Method for detecting aging of vehicle weather strip and vehicle

Abstract

The disclosure provides an aging detection method and a vehicle for a vehicle sealing strip, and relates to the technical field of data processing. The method comprises the following steps: by determining whether the current driving scene is an external water contact scene, an actual use environment factor highly related to sealing strip failure is introduced, so that the aging determination has a clear scene premise. In the scene, the wind noise in the vehicle interior at a first speed is obtained only when the openable and closable part of the vehicle body is in a closed state, and the analysis is combined with the drain hole state, which can effectively eliminate the interference of the opening and closing state change and the drain abnormality on the noise, so that the sealing strip aging degree judgment based on the target wind noise and the drain hole state is more reliable, thereby improving the accuracy of the sealing strip aging degree judgment.

Description

Technical Field

[0001] This disclosure relates to the field of data processing technology, and in particular to a method for detecting the aging of vehicle sealing strips and a vehicle. Background Technology

[0002] Sealing strips are a key component for achieving a vehicle's sealing function. Over long-term use, they are prone to aging, leading to a decline in sealing performance. Reduced sealing performance not only affects driving comfort but can also allow rainwater or moisture to enter the vehicle, causing problems such as dampness and mold growth in the interior. This, in turn, shortens the lifespan of the vehicle's interior and increases the user's repair and maintenance costs.

[0003] Currently, the aging detection methods for vehicle sealing strips typically involve measuring the vehicle's accumulated mileage or collecting noise data while the vehicle is in a sealed state to determine if the sealing strips are aging, and then alerting the user when aging is detected. However, this method, which relies on a single condition to determine sealing strip aging, is difficult to accurately reflect changes in sealing strip performance under complex usage conditions, and is prone to inaccurate judgments. Summary of the Invention

[0004] In view of the above problems, this disclosure provides a method and vehicle for aging testing of vehicle sealing strips that overcomes or at least partially solves the problem of inaccurate test results in current aging testing schemes for vehicle sealing strips. The technical solution is as follows: A method for detecting the aging of vehicle sealing strips, the method comprising: When the current driving scenario of the vehicle is an external water contact scenario, determine the state of the openable and closable parts of the vehicle body; When the status is off, acquire the target wind noise inside the vehicle and the status of the vehicle's drain holes; the target wind noise is the wind noise of the vehicle at the first speed. Based on the target wind noise and the condition of the drainage holes, determine the degree of aging of the sealing strips on the openable and closable parts of the vehicle body.

[0005] In the above scheme, by determining whether the current driving scenario involves external water contact, the actual usage environment factors highly correlated with the failure of the sealing strip are introduced, providing a clear scenario premise for aging determination. After confirming that it is in an external water contact scenario, the closure status of the vehicle's openable and closable parts (such as doors, windows, sunroofs, etc.) is further constrained to avoid introducing interfering data under non-sealing conditions, thus ensuring the effectiveness of subsequent analysis. When the openable and closable parts are in the closed state, the target wind noise inside the vehicle at a specific speed and the status of the vehicle's drainage holes are simultaneously acquired. By jointly judging the wind noise change and the key auxiliary condition of drainage capacity, it is possible to distinguish between abnormal wind noise caused by sealing strip aging and noise or water leakage risk caused by abnormal drainage holes. Finally, the degree of aging of the sealing strip is determined based on a comprehensive analysis of the target wind noise and the status of the drainage holes, realizing the transformation from "single indicator inference" to "multi-condition, multi-scenario joint reasoning," which can more accurately reflect the real changes in sealing strip performance under complex usage conditions and significantly reduce the possibility of misjudgment and omission.

[0006] Optionally, based on the target wind noise and the condition of the drainage holes, determine the degree of aging of the sealing strips on the openable and closable parts of the vehicle body, including: When the target wind noise is greater than the first noise threshold and less than or equal to the second noise threshold, and the drainage hole is normal, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be slightly aged. When the target wind noise is greater than the second noise threshold and less than or equal to the third noise threshold, and the drainage hole is normal, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be moderate aging. When the target wind noise is greater than the third noise threshold and the drainage hole is normal, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be severe aging.

[0007] By setting a first, second, and third noise threshold under the premise that the drain hole is normal, the aging degree of the sealing strip is divided into three levels: mild, moderate, and severe. Compared with the binary judgment method that only distinguishes between "aged / not aged," this method can achieve a more granular characterization of the aging degree of the sealing strip. On the one hand, different noise threshold ranges correspond to different aging stages, making the judgment results more continuous and accurate, which is conducive to early identification of the trend from mild to moderate and improving the early warning capability. On the other hand, multi-level division can also support differentiated subsequent processing strategies. For example, attention can be prompted in the mild aging stage, maintenance can be recommended in the moderate aging stage, and repair can be triggered in the severe aging stage, thereby avoiding the problems of over-repair or delayed processing caused by "one-size-fits-all" approach, and indirectly improving the user experience.

[0008] Optionally, before determining the degree of aging of the sealing strips on the openable and closable parts of the vehicle body, the method may also include: Obtain reference wind noise; the reference wind noise is the wind noise inside the new car of the same model as the vehicle, with the openable and closable parts of the body in the closed state, and the driving scenario is not an external water contact scenario, at the second speed; the second speed is greater than the first speed; The first noise threshold is determined based on the reference wind noise.

[0009] In this way, by obtaining the reference wind noise at the second speed of a new car of the same model as the vehicle, with the openable and closable parts of the body in the closed state and the driving scenario not involving external water, and determining the first noise threshold based on the reference wind noise, the noise threshold has a clear objective benchmark. This can eliminate the influence of the inherent differences in structure, sound insulation conditions, etc. of different models on the wind noise level, and make the subsequent judgment of the aging of the sealing strip based on wind noise based on a comparable benchmark of the same model, thereby further improving the accuracy of the judgment of the aging degree of the sealing strip.

[0010] Optionally, the aging detection method for vehicle sealing strips may further include: adjusting a first noise threshold, a second noise threshold, and a third noise threshold according to the amount of water the vehicle comes into contact with; the amount of water is negatively correlated with the first noise threshold, the second noise threshold, and the third noise threshold.

[0011] Thus, when the vehicle is in water contact, the filling of gaps by water and changes in airflow disturbance can suppress or mask wind noise. In this case, lowering the first, second, and third noise thresholds can prevent underestimation of the sealing strip's aging degree due to noise reduction. Conversely, under low water or dry conditions, the first, second, and third noise thresholds are relatively increased, preventing oversensitivity to normal wind noise. This allows the assessment of the sealing strip's aging degree to more accurately reflect actual sealing performance, improving environmental adaptability and accuracy under different water contact conditions.

[0012] Optionally, the aging detection method for vehicle sealing strips also includes: when the current driving scenario of the vehicle is an external water contact scenario, the state of the openable and closable parts of the vehicle body is closed, and the drainage holes are normal, continuously collecting the humidity increment inside the vehicle according to a preset cycle. When the increase in humidity exceeds the humidity threshold, the aging degree of the sealing strips on the openable and closable parts of the vehicle body is determined to be severe aging.

[0013] In this way, under the premise that external water is in contact with the vehicle and all openable and closable parts of the vehicle body are closed, when the drain hole is normal but the humidity inside the vehicle continues to rise and exceeds the humidity threshold, it can effectively eliminate interference factors such as poor drainage and directly indicate that external moisture has seeped into the vehicle through the sealing strip, thereby establishing a correlation between the aging of the sealing strip and the actual leakage path. Compared with the judgment method based solely on wind noise, this solution utilizes humidity, a physical quantity strongly correlated with water intrusion, which has higher sensitivity and certainty to seal failure under high water contact conditions. This helps to avoid misjudgments caused by noise characteristic distortion and improves the accuracy and reliability of identifying severe aging conditions.

[0014] Optionally, after determining the degree of aging of the sealing strips on the openable and closable parts of the vehicle body, the aging test method for vehicle sealing strips may also include: When the aging level is mild, the control strategy is determined to be the first control strategy; wherein, the first control strategy includes controlling the vehicle screen to display a first prompt, the first prompt being used to indicate that the sealing strip has mild aging; When the aging level is moderate, the control strategy is determined to be the second control strategy; wherein, the second control strategy includes: controlling the vehicle screen to display a second prompt, the vehicle voice system to send a second prompt, and activating scenario-based protection and air pressure compensation; the second prompt is used to indicate that the sealing strip has moderate aging, scenario-based protection includes activating high-speed wind noise compensation and rain protection in external water contact scenarios, and activating high-speed wind noise compensation in non-external water contact scenarios, and air pressure compensation is used to indicate that the air pressure inside the vehicle is greater than the air pressure outside the vehicle; When the aging level is severe, the control strategy is determined to be the third control strategy. The third control strategy includes: controlling the in-vehicle screen to display a third prompt, controlling the in-vehicle voice system to send the third prompt n times within a preset time period, activating emergency protection, and controlling the in-vehicle screen to display maintenance instructions. The third prompt is used to indicate that the sealing strip has severe aging. Emergency protection includes closing the sunroof sunshade, closing the windows to a preset position, and maintaining the air pressure inside the vehicle greater than the air pressure outside the vehicle. After determining the control strategy, the vehicle is controlled to execute the control strategy. In this way, different control strategies are matched according to the degree of aging of the vehicle's sealing strips, enabling the aging judgment results to be translated into differentiated and progressive vehicle responses. For mild aging, information prompts are the primary method, providing timely feedback to the user without affecting normal use. For moderate aging, screen prompts, voice reminders, scenario-based protection, and air pressure compensation measures are combined, while proactively mitigating adverse effects in conditions that amplify aging, such as rain or high speeds. For severe aging, the frequency of prompts is increased, emergency protection is activated, and maintenance guidance is provided to reduce potential risks and guide users to perform timely maintenance. This achieves a tiered intervention of "prompt-protection-emergency" for sealing strip aging, improving the applicability and practicality of the entire solution at different aging stages. Furthermore, by further determining and implementing corresponding control strategies based on the degree of aging, the sealing strip aging identification results can directly participate in the vehicle control process, achieving a closed-loop linkage from status judgment to actual control. This facilitates timely intervention for risks related to sealing strip aging under different driving conditions, improving vehicle safety and user experience.

[0015] Optionally, the process of maintaining the air pressure inside the vehicle higher than the air pressure outside the vehicle includes: The target pressure difference is determined based on the vehicle's speed and / or the amount of water the vehicle comes into contact with; speed is positively correlated with the target pressure difference, and the amount of water is also positively correlated with the target pressure difference. The air pressure inside the vehicle is controlled to be greater than the air pressure outside the vehicle, and the difference between the air pressure inside the vehicle and the air pressure outside the vehicle is the target air pressure difference.

[0016] Thus, on the one hand, as vehicle speed increases, external wind pressure fluctuations intensify. Increasing the target pressure difference enhances the vehicle's resistance to external airflow and moisture intrusion, reducing the driving force for external media to enter the vehicle through gaps. On the other hand, under conditions of high water volume, increasing the target pressure difference further weakens the conditions for water infiltration at gaps, reducing the probability of infiltration at the source. Therefore, by determining the target pressure difference based on the vehicle's speed and the amount of water it comes into contact with, and by controlling the internal air pressure to be higher than the external air pressure while maintaining the difference at the target pressure difference, a pressure barrier can be proactively constructed from the inside out, even when the vehicle's sealing strips are aging, thereby improving the vehicle's protection against external environmental disturbances.

[0017] Optionally, after controlling the vehicle to execute the control strategy, the method further includes: When the target wind noise is detected to be less than the first noise threshold, the control strategy for the degree of aging is released.

[0018] In this way, after the vehicle executes the control strategy, the target wind noise is continuously monitored, and the control strategy for the degree of aging is released when the target wind noise is detected to be less than the first noise threshold. This allows the vehicle control to be dynamically adjusted according to the changes in the aging state of the sealing strip. This avoids the continued execution of the control strategy when the aging effect weakens or disappears, prevents excessive prompts or excessive control, and improves the rationality of vehicle control and user experience.

[0019] Optionally, the method also includes: Obtain the vehicle's cumulative mileage and years of use; When the accumulated mileage exceeds the mileage threshold, or when the service life exceeds the service life threshold, determine the current driving scenario of the vehicle.

[0020] In this way, by acquiring the vehicle's cumulative mileage and years of use, and only when the cumulative mileage exceeds the mileage threshold or the years of use exceeds the years threshold, the current driving scenario of the vehicle is determined during the vehicle's operation. This ensures that the current driving scenario matches the vehicle stage where the sealing strip may be aging, avoiding unnecessary data collection and processing for new cars or vehicles with low usage intensity. This reduces system resource consumption while ensuring the effectiveness of aging judgment.

[0021] Optional methods for testing the aging of vehicle sealing strips also include: When the openable and closable parts of the vehicle body are in the closed state, the rate of change of air pressure inside the vehicle during the switching between internal and external air circulation is obtained; the rate of change of air pressure is used to characterize the speed at which the air pressure inside the vehicle changes over time under the disturbance of switching between internal and external air circulation. When the rate of change of air pressure is less than the rate of change threshold, the current driving scenario of the vehicle is determined.

[0022] In this way, when the openable and closable parts of the vehicle body are in the closed state, the air pressure change rate during the switching between internal and external air circulation can be acquired to indirectly assess the sealing performance and airtightness stability of the vehicle interior. A smaller air pressure change rate during the switching indicates a weaker response to disturbances in the ventilation system, resulting in lower gas exchange between the inside and outside of the vehicle, typically corresponding to a condition where leak paths are not obvious. Therefore, without relying on external sensors or complex environmental perception, the air pressure change rate can be used as a screening condition for sealing status. When a preset air pressure change rate threshold is met, the assessment process for the aging degree of the sealing strip is triggered, thereby improving the triggering accuracy and reliability of the sealing strip aging degree assessment.

[0023] An aging detection device for vehicle sealing strips, comprising: The processing module is used to determine the status of the openable and closable parts of the vehicle body when the current driving scenario of the vehicle is an external water contact scenario; the communication module is used to acquire the target wind noise inside the vehicle and the status of the vehicle's drain holes when the status is closed; the target wind noise is the wind noise of the vehicle at the first speed; the processing module is also used to determine the degree of aging of the sealing strip on the openable and closable parts of the vehicle body based on the target wind noise and the status of the drain holes.

[0024] Optionally, the processing module is specifically used to: determine the aging degree of the sealing strip on the openable and closable parts of the vehicle body as slightly aged when the target wind noise is greater than the first noise threshold and less than or equal to the second noise threshold, and the drainage hole is normal; determine the aging degree of the sealing strip on the openable and closable parts of the vehicle body as moderately aged when the target wind noise is greater than the second noise threshold and less than or equal to the third noise threshold, and the drainage hole is normal; and determine the aging degree of the sealing strip on the openable and closable parts of the vehicle body as severely aged when the target wind noise is greater than the third noise threshold, and the drainage hole is normal.

[0025] Optionally, the communication module is further configured to acquire a reference wind noise before determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body; the reference wind noise is the wind noise inside the new car of the same model as the vehicle at a second speed when the openable and closable parts of the vehicle body are in a closed state and the driving scenario is a non-external water contact scenario; the second speed is greater than the first speed; the processing module is further configured to determine a first noise threshold based on the reference wind noise.

[0026] Optionally, the processing module is also used to adjust the first noise threshold, the second noise threshold, and the third noise threshold according to the amount of water the vehicle comes into contact with; the amount of water is negatively correlated with the first noise threshold, the second noise threshold, and the third noise threshold.

[0027] Optionally, the communication module is also used to continuously collect the humidity increment inside the vehicle according to a preset cycle when the current driving scenario of the vehicle is an external water contact scenario, the state of the openable and closable parts of the vehicle body is closed, and the drain hole is normal; the processing module is also used to determine that the aging degree of the sealing strip on the openable and closable parts of the vehicle body is severe aging when the humidity increment exceeds the humidity threshold.

[0028] Optionally, the processing module is further configured to: determine a first control strategy when the aging level is mild; wherein the first control strategy includes controlling the vehicle screen to display a first prompt, the first prompt being used to indicate that the sealing strip has mild aging; and determine a second control strategy when the aging level is moderate; wherein the second control strategy includes: controlling the vehicle screen to display a second prompt, the vehicle voice system to send a second prompt, and activating scenario-based protection and air pressure compensation; the second prompt is used to indicate that the sealing strip has moderate aging, and scenario-based protection includes activating high-speed wind noise compensation and rain protection in external water contact scenarios, and activating protection in non-external water contact scenarios. Under normal conditions, high-speed wind noise compensation is activated, and air pressure compensation is used to ensure that the air pressure inside the vehicle is greater than the air pressure outside the vehicle. When the aging level is severe, the control strategy is determined to be the third control strategy. The third control strategy includes: controlling the in-vehicle screen to display a third prompt, controlling the in-vehicle voice system to send the third prompt n times within a preset time period, activating emergency protection, and controlling the in-vehicle screen to display maintenance instructions. The third prompt is used to indicate that the sealing strip has severe aging. Emergency protection includes closing the sunroof sunshade, closing the windows to a preset position, and maintaining the air pressure inside the vehicle greater than the air pressure outside the vehicle. After determining the control strategy, the vehicle is controlled to execute the control strategy. Optionally, the processing module is specifically used to: determine the target air pressure difference based on the vehicle's speed and / or the amount of water the vehicle comes into contact with; the speed is positively correlated with the target air pressure difference, and the amount of water is positively correlated with the target air pressure difference; control the air pressure inside the vehicle to be greater than the air pressure outside the vehicle, and the difference between the air pressure inside the vehicle and the air pressure outside the vehicle is the target air pressure difference.

[0029] Optionally, the processing module is also configured to, after controlling the vehicle to execute the control strategy, release the control strategy for the degree of aging when the target wind noise is detected to be less than a first noise threshold.

[0030] Optionally, the communication module is also used to obtain the vehicle's cumulative mileage and years of use; the processing module is also used to determine the vehicle's current driving scenario when the cumulative mileage is greater than a mileage threshold, or when the years of use are greater than a years threshold.

[0031] Optionally, the communication module is also used to acquire the rate of change of air pressure inside the vehicle during the switching between internal and external air circulation when the openable and closable parts of the vehicle body are in the closed state; the rate of change of air pressure is used to characterize the speed at which the air pressure inside the vehicle changes over time under the disturbance of switching between internal and external air circulation; the processing module is also used to determine the current driving scenario of the vehicle when the rate of change of air pressure is less than the rate of change threshold.

[0032] A vehicle includes a memory for storing a computer program; and a processor for executing the computer program to implement an aging detection method for vehicle sealing strips as described above, if any of the options are available.

[0033] A computer-readable storage medium storing a computer program that, when executed by a processor, implements an aging detection method for vehicle sealing strips as described in any of the above-mentioned optional methods.

[0034] A computer program product, when run on a computer, causes the computer to perform the aforementioned related steps to implement any of the optional vehicle sealing strip aging detection methods described above.

[0035] By employing the above technical solution, this disclosure provides a method and vehicle for detecting the aging of vehicle sealing strips. First, when the current driving scenario of the vehicle is an external water contact scenario, the state of the openable and closable parts of the vehicle body is determined. Then, when the state is closed, the target wind noise inside the vehicle and the state of the vehicle's drainage holes are acquired. The target wind noise is the wind noise of the vehicle at a first speed. Finally, based on the target wind noise and the state of the drainage holes, the degree of aging of the sealing strip on the openable and closable parts of the vehicle body is determined. In this way, by determining whether the current driving scenario is an external water contact scenario, a real-world environmental factor highly correlated with sealing strip failure is introduced, providing a clear scenario premise for aging determination. In this scenario, acquiring the wind noise inside the vehicle at the first speed and analyzing it in conjunction with the state of the drainage holes only when the openable and closable parts of the vehicle body are closed effectively eliminates the interference of changes in opening and closing states and drainage anomalies on noise, making the determination of the sealing strip's aging degree based on the target wind noise and the state of the drainage holes more reliable, thereby improving the accuracy of the sealing strip aging degree determination. Meanwhile, the entire process of judging the aging degree of the sealing strip is based on the vehicle's existing sensor data combined with software logic, without the need to add extra hardware or special detection devices, thus avoiding the consumption of hardware resources and saving system implementation costs.

[0036] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0037] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 One of the flowcharts of the aging test method for vehicle sealing strips provided in this disclosure is shown. Figure 2A second schematic flowchart of the aging test method for vehicle sealing strips provided in this embodiment is shown. Figure 3 The third schematic flowchart of the aging test method for vehicle sealing strips provided in this embodiment is shown. Figure 4 The fourth schematic flowchart of the aging test method for vehicle sealing strips provided in this embodiment is shown. Figure 5 The fifth schematic flowchart illustrates the aging test method for vehicle sealing strips provided in this embodiment of the present disclosure; Figure 6 A flowchart illustrating the aging test method for vehicle sealing strips provided in this embodiment is shown in Figure 6. Figure 7 The seventh flowchart illustrates the aging test method for vehicle sealing strips provided in this embodiment of the present disclosure; Figure 8 This is illustrated as the eighth flowchart of the aging test method for vehicle sealing strips provided in this embodiment of the present disclosure; Figure 9 A flowchart of the aging test method for vehicle sealing strips provided in this embodiment is shown as diagram number nine. Figure 10 A flowchart of the aging test method for vehicle sealing strips provided in this disclosure is shown as embodiment ten. Figure 11 A schematic diagram of the structure of an aging detection device for vehicle sealing strips provided in an embodiment of this disclosure is shown; Figure 12 A schematic diagram of the structure of a vehicle provided in an embodiment of this disclosure is shown. Detailed Implementation

[0038] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0039] Current methods for detecting the aging of vehicle sealing strips generally fall into two categories. One type is based on a single parameter (e.g., relying solely on accumulated mileage or noise levels for aging assessment). The other type is based on a fusion assessment of results from multiple sensors. Both of these methods have the following core drawbacks: (1) The detection and judgment are crude, the false trigger rate is high, and the cost contradiction is prominent.

[0040] Aging detection methods based on a single parameter are insufficient to accurately reflect changes in the performance of sealing strips under complex usage conditions. They are prone to issues such as failure to trigger when protection is needed and false triggering when protection is not required, resulting in poor detection performance. On the other hand, detection methods based on multiple sensors require the addition of multiple sensor hardware, which increases hardware costs.

[0041] (2) Binary decision logic leads to an imbalance in user experience.

[0042] Currently, the common method for determining the aging level of weatherstripping is a binary judgment logic of "aged / not aged". However, this approach makes it difficult to consider user experience when formulating reminder strategies. For example, when the reminder strategy is a pop-up window or voice prompt, mild aging may interfere with the driver's normal operation; while when the reminder strategy is a text prompt, severe aging may not attract enough attention from the user, posing a potential risk of loss.

[0043] (3) The judgment method is limited to "detection + reminder", which is not practical enough.

[0044] Currently, solutions for addressing the aging of sealing strips are still limited to "only informing users of the problem without solving it." This strategy, which lacks any immediate protective measures, may cause losses to users in the event of severe weather, making it impractical.

[0045] (4) Insufficient scene adaptability.

[0046] Current solutions for addressing the aging of sealing strips do not take into account the user's needs in high-frequency scenarios where repairs are not scheduled in advance. They lack means to temporarily improve the sealing effect, forcing users to choose between enduring discomfort and emergency repairs, resulting in poor overall scenario adaptability.

[0047] In summary, current solutions for addressing the aging of sealing strips either only solve a single detection problem, such as accurate detection but at a high cost, or only provide detection and alerts without protective measures, failing to meet users' comprehensive needs for "accurate detection, low-cost implementation, immediate protection, and seamless adaptation for maintenance."

[0048] To address the aforementioned issues, this disclosure provides an aging detection scheme for vehicle sealing strips. First, when the vehicle's current driving scenario involves external water contact, the state of the vehicle's openable and closable parts is determined. Then, when the vehicle is in a closed state, the target wind noise inside the vehicle and the state of the vehicle's drainage holes are acquired. The target wind noise is the wind noise of the vehicle at a first speed. Finally, based on the target wind noise and the state of the drainage holes, the degree of aging of the sealing strips on the openable and closable parts of the vehicle's body is determined. This approach, by determining whether the current driving scenario involves external water contact, introduces a real-world environmental factor highly relevant to sealing strip failure, providing a clear scenario-based premise for aging determination. In this scenario, acquiring the wind noise inside the vehicle at the first speed and analyzing it in conjunction with the drainage hole state only when the openable and closable parts of the vehicle are closed effectively eliminates interference from changes in opening and closing states and drainage anomalies on the noise. This makes the aging determination of the sealing strips based on the target wind noise and the state of the drainage holes more reliable, thereby improving the accuracy of the aging determination. Meanwhile, the entire process of judging the aging degree of the sealing strip is based on the vehicle's existing sensor data combined with software logic, without the need to add extra hardware or special detection devices, thus avoiding the consumption of hardware resources and saving system implementation costs.

[0049] The aging detection method for vehicle sealing strips provided in this disclosure is applicable to scenarios involving the detection of the aging degree of vehicle sealing strips. The aging detection method for vehicle sealing strips provided in this disclosure can be executed by a vehicle sealing strip aging detection device, which can be hardware or software. When the vehicle sealing strip aging detection device is hardware, it can be an electronic device with the function of performing aging detection of vehicle sealing strips. When the vehicle sealing strip aging detection device is software, it can be installed in the aforementioned electronic device. It can be implemented as multiple software programs or software modules, or as a single software program or software module. No specific limitations are made here.

[0050] Based on the aforementioned vehicle sealing strip aging detection system, and to address the technical problem of inaccurate detection results in current vehicle sealing strip aging detection schemes, this disclosure provides a method for detecting the aging of vehicle sealing strips, such as... Figure 1 As shown, Figure 1 This is a schematic flowchart of an aging test method for vehicle sealing strips provided in this disclosure. The method may include the following steps S11-S13: S11. When the current driving scenario of the vehicle is an external water contact scenario, determine the state of the openable and closable parts of the vehicle body.

[0051] First, determine whether the current driving scenario involves contact with external water.

[0052] Specifically, the system first collects the amount of water the vehicle comes into contact with during driving using the vehicle's built-in rain sensor. Then, it compares this water volume to a first water volume threshold. If the water volume exceeds the first threshold, the current driving scenario is determined to be an external water contact scenario; if the water volume is less than or equal to the first threshold, the current driving scenario is determined to be a non-external water contact scenario. The first water volume threshold is a preset value, such as a default value or a value set by relevant personnel based on actual conditions. For example, the first water volume threshold could be 5 millimeters per hour (mm / h).

[0053] Next, determine the status of the vehicle's openable and closable body parts. These openable and closable body parts refer to those parts that can switch between open and closed states during vehicle use, and that, when closed, form a sealed body structure together with the weatherstripping. These include, but are not limited to, doors, windows, and sunroofs.

[0054] Specifically, determining the status of openable / closable parts of the vehicle body can be achieved by first reading the open / closing status signals of these parts from the vehicle's existing body control module or body bus network, and then judging the current status of each part based on these signals. When all openable / closable parts are closed, the vehicle body is determined to be in a closed state. If any openable / closable part (such as any door, window, or sunroof) is open, then the vehicle body is determined to be in a closed state.

[0055] In some embodiments, the aging detection of the vehicle sealing strip is stopped when the openable and closable parts of the vehicle body are in the open state.

[0056] S12. When the state is closed, acquire the target wind noise inside the vehicle and the status of the vehicle's drain holes.

[0057] The target wind noise is the wind noise of the vehicle at the first speed. The first speed is a preset value, such as a default value or a value set by relevant personnel according to actual conditions. For example, the first speed is 80 kilometers per hour (km / h).

[0058] First, opening doors, windows, or sunroofs introduces additional wind noise and airflow leakage, which may interfere with the assessment of weatherstripping aging. Therefore, weatherstripping aging is only tested when all openable and closable parts of the vehicle body are closed to ensure the accuracy of the test results.

[0059] Secondly, the target wind noise inside the vehicle can be obtained by using the vehicle's existing microphones to collect the noise value of the vehicle at the first speed.

[0060] Finally, the status of the drain hole can be obtained by reading the drain hole sensor signal provided by the vehicle's existing module to determine whether the drain hole is in a normal state; it can also be determined by detecting the drain hole fault code through the vehicle control system to determine whether the drain hole is abnormal; or it can be obtained by combining the vehicle diagnostic interface to obtain relevant status information of the drain hole to determine the working condition of the drain hole.

[0061] In some embodiments, the status of a vehicle's drain holes can be determined as follows: if a drain hole fault code is read, the drain hole status is identified as abnormal; if no fault code is read, the drain hole status is identified as normal. Specifically, the drain hole status reflects whether the vehicle's drainage function is normal. Abnormal drain holes can cause rainwater to accumulate in openable / closable parts of the vehicle body, introducing additional wind noise or causing additional water seepage. If the drain hole status is not considered in the seal aging assessment, increased wind noise or water seepage caused by abnormal drain holes may be misjudged as being due to seal aging. Therefore, by obtaining the drain hole status and determining it as abnormal when a fault code is read, and as normal when no fault code is read, water seepage and noise interference caused by factors other than seal aging can be effectively eliminated, thereby improving the accuracy of the seal aging assessment results. In this way, the status of the drain hole is determined by whether or not a fault code is read, providing a clear and objective basis for judging the status of the drain hole. When a fault code is read, the abnormality of the drain hole can be identified in time, and when no fault code is read, the abnormality of the drain hole can be ruled out. This provides a stable premise for subsequent analysis, avoids the interference of abnormalities of the drain hole on the judgment of the aging of the sealing strip, and improves the accuracy of the judgment results.

[0062] S13. Determine the degree of aging of the sealing strips on the openable and closable parts of the vehicle body based on the target wind noise and the condition of the drainage holes.

[0063] Specifically, determining the aging degree of the sealing strip on the openable parts of the vehicle body based on the target wind noise and the state of the drainage holes can be done in several ways. First, based on a pre-established correspondence (the relationship between the combination of noise and drainage hole state and the degree of aging), the target wind noise and drainage hole state can be combined to directly match the corresponding aging degree. Second, the target wind noise and drainage hole state can be used as input features, fed into a pre-trained aging assessment model, which then outputs the corresponding aging degree. This aging assessment model is trained based on historical samples of wind noise, drainage hole state, and sealing strip aging. Third, the target wind noise and drainage hole state can be mapped separately using corresponding preset algorithms to obtain corresponding aging indicator values. These aging indicator values ​​are then weighted and fused according to preset weights to obtain the aging degree reflecting the overall aging level of the sealing strip.

[0064] The above scheme introduces real-world environmental factors highly correlated with sealing strip failure by determining whether the current driving scenario involves external water contact, thus providing a clear scenario premise for aging assessment. After confirming an external water contact scenario, the scheme further constrains the assessment by considering the closed state of openable and closable parts of the vehicle body (such as doors, windows, and sunroofs), avoiding the introduction of interfering data under non-sealed conditions and ensuring the effectiveness of subsequent analysis. When openable and closable parts are closed, the scheme simultaneously acquires target wind noise inside the vehicle at a specific speed and the status of the vehicle's drainage holes. By jointly judging wind noise changes and drainage capacity—a key auxiliary condition—it can distinguish between abnormal wind noise caused by sealing strip aging and noise or water leakage risk caused by abnormal drainage holes. Finally, the aging degree of the sealing strip is determined based on a comprehensive analysis of target wind noise and drainage hole status, achieving a shift from "single-indicator inference" to "multi-condition, multi-scenario joint reasoning." This more accurately reflects the real changes in sealing strip performance under complex usage conditions, significantly reducing the possibility of misjudgment and omission.

[0065] In some embodiments, such as Figure 2 As shown, the method of determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body based on the target wind noise and the condition of the drainage hole in step S13 above may include the following steps S131-S133.

[0066] S131. When the target wind noise is greater than the first noise threshold and less than or equal to the second noise threshold, and the drainage hole is normal, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be slightly aged.

[0067] The first noise threshold and the second noise threshold are both preset values, such as default values ​​or values ​​set by relevant personnel according to the actual situation.

[0068] Specifically, the normal drainage hole indicates that noise interference caused by factors other than the aging of the sealing strip can be eliminated, meaning the target wind noise is mainly caused by the aging of the sealing strip. Simultaneously, the first noise threshold ≤ target wind noise ≤ second noise threshold indicates that although noise exists, its amplitude is low. Therefore, the aging degree of the vehicle's sealing strip can be determined to be mild. At this point, it can be considered that there is no risk of water leakage from the vehicle's sealing strip.

[0069] S132. When the target wind noise is greater than the second noise threshold and less than or equal to the third noise threshold, and the drainage hole is normal, the aging degree of the vehicle sealing strip is determined to be moderate aging.

[0070] The third noise threshold is a preset value, such as a default value or a value set by relevant personnel according to the actual situation.

[0071] Similarly, the normal drainage hole indicates that the target wind noise is mainly caused by the aging of the sealing strip. Meanwhile, the second noise threshold ≤ target wind noise ≤ third noise threshold, indicating that the noise amplitude has increased significantly but has not yet reached a serious interference level. Therefore, the aging degree of the vehicle sealing strip can be determined to be moderate. At this point, it can be considered that there is a slight risk of water leakage from the vehicle sealing strip.

[0072] S133. When the target wind noise is greater than the third noise threshold and the drainage hole is normal, the aging degree of the vehicle sealing strip is determined to be severe aging.

[0073] Similarly, the normal drainage holes indicate that the target wind noise is mainly caused by the aging of the sealing strips. Furthermore, the third noise threshold is less than or equal to the target wind noise, indicating that the noise level is relatively high and significantly interferes with the vehicle's interior environment. Therefore, it can be determined that the aging of the vehicle's sealing strips is severe. At this point, it can be considered that there is a significant risk of water leakage from the vehicle's sealing strips, and also a risk of moisture damage to the vehicle's interior.

[0074] In some embodiments, when the target wind noise is less than or equal to a first noise threshold and the drainage holes are normal, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be no aging. At the same time, it is considered that there is no risk of water leakage from the sealing strip on the openable and closable parts of the vehicle body.

[0075] In some embodiments, when the drain hole is abnormal, it indicates that the noise and water seepage may be caused by the abnormal drain hole. In order to ensure the accuracy of the aging test, the aging test of the vehicle sealing strip can be stopped at this time, and the aging test of the vehicle sealing strip can be continued when the drain hole returns to normal.

[0076] In the above solution, by setting a first noise threshold, a second noise threshold, and a third noise threshold under the premise that the drain hole is normal, the aging degree of the sealing strip is divided into three levels: mild, moderate, and severe. Compared with the binary judgment method that only distinguishes between "aged / not aged," this method can achieve a more granular characterization of the aging degree of the sealing strip. On the one hand, different noise threshold ranges correspond to different aging stages, making the judgment results more continuous and accurate, which is conducive to early identification of the trend from mild to moderate and improving the early warning capability. On the other hand, multi-level division can also support differentiated subsequent processing strategies. For example, attention can be alerted in the mild aging stage, maintenance can be recommended in the moderate aging stage, and repair can be triggered in the severe aging stage, thereby avoiding the problems of over-repair or delayed processing caused by "one-size-fits-all" approaches and indirectly improving the user experience.

[0077] In some embodiments, such as Figure 3 As shown, before determining the degree of aging of the sealing strips on the openable and closable parts of the vehicle body, the aging test method for vehicle sealing strips also includes the following steps S31-S32.

[0078] S31. Obtain reference wind noise.

[0079] The reference wind noise is a new car of the same model as the vehicle, with the openable and closable parts of the body in the closed state, and the driving scenario is a non-external water contact scenario. The wind noise inside the new car at the second speed is greater than that at the first speed.

[0080] S32. Determine the first noise threshold based on the reference wind noise.

[0081] Specifically, wind noise exceeding a preset reference wind noise value can be defined as the first noise threshold; alternatively, wind noise exceeding a preset proportion of the reference wind noise can be defined as the first noise threshold. For example, when the reference wind noise is 50 dB, the first noise threshold can be 65 dB.

[0082] Similarly, the second and third noise thresholds can be determined based on the reference wind noise. For example, when the reference wind noise is 50 dB, the second noise threshold can be 70 dB and the third noise threshold can be 75 dB.

[0083] In the above solution, a reference wind noise is obtained at a second speed when the openable and closable parts of the vehicle body are closed and the driving scenario is not an external water contact scenario. Based on this reference wind noise, a first noise threshold is determined, so that the noise threshold has a clear objective benchmark. This can eliminate the influence of the inherent differences in structure, sound insulation conditions, etc. of different vehicle models on the wind noise level, and make the subsequent judgment of the sealing strip aging based on wind noise based on a comparable benchmark of the same vehicle model, thereby further improving the accuracy of the judgment of the degree of sealing strip aging.

[0084] In some embodiments, before determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body, the aging detection method for the vehicle sealing strip may further include adjusting a first noise threshold, a second noise threshold, and a third noise threshold based on the amount of water the vehicle comes into contact with.

[0085] Among them, water volume is negatively correlated with the first noise threshold, the second noise threshold, and the third noise threshold.

[0086] Specifically, the method for adjusting the first, second, and third noise thresholds based on the amount of water the vehicle comes into contact with can be as follows: when the amount of water the vehicle comes into contact with is equal to the second water volume threshold, the first, second, and third noise thresholds are not adjusted; when the amount of water the vehicle comes into contact with is greater than the first water volume threshold but less than the second water volume threshold, the first, second, and third noise thresholds are each increased by a first value; when the amount of water the vehicle comes into contact with is greater than the second water volume threshold, the first, second, and third noise thresholds are each decreased by a second value. Here, the second water volume threshold, the first value, and the second value are all preset values. For example, the second water volume threshold could be 10 mm / h, the first value could be 1 dB, and the second value could be 1 dB.

[0087] In the above solution, when the vehicle is in water contact, the filling of gaps by water and changes in airflow disturbance will suppress or mask wind noise. In this case, by lowering the first, second, and third noise thresholds, the aging degree of the sealing strip can be avoided due to noise attenuation. Conversely, under low water or dry conditions, the first, second, and third noise thresholds are relatively increased, preventing over-sensitivity to normal wind noise. Therefore, the determination of the sealing strip's aging degree can more accurately reflect the actual sealing performance, improving environmental adaptability and accuracy under different water contact conditions.

[0088] In some embodiments, such as Figure 4 As shown, the aging test method for vehicle sealing strips may also include the following steps S134-S135.

[0089] S134. When the current driving scenario of the vehicle is an external water contact scenario, the openable and closable parts of the vehicle body are in the closed state, and the drain hole is normal, continuously collect the humidity increment inside the vehicle according to the preset cycle.

[0090] The humidity increment refers to the increase in the humidity inside the vehicle relative to the starting time within a collection period (i.e., the preset period).

[0091] Specifically, the humidity inside the vehicle can be collected by a humidity sensor according to a collection cycle, and the humidity increment can be determined based on the humidity value at the end of the collection cycle and the humidity value at the beginning of the cycle. The humidity sensor can be a humidity sensor that is built into the vehicle.

[0092] S135. When the humidity increment exceeds the humidity threshold, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be severe aging.

[0093] The humidity threshold can be a preset value or a value calculated in real time based on the humidity inside the vehicle. For example, the humidity threshold can be 5% of the humidity value at the beginning of the collection period.

[0094] In the above solution, under the premise of external water contact and the closed parts of the vehicle body being closed, when the drain hole is normal but the humidity inside the vehicle continues to rise and exceeds the humidity threshold, it can effectively eliminate interference factors such as poor drainage, directly indicating that external moisture seeps into the vehicle through the sealing strip, thereby establishing a correlation between the aging of the sealing strip and the actual leakage path. Compared with the judgment method based solely on wind noise, this solution utilizes humidity, a physical quantity strongly correlated with water intrusion, which has higher sensitivity and certainty to seal failure under high water contact conditions. This helps to avoid misjudgments caused by noise characteristic distortion and improves the accuracy and reliability of identifying severe aging conditions.

[0095] In some embodiments, such as Figure 5 As shown, after determining the degree of aging of the sealing strips on the openable and closable parts of the vehicle body, the aging detection method for vehicle sealing strips also includes the following steps S41-S42.

[0096] S41. Determine the control strategy based on the degree of aging.

[0097] Specifically, the control strategy can be determined based on the degree of aging in two ways: either by directly matching the control strategy with the degree of aging based on a pre-defined correspondence between the degree of aging and the control strategy; or by using the degree of aging as an input feature and feeding it into a pre-trained control strategy generation model, which then outputs the corresponding control strategy.

[0098] In some embodiments, the method of determining the control strategy based on the degree of aging may include the following one to three.

[0099] 1. When the aging level is mild, the first control strategy is determined.

[0100] The first control strategy includes controlling the vehicle screen to display a first prompt, which is used to indicate that the sealing strip has slight aging. For example, the first prompt can be the text "The sealing strip is slightly aging, and it is recommended to check it regularly".

[0101] Specifically, at this point, the weatherstripping is considered to be only slightly aged, indicating no risk of water leakage. Therefore, only a textual reminder is provided without interfering with driving, in order to avoid excessive reminders that could negatively impact the user experience.

[0102] Second, when the aging level is moderate, the control strategy is determined to be the second control strategy.

[0103] The second control strategy includes: displaying a second prompt on the in-vehicle screen, sending a second prompt through the in-vehicle voice system, and activating scenario-based protection and air pressure compensation. The second prompt is used to indicate that the sealing strip has moderate aging. Scenario-based protection includes activating high-speed wind noise compensation (e.g., increasing the air conditioning fan speed to a preset level, such as level 1, or increasing the audio volume by a preset percentage, such as 5%-10%) and rain protection (e.g., closing the sunroof sunshade and closing the windows) in scenarios without external water contact. Air pressure compensation is used to indicate that the air pressure inside the vehicle should be greater than the air pressure outside the vehicle.

[0104] Specifically, at this point, the sealing strip is considered to be moderately aged, indicating a slight risk of water leakage. In addition to clearly indicating the degree of aging, scenario-based protection and air pressure compensation are activated to reduce wind noise infiltration and rainwater backflow.

[0105] Third, when the aging level is severe aging, the control strategy is determined to be the third control strategy.

[0106] The third control strategy includes: controlling the in-vehicle screen to display a third prompt; controlling the in-vehicle voice system to send the third prompt n times (e.g., twice) within a preset time period; activating emergency protection; and controlling the in-vehicle screen to display repair guidance. The third prompt is used to indicate severe aging of the weatherstripping. Emergency protection includes closing the sunroof sunshade, closing the windows to a preset position, and maintaining a higher air pressure inside the vehicle than outside. Repair guidance can be integrated with the vehicle navigation system to recommend the nearest authorized repair shop, while also displaying estimated parts and labor costs for the user's reference.

[0107] Specifically, at this point, the weatherstripping is considered severely aged, indicating a significant risk of water leakage. Simultaneously, the vehicle interior is considered at risk of moisture damage. While clearly and repeatedly highlighting the degree of aging, emergency protection is activated, and the in-vehicle screen displays repair instructions. This provides users with repair guidance while minimizing wind noise infiltration and rainwater backflow, thus protecting the vehicle's internal environment, reducing the risk of damage to interior components or interior trim, and assisting users in making repair decisions.

[0108] In addition, Table 1 below shows the relationship between the aging degree of the sealing strip and the corresponding control strategy, so as to more clearly illustrate the control measures under each aging degree.

[0109] Table 1

[0110] In this way, different control strategies are matched according to the degree of aging of the vehicle's sealing strips, allowing the aging assessment results to be translated into differentiated and progressive vehicle responses. For mild aging, information prompts are the primary method, providing timely feedback to the user without affecting normal use. For moderate aging, screen prompts, voice reminders, scenario-based protection, and air pressure compensation measures are combined, while proactively mitigating adverse effects in conditions that amplify aging, such as rain or high speeds. For severe aging, the frequency of prompts is increased, emergency protection is activated, and maintenance guidance is provided to reduce potential risks and guide users to perform timely maintenance. This achieves a tiered intervention of "prompt-protection-emergency" for sealing strip aging, improving the applicability and practicality of the entire solution at different aging stages.

[0111] S42, Control the vehicle to execute control strategies.

[0112] In the above solution, after determining the degree of aging of the vehicle's sealing strip, the corresponding control strategy is further determined and executed based on the degree of aging. This allows the sealing strip aging identification result to directly participate in the vehicle control process, realizing a closed-loop linkage from state judgment to actual control. This is beneficial for timely intervention in the risks related to sealing strip aging under different driving conditions, improving the safety and user experience during vehicle use.

[0113] In some embodiments, such as Figure 6 As shown, the process of maintaining the air pressure inside the vehicle greater than the air pressure outside the vehicle in step S41 can include the following steps S411-S412.

[0114] S411. Determine the target air pressure difference based on the vehicle's speed and / or the amount of water the vehicle comes into contact with.

[0115] Among them, speed is positively correlated with the target air pressure difference, and water volume is also positively correlated with the target air pressure difference.

[0116] The target pressure difference is determined based on the vehicle's speed and / or the amount of water the vehicle comes into contact with, including three cases: determining the target pressure difference based on the vehicle's speed, determining the target pressure difference based on the amount of water the vehicle comes into contact with, and determining the target pressure difference based on both the vehicle's speed and the amount of water the vehicle comes into contact with.

[0117] Specifically, the target air pressure difference can be determined based on the vehicle's speed and / or the amount of water the vehicle comes into contact with. This can be done by looking up the corresponding target air pressure difference from a pre-set correspondence, or by inputting the vehicle's speed and / or the amount of water the vehicle comes into contact with into a pre-trained air pressure determination model to generate the corresponding target air pressure difference.

[0118] For example, determining the target air pressure difference based on vehicle speed could be done by defining the air pressure difference corresponding to the vehicle speed in the first correspondence as the target air pressure difference; determining the target air pressure difference based on the amount of water the vehicle comes into contact with could be done by defining the air pressure difference corresponding to the amount of water the vehicle comes into contact with in the second correspondence as the target air pressure difference; and determining the target air pressure difference based on both vehicle speed and the amount of water the vehicle comes into contact with could be done by defining the air pressure difference corresponding to both vehicle speed and the amount of water the vehicle comes into contact with as the target air pressure difference. Here, the first correspondence includes the mapping relationship between vehicle speed and air pressure difference; the second correspondence includes the mapping relationship between the amount of water the vehicle comes into contact with and air pressure difference; and the third correspondence includes the mapping relationship between vehicle speed, the amount of water the vehicle comes into contact with, and air pressure difference.

[0119] S412. Control the air pressure inside the vehicle to be greater than the air pressure outside the vehicle, and the difference between the air pressure inside the vehicle and the air pressure outside the vehicle is the target air pressure difference.

[0120] Specifically, the air pressure inside the vehicle can be changed by adjusting the air intake and exhaust volume of the air conditioning system, so that the air pressure inside the vehicle is greater than the air pressure outside the vehicle, and the difference between the air pressure inside the vehicle and the air pressure outside the vehicle is the target air pressure difference.

[0121] In the above solution, on the one hand, as vehicle speed increases, external wind pressure fluctuations intensify. Increasing the target pressure difference enhances the vehicle's resistance to external airflow and moisture intrusion, reducing the driving force for external media to enter the vehicle through gaps. On the other hand, under conditions of high water volume, increasing the target pressure difference further weakens the infiltration conditions of water at gaps, reducing the probability of infiltration at the source. Therefore, by determining the target pressure difference based on the vehicle's speed and the amount of water it comes into contact with, and by controlling the internal air pressure to be higher than the external air pressure while maintaining the difference at the target pressure difference, a pressure barrier can be actively constructed from the inside out even when the vehicle's sealing strips are aging, thus improving the vehicle's protection against external environmental disturbances.

[0122] In some embodiments, to ensure the timeliness and accuracy of the determination, while avoiding the lag of a one-time determination, the aging detection method for the vehicle sealing strip may further include continuously monitoring the degree of aging and the protective effect after the vehicle executes the control strategy; when the target wind noise is detected to be less than a first noise threshold, the control strategy targeting the degree of aging is promptly released. That is, when the target wind noise is detected to return to normal, the aging reminder is automatically cleared, and the sealing state is determined to have returned to normal.

[0123] In the above scheme, after the vehicle executes the control strategy, the target wind noise is continuously monitored, and the control strategy for the degree of aging is released when the target wind noise is detected to be less than the first noise threshold. This allows the vehicle control to be dynamically adjusted according to the changes in the aging state of the sealing strip, thereby avoiding the continued execution of the control strategy when the aging effect weakens or disappears. This prevents excessive prompts or excessive control, and improves the rationality of vehicle control and user experience.

[0124] In some embodiments, such as Figure 7 As shown, the aging test method for vehicle sealing strips also includes the following steps S51-S52.

[0125] S51. Obtain the vehicle's cumulative mileage and years of use.

[0126] Specifically, the methods for obtaining a vehicle's cumulative mileage and years of use can be as follows: reading the vehicle's mileage information through the vehicle's internal driving record module, and calculating the vehicle's years of use through the vehicle registration date or on-board time system, thereby obtaining the vehicle's cumulative mileage and years of use.

[0127] S52. When the cumulative mileage exceeds the mileage threshold, or the service life exceeds the service life threshold, determine the current driving scenario of the vehicle.

[0128] The mileage threshold and the age threshold are both preset values, such as default values ​​or values ​​set by relevant personnel according to actual conditions. For example, the mileage threshold is 50,000 kilometers and the age threshold is 3 years.

[0129] In the above solution, the vehicle's cumulative mileage and years of use are obtained. Only when the cumulative mileage exceeds the mileage threshold or the years of use exceeds the years threshold is the current driving scenario of the vehicle determined during the vehicle's operation. This ensures that the current driving scenario of the vehicle matches the stage of the vehicle where the sealing strip may be aging, avoiding unnecessary data collection and processing for new cars or vehicles with low usage intensity. This reduces system resource consumption while ensuring the effectiveness of aging judgment.

[0130] In some embodiments, such as Figure 8 As shown, the aging test method for vehicle sealing strips also includes the following steps S61-S62.

[0131] S61. When the openable and closable parts of the vehicle body are in the closed state, obtain the rate of change of air pressure inside the vehicle during the switching between internal and external air circulation.

[0132] Among them, the air pressure change rate is used to characterize the speed at which the air pressure inside the vehicle changes over time under the disturbance of switching between internal and external air circulation.

[0133] During the switching between internal and external air circulation, the air intake path changes between the two systems. This alters the source, flow path, and resistance of air in the ducts, disrupting the previously stable airflow and initiating a short-term unsteady transition. During this process, the airflow inside the vehicle is redistributed, causing fluctuations in internal air pressure over time, which can be characterized by the rate of change of air pressure.

[0134] Specifically, a barometric pressure sensor can be used to collect barometric pressure values ​​at multiple consecutive moments during the vehicle's internal and external air circulation switching process within a preset sampling period. The rate of change of barometric pressure is then determined based on the pressure difference between adjacent moments and the sampling period. The barometric pressure sensor can be a built-in barometric pressure sensor of the vehicle.

[0135] S62. When the rate of change of air pressure is less than the rate of change threshold, determine the current driving scenario of the vehicle.

[0136] Specifically, when the vehicle has good sealing performance, the air exchange between the inside and outside of the vehicle mainly relies on the air intake and exhaust paths of the air conditioning system. The gas exchange path is relatively simple and controllable. Therefore, when the internal and external circulation is switched to introduce disturbances, the air pressure inside the vehicle can form a relatively obvious transient response. The air pressure change process is relatively sensitive, and the corresponding air pressure change rate is relatively large.

[0137] When the vehicle's sealing performance deteriorates, the exchange of air between the inside and outside of the vehicle through the leakage path weakens the pressure regulation effect of switching between internal and external circulation. This causes changes in air pressure inside the vehicle to be released or buffered in advance, making it difficult to form obvious transient fluctuations. The air pressure response tends to be smooth, and the corresponding air pressure change rate decreases.

[0138] Therefore, when the rate of change of air pressure is less than the rate of change threshold, the current driving scenario of the vehicle is determined in order to perform the aging degree detection step.

[0139] In the above scheme, when the openable and closable parts of the vehicle body are closed, the air pressure change rate during the switching between internal and external air circulation is acquired to indirectly assess the sealing performance and airtightness stability of the vehicle interior. A smaller air pressure change rate during the switching indicates a weaker response of the vehicle's internal air pressure to disturbances in the ventilation system, resulting in a lower degree of gas exchange between the inside and outside of the vehicle. This typically corresponds to a condition where the sealing leakage path is not obvious. Therefore, without relying on external sensors or complex environmental perception, the air pressure change rate can be used as a screening condition for sealing status. When a preset air pressure change rate threshold is met, the assessment process for the aging degree of the sealing strip is triggered, thereby improving the triggering accuracy and reliability of the sealing strip aging degree assessment.

[0140] In some embodiments, such as Figure 9As shown, the aging test method for vehicle sealing strips also includes the following steps S21-S23.

[0141] S21. When the current driving scenario of the vehicle is not an external water contact scenario, determine the state of the openable and closable parts of the vehicle body.

[0142] Specifically, the methods for determining whether the driving scenario is a non-external water contact scenario based on rainfall and the methods for determining the state of the openable and closable parts of the vehicle body are the same as those in step S11 for determining whether the driving scenario is an external water contact scenario based on rainfall and for determining the state of the openable and closable parts of the vehicle body, and will not be repeated here.

[0143] S22. When the state is off, acquire the second wind noise inside the vehicle.

[0144] The second wind noise is the wind noise of the vehicle at the second speed, which is greater than the first speed.

[0145] Considering that under the same vehicle speed conditions, external water contact scenarios introduce additional noise due to raindrop impact and airflow disturbance, a second speed higher than the first speed is used to collect wind noise in non-external water contact scenarios. This ensures that the wind noise obtained in non-external water contact scenarios is within a comparable range to that in external water contact scenarios, thus avoiding misjudging rainfall noise as noise changes caused by aging of the sealing strips in the analysis of external water contact scenarios. Based on this, judging the aging degree of the vehicle's sealing strips based on the second wind noise inside the vehicle helps improve the accuracy of the judgment results.

[0146] Specifically, the method for obtaining the second wind noise inside the vehicle is the same as the method for obtaining the target wind noise inside the vehicle in step S12, and will not be repeated here.

[0147] S23. Determine the degree of aging of the sealing strips on the openable and closable parts of the vehicle body based on the second wind noise.

[0148] Specifically, the method of determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body based on the second wind noise is similar to the method of determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body based on the target wind noise and the state of the drainage hole in step S14, and will not be repeated here.

[0149] In the above solution, after determining that the driving scenario is not an external water contact scenario based on the rainfall, by confirming that the openable and closable parts of the vehicle body are in a closed state and obtaining the second wind noise inside the vehicle, the aging characteristics of the sealing strip can be reflected more accurately without the interference of rainfall factors, thus improving the accuracy of determining the degree of aging of the vehicle sealing strip.

[0150] In some embodiments, such as Figure 10As shown, the method of determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body based on the second wind noise in step S23 above may include the following steps S231-S233.

[0151] S231. When the second wind noise is greater than the first noise threshold and less than or equal to the second noise threshold, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be slightly aged. Specifically, if the first noise threshold ≤ the second wind noise threshold ≤ the second noise threshold, it indicates that although noise exists, the noise level is low. Therefore, the aging degree of the vehicle's sealing strip can be determined to be mild. At this point, it can be considered that there is no risk of water leakage from the vehicle's sealing strip.

[0152] S232. When the second wind noise is greater than the second noise threshold and less than or equal to the third noise threshold, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be moderate aging. Specifically, if the second noise threshold ≤ the second wind noise threshold ≤ the third noise threshold, it indicates that the noise amplitude has increased significantly, but has not yet reached a level of serious interference. Therefore, the aging degree of the vehicle's sealing strip can be determined to be moderate. At this point, it can be considered that there is a slight risk of water leakage from the vehicle's sealing strip.

[0153] S233. When the second wind noise is greater than the third noise threshold, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be severe aging.

[0154] Specifically, if the third noise threshold is less than or equal to the second wind noise threshold, it indicates that the noise level is relatively high and significantly interferes with the in-vehicle environment. Therefore, it can be determined that the aging of the vehicle's sealing strips is severe. At this point, it can be considered that there is a significant risk of water leakage from the vehicle's sealing strips, and also that the vehicle's interior is at risk of moisture damage.

[0155] In some embodiments, when the second wind noise is less than or equal to the first noise threshold, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be no aging. At the same time, it is considered that there is no risk of water leakage from the sealing strip on the openable and closable parts of the vehicle body.

[0156] In the above scheme, by dividing wind noise into intervals with multi-level noise thresholds and corresponding them to light, moderate and heavy aging, the aging degree of vehicle sealing strips can be graded according to changes in wind noise, thereby converting continuously changing noise signals into clear and distinguishable aging levels. This method avoids the problem of unclear aging degree distinction caused by relying on a single threshold, and helps to more accurately reflect the noise changes caused by the sealing strip as aging intensifies, thus improving the reliability of sealing strip aging degree judgment.

[0157] In some embodiments, if no maintenance action is detected, the aging degree of the vehicle sealing strip is re-evaluated every first time period (e.g., 7 days), and the aging level is updated (e.g., if moderate aging is not repaired and the target wind noise rises to ≥ the third noise threshold, the aging level is upgraded to severe, and the corresponding protection strategy is updated accordingly).

[0158] In some embodiments, the aging degree of the vehicle sealing strip is determined every second time period (e.g., 1 hour) during normal driving. When driving at high speeds (e.g., vehicle speed ≥ 80 km / h), the determination is increased to every third time period (e.g., 10 minutes) to balance the accuracy of the determination and the power consumption of the system. The duration of the second time period is longer than that of the third time period.

[0159] In summary, this invention can determine the aging level of vehicle sealing strips by reusing original vehicle hardware and combining multi-signal fusion, significantly reducing the false trigger rate. At the same time, automakers do not need to incur additional hardware costs, solving the industry pain point of the trade-off between accurate detection and low-cost implementation. It also innovatively designs a graded aging judgment system, matching differentiated processing strategies to different aging levels (mild aging with only text reminders, moderate aging with protection and compensation, and severe aging with strong reminders and repair guidance), greatly reducing the probability of user complaints while balancing judgment accuracy and driving experience. Furthermore, it can link with original vehicle functions such as air conditioning, audio, and windows to achieve scenario-based protection (such as high-speed wind noise compensation and rain protection), effectively reducing in-vehicle wind noise by 5-10dB and minimizing the risk of water leakage, overcoming the practical limitations of current solutions that only inform about problems without addressing them. Furthermore, this disclosure also utilizes the original vehicle's air conditioning system to adjust air pressure (making the interior air pressure 50-100Pa higher than the exterior pressure) to achieve temporary compensation. Before repair, this can reduce wind noise infiltration by 30% and avoid the risk of rainwater backflow, filling a gap in current protection against aging weatherstripping and meeting the development needs of intelligent vehicles for a seamless user experience across all scenarios. Thus, this disclosure achieves a weatherstripping aging treatment solution with zero new hardware, high-precision grading, full-chain protection, and temporary compensation, significantly improving the accuracy and reliability of vehicle weatherstripping aging identification, enhancing in-vehicle environmental protection capabilities, and providing users with timely and actionable repair references.

[0160] In some embodiments, the vehicle sealing strip aging detection device provided in this embodiment may include a sensing layer, a decision layer, an execution layer, and a feedback layer. The sensing layer collects parameters such as rainfall, wind noise, vehicle mileage and age, and the status of drainage holes. The decision layer determines the degree of aging of the vehicle sealing strip based on the parameters collected by the sensing layer. The execution layer executes control strategies based on the degree of aging determined by the decision layer to protect the vehicle interior environment, reduce wind noise, and prevent rainwater infiltration. The feedback layer continuously monitors the degree of aging and the protective effect, updates the aging level in a timely manner, or clears aging reminders.

[0161] This embodiment of the disclosure can divide the aging detection device for vehicle sealing strips into functional modules according to the above method example. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one processing unit. The integrated module can be implemented in hardware or software. It should be noted that the module division in this embodiment of the disclosure is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0162] In addition, such as Figure 11 As shown, Figure 11 This is a schematic diagram of the structure of an aging detection device 700 for vehicle sealing strips provided in an embodiment of this disclosure. The aging detection device 700 for vehicle sealing strips includes: The processing module 701 is used to determine the state of the openable and closable parts of the vehicle body when the current driving scenario of the vehicle is an external water contact scenario; the communication module 702 is used to acquire the target wind noise inside the vehicle and the state of the vehicle's drain hole when the state is closed; the target wind noise is the wind noise of the vehicle at the first speed; the processing module 701 is also used to determine the degree of aging of the sealing strip on the openable and closable parts of the vehicle body based on the target wind noise and the state of the drain hole.

[0163] In some embodiments, the processing module 701 is specifically configured to: determine the aging degree of the sealing strip on the openable and closable parts of the vehicle body as slightly aged when the target wind noise is greater than a first noise threshold, less than or equal to a second noise threshold, and the drain hole is normal; determine the aging degree of the sealing strip on the openable and closable parts of the vehicle body as moderately aged when the target wind noise is greater than a second noise threshold, less than or equal to a third noise threshold, and the drain hole is normal; and determine the aging degree of the sealing strip on the openable and closable parts of the vehicle body as severely aged when the target wind noise is greater than a third noise threshold, and the drain hole is normal.

[0164] In some embodiments, the communication module 702 is further configured to acquire a reference wind noise before determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body; the reference wind noise is the wind noise inside the new car of the same model as the vehicle at a second speed when the openable and closable parts of the vehicle body are in a closed state and the driving scenario is a non-external water contact scenario; the second speed is greater than the first speed; the processing module 701 is further configured to determine a first noise threshold based on the reference wind noise.

[0165] In some embodiments, the processing module 701 is further configured to adjust a first noise threshold, a second noise threshold, and a third noise threshold based on the amount of water the vehicle comes into contact with; the amount of water is negatively correlated with the first noise threshold, the second noise threshold, and the third noise threshold.

[0166] In some embodiments, the communication module 702 is further configured to continuously collect the humidity increment inside the vehicle according to a preset cycle when the current driving scenario of the vehicle is an external water contact scenario, the state of the openable and closable parts of the vehicle body is closed, and the drain hole is normal; the processing module 701 is further configured to determine that the aging degree of the sealing strip on the openable and closable parts of the vehicle body is severe aging when the humidity increment exceeds the humidity threshold.

[0167] In some embodiments, the processing module 701 is further configured to: determine a first control strategy when the aging level is mild; wherein the first control strategy includes controlling the vehicle screen to display a first prompt, the first prompt being used to indicate that the sealing strip has mild aging; and determine a second control strategy when the aging level is moderate; wherein the second control strategy includes: controlling the vehicle screen to display a second prompt, the vehicle voice system to send a second prompt, and activating scenario-based protection and air pressure compensation; the second prompt is used to indicate that the sealing strip has moderate aging, and the scenario-based protection includes activating high-speed wind noise compensation and rain protection in external water contact scenarios, and activating high-speed wind noise compensation and rain protection in non-external water contact scenarios. In contact scenarios, high-speed wind noise compensation is activated, and air pressure compensation is used to indicate that the air pressure inside the vehicle is greater than the air pressure outside the vehicle. When the aging level is severe, the control strategy is determined to be the third control strategy. The third control strategy includes: controlling the in-vehicle screen to display a third prompt, controlling the in-vehicle voice system to send the third prompt n times within a preset time period, activating emergency protection, and controlling the in-vehicle screen to display maintenance instructions. The third prompt is used to indicate that the sealing strip has severe aging. Emergency protection includes closing the sunroof sunshade, closing the windows to a preset position, and maintaining the air pressure inside the vehicle greater than the air pressure outside the vehicle. After determining the control strategy, the vehicle is controlled to execute the control strategy. In some embodiments, the processing module 701 is specifically configured to: determine a target air pressure difference based on the vehicle's speed and / or the amount of water the vehicle is in contact with; the speed is positively correlated with the target air pressure difference, and the amount of water is positively correlated with the target air pressure difference; control the air pressure inside the vehicle to be greater than the air pressure outside the vehicle, and the difference between the air pressure inside the vehicle and the air pressure outside the vehicle is the target air pressure difference.

[0168] In some embodiments, the processing module 701 is further configured to, after controlling the vehicle to execute the control strategy, release the control strategy for the degree of aging when it is detected that the target wind noise is less than a first noise threshold.

[0169] In some embodiments, the communication module 702 is further configured to acquire the vehicle's cumulative mileage and years of use; the processing module 701 is further configured to determine the vehicle's current driving scenario when the cumulative mileage is greater than a mileage threshold, or when the years of use are greater than a years threshold.

[0170] In some embodiments, the communication module 702 is further configured to acquire the rate of change of air pressure inside the vehicle during the switching between internal and external air circulation when the openable and closable parts of the vehicle body are in a closed state; the rate of change of air pressure is used to characterize the speed at which the air pressure inside the vehicle changes over time under the disturbance of switching between internal and external air circulation; the processing module 701 is further configured to determine the current driving scenario of the vehicle when the rate of change of air pressure is less than the rate of change threshold.

[0171] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0172] Figure 12 This is a structural schematic diagram of a vehicle 800 provided in an embodiment of this disclosure. For example, as shown... Figure 12 As shown, the vehicle 800 includes a memory 801 and a processor 802. The memory 801 stores executable program code 8011, and the processor 802 is used to call and execute the executable program code 8011 to perform an aging detection method for the vehicle sealing strip.

[0173] This embodiment can divide the aging detection system for vehicle sealing strips into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0174] When each function is divided into corresponding modules, the aging detection system for vehicle sealing strips can include: a data acquisition module, a processing module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding modules, and will not be repeated here.

[0175] The vehicle sealing strip aging detection system provided in this embodiment is used to perform the above-described vehicle sealing strip aging detection method, and therefore can achieve the same effect as the above implementation method.

[0176] When using an integrated unit, the vehicle sealing strip aging detection system may include a processing module and a storage module. The processing module controls and manages the operation of the vehicle sealing strip aging detection system. The storage module supports the execution of program code and data by the vehicle sealing strip aging detection system.

[0177] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with embodiments of this disclosure. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0178] This disclosure also provides a computer-readable storage medium (including but not limited to disk storage, compact disc read-only memory (CD-ROM), optical storage, etc.) storing computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement the aging detection method for vehicle sealing strips provided in the above embodiments.

[0179] This disclosure also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the aging detection method for vehicle sealing strips provided in the above embodiments.

[0180] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0181] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0182] In the embodiments provided in this disclosure, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0183] In the description of this disclosure, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure.

[0184] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0185] The above are merely embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims of this disclosure.

Claims

1. A method for detecting the aging of vehicle sealing strips, characterized in that, The method includes: When the current driving scenario of the vehicle is an external water contact scenario, determine the state of the openable and closable parts of the vehicle body; When the state is closed, the target wind noise inside the vehicle and the state of the vehicle's drain holes are acquired; the target wind noise is the wind noise of the vehicle at a first speed. The degree of aging of the sealing strips on the openable and closable parts of the vehicle body is determined based on the target wind noise and the condition of the drainage holes.

2. The aging detection method for vehicle sealing strips according to claim 1, characterized in that, The step of determining the degree of aging of the sealing strip on the openable and closable parts of the vehicle body based on the target wind noise and the condition of the drainage holes includes: When the target wind noise is greater than the first noise threshold and less than or equal to the second noise threshold, and the drainage hole is normal, the aging degree of the sealing strip on the openable and closable part of the vehicle body is determined to be slightly aged. When the target wind noise is greater than the second noise threshold and less than or equal to the third noise threshold, and the drainage hole is normal, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be moderate aging. When the target wind noise is greater than the third noise threshold and the drainage hole is normal, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be severe aging.

3. The aging detection method for vehicle sealing strips according to claim 2, characterized in that, Before determining the degree of aging of the sealing strips on the openable and closable parts of the vehicle body, the method further includes: Obtain a reference wind noise; the reference wind noise is the wind noise inside a new car of the same model as the vehicle, with the openable and closable parts of the vehicle body in the closed state, and the driving scenario is a non-external water contact scenario, at a second speed; the second speed is greater than the first speed; The first noise threshold is determined based on the reference wind noise.

4. The aging detection method for vehicle sealing strips according to claim 2, characterized in that, The method further includes: The first noise threshold, the second noise threshold, and the third noise threshold are adjusted according to the amount of water the vehicle comes into contact with; the amount of water is negatively correlated with the first noise threshold, the second noise threshold, and the third noise threshold.

5. The aging test method for vehicle sealing strips according to any one of claims 2-4, characterized in that, The method further includes: When the current driving scenario of the vehicle is an external water contact scenario, the openable and closable parts of the vehicle body are in the closed state, and the drain hole is normal, the humidity increment inside the vehicle is continuously collected according to a preset cycle. When the humidity increment exceeds the humidity threshold, the aging degree of the sealing strip on the openable and closable parts of the vehicle body is determined to be severe aging.

6. The aging detection method for vehicle sealing strips according to claim 5, characterized in that, After determining the degree of aging of the sealing strips on the openable and closable parts of the vehicle body, the method further includes: When the aging level is mild aging, the control strategy is determined to be the first control strategy; wherein, the first control strategy includes controlling the vehicle screen to display a first prompt, the first prompt being used to indicate that the sealing strip has mild aging; When the aging level is moderate, the control strategy is determined to be the second control strategy; wherein, the second control strategy includes: controlling the vehicle screen to display a second prompt, the vehicle voice system to send the second prompt, and activating scenario-based protection and air pressure compensation; the second prompt is used to indicate that the sealing strip has moderate aging, the scenario-based protection includes activating high-speed wind noise compensation and rain protection in external water contact scenarios, and activating high-speed wind noise compensation in non-external water contact scenarios, and the air pressure compensation is used to indicate that the air pressure inside the vehicle is greater than the air pressure outside the vehicle; When the aging level is severe aging, the control strategy is determined to be the third control strategy; wherein, the third control strategy includes: controlling the vehicle screen to display a third prompt, controlling the vehicle voice system to send the third prompt n times within a preset time period, activating emergency protection, and controlling the vehicle screen to display maintenance guidance; the third prompt is used to indicate that the sealing strip has severe aging, and the emergency protection includes closing the sunroof sunshade, closing the windows to a preset position, and maintaining the air pressure inside the vehicle greater than the air pressure outside the vehicle; After determining the control strategy, the vehicle is controlled to execute the control strategy.

7. The aging test method for vehicle sealing strips according to claim 6, characterized in that, The process of maintaining the air pressure inside the vehicle higher than the air pressure outside the vehicle includes: The target air pressure difference is determined based on the vehicle's speed and / or the amount of water the vehicle comes into contact with; the speed is positively correlated with the target air pressure difference, and the amount of water is positively correlated with the target air pressure difference. The air pressure inside the vehicle is controlled to be greater than the air pressure outside the vehicle, and the difference between the air pressure inside the vehicle and the air pressure outside the vehicle is the target air pressure difference.

8. The aging test method for vehicle sealing strips according to claim 1, characterized in that, The method further includes: Obtain the vehicle's cumulative mileage and years of use; When the cumulative mileage is greater than a mileage threshold, or when the years of use are greater than a years threshold, the current driving scenario of the vehicle is determined.

9. The aging test method for vehicle sealing strips according to claim 1, characterized in that, The method further includes: When the openable and closable parts of the vehicle body are in the closed state, the rate of change of air pressure inside the vehicle during the switching between internal and external air circulation is obtained; the rate of change of air pressure is used to characterize the speed at which the air pressure inside the vehicle changes over time under the disturbance of switching between internal and external air circulation. When the rate of change of air pressure is less than the rate of change threshold, the current driving scenario of the vehicle is determined.

10. A vehicle, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the aging detection method for vehicle sealing strips as described in any one of claims 1 to 9.

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