiple of 90 degrees, the effective acceleration AF in the gravity-related direction can be calculated using the following formula:

[0089] θ2 = tan -1 (A2 / A1) formula (1);

[0090] θ1 = (90 degrees-θ-θ2) equation (2);

[0091] AF = AS*cos(θ1) equation (3).

[0092] It is worth noting that the above principle of calculating effective acceleration can also be applied to the calculation of effective velocity and effective displacement in gravity-related directions.

[0093] When θ is an odd multiple of 90 degrees, the effective acceleration AF in the gravity-related direction is the second axial acceleration A2 measured along the second detection axis y. When θ is an even multiple of 90 degrees, the effective acceleration AF in the gravity-related direction is the first axial acceleration A1 measured along the first detection axis x. Therefore, the effective acceleration AF in the gravity-related direction is the acceleration data for the first gravity-related direction. Furthermore, the acceleration data measured along the third detection axis z is the acceleration data for the first vehicle width direction.

[0094] Similarly, the acceleration data in the first vehicle length direction can imitate the above-mentioned method of obtaining the effective acceleration AF in the gravity-related direction. The only difference is that when calculating the acceleration data in the first vehicle length direction, the acceleration data in the vehicle length direction is used as the calculation result, so it will not be repeated here.

[0095] Please refer to Figure 4B , Figure 4B The figure is a schematic diagram illustrating acceleration obtained by the second detection device 120. The second detection device 120 is located at the center 142 of the chassis body 140, on the chassis central axis 141. The second detection device 120 includes a second accelerometer 124. During installation, the first detection axis x' of the second accelerometer 124 is set in the direction from the bottom to the top of the vehicle (also understood as the gravity-related direction); the second detection axis y' is set in the vehicle length direction; and the third detection axis z' is set in the vehicle width direction. Therefore, the second detection device 120 can obtain acceleration data in the second gravity-related direction, the second vehicle width direction, and the second vehicle length direction from the first detection axis x', the second detection axis y', and the third detection axis z' of the second accelerometer 124, respectively.

[0096] Therefore, as mentioned above, the second detection device 120 or the data center 200 is able to compare the acceleration data of the first gravity-related direction, the speed data of the first gravity-related direction and / or the displacement data of the first gravity-related direction with the acceleration data of the second gravity-related direction, the speed data of the second gravity-related direction and / or the displacement data of the second gravity-related direction in the same time interval respectively, and respectively obtain the acceleration difference value of the gravity-related direction, the speed difference value of the gravity-related direction and / or the displacement difference value of the gravity-related direction. When the acceleration difference value of the gravity-related direction, the speed difference value of the gravity-related direction and / or the displacement difference value of the gravity-related direction are obtained, the acceleration difference value of the gravity-related direction, the speed difference value of the gravity-related direction and / or the displacement difference value of the gravity-related direction are obtained. When the displacement difference values ​​in the gravity-related direction are respectively greater than the predetermined acceleration threshold value in the gravity-related direction, the predetermined speed threshold value in the gravity-related direction and / or the predetermined displacement threshold value in the gravity-related direction, it is determined that the shock absorber 130 cannot operate normally, and an abnormal shock absorber signal is generated; when the acceleration difference value in the gravity-related direction, the speed difference value in the gravity-related direction and / or the displacement difference value in the gravity-related direction are respectively less than or equal to the predetermined acceleration threshold value in the gravity-related direction, the predetermined speed threshold value in the gravity-related direction and / or the predetermined displacement threshold value in the gravity-related direction, it is determined that the shock absorber 130 can operate normally, and a normal shock absorber signal is generated.

[0097] Therefore, as mentioned above, the second detection device 120 or the data center 200 is able to compare the acceleration data of the first vehicle width direction, the speed data of the first vehicle width direction and / or the displacement data of the first vehicle width direction with the acceleration data of the second vehicle width direction, the speed data of the second vehicle width direction and / or the displacement data of the second vehicle width direction in the same time interval respectively to obtain the acceleration difference value of the vehicle width direction, the speed difference value of the vehicle width direction and / or the displacement difference value of the vehicle width direction respectively. When the acceleration difference value of the vehicle width direction, the speed difference value of the vehicle width direction and / or the displacement difference value of the vehicle width direction are respectively greater than the vehicle width direction, the acceleration difference value of the vehicle width direction, the speed difference value of the vehicle width direction and / or the displacement difference value of the vehicle width direction are respectively greater than the vehicle width direction. When the predetermined acceleration threshold in the vehicle width direction, the predetermined speed threshold in the vehicle width direction and / or the predetermined displacement threshold in the vehicle width direction are exceeded, it is determined that the width gap between the chassis body 140 and the rim-tire structure T is too large, and an abnormal vehicle width gap signal is generated; when the acceleration difference value in the vehicle width direction, the speed difference value in the vehicle width direction and / or the displacement difference value in the vehicle width direction are respectively less than or equal to the predetermined acceleration threshold in the vehicle width direction, the predetermined speed threshold in the vehicle width direction and / or the predetermined displacement threshold in the vehicle width direction, it is determined that the width gap between the chassis body 140 and the rim-tire structure T is within the allowable range, and a normal vehicle width gap signal is generated.

[0098] Therefore, as mentioned above, the second detection device 120 or the data center 200 is able to compare the acceleration data of the first vehicle length direction, the speed data of the first vehicle length direction and / or the displacement data of the first vehicle length direction with the acceleration data of the second vehicle length direction, the speed data of the second vehicle length direction and / or the displacement data of the second vehicle length direction in the same time interval respectively, and respectively obtain the acceleration difference value of the vehicle length direction, the speed difference value of the vehicle length direction and / or the displacement difference value of the vehicle length direction. When the acceleration difference value of the vehicle length direction, the speed difference value of the vehicle length direction and / or the displacement difference value of the vehicle length direction are respectively greater than the vehicle length, the acceleration difference value of the vehicle length direction, the speed difference value of the vehicle length direction and / or the displacement difference value of the vehicle length direction are respectively greater than the vehicle length. When the predetermined acceleration threshold in the vehicle length direction, the predetermined speed threshold in the vehicle length direction and / or the predetermined displacement threshold in the vehicle length direction are exceeded, it is determined that the length gap between the chassis body 140 and the rim-tire structure T is too large, and a vehicle length gap abnormality signal is generated; when the acceleration difference value in the vehicle length direction, the speed difference value in the vehicle length direction and / or the displacement difference value in the vehicle length direction are respectively less than or equal to the predetermined acceleration threshold in the vehicle length direction, the predetermined speed threshold in the vehicle length direction and / or the displacement threshold in the vehicle length direction, it is determined that the length gap between the chassis body 140 and the rim-tire structure T is within the allowable range, and a vehicle length gap normal signal is generated.

[0099] Please refer to Figure 5 , Figure 5 Flowchart of the vehicle condition detection method according to one embodiment of the present invention. Please note that these steps do not necessarily need to be followed if substantially the same results can be obtained. Figure 5 Execute in the order shown. Figure 5 The method shown can be Figure 1A 、 Figure 1B The vehicle chassis status detection system 1000 shown in FIG. 1 is employed and can be briefly summarized as follows:

[0100] Step 502: Start;

[0101] Step 504: Dispose at least one first detection device on a corresponding one of a plurality of wheel rims of the vehicle, and dispose a second detection device at a center position of the vehicle;

[0102] Step 506: Obtain first acceleration data corresponding to a corresponding one of the wheel rim covers through each of the first detection devices;

[0103] Step 508: Obtain second acceleration data corresponding to the center position via a second detection device;

[0104] Step 510: Generate detection data according to the first acceleration data and the second acceleration data; and

[0105] Step 512: Generate a calculation result based on the detection data, and broadcast the vehicle status information to the client based on the calculation result; and

[0106] Step 514: End.

[0107] During operation, the vehicle chassis status detection system can be used to understand Figure 5 For the sake of brevity, further description of each step will be omitted here.

[0108] Please refer to Figure 6 , Figure 6 This is a flow chart of a vehicle condition detection method according to another embodiment of the present invention. Please note that these steps do not necessarily need to be followed if substantially the same results can be obtained. Figure 6 Execute in the order shown. Figure 6 The method shown can be Figure 3 The vehicle chassis status detection system 2000 shown in FIG. 2 may be briefly summarized as follows:

[0109] Step 602: Start;

[0110] Step 604: Dispose at least one first detection device on a corresponding one of a plurality of wheel rims of the vehicle, and dispose a second detection device at a center position of the vehicle;

[0111] Step 606: Obtain first acceleration data corresponding to a corresponding one of the wheel rim covers through each of the first detection devices;

[0112] Step 608: Obtain second acceleration data corresponding to the center position through a second detection device;

[0113] Step 610: Generate a calculation result according to the first acceleration data and the second acceleration data, and play a vehicle condition message according to the calculation result; and

[0114] Step 612: End.

[0115] During operation, the vehicle chassis status detection system can be used to understand Figure 6 For the sake of brevity, further description of each step will be omitted here.

[0116] In summary, the present invention detects changes in the acceleration of the rim, tire, rim-tire structure, or wheel cover relative to the chassis to determine whether vehicle components or consumables require replacement. For example, if the calculation results indicate abnormal changes in the acceleration of the rim, tire, rim-tire structure, or wheel cover, it is likely a performance issue with the shock absorber (e.g., an abnormal shock absorber signal) or an abnormal gap between the chassis and rim structure (e.g., an abnormal vehicle width clearance signal or an abnormal vehicle length clearance signal), potentially necessitating adjustment or replacement of chassis components. Upon receiving this notification, the client can schedule a visit to the car repair shop for repair and maintenance. This eliminates the need to wait until the scheduled maintenance date for prematurely damaged vehicle components, thereby improving road safety. Furthermore, if vehicle components are in excellent condition (e.g., a normal shock absorber signal, a normal vehicle width clearance signal, or a normal vehicle length clearance signal), the present invention can avoid unnecessary waste caused by forced replacement. Moreover, when the shock absorber needs to be replaced, the detection device does not need to be replaced, thus avoiding waste of the detection device.

Claims

1. A vehicle chassis status detection system, characterized in that: Applicable to a vehicle (100), a chassis system of the vehicle (100) comprises at least a chassis body (140) and a tire structure (T), the tire structure (T) being connected to a wheel axle (150) of the chassis body (140); the wheel axle (150) of the chassis body (140) being arranged above the chassis body (140) and having one end connected to the chassis body (140); a wheel rim (160) of the tire structure (T) being mounted on the other end of the wheel axle (150), and the outer periphery of the wheel rim (160) being The wheel rim (160) is combined with a tire (170) to form the rim-tire structure (T); a center hole (161) is provided at the center of the wheel rim (160); a wheel rim cover (180) is provided at the center hole (161) located at the center of the wheel rim (160); and the wheel rim cover (180) rotates synchronously with the rotation of the wheel rim (160) or the tire (170); and a shock absorber (130) of the chassis body (140) is connected to the wheel axle (150). The vehicle chassis state detection system (1000) comprises: A first detection device (110) is installed at a rim cover center position (181) of the rim cover (180) of the rim and tire structure (T). The first detection device (110) includes a first accelerometer (114) and a first transmission module (112). The first accelerometer (114) is electrically coupled to the first transmission module (112). The first detection device (110) uses the first accelerometer (114) to obtain first acceleration data of the rim and tire structure (T); and A second detection device (120) is disposed on the chassis body (140), the second detection device (120) comprising a second accelerometer (124) and a second transmission module (122), the second transmission module (122) being electrically coupled to the second accelerometer (124) and communicatively connected to the first transmission module (112), and the second detection device (120) uses the second accelerometer (124) to obtain second acceleration data of the chassis body (140); The first acceleration data is transmitted to the second transmission module (122) via the first transmission module (112), and the second detection device (120) compares the second acceleration data with the first acceleration data of the same time interval to obtain an acceleration difference value, and compares the acceleration difference value with a predetermined acceleration threshold to generate a shock absorber signal, a vehicle width gap signal and / or a vehicle length gap signal.

2. The vehicle chassis status detection system according to claim 1, characterized in that: The first acceleration data includes acceleration data of a first gravity-related direction of the first detection device (110), acceleration data of a first vehicle width direction, and / or acceleration data of a first vehicle length direction, and the second acceleration data includes acceleration data of a second gravity-related direction of the second detection device (120), acceleration data of a second vehicle width direction, and / or acceleration data of a second vehicle length direction.

3. The vehicle chassis status detection system according to claim 2, characterized in that: The second detection device (120) compares the acceleration data of the first gravity-related direction with the acceleration data of the second gravity-related direction in the same time interval to obtain an acceleration difference value in the gravity-related direction. When the acceleration difference value in the gravity-related direction is greater than a predetermined acceleration threshold value in the gravity-related direction, it is determined that the shock absorber (130) cannot operate normally, and a shock absorber abnormality signal of the shock absorber signal is generated; when the acceleration difference value in the gravity-related direction is less than or equal to the predetermined acceleration threshold value in the gravity-related direction, it is determined that the shock absorber (130) can operate normally, and a shock absorber normal signal of the shock absorber signal is generated.

4. The vehicle chassis status detection system according to claim 2, wherein: The second detection device (120) compares the acceleration data of the first vehicle width direction with the acceleration data of the second vehicle width direction in the same time interval to obtain an acceleration difference value in the vehicle width direction. When the acceleration difference value in the vehicle width direction is greater than a predetermined acceleration threshold value in the vehicle width direction, it is determined that the width gap between the chassis body (140) and the rim-tire structure (T) is too large, and a vehicle width gap abnormality signal of the vehicle width gap signal is generated; when the acceleration difference value in the vehicle width direction is less than or equal to the predetermined acceleration threshold value in the vehicle width direction, it is determined that the width gap between the chassis body (140) and the rim-tire structure (T) is within an allowable range, and a vehicle width gap normal signal of the vehicle width gap signal is generated.

5. The vehicle chassis status detection system according to claim 2, wherein: The second detection device (120) compares the acceleration data of the first vehicle length direction with the acceleration data of the second vehicle length direction in the same time interval to obtain an acceleration difference value in the vehicle length direction. When the acceleration difference value in the vehicle length direction is greater than a predetermined acceleration threshold value in the vehicle length direction, it is determined that the length gap between the chassis body (140) and the rim-tire structure (T) is too large, and a vehicle length gap abnormality signal of the vehicle length gap signal is generated; when the acceleration difference value in the vehicle length direction is less than or equal to the predetermined acceleration threshold value in the vehicle length direction, it is determined that the length gap between the chassis body (140) and the rim-tire structure (T) is within an allowable range, and a vehicle length gap normal signal of the vehicle length gap signal is generated.

6. The vehicle chassis status detection system according to claim 1, wherein: The first detection device (110) and / or the second detection device (120) integrates the first acceleration data and / or the second acceleration data to obtain first velocity data, second velocity data, first displacement data and / or second displacement data, and the first acceleration data, the first velocity data and / or the first displacement data obtained by the first detection device (110) are transmitted to the second detection device (120).

7. The vehicle chassis status detection system according to claim 6, characterized in that: The second detection device (120) compares the second acceleration data, the second velocity data and / or the second displacement data with the first acceleration data, the first velocity data and / or the first displacement data of the same time interval respectively to obtain an acceleration difference value, a velocity difference value and / or a displacement difference value, and compares the acceleration difference value, the velocity difference value or the displacement difference value with a predetermined acceleration threshold value, a predetermined velocity threshold value or a predetermined displacement threshold value to generate a shock absorber signal, a vehicle width gap signal and / or a vehicle length gap signal.

8. The vehicle chassis status detection system according to claim 7, characterized in that: The first acceleration data includes acceleration data of a first gravity-related direction of the first detection device (110), acceleration data of a first vehicle width direction and / or acceleration data of a first vehicle length direction, and the second acceleration data includes acceleration data of a second gravity-related direction of the second detection device (120), acceleration data of a second vehicle width direction and / or acceleration data of a second vehicle length direction; the first velocity data includes velocity data of a first gravity-related direction, velocity data of a first vehicle width direction and / or velocity data of a first vehicle length direction; the second velocity data may include velocity data of a second gravity-related direction, velocity data of a second vehicle width direction and / or velocity data of a second vehicle length direction; the first displacement data may include displacement data of a first gravity-related direction, displacement data of a first vehicle width direction and / or displacement data of a first vehicle length direction; and the second displacement data may include displacement data of a second gravity-related direction, displacement data of a second vehicle width direction and / or displacement data of a second vehicle length direction.

9. The vehicle chassis status detection system according to claim 8, characterized in that: The second detection device (120) compares the acceleration data of the first gravity-related direction, the speed data of the first gravity-related direction and / or the displacement data of the first gravity-related direction with the acceleration data of the second gravity-related direction, the speed data of the second gravity-related direction and / or the displacement data of the second gravity-related direction in the same time interval respectively, and obtains an acceleration difference value of the gravity-related direction, a speed difference value of the gravity-related direction and / or a displacement difference value of the gravity-related direction respectively. When the acceleration difference value of the gravity-related direction, the speed difference value of the gravity-related direction and / or the displacement difference value of the gravity-related direction are respectively greater than or equal to the value of the acceleration difference value of the gravity-related direction, the speed difference value of the gravity-related direction and / or the displacement difference value of the gravity-related direction are respectively greater than or equal to the value of the displacement difference value of the gravity-related direction, the acceleration difference value of the gravity-related direction and / or the speed difference value of the gravity-related direction are respectively greater than or equal to the value of the displacement difference value of the gravity-related direction. When a predetermined acceleration threshold value in a gravity-related direction, a predetermined speed threshold value in a gravity-related direction, and / or a predetermined displacement threshold value in a gravity-related direction are exceeded, it is determined that the shock absorber (130) cannot operate normally, and a shock absorber abnormality signal of the shock absorber signal is generated; when the acceleration difference value in the gravity-related direction, the speed difference value in the gravity-related direction, and / or the displacement difference value in the gravity-related direction are respectively less than or equal to the predetermined acceleration threshold value in the gravity-related direction, the predetermined speed threshold value in the gravity-related direction, and / or the predetermined displacement threshold value in the gravity-related direction, it is determined that the shock absorber (130) can operate normally, and a shock absorber normal signal of the shock absorber signal is generated.

10. The vehicle chassis status detection system according to claim 8, characterized in that: The second detection device (120) compares the acceleration data of the first vehicle width direction, the speed data of the first vehicle width direction and / or the displacement data of the first vehicle width direction with the acceleration data of the second vehicle width direction, the speed data of the second vehicle width direction and / or the displacement data of the second vehicle width direction in the same time interval respectively to obtain an acceleration difference value in the vehicle width direction, a speed difference value in the vehicle width direction and / or a displacement difference value in the vehicle width direction respectively. When the acceleration difference value in the vehicle width direction, the speed difference value in the vehicle width direction and / or the displacement difference value in the vehicle width direction respectively exceed a predetermined acceleration threshold value in the vehicle width direction, a predetermined acceleration threshold value in the vehicle width direction and / or a predetermined displacement threshold value in the vehicle width direction, the second detection device (120) compares the acceleration data of the first vehicle width direction, the speed data of the second vehicle width direction and / or the displacement data in the first vehicle width direction respectively with the acceleration data of the second vehicle width direction, the speed data of the second vehicle width direction and / or the displacement data in the second vehicle width direction in the same time interval respectively. When the vehicle width difference value reaches a predetermined speed threshold value and / or a predetermined displacement threshold value in the vehicle width direction, the width gap between the chassis body (140) and the tire structure (T) is determined to be too large, and a vehicle width gap abnormality signal of the vehicle width gap signal is generated; when the acceleration difference value in the vehicle width direction, the speed difference value in the vehicle width direction, and / or the displacement difference value in the vehicle width direction are respectively less than or equal to the predetermined acceleration threshold value in the vehicle width direction, the predetermined speed threshold value in the vehicle width direction, and / or the predetermined displacement threshold value in the vehicle width direction, the width gap between the chassis body (140) and the tire structure (T) is determined to be within an allowable range, and a vehicle width gap normal signal of the vehicle width gap signal is generated.

11. The vehicle chassis status detection system according to claim 8, wherein: The second detection device (120) compares the acceleration data of the first vehicle length direction, the speed data of the first vehicle length direction and / or the displacement data of the first vehicle length direction with the acceleration data of the second vehicle length direction, the speed data of the second vehicle length direction and / or the displacement data of the second vehicle length direction in the same time interval respectively, and obtains an acceleration difference value of the vehicle length direction, a speed difference value of the vehicle length direction and / or a displacement difference value of the vehicle length direction respectively. When the acceleration difference value of the vehicle length direction, the speed difference value of the vehicle length direction and / or the displacement difference value of the vehicle length direction respectively exceed a predetermined acceleration threshold value of the vehicle length direction, a predetermined vehicle length threshold value, When the acceleration difference value in the vehicle length direction, the speed difference value in the vehicle length direction and / or the displacement difference value in the vehicle length direction are respectively less than or equal to the predetermined acceleration threshold value in the vehicle length direction, the predetermined speed threshold value in the vehicle length direction and / or the displacement threshold value in the vehicle length direction, the length gap between the chassis body (140) and the rim-tire structure (T) is determined to be within the allowable range, and a vehicle length gap normal signal is generated for the vehicle length gap signal.

12. The vehicle chassis status detection system according to claim 1, wherein: The vehicle chassis status detection system (1000) further includes a data center (200), the data center (200) including a third communication module (220), the third communication module (220) being signal-connected to the second transmission module (122) to receive detection data from the second detection device (120), wherein the detection data includes the first acceleration data and the second acceleration data.

13. The vehicle chassis status detection system according to claim 12, wherein: The data center (200) further includes a computing module (230) coupled to the third communication module (220), the computing module (230) including an artificial intelligence computing unit (232), the artificial intelligence computing unit (232) performing training based on vehicle driving data, the vehicle driving data being statistical data of a specific vehicle model performing a predetermined number of driving times at a dedicated site, the statistical data including the first acceleration data and the second acceleration data, and the artificial intelligence computing unit (232) generating a training result after training is completed. 14 . The vehicle chassis state detection system as claimed in claim 13 , wherein the training result is the predetermined acceleration threshold.

15. The vehicle chassis status detection system according to claim 1, wherein: The second detection device (120) is disposed at a chassis center position (142) on a chassis center axis (141) of the chassis body (140).

16. A vehicle chassis status detection system, characterized in that: Applicable to a vehicle (100), a chassis system of the vehicle (100) comprises at least a chassis body (140) and a tire structure (T), the tire structure (T) being connected to a wheel axle (150) of the chassis body (140); the wheel axle (150) of the chassis body (140) being arranged above the chassis body (140) and having one end connected to the chassis body (140); a wheel rim (160) of the tire structure (T) being mounted on the other end of the wheel axle (150), and the outer periphery of the wheel rim (160) being The wheel rim (160) is combined with a tire (170) to form the rim-tire structure (T); a center hole (161) is provided at the center of the wheel rim (160); a wheel rim cover (180) is provided at the center hole (161) located at the center of the wheel rim (160); and the wheel rim cover (180) rotates synchronously with the rotation of the wheel rim (160) or the tire (170); and a shock absorber (130) of the chassis body (140) is connected to the wheel axle (150). The vehicle chassis state detection system (1000) comprises: A first detection device (110) is installed at a rim cover center position (181) of the rim cover (180) of the rim and tire structure (T). The first detection device (110) includes a first accelerometer (114) and a first transmission module (112). The first accelerometer (114) is electrically coupled to the first transmission module (112). The first detection device (110) uses the first accelerometer (114) to obtain first acceleration data of the rim and tire structure (T); and A second detection device (120) is disposed on the chassis body (140), the second detection device (120) comprising a second accelerometer (124) and a second transmission module (122), the second transmission module (122) being electrically coupled to the second accelerometer (124) and communicatively connected to the first transmission module (112), and the second detection device (120) uses the second accelerometer (124) to obtain second acceleration data of the chassis body (140); A data center (200) includes a third communication module (220), the third communication module (220) being signal-connected to the second transmission module (122) to receive detection data from the second detection device (120), wherein the detection data includes the first acceleration data and the second acceleration data, and a computing module (230) coupled to the third communication module (220), the computing module (230) being used to process the detection data; The computing module (230) compares the second acceleration data with the first acceleration data of the same time interval to obtain an acceleration difference value, and compares the acceleration difference value with a predetermined acceleration threshold value to generate a shock absorber signal, a vehicle width gap signal and / or a vehicle length gap signal.

17. The vehicle chassis status detection system according to claim 16, wherein: The second detection device (120) is disposed at a chassis center position (142) on a chassis center axis (141) of the chassis body (140).

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