BG4458U1 - Device for detecting defects in vehicle suspension components - Google Patents

Abstract

The present utility model relates to a device for detecting defects in the suspension components of motor vehicles, and more particularly to a device for detecting the wear of non-rotating suspension components. Said device consists of at least two sensors mounted on the suspension components, wherein said sensors are connected to an amplifier of the emitted signal, while said amplifier is connected to a signal converter connected to a microcontroller unit which in turn is connected via a communication module to a database server and to a user interface. Furthermore, the microcontroller unit is also connected to a driver display module. The sensors according to the present utility model are laser range finders (1, 2, 3) which capture the distances between suspension components, wherein each laser range finder (1, 2, 3) is connected via a corresponding signal amplifier (4, 5, 6) to a separate signal converter, wherein said signal converter is an analog-to-digital converter (7, 8, 9) and is connected to the microcontroller unit (13) via a corresponding measurement buffer (10, 11, 12), while the microcontroller unit (13) is connected to an amplitude-frequency converter (14) for Fourier transformation and to a signal analysis module (15) which in turn is connected to analytical buffers (16, 17, 18) corresponding to each of the said sensors (1, 2, 3).

Description

(54) DEFECT DEVICE FOR VEHICLE SUSPENSION COMPONENTS

Field of technique

The utility model relates to a device for detecting defects in vehicle suspension components, and more particularly to a device for detecting wear of non-rotating suspension components.

Prior art

The safety of motor vehicle occupants is paramount. In this aspect, the technical condition of the vehicle's mechanical components is of particular importance. Early detection of defects such as damage and/or wear to these components can be accomplished through frequent mechanical inspections. In a number of cases, however, this is not possible, which can lead to an unexpected accident of the motor vehicle with fatal consequences, both for the passengers and the machine.

The most vulnerable mechanical parts of a motor vehicle are the suspension components, where fatal failure can occur even while in motion. Drivers cannot always determine the presence of a fault in order to react in time and prevent an accident.

The detection of unacceptable wear of components and the prevention of such accidental damage during the use of the vehicle is possible through the application of modern technologies. They are based on the use of precise sensors mounted on vehicle components and fast microcontrollers, providing almost real-time processing of the measured values, be it temperature, sound, light.

Document WO 2008111691 A1 describes a vehicle chassis component defect detection device that detects defects occurring in rotating suspension components while the vehicle is in motion.

The known device includes at least two sensors mounted on the suspension components. The sensors are connected to an amplifier of the broadcast signal. The broadcast signal amplifier is connected to a signal converter, which in turn is connected to a microcontroller unit. The microcontroller unit is bidirectionally connected to a communication module. The known device also has a user interface in the form of a display and the microcontroller unit of the known device is also connected to a driver indication module.

The known device was developed to detect defects in the rotating components of the suspension of the wheels of the vehicle - wheel bearing, shankel. Deformation measurement is carried out by placing vibration sensors (accelerometers) on the rotating components and measuring vibrations depending on the current speed. The sensors are located along the three axes of the housing of the rotating component. Defects are detected using an algorithm using acceleration signals detected in the outer ring of the wheel bearing or crank arm.

The device described in document WO 2008111691 A1 does not offer wear detection of the non-rotating components of the vehicle suspension.

Technical nature of the utility model

An object of the utility model is to create a device for detecting defects in vehicle suspension components that monitors the wear of non-rotating suspension components in real time.

The device includes at least two sensors mounted on the suspension components, the sensors being connected to a broadcast signal amplifier, and the broadcast signal amplifier being connected to a signal converter connected to a microcontroller unit, the microcontroller unit being bi-directionally connected to a communication module, and the device also has a user interface, the microcontroller unit is also connected to a driver indication module.

According to the utility model, the sensors are laser rangefinders (or other types of sensors capable of producing a precise time-amplitude graph of the distance traveled) to read distances between suspension components, the laser rangefinders being mounted on the vehicle chassis, pointing at a carrier or shock absorber. It can be installed to measure the distance from the chassis to the front carrier, from the chassis to the rear carrier, from the chassis to the front shock, from the chassis to the rear shock. Each sensor is connected through a corresponding signal amplifier to a separate signal converter, which is an analog-to-digital converter and is connected to the microcontroller unit through a corresponding measurement buffer. The micro controller block is bi-directionally connected to an amplitude-frequency converter for Fourier transform and to a signal analysis module. Said signal analysis module is bidirectionally connected to analysis buffers corresponding to the sensors. The bi-directional Internet communication module is also bi-directionally connected to a database server which is bi-directionally connected to the user interface.

In one embodiment, according to the utility model, the driver indication module is connected to a light indication module and an audio indication module.

The detection of wear on non-rotating chassis components is accomplished by using sufficiently precise laser rangefinders capable of producing an accurate time-amplitude graph of the distance traveled.

According to the utility model, sensors are mounted on key suspension components such as front and rear wishbones, front and rear shock absorbers. Laser rangefinders read the distances between these components, sending signals that are amplified and converted to digital form by the analog-to-digital converter, then processed by a fast microcontroller.

A distance change is sought that is of a frequency spectrum and amplitude unnatural to the particular component during its normal operation. These are metal-to-metal impact deformations and twists that are not allowed in normal suspension operation. Large-amplitude random deformations that do not repeat in time, which are caused by high-speed movement over bumps, are removed from the analysis.

After the data from the sensors has undergone the necessary processing, the microcontroller decides whether there is a worn component of the vehicle's suspension. If a problem is present, the driver is notified audibly and/or visually that he must take the necessary measures.

If a problem is detected, it is possible to send the dataset over the Internet to a database server. This offers the opportunity for persons involved in vehicle maintenance to receive diagnostic information.

In devices with more sensors located on each unit of the suspension, localization of the problem is also possible.

The device for detecting defects in vehicle suspension components, according to the utility model, can find application in all types of motor vehicles. Its use guarantees precise monitoring of the wear of the mechanical components of the suspension in real time, which will lead to a high level of safety when driving different types of motor vehicles.

The device, the object of the utility model, can be installed, both on individual, single motor vehicles, and in the factory on large series of vehicles. For transport companies with a large number of machines, the use of the device for detecting defects will lead to the avoidance of emergency repairs and better prediction of scheduled repairs, in view of the diagnostic information received through the graphical user interface of the device.

Explanation of the attached figures

The utility model is described in more detail with reference to the attached drawings, of which:

Figure 1 is a schematic perspective view of a motor vehicle with laser rangefinders mounted on the monitored suspension components.

Figure 2 shows partial view A of Figure 1 in an enlarged view.

Figure 3 shows partial view B of Figure 1 in an enlarged view.

Figure 4 shows partial view C of Figure 1 in an enlarged view.

Figure 5 is a block diagram of the device according to the utility model.

Examples of implementation and application of the utility model

The utility model is disclosed in more detail with a description of a preferred embodiment illustrated in the accompanying figures.

When the motor vehicle is started, the power supply unit 26 receives a power-on signal and provides supply voltages to all modules of the fault detection device according to the utility model.

Microcontroller block 13 allocates RAM for each measurement buffer 10, 11, 12 and sends a command to signal analysis module 15 to allocate its own address space, with which each analysis buffer 16, 17, 18 is created. Microcontroller block 13 sends a command to the signal analysis module 15 to fill each analysis buffer 16, 17, 18 with old data from a previous measurement, from before the motor vehicle was started. In this way, the device is established in working mode.

After the device is in working mode, the microcontroller unit 13 begins to send measurement requests to each analog-to-digital converter unit 7, 8, 9. The data is collected quickly enough to satisfy the Nyquist criterion - the measurement frequency should be twice greater than the maximum frequency of change of the amplitude of the measured light signal from the laser range finder. The data from each analog-to-digital converter 7, 8, 9 begins to fill the corresponding, as a measurement buffer 10, 11, 12. When each measurement buffer 10, 11, 12 has collected enough data, the phased sending of this data to an amplitude-frequency converter begins 14. Only bits of data are sent, not the entire measurement buffer 10, 11, 12.

In the amplitude-frequency converter 14, the collected data are converted from amplitude-time to amplitude-frequency. This is done by means of a Fourier transform. The amplitude-frequency converter 14 has two criteria for generating an alarm:

- analysis by frequency - The amplitude-frequency converter 14 looks for a frequency of the signal measured by the sensor, which is characteristic of a metal impact from a loose mechanical connection.

- amplitude analysis - The amplitude-frequency converter 14 looks for a high amplitude of deformation, which can only be generated by a sharp impact of metal parts.

After each conversion, the amplitude-frequency converter 14 returns a value to the microcontroller unit 13, which is positive or negative. The value is negative when the frequency and amplitude alarm thresholds are not exceeded. The value is positive when at least one of the threshold values (frequency or amplitude) is exceeded.

In case the value is negative, the microcontroller unit 13 continues its work with measurement collection from the analog-to-digital converter 7, 8, 9 and subsequent operations with the amplitude-frequency converter 14.

If the value is positive, the microcontroller unit 13 takes subsequent actions to analyze the entire measurement buffer 10, 11, 12.

The microcontroller unit 13 sends the array of data from the entire measurement buffer 10, 11, 12 to the corresponding analysis buffer 16, 17, 18, for subsequent analysis by the signal analysis module 15. This module checks whether the event that led to a positive value is repeated in the weather. If the event is accidental, the operation of the signal analysis module 15 is terminated and the microcontroller unit 13 continues to collect new and new data until the next alarm. If the event is repeated in time, the signal analysis module 15 informs the microcontroller unit 13.

Microcontroller unit 13 creates an alarm that sends a signal to:

• driver indication module 19 - upon receiving an alarm signal, sends a signal to light indication module 20 and sound indication module 21, which inform the motor vehicle driver that the wear detection device has detected damage to the motor vehicle suspension;

• communication module 22 - in case of an alarm, a lot of data is sent to this module - time and date of the event, identification number of the device and of the sensor that measured the alarm, as well as all the information from the analysis buffer 16, 17, 18, of which base the alarm is created.

The communication module 22 connects to the Internet 23 wirelessly. The created data package is sent to database server 24.

The database server 24 receives the data packet from the communication module 22 and records it in its own database, dividing the information into appropriate field types - be it alphanumeric, etc. The database, which builds up over time, can be used to track when and what alarm was generated and from which vehicle it was generated.

User interface 25 provides real-time monitoring of all individual wear detection devices through database access. There, the data from the buffers of each device can be monitored and analyzed by technical persons responsible for the maintenance of the motor vehicle.

Claims (1)

A vehicle suspension component defect detection device comprising at least two sensors mounted on the suspension components, the sensors being coupled to a broadcast signal amplifier and the broadcast signal amplifier being coupled to a signal converter coupled to a microcontroller unit , the microcontroller unit being bi-directionally connected to a communication module, and the device also having a user interface, the microcontroller unit also being connected to a driver indication module, characterized in that the sensors are laser rangefinders (1, 2, 3) for reading of the distances between the suspension components which are mounted on the chassis of the vehicle, directed to a carrier or a shock absorber, where each laser range finder (1, 2, 3) is connected through the corresponding broadcast signal amplifier (4, 5, 6) to the separate signal converter, which is an analog-to-digital converter (7, 8, 9) and is connected to the microcontroller unit (13) through a corresponding measurement buffer (10, 11, 12), and the microcontroller unit (13) is connected bidirectionally to an amplitude - a frequency converter (14) for Fourier transformation and with a signal analysis module (15), said signal analysis module (15) being bidirectionally connected to analysis buffers (16, 17, 18) corresponding to the sensors (1 , 2, 3), wherein the communication module (22) is connected bi-directionally via the Internet (23) to a database server (24) which is bi-directionally connected to the user interface (25)