Methods, equipment, media and products for evaluating vehicle ride comfort degradation

Abstract

This application discloses a method, device, medium, and product for evaluating vehicle ride comfort degradation, relating to the field of vehicle vibration control technology. The method comprises: first, based on test data from a vehicle tested under a number of preset test conditions, determining a curve showing how vibration acceleration values ​​in each preset area change with shock absorber temperature; then, based on the curve, determining a maximum vibration acceleration value in each preset area; then, based on each of the maximum vibration acceleration values ​​and the first vibration acceleration value of each preset area at the time of test completion, determining a change in vibration acceleration in each preset area; and finally, determining the degradation of vehicle ride comfort based on each of the vibration acceleration changes. This solution addresses the technical problem of reducing the cost of evaluating vehicle ride comfort degradation.

Description

Technical Field

[0001] The present application relates to the field of automobile vibration control technology, and in particular to methods, devices, media, and products for evaluating automobile ride comfort attenuation. Background Art

[0002] The automotive industry's demands for enhanced ride comfort are increasing. However, the complex environments encountered in actual vehicle use can lead to a discrepancy between actual performance and design goals. Driving creates various vibrations that directly impact occupant comfort. High temperatures can cause a certain degree of degradation in the performance of the vehicle's shock absorbers, negatively impacting overall vehicle comfort. To improve the adaptability of automotive products, a methodology is needed to assess and analyze the impact of high-temperature environments on vehicle performance.

[0003] Currently, a common method for assessing the impact of high-temperature environments on vehicle performance is to conduct long-term, long-mileage road tests on vehicles in areas with the highest ambient temperatures. During these tests, varying load conditions, road surfaces, and driving modes are employed to enable the vehicle's systems to operate continuously for a period of time in high-temperature, complex environments. After the tests are completed, key components of the vehicle, such as the shock absorbers, are disassembled and inspected, then transported back to the laboratory for precise testing to determine any changes in their performance parameters. This analysis then serves to determine the extent of the ambient temperature's impact on vehicle performance.

[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 driving comfort changes 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 comprising:

[0007] Determine, based on test data of a vehicle tested under a number of preset test conditions, a curve of vibration acceleration values ​​in each preset area as a function of shock absorber temperature;

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

[0009] Determining a 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, an 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 in 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 further comprises:

[0015] After completing one 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 a curve of a vibration acceleration value of each preset area as a function of shock absorber temperature based on test data of a vehicle tested according to a plurality 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 a number of preset test conditions, a preset second-order polynomial function is used to fit the change 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 a maximum vibration acceleration value on the curve of the vibration acceleration value of each preset area changing 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 a curve of a vibration acceleration value of each preset area as a function of shock absorber temperature based on test data of a vehicle tested according to a plurality of preset test conditions includes:

[0024] Get the current ambient temperature;

[0025] When the shock absorber temperature in 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-world driving conditions;

[0028] When the 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, which includes: a memory, a processor, and a computer program stored on the memory and runnable on the processor, and the computer program is 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. 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. When the computer program is executed by a processor, it implements the steps of the method for evaluating the attenuation of automobile driving comfort as described above.

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

[0033] This 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, based on the variation curve, determines the maximum vibration acceleration value of each preset area; then, based on each of the maximum vibration acceleration values ​​and the first vibration acceleration value of each preset area at the time of test completion, determines the vibration acceleration change of each preset area; finally, based on each of the vibration acceleration changes, determines the attenuation of the vehicle driving comfort.

[0034] Because a curve that shows how vibration acceleration changes with shock absorber temperature is determined based on test data from 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 and costly actual vehicle testing to determine the impact of shock absorber performance degradation on comfort. This effectively solves the problem in the existing technology of requiring a large number of road tests to obtain parameters for shock absorber performance changes, and thus makes it possible to directly evaluate and predict the degree of degradation of automobile driving comfort using limited test data.

[0035] Specifically, by presetting different test conditions, this method can obtain sufficient data in a limited number of tests. This data can reflect the impact of increased shock absorber temperature on the vibration of each area. This data is then used to fit the vibration-temperature curve, and the maximum vibration acceleration under the worst-case scenario can be derived without conducting comprehensive, long-term tests. By calculating the change in vibration acceleration, it is possible to determine the impact of shock absorber performance degradation 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 required by existing technologies, greatly shortens test time, and saves test costs. At the same time, it is also possible to directly obtain quantitative results of comfort degradation without the need for extensive parameter analysis. In short, this solution combines effective data acquisition, 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0038] Figure 1 A flowchart of the first embodiment of the method for evaluating the attenuation of automobile driving comfort provided in this application;

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

[0040] Figure 3 A flowchart of the third embodiment of the method for evaluating the attenuation of automobile driving comfort 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 explained 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 merely used to explain the technical solutions of the present application and are not intended 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 execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of performing the above functions. The following uses the automobile ride 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 automobile driving comfort in this 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 test data of the vehicle tested according to a number of preset test conditions, determining a curve of the vibration acceleration value of each preset area versus 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 guide rail of the driver's seat, the outer guide rail of the front passenger 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, and the unit is m / s 2 Shock absorber temperature refers to the temperature of the vehicle's shock absorber during operation, measured in °C. The variation curve shows the trend of vibration acceleration values ​​changing with shock absorber temperature.

[0050] Specifically, this step is performed after the vehicle completes testing under the preset test conditions. First, the vehicle ride comfort evaluation system collects the vibration acceleration values ​​and corresponding shock absorber temperature data for each preset area during the test. Then, for each preset area, a second-order polynomial function is fitted, using shock absorber temperature as the independent variable and vibration acceleration value as the dependent variable, to generate a curve showing the change in vibration acceleration value versus shock absorber temperature. These curves 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 achieved in a variety of ways:

[0052] Alternatively, the vehicle can be parked in a designated hot zone test area and immersed in the environment for a specified period of time to increase its temperature. Temperature sensors and vibration acceleration sensors are then installed at key locations on the vehicle. The vehicle is then driven through a series of test runs under pre-set test conditions while continuously recording data from 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, generating a curve showing how the vibration acceleration values ​​in each pre-set area change as a function of shock absorber temperature.

[0053] Optionally, this step can also be implemented through 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 vehicle's driving state under various preset test conditions. Next, extract the vibration acceleration data and corresponding shock absorber temperature data for 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 showing the change of the vibration acceleration value of each preset area with the shock absorber temperature.

[0054] It is understandable that this step may also be implemented in other ways, such as through real vehicle bench testing 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 values ​​of each preset area obtained in step S10 as a function of the shock absorber temperature. The maximum vibration acceleration value represents the maximum vibration level that can occur in each preset area during the entire test process and is an important indicator for evaluating vehicle ride comfort.

[0057] Specifically, this step is performed immediately after obtaining the variation curve. First, the vehicle ride comfort evaluation system analyzes the variation curve for each preset region and identifies the maximum value on the curve. The corresponding vibration acceleration value is then used as the maximum vibration acceleration value for that preset region. If the curve does not exhibit a clear extreme value within the test temperature range, the curve's variation trend over a wider temperature range needs to be considered. Furthermore, the highest temperature corresponding to the shock absorber's historical maximum vibration acceleration in actual operation needs to be considered and the corresponding vibration acceleration value calculated at that temperature. Finally, the vibration acceleration values ​​obtained under these two conditions are compared, and the larger value is taken as the maximum vibration acceleration value for the preset region. This determination method strikes a balance between actual test data and theoretical predictions. By comparing the actual maximum value on the curve with the predicted value at the temperature corresponding to the historical maximum vibration acceleration value, a more comprehensive assessment of the vehicle's vibration performance under various possible conditions can be achieved. This approach accounts for extreme conditions that may not have been covered in the test, improving the reliability and applicability of the evaluation results.

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

[0059] Alternatively, 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, considering the highest temperature corresponding to the historical maximum vibration acceleration of the actual shock absorber operation, such as 110°C, the vibration acceleration value at this temperature is calculated. Finally, the two values ​​are compared and the larger one is taken as the maximum vibration acceleration value.

[0060] Alternatively, this can be achieved through discrete data analysis. First, calculate the vibration acceleration values ​​for all points on the variation curve within a wide temperature range (e.g., 0°C to 120°C) with a small step size (e.g., 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 for 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 of test completion;

[0063] The maximum vibration acceleration value refers to the maximum vibration level that can occur in each preset area, as determined in step S20. The test completion time refers to the time at which the entire test cycle ends. The first vibration acceleration value represents the actual vibration acceleration value measured in each preset area at the time of test completion. The vibration acceleration change indicates the magnitude of the change in vibration acceleration in each preset area throughout the test, 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 multiple ways:

[0066] Alternatively, 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. Next, when the test is complete, 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 provides immediate results, allowing engineers to quickly evaluate the test results.

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

[0068] It's understood that other approaches can be used to calculate and analyze the percentage change in vibration acceleration, 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 regions and time periods. These advanced methods can provide deeper insights, helping to improve vehicle design and optimize testing 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 magnitude of the change in vibration acceleration in each preset area determined in step S30. Ride comfort refers to the level of comfort experienced by passengers in the vehicle and is typically closely related to factors such as vehicle vibration and noise. Preset areas refer to key locations on the vehicle that are pre-determined for measuring vibration acceleration, such as the driver's seat outer rail and the passenger seat outer rail. Attenuation indicates 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 different degrees of vibration, 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 the passenger may feel, thereby providing more targeted guidance for vehicle performance improvement.

[0072] In some embodiments, the ride comfort attenuation amount can be determined 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 is established from the vibration acceleration change to the comfort attenuation. 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, its vibration acceleration change is substituted 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, this maximum value is used as the attenuation of the driving comfort of the entire vehicle and converted into a percentage.

[0074] Optionally, fuzzy logic combined with the maximum 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". Afterwards, 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 driving comfort attenuation. It is understandable that other methods can also be used to determine the driving comfort attenuation, which is not limited here.

[0075] In summary, this embodiment first determines a variation curve of the vibration acceleration value of each preset area as a inverse of the shock absorber temperature based on test data of a vehicle tested under a number of preset test conditions; then, based on the variation curve, determines a maximum vibration acceleration value of each preset area; then, based on each of the maximum vibration acceleration values ​​and the first vibration acceleration value of each preset area at the time of test completion, determines a vibration acceleration variation of each preset area; finally, based on each of the vibration acceleration variations, determines an attenuation of the vehicle's driving comfort.

[0076] Because a curve that shows how vibration acceleration changes with shock absorber temperature is determined based on test data from 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 and costly actual vehicle testing to determine the impact of shock absorber performance degradation on comfort. This effectively solves the problem in the existing technology of requiring a large number of road tests to obtain parameters for shock absorber performance changes, and thus makes it possible to directly evaluate and predict the degree of degradation of automobile driving comfort using limited test data.

[0077] Specifically, by presetting different test conditions, this method can obtain sufficient data in a limited number of tests. This data can reflect the impact of increased shock absorber temperature on the vibration of each area. This data is then used to fit the vibration-temperature curve, and the maximum vibration acceleration under the worst-case scenario can be derived without conducting comprehensive, long-term tests. By calculating the change in vibration acceleration, it is possible to determine the impact of shock absorber performance degradation 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 required by existing technologies, greatly shortens test time, and saves test costs. At the same time, it is also possible to directly obtain quantitative results of comfort degradation without the need for extensive parameter analysis. In short, this solution combines effective data acquisition, 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 embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 2 Based on the first embodiment, this embodiment provides a more specific solution for evaluating the attenuation of vehicle driving comfort and a solution for predicting vehicle comfort in a high-temperature environment, as follows:

[0079] Step S201, fitting a curve of the vibration acceleration value and the shock absorber temperature in each preset area using a preset second-order polynomial function based on the vibration acceleration value and the shock absorber temperature in each preset area in test data of a vehicle tested according to a plurality of preset test conditions;

[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 front passenger 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 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, the body under the right seat, and other key areas. The vibration acceleration value is used to represent 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 described above, the specific preset second-order polynomial function given in this embodiment is in this form.

[0089] This step is performed after collecting data from vehicle tests performed under preset test conditions. Specifically, the vibration acceleration values ​​and corresponding shock absorber temperature data for each preset area are first extracted from the test data. Then, for each preset area, a preset second-order polynomial function is used to fit a curve showing the change in vibration acceleration values ​​as a function of shock absorber temperature. This fitting process typically utilizes mathematical methods such as least squares. By adjusting the coefficients a, b, and c of the polynomial function, the error between the fitted curve and the actual data points is minimized. Once the fitting is complete, the resulting polynomial function can be used to describe and predict vibration acceleration values ​​at different shock absorber temperatures, providing a basis for subsequent analysis.

[0090] In some embodiments, the fitting of the vibration acceleration value versus shock absorber temperature 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 data points that are significantly deviated, which may be caused by sensor failure or external interference. The data is then smoothed, using methods such as moving averages to reduce random fluctuations in the data. Next, the processed data is sorted according to the 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 fitting accuracy. First, the entire temperature range is divided into several intervals based on the distribution characteristics of the shock absorber temperature. Then, a second-order polynomial fit is performed on the data within each temperature interval. This can better capture the changing characteristics of the vibration acceleration values ​​within 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 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] The preset shock absorber temperature refers to the shock absorber temperature corresponding to the maximum vibration acceleration in historical test data, reflecting the temperature conditions when vibration is most intense. The vibration acceleration value is used to indicate the vibration intensity of each preset area, measured in meters per second squared. The first maximum vibration acceleration value refers to the maximum vibration intensity that can be reached in each preset area at the preset shock absorber temperature. Preset areas represent specific locations within the vehicle for measuring vibration, such as the outer rails of the driver's seat and the outer rails of the passenger seat. 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 driving 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 conditions of the vehicle under the same temperature environment based on the most unfavorable vibration conditions in the historical data, so as to provide benchmark data for subsequent evaluations.

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

[0098] Optionally, a historical database can be established first, containing all vibration acceleration data from past tests and actual use, as well as the corresponding shock absorber temperatures. A data analysis program can then be developed to traverse the entire database and identify the global maximum vibration acceleration value and its corresponding temperature. This temperature is then 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 for each preset area at this temperature. Finally, the calculated results are verified to ensure they are consistent with the historical data. If significant discrepancies are observed, the fitting function or data analysis method may need to be reviewed.

[0099] Optionally, a weighted analysis method can be used. First, historical data is categorized by test type or usage scenario. Then, the maximum vibration acceleration and its corresponding temperature are separately found for each type of data. Next, each type of data is weighted based on its importance or frequency of occurrence. After that, a weighted average temperature is calculated and used as the preset shock absorber temperature. Finally, this weighted average temperature is used to calculate the first maximum vibration acceleration value for each preset area using the fitting function in 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 most likely to cause maximum vibration, which are not limited here.

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

[0102] The curve of vibration acceleration versus shock absorber temperature is the second-order polynomial function fitted in step S201, which describes 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 can be achieved in each preset area within the entire shock absorber temperature range. The second maximum vibration acceleration value is the maximum vibration acceleration value found on the curve using mathematical methods, representing 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 driving 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. These maximum values ​​obtained are defined as the second maximum vibration acceleration value of each preset area. The purpose of this step is to find the maximum vibration intensity that each preset area may reach within the entire possible temperature range.

[0104] In some embodiments, the second maximum vibration acceleration value can be determined in multiple ways:

[0105] Optionally, you can first use the calculus method. Calculate the first-order derivative of the second-order polynomial function for each preset area and set it equal to zero to solve for 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 ​​at 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 physical meaning.

[0106] Alternatively, 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 the calculated vibration acceleration values ​​to find the maximum value. Finally, use this maximum value as the second maximum vibration acceleration value. Although this method is computationally intensive, it can avoid some of the mathematical difficulties that may be encountered with 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, and is used for subsequent evaluation of the attenuation degree of vehicle 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 front passenger 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, its first maximum vibration acceleration value (based on historical data) and the second maximum vibration acceleration value (based on theoretical calculation) are compared, and the larger of the two is selected 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 the 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 maximum vibration acceleration value can be determined 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, which is convenient 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 machine learning algorithms to analyze the relationship between historical data and theoretical calculation results, predict vibration conditions that may be underestimated, and adjust the final maximum vibration acceleration value accordingly. This 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 of test completion;

[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] The preset areas represent specific locations within the vehicle for vibration measurement, such as the driver's seat outer rail and the passenger seat outer rail. The vibration acceleration change refers to the magnitude of the change in vibration acceleration in each preset area relative to normal temperature conditions, and is used to indicate the degree to which high temperatures affect vehicle vibration. Vehicle ride comfort refers to the overall level of comfort experienced by passengers in the vehicle, encompassing factors such as vibration, noise, and temperature. This solution primarily assesses this using vibration acceleration. The attenuation score is a numerical indicator used to quantify the degree to which a high-temperature environment affects vehicle ride comfort. The mapping relationship represents the correspondence between the vibration acceleration change and the attenuation score, and is used to convert physical measurements into comfort scores. The preset areas include, but are not limited to, the driver's seat outer rail (D1), the passenger seat outer rail (D2), the body under the left rear seat (D3), and the body under the right rear 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 changes in vibration acceleration at the outer guide rail of the driver's seat, the outer guide rail of the front passenger seat, the body under the left rear seat, and the body under 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 its calculated vibration acceleration change, the mapping relationship table is searched 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] Alternatively, an AI-assisted evaluation method can be used. First, a large amount of historical test data is collected, including the changes in vibration acceleration and the corresponding subjective comfort scores for different vehicle models and environmental conditions. Then, this data is used to train a machine learning model, such as a neural network or decision tree. Next, when new test data arrives, the changes in vibration acceleration for each preset area are input into the trained model. Finally, the model outputs a predicted attenuation score. This method can capture more complex nonlinear relationships, and as data accumulates, the accuracy of the model will continue to improve. At the same time, this method can also consider other factors, such as vehicle model and road conditions, to provide a more comprehensive evaluation.

[0125] It is understood that other approaches could be used to implement the mapping-based determination of attenuation scores for each pre-set area. These approaches could include developing an interactive assessment tool that allows engineers to manually input vibration acceleration changes and displays the corresponding attenuation scores and visualized results in real time. Alternatively, they could incorporate multi-sensor data, such as temperature and humidity, to conduct a more comprehensive comfort assessment. These approaches, not specifically defined here, could provide a more flexible and comprehensive assessment tool, helping engineers gain a deeper understanding of the impact of high-temperature environments on vehicle comfort.

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

[0127] The attenuation score is a numerical indicator used to quantify the impact of high temperatures on vehicle ride comfort. It is typically expressed as a value between 0 and 1, with 0 indicating no impact and 1 indicating the greatest impact. The maximum value represents the degree of attenuation in the area most severely affected by high temperatures, across all preset areas. The attenuation of vehicle ride comfort is an overall assessment of the reduction in vehicle comfort, reflecting the impact of high temperatures on overall vehicle comfort. Preset areas include, but are not limited to, measurement points such as the outer rails of the driver's seat, the outer rails of the passenger seat, the bodywork beneath the left rear seat, and the bodywork beneath 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, recording a first evaluation score in response to the user's subjective evaluation of vehicle comfort;

[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 vehicle comfort, usually including professional testers and ordinary consumer representatives. Vehicle comfort refers to the overall feeling when riding in the vehicle, including vibration, noise, temperature and other aspects. Subjective evaluation refers to the user's qualitative or quantitative evaluation of vehicle comfort 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 using a numerical scale (such as 1-10 points) or a descriptive grade (such as excellent, good, average, 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, recording the first evaluation score of the user's subjective evaluation can be achieved in various ways:

[0133] Alternatively, a digital evaluation system can be developed. First, create a mobile app or web interface containing a detailed evaluation questionnaire. This questionnaire should cover multiple comfort-related aspects, each with corresponding scoring options. Then, after the test cycle is complete, a notification is sent to users, inviting them to submit a review using the app or website. The system then collects user evaluation data in real time and automatically calculates a comprehensive first-level evaluation score using a pre-set algorithm. Finally, the system stores this score along with other test data in a central database and generates a preliminary analysis report. This approach allows for rapid collection and processing of evaluation data, reduces human error, and provides real-time analysis results.

[0134] Optionally, a multiple-round evaluation and feedback approach can be used. First, a preliminary verbal evaluation is conducted immediately after the test cycle, 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 reflect on 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, it can reduce the impact of personal bias.

[0135] It is understood that other methods can also be used to record the user's subjective first evaluation score, 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 and galvanic skin response) to assist in assessing the user's actual comfort level, which are not limited here. These innovative methods can provide richer and more objective evaluation data, helping 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 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 severely affected by high temperature among all preset areas. The difference is used to represent the deviation between the subjective evaluation and the objective measurement. The final predicted driving comfort score refers to the final comfort index obtained after comprehensively considering the 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 quantitative 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 vehicle's comfort performance 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 scores and the maximum value of the attenuation scores 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 raw data, the calculation process and the final results, and can automatically store the results in the database for subsequent trend analysis and comparison. This method can quickly process large amounts of data, reduce human errors, and can be seamlessly integrated with other data analysis systems.

[0141] It is understood that other methods can also be used to calculate the final predicted ride comfort score, such as using machine learning algorithms to analyze large amounts of historical data to build a prediction model that can predict the final comfort score based on the initial evaluation score and the decay score, or using fuzzy logic methods 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 contribute to a deeper understanding and improvement of 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 in the first and second embodiments can be referred to above 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 a simulated real driving situation;

[0144] Simulating real-world driving conditions refers to creating test conditions that approximate actual usage. Vehicle weighting refers to adjusting the vehicle's gross mass. A preset weight is a target weight predetermined based on the vehicle's design specifications and expected usage. For example, to simulate a fully loaded family sedan, the vehicle might be weighted to its maximum design load capacity, such as 1,800 kg.

[0145] This step is performed before the actual test, typically at a test site or laboratory. Specifically, the vehicle's base unladen weight, including the weight of all standard features, is first determined. The additional weight required is then calculated based on the test objectives. Next, using counterweights such as sandbags or metal blocks, the additional weight is evenly distributed across the vehicle. During this process, care must be taken to maintain the vehicle's center of gravity and axle load ratios. Finally, the total weight is verified using precision weighing equipment, with minor adjustments made if necessary.

[0146] In some embodiments, vehicle balancing can be achieved in a variety of ways: optionally, using an intelligent hydraulic balancing system that injects or extracts liquid from storage tanks distributed throughout the vehicle under 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 counterweight system or combining virtual reality technology, which are not limited here.

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

[0150] Balancing completed means the vehicle has been adjusted to the preset weight. Ambient temperature refers to the ambient air temperature at the test site. Obtaining the current ambient temperature records the real-time temperature data at the time balancing is completed. For example, if the thermometer shows an indoor temperature of 25°C at the time balancing is completed, this 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 measuring 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 rail of the driver's seat, the outer guide rail 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 surface, the temperature sensors are 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 a variety of ways:

[0153] Alternatively, a distributed temperature sensing network can be used to 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 in 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] Testing when the shock absorber temperature matches the ambient temperature ensures accuracy and comparability. Specifically, this eliminates the impact of initial temperature differences on test results. Shock absorber performance is affected by temperature fluctuations, and starting tests at different temperatures can lead to inconsistent results. Waiting for temperatures to equalize ensures that all tests begin with the same initial conditions, improving data reliability. Furthermore, this step simulates the vehicle's starting state under normal conditions, more closely resembling actual usage.

[0157] In some embodiments, there are several ways to ensure that testing 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 pre-set areas reaches the set conditions;

[0159] Optionally, thermal imaging technology can be used to monitor the temperature distribution of the entire vehicle in real time, ensuring uniformity before testing begins. It is understood that other methods can also be used, such as combining an environmental simulation chamber 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. 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 that can be executed 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 suitable for implementing an embodiment of the present application to evaluate vehicle ride comfort degradation. The device for evaluating vehicle ride comfort degradation 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), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 4 The device for evaluating the attenuation of automobile driving comfort shown is merely 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 degradation of automobile ride comfort may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. Various programs and data required for the operation of the device for evaluating the degradation of automobile ride comfort are also stored in RAM 1004. Processing device 1001, ROM 1002, and RAM 1004 are connected to each other via 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: an input device 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the device for evaluating vehicle ride comfort degradation to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a device for evaluating vehicle ride comfort degradation having various systems, it should be understood that it is not required to implement or have all of 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 processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising 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 via 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 assessing vehicle ride comfort degradation provided in this application, employing the method for assessing vehicle ride comfort degradation described in the aforementioned embodiment, can address the technical problem of reducing the cost of assessing vehicle ride comfort degradation. Compared to the prior art, the beneficial effects of the device for assessing vehicle ride comfort degradation provided in this application are the same as those of the method for assessing vehicle ride comfort degradation described in the aforementioned embodiment. Other technical features of the device for assessing vehicle ride comfort degradation are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0165] It should be understood that the various parts disclosed in this application can be implemented using 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 description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0167] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, a computer program) stored thereon, wherein 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 this 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 thereof. 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 thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction 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 thereof.

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

[0170] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0171] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned method for assessing vehicle ride comfort degradation. This computer-readable storage medium addresses the technical problem of reducing the cost of assessing vehicle ride comfort degradation. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the method for assessing vehicle ride comfort degradation provided in the aforementioned embodiment, and are not further elaborated here.

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

[0173] The computer program product provided in this application can solve the technical problem of reducing the cost of assessing vehicle ride comfort degradation. Compared to the prior art, the computer program product provided in this application has the same beneficial effects as the method for assessing vehicle ride comfort degradation provided in the aforementioned embodiment, and will not be further elaborated here.

[0174] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by 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 includes: Determine, based on test data of a vehicle tested under a number of preset test conditions, a curve of vibration acceleration values ​​in each preset area as a function of shock absorber temperature; Based on the change curve, determining the maximum vibration acceleration value of each preset area; Determining a 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; determining an attenuation of the vehicle's driving comfort based on each of the vibration acceleration changes; 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 in 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.

2. The method according to claim 1, wherein The step of determining the attenuation of the vehicle driving comfort based on each of the vibration acceleration changes then includes: After completing one 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 attenuation scores is used as the final predicted ride comfort score.

3. The method according to claim 1, wherein The step of determining a curve of a vibration acceleration value of each preset area as a function of shock absorber temperature based on test data of the vehicle tested according to a plurality 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 a number of preset test conditions, a preset second-order polynomial function is used to fit the change curve of the vibration acceleration value of each preset area with the shock absorber temperature.

4. The method according to claim 1, wherein 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 a maximum vibration acceleration value on the curve of the vibration acceleration value of each preset area changing 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.

5. The method according to claim 1, wherein The step of determining a curve of a vibration acceleration value of each preset area as a function of shock absorber temperature based on 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 in 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.

6. The method according to claim 5, wherein The step of obtaining the current ambient temperature previously includes: Balancing the vehicle to a preset weight based on simulated real-world driving conditions; When the balancing is completed, the step of obtaining the current ambient temperature is performed.

7. A device for evaluating the attenuation of automobile driving comfort, characterized in that: The device for evaluating the attenuation of automobile driving comfort includes: 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 driving comfort as described in any one of claims 1 to 6.

8. A storage medium, characterized in that: The storage medium 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 according to any one of claims 1 to 6 are implemented.

9. 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 6 are implemented.

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