Method and system for evaluating stone chip risk of a vehicle paint large surrounding part

Abstract

The application discloses a kind of vehicle paint big surrounding part stone hitting risk evaluation method, it includes the following steps: based on the maximum stone hitting angle of the paint big surrounding part of historical vehicle in all selected grid points, maximum stone hitting angle determination value atlas is constructed;With the wheel grounding point of the vehicle to be evaluated as coordinate origin, the maximum stone hitting angle to be determined of the paint big surrounding part of the vehicle to be evaluated in all selected grid points is calculated;Maximum stone hitting angle to be determined is compared with maximum stone hitting angle determination value atlas, if maximum stone hitting angle to be determined falls below maximum stone hitting angle determination value atlas, then it is considered that there is no stone hitting risk.Correspondingly, the application also provides a vehicle paint big surrounding part stone hitting risk evaluation system.The application can evaluate the stone hitting risk of big surrounding part without vehicle actual model, in the development and design stage of vehicle, reduce even avoid the risk of paint damage in stone hitting working condition, save development cost.

Description

Technical Field

[0001] This invention relates to an evaluation method and system, and more particularly to a vehicle risk evaluation method and system. Background Technology

[0002] Car body kits offer functions such as protecting the car door panels and enhancing the overall design. With the increasing diversification of car styling in the market, the application of body kits on painted surfaces is becoming more and more common.

[0003] For gravel or gravel road conditions approved by the vehicle manufacturer, the stones on the road surface will be kicked up and thrown out by the wheels, which may damage the surface paint of the body kit and expose the black base material, which will greatly affect the aesthetics of the body kit parts.

[0004] However, the existing stone impact risk can only be assessed and approved by testing the entire vehicle on a stone road. This means that the test can only be carried out when there are actual mold parts and actual vehicles. This method cannot assess the stone impact risk at the beginning of the vehicle styling and parts development, which will lead to the problem being exposed later, the cost of parts modification is high, and there are extremely high time and money costs.

[0005] Therefore, it is crucial to assess the stone impact risk of body kit parts during the development and design phase using effective methods. This can ensure appropriate styling surfaces, reduce or even avoid the risk of paint damage in stone impact situations, save development costs, improve development efficiency, and reduce customer complaints. Summary of the Invention

[0006] One of the objectives of this invention is to provide a method for evaluating the stone impact risk of paint body kit parts on vehicles. This method can evaluate the stone impact risk of body kit parts during the vehicle development and design stage without the need for an actual vehicle model, ensuring appropriate styling surfaces, reducing or even avoiding the risk of paint damage to parts in stone impact conditions, saving development costs, and improving development efficiency.

[0007] To achieve the above objectives, this invention proposes a method for evaluating the stone impact risk of vehicle paint surround parts, comprising the following steps:

[0008] Based on the maximum stone impact angle of the paint-covered body parts of historical vehicles at all selected grid points, a maximum stone impact angle determination value map is constructed.

[0009] Using the wheel contact point of the vehicle to be evaluated as the origin of the coordinate system, calculate the maximum stone impact angle of the paint surround parts of the vehicle to be evaluated at all selected grid points.

[0010] The maximum stone-striking angle to be determined is compared with the maximum stone-striking angle determination value map. If the maximum stone-striking angle to be determined falls below the maximum stone-striking angle determination value map, it is considered that there is no risk of stone-striking; otherwise, it is considered that there is a risk of stone-striking.

[0011] Furthermore, in the evaluation method described in this invention, constructing the maximum stone impact angle determination value map specifically includes the following steps:

[0012] Using the wheel contact point of the historical vehicle as the origin of the coordinate system, calculate the maximum stone impact angle of the paint surround parts of the historical vehicle at all selected grid points.

[0013] Data on actual stone-impact damage to historical vehicles was collected, and the data was mapped to the calculated maximum stone-impact angle to obtain a maximum stone-impact angle determination value map.

[0014] Furthermore, in the evaluation method described in this invention, the result data includes: the distance between the stone impact damage point and the tire contact point, and the height of the stone impact damage point above the ground.

[0015] Furthermore, in the evaluation method described in this invention, calculating the maximum stone-impact angle of the paint surround of the vehicle to be evaluated at all selected grid points specifically includes the following steps:

[0016] Select the tire-affected area, mesh the paint-covered parts, and select the mesh points of the paint-covered parts;

[0017] Find the tangent plane passing through the grid point on the tire-affected surface, and take the tangent line between the tangent plane and the tire-affected surface as the stone impact starting line;

[0018] Take a number of discrete points evenly from the starting line of the stone-throwing process, and use these discrete points as the starting points of the stone-throwing process;

[0019] The line connecting the grid point and each stone-throwing starting point is taken as the stone-throwing trajectory line;

[0020] Calculate the angle between all stone impact trajectory lines and the faces containing grid points;

[0021] The stone impact trajectory line with the largest included angle is selected as the target trajectory line, and the included angle corresponding to the target trajectory line is the maximum stone impact angle to be determined.

[0022] Furthermore, in the evaluation method described in this invention, calculating the maximum stone-impact angle of the paint surround parts of the historical vehicle at all selected grid points specifically includes the following steps:

[0023] Select the tire-affected area, mesh the paint-covered parts, and select the mesh points of the paint-covered parts;

[0024] Find the tangent plane passing through the grid point on the tire-affected surface, and take the tangent line between the tangent plane and the tire-affected surface as the stone impact starting line;

[0025] Take a number of discrete points evenly from the starting line of the stone-throwing process, and use these discrete points as the starting points of the stone-throwing process;

[0026] The line connecting the grid point and each stone-throwing starting point is taken as the stone-throwing trajectory line;

[0027] Calculate the angle between all stone impact trajectory lines and the faces containing grid points;

[0028] The stone-impact trajectory line with the largest included angle is selected as the target trajectory line, and the included angle corresponding to the target trajectory line is the maximum stone-impact angle.

[0029] Furthermore, in the evaluation method described in this invention, the tire influence surface is a circumferential surface range extending counterclockwise by 90° from the tire contact point.

[0030] Another objective of this invention is to provide an evaluation system for the stone impact risk of vehicle paint body kit parts. This system can evaluate the stone impact risk of body kit parts during the vehicle development and design stage without the need for an actual vehicle model, ensuring appropriate styling surfaces, reducing or even avoiding the risk of paint damage to parts in stone impact conditions, saving development costs, and improving development efficiency.

[0031] To achieve the above objectives, this invention proposes an evaluation system for the stone impact risk of vehicle paint surround parts, comprising:

[0032] The map construction module constructs a map of maximum stone-impact angle determination values ​​based on the maximum stone-impact angle of the paint-covered body parts of historical vehicles at all selected grid points.

[0033] The calculation module uses the wheel contact point of the vehicle to be evaluated as the origin of the coordinate system to calculate the maximum stone impact angle of the paint surround parts of the vehicle to be evaluated at all selected grid points.

[0034] The judgment module compares the maximum stone-striking angle to be judged with the maximum stone-striking angle judgment value map. If the maximum stone-striking angle to be judged falls below the maximum stone-striking angle judgment value map, it is considered that there is no risk of stone-striking; otherwise, it is considered that there is a risk of stone-striking.

[0035] Furthermore, in the evaluation system described in this invention, the atlas construction module constructs a maximum stone impact angle determination value atlas based on the following steps:

[0036] Using the wheel contact point of the historical vehicle as the origin of the coordinate system, calculate the maximum stone impact angle of the paint surround parts of the historical vehicle at all selected grid points.

[0037] Data on actual stone-impact damage to historical vehicles was collected, and the data was mapped to the calculated maximum stone-impact angle to obtain a maximum stone-impact angle determination value map.

[0038] Furthermore, in the evaluation system described in this invention, the calculation module calculates the maximum stone-impact angle to be determined for the paint surround parts of the vehicle to be evaluated at all selected grid points based on the following steps:

[0039] Select the tire-affected area, mesh the paint-covered parts, and select the mesh points of the paint-covered parts;

[0040] Find the tangent plane passing through the grid point on the tire-affected surface, and take the tangent line between the tangent plane and the tire-affected surface as the stone impact starting line;

[0041] Take a number of discrete points evenly from the starting line of the stone-throwing process, and use these discrete points as the starting points of the stone-throwing process;

[0042] The line connecting the grid point and each stone-throwing starting point is taken as the stone-throwing trajectory line;

[0043] Calculate the angle between all stone impact trajectory lines and the faces containing grid points;

[0044] The stone impact trajectory line with the largest included angle is selected as the target trajectory line, and the included angle corresponding to the target trajectory line is the maximum stone impact angle to be determined.

[0045] Furthermore, in the evaluation system described in this invention, the atlas construction module calculates the maximum stone-throwing angle of the paint surround parts of historical vehicles at all selected grid points based on the following steps:

[0046] Select the tire-affected area, mesh the paint-covered parts, and select the mesh points of the paint-covered parts;

[0047] Find the tangent plane passing through the grid point on the tire-affected surface, and take the tangent line between the tangent plane and the tire-affected surface as the stone impact starting line;

[0048] Take a number of discrete points evenly from the starting line of the stone-throwing process, and use these discrete points as the starting points of the stone-throwing process;

[0049] The line connecting the grid point and each stone-throwing starting point is taken as the stone-throwing trajectory line;

[0050] Calculate the angle between all stone impact trajectory lines and the faces containing grid points;

[0051] The stone-impact trajectory line with the largest included angle is selected as the target trajectory line, and the included angle corresponding to the target trajectory line is the maximum stone-impact angle.

[0052] The method and system for evaluating the stone impact risk of vehicle paint surround parts described in this invention have the following advantages and beneficial effects:

[0053] This invention eliminates the need to manufacture actual vehicle models. It assesses the risk of stone impact on body kit parts during the vehicle development and design phase, ensuring appropriate styling surfaces and reducing or even eliminating the risk of paint damage in stone impact situations. This significantly saves development costs and improves development efficiency. Attached Figure Description

[0054] Figure 1 The steps of the method for evaluating the stone impact risk of vehicle paint surround parts according to the present invention are shown in one embodiment.

[0055] Figure 2 This shows a specific example of comparing the maximum stone-impact angle to be determined with the maximum stone-impact angle determination value graph.

[0056] Figure 3 The present invention illustrates the steps of constructing a maximum stone impact angle determination value map in one embodiment of the method for evaluating the stone impact risk of vehicle paint surround parts according to the present invention.

[0057] Figure 4 The present invention illustrates the steps of calculating the maximum stone impact angle in one embodiment of the method for evaluating the stone impact risk of vehicle paint surround parts.

[0058] Figure 5 This is a schematic diagram for calculating the maximum stone-impact angle.

[0059] Figure 6 The diagram shows a structural block diagram of one embodiment of the vehicle paint surround risk assessment system according to the present invention. Detailed Implementation

[0060] The following will further explain and illustrate the method and system for evaluating the risk of stone impact on vehicle paint surround parts according to the present invention, in conjunction with the accompanying drawings and specific embodiments. However, this explanation and illustration do not constitute an undue limitation on the technical solution of the present invention.

[0061] Through experimental research and analysis, the inventors discovered that stone impact damage to painted parts is mainly related to two factors: the energy of the stone impact and the stone impact resistance of the painted surface. When the accumulated stone impact energy exceeds the stone impact resistance of the painted surface, the surface paint layer is damaged, exposing the substrate and causing aesthetic complaints; conversely, it only leaves marks on the painted surface and does not cause serious aesthetic complaints. The stone impact energy is related to the stone speed, stone mass, impact angle, and stone impact frequency. The correlation can be expressed by equation (1):

[0062] E(x,z)=0.5*m·H(x,z)·v 2 (x,z)·θ(x,z) (1)

[0063] Where E(x,z) is the stone impact energy per unit time at a certain location; H(x,z) is the stone impact density at a certain location; m is the stone mass; v(x,z) is the stone velocity; and θ(x,z) is the angle between the stone and the impacted surface.

[0064] A fixed high-speed camera was used to analyze the actual stone-throwing process frame by frame. The same stone was marked with the same color, and the flight trajectories of three stones were tracked and analyzed. The analysis yielded the following conclusions:

[0065] The velocity v(x,z) of the stone hitting the surface of the part is mainly composed of the car's forward speed and the Z-axis rolling speed. The influence of factors such as gravity on the stone's velocity can be ignored.

[0066] The stone flew out along the tangent of the tire surface;

[0067] The stones all originate from the tire surface area at a counterclockwise angle of 90° from the tire contact point.

[0068] The inventors considered that the materials and geometric dimensions of conventional tires are always similar, and the local surface tread pattern of the tire has little impact on the stone-impact behavior. Therefore, the stone-impact density H(x,z) is only related to the coordinates of this location relative to the tire's contact point. Thus, for the same test road section and test vehicle speed, parameters such as the stone's velocity v(x,z), mass m, and stone-impact frequency H(x,z) will not change due to differences in the vehicle's surface design.

[0069] Based on the above, equation (1) can be simplified to:

[0070] E(x,z)=H * (x,z)·θ(x,z) (2)

[0071] Where H * (x,z) represents the stone impact energy density under a fixed road surface and a fixed vehicle speed.

[0072] On the other hand, the stone-impact resistance of the paint layer is related to the type and thickness of the paint, as well as the adhesion between the paint layer and the substrate. For a given body kit, since the paint parameters are generally consistent, it can be assumed that the stone-impact resistance of body kits across different car models is also consistent, and this resistance can be represented by T. Under a certain test mileage, the total stone-impact energy H at a specific location is compared. * The equation (x,z)·t·θ(x,z) represents the energy density of a stone impact. If this value is greater than T, the paint at this location is damaged; otherwise, the paint layer remains undamaged. This is because the stone impact energy density H... * (x,z) is difficult to obtain through calculation, so let in Given the critical stone-striking angle, it can be found that it is only necessary to compare the actual stone-striking angle θ0(x,z) with... This allows for the assessment of the risk of stone-impact damage at a specific location, and This can be obtained through the accumulation of historical experimental data.

[0073] Based on the above analysis, it can be concluded that for different vehicle models, the stone impact risk at a certain position relative to the wheel contact point is only related to the stone impact angle at that position. Under consistent test conditions, other factors such as stone impact speed, stone impact mass, and stone impact frequency have the same impact on different vehicle models. Therefore, a maximum stone impact angle determination value map can be constructed by finding the permissible stone impact angle value (i.e., the maximum stone impact angle determination value) at a fixed position relative to the wheel contact point, and a stone impact risk assessment can be conducted on newly developed automotive parts based on this map.

[0074] Furthermore, the inventors discovered through research that, under the same test road conditions and vehicle speeds, for different vehicle models, the risk of stone impact at a certain point relative to the wheel contact point depends only on the stone impact angle θ(x,z) and the stone impact energy density H at that point. * (x,z) related. The larger the stone impact angle, the higher the stone impact energy it withstands. Therefore, the key to stone impact risk assessment lies in finding the maximum stone impact angle at each position on the side wall. Based on the analysis of actual stone impact scenarios, in order to simplify the angle calculation, the inventors propose the following settings:

[0075] The stone is thrown from the tire surface area at a counterclockwise angle of 90° from the tire contact point; the trajectory of the thrown stone is a straight line and tangent to the tire surface; the density of the thrown stone is uniform in the tire width and circumferential direction.

[0076] Based on the above research and analysis, the inventors have proposed one embodiment of the present invention. Figure 1 The steps of the method for evaluating the stone impact risk of vehicle paint surround parts according to the present invention are shown in one embodiment.

[0077] like Figure 1 As shown, the evaluation method includes the following steps:

[0078] S1: Construct a graph of the maximum stone impact angle determination value;

[0079] S2: Using the wheel contact point of the vehicle to be evaluated (i.e., the new model) as the origin of the coordinate system, calculate the maximum stone impact angle of the paint surround parts of the vehicle to be evaluated at all selected grid points.

[0080] S3: Compare the maximum stone impact angle to be determined with the maximum stone impact angle determination value map. If the maximum stone impact angle to be determined falls below the maximum stone impact angle determination value map, it is considered that there is no stone impact risk; otherwise, it is considered that there is a stone impact risk, and the vehicle paint body kit parts need to be optimized, and then the optimized parts are evaluated again.

[0081] Figure 2 This shows a specific example of comparing the maximum stone-impact angle to be determined with the maximum stone-impact angle determination value graph.

[0082] like Figure 2 As shown, the X-coordinate is the horizontal distance between the calculated grid point or stone impact damage point and the wheel contact point, the Y-coordinate is the calculated height of the grid point or stone impact damage point above the ground, and the Z-coordinate is the maximum stone impact angle. From Figure 2 As can be seen from the example, in this case, the calculated maximum stone-striking angle of all grid points, 200, is located below the maximum stone-striking angle judgment value map 100, so it can be considered that there is no risk of stone-striking.

[0083] Figure 3 The present invention illustrates the steps of constructing a maximum stone impact angle determination value map in one embodiment of the method for evaluating the stone impact risk of vehicle paint surround parts according to the present invention.

[0084] like Figure 3 As shown, in some implementations, constructing the maximum stone-impact angle determination value map specifically includes the following steps:

[0085] 101: Collect data on actual stone impact damage to historical vehicles (i.e., existing models) (including the distance between the stone impact damage point and the tire contact point, and the height of the stone impact damage point above the ground);

[0086] 102: Using the wheel contact point of the historical vehicle as the origin of the coordinate system, calculate the maximum stone impact angle of the paint surround parts of the historical vehicle at all selected grid points.

[0087] 103: Establish a mapping between the resulting data and the calculated maximum stone-impact angle to obtain a stone-impact risk assessment value effective at a local location (i.e., the maximum stone-impact angle assessment value), thereby obtaining a maximum stone-impact angle assessment value map, for example... Figure 2 100 shown.

[0088] Of course, in actual use, the maximum stone impact angle determination value map can be optimized and corrected based on the continuous accumulation of historical sample data.

[0089] Figure 4 The present invention illustrates the steps of calculating the maximum stone impact angle in one embodiment of the method for evaluating the stone impact risk of vehicle paint surround parts.

[0090] Figure 5 This is a schematic diagram for calculating the maximum stone-impact angle.

[0091] like Figure 4 and Figure 5 As shown, calculating the maximum stone-impact angle of the paint surround of the vehicle under evaluation at all selected grid points can specifically include the following steps:

[0092] 201: Select the tire-affected surface 1 (e.g., a circumferential surface range 90° counterclockwise from the tire contact point), mesh the paint-covered parts, and select the mesh points 3 of the paint-covered parts;

[0093] 202: Find the tangent plane passing through grid point 3 on the tire-affected surface 1, and take the tangent line between the tangent plane and the tire-affected surface 1 as the stone impact starting line 4;

[0094] 203: Take several discrete points uniformly from the stone-throwing starting line 4, and use the discrete points as the stone-throwing starting points; use the line connecting the grid points and each stone-throwing starting point as the stone-throwing trajectory line 5; it should be noted that those skilled in the art can select and adjust the density of the discrete points and the maximum deflection direction of the tangent through the discrete points as needed.

[0095] 204: Calculate the angle between all stone impact trajectory lines 5 and the face 2 where grid point 3 is located; select the stone impact trajectory line with the largest angle as the target trajectory line, and the angle 6 corresponding to the target trajectory line is the maximum stone impact angle to be determined.

[0096] Of course, in some embodiments of the present invention, calculating the maximum stone-bombing angle of the paint surround parts of the historical vehicle at all selected grid points can also be based on the above steps, which specifically include the following steps:

[0097] 1021: Select the tire-affected area, mesh the paint-covered parts, and select the mesh points of the paint-covered parts;

[0098] 1022: Find the tangent plane passing through the grid point on the tire-affected surface, and take the tangent line between the tangent plane and the tire-affected surface as the stone impact starting line;

[0099] 1023: Take several discrete points evenly from the starting line of the stone-throwing, and take the discrete points as the starting points of the stone-throwing; the line connecting the grid points and each starting point of the stone-throwing is taken as the stone-throwing trajectory line;

[0100] 1024: Calculate the angle between all stone impact trajectory lines and the faces containing grid points; select the stone impact trajectory line with the largest angle as the target trajectory line, and the angle corresponding to the target trajectory line is the maximum stone impact angle.

[0101] In this invention, the calculation of the maximum stone-impact angle can be completed in drawing software based on geometric relationships, or it can be completed automatically by programming.

[0102] Figure 6 The diagram shows a structural block diagram of one embodiment of the vehicle paint surround risk assessment system according to the present invention.

[0103] like Figure 6 As shown, in one embodiment of the present invention, an evaluation system for the stone chip risk of vehicle paint surround parts is also proposed, which includes:

[0104] The map construction module constructs a map of maximum stone-impact angle determination values ​​based on the maximum stone-impact angle of the paint-covered body parts of historical vehicles at all selected grid points.

[0105] The calculation module uses the wheel contact point of the vehicle to be evaluated as the origin of the coordinate system to calculate the maximum stone impact angle of the paint surround parts of the vehicle to be evaluated at all selected grid points.

[0106] The judgment module compares the maximum stone-striking angle to be judged with the maximum stone-striking angle judgment value map. If the maximum stone-striking angle to be judged falls below the maximum stone-striking angle judgment value map, it is considered that there is no risk of stone-striking; otherwise, it is considered that there is a risk of stone-striking.

[0107] In some more specific implementations, the map construction module can construct a map of maximum stone-impact angle determination values ​​based on the following steps:

[0108] Using the wheel contact point of the historical vehicle as the origin of the coordinate system, calculate the maximum stone impact angle of the paint surround parts of the historical vehicle at all selected grid points.

[0109] Data on actual stone-impact damage to historical vehicles was collected, and the data was mapped to the calculated maximum stone-impact angle to obtain a maximum stone-impact angle determination value map.

[0110] The atlas construction module can calculate the maximum stone-throwing angle of the paint surround parts of historical vehicles at all selected grid points based on the following steps:

[0111] Select the tire-affected area, mesh the paint-covered parts, and select the mesh points of the paint-covered parts;

[0112] Find the tangent plane passing through the grid point on the tire-affected surface, and take the tangent line between the tangent plane and the tire-affected surface as the stone impact starting line;

[0113] Take a number of discrete points evenly from the starting line of the stone-throwing process, and use these discrete points as the starting points of the stone-throwing process;

[0114] The line connecting the grid point and each stone-throwing starting point is taken as the stone-throwing trajectory line;

[0115] Calculate the angle between all stone impact trajectory lines and the faces containing grid points;

[0116] The stone-impact trajectory line with the largest included angle is selected as the target trajectory line, and the included angle corresponding to the target trajectory line is the maximum stone-impact angle.

[0117] In some more specific implementations, the calculation module can calculate the maximum stone-impact angle to be determined for the paint surround of the vehicle to be evaluated at all selected grid points based on the following steps:

[0118] Select the tire-affected area, mesh the paint-covered parts, and select the mesh points of the paint-covered parts;

[0119] Find the tangent plane passing through the grid point on the tire-affected surface, and take the tangent line between the tangent plane and the tire-affected surface as the stone impact starting line;

[0120] Take a number of discrete points evenly from the starting line of the stone-throwing process, and use these discrete points as the starting points of the stone-throwing process;

[0121] The line connecting the grid point and each stone-throwing starting point is taken as the stone-throwing trajectory line;

[0122] Calculate the angle between all stone impact trajectory lines and the faces containing grid points;

[0123] The stone impact trajectory line with the largest included angle is selected as the target trajectory line, and the included angle corresponding to the target trajectory line is the maximum stone impact angle to be determined.

[0124] It can be seen that the present invention provides an effective method and system for assessing stone impact risk, which can guide the design and development of parts in the early stages of automobile development and reduce development costs.

[0125] The stone impact risk assessment method and system described in this invention can be applied not only to plastic painted parts of automotive body kits, but also to other materials or surface-treated parts, such as metallic paint, chrome plating, and paint films.

[0126] It should be noted that the prior art portion of the protection scope of this invention is not limited to the embodiments given in this application. All prior art that does not contradict the solution of this invention, including but not limited to prior patent documents, prior publications, prior public uses, etc., can be included in the protection scope of this invention.

[0127] Furthermore, the combination of the technical features in this case is not limited to the combination methods described in the claims of this case or the combination methods described in the specific embodiments. All technical features described in this case can be freely combined or combined in any way, unless they contradict each other.

[0128] It should also be noted that the embodiments listed above are merely specific embodiments of the present invention. Obviously, the present invention is not limited to the above embodiments, and similar changes or modifications made thereto are those that can be directly derived or easily conceived by those skilled in the art from the content disclosed in the present invention, and should all fall within the protection scope of the present invention.

Claims

1. A method for evaluating the stone chip risk of vehicle paint surround parts, characterized in that, Including the following steps: Based on the maximum stone-impact angle of the paint-covered body kit parts of historical vehicles across all selected grid points, a maximum stone-impact angle determination value map was constructed: Using the wheel contact point of a historical vehicle as the origin of the coordinate system, the maximum stone impact angle of the paint surround of the historical vehicle is calculated at all selected grid points. Actual stone impact damage data of the historical vehicle is collected, and a mapping is established between the data and the calculated maximum stone impact angle to obtain a maximum stone impact angle determination value map. Specifically, calculating the maximum stone impact angle of the paint surround of the historical vehicle at all selected grid points includes the following steps: selecting the tire influence surface, meshing the paint surround, and selecting grid points for the paint surround; finding a tangent plane passing through the grid point on the tire influence surface, and using the tangent line between the tangent plane and the tire influence surface as the stone impact initiation line. Take several discrete points evenly from the starting line of the stone impact and use these discrete points as the starting points of the stone impact; use the lines connecting these grid points and each starting point of the stone impact as the stone impact trajectory lines; calculate the angles between all the stone impact trajectory lines and the faces containing the grid points; select the stone impact trajectory line with the largest angle as the target trajectory line, and the angle corresponding to the target trajectory line is the maximum stone impact angle; Using the wheel contact point of the vehicle to be evaluated as the origin of the coordinate system, the maximum stone impact angle of the paint surround of the vehicle to be evaluated is calculated at all selected grid points: the tire influence surface is selected, the paint surround is meshed, and the grid points of the paint surround are selected; a tangent plane passing through the grid point is found on the tire influence surface, and the tangent line between the tangent plane and the tire influence surface is taken as the stone impact starting line. Take several discrete points evenly from the starting line of the stone impact and use these discrete points as the starting points of the stone impact; use the line connecting the grid point and each starting point of the stone impact as the stone impact trajectory line; calculate the angle between all stone impact trajectory lines and the surface where the grid point is located; select the stone impact trajectory line with the largest angle as the target trajectory line, and the angle corresponding to the target trajectory line is the maximum stone impact angle to be determined; The maximum stone-striking angle to be determined is compared with the maximum stone-striking angle determination value map. If the maximum stone-striking angle to be determined falls below the maximum stone-striking angle determination value map, it is considered that there is no risk of stone-striking; otherwise, it is considered that there is a risk of stone-striking.

2. The evaluation method as described in claim 1, characterized in that, The results data include: the distance between the stone impact damage point and the tire contact point, and the height of the stone impact damage point above the ground.

3. The evaluation method as described in claim 1, characterized in that, The tire-affected surface is a circumferential area extending 90° counterclockwise from the tire contact point.

4. A system for evaluating the risk of stone impact on vehicle paint surround parts, characterized in that, include: The map construction module constructs a map of maximum stone-impact angle determination values ​​based on the maximum stone-impact angle of the paint-covered body parts of historical vehicles at all selected grid points. The calculation module uses the wheel contact point of the vehicle to be evaluated as the origin of the coordinate system to calculate the maximum stone impact angle of the paint surround parts of the vehicle to be evaluated at all selected grid points. The judgment module compares the maximum stone-striking angle to be judged with the maximum stone-striking angle judgment value map. If the maximum stone-striking angle to be judged falls below the maximum stone-striking angle judgment value map, it is considered that there is no stone-striking risk; otherwise, it is considered that there is a stone-striking risk. The map construction module calculates the maximum stone-impact angle of the painted body kit of a historical vehicle at all selected grid points based on the following steps: selecting the tire influence surface, meshing the painted body kit, and selecting grid points of the painted body kit; finding a tangent plane passing through the grid point on the tire influence surface, and taking the tangent line between the tangent plane and the tire influence surface as the stone-impact starting line; uniformly selecting several discrete points from the stone-impact starting line, and taking the discrete points as the stone-impact starting points; taking the line connecting the grid point and each stone-impact starting point as the stone-impact trajectory line; calculating the angle between all stone-impact trajectory lines and the surface where the grid points are located; selecting the stone-impact trajectory line with the largest angle as the target trajectory line, and the angle corresponding to the target trajectory line is the maximum stone-impact angle; The map construction module constructs a maximum stone impact angle determination value map based on the following steps: taking the wheel contact point of the historical vehicle as the origin of the coordinate system, calculating the maximum stone impact angle of the paint surround parts of the historical vehicle at all selected grid points; collecting the result data of actual stone impact damage to the historical vehicle, and establishing a mapping between the result data and the calculated maximum stone impact angle to obtain the maximum stone impact angle determination value map. The calculation module calculates the maximum stone impact angle of the paint surround of the vehicle under evaluation at all selected grid points based on the following steps: selecting the tire influence surface, meshing the paint surround, and selecting grid points of the paint surround; finding a tangent plane passing through the grid point on the tire influence surface, and taking the tangent line between the tangent plane and the tire influence surface as the stone impact starting line; uniformly selecting several discrete points from the stone impact starting line, and taking the discrete points as the stone impact starting points; taking the line connecting the grid point and each stone impact starting point as the stone impact trajectory line; calculating the angle between all stone impact trajectory lines and the surface where the grid points are located; selecting the stone impact trajectory line with the largest angle as the target trajectory line, and the angle corresponding to the target trajectory line is the maximum stone impact angle to be determined.

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