Vehicle performance testing method, device and storage medium

Abstract

The present disclosure discloses a vehicle performance testing method, device and storage medium, which relate to the field of commercial vehicles. The method includes: obtaining a first test parameter and a first evaluation parameter of a sample vehicle and a benchmark vehicle; determining the problems existing in the sample vehicle compared to the benchmark vehicle based on the first evaluation parameter; determining the sample parts that need to be adjusted for the sample vehicle based on the problems; after the sample parts are adjusted, obtaining a second evaluation parameter and a second test parameter of the sample vehicle; and determining whether the performance of the sample vehicle meets the requirements based on the comparison results of the second evaluation parameter and the first evaluation parameter, and the comparison results of the second test parameter and the first test parameter. The present disclosure evaluates whether the performance of the sample vehicle meets the requirements by combining subjective evaluation and objective testing, which can improve the accuracy of vehicle performance testing. In addition, after the adjustment is completed, a subjective test is first performed, and then an objective retest is performed when the performance of the sample vehicle meets the requirements, thereby improving test efficiency and reducing test costs.

Description

Technical Field

[0001] The present disclosure relates to the field of commercial vehicles, and in particular to a vehicle performance testing method, device, and storage medium. Background Art

[0002] With the rapid development of the logistics and transportation industry and driven by various policies, heavy-duty commercial vehicles are gradually developing in the direction of energy conservation, environmental protection, intelligence, high safety, and high comfort. As an important tool for high-speed transportation, heavy-duty commercial vehicles' drivers are physically and mentally exhausted after long-distance transportation and prolonged bumpy rides. To this end, heavy-duty commercial vehicle manufacturers at home and abroad have never stopped developing and optimizing vehicle performance.

[0003] However, related technologies primarily rely on simulation using multibody dynamics software and objective testing of prototype vehicles after they roll off the production line. Multibody dynamics simulations are subject to certain precision errors and require multibody simulation engineers to spend considerable time on modeling and calibration. Repeated objective testing and calibration after the prototype rolls off the production line also consumes considerable time and expense, and the test results are often inaccurate. Summary of the Invention

[0004] A technical problem to be solved by the present disclosure is to provide a vehicle performance testing method, device and storage medium that can improve the accuracy of the test.

[0005] According to one aspect of the present disclosure, a vehicle performance testing method is proposed, including: obtaining first test parameters and first evaluation parameters of a sample vehicle and a benchmark vehicle; determining problems existing in the sample vehicle compared with the benchmark vehicle based on the first evaluation parameters; determining sample parts that need to be adjusted for the sample vehicle based on the problems; after the sample parts are adjusted, obtaining second evaluation parameters and second test parameters of the sample vehicle; and determining whether the performance of the sample vehicle meets the requirements based on a comparison result of the second evaluation parameter with the first evaluation parameter and a comparison result of the second test parameter with the first test parameter.

[0006] In some embodiments, after the sample is calibrated, a second evaluation parameter and a second test parameter of the sample vehicle are obtained, and based on the comparison results of the second evaluation parameter and the first evaluation parameter, and the comparison results of the second test parameter and the first test parameter, whether the performance of the sample vehicle meets the requirements is determined, including: after the sample is calibrated, the second evaluation parameter of the sample vehicle is obtained; based on the comparison results of the second evaluation parameter and the first evaluation parameter, whether the performance of the sample vehicle meets the requirements is determined; if the performance of the sample vehicle does not meet the requirements, the problems of the sample vehicle compared with the benchmark vehicle are determined according to the second evaluation parameter and the sample is calibrated until the performance of the sample vehicle meets the requirements; if the performance of the sample vehicle meets the requirements, the second test parameter of the sample vehicle is obtained; based on the comparison results of the second evaluation parameter and the first evaluation parameter, whether the performance of the sample vehicle meets the requirements is verified.

[0007] In some embodiments, the first evaluation parameter and the second evaluation parameter include a ride comfort evaluation parameter and a handling stability evaluation parameter.

[0008] In some embodiments, the smoothness evaluation parameter includes one or more of a vertical motion evaluation parameter, a floating feeling evaluation parameter, a pitch evaluation parameter, and an impact vibration evaluation parameter.

[0009] In some embodiments, the handling stability evaluation parameters include: one or more of: directional stability evaluation parameters, anti-steering interference evaluation parameters, straight-line driving ability on uneven roads evaluation parameters, steering disturbance stability evaluation parameters, insufficient / excessive steering characteristic evaluation parameters, roll control evaluation parameters and steering accuracy evaluation parameters.

[0010] In some embodiments, the sample parts that need to be adjusted include one or more of springs, stabilizer bars, rubber hinge bushings, shock absorbers, tires, wheel alignment parameters, elastic limit blocks, and steering gears.

[0011] In some embodiments, the samples that need to be calibrated are first calibrated on a dedicated road in a test site and then calibrated on a public road.

[0012] According to another aspect of the present disclosure, a vehicle performance testing device is also proposed, including: a first parameter acquisition module, which is used to obtain the first test parameter and the first evaluation parameter of the sample vehicle and the benchmark vehicle; a sample determination module, which is configured to determine the problems of the sample vehicle compared with the benchmark vehicle based on the first evaluation parameter, and determine the samples that need to be adjusted for the sample vehicle based on the problems; a second parameter acquisition module, which is configured to obtain the second evaluation parameter and the second test parameter of the sample vehicle after the sample is adjusted; and a comparison module, which is configured to determine whether the performance of the sample vehicle meets the requirements based on the comparison results of the second evaluation parameter and the first evaluation parameter, and the comparison results of the second test parameter and the first test parameter.

[0013] In some embodiments, the second parameter acquisition module is configured to obtain a second evaluation parameter of the sample vehicle after the sample is calibrated, and to obtain a second test parameter of the sample vehicle if the performance of the sample vehicle meets the requirements; the comparison module is configured to determine whether the performance of the sample vehicle meets the requirements based on the comparison result of the second evaluation parameter with the first evaluation parameter, and to verify whether the performance of the sample vehicle meets the requirements based on the comparison result of the second test parameter with the first test parameter; and the sample determination module is further configured to determine the problems of the sample vehicle compared with the benchmark vehicle based on the second evaluation parameter if the performance of the sample vehicle does not meet the requirements and perform sample adjustment until the performance of the sample vehicle meets the requirements.

[0014] According to another aspect of the present disclosure, a vehicle performance testing device is provided, comprising: a memory; and a processor coupled to the memory, wherein the processor is configured to execute the above-mentioned vehicle performance testing method based on instructions stored in the memory.

[0015] According to another aspect of the present disclosure, a non-transitory computer-readable storage medium is provided, on which computer program instructions are stored. When the instructions are executed by a processor, the above-mentioned vehicle performance testing method is implemented.

[0016] In the embodiments of the present disclosure, subjective evaluation and objective testing are combined to evaluate whether the performance of the sample vehicle meets the requirements, which can improve the accuracy of the vehicle performance test.

[0017] Other features and advantages of the present disclosure will become apparent from the following detailed description of exemplary embodiments of the present disclosure with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0019] The present disclosure can be more clearly understood from the following detailed description with reference to the accompanying drawings, in which:

[0020] Figure 1 Schematic diagram of the flow of some embodiments of the vehicle performance testing method disclosed herein;

[0021] Figure 2 Schematic diagram of the flow chart of other embodiments of the vehicle performance testing method disclosed herein;

[0022] Figure 3 A schematic diagram of a calibration sample disclosed herein;

[0023] Figure 4 Schematic diagram showing the comparison of the tensile damping force and the compression damping force of the shock absorber disclosed herein before and after adjustment;

[0024] Figure 5 Schematic diagram of the flow chart of other embodiments of the vehicle performance testing method disclosed herein;

[0025] Figure 6 A schematic diagram of the subjective evaluation scoring criteria disclosed herein;

[0026] Figure 7 A schematic diagram of a subjective evaluation radar score of the disclosed prototype vehicle before and after adjustment;

[0027] Figure 8 is a schematic structural diagram of some embodiments of the vehicle performance testing device disclosed herein; and

[0028] Figure 9 Schematic diagrams of the structures of other embodiments of the vehicle performance testing device disclosed herein. DETAILED DESCRIPTION

[0029] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure.

[0030] At the same time, it should be understood that for the convenience of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship.

[0031] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0032] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0033] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0034] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0035] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0036] Figure 1 Schematic diagram of the flow of some embodiments of the vehicle performance testing method disclosed herein.

[0037] In step 110 , first test parameters and first evaluation parameters of the sample vehicle and the benchmark vehicle are obtained.

[0038] In some embodiments, the prototype vehicle and the benchmark vehicle are subjected to objective tests on ride comfort and handling stability in accordance with GB / 4970-2009 and GB / T6323-2014, respectively, to test the driver's ride value at common vehicle speeds and key parameters such as steady-state turning, steering return, serpentine, steering wheel angle step, steering wheel angle pulse and steering wheel center area handling stability.

[0039] Ride comfort refers to the ability of a vehicle to maintain a stable driving position while operating within the vehicle's normal speed range without causing discomfort or fatigue due to vehicle body vibration. Since vehicle ride comfort is primarily evaluated based on passenger comfort, it is also known as ride comfort. Handling stability is a key safety performance indicator for vehicles, encompassing both maneuverability and stability. Maneuverability refers to the vehicle's ability to follow the direction specified by the driver via the steering system or steering wheels; stability refers to the vehicle's ability to resist external interference and maintain stable driving. A vehicle's handling stability not only affects its ease of operation but, more importantly, determines its safe operation. Therefore, good handling stability is essential for any vehicle.

[0040] In some embodiments, a subjective evaluation is performed on the sample vehicle and the benchmark vehicle, and the subjective evaluation includes a subjective evaluation of ride comfort and a subjective evaluation of handling stability.

[0041] In some embodiments, the smoothness evaluation parameters include: vertical motion evaluation parameters, floating feeling evaluation parameters, pitch evaluation parameters, and impact vibration evaluation parameters.

[0042] Vertical motion evaluation parameters primarily assess the matching of the vehicle's springs and shock absorbers within a 3Hz frequency range. In this case, it is desirable for the driver and passengers to experience as little acceleration and motion as possible.

[0043] The floating feeling evaluation parameter evaluates whether the vehicle follows the road immediately when passing over an undulating road surface, or there is a delay, that is, the body movement does not match the road surface characteristics.

[0044] Pitch evaluation parameters primarily assess the vehicle's pitch motion when driving on uneven surfaces, such as bumpy roads and irregularly shaped surfaces. Pitch motion includes both the vehicle's pitch angle and pitch acceleration. In this scenario, the vehicle's pitch angle and acceleration should be as small as possible, with parallel motion between the front and rear wheels as much as possible. After excitation similar to long-wave bumpy roads, the vehicle's motion should decay quickly.

[0045] Impact vibration evaluation parameters primarily assess the suspension and shock absorber's ability to isolate impact forces. "Impact vibration" refers to the intensity of the impact experienced when a vehicle passes over objects such as manhole covers, railroad tracks, road joints, patches, or speed bumps. When a vehicle is struck by a small bump or joint, it must be able to absorb the impact and attenuate the vibration transmitted to the driver and passengers. Impact vibration includes the impact of potholes, bumps, compression limit shock, tension limit shock, residual vibration, and impact balance.

[0046] In some embodiments, the handling stability is subjectively evaluated by directional stability evaluation parameters, anti-steering interference evaluation parameters, straight-line driving ability on uneven roads evaluation parameters, steering disturbance stability evaluation parameters, insufficient / excessive steering characteristic evaluation parameters, roll control evaluation parameters and steering accuracy evaluation parameters, etc.

[0047] Directional stability refers to the vehicle's ability to maintain its trajectory during acceleration from a start. During acceleration from a start, the vehicle maintains its original path (straight ahead or in a curve) without deviating from the original path. This is evaluated on surfaces with varying friction coefficients, with a firm grip on the steering wheel. The evaluation takes into account the vehicle's load and is conducted on surfaces with varying friction coefficients (dry, wet, and low-adhesion), typically on a performance track at a proving ground.

[0048] Steering disturbance resistance refers to the ability of a vehicle to rapidly attenuate and regain stability after a sudden steering input and release during acceleration. This evaluation is typically conducted on dry pavement and on a performance track at a proving ground.

[0049] Straight-line driving on uneven roads primarily evaluates a vehicle's ability to maintain its direction while driving on uneven surfaces. It also assesses the degree of directional correction, the change in torque when the steering wheel is tightened, and the degree of deviation from the driving path.

[0050] Steering disturbance stability refers to the ability of a vehicle to quickly recover to a stable straight line after a torque pulse input to the steering wheel (e.g., a sharp tug and then release) while the vehicle is traveling straight. While traveling straight, if a sudden steering input causes the vehicle to deviate from its trajectory, it should be able to quickly recover to a straight line. The vehicle must exhibit excellent stability against steering inputs, and the entire yaw motion decay process should be smooth and free of sudden changes, with a short convergence period and no overshoot. Any form of yaw divergence is unacceptable.

[0051] Understeer / oversteer refers to the characteristic of the vehicle's actual turning radius being greater or less than the theoretical turning radius when entering a steady state while cornering. This characteristic evaluates the vehicle's understeer / oversteer under stable and accelerated conditions. Under low lateral acceleration, the vehicle is expected to exhibit neutral steering. Under high lateral acceleration, the vehicle is expected to exhibit significant understeer. Good understeer allows the driver to predict corners more accurately and ensures better directional accuracy. A vehicle's understeer characteristics should not significantly change due to changes in road surface or load.

[0052] Roll control refers to the angle, angular velocity, and angular acceleration characteristics, or the frequency, amplitude, and attenuation characteristics, of the vehicle's body movement around the Y-axis when passing through continuous uneven roads or a single obstacle. It mainly evaluates the vehicle's roll angle and roll acceleration during driving, as well as the frequency, amplitude, and attenuation of the vehicle's roll movement. The vehicle's roll angle and roll acceleration should be minimized as much as possible during driving; the body's roll movement should be relatively smooth and coordinated; and there should be no feeling of lateral waist swinging when driving on uneven roads. Roll control includes roll angle, roll velocity, roll damping, and roll balance.

[0053] Steering accuracy refers to the vehicle's ability to execute steering wheel angle inputs during cornering, mid-cornering, exiting corners, and lane changes, specifically, the degree to which it accurately complies with the driver's steering predictions. This evaluation assesses steering wheel angle corrections during high-speed cornering. In this situation, back-and-forth steering wheel angle corrections should be avoided. Good steering accuracy should give the driver a sense of security.

[0054] In step 120 , problems existing in the sample vehicle compared to the benchmark vehicle are determined based on the first evaluation parameter.

[0055] For example, subjective testing revealed that the benchmark vehicle exhibited superior stationary and low-speed steering effort, good self-centering capability, good starting performance, appropriate understeer, good road isolation, and a relatively good overall feel. However, the prototype vehicle exhibited a larger steering wheel angle, inconsistent front and rear roll balance, a larger dead zone at higher speeds, a smaller force buildup gradient, excessive self-centering speed, significant steering overshoot, a larger roll angle, faster roll speed, more floor vibration, some steering wheel vibration, slightly more lateral shimmy on uneven roads, and a noticeable impact sensation at both extension and compression extremes.

[0056] In step 130 , the sample parts that need to be adjusted for the sample vehicle are determined based on the problem.

[0057] In some embodiments, the samples that need to be adjusted include springs, stabilizer bars, rubber hinge bushings, shock absorbers, tires, wheel alignment parameters, elastic limit blocks and steering gears, etc., and the specific ones can be selected according to actual conditions.

[0058] In some embodiments, each round of tuning targets only a certain system or component, eliminating the impact of other system variables on performance.

[0059] In step 140 , after the sample is calibrated, a second evaluation parameter and a second test parameter of the sample vehicle are obtained.

[0060] Each time, only the relevant items of the replacement debugging parts will be evaluated. After the sample parts are adjusted, a complete subjective evaluation of the handling and driving comfort should be carried out, and the results will be output according to the subjective scoring table agreed upon by both parties.

[0061] The trial-produced prototype vehicle after adjustment is retested for smoothness and handling stability in accordance with GB / 4970-2009 and GB / T6323-2014, and its key parameters such as driver ride value at common vehicle speeds and steady-state turning, steering return, snaking, steering wheel angle step, steering wheel angle pulse and steering wheel center area handling stability are tested.

[0062] In step 150 , it is determined whether the performance of the sample vehicle meets the requirements based on the comparison result of the second evaluation parameter with the first evaluation parameter and the comparison result of the second test parameter with the first test parameter.

[0063] The post-tuning subjective evaluation should be compared with the pre-tuning subjective evaluation results and performance targets, with key differences explained. Objective testing should also be compared with pre-tuning test results. If the comparison confirms that the performance of the tuned prototype has improved and meets the performance requirements, no further tuning of the prototype components is required. If the tuned prototype does not meet the performance requirements, further tuning of the prototype components is required, and a comparison of the post-tuning subjective evaluation and objective test results with the pre-tuning subjective evaluation and objective test results is required.

[0064] In the above embodiment, whether the performance of the sample vehicle meets the requirements is evaluated by combining subjective evaluation with objective testing, which can improve the accuracy of the vehicle performance test.

[0065] Figure 2 Schematic diagram of the flow chart of other embodiments of the vehicle performance testing method disclosed herein.

[0066] In step 210 , the test parameters and evaluation parameters of the sample vehicle and the benchmark vehicle are obtained.

[0067] In step 220 , problems existing in the sample vehicle compared to the benchmark vehicle are determined based on the evaluation parameters.

[0068] In step 230 , the sample parts that need to be adjusted for the sample vehicle are determined based on the problem.

[0069] In some embodiments, according to the deficiencies in the objective test and subjective evaluation of the prototype vehicle, corresponding adjustment samples are formulated, such as Figure 3 shown.

[0070] In some embodiments, the springs and stabilizer bars are tuned to balance body motion (vertical bounce, pitch, roll).

[0071] As the primary elastic element connecting the suspension to the vehicle body, springs significantly influence vehicle motion and vibration transmission. From a kinematic perspective, higher spring rates increase the vehicle's vertical motion, resulting in greater force and amplitude in the vehicle's upward bounce after road excitation, and a more pronounced reflection of the vehicle's road surface. Increasing spring rates can reduce vehicle roll during cornering, but it can also increase overshoot during lane change. Improper front and rear spring matching is a major cause of vehicle pitch on uneven roads. Typically, overly soft rear springs can cause the rear of the vehicle to repeatedly squat, while overly soft front springs can cause the front of the vehicle to repeatedly dive. Matching the front and rear springs can also be used to modify vehicle understeer and transient response. Increasing front spring rates and reducing rear spring rates can improve understeer characteristics. From a vibration perspective, higher spring rates increase vehicle vibration, but overly soft springs can also cause a "seasickness" effect.

[0072] Spring tuning primarily involves adjusting spring stiffness. Spring stiffness is typically determined using suspension offset frequency, typically in 0.05 Hz increments. Different spring tuning plans are developed. Each spring plan must meet vehicle posture requirements, with a maximum positive or negative deviation of 5mm. Spring coiling is prohibited. Furthermore, if disassembly or assembly of the suspension guide mechanism is required during spring replacement, the wheel alignment parameters must be checked after each spring replacement.

[0073] A stabilizer bar can improve a vehicle's roll stiffness without increasing spring rate. Increasing the stabilizer bar diameter effectively reduces the vehicle's roll angle due to centrifugal force, but this also alters the vehicle's roll characteristics on uneven roads and increases body and steering wheel vibration. Matching the front and rear stabilizer bars can modify the vehicle's understeer and transient response characteristics. Stabilizer bars are typically solid or hollow. Solid bars are adjusted based on the bar diameter, while hollow bars can be adjusted based on both the bar diameter and wall thickness. The suspension roll stiffness is typically used as a metric to determine the stabilizer bar diameter (or hollow bar wall thickness). The difference in wheel center vertical stiffness between two stabilizer bar designs, converted to single-sided wheel hop, should be between 3 and 5 N / mm. When developing a stabilizer bar calibration plan, a stabilizer bar mounting spring joint design that matches the bar diameter should also be developed. When installing the stabilizer bar, tighten the spring joint bolts in the suspension's designed position.

[0074] In some embodiments, adjusting the rubber articulation bushings can improve the vehicle's ability to filter and isolate road excitation. The rubber articulation bushings include suspension elastic articulations and cab elastic articulations.

[0075] The purpose of a suspension's elastic joint is to flexibly connect components in the suspension or steering system that move relative to each other, improving the vehicle's ability to filter and isolate road excitations and enhancing ride comfort. Furthermore, the flexible nature of the elastic joint can be used to alter the suspension's deformation characteristics, such as steering and camber, when subjected to lateral or longitudinal forces, ultimately altering the vehicle's steady-state and transient handling. Generally speaking, the lower the stiffness of the elastic joint, the better the vehicle's ability to isolate itself from vibrations, but this also reduces the vehicle's straight-line and cornering stability and responsiveness to steering inputs.

[0076] Suspension elastic joint tuning is typically performed by varying the hardness of the rubber compound, thereby altering the linear and angular stiffness in one and two radial directions. The Shore hardness of elastic joints typically ranges from HA45 to HA70, typically in increments of HA5, to develop different elastic joint schemes. Suspension characteristics such as deflection steer and camber are influenced not only by the elastic joints but also by the configuration of the suspension guide mechanism. Therefore, computer simulation is required to analyze and assess the handling performance of each elastic joint scheme. If the elastic joint requires press-fit (or vulcanization) into other suspension components, a calibration sample should be provided as a press-fit (vulcanization) assembly. When replacing an elastic joint (or press-fit assembly), ensure that the suspension is in the designed position when the tightening torque is applied. The vehicle's four-wheel alignment parameters should be checked after each replacement of an elastic joint (or press-fit assembly).

[0077] In some embodiments, shock absorber tuning can improve the vehicle's responsiveness to steering inputs and cornering stability, further optimizing vehicle body motion balance and vibration filtering, and resulting in more balanced and balanced overall vehicle performance. Shock absorber tuning includes both coarse and fine tuning.

[0078] As the main damping element of the suspension system, the shock absorber's main function is to suppress and attenuate the movement and vibration of the vehicle body. The shock absorber is divided into tension stroke and compression stroke according to the working stroke, and is divided into low speed section, medium speed section and high speed section according to the working speed. Figure 4As shown in the figure, the damping characteristics at each travel and speed range affect the following vehicle performance: Extension damping: Suppresses and dampens upward body movement, enhancing vehicle ground contact. Increasing extension damping generally improves vehicle handling, but can also cause excessive vibration on uneven roads and a noticeable body drop. Compression damping: Suppresses and dampens downward body movement, enhancing suspension support. Increasing compression damping can reduce pitch and improve vehicle roll resistance, but can also cause excessive vibration on uneven roads and increased road surface repetition. Low-speed range: Higher damping at low speeds results in relatively poorer comfort, but it helps improve road feel and steering feel, significantly enhancing steering pleasure. Mid-speed range: Mid-speed damping primarily affects vehicle roll characteristics. Higher damping in this range results in faster response to steering inputs, stronger transient roll resistance, and reduced roll overshoot. However, higher mid-speed damping can increase vehicle vibration, resulting in a decrease in ride comfort. High-speed damping effectively prevents wheel lift-off caused by high-intensity road impacts, enhancing vehicle stability on rough roads. However, it also transfers road impacts directly to the vehicle body, reducing ride comfort.

[0079] During on-site shock absorber commissioning, a temporary, disassembled prototype is typically used. After calibration, the supplier must re-produce a fully qualified prototype that meets the calibration requirements to replace the temporary prototype. If disassembly or disassembly of the suspension guide mechanism is required during shock absorber replacement, the wheel alignment parameters must be checked after each shock absorber replacement.

[0080] In some embodiments, tire matching and tuning can clarify vehicle handling or comfort style and enhance trend-oriented target performance.

[0081] In some embodiments, wheel alignment parameters are adjusted to improve vehicle response performance and stability, etc.

[0082] In some embodiments, the function of the elastic stopper is to limit suspension travel to prevent interference between the suspension or wheels and other vehicle body components. The elastic stopper's force-displacement characteristic curve and the suspension free travel (the travel of the suspension before the elastic stopper is activated) directly determine the impact intensity and smoothness of the vehicle's transition after a road impact. Chassis tuning primarily adjusts the elastic stopper's force-displacement characteristic curve and the length of the stopper. While ensuring the required limit, the lower the initial stiffness of the force-displacement characteristic curve and the gentler the growth trend, the less intrusive the elastic stopper feels during an impact, resulting in improved ride comfort. Assuming other suspension structures remain unchanged, the shorter the length of the elastic stopper, the longer the suspension free travel, thereby preventing repeated pressure from the suspension against the elastic stopper under small or medium excitation inputs and improving vehicle ride comfort. During elastic stopper replacement, if the suspension guide mechanism needs to be disassembled or assembled, the four-wheel alignment parameters must be checked after each replacement.

[0083] In some embodiments, the steering gear affects the vehicle's understeering characteristics, force characteristics, steering response, steering accuracy, steering return and other performance. In addition to being affected by the stiffness of the bushing, the overall lateral mounting stiffness of the steering gear is also affected by the structural form of the mounting bracket (especially the clamping type). A quick inspection can be done on site in the following way: lift the vehicle with a lift, with the wheels suspended in the air. Fix the wheels and observe the displacement of the steering gear housing or the mounting bracket while turning the steering wheel. If obvious lateral displacement is found in the steering gear as a whole, the mounting stiffness is too weak and needs to be strengthened. The effectiveness of the solution can be verified by evaluating the steering response performance of the vehicle.

[0084] In step 240 , after the sample is calibrated, evaluation parameters of the sample vehicle are obtained.

[0085] In step 250 , based on the comparison result between the evaluation parameters after adjustment and the evaluation parameters before adjustment, it is determined whether the performance of the sample vehicle meets the requirements. If so, step 260 is executed; otherwise, step 220 is continued.

[0086] According to the comparison results of the evaluation parameters after adjustment with the evaluation parameters before adjustment, it is determined that the performance of the prototype vehicle cannot meet the requirements, and the prototype needs to be adjusted until the performance of the prototype vehicle meets the requirements.

[0087] In step 260 , the test parameters of the adjusted sample vehicle are obtained.

[0088] In step 270 , based on the comparison results between the adjusted test parameters and the test parameters before adjustment, it is verified whether the performance of the sample vehicle meets the requirements.

[0089] In the related art, only objective testing is performed, and testing is performed after each adjustment, which takes a day or more, while subjective evaluation may only take half an hour or an hour. Therefore, in the above embodiment, due to the combination of subjective evaluation and objective testing, the time and test costs of performing objective testing after each round of adjustment to determine the adjustment effect are saved. The adjustment effect of each system or component is determined through subjective evaluation, which shortens the adjustment cycle and more test costs, and improves test efficiency.

[0090] Figure 5 Schematic diagram of the flow chart of other embodiments of the vehicle performance testing method disclosed herein.

[0091] In step 510 , a vehicle inspection is performed on the sample vehicle and the reference vehicle.

[0092] In some embodiments, wheel alignment parameters are measured, the steering and suspension systems are inspected, adjusted, and tightened, lubrication is performed as required, the fuel tank oil level is maintained at no less than one-third of the tank capacity, tire inflation pressure is maintained within the vehicle's technical specifications, the brake system is cold, the brake disc or brake surface temperature is maintained below 100°C, and all operating devices are installed in the specified operating conditions. All inspections of the prototype and benchmark vehicles must meet the vehicle's factory requirements.

[0093] In step 520 , the prototype vehicle and the benchmark vehicle are objectively tested for ride comfort and handling stability.

[0094] The prototype and benchmark vehicles were subjected to objective ride and handling stability tests according to GB / 4970-2009 and GB / T6323-2014. For example, the ride test primarily examined the weighted RMS acceleration of the driver's seat cushion, seat back, and footrest at a constant speed of 80 km / h. Data processing yielded the driver's ride value. The objective ride test results showed that the prototype vehicle's ride value was approximately 10% greater than that of the benchmark vehicle, indicating slightly inferior comfort. The handling stability test focused on the prototype vehicle's steady-state understeer and body roll; yaw rate response time in the steering angle step test; residual yaw rate and total yaw rate variance during steering alignment; average and maximum steering wheel forces for steering ease; and lateral acceleration at zero steering wheel torque, steering wheel torque gradient at zero lateral acceleration, and yaw rate gain in the steering wheel center area total stability test.

[0095] Through the above tests, the prototype vehicle is slightly better than the benchmark vehicle in indicators such as the yaw rate response time in the steering angle step test, the total yaw rate variance in the steering return test, and the average steering wheel force for steering lightness; there are some differences with the benchmark vehicle in indicators such as the understeer degree and body roll in steady-state turning, and the residual yaw rate in the steering return test.

[0096] In step 530 , subjective tests of ride comfort and handling stability are performed on the sample vehicle and the benchmark vehicle.

[0097] For example, testing, scoring and evaluating prototype and benchmark vehicles. Figure 6 As shown, 8 is considered "good" and 6 is the acceptable limit. Generally, unless the model's main feature is a key feature, attributes above 8 are considered over-engineered. Designs below 6 will cause user complaints and require improvement. 7 is considered average in the market, neither a highlight nor a point of complaint, and a score below 7 is generally the target. Scores between 6 and 7 won't cause complaints from average users, but they're not good enough and may even dissatisfy discerning users. A difference of 1 point in subjective evaluation scores is noticeable to average users; a difference of 0.5 points to discerning users; and a difference of 0.25 points to professionals.

[0098] In step 540 , based on the subjective test results, the differences between the sample vehicle and the benchmark vehicle and the problems existing in the benchmark vehicle are compared. Based on these problems, corresponding adjustment samples are prepared for subjective evaluation and adjustment.

[0099] In some embodiments, according to the calibration method and calibration samples, the leaf spring stiffness, lateral stabilizer bar stiffness, shock absorber bushing hardness, limit block height, limit block hardness, shock absorber compression damping force and tension damping force of the sample vehicle are adjusted in sequence, and each round of calibration process is recorded to form a calibration log file.

[0100] In some embodiments, the calibration sample should meet the definition requirements of the calibration plan for this stage, and provide an accompanying performance test report. The calibration sample should have obvious, non-erasable numbers and logos, corresponding to the corresponding calibration plan one by one. The calibration sample can be treated as scrapped if it has been stored for more than two years or six months after the project calibration work is completed. After the calibration plan is solidified, 3 to 5 more calibration samples should be trial-produced in time for durability testing, ESC calibration, performance acceptance of control and ride comfort dimensions, and other vehicles that need to ensure chassis performance. The calibration sample plan, arrival status, number information, disassembly and assembly, final installation status and other information should be recorded.

[0101] Prototype tuning is divided into two parts: proving ground-based road tuning and public road tuning. Only after on-site tuning has achieved vehicle handling and comfort close to the predetermined targets can public road tuning proceed. The vehicle used for road tuning must be qualified for both proving ground and public road use.

[0102] The general sequence for tuning a prototype on the dedicated proving ground road is: rubber joint bushing adjustment, rough shock absorber adjustment, tire matching adjustment, wheel alignment parameter adjustment, and final shock absorber adjustment. The tuning sequence for a specific vehicle model should be determined based on the specific circumstances.

[0103] Proving ground roads differ significantly from public roads, with road conditions being more challenging and requiring a more rigorous assessment of ride comfort. During the tuning process, this should be fully acknowledged, and the vehicle should be tuned as closely as possible to the actual driving conditions of most general users.

[0104] During specific adjustments, we should start from the main problems exposed in the subjective evaluation before adjustment, break down the problems into the front and rear axles, and give priority to adjusting the main problem axle (front axle or rear axle). After the problem of that axle is basically solved, we can then proceed with the balancing and matching of the front and rear axles.

[0105] For example, when tuning the chassis, only one parameter should be adjusted at a time. Changing two or more parameters simultaneously will make it difficult to determine the cause of the change in vehicle performance. After each parameter adjustment, detailed records of vehicle performance should be kept so that if the adjustment goes in the wrong direction, you can query and return to the correct parameter settings.

[0106] In step 550 , after the sample is calibrated, a subjective evaluation is performed on the sample vehicle.

[0107] In some embodiments, after tuning is complete, a comprehensive subjective evaluation of handling and ride comfort is conducted and compared with the subjective evaluation results of the pre-tuning prototype. For example, the tuned prototype vehicle may demonstrate improved force development, linear response, reduced steering angle, balanced vehicle motion, smooth and soft impact, and a superior sense of quality.

[0108] For example, Figure 7 As shown in the figure, the subjective evaluation score radar diagram of the sample car before and after price adjustment can intuitively reflect the performance improvement of the sample car before and after adjustment.

[0109] In step 560 , the ride comfort and handling stability of the sample vehicle are retested.

[0110] For example, the test results show that the prototype vehicle's good performance has been further consolidated in indicators such as the yaw rate response time in the steering angle step test, the total variance of the yaw rate in the steering return test, and the average steering wheel force for steering lightness; the shortcomings in indicators such as the understeer degree in steady-state turning, the body roll, and the residual yaw rate in the steering return test have been optimized, and the test results are slightly better than those of the benchmark vehicle.

[0111] In the above embodiment, the integration of subjective evaluation and objective testing can more accurately reflect the final tuning effect. In addition, through objective testing and subjective evaluation of the benchmark vehicle, the problems existing in the trial-produced prototype vehicle before tuning can be objectively and truly reflected, facilitating targeted improvement and enhancement of the prototype vehicle during the tuning process.

[0112] Utilizing the technical solutions disclosed herein, the inventors conducted ten rounds of chassis tuning on a prototype vehicle, spanning over ten days. This resulted in improvements to the prototype's existing issues, including excessive steering force, inconsistent front and rear roll balance, large and rapid roll angles, and significant floor vibration. The overall performance of the tuned prototype vehicle was slightly superior to that of the benchmark vehicle, reaching domestically leading and internationally first-class performance. The prototype vehicle's driving performance development based on this disclosure can achieve ideal tuning performance within a shorter tuning cycle and with reduced testing costs, and can be applied to both engineering vehicles and passenger cars.

[0113] Figure 8 Schematic diagram of the structure of some embodiments of the vehicle performance testing device disclosed herein, the device includes: a first parameter acquisition module 810, a sample determination module 820, a second parameter acquisition module 830 and a comparison module 840.

[0114] The first parameter acquisition module 810 is configured to obtain first test parameters and first evaluation parameters of the sample vehicle and the benchmark vehicle.

[0115] The sample part determination module 820 is configured to determine problems existing in the sample vehicle compared to the reference vehicle based on the first evaluation parameter, and determine the sample parts that need to be adjusted for the sample vehicle based on the problems.

[0116] The second parameter acquisition module 830 is configured to acquire the second evaluation parameter and the second test parameter of the sample vehicle after the sample is calibrated.

[0117] The comparison module 840 is configured to determine whether the performance of the sample vehicle meets the requirements based on the comparison result of the second evaluation parameter and the first evaluation parameter, and the comparison result of the second test parameter and the first test parameter.

[0118] In some embodiments, the first evaluation parameter and the second evaluation parameter include a ride comfort evaluation parameter and a handling stability evaluation parameter.

[0119] In some embodiments, the smoothness evaluation parameters include: vertical motion evaluation parameters, floating feeling evaluation parameters, pitch evaluation parameters, and impact vibration evaluation parameters.

[0120] In some embodiments, the handling stability evaluation parameters include: directional stability evaluation parameters, anti-steering interference evaluation parameters, straight-line driving ability on uneven roads evaluation parameters, steering disturbance stability evaluation parameters, insufficient / excessive steering characteristic evaluation parameters, roll control evaluation parameters and steering accuracy evaluation parameters.

[0121] In some embodiments, the samples that need to be calibrated are first calibrated on a dedicated road in a test site and then calibrated on a public road.

[0122] In some embodiments of the present disclosure, the second parameter acquisition module 830 is configured to obtain a second evaluation parameter of the sample vehicle after the sample is calibrated, and to obtain a second test parameter of the sample vehicle if the performance of the sample vehicle meets the requirements; the comparison module 840 is configured to determine whether the performance of the sample vehicle meets the requirements based on the comparison result of the second evaluation parameter with the first evaluation parameter, and to verify whether the performance of the sample vehicle meets the requirements based on the comparison result of the second test parameter with the first test parameter; and the sample determination module 820 is further configured to determine the problems of the sample vehicle compared with the benchmark vehicle based on the second evaluation parameter if the performance of the sample vehicle does not meet the requirements and perform sample adjustment until the performance of the sample vehicle meets the requirements.

[0123] In the above embodiment, a combination of subjective evaluation and objective testing is used to assess whether the prototype vehicle's performance meets the requirements, thereby improving the accuracy of vehicle performance testing. Furthermore, after calibration, subjective testing is performed first, followed by objective retesting if the prototype vehicle's performance meets the requirements. This eliminates the time and expense of conducting objective testing after each calibration cycle to determine the effectiveness of the calibration, thereby improving testing efficiency and reducing testing costs.

[0124] Figure 9 Schematic diagrams of the structures of other embodiments of the vehicle performance testing device disclosed herein. The device 900 includes a memory 910 and a processor 920. The memory 910 may be a disk, flash memory, or any other non-volatile storage medium. The memory 910 is used to store the instructions described in the above embodiments. The processor 920 is coupled to the memory 910 and may be implemented as one or more integrated circuits, such as a microprocessor or microcontroller. The processor 920 is used to execute the instructions stored in the memory.

[0125] In some embodiments, the processor 920 is coupled to the memory 910 via a BUS 930. The device 900 may also be connected to an external storage device 950 via a storage interface 940 to access external data, and may also be connected to a network or another computer system (not shown) via a network interface 960, which will not be described in detail here.

[0126] In this embodiment, the data instructions are stored in the memory and then processed by the processor, thereby improving the test accuracy and test efficiency.

[0127] In other embodiments, a computer-readable storage medium stores computer program instructions thereon, which, when executed by a processor, implement the steps of the method in the above-described embodiment. Those skilled in the art will appreciate that the embodiments of the present disclosure may be provided as methods, devices, or computer program products. Therefore, the present disclosure may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Furthermore, the present disclosure may take the form of a computer program product implemented on one or more computer-usable non-transient storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0128] The present disclosure is described with reference to flowcharts and / or block diagrams of methods, devices (systems) and computer program products according to embodiments of the present disclosure. It should be understood that each process and / or block in the flowchart and / or block diagram and the combination of processes and / or blocks in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0129] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0130] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 The steps for the function specified in one or more boxes.

[0131] The present disclosure has been described in detail so far. To avoid obscuring the concept of the present disclosure, some details known in the art have not been described. Based on the above description, those skilled in the art can fully understand how to implement the technical solutions disclosed herein.

[0132] Although some specific embodiments of the present disclosure have been described in detail by way of examples, those skilled in the art will appreciate that the above examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Those skilled in the art will appreciate that modifications may be made to the above embodiments without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. A vehicle performance testing method comprising: Obtaining first test parameters and first evaluation parameters of the sample vehicle and the benchmark vehicle; determining, based on the first evaluation parameter, problems existing in the sample vehicle compared to the benchmark vehicle; Determine the sample parts that need to be adjusted for the sample vehicle according to the problem; After the sample is adjusted, obtaining a second evaluation parameter and a second test parameter of the sample vehicle; as well as Whether the performance of the sample vehicle meets the requirements is determined based on the comparison result of the second evaluation parameter and the first evaluation parameter, and the comparison result of the second test parameter and the first test parameter.

2. The vehicle performance testing method according to claim 1, wherein: After the sample is calibrated, obtaining a second evaluation parameter and a second test parameter of the sample vehicle, and determining whether the performance of the sample vehicle meets the requirements based on a comparison result of the second evaluation parameter with the first evaluation parameter and a comparison result of the second test parameter with the first test parameter includes: After the sample is calibrated, obtaining a second evaluation parameter of the sample vehicle; determining whether the performance of the prototype vehicle meets the requirements based on a comparison result of the second evaluation parameter and the first evaluation parameter; If the performance of the prototype vehicle does not meet the requirements, determining problems existing in the prototype vehicle compared to the reference vehicle based on the second evaluation parameter and performing sample adjustment until the performance of the prototype vehicle meets the requirements; If the performance of the sample vehicle meets the requirements, obtaining a second test parameter of the sample vehicle; According to the comparison result of the second evaluation parameter and the first evaluation parameter, it is verified whether the performance of the sample vehicle meets the requirements.

3. The vehicle performance testing method according to claim 1 or 2, wherein: The first evaluation parameter and the second evaluation parameter include: Ride comfort evaluation parameters and handling stability evaluation parameters.

4. The vehicle performance testing method according to claim 3, wherein: The ride comfort evaluation parameters include: One or more of a vertical motion evaluation parameter, a floating feeling evaluation parameter, a pitch evaluation parameter, and an impact vibration evaluation parameter.

5. The vehicle performance testing method according to claim 3, wherein: The handling stability evaluation parameters include: One or more of directional stability evaluation parameters, anti-steering interference evaluation parameters, straight-line driving ability on uneven roads evaluation parameters, steering disturbance stability evaluation parameters, insufficient / excessive steering characteristic evaluation parameters, roll control evaluation parameters and steering accuracy evaluation parameters.

6. The vehicle performance testing method according to claim 1 or 2, wherein: The sample parts that need to be adjusted include one or more of springs, stabilizer bars, rubber hinge bushings, shock absorbers, tires, wheel alignment parameters, elastic limit blocks and steering gears.

7. The vehicle performance testing method according to claim 1 or 2, wherein: The samples that need to be calibrated are first calibrated on the dedicated roads of the test site and then calibrated on public roads.

8. A vehicle performance testing device comprising: A first parameter acquisition module is used to obtain the first test parameters and first evaluation parameters of the sample vehicle and the benchmark vehicle; a sample part determination module configured to determine problems existing in the sample vehicle compared to the reference vehicle based on the first evaluation parameter, and determine sample parts that need to be adjusted for the sample vehicle based on the problems; A second parameter acquisition module is configured to acquire a second evaluation parameter and a second test parameter of the sample vehicle after the sample is calibrated; as well as The comparison module is configured to determine whether the performance of the sample vehicle meets the requirements based on the comparison result of the second evaluation parameter and the first evaluation parameter, and the comparison result of the second test parameter and the first test parameter.

9. The vehicle performance testing device according to claim 8, wherein: The second parameter acquisition module is configured to acquire a second evaluation parameter of the prototype vehicle after the prototype is calibrated, and if the performance of the prototype vehicle meets the requirements, acquire a second test parameter of the prototype vehicle; The comparison module is configured to determine whether the performance of the sample vehicle meets the requirements based on a comparison result of the second evaluation parameter with the first evaluation parameter, and to verify whether the performance of the sample vehicle meets the requirements based on a comparison result of the second test parameter with the first test parameter; as well as The sample determination module is further configured to determine problems existing in the sample vehicle compared with the reference vehicle based on the second evaluation parameter and perform sample adjustment until the performance of the sample vehicle meets the requirements if the performance of the sample vehicle does not meet the requirements.

10. A vehicle performance testing device comprising: Memory; as well as A processor coupled to the memory, wherein the processor is configured to execute the vehicle performance testing method according to any one of claims 1 to 7 based on instructions stored in the memory.

11. A non-transitory computer-readable storage medium having computer program instructions stored thereon, wherein when the instructions are executed by a processor, the vehicle performance testing method according to any one of claims 1 to 7 is implemented.

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