Method, equipment, medium and product for evaluating automobile driving comfort attenuation

Abstract

The invention discloses a method, a device, a medium and a product for evaluating automobile driving comfort attenuation, and relates to the technical field of automobile vibration control, the method comprises the following steps: firstly, based on test data obtained by testing an automobile according to a plurality of preset test conditions, determining a change curve of a vibration acceleration value of each preset area along with the temperature of a shock absorber; then determining the maximum vibration acceleration value of each preset area based on the change curve; then, based on each maximum vibration acceleration value and a first vibration acceleration value of each preset area at the test completion moment, determining a vibration acceleration variation of each preset area; and finally, determining the attenuation of the automobile driving comfort based on each vibration acceleration variable quantity. According to the scheme, the technical problem of how to reduce the cost of evaluating the attenuation of the driving comfort of the automobile is solved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile vibration control, and in particular to a method, device, medium and product for evaluating automobile driving comfort attenuation. Background Art

[0002] The automotive industry has increasingly higher requirements for driving comfort, but the actual use of automobiles will face various complex environments, resulting in a certain gap between their actual performance and design goals. Various vibrations will be generated during driving, which will directly affect the comfort of the passengers. In high temperature environments, the performance of automobile shock absorbers may be attenuated to a certain extent, which will have an adverse effect on the driving comfort of the entire vehicle. In order to improve the adaptability of automobile products, it is necessary to establish a set of methods to evaluate and analyze the impact of high temperature environments on automobile performance.

[0003] At present, a common method in the industry to evaluate the impact of high temperature environment on automobile performance is to drive the car to the area with the highest ambient temperature and conduct a long-term and long-mileage vehicle road test there. In the test, by setting different load conditions, selecting different road surfaces and different driving operation modes, the vehicle system can continue to work for a period of time in a high temperature and complex environment. After waiting for the test to be completed, the key components of the car, such as shock absorbers, are disassembled and inspected, and transported back to the laboratory for precise testing to analyze whether the various performance parameters of these key components have changed, thereby judging the degree of influence of ambient temperature on the performance of the whole vehicle.

[0004] Although this method can obtain performance parameter change data of automotive systems and key components, the parameter changes of components cannot directly correspond to the actual changes in driving comfort of the vehicle. Moreover, the test cycle is long and requires a large amount of test sites and other resources, which increases the cost of research and development. Summary of the invention

[0005] The main purpose of this application is to provide a method, device, medium and product for evaluating the attenuation of automobile driving comfort, aiming to solve the technical problem of how to reduce the cost of evaluating the attenuation of automobile driving comfort.

[0006] To achieve the above objectives, the present application proposes a method for evaluating the attenuation of automobile driving comfort, the method for evaluating the attenuation of automobile driving comfort comprising:

[0007] Determine, based on test data of the vehicle tested according to a number of preset test conditions, a curve of vibration acceleration values ​​of each preset area changing with shock absorber temperature;

[0008] Based on the change curve, determining the maximum vibration acceleration value of each preset area;

[0009] Determine the vibration acceleration change of each preset area based on each of the maximum vibration acceleration values ​​and the first vibration acceleration value of each preset area at the time when the test is completed;

[0010] Based on each of the vibration acceleration changes, the attenuation amount of the vehicle driving comfort is determined.

[0011] In one embodiment, the step of determining the attenuation of the vehicle driving comfort based on each of the vibration acceleration changes specifically includes:

[0012] Determining the attenuation score of each preset area based on a mapping relationship between the vibration acceleration change amount of each preset area and the attenuation score of the vehicle driving comfort;

[0013] The maximum value of the attenuation scores is taken as the attenuation amount of the vehicle driving comfort.

[0014] In one embodiment, the step of determining the attenuation of the vehicle driving comfort based on each of the vibration acceleration changes comprises:

[0015] After completing a test cycle, recording a first evaluation score in response to a user's subjective evaluation of vehicle comfort;

[0016] The difference between each of the first evaluation scores and the maximum value of the decay scores is used as the final predicted ride comfort score.

[0017] In one embodiment, the step of determining the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature based on the test data of the vehicle tested according to a number of preset test conditions specifically includes:

[0018] Based on the vibration acceleration values ​​and shock absorber temperatures of each preset area in the test data of the vehicle tested according to several preset test conditions, a preset second-order polynomial function is used to fit the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature.

[0019] In one embodiment, the step of determining the maximum vibration acceleration value of each preset area based on the change curve specifically includes:

[0020] Based on a preset shock absorber temperature, selecting the vibration acceleration value of the preset area corresponding to the preset shock absorber temperature as the first maximum vibration acceleration value of each preset area;

[0021] Selecting the maximum vibration acceleration value on the variation curve of the vibration acceleration value of each preset area with the temperature of the shock absorber as the second maximum vibration acceleration value of each preset area;

[0022] The larger value between the first maximum vibration acceleration value of each preset area and the second maximum vibration acceleration value of each preset area is used as the maximum vibration acceleration value of each preset area.

[0023] In one embodiment, the step of determining the curve of the vibration acceleration value of each preset area versus the shock absorber temperature based on the test data of the vehicle tested according to a plurality of preset test conditions comprises:

[0024] Get the current ambient temperature;

[0025] When the shock absorber temperature of each preset area is consistent with the ambient temperature, the vehicle is tested according to a number of preset test conditions to obtain test data.

[0026] In one embodiment, the step of obtaining the current ambient temperature includes:

[0027] Balancing the vehicle to a preset weight based on simulated real driving conditions;

[0028] When the weight balancing is completed, the step of obtaining the current ambient temperature is performed.

[0029] In addition, to achieve the above-mentioned purpose, the present application also proposes a device for evaluating the attenuation of automobile driving comfort, the device comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the computer program being configured to implement the steps of the method for evaluating the attenuation of automobile driving comfort as described above.

[0030] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for evaluating the attenuation of automobile driving comfort as described above are implemented.

[0031] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the method for evaluating the attenuation of automobile driving comfort as described above are implemented.

[0032] One or more technical solutions proposed in this application have at least the following technical effects:

[0033] The present application first determines the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature based on the test data of the vehicle tested according to several preset test conditions; then determines the maximum vibration acceleration value of each preset area based on the variation curve; then determines the vibration acceleration change of each preset area based on each maximum vibration acceleration value and the first vibration acceleration value of each preset area at the time of test completion; finally, determines the attenuation of the driving comfort of the vehicle based on each vibration acceleration change.

[0034] Since a curve of vibration acceleration changing with shock absorber temperature is determined based on test data of the vehicle under preset test conditions, the maximum vibration acceleration value is determined based on the curve, and the change in vibration acceleration is calculated, it is possible to avoid long-term and high-cost actual vehicle testing to judge the impact of shock absorber performance attenuation on comfort, and effectively solve the problem in the prior art that a large number of road tests are required to obtain parameters of shock absorber performance changes, thereby realizing the use of limited test data to directly evaluate and predict the degree of attenuation of automobile driving comfort.

[0035] Specifically, this method can obtain sufficient data in a limited number of tests by presetting different test conditions. These data can reflect the impact of the increase in shock absorber temperature on the vibration of each area. Then use these data to fit the curve of vibration change with temperature, and the maximum vibration acceleration in the worst case can be derived without conducting a comprehensive and long-term test. By calculating the change in vibration acceleration, it is possible to determine the impact of shock absorber performance attenuation on the vibration of each area of ​​the vehicle, and then determine the impact of temperature on the comfort of the entire vehicle. This avoids the need for long-mileage road tests according to existing technologies, greatly shortens the test time, and saves test costs. At the same time, it is also possible to directly obtain the quantitative results of comfort attenuation without performing a large amount of parameter analysis. In short, this solution combines effective data collection, fitting analysis, and calculation methods to achieve efficient evaluation of changes in vehicle driving comfort using limited test resources. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0037] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0038] Figure 1 A flow chart of the first embodiment of the method for evaluating the attenuation of driving comfort of an automobile provided in the present application;

[0039] Figure 2 A flow chart of the second embodiment of the method for evaluating the attenuation of driving comfort of a vehicle provided in this application;

[0040] Figure 3 A flow chart of the third embodiment of the method for evaluating the attenuation of driving comfort of a vehicle provided in this application;

[0041] Figure 4 This is a schematic diagram of the device structure of the hardware operating environment involved in the method for evaluating the attenuation of automobile driving comfort in an embodiment of the present application.

[0042] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0043] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0044] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0045] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, etc. The following takes the automobile driving comfort evaluation system as an example to illustrate this embodiment and the following embodiments.

[0046] Based on this, the embodiment of the present application provides a method for evaluating the attenuation of automobile driving comfort, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the method for evaluating the attenuation of vehicle driving comfort in the present application.

[0047] In this embodiment, the method for evaluating the attenuation of automobile driving comfort includes steps S10 to S40:

[0048] Step S10, based on the test data of the vehicle tested according to a number of preset test conditions, determining the change curve of the vibration acceleration value of each preset area with the shock absorber temperature;

[0049] The preset test conditions refer to the pre-set conditions for testing vehicle performance, including but not limited to road type, driving speed, driving time, and driver operation. The preset area refers to the area on the vehicle that is predetermined for measuring vibration acceleration, usually including the outer rail of the driver's seat, the outer rail of the co-driver's seat, the body under the left rear seat, and the body under the right rear seat. The vibration acceleration value is used to indicate the vibration level of each preset area of ​​the vehicle, in m / s 2 The shock absorber temperature refers to the temperature of the vehicle shock absorber during operation, in degrees Celsius. The change curve refers to the trend of the vibration acceleration value changing with the shock absorber temperature.

[0050] Specifically, this step is performed after the vehicle completes the test of the preset test conditions. First, the vehicle ride comfort evaluation system collects the vibration acceleration values ​​and corresponding shock absorber temperature data of each preset area recorded during the test. Then, for each preset area, the shock absorber temperature is used as the independent variable and the vibration acceleration value is used as the dependent variable. A second-order polynomial function is used for fitting to obtain a curve of the vibration acceleration value changing with the shock absorber temperature. These curves can reflect the vibration conditions of each preset area of ​​the vehicle at different temperatures, providing a basis for subsequent analysis.

[0051] In some embodiments, this step can be implemented in a variety of ways:

[0052] Optionally, the vehicle can be parked in a designated hot zone test site and immersed in the environment for a certain period of time to heat up. Then, temperature sensors and vibration acceleration sensors are installed at key locations of the vehicle. Next, the vehicle is driven to complete a series of driving tests according to the preset test conditions while continuously recording the data of each sensor. Finally, the vehicle ride comfort evaluation system uses data analysis software, such as MATLAB or Python, to process and fit the collected data to obtain the curve of the vibration acceleration value of each preset area as the shock absorber temperature changes.

[0053] Optionally, this step can also be implemented by simulation. First, establish a dynamic model of the vehicle, including the suspension system, tire characteristics, etc. Then, set different ambient temperatures and road conditions, and run the simulation program to simulate the driving state of the vehicle under various preset test conditions. Next, extract the vibration acceleration data and corresponding shock absorber temperature data of each preset area from the simulation results. Finally, use a curve fitting algorithm, such as the least squares method, to fit the data and obtain a curve of the vibration acceleration value of each preset area changing with the shock absorber temperature.

[0054] It is understandable that this step may also be implemented in other ways, such as through a real vehicle bench test or a hybrid method combining real vehicle testing and simulation analysis, which is not limited here.

[0055] Step S20, determining the maximum vibration acceleration value of each preset area based on the change curve;

[0056] The variation curve refers to the variation curve of the vibration acceleration value of each preset area obtained in step S10 with the shock absorber temperature. The maximum vibration acceleration value indicates the maximum vibration level that may occur in each preset area during the entire test process, and is an important indicator for evaluating the vehicle's driving comfort.

[0057] Specifically, this step is performed immediately after obtaining the change curve. First, the automobile driving comfort evaluation system analyzes the change curve of each preset area, finds the maximum value point on the curve, and the vibration acceleration value corresponding to the point is the maximum vibration acceleration value of the preset area. If the curve has no obvious extreme value point within the test temperature range, it is necessary to consider the change trend of the curve within a wider temperature range. In addition, it is also necessary to consider the highest temperature corresponding to the historical maximum vibration acceleration of the shock absorber in actual work, and calculate the corresponding vibration acceleration value at this temperature. Finally, compare the vibration acceleration values ​​obtained in the above two cases, and take the larger value as the maximum vibration acceleration value of the preset area. This determination method seeks a balance between actual test data and theoretical predictions. By comparing the maximum value on the actual curve and the predicted value at the temperature corresponding to the historical maximum vibration acceleration value, the vibration performance of the vehicle under various possible situations can be more comprehensively evaluated. This method takes into account extreme situations that may not be covered in the test, and improves the reliability and applicability of the evaluation results.

[0058] In some embodiments, this step can be implemented in a variety of ways:

[0059] Optionally, a numerical analysis method can be used. First, the second-order polynomial function obtained in step S10 is input into mathematical software. Then, the calculus method is used to solve the extreme points of the function to obtain the theoretical maximum vibration acceleration value and its corresponding temperature. Next, consider the highest temperature corresponding to the historical maximum vibration acceleration of the actual shock absorber operation, such as 110°C, and calculate the vibration acceleration value at this temperature. Finally, compare the two values ​​and take the larger one as the maximum vibration acceleration value.

[0060] Optionally, it can also be achieved through discrete data analysis. First, in a wide temperature range (such as 0°C to 120°C), calculate the vibration acceleration values ​​of all points on the change curve with a small step size (such as 0.1°C). Then, traverse these discrete data points to find the maximum vibration acceleration value. Finally, record this maximum value and its corresponding temperature as the maximum vibration acceleration value of the preset area.

[0061] It is understandable that this step can also be implemented in other ways, such as using a machine learning algorithm to predict the vibration acceleration values ​​at different temperatures, or a hybrid method combining actual test data and theoretical analysis, which is not limited here.

[0062] Step S30, determining the vibration acceleration change of each preset area based on each of the maximum vibration acceleration values ​​and the first vibration acceleration value of each preset area at the time when the test is completed;

[0063] The maximum vibration acceleration value refers to the maximum vibration level that may occur in each preset area determined in step S20. The test completion time refers to the time point when the entire test cycle ends. The first vibration acceleration value represents the vibration acceleration value actually measured in each preset area at the time of test completion. The vibration acceleration change is used to represent the change amplitude of the vibration acceleration of each preset area during the entire test process, reflecting the degree of change in the vehicle's vibration reduction performance.

[0064] This step is performed after determining the maximum vibration acceleration value of each preset area and the first vibration acceleration value at the time of test completion. Specifically, it is first necessary to obtain the maximum vibration acceleration value of each preset area during the entire test process, as well as the first vibration acceleration value at the time of test completion. Then, for each preset area, calculate the percentage of vibration acceleration change. The calculation formula is: Percentage of vibration acceleration change = (maximum vibration acceleration value - first vibration acceleration value at the time of test completion) / first vibration acceleration value at the time of test completion * 100%. This percentage reflects the degree of increase in the vibration intensity of each preset area relative to the initial state at the end of the test during the entire test process. By using this calculation method, the impact of high temperature environment on vehicle vibration characteristics can be more accurately evaluated because it takes into account the baseline state at the end of the test, rather than the state under normal temperature conditions.

[0065] In some embodiments, the calculation of the percentage of vibration acceleration change can be achieved in a variety of ways:

[0066] Optionally, a real-time data processing system can be used. First, set up a data acquisition system to continuously record the vibration acceleration values ​​of each preset area during the test. Then, write a program to update the maximum vibration acceleration value of each preset area in real time. Then, when the test is completed, record the first vibration acceleration value of each preset area. Finally, use the above formula to calculate the percentage change in vibration acceleration for each preset area and generate a real-time report. This method can provide immediate results, which helps engineers quickly evaluate the test situation.

[0067] Optionally, a batch processing approach can be used for post-analysis. First, all vibration data collected during the entire test process is stored in a database. Then, a data analysis script is written to extract the maximum vibration acceleration value for each preset area and the first vibration acceleration value at the time of test completion from the database. Next, the percentage change in vibration acceleration is calculated using these extracted data. Finally, a detailed analysis report is generated, including the raw data for each preset area, the calculation results, and possible outlier markers. This approach allows for more in-depth data analysis and quality control.

[0068] It is understandable that other methods can be used to calculate and analyze the percentage of vibration acceleration change, such as using machine learning algorithms to predict vibration trends and automatically identify abnormal patterns, or developing a comprehensive data visualization platform that allows engineers to interactively explore vibration data for different preset areas and time periods, which are not limited here. These advanced methods can provide deeper insights and help improve vehicle design and optimize test processes.

[0069] Step S40, determining the attenuation of the vehicle driving comfort based on each of the vibration acceleration changes;

[0070] The vibration acceleration change refers to the change in the vibration acceleration of each preset area determined in step S30. Ride comfort refers to the comfort level felt by passengers in the vehicle, which is usually closely related to factors such as the vibration and noise of the vehicle. The preset area refers to the key positions predetermined on the vehicle for measuring vibration acceleration, such as the outer rail of the driver's seat and the outer rail of the co-pilot's seat. The attenuation is used to indicate the degree of reduction in ride comfort and is an important indicator for evaluating changes in vehicle performance.

[0071] Specifically, this step is performed after obtaining the vibration acceleration change of each preset area. First, for each preset area, the comfort attenuation of the area is calculated based on its vibration acceleration change. This calculation process needs to take into account the human body's perception characteristics of vibrations of different degrees, and usually adopts a nonlinear mapping relationship. Then, compare the comfort attenuation of all preset areas, and select the maximum value as the final attenuation of the driving comfort of the whole vehicle. The reason for selecting the maximum attenuation as the final attenuation is that driving comfort is usually determined by the most uncomfortable part of the vehicle. The passenger's comfort perception is often affected by the area with the most intense vibration, rather than the average level of each area. Therefore, selecting the maximum attenuation can more accurately reflect the worst comfort level that passengers may feel, thereby providing more targeted guidance for vehicle performance improvements.

[0072] In some embodiments, the determination of the ride comfort attenuation amount may be achieved in a variety of ways:

[0073] Optionally, a piecewise function mapping method can be used. First, based on the human body's sensitivity to vibration, a piecewise function mapping relationship from the vibration acceleration change to the comfort attenuation is established. For example, the vibration acceleration change can be divided into three intervals: low, medium, and high, and each interval corresponds to a different comfort attenuation calculation formula. Then, for each preset area, substitute its vibration acceleration change into the corresponding piecewise function to calculate the comfort attenuation of the area. Next, compare the comfort attenuation of all preset areas and select the maximum value. Finally, use this maximum value as the attenuation of the driving comfort of the entire vehicle and convert it into a percentage.

[0074] Optionally, fuzzy logic combined with the maximum value selection method can also be used. First, a fuzzy logic system is constructed, with the input being the vibration acceleration change in each preset area and the output being the comfort attenuation. Then, the fuzzy sets of input and output are defined, such as language variables such as "low", "medium", and "high", and the corresponding membership functions are designed. Next, fuzzy rules are formulated, such as "if the vibration change is large, the comfort attenuation is high". After that, fuzzy reasoning is performed on the vibration acceleration change in each preset area to obtain the comfort attenuation of each area. Finally, the maximum value is selected from these attenuations as the final ride comfort attenuation. It can be understood that other methods can also be used to determine the ride comfort attenuation, which is not limited here.

[0075] In summary, this embodiment first determines the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature based on the test data of the vehicle tested according to several preset test conditions; then determines the maximum vibration acceleration value of each preset area based on the variation curve; then determines the vibration acceleration change of each preset area based on each maximum vibration acceleration value and the first vibration acceleration value of each preset area at the time of test completion; finally, determines the attenuation of the driving comfort of the vehicle based on each vibration acceleration change.

[0076] Since a curve of vibration acceleration changing with shock absorber temperature is determined based on test data of the vehicle under preset test conditions, the maximum vibration acceleration value is determined based on the curve, and the change in vibration acceleration is calculated, it is possible to avoid long-term and high-cost actual vehicle testing to judge the impact of shock absorber performance attenuation on comfort, and effectively solve the problem in the prior art that a large number of road tests are required to obtain parameters of shock absorber performance changes, thereby realizing the use of limited test data to directly evaluate and predict the degree of attenuation of automobile driving comfort.

[0077] Specifically, this method can obtain sufficient data in a limited number of tests by presetting different test conditions. These data can reflect the impact of the increase in shock absorber temperature on the vibration of each area. Then use these data to fit the curve of vibration change with temperature, and the maximum vibration acceleration in the worst case can be derived without conducting a comprehensive and long-term test. By calculating the change in vibration acceleration, it is possible to determine the impact of shock absorber performance attenuation on the vibration of each area of ​​the vehicle, and then determine the impact of temperature on the comfort of the entire vehicle. This avoids the need for long-mileage road tests according to existing technologies, greatly shortens the test time, and saves test costs. At the same time, it is also possible to directly obtain the quantitative results of comfort attenuation without performing a large amount of parameter analysis. In short, this solution combines effective data collection, fitting analysis, and calculation methods to achieve efficient evaluation of changes in vehicle driving comfort using limited test resources.

[0078] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 2 Based on the first embodiment, this embodiment provides a more specific solution for evaluating the attenuation of automobile driving comfort and a prediction solution for the comfort of the vehicle in a high temperature environment, as follows:

[0079] Step S201, based on the vibration acceleration values ​​and shock absorber temperatures of each preset area in the test data of the vehicle tested according to a number of preset test conditions, a preset second-order polynomial function is used to fit the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature;

[0080] This embodiment provides specific preset test conditions, as follows:

[0081]

[0082] This embodiment provides a specific preset second-order polynomial function as follows:

[0083] A1=a1T d1 2 +b1 T d1 +c1;

[0084] A2=a2T d2 2 +b2 T d2 +c2;

[0085] A3=a3T d3 2 +b3 T d3 +c3;

[0086] A4=a4T d42 +b4 T d4 +c4;

[0087] Among them, A1, A2, A3, and A4 represent the vibration acceleration values ​​of the outer guide rail of the driver's seat, the outer side guide rail of the co-pilot seat, the body under the left rear seat, and the body of the right seat respectively, and a, b, and c are correlation coefficients.

[0088] Among them, the preset test conditions represent a series of test parameters and environments set in advance to evaluate the driving comfort of the car, including road type, driving speed, driving time, etc. The preset area in this embodiment refers to a specific location inside the vehicle for measuring vibration, including key areas such as the outer guide rail of the driver's seat, the outer guide rail of the co-driver's seat, the body under the left rear seat, and the body of the right seat. The vibration acceleration value is used to indicate the vibration intensity of each preset area, usually in meters per second2. The shock absorber temperature refers to the operating temperature of the vehicle shock absorber during the test, usually in degrees Celsius. The preset second-order polynomial function refers to a mathematical model used to fit the relationship between the vibration acceleration value and the shock absorber temperature, such as y=ax 2 +bx+c, as mentioned above, the specific preset second-order polynomial function given in this embodiment is in this form.

[0089] This step is performed after collecting the data of the vehicle tested under the preset test conditions. Specifically, first extract the vibration acceleration value and the corresponding shock absorber temperature data of each preset area from the test data. Then, for each preset area, use a preset second-order polynomial function to fit the curve of the vibration acceleration value changing with the shock absorber temperature. This fitting process usually uses mathematical methods such as the least squares method to adjust the coefficients a, b and c of the polynomial function so that the error between the fitting curve and the actual data point is minimized. After the fitting is completed, the obtained polynomial function can be used to describe and predict the vibration acceleration values ​​at different shock absorber temperatures, thereby providing a basis for subsequent analysis.

[0090] In some embodiments, the fitting of the vibration acceleration value versus the shock absorber temperature variation curve can be achieved in a variety of ways:

[0091] Optionally, data preprocessing techniques can be used first to optimize the raw test data. This includes removing outliers, such as significantly deviated data points that may be caused by sensor failure or external interference. The data is then smoothed and random fluctuations in the data are reduced using methods such as moving averages. Next, the processed data is sorted by shock absorber temperature to ensure data continuity and consistency. Subsequently, the least squares method is used to fit a second-order polynomial function. Specifically, the optimal values ​​of the polynomial coefficients a, b, and c are solved by minimizing the sum of squared errors between the actual data points and the fitted curve. Finally, the fitting results are evaluated and the coefficient of determination R is calculated.2 And other indicators to ensure the accuracy and reliability of the fitting.

[0092] Optionally, a piecewise fitting method can be used to improve the fitting accuracy. First, the entire temperature range is divided into several intervals according to the distribution characteristics of the shock absorber temperature. Then, a second-order polynomial fitting is performed on the data in each temperature interval separately. This can better capture the changing characteristics of the vibration acceleration values ​​in different temperature ranges. Next, a smooth transition function is used at the junction of adjacent intervals to ensure the continuity and smoothness of the overall curve. Finally, the fitting results of each interval are combined into a piecewise function to form a complete curve of the vibration acceleration value changing with the shock absorber temperature.

[0093] It is understandable that other methods may be used to achieve the fitting of the vibration acceleration value versus shock absorber temperature variation curve, which is not limited here.

[0094] Step S202, based on a preset shock absorber temperature, selecting the vibration acceleration value of the preset area corresponding to the preset shock absorber temperature as the first maximum vibration acceleration value of each preset area;

[0095] Among them, the preset shock absorber temperature refers to the shock absorber temperature corresponding to the maximum vibration acceleration in the historical test data, reflecting the temperature conditions when the vibration is most severe. The vibration acceleration value is used to indicate the vibration intensity of each preset area, in meters per second squared. The first maximum vibration acceleration value refers to the maximum vibration intensity that may be reached in each preset area at the preset shock absorber temperature. The preset area represents a specific location inside the vehicle for measuring vibration, such as the outer rail of the driver's seat, the outer rail of the co-pilot's seat, etc. The historical maximum vibration acceleration refers to the maximum vibration intensity observed in past tests or actual use.

[0096] This step is performed after determining the curve of the vibration acceleration value of each preset area changing with the shock absorber temperature. Specifically, the automobile ride comfort evaluation system first needs to review the historical test data to find the maximum vibration acceleration value ever recorded and its corresponding shock absorber temperature. This temperature is set as the preset shock absorber temperature. Then, using the curve of the vibration acceleration value of each preset area changing with the shock absorber temperature obtained in step S201, the vibration acceleration value of each preset area at this preset shock absorber temperature is calculated. These calculated vibration acceleration values ​​are defined as the first maximum vibration acceleration value of each preset area. The purpose of this step is to simulate the vibration condition of the vehicle under the same temperature environment based on the most unfavorable vibration condition in the historical data, so as to provide benchmark data for subsequent evaluation.

[0097] In some embodiments, the selection of the preset damper temperature and the determination of the first maximum vibration acceleration value may be achieved in a variety of ways:

[0098] Optionally, first, a historical database can be established, which contains all the vibration acceleration data from past tests and actual use and the corresponding shock absorber temperatures. Then, a data analysis program is developed to traverse the entire database to find the global maximum vibration acceleration value and its corresponding temperature. Next, this temperature is set as the preset shock absorber temperature. Subsequently, this preset shock absorber temperature is substituted into the second-order polynomial function obtained in step S201 to calculate the vibration acceleration value of each preset area at this temperature. Finally, the calculation results are verified to ensure that they are consistent with the historical data. If there are significant differences, it may be necessary to review the fitting function or adjust the data analysis method.

[0099] Optionally, a weighted analysis method can be used. First, classify historical data according to test type or usage scenario. Then, find the maximum vibration acceleration and its corresponding temperature for each type of data separately. Next, assign weights according to the importance or frequency of occurrence of each type of data. After that, calculate the weighted average temperature and use it as the preset shock absorber temperature. Finally, use this weighted average temperature to calculate the first maximum vibration acceleration value of each preset area through the fitting function of step S201. This method can better balance the impact of different usage scenarios on the final result.

[0100] It is understandable that other methods can also be used to achieve the selection of the preset shock absorber temperature and the determination of the first maximum vibration acceleration value, such as using a machine learning algorithm to analyze patterns in historical data and predict the temperature conditions that are most likely to cause maximum vibration, which is not limited here.

[0101] Step S203, selecting the maximum vibration acceleration value on the variation curve of the vibration acceleration value of each preset area with the temperature of the shock absorber as the second maximum vibration acceleration value of each preset area;

[0102] The variation curve of the vibration acceleration value with the shock absorber temperature refers to the second-order polynomial function fitted in step S201, which is used to describe the relationship between the vibration intensity of each preset area and the shock absorber temperature. The maximum vibration acceleration value represents the maximum vibration intensity that each preset area may reach within the entire shock absorber temperature variation range. The second maximum vibration acceleration value refers to the maximum vibration acceleration value found on the variation curve by mathematical methods, which is used to represent the maximum vibration intensity of each preset area at any possible shock absorber temperature.

[0103] This step is performed after determining the first maximum vibration acceleration value. Specifically, the automobile ride comfort evaluation system analyzes the curve of the change of the vibration acceleration value with the shock absorber temperature for each preset area. Since these curves are second-order polynomial functions, there may be a maximum point. Use mathematical methods (such as derivation) to find this maximum point and calculate the corresponding maximum vibration acceleration value. This process needs to be performed separately for each preset area. The maximum values ​​obtained are defined as the second maximum vibration acceleration values ​​of each preset area. The purpose of this step is to find out the maximum vibration intensity that can be reached in each preset area within the entire possible temperature range.

[0104] In some embodiments, the second maximum vibration acceleration value may be determined in a variety of ways:

[0105] Optionally, you can first use the calculus method. Calculate the first-order derivative of the second-order polynomial function of each preset area and set it equal to zero to solve the possible extreme points. Then calculate the second-order derivative to determine the nature of the extreme point. If it is a maximum point and falls within the valid temperature range, calculate the function value of the point as the second maximum vibration acceleration value. If there is no maximum point or the maximum point is not within the valid range, compare the function values ​​of the two end points of the temperature range and take the larger one as the second maximum vibration acceleration value. Finally, perform a rationality check on the obtained results to ensure that they conform to the physical meaning.

[0106] Optionally, a numerical method can be used. First, select sufficiently dense temperature points within the effective temperature range (such as one point every 0.1°C). Then, calculate the corresponding vibration acceleration value for each temperature point. Next, compare all calculated vibration acceleration values ​​to find the maximum value. Finally, use this maximum value as the second maximum vibration acceleration value. Although this method has a large amount of calculation, it can avoid some mathematical difficulties that may be encountered in analytical methods, and can ensure that the global maximum value is found within the range of discrete points.

[0107] It is understandable that other methods may be used to determine the second maximum vibration acceleration value, such as using an optimization algorithm to find the global maximum value, which is not limited here.

[0108] Step S204, taking the larger value of the first maximum vibration acceleration value of each preset area and the second maximum vibration acceleration value of each preset area as the maximum vibration acceleration value of each preset area;

[0109] Among them, the first maximum vibration acceleration value refers to the vibration acceleration value of each preset area at the shock absorber temperature corresponding to the historical maximum vibration acceleration, reflecting the most unfavorable vibration condition based on historical data. The second maximum vibration acceleration value represents the maximum vibration acceleration value that may be reached in each preset area within the entire temperature variation range, reflecting the maximum vibration intensity that can be achieved in theory. The maximum vibration acceleration value refers to the final maximum vibration intensity of each preset area obtained after comprehensive consideration of historical data and theoretical calculations, which is used for subsequent evaluation of the attenuation degree of automobile driving comfort. The preset area represents a specific location inside the vehicle for measuring vibration, such as the outer rail of the driver's seat, the outer rail of the co-driver's seat, etc.

[0110] This step is performed after determining the first maximum vibration acceleration value and the second maximum vibration acceleration value. Specifically, for each preset area, compare its first maximum vibration acceleration value (based on historical data) and the second maximum vibration acceleration value (based on theoretical calculation), and select the larger value of the two as the final maximum vibration acceleration value of the preset area. The purpose of this step is to ensure that we take into account both the most unfavorable conditions in the historical data and the maximum vibration that may occur in theory. By selecting a larger value, we take a conservative approach to ensure that the impact of vibration is not underestimated, thereby providing more reliable basic data for subsequent ride comfort evaluation.

[0111] In some embodiments, the determination of the maximum vibration acceleration value can be achieved in a variety of ways:

[0112] Optionally, you can first create a data structure (such as a two-dimensional array or dictionary) to store the information of each preset area, including the area identifier, the first maximum vibration acceleration value, the second maximum vibration acceleration value, and the final maximum vibration acceleration value. Then, write a comparison function to traverse all preset areas, compare the first and second maximum vibration acceleration values ​​of each area, and select the larger one as the final maximum vibration acceleration value. Next, update the final maximum vibration acceleration value field in the data structure. Finally, generate a report that lists the three vibration acceleration values ​​(first, second, and final maximum values) of each preset area in detail, and mark the source of the final maximum value (whether it is from historical data or theoretical calculations). This method can provide clear data tracking for subsequent analysis and decision-making.

[0113] It is understandable that other methods can also be used to determine the maximum vibration acceleration value, such as using a machine learning algorithm to analyze the relationship between historical data and theoretical calculation results, predicting vibration conditions that may be underestimated, and adjusting the final maximum vibration acceleration value accordingly, which is not limited here.

[0114] Step S205, determining the vibration acceleration change of each preset area based on each of the maximum vibration acceleration values ​​and the first vibration acceleration value of each preset area at the time when the test is completed;

[0115] Refer to step S30, which will not be described in detail here.

[0116] Step S206, determining the attenuation score of each preset area based on the mapping relationship between the vibration acceleration change amount of each preset area and the attenuation score of the vehicle driving comfort;

[0117] Among them, the preset area represents a specific position inside the vehicle for measuring vibration, such as the outer rail of the driver's seat, the outer rail of the co-pilot seat, etc. The vibration acceleration change refers to the change in the vibration acceleration of each preset area relative to the normal temperature condition, which is used to indicate the degree of influence of high temperature on vehicle vibration. Automobile driving comfort refers to the overall comfort level felt by passengers in the car, including multiple factors such as vibration, noise, temperature, etc. This scheme is mainly evaluated by vibration acceleration. The attenuation score refers to a numerical indicator used to quantify the degree of influence of high temperature environment on automobile driving comfort. The mapping relationship represents the corresponding relationship between the vibration acceleration change and the attenuation score, which is used to convert physical measurement values ​​into comfort scores. The preset areas include but are not limited to the outer rail of the driver's seat (D1), the outer rail of the co-pilot seat (D2), the body under the left rear seat (D3) and the body of the right seat (D4).

[0118] For example:

[0119] Decay fraction 0 0.5 0.75 D1 ≤15％ 15％～30％ ≥30％ D2 ≤15％ 15％～30％ ≥30％ D3 ≤10％ 10％～20％ ≥20％ D4 ≤10％ 10％～20％ ≥20％

[0120] Among them, D1, D2, D3, and D4 represent the vibration acceleration changes at the outer guide rail of the driver's seat, the outer guide rail of the co-driver's seat, the body under the left rear seat, and the body of the right seat respectively, and the corresponding attenuation score is selected based on the calculated change percentage.

[0121] This step is performed after obtaining the vibration acceleration change of each preset area, usually after the high temperature environment test is completed. Specifically, it is necessary to first prepare a mapping relationship table, which contains the attenuation scores corresponding to different vibration acceleration change intervals. Then, for each preset area, according to the calculated vibration acceleration change, look up the mapping relationship table to determine the corresponding attenuation score. For example, for the outer guide rail (D1) of the driver's seat, if its vibration acceleration change is 25%, according to the mapping relationship table, its corresponding attenuation score is 0.5. This process needs to be repeated for all preset areas, and finally the attenuation score of each preset area is obtained. This method allows objective physical measurement data to be converted into subjective comfort scores, which helps to more intuitively evaluate the impact of high temperature environment on vehicle driving comfort.

[0122] In some embodiments, the process of determining the attenuation score of each preset area based on the mapping relationship can be implemented in a variety of ways:

[0123] Optionally, an automated data processing system can be developed. First, a database containing mapping relationships is established, in which the vibration acceleration change intervals and corresponding attenuation scores of different preset areas are stored. Then, a program is written that can automatically read the vibration acceleration change data of each preset area. Next, the program will traverse the data of each preset area, query the mapping relationship in the database, and find the corresponding attenuation score. Finally, the program outputs the calculation results into a structured report, which contains the original vibration acceleration change and the corresponding attenuation score of each preset area. This method can quickly process large amounts of data, reduce human errors, and can be easily integrated with other data analysis systems.

[0124] Optionally, an AI-assisted evaluation method can be used. First, collect a large amount of historical test data, including the change in vibration acceleration and the corresponding subjective comfort score for different vehicle models and environmental conditions. Then, use this data to train a machine learning model, such as a neural network or a decision tree. Then, when new test data arrives, input the change in vibration acceleration for each preset area into the trained model. Finally, the model outputs the predicted attenuation score. This method can capture more complex nonlinear relationships, and the accuracy of the model will continue to improve as data accumulates. At the same time, this method can also consider other factors, such as vehicle model, road conditions, etc., to provide a more comprehensive evaluation.

[0125] It is understandable that other methods can be used to implement the process of determining the attenuation score of each preset area based on the mapping relationship, such as developing an interactive evaluation tool that allows engineers to manually input the vibration acceleration change and display the corresponding attenuation score and visualization results in real time, or combining multi-sensor data, such as temperature, humidity, etc., to conduct a more comprehensive comfort evaluation, which is not limited here. These methods can provide more flexible and comprehensive evaluation methods, helping engineers to have a deeper understanding of the impact of high temperature environment on vehicle comfort.

[0126] Step S207, taking the maximum value of the attenuation scores as the attenuation amount of the vehicle driving comfort;

[0127] Among them, the attenuation score refers to a numerical indicator used to quantify the impact of high temperature environment on automobile driving comfort, usually expressed as a value between 0 and 1, 0 means no impact, and 1 means the greatest impact. The maximum value represents the attenuation degree of the area most seriously affected by high temperature among all preset areas. The attenuation of automobile driving comfort refers to the overall evaluation index of the reduction in vehicle comfort, which is used to reflect the impact of high temperature on the overall comfort of the vehicle. The preset areas include but are not limited to the outer rails of the driver's seat, the outer rails of the co-driver's seat, the body under the left rear seat, and the body of the right rear seat.

[0128] This step is performed after determining the attenuation score of each preset area, usually after completing step S206. Specifically, it is necessary to first collect the attenuation scores of all preset areas. Then, compare these attenuation scores to find the maximum value. This maximum value is selected to represent the comfort attenuation of the entire vehicle. The reason for selecting the maximum value as the attenuation of the entire vehicle is that it represents the area of ​​the vehicle most severely affected by high temperature and reflects the degree of comfort reduction in the worst case. This method can ensure that the impact of high temperature environment on vehicle comfort is not underestimated, and helps to focus on the areas that need the most improvement during vehicle design and optimization.

[0129] Step S208, after completing one test cycle, in response to the user's subjective evaluation of the vehicle comfort, recording a first evaluation score;

[0130] Among them, the test cycle represents a complete high-temperature environment test process, including all steps from the preparation stage to the end of the test. Users refer to people who participate in the test and evaluate the comfort of the vehicle, usually including professional testers and ordinary consumer representatives. Vehicle comfort refers to the overall feeling when riding in a vehicle, including vibration, noise, temperature and other aspects. Subjective evaluation refers to the qualitative or quantitative evaluation of vehicle comfort by users based on personal feelings. The first evaluation score refers to the user's overall score of vehicle comfort after completing the test cycle, usually expressed in a numerical scale (such as 1-10 points) or a descriptive grade (such as excellent, good, general, etc.). For example, a user may give a score of 8, indicating that the vehicle comfort is good but there is still room for improvement.

[0131] This step is performed immediately after completing a full hot environment test cycle, usually after the vehicle is removed from the hot environment and cooled to normal temperature.

[0132] In some embodiments, the first evaluation score of the user's subjective evaluation can be recorded in a variety of ways:

[0133] Alternatively, a digital evaluation system can be developed. First, create a mobile application or web interface that contains a detailed evaluation questionnaire. This questionnaire should cover multiple comfort-related aspects, each with corresponding scoring options. Then, after the test cycle is completed, immediately push a rating notification to the user, inviting them to use this application or web page to evaluate. Next, the system collects the user's evaluation data in real time and automatically calculates a comprehensive first evaluation score using a preset algorithm. Finally, the system stores this score together with other test data in a central database and generates a preliminary analysis report. This method can quickly collect and process evaluation data, reduce human errors, and provide analysis results in real time.

[0134] Optionally, multiple rounds of evaluation and feedback can be used. First, immediately after the test cycle, a preliminary verbal evaluation is conducted, with professionals recording users' immediate reactions and scores. Then, users are given a certain amount of time (such as 24 hours) to carefully review and think about their experience. Next, a more detailed written evaluation is conducted, including scores and text descriptions of various aspects. Finally, a group discussion is organized to allow all users who participated in the test to exchange their experiences and ideas, and to reach a consensus final score based on the discussion. This method can obtain more in-depth and comprehensive user feedback, and through multiple evaluations and discussions, the impact of personal bias can be reduced.

[0135] It is understandable that other methods can also be used to record the first evaluation score of the user's subjective evaluation, such as using virtual reality (VR) technology to simulate different driving scenarios, allowing users to experience and evaluate vehicle comfort in a virtual environment, or combining physiological indicator monitoring (such as heart rate, skin galvanic response, etc.) to assist in evaluating the user's actual comfort, which is not limited here. These innovative methods can provide richer and more objective evaluation data, which helps to more accurately evaluate and improve vehicle comfort.

[0136] Step S209, taking the difference between each of the first evaluation scores and the maximum value of the attenuation scores as the final predicted ride comfort score;

[0137] Among them, the first evaluation score refers to the user's subjective rating of the vehicle comfort after completing the high temperature environment test cycle. The attenuation score refers to a numerical indicator obtained through objective measurement and calculation, which is used to quantify the impact of the high temperature environment on the driving comfort of the car. The maximum value represents the degree of attenuation in the area most affected by high temperature among all preset areas. The difference is used to represent the deviation between subjective evaluation and objective measurement. The final predicted driving comfort score refers to the final comfort index obtained after comprehensive consideration of subjective evaluation and objective measurement. For example, if the first evaluation score is 8 points (out of 10 points) and the maximum value of the attenuation score is 0.2, the final predicted driving comfort score is 7.8 points.

[0138] This step is performed after obtaining the first evaluation score of the user's subjective evaluation and calculating the maximum value of the attenuation score. Specifically, it is first necessary to ensure that the first evaluation score and the attenuation score use the same quantization scale. If they are different, they need to be standardized. Then, the maximum value of the attenuation score is subtracted from the first evaluation score. This calculation process actually deducts the comfort attenuation obtained by objective measurement from the user's subjective evaluation to obtain a more accurate comfort score. Finally, the calculated difference is used as the final predicted driving comfort score. This method combines the user's subjective feelings and objective physical measurements to provide a more comprehensive and accurate comfort assessment. It not only reflects the user's actual experience, but also takes into account the objective impact of high temperature environment on vehicle performance, which helps to better evaluate and improve the comfort performance of the vehicle in extreme environments.

[0139] In some embodiments, the final predicted ride comfort score may be calculated in a variety of ways:

[0140] Optionally, develop an automated scoring system. First, create a database to store all relevant test data, including the user's subjective evaluation scores and the attenuation scores for each preset area. Then, write a program that can automatically extract the latest first evaluation score and the maximum value of the attenuation score from the database. Next, the program will perform a difference calculation to obtain the final predicted ride comfort score. Finally, the program will generate a detailed report including the original data, calculation process and final results, and can automatically store the results in a database for subsequent trend analysis and comparison. This approach can quickly process large amounts of data, reduce human errors, and can be seamlessly integrated with other data analysis systems.

[0141] It is understandable that other methods can also be used to calculate the final predicted ride comfort score, such as using a machine learning algorithm to establish a prediction model by analyzing a large amount of historical data, which can predict the final comfort score based on the first evaluation score and the decay score, or using a fuzzy logic method to convert qualitative evaluations into quantitative scores, which are not limited here. These advanced methods can handle more complex nonlinear relationships, provide more accurate prediction results, and help to more deeply understand and improve vehicle comfort.

[0142] Based on the first and second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those of the above-mentioned first and second embodiments can be referred to the above introduction, and will not be described in detail later. Figure 3 , this embodiment provides a pre-preparation scheme for data testing, as follows:

[0143] Step S301, balancing the vehicle to a preset weight according to the simulated real driving situation;

[0144] Among them, simulating real driving conditions means creating test conditions close to the actual use environment. Vehicle weighting means adjusting the total mass of the vehicle. The preset weight refers to the target weight predetermined according to the vehicle design specifications and expected use. For example, when simulating a fully loaded family car, the vehicle may be weighted to the designed maximum load capacity, such as 1,800 kg.

[0145] This step is performed before the actual test, usually at a test site or in a laboratory. Specifically, the basic unladen weight of the vehicle is first determined, including the weight of all standard configurations. Then, the additional weight that needs to be added is calculated according to the test purpose. Next, use ballast tools such as sandbags or metal blocks to evenly distribute the additional weight on different parts of the vehicle. During this process, care must be taken to maintain the center of gravity position and axle load ratio of the vehicle. Finally, use precision weighing equipment to verify the total weight and make fine adjustments if necessary.

[0146] In some embodiments, the weight balancing of the vehicle can be achieved in a variety of ways: optionally, using an intelligent hydraulic weight balancing system, which injects or extracts liquid from storage tanks distributed throughout the vehicle through computer control to quickly and accurately reach a preset weight;

[0147] Optionally, a modular solid ballast system is used, using standardized ballast weights that are installed in specific locations on the vehicle according to a computer-designed plan.

[0148] It is understandable that other methods may also be used, such as a programmable electronic weight system or combining virtual reality technology, which is not limited here.

[0149] Step S302, when the weighting is completed, obtaining the current ambient temperature;

[0150] Among them, weight balancing is completed means that the vehicle has been adjusted to the preset weight. Ambient temperature refers to the ambient air temperature of the test site. Obtaining the current ambient temperature means recording the real-time temperature data when weight balancing is completed. For example, when weight balancing is completed, the thermometer shows that the indoor temperature is 25°C, which is recorded as the current ambient temperature.

[0151] This step is performed immediately after the vehicle weight is completed and belongs to the preparation stage before the formal test. Specifically, first ensure that the vehicle is stationary and the weight adjustment has been completed. Then, use precise temperature measurement equipment to measure the temperature at multiple points around the vehicle. These points may include the front, rear, left, right and top of the vehicle. In this embodiment, temperature sensors are arranged on the shock absorbers at the outer guide rails of the driver's seat, the outer guide rails of the co-driver's seat, the body under the rear left seat, and the body of the right seat. Specifically, when the vehicle is parked on a horizontal plane, it is arranged at a vertical distance of L / 3 from the lowest point of the shock absorber, where L is the total length of the outer cylinder of the shock absorber. Then, the average temperature is calculated to obtain a representative ambient temperature value. Finally, the temperature data and related environmental parameters are input into the test system as subsequent reference values.

[0152] In some embodiments, the current ambient temperature can be obtained in multiple ways:

[0153] Alternatively, use a distributed temperature sensing network, install wireless temperature sensors at key locations, and collect and process data through a central system;

[0154] It is understandable that other methods may also be used, such as using thermal imaging technology or combining with weather station data, which are not limited here.

[0155] Step S303, when the shock absorber temperature of each preset area is consistent with the ambient temperature, the vehicle is tested according to a number of preset test conditions to obtain test data;

[0156] The purpose of testing when the shock absorber temperature is consistent with the ambient temperature is to ensure the accuracy and comparability of the test. Specifically, this can eliminate the impact of initial temperature differences on the test results. The performance of the shock absorber will be affected by temperature changes, and if the test is started at different temperatures, it may cause inconsistent results. By waiting for the temperature to be consistent, it can ensure that all tests start from the same initial conditions, improving the reliability of the data. In addition, this step can simulate the starting state of the vehicle in normal environment, which is closer to actual use.

[0157] In some embodiments, there are several ways to ensure that the test is performed at the appropriate time:

[0158] Optionally, use an automated temperature monitoring system to automatically trigger the test procedure when the temperature of all preset areas reaches the set conditions;

[0159] Optionally, thermal imaging technology is used to monitor the temperature distribution of the entire vehicle in real time, and the test is started after ensuring uniformity. It is understandable that other methods can also be used, such as combining an environmental simulation cabin to control the overall test environment, which is not limited here.

[0160] The present application provides a device for evaluating the attenuation of automobile driving comfort, and the device for evaluating the attenuation of automobile driving comfort includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the method for evaluating the attenuation of automobile driving comfort in the above-mentioned embodiment one.

[0161] Reference below Figure 4 , which shows a schematic diagram of the structure of a device for evaluating the attenuation of automobile ride comfort suitable for implementing the embodiment of the present application. The device for evaluating the attenuation of automobile ride comfort in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 4 The device for evaluating the attenuation of automobile driving comfort shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0162] like Figure 4As shown, the device for evaluating the attenuation of the driving comfort of the automobile may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM: Read Only Memory) 1002 or the program loaded from the storage device 1003 to the random access memory (RAM: Random Access Memory) 1004. In the RAM 1004, various programs and data required for the operation of the device for evaluating the attenuation of the driving comfort of the automobile are also stored. The processing device 1001, the ROM 1002 and the RAM 1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 can allow the device for evaluating the attenuation of the ride comfort of an automobile to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a device for evaluating the attenuation of the ride comfort of an automobile with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have instead.

[0163] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0164] The device for evaluating the attenuation of automobile driving comfort provided by the present application adopts the method for evaluating the attenuation of automobile driving comfort in the above-mentioned embodiment, and can solve the technical problem of how to reduce the cost of evaluating the attenuation of automobile driving comfort. Compared with the prior art, the beneficial effects of the device for evaluating the attenuation of automobile driving comfort provided by the present application are the same as the beneficial effects of the method for evaluating the attenuation of automobile driving comfort provided by the above-mentioned embodiment, and the other technical features of the device for evaluating the attenuation of automobile driving comfort are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0165] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0166] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0167] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the method for evaluating the attenuation of automobile driving comfort in the above-mentioned embodiment.

[0168] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0169] The computer-readable storage medium may be included in the device for evaluating the attenuation of automobile driving comfort; or may exist independently without being assembled into the device for evaluating the attenuation of automobile driving comfort.

[0170] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0171] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned method for evaluating the attenuation of automobile ride comfort, and can solve the technical problem of how to reduce the cost of evaluating the attenuation of automobile ride comfort. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the method for evaluating the attenuation of automobile ride comfort provided by the above-mentioned embodiment, and will not be repeated here.

[0172] The present application also provides a computer program product, including a computer program, which implements the steps of the method for evaluating the attenuation of automobile driving comfort as described above when executed by a processor.

[0173] The computer program product provided by the present application can solve the technical problem of how to reduce the cost of evaluating the attenuation of automobile driving comfort. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the method for evaluating the attenuation of automobile driving comfort provided by the above embodiment, and will not be repeated here.

[0174] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for evaluating the attenuation of automobile driving comfort, characterized in that: The method for evaluating the attenuation of automobile driving comfort comprises: Determine, based on test data of the vehicle tested according to a number of preset test conditions, a curve of vibration acceleration values ​​of each preset area changing with shock absorber temperature; Based on the change curve, determining the maximum vibration acceleration value of each preset area; Determine the vibration acceleration change of each preset area based on each of the maximum vibration acceleration values ​​and the first vibration acceleration value of each preset area at the time when the test is completed; Based on each of the vibration acceleration changes, the attenuation amount of the vehicle driving comfort is determined.

2. The method according to claim 1, characterized in that The step of determining the attenuation of the vehicle driving comfort based on each of the vibration acceleration changes specifically includes: Determining the attenuation score of each preset area based on a mapping relationship between the vibration acceleration change amount of each preset area and the attenuation score of the vehicle driving comfort; The maximum value of the attenuation scores is taken as the attenuation amount of the vehicle driving comfort.

3. The method according to claim 2, characterized in that The step of determining the attenuation of the vehicle driving comfort based on each of the vibration acceleration changes then comprises: After completing a test cycle, recording a first evaluation score in response to a user's subjective evaluation of vehicle comfort; The difference between each of the first evaluation scores and the maximum value of the decay scores is used as the final predicted ride comfort score.

4. The method according to claim 1, characterized in that The step of determining the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature based on the test data of the vehicle tested according to a number of preset test conditions specifically includes: Based on the vibration acceleration values ​​and shock absorber temperatures of each preset area in the test data of the vehicle tested according to several preset test conditions, a preset second-order polynomial function is used to fit the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature.

5. The method according to claim 1, characterized in that The step of determining the maximum vibration acceleration value of each preset area based on the change curve specifically includes: Based on a preset shock absorber temperature, selecting the vibration acceleration value of the preset area corresponding to the preset shock absorber temperature as the first maximum vibration acceleration value of each preset area; Selecting the maximum vibration acceleration value on the variation curve of the vibration acceleration value of each preset area with the temperature of the shock absorber as the second maximum vibration acceleration value of each preset area; The larger value between the first maximum vibration acceleration value of each preset area and the second maximum vibration acceleration value of each preset area is used as the maximum vibration acceleration value of each preset area.

6. The method according to claim 1, characterized in that The step of determining the variation curve of the vibration acceleration value of each preset area with the shock absorber temperature based on the test data of the vehicle tested according to a plurality of preset test conditions previously includes: Get the current ambient temperature; When the shock absorber temperature of each preset area is consistent with the ambient temperature, the vehicle is tested according to a number of preset test conditions to obtain test data.

7. The method according to claim 6, characterized in that The step of obtaining the current ambient temperature previously includes: Balancing the vehicle to a preset weight based on simulated real driving conditions; When the weight balancing is completed, the step of obtaining the current ambient temperature is performed.

8. A device for evaluating the attenuation of automobile driving comfort, characterized in that: The device for evaluating the attenuation of automobile ride comfort comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the method for evaluating the attenuation of automobile ride comfort as described in any one of claims 1 to 7.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method for evaluating the attenuation of automobile driving comfort as claimed in any one of claims 1 to 7 are implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of the method for evaluating vehicle ride comfort degradation according to any one of claims 1 to 7 are implemented.

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