Vehicle Chassis Condition Detection System

Abstract

To provide a vehicle chassis state detection system that enables a driver to know the real-time state of a vehicle and perform appropriate maintenance without needlessly replacing parts. [Solution] A first detection device (110) attached to the center position of the rim cover acquires first acceleration data of the tire structure and includes a first transmission module, and a second detection device (120) installed on the chassis body includes a second accelerometer and a second transmission module, is connected to the first transmission module for communication, and acquires second acceleration data of the chassis body using the second accelerometer, and the second detection device (120) compares the second acceleration data with the first acceleration data from the same time period to acquire 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.

Description

[Technical Field]

[0001] The present invention relates to the technical field of vehicle condition detection, and more particularly to a vehicle chassis condition detection system that detects changes in the vehicle condition caused by whether a suspension system such as a shock absorber is operating normally while the vehicle is running and / or whether the size of a gap between a position or member of the chassis system other than the tire structure and the tire structure is normal. [Background technology]

[0002] In a vehicle whose driving conditions are constantly changing, the vehicle condition is usually most closely related to whether the suspension system, such as shock absorbers, is operating normally and / or whether the position of parts of the chassis system other than the tire structure or the size of the gap between the tire structure and the components is normal.

[0003] Shock absorbers are an important part of the suspension system, which act to suppress the spring's rebound impact for vibration and deformation absorption, as well as to absorb the impact of the road surface. When the vehicle passes over an uneven road surface, the shock absorbing spring filters out the vibration caused by the unevenness of the road surface, but the spring itself undergoes a reciprocating motion, so the shock absorber is used to suppress the spring's bounce. Therefore, the quality of shock absorber performance and the occurrence of breakdowns due to deterioration directly affect the ride comfort and maneuverability of the vehicle, which in turn affects the safety of the driver and passengers.

[0004] However, as the mileage increases, the wear and breakdown of shock absorbers inevitably increases. Therefore, how to detect and replace shock absorbers in time has become an important research topic. Similarly, as the mileage increases, misalignment of parts of the chassis system that are not the tire structure, which occurs due to wear and failure, or abnormalities in the size of the gap between the parts and the tire structure, can be detected in a timely manner, and parts can be replaced to ensure driving safety and comfort.

[0005] For example, in scheduled vehicle maintenance, maintenance personnel inspect various parts such as shock absorbers and other chassis components at a predetermined time or forcibly replace these parts, but this method cannot completely guarantee the safety of drivers when using the road before the scheduled maintenance date. For example, these parts may break down before their scheduled date due to various reasons, or the forced replacement of these parts on a regular basis results in unnecessary costs and is a significant burden on consumers, and various factors such as drivers ignoring or forgetting to maintain their vehicles represent various bottlenecks faced in this field.

[0006] In addition, to detect the size of gaps between shock absorbers and other chassis components of a vehicle, a method is often used in which experienced inspection workers artificially shake the vehicle to inspect it, and they judge whether the size of the gaps between shock absorbers and other chassis components is normal or not based on their experience and sense.However, this artificial detection method that relies on sense is not objective, and the judgment results vary from person to person, leading to incorrect judgment. Furthermore, abnormalities in shock absorbers and other chassis components can only be detected during regular maintenance, and the vehicle must be sent to a repair shop for maintenance once an abnormality occurs, meaning that the driver cannot know the vehicle's condition in real time, which also affects driving safety and comfort.

[0007] As a conventional technique, for example, Patent Document 1 discloses a shock absorber or a suspension control arm each having a sensor such as a gyroscope, a position sensor, or an acceleration sensor mounted thereon. This system uses two sensors to detect the height position or change in height of the two wheels, transmits the information to a control device, calculates the height difference between the two wheels, and drives the anti-roll bar to stabilize the vehicle body and reduce the likelihood of the vehicle body vibrating when traveling on uneven road surfaces, thereby reducing discomfort for occupants when the vehicle travels on uneven road surfaces. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] Taiwan Patent Application Publication No. 202019733 Summary of the Invention [Problem to be solved by the invention]

[0009] The technology 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 sensors that are still functioning well must also be replaced at the same time, resulting in the waste of sensors.

[0010] To sum up, there was a need for an in-vehicle system that could automatically detect vehicle conditions in real time, detect gaps between vehicle parts (e.g., the size of the gaps between shock absorbers or other chassis components of the vehicle and the tire structure), and notify the vehicle owner if necessary so that related maintenance can be performed.

[0011] The problem to be solved by the present invention is to provide a vehicle chassis condition detection system that allows the driver to know the real-time status of the vehicle and perform appropriate maintenance without unnecessary part replacement. [Means for solving the problem]

[0012] The present invention relates to a vehicle chassis condition detection system applied to a vehicle, the vehicle chassis system including at least a chassis body and a tire structure, the tire structure connected to an axle of the chassis body, the axle installed above the chassis body and one end connected to the chassis body, a rim of the tire structure mounted on the other end of the axle, the outer circumferential surface of the rim coupled to a tire to form the tire structure, a central hole formed in the center of the rim and a rim cover installed in the central hole located at the center of the rim, the rim cover rotating synchronously with the rotation of the rim or the tire, and a shock absorber of the chassis body connected to the axle. The vehicle chassis condition detection system includes a first detection device attached to a central position 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 is electrically connected to the first transmission module, and the first detection device acquires first acceleration data of the tire structure via the first accelerometer. The second detection device includes a second accelerometer and a second transmission module, and the second transmission module is electrically coupled to the second accelerometer and connected for communication with the first transmission module. 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. 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 predetermined 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 may include acceleration data of the first detection device in a first gravity-related direction, acceleration data of a first vehicle width direction, and / or acceleration data of 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 of a second vehicle width direction, and / or acceleration data of 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 an acceleration difference value in the gravity-related direction, and if the acceleration difference value in the gravity-related direction is greater than a predetermined acceleration threshold value in the gravity-related direction, determines that the shock absorber is unable to operate normally and generates a shock absorber abnormality signal for the shock absorber signal, and if the acceleration difference value in the gravity-related direction is equal to or less than the predetermined acceleration threshold value in the gravity-related direction, determines that the shock absorber is able to operate normally and generates a shock absorber normal 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 a vehicle width direction acceleration difference value, and if the vehicle width direction acceleration difference value is greater than a planned acceleration threshold value in the vehicle width direction, determines that the width gap between the chassis main body and the tire structure is excessively large and generates an abnormal vehicle width gap signal for the vehicle width gap signal, and if the vehicle width direction acceleration difference value is equal to or less than the planned acceleration threshold value in the vehicle width direction, determines that the width gap between the chassis main body and the tire structure is within an acceptable range and generates a normal vehicle width gap signal for the vehicle width gap signal.

[0016] The second detection device compares the first vehicle length direction acceleration data with the second vehicle length direction acceleration data for the same time period to obtain a vehicle length direction acceleration difference value, and if the vehicle length direction acceleration difference value is greater than a planned acceleration threshold value in the vehicle length direction, determines that the length gap between the chassis main body and the tire structure is excessively large and generates an abnormal vehicle length gap signal for the vehicle length gap signal, and if the vehicle length direction acceleration difference value is equal to or less than the planned acceleration threshold value in the vehicle length direction, determines that the length gap between the chassis main body and the tire structure is within an acceptable range and generates a normal vehicle length gap signal for the vehicle length gap 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, the first velocity data, and / or the 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 speed data, and / or the second displacement data with the corresponding first acceleration data, the first speed data, and / or the first displacement data for the same time period to obtain an acceleration difference value, a speed difference value, and / or a displacement difference value, respectively, and compare the acceleration difference value, the speed difference value, or the displacement difference value with a planned acceleration threshold, a planned speed 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 may include acceleration data of the first detection device in a first gravity-related direction, acceleration data of a first vehicle width direction, and / or acceleration data of a first vehicle length direction; the second acceleration data may include acceleration data of the second detection device in a second gravity-related direction, acceleration data of a second vehicle width direction, and / or acceleration data of a second vehicle length direction; the first velocity data may include velocity data in a first gravity-related direction, velocity data in the first vehicle width direction, and / or velocity data in the first vehicle length direction; the second velocity data may include velocity data in a second gravity-related direction, velocity data in the second vehicle width direction, and / or velocity data in the second vehicle length direction; the first displacement data may include displacement data in a first gravity-related direction, displacement data in the first vehicle width direction, and / or displacement data in the first vehicle length direction; and the second displacement data may include displacement data in a second gravity-related direction, displacement data in the second vehicle width direction, and / or displacement data in the 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 an acceleration difference value in the gravity-related direction, a velocity difference value in the gravity-related direction, and / or a displacement difference value in the gravity-related direction, respectively, and determines whether 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 or equal to the corresponding predetermined acceleration threshold value 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 equal to or less than 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, the shock absorber may be determined to be unable to operate normally, and a shock absorber abnormality signal may be 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 equal to or less than 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, the shock absorber may be determined to be able to operate normally, and a shock absorber normal signal may be generated for the shock absorber signal.

[0021] Further, the second detection device compares the first vehicle longitudinal acceleration data, the first vehicle longitudinal speed data, and / or the first vehicle longitudinal displacement data with the corresponding second vehicle longitudinal acceleration data, the second vehicle longitudinal speed data, and / or the second vehicle longitudinal displacement data for the same time period to obtain a vehicle longitudinal acceleration difference value, a vehicle longitudinal speed difference value, and / or a vehicle longitudinal displacement difference value, respectively, and determines whether the vehicle longitudinal acceleration difference value, the vehicle longitudinal speed difference value, and / or the vehicle longitudinal displacement difference value are greater than or equal to the corresponding vehicle longitudinal expected acceleration threshold value, the vehicle longitudinal speed difference value, and / or the vehicle longitudinal speed difference value. If the vehicle length acceleration difference value, the vehicle length speed difference value, and / or the vehicle length displacement difference value are greater than the corresponding vehicle length planned acceleration threshold value, the vehicle length planned speed threshold value, and / or the vehicle length displacement threshold value, respectively, the vehicle length gap between the chassis body and the tire structure is determined to be within an allowable range, and a vehicle length gap normal signal is generated for the vehicle length gap signal.

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

[0023] In this case, the data center may further include a calculation module connected to the third communication module, the calculation module including an artificial intelligence calculation unit, the artificial intelligence calculation unit performing training based on vehicle driving data, the vehicle driving data being statistical data of a specific vehicle model driving a predetermined number of times in a dedicated area, the statistical data including the first acceleration data and the second acceleration data, and the artificial intelligence calculation unit may generate training results after training is completed.

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

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

[0026] Alternatively, the present invention relates to a vehicle chassis state detection system applied to a vehicle, the vehicle chassis system comprising at least a chassis body and a tire structure, the tire structure being connected to an axle of the chassis body, the axle of the chassis body being installed above the chassis body and having one end connected to the chassis body, a rim of the tire structure being mounted on the other end of the axle, an outer circumferential surface of the rim being coupled to a tire to form the tire structure, a central hole being formed in the center of the rim and a rim cover being installed in the central hole located at the center of the rim, the rim cover rotating synchronously with the rotation of the rim or the tire, a shock absorber of the chassis body being connected to the axle, the vehicle chassis state detection system comprising a first detection device attached to a central position of the rim cover of the tire structure, a second detection device installed on the chassis body, and a data center, the first detection device including a first accelerometer and a first transmission module, the first accelerometer being a first transmitting module, the first detection device acquiring first acceleration data of the tire structure by the first accelerometer; the second detection device including a second accelerometer and a second transmitting module, the second transmitting module being electrically coupled to the second accelerometer and connected for communication to the first transmitting module, the second detection device acquiring second acceleration data of the chassis body by the second accelerometer; a data center including a third communication module, the third communication module being connected for signals to the second transmitting module to receive detection data of the second detection device, the detection data including the first acceleration data and the second acceleration data; a calculation module coupled to the third communication module, the calculation module being used for processing the detection data, the calculation module comparing the second acceleration data with the first acceleration data in the same time period to acquire an acceleration difference value, and comparing 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.

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

[0028] In the vehicle chassis condition detection system of the present invention, the first and second detection devices are not installed in a suspension system such as a shock absorber, but are attached to the center position of the shock absorber cover and the chassis body, and by comparing their respective detection values, they detect and determine whether the suspension system such as a shock absorber is operating normally and / or whether the position of a part of the chassis system that is not a tire structure or the size of the gap between the component and the tire structure is normal, and issue a signal.Therefore, even when replacing a shock absorber, there is no need to replace the detection device, thereby reducing waste of detection devices, and even if an on-board part is damaged before the scheduled maintenance date, the driver does not have to wait for the scheduled maintenance date to perform the maintenance, thereby improving driving safety for the driver. [Brief explanation of the drawings]

[0029] [Figure 1A] 1 is a schematic diagram of a vehicle chassis condition detection system according to an embodiment of the present invention; [Figure 1B] 1 is a schematic perspective view of a vehicle chassis condition detection system according to an embodiment of the present invention; [Figure 2] 2 is a schematic diagram illustrating communication between a first detector and a second detector according to an embodiment of the present invention; FIG. [Figure 3] FIG. 2 is a schematic diagram of a vehicle chassis condition detection system according to another embodiment of the present invention. [Figure 4A] 3 is a schematic diagram showing acceleration acquired by a first detection device according to an embodiment of the present invention. FIG. [Figure 4B] 5 is a schematic diagram showing acceleration acquired by a second detection device according to an embodiment of the present invention. FIG. [Figure 5] 3 is a flowchart illustrating a vehicle state detection method according to an embodiment of the present invention. [Figure 6]10 is a flowchart illustrating a vehicle state detection method according to another embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

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

[0031] An embodiment of the present invention will be described below. FIG. 1A is a schematic diagram of a vehicle chassis condition sensing system 1000 according to one embodiment, and FIG. 1B is a schematic perspective view of the vehicle chassis condition sensing system 1000 according to one embodiment. As shown in FIGS. 1A and 1B, the vehicle chassis condition detection system 1000 includes at least one first detection device 110, a second detection device 120, and a data center 200.

[0032] The second detector 120 and the data center 200 transmit data via a wireless communication method, and the first detector 110 and the second detector 120 transmit data via a wireless communication method. The aforementioned wireless communication methods are methods such as WiFi, Bluetooth, radio frequency communication, or near field 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 a tablet terminal. For ease of explanation, the vehicle 100 will be described as a four-wheel drive compact car, but the present invention is not limited to this. As an example, the vehicle 100 has four or more tires, rims, rim covers, and tire structures, but 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, which is connected to an axle 150 of the chassis body 140. The axle 150 is installed above the chassis body 140 and has one end connected to the chassis body 140 . The rim 160 of the tire structure T is mounted on the other end of the axle 150, and 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 or covers the central hole 161 located in the center of the rim 160, and the rim cover 180 can rotate synchronously with the rotation of the rim 160 or the tire 170.

[0035] Additionally, the shock absorbers 130 of the suspension system of the chassis body 140 are connected to the axles 150 . The chassis system may include the above-mentioned shock absorber 130, chassis body 140, axle 150, rim 160, tire 170, rim cover 180, and other components recognized by a person of ordinary skill in the art to which the present invention pertains. Generally, the chassis body 140 refers to a collection of other members in the chassis system other than the tire structure T.

[0036] In this embodiment, the first detection device 110 is attached or installed at a center position 181 of the rim cover 180 of the tire structure T and detects acceleration data of the rim 160, the tire 170, the tire structure T, or the rim cover 180 in a gravity-related direction, a vehicle width direction, and / or a vehicle length direction. 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 on the chassis system of the vehicle 100 and is also installed on the tire structure T or the 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, the vehicle width direction, and / or the vehicle length direction of the chassis body 140. Preferably, the second detection device 120 is located at a position of any point on the chassis central axis 141 of the chassis body 140, and most preferably, at the chassis center position 142 on 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 the gravity direction 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, second datum axis Y, and third datum axis Z are perpendicular to each other.

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

[0040] The two power supply units F respectively supply power used by the first detection device 110 and the second detection device 120, and the two memory units H respectively store firmware required 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] The sensor C includes a microelectromechanical system accelerometer, also referred to as an acceleration sensor, which may be a gravity accelerometer. The accelerometer detects the amount of acceleration in three measurement axes as measurement data, i.e., a triaxial accelerometer. The triaxial accelerometer is mounted such that the three measurement axes are aligned with a gravity-related direction, a vehicle width direction, and / or a vehicle length direction, respectively, and the gravity-related direction, vehicle width direction, and vehicle length direction are perpendicular to each other. The measurement data (eg, acceleration magnitudes in the three measurement axes) are transmitted to a processor D. The processor D includes a calculation unit that calculates the measurement data based on a predetermined algorithm to obtain acceleration data in a gravity-related direction, acceleration data in a vehicle width direction, and / or acceleration data in a vehicle length direction.

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

[0043] The first sensing device 110 and / or the second sensing 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 speed data includes 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 includes 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 includes displacement data in a first gravity-related direction, displacement data in the first vehicle width direction, and / or displacement data in the first vehicle length direction, and the second displacement data includes displacement data in a second gravity-related direction, displacement data in the second vehicle width direction, and / or displacement data in the 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 is transmitted by the wireless transceiver unit (or the first transmission module described later) of the first detection device 110 to another wireless transceiver 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 speed data, and / or the second displacement data with the corresponding first acceleration data, the first speed data, and / or the first displacement data in the same time period to obtain an acceleration difference value, a speed difference value, and / or a displacement difference value, respectively, and compares the acceleration difference value, the speed difference value, or the displacement difference value with a planned acceleration threshold, a planned speed 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 time period may be, for example, a 1 / 2700 second time period, i.e., the first detection device 110 and the second detection device 120 continuously acquire the first acceleration data and the second acceleration data every 1 / 2700 seconds. The same time period refers to a time period formed with the same time start and end points.

[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, to obtain an acceleration difference value in the gravity-related direction, a velocity difference value in the gravity-related direction, and / or a displacement difference value in the gravity-related direction, respectively. If the acceleration differential value in the gravity-related direction, the velocity differential value in the gravity-related direction, and / or the displacement differential value in the gravity-related direction are greater than 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 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 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 can operate normally, and a shock absorber normal signal is generated for the shock absorber signal.

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

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

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

[0049] Next, 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 the client 300 via another wireless transceiver unit 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 of the wireless transceiver units. This embodiment differs from the previous embodiment in that the calculation module 230 (see FIG. 2) of the data center 200 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 second acceleration data, the second velocity data, and / or the second displacement data are compared by the calculation module 230 of the data center 200 with the corresponding first acceleration data, the first velocity data, and / or the first displacement data for the same time period, respectively, rather than by the second detection device 120.

[0051] For ease of understanding, acceleration data will be taken as an example below, but the same applies to examples of velocity data and displacement data, so a description of velocity data and displacement data will be omitted. FIG. 2 is a schematic diagram illustrating communication between the first detector 110 and the second detector 120 shown in FIGS. 1A and 1B.

[0052] In the example of FIG. 2, each of the first sensing devices 110 further comprises a first transmitting module 112 and a first accelerometer 114 (ie, the aforementioned sensors). The first accelerometer 114 is electrically coupled to the first transmitting module 112, and the first sensing device 110 obtains the first acceleration data of the corresponding tire structure T through the first accelerometer 114.

[0053] The second detection device 120 is installed at the chassis center position 142 and includes a second accelerometer 124 (ie, the aforementioned sensor) and a second transmission module 122 . The second sensing device 120 is used to obtain second acceleration data corresponding to the chassis center position 142 via the second accelerometer 124 . Additionally, the second transmitting module 122 is electrically coupled to the second accelerometer 124 and is communicatively connected to the first transmitting module 112 for transmitting the sensed data related to 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.

[0054] The data center 200 receives the detection data, generates a calculation result based on the detection data, and distributes vehicle status information based on the calculation result to the client 300. The calculation result is, for example, 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. For example, the client 300 may include at least one of the client's email box, social media account, mobile phone number, and application program, and the vehicle status information may be at least one of email, SMS, audio file, light and sound effects, and vibration effects.

[0055] According to an embodiment of the present invention, one of the first acceleration data and the second acceleration data includes at least three-axis data. According to other embodiments of the present invention, either one of the first sensing device 110 and the second sensing device 120 may further comprise a micro-electro-mechanical systems gyro (not shown). In the present invention, acceleration data may be replaced with velocity data or displacement data, or detected acceleration data may be converted into velocity data or displacement data.

[0056] In one embodiment of the present invention, the data center 200 comprises a third communication module 220, which is signal-coupled to the 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 be the subtraction result of the first acceleration data and the second acceleration data, and its physical significance is that it is possible to detect whether an acceleration deviation, velocity deviation, or displacement deviation occurs at a fixed point on the tire structure T compared to the chassis center position 142.

[0057] For example, based on 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, it is determined whether inspection, maintenance, or replacement of the shock absorbers of the vehicle 100 or components between the chassis body and the tire structure is required. That is, the above calculation result relates to the wear state of at least one corresponding kit of the vehicle 100, and the above vehicle state information relates to whether or not to overhaul the kit. In a preferred alternative, at least one of the kits includes at least one or more of shock absorbers and other components that make up the chassis (e.g., components such as tripods, ball joints, stabilizer links, etc.).

[0058] The calculation module 230 is coupled to the third communication module 220 and is used to process the detection data. According to a preferred embodiment of the present invention, the calculation module 230 includes an artificial intelligence (AI) computing unit 232 for performing training based on vehicle driving data, which may be statistical data of a specific vehicle model driven a predetermined number of times in a designated area, and the AI ​​computing unit 232 generates training results after the training is completed. Then, the newly received acceleration data (e.g., the first acceleration data and / or the second acceleration data from the first detection device 110 and / or the second detection device 120) is automatically interpreted to determine whether there is any abnormality. For example, the artificial intelligence calculation unit 232 performs training using a neural algorithm, and feeds actual measurement data of multiple dedicated tracks during training, where the dedicated tracks are divided into flat road surfaces, uneven road surfaces, mountain road surfaces, etc.

[0059] In another embodiment, the calculation module 230 compares the detected data with factory acceleration data to generate the calculation result. In this method, the AI ​​calculation unit 232 is not used, or the AI ​​calculation unit 232 pre-calculates the above-mentioned factory default acceleration data.

[0060] 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 are provided by the factory of the specific vehicle model, or are the training results obtained by the artificial intelligence computing unit 232 based on the vehicle driving data of statistical data obtained by driving the above-mentioned specific vehicle model a predetermined number of times in a dedicated area.

[0061] FIG. 3 is a schematic diagram illustrating a vehicle chassis condition detection system 2000 according to another embodiment of the present invention. 3, the vehicle chassis condition detection system 2000 can perform offline calculations, i.e., the vehicle chassis condition detection system 2000 generates the calculation results at the vehicle end, and the vehicle chassis condition detection system 2000 differs from the vehicle chassis condition detection system 1000 in that there is no need to upload the detection data to the data center 200, the cloud, or a factory.

[0062] The second detection device 120 is connected to the second transmission module 122 and is separately provided with 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 the calculation result is, for example, the shock absorber abnormality signal, the shock absorber normal signal, the vehicle width direction gap abnormality signal, the vehicle width direction gap normal signal, the vehicle length direction gap abnormality signal, and / or the vehicle length direction gap normal signal. The processing module 126 is coupled to or in communication with a display device (not shown) of the vehicle 100 to display the warning information. The display device may be an on-board screen or a 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 may relate to whether the kit should be overhauled.

[0063] FIG. 4A is a schematic diagram showing acceleration acquired by the first detection device 110 according to one embodiment of the present invention. The first detection device 110 is attached to the center position 181 of the rim cover 180 and includes a first accelerometer 114 and the gyro. The first detection axis x of the first accelerometer 114 is set in the direction from the bottom of the vehicle body to the roof (which may be interpreted as a gravity-related direction). The second detection axis y is set in the vehicle length direction. The third detection axis z is set in the vehicle width direction and corresponds to the axis of the axle 150. The installation directions of the three detection axes of the gyro are the same as those 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 parallel to the first datum axis X, the second datum axis Y, and the third datum axis Z, respectively.

[0064] In FIG. 4A, the oblique acceleration AS is obtained by measuring the acceleration A1 in the first axis direction based on the first detection axis x, measuring the acceleration A2 in the second axis 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 caused by the vehicle running is measured by the gyro, and the included angle between the acceleration A2 in the second axial direction and the oblique acceleration AS is a second included angle θ2, and the included angle between the oblique acceleration AS and the first datum axis X is a first included angle θ1. Therefore, when θ is an integer multiple other than 90 degrees, the effective acceleration AF in the gravity-related direction is finally calculated 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-mentioned principle of calculating effective acceleration can also be applied to the calculation of effective velocity and effective displacement in the gravity-related direction.

[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 along the second sensing 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 along the first sensing axis x. Therefore, the effective acceleration AF in the gravity-related direction is acceleration data in the first gravity-related direction, and the acceleration measured by the third detection axis z is acceleration data in the first vehicle width direction.

[0066] The acceleration data in the first vehicle length direction is obtained in the same manner as the method for obtaining the effective acceleration AF in the gravity-related direction described above, with the only difference being 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, and the description thereof will not be repeated here.

[0067] FIG. 4B is a schematic diagram showing acceleration acquired by the second detection device 120 according to an embodiment of the present invention. The second detection device 120 is located at a chassis center position 142 of a chassis center axis 141 of the chassis main body 140 and includes a second accelerometer 124 . When installed, the first detection axis x' of the second accelerometer 124 is set as the direction from the bottom of the vehicle body to the roof (which may be interpreted as a gravity-related direction), the second detection axis y' is set as the vehicle length direction, and the third detection axis z' is set as the vehicle width direction. In this way, the second detection device 120 obtains 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 the data center 200 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, to obtain an acceleration difference value in the gravity-related direction, a velocity difference value in the gravity-related direction, and / or a displacement difference value in the gravity-related direction, respectively.

[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 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 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 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 can operate normally, and the shock absorber normal signal is generated.

[0070] The second detection device 120 or the data center 200 compares the first vehicle width direction acceleration data, the first vehicle width direction speed data, and / or the first vehicle width direction displacement data with the corresponding second vehicle width direction acceleration data, the second vehicle width direction speed data, and / or the second vehicle width direction displacement data for the same time period, and obtains the vehicle width direction acceleration difference value, the vehicle width direction speed difference value, and / or the vehicle width direction displacement difference value, respectively. If 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 greater than the corresponding planned acceleration threshold value in the vehicle width direction, the planned speed 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 the vehicle width direction between the chassis main body 140 and the tire structure T is excessively large, and an abnormal gap signal in the vehicle width direction is generated. If 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 equal to or less than the corresponding planned acceleration threshold value in the vehicle width direction, the planned speed 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 the vehicle width direction between the chassis main body 140 and the tire structure T is within an allowable range, and a normal gap signal in the vehicle width direction is generated.

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

[0072] 5 is a flowchart illustrating a vehicle state detection method according to an embodiment of the present invention. Note that the steps do not necessarily have to be performed in the order shown in FIG. 5 as long as substantially the same results can be achieved. The method illustrated in FIG. 5 is employed in the vehicle chassis condition sensing system 1000 shown in FIGS. 1A and 1B and is briefly described below. Step 502: Start. Step 504: At least one first detection device is installed on a corresponding one of the plurality of rim covers of the vehicle, and a second detection device is installed at a center position of the vehicle. Step 506: Obtain first acceleration data corresponding to the corresponding one of the rim covers by each of the first detection devices. Step 508: Obtain second acceleration data corresponding to the center position by a second detection device. Step 510: Generate detection data based on the first acceleration data and the second acceleration data. Step 512: Generate a calculation result based on the detection data, and deliver vehicle status information to the client based on the calculation result. Step 514: End.

[0073] In operation, the details of each step in FIG. 5 can be understood based on the vehicle chassis condition detection system described above, and will not be further described here for the sake of brevity.

[0074] 6 is a flowchart showing a vehicle state detection method according to another embodiment of the present invention. Note that, as long as substantially the same results can be achieved, the steps do not necessarily have to be performed in the order shown in FIG. 6. The method illustrated in FIG. 6 is employed in the vehicle chassis condition detection system 2000 shown in FIG. 3 and is briefly described below. Step 602: Start. Step 604: At least one first detection device is installed on a corresponding one of the plurality of rim covers of the vehicle, and a second detection device is installed at a center position of the vehicle. Step 606: Obtain first acceleration data corresponding to the corresponding one of the rim covers by each of the first detection devices. Step 608: Obtain second acceleration data corresponding to the center position by a second detection device. Step 610: Generate a calculation result based on the first acceleration data and the second acceleration data, and deliver vehicle state information based on the calculation result. Step 612: End.

[0075] In operation, the details of each step in FIG. 6 can be understood based on the vehicle chassis condition detection system described above, and will not be further described here for the sake of brevity.

[0076] In summary, the present invention determines whether vehicle kits or consumables need to be replaced by detecting changes in the acceleration of the rim, the tire, the tire structure, or the rim cover relative to the chassis body. For example, if the calculation result indicates an abnormality in the acceleration change of the rim, the tire, the tire structure, or the rim cover, there is a high possibility that there is a problem with the performance of the shock absorber (e.g., the shock absorber abnormality signal), or that there is an abnormality in the size of the gap between the chassis body and the tire structure (e.g., the vehicle width direction gap abnormality signal, the vehicle length direction gap abnormality signal), and adjustment or replacement of chassis components may be necessary. In this case, the client will be notified and will make time to take the vehicle to a repair shop for repair and maintenance. In this way, even if an on-board part is damaged before the scheduled maintenance date, the driver does not have to wait until the scheduled maintenance date to perform the maintenance, thereby improving the safety of the driver's driving. In addition, when the condition of the vehicle parts is extremely good (for example, the shock absorber normal signal, the vehicle width direction gap normal signal, the vehicle length direction gap normal signal), it prevents a situation that leads to unnecessary waste by forcibly replacing the parts. Furthermore, even if the shock absorber needs to be replaced, the detection device does not need to be replaced at the same time, and the detection device will not be wasted.

[0077] The above describes the best mode for carrying out the present invention, and the scope of the present invention is not limited thereto. All changes and modifications that do not deviate from the scope of the claims are included within the scope of the present invention. [Explanation of symbols]

[0078] 100 vehicles 110 First detection device 112 First Transmitting Module 114 1st accelerometer 120 Second detection device 122 Second Transmission Module 124 2nd accelerometer 126 Processing Module 130 shock absorber 140 chassis body 141 Chassis center axis 142 Chassis center position 150 axle 160 rim 161 Central hole 170 tires 180 rim cover 181 Center position of rim cover 200 data centers 220 Third Communication Module 230 Computational Module 232 Artificial Intelligence Computing Unit 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 axis direction A2 Acceleration in the second axis direction AS diagonal acceleration AF effective acceleration B Circuit board C-sensor D processor E. Radio transmitting / receiving unit F Power supply unit G Gravity direction H Memory Unit T tire structure X First datum axis Y Second datum axis Z 3rd 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 has one end connected to the chassis body (140), a rim (160) of the tire structure (T) is mounted on the other end of the axle (150), and a front The outer circumferential surface of the rim (160) is coupled to the tire (170) to form the tire structure (T), the rim (160) has a central hole (161) at its center, and a rim cover (180) is installed in the central hole (161) located at the center of the rim (160), and the rim cover (180) rotates in synchronization 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 condition detection system includes: The tire structure (T) includes a first detection device (110) attached to a center position (181) of the rim cover (180) of the tire structure (T), and a second detection device (120) installed on the chassis main body (140), the first detection device (110) includes a first accelerometer (114) and a first transmitting module (112), the first accelerometer (114) is electrically coupled to the first transmitting module (112), and the first detection device (110) acquires first acceleration data of the tire structure (T) through 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) is electrically coupled to the second accelerometer (124) and is communicatively connected to the first transmission module (112), and the second detection device (120) acquires second acceleration data of the chassis body (140) through the second accelerometer (124); The first acceleration data is transmitted by the first transmitting module (112) to the second transmitting module (122), and the second detecting 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 predetermined acceleration threshold value to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

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

3. 3. The vehicle chassis condition detection system of claim 2, wherein the second detection device (120) 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 an acceleration difference value in the gravity-related direction, and if the acceleration difference value in the gravity-related direction is greater than a predetermined acceleration threshold 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, and if the acceleration difference value in the gravity-related direction is equal to or less than the predetermined acceleration threshold value in the gravity-related direction, determines that the shock absorber (130) is able to operate normally and generates a shock absorber normal signal for the shock absorber signal.

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

5. 3. The vehicle chassis condition detection system of claim 2, wherein the second detection device (120) compares the first vehicle longitudinal acceleration data with the second vehicle longitudinal acceleration data for the same time period to obtain a vehicle longitudinal acceleration difference value, and if the vehicle longitudinal acceleration difference value is greater than a predetermined vehicle longitudinal acceleration threshold, determines that the length gap between the chassis main body (140) and the tire structure (T) is excessively large and generates a vehicle longitudinal gap abnormality signal for the vehicle longitudinal gap signal, and if the vehicle longitudinal acceleration difference value is equal to or less than the predetermined vehicle longitudinal acceleration threshold, determines that the length gap between the chassis main body (140) and the tire structure (T) is within an allowable range and generates a vehicle longitudinal gap normal signal for the vehicle longitudinal gap signal.

6. 2. The vehicle chassis condition detection system of 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. 7. The vehicle chassis condition detection system of claim 6, wherein the second detection device (120) compares the second acceleration data, the second speed data, and / or the second displacement data with the corresponding first acceleration data, the first speed data, and / or the first displacement data for the same time period to obtain an acceleration difference value, a speed difference value, and / or a displacement difference value, respectively, and compares the acceleration difference value, the speed difference value, or the displacement difference value with a predetermined acceleration threshold, a predetermined speed threshold, or a predetermined displacement threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

8. 8. The vehicle chassis state detection system of claim 7, wherein the first acceleration data includes acceleration data of the first detection device in a first gravity-related direction, acceleration data of a first vehicle width direction, and / or acceleration data of 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 of a second vehicle width direction, and / or acceleration data of the second detection device in a second vehicle length direction; the first velocity data includes velocity data of the first gravity-related direction, velocity data of the first vehicle width direction, and / or velocity data of the first vehicle length direction; the second velocity data includes velocity data of the second gravity-related direction, velocity data of the second vehicle width direction, and / or velocity data of the second vehicle length direction; the first displacement data includes displacement data of the first gravity-related direction, displacement data of the first vehicle width direction, and / or displacement data of the first vehicle length direction; and the second displacement data includes displacement data of the second gravity-related direction, displacement data of the second vehicle width direction, and / or displacement data of the 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 an acceleration difference value in the gravity-related direction, a velocity difference value in the gravity-related direction, and / or a displacement difference value in the gravity-related direction, respectively, and determines whether 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 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 gravity-related direction.

9. The vehicle chassis state detection system of claim 8, wherein if the acceleration differential value in the gravity-related direction is greater than a predetermined displacement threshold in the force-related direction, 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; and if the acceleration differential value in the gravity-related direction, the velocity differential value in the gravity-related direction, and / or the displacement differential value in the gravity-related direction are equal to or less than the corresponding predetermined acceleration threshold in the gravity-related direction, the predetermined velocity threshold in the gravity-related direction, and / or the predetermined displacement threshold 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 first vehicle width direction acceleration data, the first vehicle width direction speed data, and / or the first vehicle width direction displacement data with the corresponding second vehicle width direction acceleration data, the second vehicle width direction speed data, and / or the second vehicle width direction displacement data for the same time period, respectively, to obtain a vehicle width direction acceleration difference value, a vehicle width direction speed difference value, and / or a vehicle width direction displacement difference value, and calculates whether the vehicle width direction acceleration difference value, the vehicle width direction speed difference value, and / or the vehicle width direction displacement difference value are greater than the corresponding vehicle width direction planned acceleration threshold value, the vehicle width direction planned speed threshold value, and / or the vehicle width direction planned speed threshold value.

9. The vehicle chassis state detection system of claim 8, wherein if the vehicle width direction acceleration difference value, the vehicle width direction speed difference value, and / or the vehicle width direction displacement difference value are equal to or less than the corresponding planned acceleration threshold value in the vehicle width direction, the planned speed threshold value in the vehicle width direction, and / or the planned displacement threshold value in the vehicle width direction, the vehicle width direction determines that the width gap between the chassis main body (140) and the tire structure (T) is within an allowable range, and generates a vehicle width gap normal signal for the vehicle width gap signal.

11. The second detection device (120) compares the first vehicle longitudinal acceleration data, the first vehicle longitudinal speed data, and / or the first vehicle longitudinal displacement data with the corresponding second vehicle longitudinal acceleration data, the second vehicle longitudinal speed data, and / or the second vehicle longitudinal displacement data for the same time period to obtain a vehicle longitudinal acceleration difference value, a vehicle longitudinal speed difference value, and / or a vehicle longitudinal displacement difference value, respectively, and determines whether the vehicle longitudinal acceleration difference value, the vehicle longitudinal speed difference value, and / or the vehicle longitudinal displacement difference value are greater than the corresponding vehicle longitudinal predetermined acceleration threshold value, the vehicle longitudinal predetermined speed threshold value, and / or the vehicle longitudinal 9. The vehicle chassis condition detection system of claim 8, wherein if the vehicle longitudinal acceleration difference value, the vehicle longitudinal velocity difference value, and / or the vehicle longitudinal displacement difference value are equal to or less than the corresponding predetermined vehicle longitudinal acceleration threshold value, the predetermined vehicle longitudinal velocity threshold value, and / or the vehicle longitudinal displacement threshold value, the vehicle longitudinal gap is determined to be within an allowable range, and a vehicle longitudinal gap normal signal is generated for the vehicle longitudinal gap signal.

12. 2. The vehicle chassis condition detection system of claim 1, further comprising a 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), the detection data including the first acceleration data and the second acceleration data.

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

14. The vehicle chassis condition detection system of claim 13, wherein the training result is the predetermined acceleration threshold.

15. 2. The vehicle chassis condition detection system according to claim 1, wherein the second detection device (120) is installed at a chassis center position (142) of the chassis center axis (141) of the chassis main 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 has one end 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 outer circumferential surface of the rim (160) is coupled to the tire (170) to form the tire structure (T), the rim (160) has a central hole (161) at its center and a rim cover (180) is installed in the central hole (161) located at the center of the rim (160), the rim cover (180) rotates in synchronization 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 condition detection system includes: The tire structure (T) includes a first detection device (110) attached to a center position (181) of the rim cover (180), a second detection device (120) installed in the chassis body (140), and a data center (200), the first detection device (110) includes a first accelerometer (114) and a first transmitting module (112), the first accelerometer (114) is electrically coupled to the first transmitting module (112), and the first detection device (110) acquires first acceleration data of the tire structure (T) through 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) is electrically coupled to the second accelerometer (124) and is communicatively connected to the first transmission module (112), and the second detection device (120) acquires second acceleration data of the chassis main body (140) through the second accelerometer (124); the data center (200) includes a third communication module (220), the third communication module (220) is signal-connected to the second transmission module (122) to receive detection data of the second detection device (120), the detection data including the first acceleration data and the second acceleration data; a calculation module (230) is coupled to the third communication module (220), the calculation module (230) is used to process the detection data; 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 predetermined acceleration threshold to generate a shock absorber signal, a vehicle width gap signal, and / or a vehicle length gap signal.

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

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