Half-slope starting working condition drivability evaluation method, device and equipment and storage medium

Abstract

The invention provides a hill start working condition drivability evaluation method, device and equipment and a storage medium, and relates to the technical field of automobile performance testing. On the basis of the high-frequency amplitude proportion, the high-frequency disturbance frequency, the acceleration peak value, the clutch fitting movement score and the engine rotating speed overshoot duration time, the slope starting working condition drivability comprehensive score of the to-be-evaluated vehicle is determined; and based on the comprehensive drivability score of the hill start working condition, evaluating the drivability of the to-be-evaluated vehicle under the hill start working condition. By means of the mode, a scientific, accurate and objective quantitative standard is provided for drivability evaluation of the vehicle under the hill starting working condition, subjective feeling of testers is not needed, the problems of high subjectivity, poor consistency, high cost, poor robustness and the like can be solved, the drivability of the vehicle under the hill starting working condition can be accurately evaluated, and the driving performance of the vehicle under the hill starting working condition is improved. And data support is provided for improving the drivability and comfort of the heavy-duty car.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile performance testing, and in particular to a method, device, equipment and storage medium for evaluating drivability in a half-slope starting condition. Background Art

[0002] At present, the evaluation of driving performance of heavy-duty vehicles mainly relies on subjective experience and intuitive interpretation of basic data.

[0003] When evaluating the drivability of heavy-duty vehicles under the semi-slope start condition, the existing semi-slope start drivability evaluation method lacks scientific, accurate and objective quantitative standards, making it difficult to ensure the consistency and reliability of the evaluation results. In addition, the evaluation indicators provided by the existing evaluation software are often out of touch with the actual operating environment, lack robustness, and are difficult to fully reflect the actual performance of the vehicle under complex road conditions and variable vehicle conditions.

[0004] Therefore, the existing drivability evaluation methods for half-slope starting conditions have problems such as strong subjectivity, poor consistency, high cost, and poor robustness, making it difficult to accurately evaluate the drivability of a vehicle under half-slope starting conditions. Summary of the invention

[0005] The present invention provides a method, device, equipment and storage medium for evaluating drivability in a half-slope starting condition, so as to solve the defects of the prior art in evaluating drivability in a half-slope starting condition, such as strong subjectivity, poor consistency, high cost and poor robustness, and difficulty in accurately evaluating the drivability of a car in a half-slope starting condition.

[0006] The present invention provides a method for evaluating drivability in a semi-slope start condition, comprising: when a vehicle to be evaluated is in a semi-slope start condition, determining a high-frequency amplitude ratio, a high-frequency disturbance frequency, an acceleration peak value, a clutch engagement and sway score, and an engine speed overshoot duration of the vehicle to be evaluated; the high-frequency amplitude ratio is a ratio of an interval occupied by the high-frequency amplitude to a preset interval, the high-frequency amplitude is an amplitude greater than a preset threshold, the high-frequency disturbance frequency is a frequency calculated based on two adjacent acceleration peaks or two adjacent acceleration troughs, and the high-frequency amplitude ratio and the high-frequency disturbance frequency are used to characterize the acceleration oscillation of the vehicle to be evaluated; based on a first weight corresponding to the high-frequency amplitude ratio and the high-frequency amplitude ratio, a second weight corresponding to the high-frequency disturbance frequency and the high-frequency disturbance frequency, a third weight corresponding to the acceleration peak value and the acceleration peak value, a clutch engagement and sway score and a fourth weight corresponding to the clutch engagement and sway score, and a fifth weight corresponding to the engine speed overshoot duration and the engine speed overshoot duration, determining a comprehensive score of drivability in a semi-slope start condition of the vehicle to be evaluated; and based on the comprehensive score of drivability in the semi-slope start condition, evaluating the drivability of the vehicle to be evaluated in the semi-slope start condition.

[0007] According to a method for evaluating drivability in a slope start condition provided by the present invention, a method for determining the proportion of high-frequency amplitude includes: obtaining multiple acceleration values ​​of a vehicle to be evaluated within an acceleration range; determining an average acceleration value based on the multiple acceleration values; and determining the proportion of high-frequency amplitude within a preset range based on the multiple acceleration values ​​and the average acceleration value.

[0008] According to a method for evaluating drivability in a half-slope start condition provided by the present invention, a method for determining a high-frequency disturbance frequency includes: determining a first time and a second time; the first time and the second time are respectively the times when two adjacent acceleration peaks or two adjacent acceleration troughs appear; based on the first time and the second time, determining a time interval; based on the time interval, determining the high-frequency disturbance frequency.

[0009] According to a method for evaluating drivability in a half-slope start condition provided by the present invention, a method for determining an acceleration peak value includes: determining a third time and a fourth time; the third time is the time when the vehicle to be evaluated reaches the maximum acceleration during the acceleration process, and the fourth time is the time when the vehicle to be evaluated reaches the defined clutch coupling during the acceleration process; based on the third time and the fourth time, determining a preset time interval; within the preset time interval, determining the acceleration peak value based on the negative acceleration gradient of the chassis acceleration signal, the pedal position of the vehicle to be evaluated, the maximum pedal position and the clutch engagement factor.

[0010] According to a method for evaluating drivability in a half-slope start condition provided by the present invention, a method for determining a clutch engagement and jerkiness score includes: obtaining a plurality of baseband acceleration values ​​and a plurality of high-frequency acceleration values; the high-frequency acceleration value is an acceleration value greater than a preset frequency, and the number of the baseband acceleration values ​​and the high-frequency acceleration values ​​is the same; based on the plurality of baseband acceleration values, determining a baseband acceleration signal root mean square value; based on the plurality of high-frequency acceleration values, determining a high-frequency acceleration signal root mean square value; based on the baseband acceleration signal root mean square value, the high-frequency acceleration signal root mean square value, the high-frequency acceleration signal weighting coefficient and the jerkiness influence coefficient, determining a clutch engagement and jerkiness score.

[0011] According to a method for evaluating drivability in a half-slope start condition provided by the present invention, a method for determining the duration of an engine speed overshoot includes: when an overshoot occurs in a vehicle to be evaluated, obtaining an engine speed peak value, a target engine speed, an accelerator pedal position, and an accelerator pedal maximum position; determining a difference between the engine speed peak value and the target engine speed, and determining a ratio between the target engine speed and the difference; and determining the duration of the engine speed overshoot based on the ratio between the target engine speed and the difference, the accelerator pedal position, the accelerator pedal maximum position, and a pedal position influence coefficient.

[0012] According to a method for evaluating drivability in a semi-slope starting condition provided by the present invention, before determining the high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak, clutch engagement and jitter score and engine speed overshoot duration of the vehicle to be evaluated, it also includes: judging whether the vehicle speed of the vehicle to be evaluated accelerates from zero to a value greater than a preset speed threshold, whether the accelerator pedal position is greater than the accelerator pedal position threshold, and whether the slope of the road where the vehicle to be evaluated is located is greater than the preset slope threshold; if the vehicle speed of the vehicle to be evaluated accelerates from zero to a value greater than the preset speed threshold, the accelerator pedal position is greater than the accelerator pedal position threshold, and the slope of the road where the vehicle to be evaluated is greater than the preset slope threshold, then it is determined that the vehicle to be evaluated is in a semi-slope starting condition.

[0013] The present invention also provides a device for evaluating driving performance in a half-slope start condition, comprising: a determination module, for determining a high-frequency amplitude ratio, a high-frequency disturbance frequency, an acceleration peak value, a clutch engagement and swaying score, and an engine speed overshoot duration of the vehicle to be evaluated when the vehicle to be evaluated is in a half-slope start condition; the high-frequency amplitude ratio is a ratio of an interval occupied by the high-frequency amplitude to a preset interval, the high-frequency amplitude is an amplitude greater than a preset threshold, the high-frequency disturbance frequency is a frequency calculated based on two adjacent acceleration peaks or two adjacent acceleration troughs, and the high-frequency amplitude ratio and the high-frequency disturbance frequency are used to characterize the acceleration oscillation of the vehicle to be evaluated; A scoring calculation module is used to determine the comprehensive score of the drivability of the vehicle to be evaluated in the semi-slope starting condition based on the high-frequency amplitude proportion and the first weight corresponding to the high-frequency amplitude proportion, the high-frequency disturbance frequency and the second weight corresponding to the high-frequency disturbance frequency, the acceleration peak and the third weight corresponding to the acceleration peak, the clutch engagement and jitter score and the fourth weight corresponding to the clutch engagement and jitter score, and the engine speed overshoot duration and the fifth weight corresponding to the engine speed overshoot duration; an evaluation module evaluates the drivability of the vehicle to be evaluated in the semi-slope starting condition based on the comprehensive score of the drivability of the semi-slope starting condition.

[0014] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, any of the above-mentioned methods for evaluating drivability in a semi-slope start condition is implemented.

[0015] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer program implements any of the above-mentioned methods for evaluating drivability in a half-slope start condition.

[0016] The method, device, equipment and storage medium for evaluating the drivability of a half-slope start condition provided by the present invention comprehensively consider the influence of multiple dimensions such as acceleration oscillation, acceleration peak, clutch engagement and sway, and engine speed overshoot of the vehicle to be evaluated in the process of calculating the comprehensive score of the drivability of the half-slope start condition of the vehicle to be evaluated, and evaluate the drivability of the vehicle to be evaluated under the half-slope start condition based on the comprehensive score of the drivability of the half-slope start condition, thereby providing a scientific, accurate and objective quantitative standard for evaluating the drivability of the vehicle under the half-slope start condition, without relying on the subjective feelings of the testers, and avoiding the problems of strong subjectivity, poor consistency, high cost, poor robustness, etc., and can accurately evaluate the drivability of the vehicle under the half-slope start condition, providing data support for improving the driving performance and comfort of heavy-duty vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 It is one of the flow charts of the method for evaluating drivability in a half-slope start condition provided by the present invention.

[0019] Figure 2 This is the second flow chart of the method for evaluating drivability in a slope start condition provided by the present invention.

[0020] Figure 3 It is a schematic diagram of the structure of the device for evaluating the drivability of a half-slope start condition provided by the present invention.

[0021] Figure 4 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0023] See also Figure 1 and Figure 2 , Figure 1 This is one of the flow charts of the method for evaluating the drivability of a half-slope start condition provided by the present invention. Figure 2This is the second flow chart of the method for evaluating the drivability of a half-slope start condition provided by the present invention. Figure 1 As shown, in this embodiment, the method for evaluating drivability in a half-slope start condition includes steps S110 to S130, and each step is specifically as follows: S110: When the vehicle to be evaluated is in a half-slope starting condition, determine the high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak value, clutch engagement and jerk score, and engine speed overshoot duration of the vehicle to be evaluated.

[0024] The high-frequency amplitude ratio is the ratio of the interval occupied by the high-frequency amplitude to the preset interval. The high-frequency amplitude is the amplitude greater than the preset threshold. The high-frequency disturbance frequency is the frequency calculated based on two adjacent acceleration peaks or two adjacent acceleration troughs. The high-frequency amplitude ratio and the high-frequency disturbance frequency are used to characterize the acceleration oscillation of the vehicle to be evaluated.

[0025] S120: Based on the high-frequency amplitude proportion and the first weight corresponding to the high-frequency amplitude proportion, the high-frequency disturbance frequency and the second weight corresponding to the high-frequency disturbance frequency, the acceleration peak and the third weight corresponding to the acceleration peak, the clutch engagement and jitter score and the fourth weight corresponding to the clutch engagement and jitter score, and the engine speed overshoot duration and the fifth weight corresponding to the engine speed overshoot duration, determine the comprehensive drivability score of the vehicle to be evaluated in the semi-slope starting condition.

[0026] like Figure 2 As shown in the figure, the comprehensive score of the vehicle's half-slope start condition driving performance is determined by five evaluation indicators, namely, the high-frequency amplitude ratio, high-frequency disturbance frequency, acceleration peak, clutch engagement and swaying score, and engine speed overshoot duration. Among them, the high-frequency amplitude ratio and high-frequency disturbance frequency are used to characterize the acceleration oscillation of the vehicle to be evaluated. Both are evaluation indicators of acceleration oscillation. Therefore, Figure 2 In the embodiment, the acceleration oscillation includes the high-frequency amplitude proportion and the high-frequency disturbance frequency, and the acceleration oscillation weight includes a first weight corresponding to the high-frequency amplitude proportion and a second weight corresponding to the high-frequency disturbance frequency.

[0027] Among them, the comprehensive score of driving performance in the semi-slope starting condition The calculation formula is as follows: ; in, is the proportion of high frequency amplitude; is the first weight; is the high-frequency disturbance frequency; is the second weight; is the peak acceleration; is the third weight; Score the clutch fit and play; is the fourth weight; is the duration of engine speed overshoot; The fifth weight.

[0028] S130: Evaluate the drivability of the vehicle to be evaluated under the slope start condition based on the comprehensive drivability score of the slope start condition.

[0029] It can be seen from the calculation formula of the comprehensive score of the drivability in the semi-slope starting condition that these five types of evaluation indicators (i.e., high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak value, clutch engagement and jerk score and engine speed overshoot duration) together constitute a complete system for evaluating the drivability of heavy-duty vehicles in the semi-slope starting condition, covering multiple aspects such as acceleration oscillation, acceleration peak value, clutch engagement and jerk, and engine speed overshoot. Through reasonable algorithms and evaluation standards, the vehicle's driving performance can be comprehensively and objectively evaluated.

[0030] The method for evaluating the drivability of a slope start condition provided in the present embodiment comprehensively considers the influence of multiple dimensions such as acceleration oscillation, acceleration peak, clutch engagement and jerk, and engine speed overshoot of the vehicle to be evaluated during the calculation of the comprehensive score of the drivability of the slope start condition of the vehicle to be evaluated, and evaluates the drivability of the vehicle to be evaluated under the slope start condition based on the comprehensive score of the drivability of the slope start condition, thereby providing a scientific, accurate, and objective quantitative standard for evaluating the drivability of the vehicle under the slope start condition, without relying on the subjective feelings of the testers, and avoiding problems such as strong subjectivity, poor consistency, high cost, and poor robustness, and can accurately evaluate the drivability of the vehicle under the slope start condition, providing data support for improving the driving performance and comfort of heavy-duty vehicles.

[0031] In some embodiments, a method for determining the high-frequency amplitude ratio includes: obtaining multiple acceleration values ​​of the vehicle to be evaluated within an acceleration range; determining an average acceleration value based on the multiple acceleration values; and determining the high-frequency amplitude ratio within a preset range based on the multiple acceleration values ​​and the average acceleration value.

[0032] Acceleration oscillation refers to the degree to which the acceleration value fluctuates around its mean value during the actual acceleration of the vehicle, which reflects the smoothness of the vehicle's acceleration. Large acceleration fluctuations may cause passengers to feel uncomfortable during the vehicle's acceleration and affect the overall driving stability.

[0033] In this embodiment, the high-frequency amplitude ratio is one of the evaluation indicators of acceleration oscillation, and the high-frequency amplitude ratio can be calculated according to a plurality of acceleration values ​​and an acceleration average value.

[0034] Specifically, a plurality of acceleration values ​​of the vehicle to be evaluated within the acceleration interval are first obtained, and an average acceleration value is determined based on the plurality of acceleration values.

[0035] The average acceleration The average acceleration value can be calculated by averaging multiple acceleration data in the entire acceleration range. The calculation formula is as follows: ; in, represents the average value of acceleration; Indicates the total number of acceleration values; Indicates the first position of the vehicle to be evaluated in the acceleration range. Acceleration value (unit: ).

[0036] Furthermore, within a preset interval, a high frequency amplitude proportion is determined based on a plurality of acceleration values ​​and an acceleration average value.

[0037] In this embodiment, the high-frequency amplitude proportion is the ratio of the interval occupied by the high-frequency amplitude to the preset interval, the high-frequency amplitude is the amplitude greater than the preset threshold, the preset threshold is a value 50% greater than the amplitude mean, and the preset interval is the interval with a frequency greater than 10 Hz.

[0038] Specifically, in an interval where the frequency is greater than 10 Hz, the interval occupied by high-frequency amplitudes that are 50% greater than the amplitude mean may be counted, and the high-frequency amplitude proportion may be calculated.

[0039] High frequency amplitude ratio The calculation formula is as follows: ; in, Indicates that in the interval The time interval between two adjacent acceleration values ​​(assuming the sampling interval is constant, it is a constant); Indicates the frequency range greater than 10Hz.

[0040] In some embodiments, a method for determining a high-frequency disturbance frequency includes: determining a first time and a second time; the first time and the second time are respectively the times when two adjacent acceleration peaks or two adjacent acceleration troughs appear; based on the first time and the second time, determining a time interval; based on the time interval, determining the high-frequency disturbance frequency.

[0041] Specifically, the maximum acceleration value and the minimum acceleration value can be determined by traversing the acceleration data sequence. and minimum acceleration The calculation formula is as follows: ; ; in, Indicates the total number of acceleration values; Indicates the first position of the vehicle to be evaluated in the acceleration range. Acceleration value (unit: ).

[0042] On this basis, the deviation from the mean value of acceleration The calculation formula for the larger acceleration peak and acceleration trough is as follows: ; ; ; in, represents the standard deviation of acceleration; Indicates the peak of acceleration; Indicates the acceleration trough.

[0043] After the calculation method of the acceleration peak and the acceleration trough is clarified, the first time and the second time can be determined, and the first time and the second time are respectively the times when two adjacent acceleration peaks or two adjacent acceleration troughs appear.

[0044] Specifically, for two adjacent acceleration peaks (or two adjacent acceleration troughs), they can be recorded as and , Indicates The acceleration value of an acceleration peak (or acceleration trough), Indicates The acceleration value of an acceleration peak (or acceleration trough), Indicates The time when an acceleration peak (or acceleration trough) appears, Indicates The time when an acceleration peak (or acceleration trough) appears. It can be understood that As a first step, As a second time.

[0045] On this basis, the time interval between two adjacent acceleration peaks (or two adjacent acceleration troughs) can be determined and calculated based on the first time and the second time. The calculation formula is as follows: ; in, Indicates the time interval between two adjacent acceleration peaks (or two adjacent acceleration troughs).

[0046] Further, based on the time interval, the high-frequency disturbance frequency is determined.

[0047] High frequency disturbance frequency The calculation formula is as follows: .

[0048] Understandably, high frequency disturbances It can be understood as The frequency corresponding to an acceleration peak (or acceleration trough).

[0049] The method for evaluating the drivability of a half-slope starting condition provided in this embodiment proposes a method for calculating the high-frequency disturbance frequency and the high-frequency amplitude ratio, and applies it to the drivability evaluation of a heavy-duty vehicle under a half-slope starting condition, which is beneficial for comprehensively evaluating the starting performance of a heavy-duty vehicle under a half-slope starting condition.

[0050] In some embodiments, a method for determining an acceleration peak value includes: determining a third time and a fourth time; the third time is the time when the vehicle to be evaluated reaches a maximum acceleration during the acceleration process, and the fourth time is the time when the vehicle to be evaluated reaches a defined clutch coupling during the acceleration process; based on the third time and the fourth time, determining a preset time interval; within the preset time interval, determining the acceleration peak value based on the negative acceleration gradient of the chassis acceleration signal, the pedal position of the vehicle to be evaluated, the maximum pedal position and the clutch engagement factor.

[0051] When a heavy-duty vehicle starts on a slope, if the acceleration fluctuates greatly, it will not only affect the comfort of the passengers, but may also cause unnecessary impact on the vehicle's power system and transmission system, affecting the driving stability and the passengers' riding experience. The peak acceleration value can reflect the acceleration fluctuation.

[0052] Specifically, the peak acceleration The calculation formula is as follows: ; in, is the third time, i.e., the time point when the vehicle to be evaluated reaches the maximum acceleration during the acceleration process; The fourth time is the time point when the vehicle to be evaluated reaches the defined clutch coupling during the acceleration process, specifically the time point when the clutch position signal drops below 15%; is a preset time interval; for The chassis acceleration signal at the moment (in units) ), where negative values ​​represent negative acceleration; express Pedal position at the moment (unit: %); Indicates the maximum pedal position (unit: %), which is a constant, i.e. 100%; express The clutch engagement factor at the moment is used to adjust the gradient calculation before reaching the clutch coupling point. When it is greater than or equal to 15%, the clutch engagement factor is 0, otherwise it is 1 (or set to other values ​​for smooth transition according to specific needs); Represents the pedal position influence coefficient, which is a constant that adjusts the effect of the pedal position on the negative acceleration gradient evaluation and is usually a positive value.

[0053] in, Indicates the negative acceleration gradient of the chassis acceleration signal.

[0054] The method for evaluating the drivability of a heavy-duty vehicle in a half-slope starting condition provided in this embodiment proposes a method for evaluating the drivability of a heavy-duty vehicle in a half-slope starting condition based on acceleration peak value and negative acceleration gradient. It not only focuses on the acceleration peak value of the vehicle, but also emphasizes the influence of the maximum negative acceleration gradient, which is conducive to comprehensively evaluating the starting performance of a heavy-duty vehicle in a half-slope starting condition.

[0055] In some embodiments, a method for determining a clutch engagement and jerkiness score includes: obtaining multiple baseband acceleration values ​​and multiple high-frequency acceleration values; the high-frequency acceleration values ​​are acceleration values ​​greater than a preset frequency, and the number of baseband acceleration values ​​and high-frequency acceleration values ​​is the same; based on multiple baseband acceleration values, determining a baseband acceleration signal root mean square value; based on multiple high-frequency acceleration values, determining a high-frequency acceleration signal root mean square value; based on the baseband acceleration signal root mean square value, the high-frequency acceleration signal root mean square value, the high-frequency acceleration signal weighting coefficient and the jerkiness influence coefficient, determining the clutch engagement and jerkiness score.

[0056] When the vehicle starts on a slope, high-frequency disturbances during the clutch engagement process (i.e., clutch engagement jerking) will directly affect the vehicle's starting stability. When the clutch engagement is unstable, it will cause a noticeable sense of frustration during the vehicle's acceleration, which will in turn affect the passenger's riding experience and driving safety. Therefore, it is necessary to include clutch engagement jerking in the evaluation of the driving performance of the slope start condition.

[0057] Clutch fit and play rating The calculation formula is as follows: ; in, represents the number of sampling points in the time window before the turbulence occurs, Indicates The baseband acceleration value of each sampling point (in units of ), can be obtained through The signal is measured; Indicates The high-frequency acceleration value of each sampling point (in units of ), can be obtained through The signal is measured; Represents the high-frequency acceleration signal weighting coefficient, which is used to adjust the influence of the high-frequency acceleration value on the RMS (root mean square) value; It represents the influence coefficient of the movement, which is a constant used to adjust the impact of the RMS (root mean square) value of the movement on the evaluation, and is usually a positive value.

[0058] in, Represents the RMS value of the baseband acceleration signal; Represents the RMS value of high-frequency acceleration signal.

[0059] The drivability evaluation method for a slope start condition provided in this embodiment proposes an RMS value-based clutch engagement and jerk impact evaluation algorithm, which utilizes the number of sampling points and the jerk impact coefficient within the time window before the jerk occurs, and combines the RMS value of the high-frequency acceleration signal to comprehensively evaluate the impact of the clutch engagement and jerk on the vehicle's starting performance.

[0060] In some embodiments, a method for determining the duration of an engine speed overshoot includes: when an overshoot occurs in a vehicle to be evaluated, obtaining an engine speed peak value, a target engine speed, an accelerator pedal position, and an accelerator pedal maximum position; determining a difference between the engine speed peak value and the target engine speed, and determining a ratio between the target engine speed and the difference; and determining the duration of the engine speed overshoot based on the ratio between the target engine speed and the difference, the accelerator pedal position, the accelerator pedal maximum position, and a pedal position influence coefficient.

[0061] Engine speed overshoot duration The calculation formula is as follows: ; in, Indicates the peak engine speed (in rpm), measured when the vehicle to be evaluated has an overshoot phenomenon; Indicates the target engine speed (unit: rpm), that is, the engine speed expected to be achieved; Indicates the accelerator pedal position (unit: %), which is used to measure the degree to which the pedal is depressed; Indicates the maximum position of the accelerator pedal (unit: %), which refers to the position when the pedal is fully depressed; Indicates the pedal position influence coefficient, which is a constant that adjusts the pedal position to the overshoot index and is usually a positive value; Indicates the duration of engine speed overshoot (unit: seconds), which is the time from when the engine speed starts to overshoot to when it returns to the target speed range.

[0062] The first part of the above equation calculates the relative magnitude of the engine speed overshoot, which is the ratio of the target engine speed to the difference between the peak engine speed and the target engine speed.

[0063] The second part of the above formula takes into account the effect of the accelerator pedal position on the overshoot index. The higher the pedal position, the smaller the overshoot index (because the driver expects a higher speed and has a higher tolerance for overshoot).

[0064] The drivability evaluation method for a slope start condition provided in this embodiment proposes a quantitative evaluation method for the engine speed overshoot amplitude. This method accurately measures the difference between the peak engine speed and the target speed, and calculates the ratio to the target speed, thereby accurately quantifying the overshoot amplitude of the engine speed.

[0065] In some embodiments, before determining the high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak, clutch engagement and jitter score and engine speed overshoot duration of the vehicle to be evaluated, it also includes: judging whether the vehicle speed of the vehicle to be evaluated accelerates from zero to a speed greater than a preset speed threshold, whether the accelerator pedal position is greater than the accelerator pedal position threshold, and whether the slope of the road where the vehicle to be evaluated is located is greater than the preset slope threshold; if the vehicle speed of the vehicle to be evaluated accelerates from zero to a speed greater than the preset speed threshold, the accelerator pedal position is greater than the accelerator pedal position threshold, and the slope of the road where the vehicle to be evaluated is greater than the preset slope threshold, then it is determined that the vehicle to be evaluated is in a semi-slope starting condition.

[0066] like Figure 2 As shown, before calculating the comprehensive score of the vehicle's half-slope start condition drivability, it is necessary to ensure that the vehicle is in a half-slope start condition. Based on this, this embodiment provides a method for determining a half-slope start condition.

[0067] Specifically, it is first determined whether the speed of the vehicle to be evaluated accelerates from zero to a speed greater than a preset speed threshold.

[0068] Optionally, the preset speed threshold is 5 km / h.

[0069] If the speed of the vehicle to be evaluated accelerates from zero to a speed greater than a preset speed threshold, it is further determined whether the accelerator pedal position is greater than the accelerator pedal position threshold.

[0070] Optionally, the accelerator pedal position threshold is 10%.

[0071] If the accelerator pedal position is greater than the accelerator pedal position threshold, it is further determined whether the road slope (unit: %) on which the vehicle to be evaluated is located is greater than a preset slope threshold.

[0072] Generally, the preset slope threshold is a positive value.

[0073] If the road slope on which the vehicle to be evaluated is located is greater than a preset slope threshold, it can be determined that the vehicle to be evaluated is in a semi-slope starting condition.

[0074] Compared with the prior art, the method for evaluating the drivability of a half-slope start condition provided in this embodiment has at least the following advantages: (1) Improving the accuracy and objectivity of the evaluation: By accurately measuring and recording the key parameters during the vehicle start-up process and conducting quantitative analysis based on scientific evaluation indicators, the subjective influence of human factors can be reduced and the accuracy and objectivity of the evaluation results can be ensured.

[0075] (2) Comprehensive evaluation of the vehicle's hill-start performance: This paper comprehensively evaluates the starting performance of heavy-duty vehicles under such harsh conditions as hill-start, combining multiple dimensions to provide a scientific basis for optimizing engine design and improving vehicle driving performance.

[0076] (3) Realize quantitative calculation and intelligent evaluation: Use advanced algorithms and computing technologies to accurately quantify each evaluation indicator, and combine it with intelligent comprehensive evaluation methods to obtain comprehensive, accurate and easy-to-understand evaluation results, thereby improving the efficiency and accuracy of the evaluation.

[0077] (4) Enhance the robustness and wide applicability of the evaluation: Consider the differences in hill starting performance under different vehicle models, different road conditions and different usage environments. By adjusting the evaluation indicators and algorithm parameters, the robustness and wide applicability of the evaluation are improved so that it can be applied to the engine starting performance evaluation of various heavy-duty vehicles, providing technical support and decision-making basis for vehicle manufacturers, drivers and maintenance personnel.

[0078] The present invention also provides a device for evaluating drivability in a half-slope start condition. Figure 3 , Figure 3 3 is a schematic diagram of the structure of the device for evaluating the drivability of a half-slope start condition provided by the present invention. In this embodiment, the device for evaluating the drivability of a half-slope start condition includes a determination module 310 , a score calculation module 320 and an evaluation module 330 .

[0079] The determination module 310 is used to determine the high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak, clutch engagement and jerk score and engine speed overshoot duration of the vehicle to be evaluated when the vehicle to be evaluated is in a semi-slope starting condition.

[0080] The high-frequency amplitude ratio is the ratio of the interval occupied by the high-frequency amplitude to the preset interval. The high-frequency amplitude is the amplitude greater than the preset threshold. The high-frequency disturbance frequency is the frequency calculated based on two adjacent acceleration peaks or two adjacent acceleration troughs. The high-frequency amplitude ratio and the high-frequency disturbance frequency are used to characterize the acceleration oscillation of the vehicle to be evaluated.

[0081] The scoring calculation module 320 is used to determine the comprehensive drivability score of the vehicle to be evaluated in the semi-slope starting condition based on the high-frequency amplitude proportion and the first weight corresponding to the high-frequency amplitude proportion, the high-frequency disturbance frequency and the second weight corresponding to the high-frequency disturbance frequency, the acceleration peak and the third weight corresponding to the acceleration peak, the clutch engagement and jitter score and the fourth weight corresponding to the clutch engagement and jitter score, and the engine speed overshoot duration and the fifth weight corresponding to the engine speed overshoot duration.

[0082] The evaluation module 330 evaluates the drivability of the vehicle to be evaluated under the half-slope start condition based on the comprehensive score of the drivability under the half-slope start condition.

[0083] In some embodiments, the determination module 310 is used for a method for determining the high-frequency amplitude ratio, including: obtaining multiple acceleration values ​​of the vehicle to be evaluated within an acceleration range; determining an acceleration average value based on the multiple acceleration values; and determining the high-frequency amplitude ratio within a preset range based on the multiple acceleration values ​​and the acceleration average value.

[0084] In some embodiments, the determination module 310 is used to determine a first time and a second time; the first time and the second time are respectively the times when two adjacent acceleration peaks or two adjacent acceleration troughs appear; based on the first time and the second time, a time interval is determined; based on the time interval, a high-frequency disturbance frequency is determined.

[0085] In some embodiments, the determination module 310 is used to determine a third time and a fourth time; the third time is the time when the vehicle to be evaluated reaches the maximum acceleration during the acceleration process, and the fourth time is the time when the vehicle to be evaluated reaches the defined clutch coupling during the acceleration process; based on the third time and the fourth time, a preset time interval is determined; within the preset time interval, the acceleration peak is determined based on the negative acceleration gradient of the chassis acceleration signal, the pedal position of the vehicle to be evaluated, the maximum pedal position and the clutch engagement factor.

[0086] In some embodiments, the determination module 310 is used to obtain multiple baseband acceleration values ​​and multiple high-frequency acceleration values; the high-frequency acceleration value is an acceleration value greater than a preset frequency, and the number of baseband acceleration values ​​and high-frequency acceleration values ​​is the same; based on the multiple baseband acceleration values, the baseband acceleration signal root mean square value is determined; based on the multiple high-frequency acceleration values, the high-frequency acceleration signal root mean square value is determined; based on the baseband acceleration signal root mean square value, the high-frequency acceleration signal root mean square value, the high-frequency acceleration signal weighting coefficient and the movement influence coefficient, the clutch engagement movement score is determined.

[0087] In some embodiments, the determination module 310 is used to obtain the peak engine speed, the target engine speed, the accelerator pedal position and the maximum accelerator pedal position when the vehicle to be evaluated overshoots; determine the difference between the peak engine speed and the target engine speed, and determine the ratio between the target engine speed and the difference; based on the ratio between the target engine speed and the difference, the accelerator pedal position, the maximum accelerator pedal position and the pedal position influence coefficient, determine the duration of the engine speed overshoot.

[0088] In some embodiments, the device for evaluating drivability in a hill-start condition further includes a judgment module.

[0089] The judgment module is used to judge whether the speed of the vehicle to be evaluated accelerates from zero to a value greater than a preset speed threshold, whether the accelerator pedal position is greater than the accelerator pedal position threshold, and whether the slope of the road where the vehicle to be evaluated is located is greater than the preset slope threshold; if the speed of the vehicle to be evaluated accelerates from zero to a value greater than the preset speed threshold, the accelerator pedal position is greater than the accelerator pedal position threshold, and the slope of the road where the vehicle to be evaluated is greater than the preset slope threshold, it is determined that the vehicle to be evaluated is in a semi-slope starting condition.

[0090] The invention also provides an electronic device. Figure 4 is a schematic diagram of the structure of the electronic device provided by the present invention, such as Figure 4 As shown, the electronic device may include: a processor 410, a communication interface 420, a memory 430 and a communication bus 440, wherein the processor 410, the communication interface 420 and the memory 430 communicate with each other through the communication bus 440. The processor 410 may call the logic instructions in the memory 430 to execute the half-hill start condition drivability evaluation method.

[0091] In addition, the logic instructions in the above-mentioned memory 430 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0092] The present invention also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the drivability evaluation method for the half-slope start condition provided by the above methods is implemented.

[0093] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0094] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for evaluating driving performance in a slope start condition, characterized in that: include: When the vehicle to be evaluated is in a semi-slope starting condition, the high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak value, clutch engagement and sway score, and engine speed overshoot duration of the vehicle to be evaluated are determined; the high-frequency amplitude proportion is the ratio of the interval occupied by the high-frequency amplitude to the preset interval, the high-frequency amplitude is the amplitude greater than the preset threshold, the high-frequency disturbance frequency is the frequency calculated based on two adjacent acceleration peaks or two adjacent acceleration troughs, and the high-frequency amplitude proportion and the high-frequency disturbance frequency are used to characterize the acceleration oscillation of the vehicle to be evaluated; Determine the comprehensive drivability score of the vehicle to be evaluated in the semi-slope start condition based on the high-frequency amplitude proportion and the first weight corresponding to the high-frequency amplitude proportion, the high-frequency disturbance frequency and the second weight corresponding to the high-frequency disturbance frequency, the acceleration peak and the third weight corresponding to the acceleration peak, the clutch engagement and jitter score and the fourth weight corresponding to the clutch engagement and jitter score, and the engine speed overshoot duration and the fifth weight corresponding to the engine speed overshoot duration; Based on the comprehensive score of the drivability of the semi-slope start condition, the drivability of the vehicle to be evaluated in the semi-slope start condition is evaluated.

2. The method for evaluating driving performance in a hill-start condition according to claim 1, characterized in that: The method for determining the high-frequency amplitude ratio includes: Acquiring multiple acceleration values ​​of the vehicle to be evaluated within an acceleration interval; Determining an acceleration average value based on the plurality of acceleration values; In the preset interval, the high frequency amplitude proportion is determined based on the plurality of acceleration values ​​and the acceleration average value.

3. The method for evaluating driving performance in a hill-start condition according to claim 1, characterized in that: The method for determining the high-frequency disturbance frequency comprises: Determine a first time and a second time; the first time and the second time are respectively the time when two adjacent acceleration peaks or two adjacent acceleration troughs appear; determining a time interval based on the first time and the second time; Based on the time interval, the high-frequency disturbance frequency is determined.

4. The method for evaluating drivability in a hill-start condition according to claim 1, characterized in that: The method for determining the acceleration peak value comprises: Determine a third time and a fourth time; the third time is the time when the vehicle to be evaluated reaches the maximum acceleration during the acceleration process, and the fourth time is the time when the vehicle to be evaluated reaches the defined clutch coupling during the acceleration process; Determine a preset time interval based on the third time and the fourth time; In the preset interval, the acceleration peak value is determined based on the negative acceleration gradient of the chassis acceleration signal, the pedal position of the vehicle to be evaluated, the maximum pedal position and the clutch engagement factor.

5. The method for evaluating drivability in a hill-start condition according to claim 1, characterized in that: The method for determining the clutch fit and play score includes: Acquire a plurality of baseband acceleration values ​​and a plurality of high-frequency acceleration values; the high-frequency acceleration value is an acceleration value greater than a preset frequency, and the number of the baseband acceleration value and the number of the high-frequency acceleration value are the same; Determining a root mean square value of a baseband acceleration signal based on the plurality of baseband acceleration values; Determining a root mean square value of a high frequency acceleration signal based on the plurality of high frequency acceleration values; The clutch engagement and jerkiness score is determined based on the baseband acceleration signal root mean square value, the high-frequency acceleration signal root mean square value, the high-frequency acceleration signal weighting coefficient and the jerkiness influence coefficient.

6. The method for evaluating drivability in a hill-start condition according to claim 1, characterized in that: The method for determining the duration of the engine speed overshoot comprises: When an overshoot phenomenon occurs in the vehicle to be evaluated, obtaining an engine speed peak value, a target engine speed, an accelerator pedal position, and a maximum accelerator pedal position; determining a difference between the peak engine speed and the target engine speed, and determining a ratio between the target engine speed and the difference; The engine speed overshoot duration is determined based on a ratio between the target engine speed and the difference, the accelerator pedal position, the accelerator pedal maximum position, and a pedal position influence coefficient.

7. The method for evaluating drivability in a hill-start condition according to claim 1, characterized in that: Before determining the high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak, clutch engagement and oscillation score, and engine speed overshoot duration of the vehicle to be evaluated, the method further includes: Determine whether the speed of the vehicle to be evaluated accelerates from zero to a value greater than a preset speed threshold, whether the accelerator pedal position is greater than an accelerator pedal position threshold, and whether the slope of the road on which the vehicle to be evaluated is located is greater than a preset slope threshold; If the vehicle speed of the vehicle to be evaluated accelerates from zero to a value greater than the preset speed threshold, the accelerator pedal position is greater than the accelerator pedal position threshold, and the road slope on which the vehicle to be evaluated is located is greater than the preset slope threshold, it is determined that the vehicle to be evaluated is in a semi-slope starting condition.

8. A device for evaluating driving performance in a semi-slope start condition, characterized in that: include: A determination module is used to determine the high-frequency amplitude proportion, high-frequency disturbance frequency, acceleration peak value, clutch engagement and sway score, and engine speed overshoot duration of the vehicle to be evaluated when the vehicle to be evaluated is in a semi-slope starting condition; the high-frequency amplitude proportion is the ratio of the interval occupied by the high-frequency amplitude to the preset interval, the high-frequency amplitude is the amplitude greater than the preset threshold, the high-frequency disturbance frequency is the frequency calculated based on two adjacent acceleration peaks or two adjacent acceleration troughs, and the high-frequency amplitude proportion and the high-frequency disturbance frequency are used to characterize the acceleration oscillation of the vehicle to be evaluated; a scoring calculation module, for determining a comprehensive score of the drivability of the vehicle to be evaluated in a half-slope start condition based on the high-frequency amplitude proportion and a first weight corresponding to the high-frequency amplitude proportion, the high-frequency disturbance frequency and a second weight corresponding to the high-frequency disturbance frequency, the acceleration peak and a third weight corresponding to the acceleration peak, the clutch engagement and jerkiness score and a fourth weight corresponding to the clutch engagement and jerkiness score, and the engine speed overshoot duration and a fifth weight corresponding to the engine speed overshoot duration; The evaluation module evaluates the drivability of the vehicle to be evaluated under the semi-slope starting condition based on the comprehensive score of the drivability under the semi-slope starting condition.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the computer program, the method for evaluating drivability in a slope start condition as claimed in any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for evaluating drivability in a hill-start condition as claimed in any one of claims 1 to 7 is implemented.

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