Vehicle chassis condition detection system

Abstract

Providing a vehicle chassis condition detection system that allows drivers to know the real-time status of their vehicle and perform appropriate maintenance without unnecessary parts replacement. [Solution] A first detection device 110 mounted at the center of the rim cover acquires first acceleration data of the tire structure and includes a first transmission module. A second detection device 120 installed on the chassis body includes a second accelerometer and a second transmission module. Communication is connected to the first transmission module, and the second accelerometer acquires second acceleration data of the chassis body. The second detection device 120 compares the second acceleration data with the first acceleration data for the same time period to obtain an acceleration difference value, and compares the acceleration difference value with a planned 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 state detection. In particular, it relates to a vehicle chassis state detection system that detects changes in vehicle state caused by whether a suspension system such as a shock absorber is operating normally during vehicle travel and / or whether the size of the gap between a position or member other than the tire structure of the chassis system and the tire structure is normal.

Background Art

[0002] In a vehicle whose running state continuously changes, the vehicle state usually most deeply depends on whether a suspension system such as a shock absorber is operating normally and / or whether the size of the gap between a position or member other than the tire structure of the chassis system and the tire structure is normal.

[0003] A shock absorber is an important component of a suspension system. It suppresses the impact of the spring's bounce against vibration and deformation absorption and acts to absorb the impact of the road surface. When passing over a non-flat road surface, the shock absorber filters the vibration caused by the unevenness of the road surface by the shock-absorbing spring. However, since the spring itself performs a reciprocating motion, a shock absorber is used to suppress the spring's jump. Therefore, the quality and deterioration of the shock absorber's performance and the presence or absence of failures directly affect the ride comfort and handling of the vehicle, which also affects the safety of the driver and passengers.

[0004] However, it is inevitable that the wear and failures of the shock absorber increase as the driving distance increases. Therefore, how to detect and replace the in-vehicle shock absorber in a timely manner has become an important research topic. Similarly, as the driving distance increases, timely detect misalignment of parts other than the tire structure of the chassis system caused by wear and failures, or abnormal size of the gap between members and the tire structure, and perform component replacement to ensure driving safety and comfort.

[0005] For example, during routine vehicle maintenance, maintenance workers inspect various parts such as shock absorbers and other chassis components at designated times, or even replace them if necessary. However, this method could not fully guarantee the safety of drivers using the road before the scheduled maintenance date. For example, these parts may break down before the scheduled date due to various reasons. Alternatively, the mandatory replacement of these parts on a regular basis incurs unnecessary costs, which is a significant burden on consumers. Furthermore, various factors such as drivers neglecting or forgetting vehicle maintenance highlight the numerous bottlenecks faced in this field.

[0006] Furthermore, detecting the size of gaps between vehicle shock absorbers and other chassis components often involves experienced inspectors artificially shaking the vehicle to perform the inspection. While they rely on their experience to intuitively judge whether the gaps between shock absorbers and other chassis components are normal, this artificial detection method, which relies on intuition, is not objective, and the results can vary from person to person, leading to judgment errors. Furthermore, abnormalities in shock absorbers and other chassis components could only be detected during regular maintenance. Since the vehicle had to be sent to a repair shop for maintenance only after an abnormality occurred, drivers were unable to know the vehicle's condition in real time, which also affected driving safety and comfort.

[0007] As a prior art, for example, Patent Document 1 discloses a shock absorber or suspension control arm equipped with sensors such as a gyroscope, position sensor, or accelerometer. This system uses two sensors to detect the height position or changes in height of the two wheels, transmits that information to a control unit, calculates the height difference between the two wheels, and drives an anti-roll bar to reduce the probability of the vehicle body vibrating when driving on uneven surfaces, thereby stabilizing the vehicle and reducing discomfort for people inside the vehicle when driving on bumpy roads. [Prior art documents] [Patent Documents]

[0008] [Patent Document 1] Taiwan Patent Application Publication No. 202019733 Specification [Overview of the Initiative] [Problems that the invention aims to solve]

[0009] The device described in Patent Document 1 above cannot determine whether the size of the gap between the shock absorber and other chassis components is normal, and if the shock absorber or other chassis components need to be replaced, the sensor, which is still functioning well, must also be replaced at the same time, leading to the waste of sensors.

[0010] In summary, a real-time, automated on-board system was needed to detect the vehicle's condition in order to identify issues with vehicle parts (for example, the size of the gap between shock absorbers, other chassis components, and the tire structure) and, if necessary, notify the vehicle owner so that relevant maintenance can be performed.

[0011] The problem that this invention aims to solve is to provide a vehicle chassis condition detection system that allows drivers to know the real-time status of the vehicle and perform appropriate maintenance without unnecessary parts replacement. [Means for solving the problem]

[0012] The present invention relates to a vehicle chassis state detection system applied to a vehicle, wherein the vehicle chassis system comprises at least a chassis body and a tire structure, the tire structure being connected to an axle of the chassis body, the axle being mounted above the chassis body and having one end connected to the chassis body, the rim of the tire structure being mounted on the other end of the axle, the outer circumferential surface of the rim being coupled to a tire to form the tire structure, a central hole being provided in the center of the rim and a rim cover being installed in the central hole located in the center of the rim, the rim cover rotating synchronously with the rotation of the rim or the tire, and the shock absorber of the chassis body being connected to the axle. The vehicle chassis state detection system comprises a first detection device mounted at the center of the rim cover of the tire structure and a second detection device installed on the chassis body. The first detection device includes a first accelerometer and a first transmission module, the first accelerometer being electrically coupled to the first transmission module, and the first detection device acquiring first acceleration data of the tire structure using the first accelerometer. The second detection device includes a second accelerometer and a second transmission module, the second transmission module being electrically coupled to the second accelerometer and connected to the first transmission module for communication. The second detection device acquires second acceleration data of the chassis body using the second accelerometer. The first acceleration data is transmitted to the second transmission module by the first transmission module, and the second detection device compares the second acceleration data with the first acceleration data for the same time period to obtain an acceleration difference value, and compares the acceleration difference value with a planned acceleration threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

[0013] The first acceleration data includes acceleration data of the first detection device in a first gravity-related direction, acceleration data in a first vehicle width direction, and / or acceleration data in a first vehicle length direction, and the second acceleration data may include acceleration data of the second detection device in a second gravity-related direction, acceleration data in a second vehicle width direction, and / or acceleration data in a second vehicle length direction.

[0014] The second detection device compares the acceleration data in the first gravity-related direction with the acceleration data in the second gravity-related direction for the same time period to obtain the difference in acceleration in the gravity-related direction. If the difference in acceleration in the gravity-related direction is greater than the planned acceleration threshold in the gravity-related direction, the device determines that the shock absorber is unable to operate normally and generates a shock absorber abnormality signal for the shock absorber signal. If the difference in acceleration in the gravity-related direction is less than or equal to the planned acceleration threshold in the gravity-related direction, the device determines that the shock absorber is able to operate normally and generates a shock absorber normality signal for the shock absorber signal.

[0015] The second detection device compares the first vehicle width direction acceleration data with the second vehicle width direction acceleration data for the same time period to obtain the difference in vehicle width direction acceleration value. If the difference in vehicle width direction acceleration value is greater than the planned acceleration threshold in the vehicle width direction, it determines that the gap between the chassis body and the tire structure is excessive and generates a vehicle width gap abnormality signal. If the difference in vehicle width direction acceleration value is less than or equal to the planned acceleration threshold in the vehicle width direction, it determines that the gap between the chassis body and the tire structure is within the acceptable range and generates a vehicle width gap normal signal.

[0016] The second detection device compares the first vehicle longitudinal acceleration data with the second vehicle longitudinal acceleration data for the same time period to obtain the vehicle longitudinal acceleration difference value. If the vehicle longitudinal acceleration difference value is greater than the planned acceleration threshold in the vehicle longitudinal direction, it determines that the length gap between the chassis body and the tire structure is excessive and generates a vehicle longitudinal gap abnormality signal. If the vehicle longitudinal acceleration difference value is less than or equal to the planned acceleration threshold in the vehicle longitudinal direction, it determines that the length gap between the chassis body and the tire structure is within the acceptable range and generates a vehicle longitudinal gap normal signal.

[0017] The first detection device and / or the second detection device may integrate 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, first velocity data, and / or first displacement data obtained by the first detection device may be transmitted to the second detection device.

[0018] In this case, the second detection device may compare the second acceleration data, the second velocity data, and / or the second displacement data with the corresponding first acceleration data, the first velocity data, and / or the first displacement data for the same time period to obtain acceleration difference values, velocity difference values, and / or displacement difference values, and then compare the acceleration difference values, velocity difference values, or displacement difference values ​​with a planned acceleration threshold, a planned velocity threshold, or a planned displacement threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

[0019] In this case, the first acceleration data includes acceleration data of the first detection device in a first gravity-related direction, acceleration data in a first vehicle width direction, and / or acceleration data in a first vehicle length direction; the second acceleration data includes acceleration data of the second detection device in a second gravity-related direction, acceleration data in a second vehicle width direction, and / or acceleration data in a second vehicle length direction; the first velocity data includes velocity data in a first gravity-related direction, velocity data in a first vehicle width direction, and / or velocity data in a first vehicle length direction; the second velocity data includes velocity data in a second gravity-related direction, velocity data in a second vehicle width direction, and / or velocity data in a second vehicle length direction; the first displacement data includes 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; and 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.

[0020] Furthermore, the second detection device compares the acceleration data in the first gravity-related direction, the velocity data in the first gravity-related direction, and / or the displacement data in the first gravity-related direction with the corresponding acceleration data in the second gravity-related direction, the velocity data in the second gravity-related direction, and / or the displacement data in the second gravity-related direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the gravity-related direction, the difference in velocity values ​​in the gravity-related direction, and / or the difference in displacement values ​​in the gravity-related direction, respectively. If the difference in acceleration in the gravity-related direction is greater than the planned velocity threshold in the direction of connection and / or the planned displacement threshold in the gravity-related direction, it is determined that the shock absorber is unable to operate normally, and a shock absorber abnormality signal is generated for the shock absorber signal. If the difference in acceleration in the gravity-related direction, the difference in velocity in the gravity-related direction, and / or the difference in displacement in the gravity-related direction are less than or equal to the corresponding planned acceleration threshold in the gravity-related direction, the planned velocity threshold in the gravity-related direction, and / or the planned displacement threshold in the gravity-related direction, it is determined that the shock absorber is able to operate normally, and a shock absorber normal signal is generated for the shock absorber signal.

[0021] Furthermore, the second detection device compares the acceleration data in the first vehicle longitudinal direction, the velocity data in the first vehicle longitudinal direction, and / or the displacement data in the first vehicle longitudinal direction with the corresponding acceleration data in the second vehicle longitudinal direction, the velocity data in the second vehicle longitudinal direction, and / or the displacement data in the second vehicle longitudinal direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the vehicle longitudinal direction, the difference in velocity values ​​in the vehicle longitudinal direction, and / or the difference in displacement values ​​in the vehicle longitudinal direction, respectively. If the length gap between the chassis body and the tire structure is greater than the planned speed threshold and / or the planned displacement threshold in the vehicle length direction, it is determined that the length gap is excessive, and a vehicle length gap abnormality signal is generated. If 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 less than or equal to the corresponding planned acceleration threshold in the vehicle length direction, the planned 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 and the tire structure is within the acceptable range, and a vehicle length gap normal signal is generated.

[0022] The vehicle chassis condition detection system further comprises a data center including a third communication module, the third communication module being connected to a second transmission module to receive detection data from the second detection device, the detection data may include first acceleration data and second acceleration data.

[0023] In this case, the data center further includes a computing module connected to the third communication module. The computing module includes an artificial intelligence computing unit. The artificial intelligence computing unit performs training based on vehicle driving data. The vehicle driving data is statistical data obtained when a specific vehicle model travels a predetermined number of times on a dedicated road. The statistical data includes the first acceleration data and the second acceleration data. The artificial intelligence computing unit may generate a training result after the training is completed.

[0024] The training result may be the planned acceleration threshold.

[0025] The second detection device may be installed at the chassis center position of the chassis center axis of the chassis body.

[0026] Alternatively, the present invention relates to a vehicle chassis state detection system applied to a vehicle, wherein the vehicle chassis system comprises at least a chassis body and a tire structure, the tire structure is connected to an axle of the chassis body, the axle of the chassis body is installed above the chassis body and one end is connected to the chassis body, the rim of the tire structure is mounted on the other end of the axle, the outer circumferential surface of the rim is coupled to a tire so as to form the tire structure, a central hole is provided in the center of the rim and a rim cover is installed in the central hole located in the center of the rim, the rim cover rotates synchronously with the rotation of the rim or the tire, the shock absorber of the chassis body is connected to the axle, and the vehicle chassis state detection system comprises a first detection device mounted at the center of the rim cover of the tire structure, a second detection device installed on the chassis body, and a data center, wherein the first detection device includes a first accelerometer and a first transmission module, and the first accelerometer is 1. The first detection device is electrically coupled to a transmitting module and acquires first acceleration data of the tire structure by the first accelerometer; the second detection device includes a second accelerometer and a second transmitting module, the second transmitting module is electrically coupled to the second accelerometer and connected to the first transmitting module for communication, the second detection device acquires second acceleration data of the chassis body by the second accelerometer; the data center includes a third communication module, the third communication module is connected to the second transmitting module for signaling to receive detection data from the second detection device, the detection data includes first acceleration data and second acceleration data; a calculation module is connected to the third communication module, the calculation module is used to process the detection data, the calculation module compares the second acceleration data with the first acceleration data for the same time period to obtain an acceleration difference value, and compares the acceleration difference value with a planned acceleration threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

[0027] The second detection device may be installed at the chassis center position of the chassis central axis of the chassis body. [Effects of the Invention]

[0028] The vehicle chassis condition detection system of the present invention has a first detection device and a second detection device that are not installed on the suspension system such as the shock absorber, but are attached to the center position of the cover and the chassis body. By comparing the detected values ​​of each device, it detects and determines whether the suspension system such as the shock absorber is functioning normally, and / or whether the position of the non-tire structure part of the chassis system or the size of the gap between the member and the tire structure is normal, and emits a signal. As a result, even when the shock absorber is replaced, it is not necessary to replace the detection device, which reduces the waste of detection devices. Furthermore, even if an on-board part is damaged earlier than the scheduled maintenance date, the driver does not need to wait for the scheduled maintenance date to perform maintenance, thereby improving the safety of the driver while driving. [Brief explanation of the drawing]

[0029] [Figure 1A] This is a schematic diagram of a vehicle chassis condition detection system according to one embodiment of the present invention. [Figure 1B] This is a schematic perspective view of a vehicle chassis state detection system according to one embodiment of the present invention. [Figure 2] This is a schematic diagram showing communication between a first detection device and a second detection device according to one embodiment of the present invention. [Figure 3] This is a schematic diagram of a vehicle chassis state detection system according to another embodiment of the present invention. [Figure 4A] This is a schematic diagram showing the acceleration acquired by the first detection device according to one embodiment of the present invention. [Figure 4B] This is a schematic diagram showing the acceleration acquired by the second detection device according to one embodiment of the present invention. [Figure 5] This is a flowchart showing a vehicle condition detection method according to one embodiment of the present invention. [Figure 6]This flowchart shows a vehicle state detection method according to another embodiment of the present invention. [Modes for carrying out the invention]

[0030] Embodiments of the present invention will be described in detail below with reference to the drawings. It goes without saying that the present invention is not limited to the following embodiments. Furthermore, not all combinations of features described in the following embodiments are necessarily essential to the solution of the invention.

[0031] The following describes one embodiment of the present invention. Figure 1A is a schematic diagram of a vehicle chassis state detection system 1000 according to one embodiment, and Figure 1B is a schematic perspective view of the vehicle chassis state detection system 1000 according to one embodiment. As shown in Figures 1A and 1B, the vehicle chassis condition detection system 1000 comprises at least one first detection device 110, a second detection device 120, and a data center 200.

[0032] The second detection device 120 and the data center 200 transmit data using a wireless communication method, and data is transmitted between the first detection device 110 and the second detection device 120 using a wireless communication method. The aforementioned wireless communication methods include Wi-Fi, Bluetooth®, radio frequency communication, or short-range wireless communication.

[0033] The first detection device 110 and the second detection device 120 are installed in the vehicle 100. The data center 200 may be a cloud platform, a server in an automobile factory, a computer, an in-vehicle computer, or even a portable computer such as a smartphone or tablet. To make the explanation easier to understand, the vehicle 100 described here will be a four-wheel drive compact car, but the present invention is not limited to this. For example, the vehicle 100 has four or more tires, rims, rim covers, and tire structures, but it may have fewer than four tires, rims, rim covers, and tire structures.

[0034] The 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 an axle 150 of the chassis body 140. The axle 150 is positioned above the chassis body 140 and one end is connected to the chassis body 140. The rim 160 of the tire structure T is mounted on the other end of the axle 150, the outer surface of the rim 160 is coupled to the tire 170 to form the tire structure T, a central hole 161 is provided in the center of the rim 160, and a rim cover 180 is installed or covers the central hole 161 located in the center of the rim 160, and the rim cover 180 is rotatable in sync with the rotation of the rim 160 or the tire 170.

[0035] Furthermore, the shock absorbers 130 of the suspension system of the chassis body 140 are connected to the axle 150. The chassis system may include the shock absorber 130 described above, the chassis body 140, the axle 150, the rim 160, the tire 170, the rim cover 180, and other components known to a person ordinarily skilled in the art to which the present invention belongs. Generally, the chassis body 140 refers to the collection of components other than the tire structure T in the chassis system.

[0036] In this embodiment, the first detection device 110 is attached to or installed at the center position 181 of the rim cover 180 of the tire structure T, and detects acceleration data in the gravity-related direction, vehicle width direction, and / or vehicle length direction of the rim 160, tire 170, tire structure T, or rim cover 180. The center position 181 of the rim cover 180 corresponds to the axis of the axle 150.

[0037] The second detection device 120 is installed in the chassis system of the vehicle 100 and also in the tire structure T or shock absorber 130. The second detection device 120 may be installed at any position on the chassis body 140 of the vehicle 100 and detects acceleration data in the gravity-related direction, vehicle width direction, and / or vehicle length direction of the chassis body 140. Preferably, the second detection device 120 is located at any point on the chassis central axis 141 of the chassis body 140, and most preferably, it is located at the chassis center position 142 of the chassis central axis 141 of the chassis body 140. Therefore, the first detection device 110 and the second detection device 120 each independently include at least an accelerometer.

[0038] Incidentally, the aforementioned gravity-related directions are the gravity direction G and the opposite direction of gravity, and the opposite direction of gravity is the opposite direction of gravity G. Also, the first datum axis X is defined as the direction from the bottom of the vehicle body to the roof and may be interpreted as a gravity-related direction. The second datum axis Y is defined as the vehicle length direction. The third datum axis Z is defined as the vehicle width direction. The first datum axis X, the second datum axis Y, and the third datum axis Z are perpendicular to each other.

[0039] Furthermore, for 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, respectively. Sensor C, processor D, wireless transceiver unit E, power supply unit F, and memory unit H are mounted on circuit board B, and sensor C, wireless transceiver unit E, power supply unit F, and memory unit H are electrically connected to processor D.

[0040] The two power supply units F each supply the power used by the first detection device 110 and the second detection device 120, the two memory units H each store the firmware necessary for the two processors D to perform calculations or transmit data, and the two power supply units F may be button batteries or rechargeable lithium batteries.

[0041] Sensor C includes an accelerometer of a micro-electromechanical system, which is also called an acceleration sensor, and may be a gravity accelerometer. The accelerometer detects the amount of acceleration in three measurement axes and uses this as measurement data; that is, it is a three-axis accelerometer. When the three-axis accelerometer is installed, the three measurement axes are aligned in the gravity-related direction, the vehicle width direction, and / or the vehicle length direction, respectively, and the gravity-related direction, the vehicle width direction, and the vehicle length direction are perpendicular to each other. The measurement data (for example, the amount of acceleration in the three measurement axes) is transmitted to processor D. Processor D includes a calculation unit which calculates measurement data based on a predetermined algorithm and obtains acceleration data in gravity-related directions, acceleration data in the vehicle width direction, and / or acceleration data in the vehicle length direction.

[0042] For example, the first detection device 110 acquires first acceleration data including acceleration data in the first gravity-related direction, acceleration data in the first vehicle width direction, and / or acceleration data in the first vehicle length direction. The second detection device 120 acquires second acceleration data, which includes acceleration data in the second gravity-related direction, acceleration data in the second vehicle width direction, and / or acceleration data in the second vehicle length direction.

[0043] The first detection device 110 and / or the second detection device 120 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. The first velocity data includes velocity data in a first gravity-related direction, velocity data in a first vehicle width direction, and / or velocity data in a first vehicle length direction; the second velocity data includes velocity data in a second gravity-related direction, velocity data in a second vehicle width direction, and / or velocity data in a second vehicle length direction; the first displacement data includes 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; and the second displacement data includes 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.

[0044] The first acceleration data, the first velocity data, and / or the first displacement data acquired by the first detection device 110 are transmitted by the wireless transmission / reception unit (or the first transmission module described later) of the first detection device 110 to another wireless transmission / reception unit (or the second transmission module described later) of the second detection device 120. Next, the second detection device 120 compares the second acceleration data, the second velocity data, and / or the second displacement data with the corresponding first acceleration data, the first velocity data, and / or the first displacement data for the same time period, respectively, to obtain acceleration difference values, velocity difference values, and / or displacement difference values, respectively. The second detection device then compares the acceleration difference values, velocity difference values, or displacement difference values ​​with a planned acceleration threshold, a planned velocity threshold, or a planned displacement threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal. The aforementioned time period may be, for example, a time period of 1 / 2700 of a second, that is, the first detection device 110 and the second detection device 120 continuously acquire the first acceleration data and the second acceleration data, respectively, every 1 / 2700 of a second. The aforementioned same time period refers to a time period formed by the same start and end points in time.

[0045] For example, the second detection device 120 compares the acceleration data in the first gravity-related direction, the velocity data in the first gravity-related direction, and / or the displacement data in the first gravity-related direction with the corresponding acceleration data in the second gravity-related direction, the velocity data in the second gravity-related direction, and / or the displacement data in the second gravity-related direction for the same time period, respectively, to obtain the difference in acceleration in the gravity-related direction, the difference in velocity in the gravity-related direction, and / or the difference in displacement in the gravity-related direction. If 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 greater than the corresponding planned acceleration threshold, planned velocity threshold, and / or planned displacement threshold in the gravity-related direction, respectively, it is determined that the shock absorber 130 is unable to operate normally, and a shock absorber abnormality signal is generated for the shock absorber signal. If 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 less than or equal to the corresponding planned acceleration threshold value in the gravity-related direction, the planned velocity threshold value in the gravity-related direction, and / or the planned displacement threshold value in the gravity-related direction, respectively, it is determined that the shock absorber 130 is capable of normal operation, and a shock absorber normal signal is generated for the shock absorber signal.

[0046] Similarly, the second detection device 120 compares the acceleration data in the first vehicle width direction, the velocity data in the first vehicle width direction, and / or the displacement data in the first vehicle width direction with the corresponding acceleration data in the second vehicle width direction, the velocity data in the second vehicle width direction, and / or the displacement data in the second vehicle width direction for the same time period, respectively, to obtain the difference in acceleration in the vehicle width direction, the difference in velocity in the vehicle width direction, and / or the difference in displacement in the vehicle width direction, respectively. If the acceleration difference value in the vehicle width direction, the velocity difference value in the vehicle width direction, and / or the displacement difference value in the vehicle width direction are greater than the corresponding planned acceleration threshold value in the vehicle width direction, the planned velocity threshold value in the vehicle width direction, and / or the planned displacement threshold value in the vehicle width direction, respectively, it is determined that the gap in the vehicle width direction between the chassis body 140 and the tire structure T is excessive, and a gap abnormality signal in the vehicle width direction is generated as the vehicle width gap signal. If the acceleration difference value in the vehicle width direction, the velocity difference value in the vehicle width direction, and / or the displacement difference value in the vehicle width direction are less than or equal to the corresponding planned acceleration threshold value in the vehicle width direction, the planned velocity threshold value in the vehicle width direction, and / or the planned displacement threshold value in the vehicle width direction, respectively, it is determined that the gap in the vehicle width direction between the chassis body 140 and the tire structure T is within the allowable range, and a normal gap signal in the vehicle width direction is generated as the vehicle width gap signal.

[0047] Similarly, the second detection device 120 compares the acceleration data in the first vehicle longitudinal direction, the velocity data in the first vehicle longitudinal direction, and / or the displacement data in the first vehicle longitudinal direction with the corresponding acceleration data in the second vehicle longitudinal direction, the velocity data in the second vehicle longitudinal direction, and / or the displacement data in the second vehicle longitudinal direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the vehicle longitudinal direction, the difference in velocity values ​​in the vehicle longitudinal direction, and / or the difference in displacement values ​​in the vehicle longitudinal direction. If the acceleration difference value in the vehicle length direction, the velocity difference value in the vehicle length direction, and / or the displacement difference value in the vehicle length direction are greater than the corresponding planned acceleration threshold value in the vehicle length direction, the planned velocity threshold value in the vehicle length direction, and / or the planned displacement threshold value in the vehicle length direction, respectively, it is determined that the gap in the vehicle length direction between the chassis body 140 and the tire structure T is excessive, and a gap abnormality signal in the vehicle length direction is generated as the gap signal for the vehicle length. If the acceleration difference value in the vehicle length direction, the velocity difference value in the vehicle length direction, and / or the displacement difference value in the vehicle length direction are less than or equal to the corresponding planned acceleration threshold value in the vehicle length direction, the planned velocity threshold value in the vehicle length direction, and / or the displacement threshold value in the vehicle length direction, respectively, it is determined that the gap in the vehicle length direction between the chassis body 140 and the tire structure T is within the allowable range, and a normal gap signal in the vehicle length direction is generated as the gap signal for the vehicle length.

[0048] The aforementioned shock absorber malfunction signal indicates that there is a problem with the performance of the shock absorber, and adjustment or replacement of the shock absorber may be necessary. The aforementioned shock absorber abnormality signal, the vehicle width direction gap abnormality signal, and / or the vehicle length direction gap abnormality signal indicate an abnormality in the size of the gap between the vehicle chassis body and the tire structure, which may necessitate adjustment or replacement of chassis components. The normal shock absorber signal, the normal gap signal in the vehicle width direction, and the normal gap signal in the vehicle length direction indicate that the size of the gap between the shock absorber or chassis body and the tire structure is normal, and that the vehicle is in good condition.

[0049] Next, the second detection device 120 transmits 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 to the data center 200 and / or client 300 via other wireless transceiver units of the second detection device 120.

[0050] In another embodiment, the first acceleration data acquired by the first detection device 110 is transmitted to the data center 200 by one of the wireless transceiver units, and the second acceleration data acquired by the second detection device 120 is transmitted to the data center 200 by another wireless transceiver unit. The computing module 230 of the data center 200 (see Figure 2) differs from the previous embodiment in that it integrates 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 computing module 230 of the data center 200 compares the second acceleration data, the second velocity data, and / or the second displacement data with the corresponding first acceleration data, the first velocity data, and / or the first displacement data for the same time period, respectively, rather than the second detection device 120 performing the comparison.

[0051] To facilitate understanding, acceleration data will be used as an example below, but the same principles apply to velocity data and displacement data, so explanations for velocity data and displacement data will be omitted. Figure 2 is a schematic diagram showing the communication between the first detection device 110 and the second detection device 120 shown in Figures 1A and 1B.

[0052] In the example shown in Figure 2, each of the first detection devices 110 is further equipped with 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 acquires the first acceleration data of the corresponding tire structure T using the first accelerometer 114.

[0053] The second detection device 120 is installed 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 is used to acquire second acceleration data corresponding to the chassis center position 142 using the second accelerometer 124. Furthermore, the second transmitting module 122 is electrically coupled to the second accelerometer 124 and is connected to the first transmitting module 112 for communication and is used to transmit detection data. The detection data is related to the first and second acceleration data, such as first acceleration data, second acceleration data, first velocity data, second velocity data, first displacement data, and / or second displacement data.

[0054] The data center 200 receives the detection data, generates calculation results based on the detection data, and distributes vehicle status information to the client 300 based on the calculation results. The calculation results include, for example, the shock absorber abnormality signal, the shock absorber normality signal, the vehicle width direction gap abnormality signal, the vehicle width direction gap normality signal, the vehicle length direction gap abnormality signal, and / or the vehicle length direction gap normality signal. For example, client 300 includes at least one of the following: the client's email inbox, SNS account, mobile phone number, and application program, and vehicle status information may be at least one of the following: email, SMS, audio file, light and sound effects, and vibration effects.

[0055] According to one embodiment of the present invention, one of the first acceleration data and the second acceleration data includes at least three-axis data. According to another embodiment of the present invention, either the first detection device 110 or the second detection device 120 may further include a gyroscope (not shown) of a micro-electromechanical system. In this invention, acceleration data may be replaced with velocity data or displacement data. Alternatively, detected acceleration data may be converted into velocity data or displacement data.

[0056] In one embodiment of the present invention, the data center 200 includes a third communication module 220, and the third communication module 220 is connected to a second transmission module 122 to receive the detection data from the second detection device 120. The detection data includes the first acceleration data and the second acceleration data. Furthermore, the detection data may also be the result of subtracting the first acceleration data and the second acceleration data. Its physical significance is that it allows for the detection of whether an acceleration deviation, velocity deviation, or displacement deviation is occurring at a fixed point on the tire structure T compared to the chassis center position 142.

[0057] For example, based on the shock absorber abnormal signal, the shock absorber normal signal, the vehicle width direction gap abnormal signal, the vehicle width direction gap normal signal, the vehicle length direction gap abnormal signal, and / or the vehicle length direction gap normal signal, it is determined whether it is necessary to inspect, maintain, or replace the shock absorbers of the vehicle 100 or the components between the chassis body and the tire structure. In other words, the calculation results described above relate to the wear condition of at least one corresponding kit of the vehicle 100, and the vehicle condition information described above relates to whether or not to perform an overhaul of the kit. A selectable preferred example is that at least one of the kits comprises at least one or more of the shock absorbers and other components constituting the chassis (e.g., components such as tripods, ball joints, stabilizer links, etc.).

[0058] The calculation module 230 is connected to the third communication module 220 and is used to process the detection data. According to a preferred example of the present invention, the computing module 230 includes an artificial intelligence computing unit 232 for performing training based on vehicle driving data. The vehicle driving data may be statistical data obtained from driving a specific vehicle a predetermined number of times in a designated area, and the artificial intelligence computing unit 232 generates training results after the training is completed. Next, the system automatically reads whether there are any abnormalities in the newly received acceleration data (for example, the first acceleration data and / or second acceleration data from the first detection device 110 and / or the second detection device 120). For example, the artificial intelligence computing unit 232 is trained using a neural algorithm, and during training, it is fed multiple sets of measured data from dedicated tracks, which are divided into flat road surfaces, uneven road surfaces, and mountain road surfaces.

[0059] In another embodiment, the calculation module 230 compares the detected data with the factory default acceleration data to generate a calculation result. In this method, the artificial intelligence computing unit 232 is either not used, or the aforementioned factory-shipped acceleration data is calculated in advance by the artificial intelligence computing unit 232.

[0060] The predetermined acceleration threshold in the gravity-related direction, the predetermined velocity 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 velocity 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 velocity threshold in the vehicle length direction, and / or the displacement threshold in the vehicle length direction are provided by the factory of the specific vehicle model, or are training results obtained by the artificial intelligence computing unit 232 based on the vehicle driving data, which is statistical data obtained from driving the aforementioned specific vehicle model a predetermined number of times on a dedicated site.

[0061] Figure 3 is a schematic diagram showing a vehicle chassis state detection system 2000 according to another embodiment of the present invention. In the example shown in Figure 3, the vehicle chassis condition detection system 2000 is capable of performing offline calculations. That is, the vehicle chassis condition detection system 2000 differs from the vehicle chassis condition detection system 1000 in that it generates the calculation results at the vehicle end and does not require uploading the detection data to a data center 200, the cloud, or the factory.

[0062] The second detection device 120 is connected to the second transmission module 122 and separately includes a processing module 126 (the aforementioned processor D) for generating the calculation result or warning information based on the first acceleration data and the second acceleration data. The warning information or calculation result is, for example, the shock absorber abnormality signal, the shock absorber normality signal, the vehicle width direction gap abnormality signal, the vehicle width direction gap normality signal, the vehicle length direction gap abnormality signal, and / or the vehicle length direction gap normality signal. The processing module 126 is coupled to a display device (not shown) of the vehicle 100, or connected to a communication device, to display the warning information. The display device is an in-vehicle screen or dashboard. For example, the calculation result of the processing module 126 may relate to the wear status of at least one corresponding kit of the vehicle 100, and the vehicle status information described above may relate to whether an overhaul is performed on the kit.

[0063] Figure 4A is a schematic diagram showing the acceleration acquired by the first detection device 110 according to one embodiment of the present invention. The first detection device 110 is mounted at the center position 181 of the rim cover 180 and includes a first accelerometer 114 and the gyroscope. The first detection axis x of the first accelerometer 114 is positioned in the direction from the bottom of the vehicle to the roof (this can also be interpreted as the gravity-related direction). The second detection axis y is positioned in the vehicle length direction. The third detection axis z is positioned in the vehicle width direction and corresponds to the axis of the axle 150. The mounting direction of the three detection axes of the gyro is the same as that of the first accelerometer 114. In other words, the first detection axis x, the second detection axis y, and the third detection axis z are made parallel to the first datum axis X, the second datum axis Y, and the third datum axis Z, respectively.

[0064] In Figure 4A, the oblique acceleration AS is obtained by measuring the acceleration A1 in the first axial direction based on the first detection axis x, measuring the acceleration A2 in the second axial direction based on the second detection axis y, and then calculating it using the Pythagorean theorem. The rotation angle θ of the tire structure T due to the vehicle's movement is measured by the gyroscope, the angle between the acceleration A2 in the second axial direction and the oblique acceleration AS is the second angle θ2, and the angle between the oblique acceleration AS and the first datum axis X is the first angle θ1. Therefore, if θ is an integer multiple other than 90 degrees, the effective acceleration AF in the gravity-related direction is calculated last based on the following equations (1) to (3). θ² = tan⁻¹ (A² / A¹) Equation (1); θ1 = (90 degrees - θ - θ2) Equation (2); AF = AS*cos(θ1) Equation (3). Incidentally, the above principle for calculating effective acceleration can also be applied to calculating effective velocity and effective displacement in gravity-related directions.

[0065] When θ is an odd multiple of 90 degrees, the effective acceleration AF in the gravity-related direction is the acceleration A2 in the second axis direction measured by 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 acceleration A1 in the first axis direction measured by the first detection axis x. Therefore, the effective acceleration AF in the gravity-related direction mentioned above is the acceleration data in the first gravity-related direction. In addition, the data measured by the third detection axis z is the acceleration data in the first vehicle width direction.

[0066] The acceleration data in the first vehicle longitudinal direction is obtained using the same method as the method for obtaining the effective acceleration AF in the gravity-related direction described above, differing only in that the acceleration data in the vehicle longitudinal direction is used as the calculation result when calculating the acceleration data in the first vehicle longitudinal direction, and this explanation will not be repeated here.

[0067] Figure 4B is a schematic diagram showing the acceleration acquired by the second detection device 120 according to one embodiment of the present invention. The second detection device 120 is located at the chassis center position 142 of the chassis central axis 141 of the chassis body 140 and 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 of the vehicle to the roof (which may be interpreted 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. By doing so, the second detection device 120 acquires acceleration data in the second gravity-related direction, acceleration data in the second vehicle width direction, and acceleration data in the second vehicle length direction, respectively, using the first detection axis x', the second detection axis y', and the third detection axis z' of the second accelerometer 124.

[0068] The second detection device 120 or data center 200 compares the acceleration data, velocity data, and / or displacement data in the first gravity-related direction with the corresponding acceleration data, velocity data, and / or displacement data in the second gravity-related direction for the same time period, respectively, to obtain the difference in acceleration, velocity, and / or displacement in the gravity-related direction.

[0069] If 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 greater than the corresponding planned acceleration threshold value in the gravity-related direction, the planned velocity threshold value in the gravity-related direction, and / or the planned displacement threshold value in the gravity-related direction, respectively, it is determined that the shock absorber 130 is unable to operate normally, and the shock absorber abnormality signal is generated. If 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 less than or equal to the corresponding planned acceleration threshold value in the gravity-related direction, the planned velocity threshold value in the gravity-related direction, and / or the planned displacement threshold value in the gravity-related direction, respectively, it is determined that the shock absorber 130 is capable of normal operation, and the shock absorber normal signal is generated.

[0070] The second detection device 120 or data center 200 compares the acceleration data in the first vehicle width direction, the velocity data in the first vehicle width direction, and / or the displacement data in the first vehicle width direction with the corresponding acceleration data in the second vehicle width direction, the velocity data in the second vehicle width direction, and / or the displacement data in the second vehicle width direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the vehicle width direction, the difference in velocity values ​​in the vehicle width direction, and / or the difference in displacement values ​​in the vehicle width direction, respectively. If the acceleration difference value in the vehicle width direction, the velocity difference value in the vehicle width direction, and / or the displacement difference value in the vehicle width direction are greater than the corresponding planned acceleration threshold value in the vehicle width direction, the planned velocity threshold value in the vehicle width direction, and / or the planned displacement threshold value in the vehicle width direction, respectively, it is determined that the gap in the vehicle width direction between the chassis body 140 and the tire structure T is excessive, and a gap abnormality signal in the vehicle width direction is generated. If the acceleration difference value in the vehicle width direction, the velocity difference value in the vehicle width direction, and / or the displacement difference value in the vehicle width direction are less than or equal to the corresponding planned acceleration threshold value in the vehicle width direction, the planned velocity threshold value in the vehicle width direction, and / or the planned displacement threshold value in the vehicle width direction, respectively, it is determined that the gap in the vehicle width direction between the chassis body 140 and the tire structure T is within the allowable range, and a normal gap signal in the vehicle width direction is generated.

[0071] The second detection device 120 or data center 200 compares the acceleration data in the first vehicle longitudinal direction, the velocity data in the first vehicle longitudinal direction, and / or the displacement data in the first vehicle longitudinal direction with the corresponding acceleration data in the second vehicle longitudinal direction, the velocity data in the second vehicle longitudinal direction, and / or the displacement data in the second vehicle longitudinal direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the vehicle longitudinal direction, the difference in velocity values ​​in the vehicle longitudinal direction, and / or the difference in displacement values ​​in the vehicle longitudinal direction, respectively. If the acceleration difference value in the vehicle longitudinal direction, the velocity difference value in the vehicle longitudinal direction, and / or the displacement difference value in the vehicle longitudinal direction are greater than the corresponding planned acceleration threshold value in the vehicle longitudinal direction, the planned velocity threshold value in the vehicle longitudinal direction, and / or the planned displacement threshold value in the vehicle longitudinal direction, respectively, it is determined that the gap in the vehicle longitudinal direction between the chassis body 140 and the tire structure T is excessive, and a gap abnormality signal in the vehicle longitudinal direction is generated. If the acceleration difference value in the vehicle longitudinal direction, the velocity difference value in the vehicle longitudinal direction, and / or the displacement difference value in the vehicle longitudinal direction are less than or equal to the corresponding planned acceleration threshold value in the vehicle longitudinal direction, the planned velocity threshold value in the vehicle longitudinal direction, and / or the displacement threshold value in the vehicle longitudinal direction, respectively, it is determined that the gap in the vehicle longitudinal direction between the chassis body 140 and the tire structure T is within the allowable range, and a normal gap signal in the vehicle longitudinal direction is generated.

[0072] Figure 5 is a flowchart showing a vehicle state detection method according to one embodiment of the present invention. Note that these steps do not necessarily need to be performed in the execution order shown in Figure 5 if substantially the same results can be obtained. The method shown in Figure 5 is employed in the vehicle chassis state detection system 1000 shown in Figures 1A and 1B, and will be briefly explained below. Step 502: Start. Step 504: Install at least one first detection device on each of the vehicle's rim covers, and install a second detection device at the center of the vehicle. Step 506: Each of the first detection devices acquires first acceleration data corresponding to the corresponding rim cover. Step 508: The second detection device acquires second acceleration data corresponding to the center position. Step 510: Generate detection data based on the first acceleration data and the second acceleration data. Step 512: Generate calculation results based on the detected data, and deliver vehicle status information to the client based on the calculation results. Step 514: Finished.

[0073] When operating the system, it is important to understand the details of each step in Figure 5 based on the aforementioned vehicle chassis state detection system. For simplicity, further explanation is omitted here.

[0074] Figure 6 is a flowchart showing a vehicle state detection method according to another embodiment of the present invention. Note that these steps do not necessarily need to be performed in the execution order shown in Figure 6 if substantially the same results can be obtained. The method shown in Figure 6 is used in the vehicle chassis condition detection system 2000 shown in Figure 3, and is briefly explained below. Step 602: Start. Step 604: Install at least one first detection device on each of the corresponding rim covers of the vehicle, and install a second detection device at the center of the vehicle. Step 606: Each of the first detection devices acquires first acceleration data corresponding to the corresponding rim cover. Step 608: The second detection device acquires second acceleration data corresponding to the center position. Step 610: Generate calculation results based on the first acceleration data and the second acceleration data, and distribute vehicle status information based on the calculation results. Step 612: Finished.

[0075] When operating the system, it is important to understand the details of each step in Figure 6 based on the aforementioned vehicle chassis state detection system. For simplicity, further explanation is omitted here.

[0076] In summary, the present invention determines whether it is necessary to replace the on-board kit or consumables by detecting changes in the acceleration of the rim, tire, tire structure, or rim cover relative to the chassis body. For example, if the calculation results indicate an abnormality in the acceleration change of the rim, tire, tire structure, or rim cover, it is highly likely that there is a problem with the performance of the shock absorber (e.g., the shock absorber abnormality signal) or an abnormality in the size of the gap between the chassis body and the tire structure (e.g., the gap abnormality signal in the vehicle width direction, the gap abnormality signal in the vehicle length direction), and adjustment or replacement of chassis components may be necessary. In this case, the client will receive notification and make time to take the vehicle to a repair shop for servicing and maintenance. This approach enhances driver safety because, even if an in-vehicle part breaks down earlier than the scheduled maintenance date, the driver does not need to wait for the scheduled maintenance to be performed. Furthermore, if the condition of the vehicle's onboard parts is excellent (for example, the shock absorber signal is normal, the vehicle width clearance signal is normal, and the vehicle length clearance signal is normal), forcibly replacing them will prevent unnecessary waste. Furthermore, even if the shock absorber needs to be replaced, the detection device does not need to be replaced at the same time, thus avoiding wasting the detection device.

[0077] The above describes the best embodiment of the present invention and does not limit the scope of the present invention; any changes or modifications that do not depart from the claims are included within the scope of the present invention. [Explanation of symbols]

[0078] 100 vehicles 110 First detection device 112 First Transmitter Module 114 1st accelerometer 120 Second detection device 122 Second Transmitter Module 124 2nd accelerometer 126 Processing Modules 130 Shock Absorber 140 Chassis Body 141 Chassis central axis 142 Chassis center position 150 Axle 160 rim 161 Central hole 170 tires 180 Rim Cover 181 Center position of the rim cover 200 data centers 220 Third Communication Module 230 Computation Modules 232 Artificial Intelligence Computing Units 300 clients 502 steps 504 steps 506 steps 508 steps 510 steps 512 steps 514 steps 602 steps 604 steps 606 steps 608 steps 610 steps 612 steps 1000 Vehicle Chassis Condition Detection System 2000 Vehicle Chassis Condition Detection System A1 Acceleration in the first axial direction A2 Second axis direction acceleration AS diagonal acceleration AF effective acceleration Circuit board B C sensor D Processor E Wireless Transceiver Unit F Power supply unit G Gravity direction H Memory Unit T-tire structure X First datum axis Y Second Datum Axis Z Third datum axis x First detection axis x' First detection axis y Second detection axis y' Second detection axis z Third detection axis z' Third detection axis θ Rotation angle θ1 1st included angle θ2 2nd included angle

Claims

1. A vehicle chassis state detection system applied to a vehicle (100), wherein the chassis system of the vehicle (100) comprises 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) is installed above the chassis body (140) and one end is connected to the chassis body (140), and the rim (160) of the tire structure (T) is mounted on the other end of the axle (150), The outer circumferential surface of the rim (160) is coupled to the tire (170) to form the tire structure (T), a central hole (161) is provided in the center of the rim (160), and a rim cover (180) is installed in the central hole (161) located in the center of the rim (160), the rim cover (180) rotates synchronously with the rotation of the rim (160) or the tire (170), and the shock absorber (130) of the chassis body (140) is connected to the axle (150). The vehicle chassis state detection system is The system comprises a first detection device (110) attached to the center position (181) of the rim cover (180) of the tire structure (T), and a second detection device (120) installed on the chassis body (140), The first detection device (110) includes a first accelerometer (114) and a first transmission module (112), the first accelerometer (114) being electrically coupled to the first transmission module (112), and the first detection device (110) acquiring first acceleration data of the tire structure (T) using the first accelerometer (114). The second detection device (120) includes a second accelerometer (124) and a second transmission module (122), the second transmission module (122) being electrically coupled to the second accelerometer (124) and connected to the first transmission module (112) for communication, and the second detection device (120) acquires second acceleration data of the chassis body (140) using the second accelerometer (124). A vehicle chassis state detection system characterized in that the first acceleration data is transmitted to the second transmission module (122) by the first transmission module (112), the second detection device (120) compares the second acceleration data with the first acceleration data for the same time period to obtain an acceleration difference value, and compares the acceleration difference value with a planned acceleration threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

2. The vehicle chassis state detection system according to claim 1, characterized in that the first acceleration data 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), and the second acceleration data 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).

3. The vehicle chassis state detection system according to claim 2, characterized in that the second detection device (120) compares acceleration data in the first gravity-related direction with acceleration data in the second gravity-related direction for the same time period to obtain an acceleration difference value in the gravity-related direction, determines that the shock absorber (130) is unable to operate normally and generates a shock absorber abnormality signal for the shock absorber signal if the acceleration difference value in the gravity-related direction is greater than a planned acceleration threshold for the gravity-related direction, and determines that the shock absorber (130) is able to operate normally and generates a shock absorber normality signal for the shock absorber signal.

4. The vehicle chassis state detection system according to claim 2, characterized in that the second detection device (120) compares the acceleration data in the first vehicle width direction with the acceleration data in the second vehicle width direction for the same time period to obtain an acceleration difference value in the vehicle width direction, determines that the gap in width between the chassis body (140) and the tire structure (T) is excessive if the acceleration difference value in the vehicle width direction is greater than the planned acceleration threshold in the vehicle width direction, and generates a vehicle width gap abnormality signal for the vehicle width gap signal, and determines that the gap in width between the chassis body (140) and the tire structure (T) is within the allowable range if the acceleration difference value in the vehicle width direction is less than or equal to the planned acceleration threshold in the vehicle width direction, and generates a vehicle width gap normal signal for the vehicle width gap signal.

5. The vehicle chassis state detection system according to claim 2, characterized in that the second detection device (120) compares the acceleration data in the first vehicle length direction with the acceleration data in the second vehicle length direction for the same time period to obtain an acceleration difference value in the vehicle length direction, determines that the length gap between the chassis body (140) and the tire structure (T) is excessive if the acceleration difference value in the vehicle length direction is greater than the planned acceleration threshold in the vehicle length direction, and generates a vehicle length gap abnormality signal for the vehicle length gap signal, and determines that the length gap between the chassis body (140) and the tire structure (T) is within the allowable range if the acceleration difference value in the vehicle length direction is less than or equal to the planned acceleration threshold in the vehicle length direction, and generates a vehicle length gap normal signal for the vehicle length gap signal.

6. The vehicle chassis state detection system according to claim 1, characterized in that the first detection device (110) and / or the second detection device (120) integrate 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, first velocity data, and / or first displacement data obtained by the first detection device (110) are transmitted to the second detection device (120).

7. The vehicle chassis state 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 corresponding first acceleration data, the first velocity data, and / or the first displacement data for the same time period, respectively, to obtain acceleration difference values, velocity difference values, and / or displacement difference values, respectively, and compares the acceleration difference values, velocity difference values, or displacement difference values ​​with a planned acceleration threshold, a planned velocity threshold, or a planned displacement threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

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

9. The second detection device (120) compares the acceleration data in the first gravity-related direction, the velocity data in the first gravity-related direction, and / or the displacement data in the first gravity-related direction with the corresponding acceleration data in the second gravity-related direction, the velocity data in the second gravity-related direction, and / or the displacement data in the second gravity-related direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the gravity-related direction, the difference in velocity values ​​in the gravity-related direction, and / or the difference in displacement values ​​in the gravity-related direction, respectively. The difference in acceleration values ​​in the gravity-related direction, the difference in velocity values ​​in the gravity-related direction, and / or the difference in displacement values ​​in the gravity-related direction are used as the planned acceleration threshold, the planned velocity threshold, and / or gravity threshold in the gravity-related direction, respectively. The vehicle chassis state detection system according to claim 8, characterized in that if the force-related displacement is greater than a predetermined displacement threshold, it is determined that the shock absorber (130) is unable to operate normally and a shock absorber abnormal signal is generated for the shock absorber signal; and if 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 less than or equal to the corresponding 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, it is determined that the shock absorber (130) is able to operate normally and a shock absorber normal signal is generated for the shock absorber signal.

10. The second detection device (120) compares the acceleration data in the first vehicle width direction, the velocity data in the first vehicle width direction, and / or the displacement data in the first vehicle width direction with the corresponding acceleration data in the second vehicle width direction, the velocity data in the second vehicle width direction, and / or the displacement data in the second vehicle width direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the vehicle width direction, the difference in velocity values ​​in the vehicle width direction, and / or the difference in displacement values ​​in the vehicle width direction, respectively. The vehicle chassis state detection system according to claim 8, characterized in that if the displacement threshold is greater than the vehicle width gap, it is determined that the gap in width between the chassis body (140) and the tire structure (T) is excessive, and a vehicle width gap abnormality signal is generated for the vehicle width gap signal; and if the acceleration difference value in the vehicle width direction, the velocity difference value in the vehicle width direction, and / or the displacement difference value in the vehicle width direction are less than or equal to the corresponding planned acceleration threshold value in the vehicle width direction, the planned velocity threshold value in the vehicle width direction, and / or the planned displacement threshold value in the vehicle width direction, it is determined that the gap in width between the chassis body (140) and the tire structure (T) is within an acceptable range, and a vehicle width gap normal signal is generated for the vehicle width gap signal.

11. The second detection device (120) compares the acceleration data in the first vehicle longitudinal direction, the velocity data in the first vehicle longitudinal direction, and / or the displacement data in the first vehicle longitudinal direction with the corresponding acceleration data in the second vehicle longitudinal direction, the velocity data in the second vehicle longitudinal direction, and / or the displacement data in the second vehicle longitudinal direction for the same time period, respectively, to obtain the difference in acceleration values ​​in the vehicle longitudinal direction, the difference in velocity values ​​in the vehicle longitudinal direction, and / or the difference in displacement values ​​in the vehicle longitudinal direction, respectively. The vehicle chassis state detection system according to claim 8, characterized in that if the displacement is greater than a planned displacement threshold, it is determined that the gap in length between the chassis body (140) and the tire structure (T) is excessive, and an abnormal vehicle length gap signal is generated for the vehicle length gap signal; and if the acceleration difference value in the vehicle length direction, the velocity difference value in the vehicle length direction, and / or the displacement difference value in the vehicle length direction are less than or equal to the corresponding planned acceleration threshold value in the vehicle length direction, the planned velocity threshold value in the vehicle length direction, and / or the displacement threshold value in the vehicle length direction, it is determined that the gap in length between the chassis body (140) and the tire structure (T) is within an acceptable range, and a normal vehicle length gap signal is generated for the vehicle length gap signal.

12. The vehicle chassis state detection system further comprises a data center (200) including a third communication module (220), wherein the third communication module (220) is connected to a second transmission module (122) to receive detection data from the second detection device (120), and the detection data includes the first acceleration data and the second acceleration data, as described in claim 1.

13. The vehicle chassis state detection system according to claim 12, wherein the data center (200) further comprises a computing module (230) connected to the third communication module (220), the computing module (230) includes an artificial intelligence computing unit (232), the artificial intelligence computing unit (232) performs training based on vehicle driving data, the vehicle driving data is statistical data of a specific vehicle type having driven a predetermined number of times in a designated area, the statistical data includes the first acceleration data and the second acceleration data, and the artificial intelligence computing unit (232) generates training results after the training is completed.

14. The vehicle chassis state detection system according to claim 13, characterized in that the training result is the planned acceleration threshold.

15. The vehicle chassis state detection system according to claim 1, characterized in that the second detection device (120) is installed at the chassis center position (142) of the chassis central axis (141) of the chassis body (140).

16. A vehicle chassis state detection system applied to a vehicle (100), wherein the chassis system of the vehicle (100) comprises 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 installed above the chassis body (140) and one end is connected to the chassis body (140), and the rim (160) of the tire structure (T) is connected to the other end of the axle (150) The rim (160) is mounted on the axle (170), the outer circumferential surface of the rim (160) is coupled to the tire (170) to form the tire structure (T), a central hole (161) is provided in the center of the rim (160), and a rim cover (180) is installed in the central hole (161) located in the center of the rim (160), the rim cover (180) rotates synchronously with the rotation of the rim (160) or the tire (170), and the shock absorber (130) of the chassis body (140) is connected to the axle (150). The vehicle chassis state detection system is The system comprises a first detection device (110) attached to the center position (181) of the rim cover (180) of the tire structure (T), a second detection device (120) installed on the chassis body (140), and a data center (200), The first detection device (110) includes a first accelerometer (114) and a first transmission module (112), the first accelerometer (114) being electrically coupled to the first transmission module (112), and the first detection device (110) acquiring first acceleration data of the tire structure (T) using the first accelerometer (114). The second detection device (120) includes a second accelerometer (124) and a second transmission module (122), the second transmission module (122) being electrically coupled to the second accelerometer (124) and connected to the first transmission module (112) for communication, and the second detection device (120) acquires second acceleration data of the chassis body (140) using the second accelerometer (124). The data center (200) includes a third communication module (220), the third communication module (220) is connected to a second transmission module (122) to receive detection data from the second detection device (120), the detection data includes the first acceleration data and the second acceleration data, a computing module (230) is connected to the third communication module (220), and the computing module (230) is used to process the detection data. The vehicle chassis state detection system is characterized in that the calculation module (230) compares the second acceleration data with the first acceleration data for the same time period to obtain an acceleration difference value, and compares the acceleration difference value with a planned acceleration threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

17. The vehicle chassis state detection system according to claim 16, characterized in that the second detection device (120) is installed at the chassis center position (142) of the chassis central axis (141) of the chassis body (140).

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