Driving performance evaluation method, system, electronic device and storage medium of vehicle

Abstract

The embodiment of the application provides a driving performance evaluation method and system of a vehicle, electronic equipment and a storage medium, and belongs to the technical field of automobile engineering. The method comprises the following steps: when the vehicle is in a constant acceleration working condition, calculating a vehicle longitudinal acceleration disturbance score index, a high-frequency disturbance frequency and amplitude proportion score index, a longitudinal acceleration gradient score index, an expected acceleration score index, a throttle map matching degree score index and a low-frequency resonance score index; and calculating a driving performance evaluation score based on the vehicle longitudinal acceleration disturbance score index, the high-frequency disturbance frequency and amplitude proportion score index, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index and the low-frequency resonance score index according to preset weights. Through the combination of multi-dimensional and quantitative evaluation indexes, the embodiment of the application realizes accurate evaluation of the acceleration performance of an AMT heavy vehicle, improves the consistency and efficiency of the evaluation, and reduces the evaluation cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automotive engineering, in particular to a driving performance evaluation method and system for a vehicle, an electronic device and a storage medium. BACKGROUND

[0002] Currently, the driving performance evaluation of heavy-duty vehicles faces severe challenges. On the one hand, the evaluation process highly depends on the subjective feelings of the evaluators, and lacks unified and objective evaluation criteria, which not only significantly reduces the consistency and reliability of the evaluation results, but also significantly increases the cost and complexity of the evaluation. On the other hand, there is a lack of software resources on the market for evaluating the driving performance of heavy-duty vehicles, and the existing software has obvious shortcomings, such as the evaluation indicators failing to comprehensively and scientifically cover all aspects of driving performance, especially neglecting the subtle differences that are crucial to the driving experience. At the same time, the robustness of these systems needs to be improved, as small changes in the external environment can cause significant fluctuations in the evaluation results, thereby reducing the accuracy and reliability of the evaluation.

[0003] Therefore, it has become an important issue to be solved urgently to build a scientific, comprehensive, objective and highly robust driving performance evaluation system for heavy-duty vehicles. SUMMARY

[0004] The purpose of the embodiments of the present application is to provide a driving performance evaluation method and system for a vehicle, an electronic device and a storage medium, which can at least partially solve the technical problems existing in the prior art.

[0005] To achieve the above-mentioned purpose, the embodiments of the present application provide a driving performance evaluation method for a vehicle, comprising:

[0006] When the vehicle is in a constant acceleration working condition, the vehicle longitudinal acceleration disturbance score index, the frequency and amplitude proportion score index of high-frequency disturbance, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index and the low-frequency resonance score index are calculated respectively;

[0007] Based on the vehicle longitudinal acceleration disturbance score index, the frequency and amplitude proportion score index of high-frequency disturbance, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index and the low-frequency resonance score index, the driving performance evaluation score is calculated according to the preset weight.

[0008] Optionally, the process of determining whether the vehicle is in a constant acceleration working condition comprises:

[0009] The vehicle is determined to be in an acceleration condition if the vehicle meets the acceleration condition determination condition, wherein the acceleration condition determination condition is represented by the accelerator pedal position being greater than zero, the accelerator pedal position rate of change being less than a predetermined value, the vehicle acceleration being greater than zero, and the current gear of the transmission being greater than zero.

[0010] The vehicle is determined to be in a constant throttle acceleration condition if the vehicle meets the constant throttle acceleration condition determination condition, wherein the constant throttle acceleration condition determination condition is represented by the pedal being at a constant level and not exceeding the full load throttle position, and the transmission gear remaining unchanged for a predetermined time.

[0011] Optionally, the calculation process of the vehicle longitudinal acceleration disturbance score indicator and the longitudinal acceleration gradient score indicator includes:

[0012] The average acceleration of the vehicle in the entire acceleration interval is calculated, and the maximum and minimum values of the acceleration in the interval are selected;

[0013] The peak value deviating from the average acceleration is determined as the vehicle longitudinal acceleration disturbance value, wherein the greater the vehicle longitudinal acceleration disturbance value, the lower the vehicle longitudinal acceleration disturbance score indicator;

[0014] The longitudinal acceleration gradient is determined based on the difference between the maximum and minimum values of the acceleration in the interval, wherein the greater the longitudinal acceleration gradient, the lower the vehicle longitudinal acceleration gradient score indicator.

[0015] Optionally, the expected acceleration curve under the current throttle is calculated according to the following formula:

[0016]

[0017]

[0018] In the formula, m represents the vehicle mass, represents the resistance parameter, and θ represents the road slope, represents the total ratio of the transmission speed ratio multiplied by the differential speed ratio, η represents the DPI efficiency, r represents the dynamic wheel radius, and n represents the engine speed, represents the maximum engine speed value, v represents the vehicle speed, k(n) represents a coefficient related to the engine speed, simulating the influence of the moment of inertia, and the coefficient α represents the moment of inertia influence coefficient.

[0019] Optionally, the throttle map matching degree evaluates the deviation between the actual acceleration and the ideal acceleration under the current throttle position, and the expected acceleration value under a certain throttle is calculated according to the following formula:

[0020]

[0021] wherein m represents the vehicle mass, r represents the tire radius, i represents the overall transmission ratio, represents the throttle pedal position percentage, represents the rated torque at the current engine speed.

[0022] Optionally, the root mean square value of the acceleration signal in the low frequency band is calculated according to the following formula to represent the low frequency resonance score index:

[0023]

[0024] wherein N represents the total number of elements in the data set, represents the square of the i-th acceleration signal in the low frequency band data set, wherein the higher the RMS value, the greater the overall fluctuation of the vehicle's acceleration in the low frequency range, and the lower the low frequency resonance score.

[0025] Optionally, the driving performance evaluation score is calculated according to the following formula:

[0026]

[0027] wherein, , , , , , respectively represent the weight coefficients of the vehicle longitudinal acceleration disturbance score index, the frequency and amplitude proportion score index of high frequency disturbance, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index, and the low frequency resonance score index of the comprehensive driving performance evaluation, represents the vehicle longitudinal acceleration disturbance score index, represents the frequency and amplitude proportion score index of high frequency disturbance, represents the longitudinal acceleration gradient score index, represents the expected acceleration score index, represents the throttle map matching degree score index, represents the low frequency resonance score index.

[0028] On the other hand, the present application also provides a driving performance evaluation system of a vehicle, comprising:

[0029] a calculation unit for determining that the vehicle is in a constant acceleration working condition, and respectively calculating a vehicle longitudinal acceleration disturbance score index, a frequency and amplitude proportion score index of high frequency disturbance, a longitudinal acceleration gradient score index, an expected acceleration score index, a throttle map matching degree score index, and a low frequency resonance score index.

[0030] The evaluation unit is configured to calculate a driving performance evaluation score based on the vehicle longitudinal acceleration disturbance score indicator, the high-frequency disturbance frequency and amplitude proportion score indicator, the longitudinal acceleration gradient score indicator, the expected acceleration score indicator, the throttle map matching degree score indicator, and the low-frequency resonance score indicator according to preset weights.

[0031] In another aspect, the present application also provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the driving performance evaluation method of the vehicle as described above when executing the program.

[0032] In another aspect, the present application also provides a non-transitory computer readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the driving performance evaluation method of the vehicle as described above.

[0033] Through the above technical solution, the objective and accurate evaluation of the acceleration performance of the AMT heavy-duty vehicle is realized by combining the multi-dimensional and quantitative evaluation indicators, the consistency and efficiency of the evaluation are improved, and the evaluation cost is reduced.

[0034] Other features and advantages of the embodiments of the present application will be described in detail in the following specific implementation part. BRIEF DESCRIPTION OF DRAWINGS

[0035] The accompanying drawings are included to provide a further understanding of the embodiments of the present application, and constitute a part of the specification, and are used together with the following specific implementation to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. In the drawings:

[0036] Figure 1 is an implementation flowchart of a driving performance evaluation method of a vehicle provided by the embodiments of the present application;

[0037] Figure 2 is a detailed implementation flowchart of a driving performance evaluation method of a vehicle provided by the embodiments of the present application;

[0038] Figure 3 is a structural schematic diagram of a driving performance evaluation system of a vehicle provided by the embodiments of the present application. DETAILED DESCRIPTION

[0039] The specific implementation of the embodiments of the present application will be described in detail below in conjunction with the drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the embodiments of the present application, and is not used to limit the embodiments of the present application.

[0040] Reference Figure 1As shown, an implementation flowchart of a driving performance evaluation method of a vehicle provided by an embodiment of the present application includes the following execution steps:

[0041] Step 100: When the vehicle is in a constant acceleration working condition, calculate the vehicle longitudinal acceleration disturbance score index, the frequency and amplitude proportion score index of high-frequency disturbance, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index, and the low-frequency resonance score index, respectively.

[0042] In some embodiments, the process of determining whether the vehicle is in a constant acceleration working condition includes: judging whether the vehicle is in an acceleration working condition based on an acceleration working condition judgment condition, and if the vehicle meets the acceleration working condition judgment condition, it means that the vehicle is in an acceleration working condition; wherein the acceleration working condition judgment condition is characterized by the throttle pedal position being greater than zero, the throttle pedal position change rate being less than a calibrated rated value, the vehicle acceleration being greater than zero, and the current gear of the transmission being greater than zero; if the vehicle is in an acceleration working condition, it is judged whether the vehicle is in a constant throttle acceleration working condition based on a constant throttle acceleration working condition judgment condition, and if the vehicle meets the constant throttle acceleration working condition judgment condition, it means that the vehicle is in a constant acceleration working condition; wherein the constant throttle acceleration working condition judgment condition is characterized by the pedal being at a constant level and not exceeding the full load throttle position, and the transmission gear remaining unchanged for a preset time.

[0043] In some embodiments, the acceleration working condition judgment condition is: the throttle pedal position is greater than 0, the throttle pedal position change rate is less than a calibrated rated value, the vehicle acceleration is greater than 0, and the current gear of the transmission is greater than 0; the detailed definition and exit condition of the constant throttle acceleration working condition are: the judgment condition is that the pedal is at a constant level for 0-5 seconds and does not exceed the full load throttle position, and the transmission gear remains unchanged for the same time. The exit condition is that the throttle pedal position change is greater than 5%, the transmission gear is shifted, or the engine speed reaches 95% of the rated speed.

[0044] The acceleration working condition is divided into four working conditions according to the throttle action, and the boundary condition of the constant throttle acceleration working condition is clearly defined.

[0045] In some embodiments, the calculation process of the vehicle longitudinal acceleration disturbance score index and the longitudinal acceleration gradient score index includes the following steps:

[0046] S1: Calculate the average value of the acceleration of the vehicle in the entire acceleration interval, and select the maximum and minimum values of the acceleration in the interval.

[0047] S2: Determine the peak value deviating from the average acceleration, and take the peak value as the vehicle longitudinal acceleration disturbance value, wherein the greater the vehicle longitudinal acceleration disturbance value, the lower the vehicle longitudinal acceleration disturbance score index.

[0048] S3: determine the longitudinal acceleration gradient based on the difference between the maximum and minimum values of the acceleration in the interval, wherein the greater the longitudinal acceleration gradient, the lower the vehicle longitudinal acceleration gradient score indicator.

[0049] In some embodiments, the longitudinal acceleration disturbance refers to the degree of fluctuation of the acceleration value around its mean value during the actual acceleration process, which reflects the smoothness of the vehicle acceleration. The mean value of the acceleration in the entire acceleration interval is calculated , the maximum value and the minimum value of the acceleration in the interval are found, but generally more attention is paid to fluctuations that are greatly different from the mean value, which reflects the acceleration impact of the vehicle, so the peaks and valleys that deviate greatly from the mean value are considered. , wherein is each value in the acceleration sequence. The greater the longitudinal acceleration disturbance, the lower the score. The longitudinal acceleration disturbance is positively corrected when in a large throttle position.

[0050]

[0051] wherein: b is the throttle opening (%), n is the voltage signal change gradient of the throttle.

[0052] In some embodiments, to further refine the evaluation, the frequency and amplitude ratio of high-frequency disturbance are further calculated, the disturbance frequency from one wave peak to the next same wave peak, or from a trough to a trough is calculated, and the ratio of the interval with an amplitude greater than the mean value by d% in the interval with a frequency greater than c Hz in the total interval is calculated. Since high amplitude represents vibration and jolt, the greater the ratio x , the lower the score.

[0053]

[0054]

[0055]

[0056]

[0057] wherein: f is the disturbance frequency, T is the period, c is given by the measurer, the greater the value of c, the higher the tolerance to vibration, the value is limited to 2~50, and the default value is c=10; d is given by the measurer, the greater the value of d, the higher the tolerance to uncomfortable jolt, the value is limited to 0~100%, and the default value is d=50%; i is the interval with a disturbance frequency greater than 10 Hz, and z is the interval with an amplitude greater than the mean value by 50%, is z the interval time accounting for the total time greater than 10 Hz percentage.

[0058] In some embodiments, the longitudinal acceleration gradient refers to the significant difference in acceleration change during acceleration, which reflects the linearity of acceleration change and the dynamic response capability of the vehicle. Find the maximum value of acceleration in this interval ( ) and minimum value ( ), The larger the longitudinal acceleration gradient is, the worse the acceleration linearity is, and the lower the score is.

[0059] Not only is the maximum value of the acceleration disturbance calculated, but frequency analysis is also introduced, especially the proportion of high-frequency disturbances and the frequency of fluctuations with amplitudes exceeding the set threshold, to comprehensively evaluate the acceleration smoothness.

[0060] In some embodiments, the expected acceleration is a theoretical acceleration value calculated based on the vehicle dynamics model and the current throttle position, which is used to compare with the actual acceleration to evaluate the responsiveness of the powertrain. For acceleration at a constant throttle position, the expected acceleration curve at the current throttle position is calculated based on vehicle parameters such as vehicle mass, drag coefficient, road grade, overall speed ratio, efficiency, wheel radius, and engine moment of inertia according to the formula:

[0061] ;

[0062] ;

[0063] Where m represents the vehicle mass, represents the resistance parameter, θ represents the road slope, represents the total ratio of the transmission speed ratio multiplied by the differential speed ratio, η represents the DPI efficiency, r represents the dynamic wheel radius, n represents the engine speed, represents the maximum engine speed, v represents the vehicle speed, and k(n) represents a coefficient related to engine speed, simulating the influence of moment of inertia. The coefficient α represents the influence of moment of inertia; larger values ​​indicate a greater impact. This value is set by the measurement personnel and should be ≤ 1, with a default value of α = 0.8. The lower the average acceleration level relative to the expected average acceleration level, the lower the score. When the throttle position is low and the trigger time is short, a negative correction is applied to the expected acceleration.

[0064] Establish an expected acceleration calculation model that is dynamically adjusted based on the vehicle's real-time status (such as mass, drag coefficient, road slope, etc.) to improve the accuracy and adaptability of the evaluation.

[0065] In some embodiments, the throttle map matching degree: evaluates the deviation between the actual acceleration and the ideal acceleration at the current throttle position, reflecting the degree of optimization of the throttle response curve. According to the formula, the expected acceleration value at a certain throttle is calculated, and the positive / negative deviation between the ideal acceleration and the actual acceleration corresponding to the current vehicle speed at a certain throttle.

[0066]

[0067] where m represents the vehicle mass, r represents the tire radius, i represents the total transmission ratio, represents the throttle pedal position percentage, represents the rated torque at the current engine speed.

[0068] The higher the consistency between the ideal acceleration and the actual acceleration, the higher the score. When the throttle position is too large, causing the actual acceleration to be greater than the ideal acceleration, or the throttle position is too small, the ideal acceleration is corrected to fit the actual acceleration curve as much as possible.

[0069] A real-time feedback system is designed to dynamically correct the throttle map based on the deviation between the throttle position and the actual acceleration, ensuring that the evaluation model is continuously matched with the actual performance of the vehicle.

[0070] In some embodiments, low-frequency resonance refers to the acceleration fluctuation phenomenon of the vehicle in the low-frequency band (such as 2Hz-10Hz) during acceleration, which may affect the comfort and stability of driving. The acceleration signal is filtered to extract the components in the 2Hz-10Hz frequency band. The root mean square (RMS) value of the acceleration signal in this frequency band is calculated:

[0071]

[0072] where N represents the total number of elements in the data set, represents the square of each value in the low-frequency data set, where the higher the RMS value, the greater the overall acceleration fluctuation of the vehicle in the low-frequency band, and the lower the low-frequency resonance score.

[0073] Step 101: Based on the vehicle longitudinal acceleration disturbance score index, the frequency and amplitude ratio score index of high-frequency disturbance, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index, and the low-frequency resonance score index, the driving performance evaluation score is calculated according to the pre-set weight.

[0074] In some embodiments, the driving performance evaluation score is calculated according to the pre-set weight according to the 6 evaluation indexes.

[0075] The scoring mechanism: according to the quantitative results of each evaluation index, the comprehensive score is calculated according to the preset weight, and the driving evaluation total score is obtained. The scoring formula is:

[0076]

[0077] In the formula, respectively represent the weight coefficients of the vehicle longitudinal acceleration disturbance score index, the frequency and amplitude proportion score index of high frequency disturbance, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index and the low frequency resonance score index of the comprehensive driving evaluation, represents the vehicle longitudinal acceleration disturbance score index, represents the frequency and amplitude proportion score index of high frequency disturbance, represents the longitudinal acceleration gradient score index, represents the expected acceleration score index, represents the throttle map matching degree score index, represents the low frequency resonance score index.

[0078] Fusion of vehicle sensor data (such as acceleration, speed, throttle position), GPS data and user feedback and other multi-source information, build a more comprehensive and objective driving evaluation model.

[0079] In some embodiments, referring to Figure 2 , it is a detailed implementation flow chart of a vehicle driving performance evaluation method provided by the embodiment of the application, which includes: determining the vehicle driving condition, judging whether the vehicle acceleration is greater than 0, whether the throttle pedal position is greater than 0, whether the throttle pedal position change rate is less than the calibrated rated value and whether the current gear of the gearbox is greater than 0, if yes, it is determined that the vehicle is in acceleration condition, continue to judge whether the pedal is at constant level for more than 1 second and not more than full load throttle position, whether the gearbox gear remains unchanged for more than 1 second, if yes, it is determined that the vehicle is in constant acceleration condition, and the longitudinal acceleration disturbance score, the longitudinal acceleration gradient score, the expected acceleration score, the throttle map matching degree score and the low frequency resonance score are calculated, and the longitudinal acceleration disturbance calculation weight, the longitudinal acceleration gradient calculation weight, the expected acceleration calculation weight, the throttle map matching degree calculation weight and the low frequency resonance calculation weight are calculated respectively. The constant acceleration condition comprehensive score is determined by comprehensively considering the above weight values.

[0080] Through the above technical scheme, combined with multi-dimensional and quantitative evaluation indexes, the objective and accurate evaluation of the acceleration performance of AMT heavy-duty vehicle is realized, the consistency and efficiency of the evaluation are improved, and the evaluation cost is reduced.​​​​​

[0081] Referring to Figure 3 Fig. 1 is a structural schematic diagram of a driving performance evaluation system for a vehicle according to an embodiment of the present application, which comprises:

[0082] The computing unit 30 is configured to calculate the vehicle longitudinal acceleration disturbance score indicator, the frequency and amplitude proportion score indicator of high-frequency disturbance, the longitudinal acceleration gradient score indicator, the expected acceleration score indicator, the throttle map matching degree score indicator, and the low-frequency resonance score indicator when the vehicle is in a constant acceleration working condition.

[0083] The evaluation unit 31 is configured to calculate the driving performance evaluation score based on the vehicle longitudinal acceleration disturbance score indicator, the frequency and amplitude proportion score indicator of high-frequency disturbance, the longitudinal acceleration gradient score indicator, the expected acceleration score indicator, the throttle map matching degree score indicator, and the low-frequency resonance score indicator according to a preset weight.

[0084] In another aspect, the present application further provides an electronic device, which comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the driving performance evaluation method for a vehicle when executing the program.

[0085] In another aspect, the present application further provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program implements the steps of the driving performance evaluation method for a vehicle when executed by a processor.

[0086] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) containing computer-usable program code.

[0087] The present application is described with reference to the flowcharts and / or block diagrams according to the methods, devices (systems), and computer program products of the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of the flows and / or blocks, can be implemented by computer program instructions. These computer program instructions can be provided to a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to produce a machine, so that the instructions executed by the computer or other programmable data processing devices generate a device that implements the flowcharts and / or block diagrams. Figure 1 one flow or multiple flows and / or blocksFigure 1 means for performing the function specified by the block or blocks.

[0088] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the flow Figure 1 flow or flows and / or blocks Figure 1 means for performing the function specified by the block or blocks.

[0089] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the flow Figure 1 flow or flows and / or blocks Figure 1 means for performing the function specified by the block or blocks.

[0090] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0091] The memory can include non-persistent memory and / or volatile memory, such as random access memory (RAM) and / or cache memory. The memory can also include non-volatile memory, such as read-only memory (ROM), electrically programmable read-only memory (EPROM), electrically erasable read-only memory (EEPROM), programmable read-only memory (PROM), flash memory, or any other non-volatile memory. Memory is an example of computer-readable media.

[0092] Computer-readable media includes permanent and non-permanent, removable and non-removable media implemented in any method or technology for storage of information such as computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD), or other optical storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible to a computing device. According to the definition herein, computer-readable media does not include transitory media, such as modulated data signals and carrier waves.

[0093] It should also be noted that the terms "comprising", "comprises" or other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0094] The above embodiments are only used to illustrate the present application, but not to limit it. Instead of the above, various modifications and changes can be made to the application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the application shall fall into the scope of the claims of the application.

Claims

1. A method of evaluating driving performance of a vehicle, characterized by, The method comprises the following steps: When it is determined that the vehicle is in a constant acceleration working condition, a vehicle longitudinal acceleration disturbance score index, a high-frequency disturbance frequency and amplitude proportion score index, a longitudinal acceleration gradient score index, an expected acceleration score index, a throttle map matching degree score index, and a low-frequency resonance score index are calculated respectively; The vehicle longitudinal acceleration disturbance score index, the high-frequency disturbance frequency and amplitude proportion score index, the longitudinal acceleration gradient score index, the expected acceleration score index, the throttle map matching degree score index, and the low-frequency resonance score index are calculated based on preset weights to obtain a driving performance evaluation score; The root mean square value of the acceleration signal in the low-frequency band is calculated according to the following formula to represent the low-frequency resonance score index: ； In the formula, N represents the total number of elements in the data set, represents the square of the i th acceleration signal in the low-frequency data set, wherein the higher the RMS value, the greater the overall fluctuation of the acceleration of the vehicle in the low-frequency range, and the lower the low-frequency resonance score. The frequency and amplitude proportion of the high-frequency disturbance are calculated, the disturbance frequency from one wave crest to the next same wave crest or from a wave trough to a wave trough is calculated, and the ratio of the interval with an amplitude greater than the mean value by d% in the interval with a frequency greater than cHz in the total interval is calculated. Since a high amplitude represents vibration and jolt, the greater the ratio x is, the lower the score is. Wherein: f is the disturbance frequency, T is the period, the value of c is given by the measurer, the larger the value of c, the higher the tolerance to vibration, the value of c is limited in the range of 2~50, and the default value of c is 10; the value of d is given by the measurer, the larger the value of d, the higher the tolerance to uncomfortable jolt, the value of d is limited in the range of 0~100%, and the default value of d is 50%; i is the interval in which the disturbance frequency is greater than 10 Hz, and z is the interval in which the amplitude is greater than the average value by 50%, is the time of z interval is the percentage of the total time that is greater than 10 Hz .

2. The driving performance evaluation method of a vehicle according to claim 1, characterized by The process of determining whether the vehicle is in a constant acceleration working condition comprises: Based on the acceleration working condition determination condition, it is determined whether the vehicle is in an acceleration working condition. If the vehicle meets the acceleration working condition determination condition, it is determined that the vehicle is in an acceleration working condition. The acceleration working condition determination condition is represented by the throttle pedal position being greater than zero, the throttle pedal position change rate being less than a calibrated rated value, the vehicle acceleration being greater than zero, and the current gear of the transmission being greater than zero. If the vehicle is in an acceleration working condition, it is determined whether the vehicle is in a constant throttle acceleration working condition based on the constant throttle acceleration working condition determination condition. If the vehicle meets the constant throttle acceleration working condition determination condition, it is determined that the vehicle is in a constant acceleration working condition. The constant throttle acceleration working condition determination condition is represented by the pedal being at a constant level and not exceeding the full load throttle position, and the transmission gear remaining unchanged for a preset time.

3. The driving performance evaluation method of a vehicle according to claim 1, characterized by, The calculation process of the vehicle longitudinal acceleration disturbance score index and the longitudinal acceleration gradient score index comprises: The average value of the acceleration of the vehicle in the entire acceleration interval is calculated, and the maximum value and the minimum value of the acceleration in the interval are selected; The peak value deviating from the average value of the acceleration is determined as the vehicle longitudinal acceleration disturbance value. The greater the vehicle longitudinal acceleration disturbance value is, the lower the vehicle longitudinal acceleration disturbance score index is. Based on the difference between the maximum value and the minimum value of the acceleration in the interval, the longitudinal acceleration gradient is determined. The greater the longitudinal acceleration gradient is, the lower the vehicle longitudinal acceleration gradient score index is.

4. The driving performance evaluation method of a vehicle according to claim 1, characterized by The expected acceleration under the current throttle is calculated according to the following formula: ； ； where m represents the vehicle mass, represents the resistance parameter, and θ represents the road slope, represents the total ratio of the transmission gear ratio multiplied by the differential gear ratio, η represents the DPI efficiency, r represents the dynamic wheel radius, and n represents the engine speed, represents the engine maximum speed value, v represents the vehicle speed, k(n) represents a coefficient related to the engine speed, simulating the effect of the moment of inertia, and the coefficient α represents the moment of inertia effect coefficient.

5. The driving performance evaluation method of a vehicle according to claim 1, characterized by The throttle map matching degree evaluates the deviation of the actual acceleration from the ideal acceleration under the current throttle position. The expected acceleration value under a certain throttle is calculated according to the following formula: ； where m represents the vehicle mass, r represents the tire radius, i represents the overall transmission ratio, represents the accelerator pedal position percentage, represents the rated torque at the current engine speed.

6. The driving performance evaluation method of a vehicle according to claim 1, characterized by The driving performance evaluation score is calculated according to the following formula: In the formula, , , , , , respectively represent the weight coefficients of the vehicle longitudinal acceleration disturbance score index, the frequency and amplitude proportion score index of high-frequency disturbance, the longitudinal acceleration gradient score index, the expected acceleration score index, the accelerator map matching degree score index, and the low-frequency resonance score index of the comprehensive driving performance evaluation, represents the vehicle longitudinal acceleration disturbance score index, represents the frequency and amplitude proportion score index of high-frequency disturbance, represents the longitudinal acceleration gradient score index, represents the expected acceleration score index, represents the accelerator map matching degree score index, represents the low-frequency resonance score index.

7. A vehicle driving performance evaluation system, characterized in that: The method comprises the following steps: A calculation unit is configured to determine that the vehicle is in a constant acceleration working condition, and to calculate a vehicle longitudinal acceleration disturbance score index, a high-frequency disturbance frequency and amplitude proportion score index, a longitudinal acceleration gradient score index, an expected acceleration score index, a throttle map matching degree score index, and a low-frequency resonance score index respectively. The evaluation unit is configured to calculate a driving performance evaluation score based on a vehicle longitudinal acceleration disturbance score indicator, a high-frequency disturbance frequency and amplitude proportion score indicator, a longitudinal acceleration gradient score indicator, an expected acceleration score indicator, a throttle map matching degree score indicator, and a low-frequency resonance score indicator according to preset weights. The root mean square value of the acceleration signal in the low-frequency band is calculated according to the following formula to represent the low-frequency resonance score indicator: ； In the formula, N represents the total number of elements in the data set, represents the square of the i th acceleration signal in the low-frequency data set, wherein the higher the RMS value, the greater the overall fluctuation of the acceleration of the vehicle in the low-frequency range, and the lower the low-frequency resonance score. The frequency and amplitude proportion of the high-frequency disturbance are calculated, the disturbance frequency from one wave crest to the next same wave crest or from a wave trough to a wave trough is calculated, and the ratio of the interval with an amplitude greater than the mean value by d% in the interval with a frequency greater than cHz in the total interval is calculated. Since high amplitude represents vibration and jolt, the larger the ratio x is, the lower the score is. Wherein: f is the disturbance frequency, T is the period, the value of c is given by the measurer, the larger the value of c, the higher the tolerance to vibration, the value of c is limited in the range of 2~50, and the default value of c is 10; the value of d is given by the measurer, the larger the value of d, the higher the tolerance to uncomfortable jolt, the value of d is limited in the range of 0~100%, and the default value of d is 50%; i is the interval in which the disturbance frequency is greater than 10 Hz, and z is the interval in which the amplitude is greater than the average value by 50%, is the time of z interval is the percentage of the total time that is greater than 10 Hz .

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein, The processor implements the steps of the driving performance evaluation method of the vehicle according to any one of claims 1-6 when executing the program. 9.A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program implements the steps of the driving performance evaluation method of the vehicle according to any one of claims 1-6 when executed by the processor.

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