Seat vibration comfort testing method based on actual measurement vibration excitation and transfer characteristics

Abstract

The invention relates to the technical field of train seats, and provides a seat vibration comfort test method based on actual measurement vibration excitation and transfer characteristics, and the method comprises the steps: obtaining the actual measurement vibration acceleration of a seat vibration input point during the actual measurement operation of a train; acquiring actually measured acceleration power spectral density according to the actually measured vibration acceleration; actual measurement vibration excitation corresponding to the actual measurement vibration acceleration is applied to the to-be-tested seat in the passenger bearing state through vibration simulation equipment, and vibration response of the to-be-tested seat is obtained; acquiring a vibration transfer characteristic function of the to-be-tested seat according to the actually measured vibration excitation and the vibration response; acquiring weighted output power spectral density according to the vibration transfer characteristic function and the actually measured acceleration power spectral density; and obtaining a comfort evaluation index of the to-be-tested seat according to the weighted output power spectral density. The method is objective, accurate, simple, convenient and close to an actual use scene, and the seat vibration transmission characteristics can be effectively converted into comfort evaluation indexes.

Description

Technical Field

[0001] This invention relates to the field of train seat technology, and in particular to a method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics. Background Technology

[0002] With the rapid development of high-speed rail in my country, passengers' demands for comfort on high-speed trains are constantly increasing. Seats, as the primary means of passenger support during the journey, have a significant impact on passenger comfort. The vibration transmission characteristics of seats determine their vibration isolation effect on the train cabin, and are a major factor influencing seat vibration comfort.

[0003] Currently, there are two main methods for evaluating the vibration comfort of high-speed train seats: one is to conduct seat vibration tests with reference to GB / T18707.2-2010 "Mechanical Vibration Evaluation: Laboratory Methods for Vehicle Seat Vibration Part 2: Application to Locomotives and Rolling Stock" and perform objective evaluation based on GB / T 13441.1-2007; the other is to rely on subjective evaluation by passengers. However, existing methods have significant shortcomings: regarding objective evaluation, there is a disconnect between the national standards for seat vibration testing methods and the national standards for whole-body vibration evaluation. For example, GB / T 18707.2-2010 proposes calculating indicators such as seat vibration transmissibility to characterize seat vibration characteristics, while GB / T 13441.1-2007 specifies the use of weighted root mean square acceleration values ​​to evaluate seat comfort; there is no direct correlation between the two indicators. Furthermore, the method of relying on subjective evaluation by passengers also has limitations such as significant individual differences and difficulty in quantifying them using objective indicators. Summary of the Invention

[0004] This invention provides a method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics. It is objective, accurate, simple, and closely related to actual use scenarios, and can effectively transform seat vibration transmission characteristics into comfort evaluation indicators.

[0005] This invention provides a method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics, comprising: Obtain the measured vibration acceleration at the seat vibration input point during actual train operation; The measured acceleration power spectral density is obtained based on the measured vibration acceleration. The vibration simulation device applies a measured vibration excitation corresponding to the measured vibration acceleration to the seat under test in a occupant-bearing state, and obtains the vibration response of the seat under test. The vibration transmission characteristic function of the seat under test is obtained based on the measured vibration excitation and the vibration response. The weighted output power spectral density is obtained based on the vibration transmission characteristic function and the measured acceleration power spectral density. The comfort evaluation index of the seat under test is obtained based on the weighted output power spectral density.

[0006] In some embodiments, obtaining the measured vibration acceleration at the seat vibration input point during actual train operation includes: The measured vibration acceleration at the seat vibration input point during actual train operation under different working conditions is obtained; wherein, different working conditions include the condition of the train running stably at various speeds, and the acquisition location of the measured vibration acceleration includes the floor mounting positions of multiple different seats in the train.

[0007] In some embodiments, before obtaining the measured acceleration power spectral density based on the measured vibration acceleration, the method further includes: The measured vibration acceleration was subjected to bandpass filtering. Obtaining the measured acceleration power spectral density based on the measured vibration acceleration includes: The measured acceleration power spectral density is obtained based on the measured vibration acceleration after bandpass filtering; wherein the passband frequency of the bandpass filter is greater than or equal to a first preset frequency and less than or equal to a second preset frequency.

[0008] In some embodiments, after obtaining the measured vibration acceleration at the seat vibration input point during actual train operation, the method further includes: The root mean square value of the measured acceleration is obtained based on the measured vibration acceleration. Applying a measured vibration excitation corresponding to the measured vibration acceleration to the seat under test in a occupant-bearing state using a vibration simulation device includes: A measured vibration excitation corresponding to the measured root mean square value of acceleration is applied to the seat under test.

[0009] In some embodiments, applying a measured vibration excitation corresponding to the measured root mean square value of the acceleration to the seat under test includes: A broadband random signal equal to the root mean square value of the measured acceleration is applied to the seat under test; wherein the broadband random signal serves as the measured vibration excitation, and the frequency of the broadband random signal is greater than or equal to a first preset frequency and less than or equal to a second preset frequency.

[0010] In some embodiments, obtaining the vibration response of the seat under test includes: Obtain the vibration response at a preset measurement location on the seat under test; wherein the preset measurement location includes the seat cushion and / or backrest.

[0011] In some embodiments, the vibration transmission characteristic function satisfies the following calculation formula: in, Let be the vibration transmission characteristic function. The cross-power spectral density is the difference between the measured vibration excitation and the vibration response. The measured self-power spectral density of the vibration excitation is given. The vibration frequency of the seat under test is denoted as .

[0012] In some embodiments, obtaining the weighted output power spectral density based on the vibration transfer characteristic function and the measured acceleration power spectral density includes: The output power spectral density is obtained based on the vibration transmission characteristic function and the measured acceleration power spectral density. The weighted output power spectral density is obtained based on the standard direction factor, the standard frequency weighting function, and the output power spectral density.

[0013] In some embodiments, the output power spectral density satisfies the following calculation formula: in, The output power spectral density, The square of the absolute value of the vibration transmission characteristic function. The measured acceleration power spectral density; The weighted output power spectral density satisfies the following calculation formula: in, The weighted output power spectral density, The standard direction factor is... The standard frequency weighting function is given.

[0014] In some embodiments, the comfort evaluation index satisfies the following calculation formula: WOPIST is the comfort evaluation index mentioned above. The weighted output power spectral density is given.

[0015] This invention establishes a complete technical chain from actual vibration environment to laboratory testing, and from physical vibration characteristics to human comfort perception. By combining measured vibration data with laboratory testing, it ensures the consistency of evaluation results with actual operating conditions and improves the controllability and repeatability of testing. By introducing frequency weighting processing, it effectively solves the problem of the disconnect between vibration transmission characteristics and human comfort evaluation indicators in traditional methods, making the evaluation results more consistent with the actual human experience. This method provides a scientific and quantitative evaluation basis for seat design and optimization, and has the technical effects of being objective, accurate, simple, and close to actual use scenarios. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a flowchart illustrating a method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics, provided by an embodiment of the present invention.

[0018] Figure 2 This is a schematic diagram of a structure for collecting and measuring vibration acceleration during a real vehicle road test, provided by an embodiment of the present invention.

[0019] Figure 3 This is a schematic diagram of a laboratory test structure for the vibration of a seat under test provided in an embodiment of the present invention.

[0020] Figure 4 This is a schematic diagram of the specific process of a seat vibration comfort test method based on measured vibration excitation and transmission characteristics provided in an embodiment of the present invention.

[0021] Figure 5 This is a schematic diagram of the vertical vibration acceleration excitation power spectral density at different locations under different working conditions, as provided in an embodiment of the present invention, based on data collected during a real vehicle road test.

[0022] Figure 6 This is a schematic diagram comparing the evaluation results of a certain type of car seat and a first-class seat on a high-speed train, provided by an embodiment of the present invention.

[0023] Figure 7 This is a schematic diagram of a seat vibration comfort evaluation device based on measured vibration excitation and transmission characteristics provided in an embodiment of the present invention.

[0024] Figure 8 This is a schematic diagram of the physical structure of the electronic device provided in an embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0026] With the rapid development of high-speed rail in my country, passengers' demands for the comfort of high-speed trains are constantly increasing. Seats, as the primary means of passenger support, significantly impact the passenger experience. The vibration transmission characteristics of seats determine their vibration isolation effect on the train cabin, making them a major factor influencing seat vibration comfort. Therefore, evaluating seat vibration comfort through scientific testing methods is crucial in the early stages of seat development and prototype manufacturing, providing a basis for subsequent improvements.

[0027] The main problem with existing seat vibration comfort evaluation methods is the lack of a way to effectively convert seat vibration transmission characteristics into vibration comfort indicators, resulting in weak guidance for seat design optimization. Currently, high-speed train seat vibration comfort evaluation mainly involves conducting seat vibration tests with reference to GB / T 18707.2-2010 "Mechanical Vibration Evaluation: Laboratory Methods for Vehicle Seat Vibration Part 2: Application to Locomotives and Rolling Stock" and conducting objective evaluations based on GB / T 13441.1-2007, or relying on subjective evaluations by passengers. However, in terms of objective evaluation, there are certain inconsistencies between the aforementioned national standards for seat vibration testing methods and the national standards for whole-body vibration evaluation. For example, GB / T 18707.2-2010 proposes calculating indicators such as seat vibration transmissibility to characterize seat vibration characteristics, while GB / T 13441.1-2007 specifies the use of weighted root mean square acceleration values ​​to evaluate seat comfort; there is no direct correlation between the two indicators. Furthermore, the method of relying on subjective evaluations by passengers also has limitations such as significant individual differences and difficulty in quantifying them with objective indicators.

[0028] To address the aforementioned technical problems, this invention provides a method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics. Figure 1This is a flowchart illustrating a method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics, provided in an embodiment of the present invention. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics can be executed by the seat vibration comfort testing device based on measured vibration excitation and transmission characteristics provided in this embodiment of the invention. This seat vibration comfort testing device can be implemented using software and / or hardware. For example... Figure 1 As shown, the seat vibration comfort test method based on measured vibration excitation and transmission characteristics includes the following steps: Step 101: Obtain the measured vibration acceleration at the seat vibration input point during actual train operation.

[0029] In some embodiments, obtaining the measured vibration acceleration of the seat vibration input point during actual train operation includes: obtaining the measured vibration acceleration of the seat vibration input point during actual train operation under different working conditions; wherein, different working conditions include the condition that the train runs stably at multiple speeds, and the acquisition location of the measured vibration acceleration includes the floor mounting locations of multiple different seats in the train.

[0030] Specifically, measured vibration acceleration refers to the time-domain signal of vibration acceleration directly measured by an accelerometer in the actual train operating environment. Different operating conditions refer to the train's state under different operating conditions, including different operating speeds and different track conditions. Stable operation at multiple speeds refers to the condition where the train maintains a constant speed at a specific speed. Floor mounting location refers to the specific installation location of the accelerometer on the train car floor.

[0031] First, real-vehicle testing is conducted. Vibration data under different operating conditions is systematically collected through real-vehicle road tests on high-speed trains. For example, tests can be conducted when the train is running stably at multiple different speed levels, such as 250 km / h, 300 km / h, or 350 km / h, while sensors are installed at floor mounting points in different seats within the train, such as business class, first class, or second class, to collect data. Figure 2 This is a schematic diagram of a structure for collecting and measuring vibration acceleration during a real vehicle road test, provided by an embodiment of the present invention. Figure 2 As shown, a vibration acceleration sensor 200 can be installed at the floor mounting position of the target vehicle seat to collect time-domain signals of longitudinal, lateral and vertical acceleration under different operating conditions. This multi-condition and multi-measurement point data acquisition strategy ensures that the acquired vibration data, i.e. the measured vibration acceleration, has sufficient representativeness and coverage.

[0032] Therefore, this embodiment of the invention, through multi-condition testing, can comprehensively capture the vibration characteristics of the train under different operating conditions, avoiding the one-sidedness of evaluation results caused by single-condition testing. Furthermore, by collecting data from multiple locations, it can reflect the differences in the vibration environment of different areas inside the train, providing basic data for targeted evaluation of seats of different grades. This comprehensive data collection method significantly improves the reliability and applicability of the evaluation results.

[0033] Step 102: Obtain the measured acceleration power spectral density based on the measured vibration acceleration.

[0034] Specifically, the measured acceleration power spectral density refers to the power spectral density function obtained by performing frequency domain analysis on the measured vibration acceleration, i.e., the measured vibration acceleration time domain signal, which characterizes the distribution of vibration energy at different frequencies.

[0035] In some embodiments, before obtaining the measured acceleration power spectral density based on the measured vibration acceleration, the method further includes: performing bandpass filtering on the measured vibration acceleration; obtaining the measured acceleration power spectral density based on the measured vibration acceleration includes: obtaining the measured acceleration power spectral density based on the bandpass-filtered measured vibration acceleration; wherein the passband frequency of the bandpass filter is greater than or equal to a first preset frequency and less than or equal to a second preset frequency.

[0036] Specifically, bandpass filtering refers to using digital filters, such as FIR (Finite Impulse Response) filters, to retain the measured vibration acceleration signal components within a specific frequency range and suppress the measured vibration acceleration signal components at frequencies outside that range. The first preset frequency refers to the lower cutoff frequency of the bandpass filter, for example, but not limited to, 0.5Hz, and the second preset frequency refers to the upper cutoff frequency of the bandpass filter, for example, but not limited to, 25Hz.

[0037] Before calculating the power spectral density of the measured vibration acceleration, the original time-domain signal, i.e., the measured vibration acceleration, is first bandpass filtered. A first preset frequency and a second preset frequency are set to form a specific passband frequency range. For example, a bandpass Butterworth filter ranging from 0.5Hz to 25Hz can be used. The bandpass filter only allows the measured vibration acceleration signal components within this frequency range to pass through, while strongly attenuating frequency components outside the passband range. For example, outside the passband range, the filter provides signal attenuation of no less than -24dB. The filtered measured vibration acceleration is then used for power spectral density calculation, ensuring that subsequent analysis focuses on the effective frequency band of interest.

[0038] Therefore, this embodiment of the invention effectively removes high-frequency noise and low-frequency drift interference components from vibration signals by utilizing bandpass filtering, thereby improving signal quality. By limiting the analysis frequency band, subsequent power spectral density calculations and frequency response analyses are concentrated within the frequency range sensitive to the human body, improving the relevance and effectiveness of the analysis.

[0039] Step 103: Apply a measured vibration excitation with the corresponding measured vibration acceleration to the seat under test in the state of carrying passengers using a vibration simulation device, and obtain the vibration response of the seat under test.

[0040] Figure 3 This is a schematic diagram of a laboratory test structure for the vibration of a seat under test, provided in an embodiment of the present invention. Figure 3 As shown, after completing the actual vehicle test, the seat under test is installed on a vibration simulation device. The vibration simulation device, such as the vibration simulation platform 301, refers to experimental equipment capable of simulating various vibration environments. An occupant sits on the seat under test, and the measured vibration excitation corresponding to the measured vibration acceleration is used as the excitation signal. Vibration simulation equipment, such as a vibration table, is used to test the seat and the occupant. A cushion-type accelerometer 302 is used to simultaneously collect vibration response acceleration signals in all directions at the seat cushion and backrest.

[0041] In some embodiments, after obtaining the measured vibration acceleration of the seat vibration input point during actual train operation, the method further includes: obtaining the root mean square value of the measured acceleration based on the measured vibration acceleration; and applying a measured vibration excitation corresponding to the measured vibration acceleration to the seat under test in the state of carrying passengers through a vibration simulation device, including: applying a measured vibration excitation corresponding to the root mean square value of the measured acceleration to the seat under test.

[0042] Specifically, based on the measured vibration acceleration obtained in the preceding steps, i.e., the time-domain signal of the vibration source acceleration, a bandpass filter is used to perform bandpass filtering, and the power spectral density and root mean square (RMS) value of the acceleration in each direction after filtering are calculated as input parameters for subsequent steps. The RMS value of the measured acceleration refers to the root mean square value of the measured vibration acceleration signal, which characterizes the overall intensity level of the vibration signal.

[0043] After obtaining the measured vibration acceleration, in addition to calculating the power spectral density, the root mean square (RMS) value of the measured vibration acceleration can also be calculated as a general characterization of the vibration intensity. During the laboratory testing phase, the vibration simulation equipment sets the excitation signal based on the measured RMS value, i.e., the intensity level of the measured vibration excitation. Specifically, the amplitude of the output signal of the vibration simulation equipment is adjusted using the measured RMS value to ensure that the vibration intensity of the laboratory excitation is consistent with the vibration intensity in the actual operating environment.

[0044] Therefore, by introducing the measured root mean square value of acceleration, the embodiments of the present invention achieve accurate matching between laboratory excitation intensity and actual vibration environment, ensuring consistency between laboratory test conditions and actual operating conditions in terms of vibration intensity. This maintains the authenticity of the test, simplifies the generation process of laboratory excitation signal, and improves the feasibility and efficiency of the test.

[0045] In some embodiments, applying a measured vibration excitation corresponding to the measured root mean square value of acceleration to the seat under test includes: applying a broadband random signal equal to the measured root mean square value of acceleration to the seat under test; wherein the broadband random signal is used as the measured vibration excitation, and the frequency of the broadband random signal is greater than or equal to a first preset frequency and less than or equal to a second preset frequency.

[0046] Specifically, a broadband random signal refers to a random vibration signal with a continuous spectrum over a wide frequency range. For example, white noise can be used to represent a broadband random signal. The frequency range refers to the bandwidth within which the effective frequency components of the broadband random signal are located.

[0047] A broadband random white noise signal, equal to the measured root mean square (RMS) acceleration values ​​obtained in the preceding steps (i.e., the RMS acceleration values ​​in all directions of the vibration source), is used as excitation to conduct vibration simulation tests on the seat under test and the occupant it carries. In laboratory testing, a broadband random signal equal to the measured RMS acceleration value is used as the excitation signal. The frequency range of this broadband random signal is set between a first preset frequency and a second preset frequency, for example, but not limited to, 0.5Hz to 25Hz, to cover the main vibration frequency bands sensitive to human movement. By precisely adjusting the amplitude of the broadband random signal, its RMS value is made equal to the measured RMS acceleration value. Thus, the vibration simulation device can generate the time-domain waveform characteristics and main frequency components of a 0.5Hz to 25Hz broadband random white noise signal equal to the measured RMS acceleration value. This excitation method can elicit the dynamic response of the seat under test at all frequencies of interest in a single test.

[0048] Therefore, this embodiment of the invention utilizes wideband random signal excitation to efficiently acquire the transmission characteristics of the seat across the entire frequency band, avoiding the time-consuming problem of single-frequency sweep testing. Furthermore, by matching the measured root mean square value of vibration, the consistency between the vibration intensity of the laboratory test and the actual environment is ensured, significantly improving testing efficiency while maintaining testing accuracy.

[0049] In some embodiments, obtaining the vibration response of the seat under test includes: obtaining the vibration response at a preset measurement location on the seat under test; wherein the preset measurement location includes the seat cushion and / or backrest of the seat, that is, the preset measurement location is the seat cushion of the seat, or the backrest of the seat, or includes both the seat cushion and the backrest of the seat.

[0050] Specifically, the preset measurement position refers to the vibration response measurement point predetermined on the seat under test, the seat cushion refers to the part of the seat under test used to support the occupant's buttocks and legs, and the backrest refers to the part of the seat under test used to support the occupant's back.

[0051] During laboratory testing, several key measurement locations were pre-set on the seat under test to collect vibration response signals, such as... Figure 3 As shown, the preset measurement locations include the seat cushion and backrest, which are the main areas where the occupant's body directly contacts the seat. By installing accelerometers at each preset measurement location, vibration response data is collected synchronously to obtain the vibration characteristics of key parts of the seat.

[0052] Therefore, by measuring at multiple locations, this embodiment of the invention can comprehensively understand the vibration transmission characteristics of different parts of the seat under test, providing detailed data for targeted optimization of each part of the seat under test. As the main contact points for occupants, the vibration response of the seat cushion and backrest directly affects the comfort of the occupants. Measuring these key locations ensures the practicality and relevance of the evaluation results.

[0053] Accordingly, taking the seat cushion of the chair as an example with the preset measurement position, the subsequent steps are as follows: obtain the vibration transmission characteristic function of the seat cushion based on the measured vibration excitation and vibration response; obtain the weighted output power spectral density of the seat cushion based on the vibration transmission characteristic function and the measured acceleration power spectral density; obtain the comfort evaluation index of the seat cushion based on the weighted output power spectral density, and then use it as the comfort evaluation index of the chair to be tested.

[0054] Step 104: Obtain the vibration transmission characteristic function of the seat under test based on the measured vibration excitation and vibration response.

[0055] Specifically, the vibration transmission characteristic function refers to the frequency domain function that describes the vibration transmission characteristics of the seat system, characterizing the amplitude and phase relationship between the input excitation and the output response. Based on the measured vibration excitation and vibration response collected in the aforementioned steps, the vibration transmission characteristic functions, i.e., the frequency response functions, of the seat cushion and backrest of the seat under test are calculated in each direction.

[0056] In some embodiments, the vibration transmission characteristic function satisfies the following calculation formula: in, The vibration transmission characteristic function, To measure the cross-power spectral density between vibration excitation and vibration response, To measure the self-power spectral density of vibration excitation, The vibration frequency of the seat under test is denoted as .

[0057] Specifically, cross-power spectral density refers to the Fourier transform of the cross-correlation function between the measured vibration excitation signal (i.e., the laboratory test excitation signal) and the vibration response signal, characterizing the correlation between the two signals in the frequency domain. Self-power spectral density refers to the power spectral density of the measured vibration excitation signal itself, characterizing the distribution of signal power in the frequency domain.

[0058] The vibration transfer characteristic function is calculated using the frequency domain method. First, the auto-power spectral density of the measured vibration excitation signal is calculated to characterize the frequency domain characteristics of the input signal. Simultaneously, the cross-power spectral density between the measured vibration excitation signal and the vibration response signal is calculated to characterize the relationship between the input and output in the frequency domain. Then, the cross-power spectral density is divided by the auto-power spectral density to obtain the system's frequency response function, i.e., the vibration transfer characteristic function. This function fully describes the transfer characteristics of the tested seat at different frequencies.

[0059] Therefore, the vibration transfer characteristic function obtained by the frequency domain analysis method in this embodiment of the invention can clearly reveal the vibration amplification or attenuation characteristics of the test seat at different frequencies, avoiding the problem of difficulty in separating frequency characteristics in time domain analysis, and providing accurate transfer characteristic data for subsequent frequency weighting processing. In addition, the calculation method based on power spectral density also has good noise suppression capability, improving the reliability of the calculation results.

[0060] Step 105: Obtain the weighted output power spectral density based on the vibration transmission characteristic function and the measured acceleration power spectral density.

[0061] Specifically, the weighted output power spectral density refers to the output power spectral density after frequency weighting processing, reflecting the differences in human sensitivity to vibrations at different frequencies. Based on the frequency response functions (i.e., vibration transmission characteristic functions) of the seat cushion and backrest in each direction calculated in the aforementioned steps, as well as the measured acceleration power, the frequency-weighted output power spectral density of the seat under test is calculated.

[0062] In some embodiments, obtaining a weighted output power spectral density based on the vibration transmission characteristic function and the measured acceleration power spectral density includes: obtaining an output power spectral density based on the vibration transmission characteristic function and the measured acceleration power spectral density; and obtaining a weighted output power spectral density based on the standard direction factor, the standard frequency weighting function, and the output power spectral density.

[0063] Specifically, the output power spectral density refers to the power spectral density of the seat output response under measured vibration excitation, the standard direction factor refers to the weighting coefficient of different vibration directions as specified in relevant standards, and the standard frequency weighting function refers to the weighting function of different frequency vibrations as specified in relevant standards.

[0064] First, the output power spectral density is calculated based on the vibration transfer characteristic function and the measured acceleration power spectral density. This step simulates the vibration response characteristics of the seat under actual vibration conditions. Then, the output power spectral density is weighted according to a standard direction factor and a standard frequency weighting function. The direction factor considers the differences in the impact of different vibration directions on human comfort, while the frequency weighting function considers the differences in human sensitivity to vibrations at different frequencies. Through this dual weighting process, the final weighted output power spectral density for evaluation is obtained.

[0065] Therefore, by introducing the direction factor and frequency weighting function, the embodiments of the present invention make the calculation results more consistent with the actual comfort feeling of the human body, organically combining the physical vibration characteristics with the physiological response characteristics of the human body, solving the problem of the disconnect between objective measurement results and subjective feelings in traditional methods, and the output power spectral density after weighting can more accurately predict the comfort response of the occupants.

[0066] In some embodiments, the output power spectral density satisfies the following calculation formula: in, For the output power spectral density, The square of the absolute value of the vibration transmission characteristic function. This represents the measured acceleration power spectral density.

[0067] Specifically, the vibration transmission characteristic function can be multiplied by its corresponding conjugate complex number at each frequency to obtain the frequency response function in each direction, which is the square of the absolute value of the vibration transmission characteristic function. The specific calculation formula is as follows: in, The square of the absolute value of the vibration transmission characteristic function represents the energy transfer characteristics at different frequencies. Let be the conjugate complex number of the vibration transmission characteristic function.

[0068] The weighted output power spectral density satisfies the following calculation formula: in, For the weighted output power spectral density, As the standard direction factor, This is the standard frequency weighting function.

[0069] Specifically, the calculated output power spectral density of the seat under actual vibration source excitation in each direction is then frequency-weighted according to the standard frequency weighting function given in GB / T 13441.1-2007 "Mechanical Vibration and Shock - Evaluation of Human Exposure to Whole-Body Vibration - Part 1: General Requirements". The result is then multiplied sequentially by the standard direction factor specified in GB / T 13441.1-2007 to obtain the weighted output power spectral density.

[0070] The calculation of output power spectral density is based on the linear theory of vibration systems. It multiplies the square of the absolute value of the vibration transfer characteristic function with the measured acceleration power spectral density to simulate the energy distribution of output vibration generated by an actual vibration source passing through the seat system. The square of the absolute value of the vibration transfer characteristic function represents the energy transfer efficiency of the seat system at different frequencies, and the measured acceleration power spectral density represents the energy distribution of the input vibration. Their product is the energy distribution of the output vibration. The calculation of weighted output power spectral density further considers ergonomic factors. It multiplies the output power spectral density sequentially with the standard direction factor and the standard frequency weighting function. The standard direction factor reflects the differences in the impact of different vibration directions on the human body, and the standard frequency weighting function reflects the differences in the human body's sensitivity to vibrations at different frequencies. The final result accurately reflects the actual impact of vibration on human comfort.

[0071] Therefore, through rigorous mathematical derivation and ergonomic corrections, the embodiments of the present invention ensure the scientific validity and accuracy of the calculation results. The calculation of the output power spectral density establishes a complete physical model from input vibration to output vibration, while the weighting processing establishes a physiological model from physical vibration to human perception. This dual modeling method makes the evaluation results both physically objective and physiologically relevant, improving the reliability of seat comfort evaluation.

[0072] Step 106: Obtain the comfort evaluation index of the seat under test based on the weighted output power spectral density.

[0073] Specifically, the comfort evaluation index refers to a numerical index used to quantitatively evaluate the vibration comfort of a seat. Based on the weighted output power spectral density function curve of the seat obtained in the preceding steps, the area under the curve is calculated by integration, and the square root of this area is taken to obtain the comfort evaluation index, called the WOPIST (Weighted rms of Output-acceleration via Power Input Spectra and Transmissibility of seat) value. The unit of the WOPIST evaluation index value is m / s. 2 The lower the value, the better the comfort.

[0074] In some embodiments, the comfort evaluation index satisfies the following calculation formula: Among them, WOPIST is a comfort evaluation index. This is the weighted output power spectral density.

[0075] Specifically, the comfort evaluation index is obtained by performing a definite integral operation on the weighted output power spectral density within a preset frequency range. The integration operation sums the weighted vibration energy of each frequency component to obtain the total vibration impact. Then, the square root of the integral result is taken to convert the power spectral density dimension to the acceleration dimension, facilitating compatibility with existing comfort evaluation standards. This calculation process is based on the theoretical foundation of vibration comfort evaluation, namely, that the overall discomfort of the human body to vibration is related to the root mean square value of the weighted acceleration.

[0076] Therefore, this embodiment of the invention integrates the vibration effects distributed across the entire frequency range into a single numerical index through integration and square root operations, which greatly simplifies the evaluation process. The resulting comfort evaluation index has clear physical meaning and physiological relevance, and can be directly used for the evaluation and comparative analysis of seat comfort levels. It retains the accuracy advantages of frequency domain analysis and provides numerical results that are easy to apply.

[0077] For example, comfort evaluation indicators can also be used to generate seat comfort evaluation reports, including frequency-weighted output power spectral density and final index values. Alternatively, they can be compared with evaluation indicators obtained from other seats using the same method to determine the comfort level of the tested seat compared to other seats. Or, they can guide the optimized design of seat structural parameters, such as the stiffness of the seat cushion foam material and the stiffness of the seat frame.

[0078] This invention first acquires raw vibration data of the seat vibration input point in an actual train operating environment, ensuring the authenticity and representativeness of the vibration source. Second, the time-domain vibration signal is converted into a power spectral density in the frequency domain to reveal the frequency distribution characteristics of the vibration energy. Next, in a laboratory environment, an excitation signal corresponding to the measured vibration is applied to the seat carrying the occupant using a vibration simulation device, while simultaneously collecting the seat's vibration response data. Then, based on the input excitation and output response data, the vibration transmission characteristic function of the seat is calculated, which fully describes the transmission characteristics of the seat system to vibrations of different frequencies. Furthermore, combining the measured power spectral density of the vibration source and the seat's transmission characteristic function, a weighted output power spectral density considering the frequency sensitivity of the human body is calculated. Finally, by performing appropriate mathematical processing on the weighted output power spectral density, an evaluation index that directly reflects human comfort is generated.

[0079] In summary, this invention establishes a complete technical chain from actual vibration environment to laboratory testing, and from physical vibration characteristics to human comfort perception. By combining measured vibration data with laboratory testing, it ensures the consistency of evaluation results with actual operating conditions and improves the controllability and repeatability of testing. By introducing frequency weighting processing, it effectively solves the problem of the disconnect between vibration transmission characteristics and human comfort evaluation indicators in traditional methods, making the evaluation results more consistent with the actual human experience. This method provides a scientific and quantitative evaluation basis for seat design and optimization.

[0080] Figure 4 This is a schematic diagram illustrating the specific process of a seat vibration comfort testing method based on measured vibration excitation and transmission characteristics, provided by an embodiment of the present invention. Figure 4 As shown, the seat vibration comfort test method based on measured vibration excitation and transmission characteristics, specifically the high-speed train seat vibration comfort test method based on measured vibration excitation at the floor during high-speed train operation and vibration transmission characteristics obtained from laboratory tests of high-speed train seats, includes: Step 401: Real vehicle vibration excitation data acquisition.

[0081] Specifically, the first step is to conduct real-vehicle testing. Under conditions where a high-speed train is running stably at speeds of, for example, 250 km / h, 300 km / h, and 350 km / h, such as... Figure 2 As shown, an acceleration sensor, such as an SDI 2260-002 type, is fixed on the floor directly below the mounting point on the left front side of seats such as Business Class 1A in Car 1, First Class 3C in Car 1, and Second Class 9C in Car 3. The backrest angle of the seat to be tested is adjusted to 20°. With a 75kg passenger sitting in a naturally relaxed posture, the actual vibration acceleration at this location, i.e., the vertical acceleration time-domain signal, is collected. The sampling frequency is not less than 250Hz, and the collection time is not less than 5 minutes.

[0082] Step 402: Calculation of vibration source parameters for the actual vehicle.

[0083] Step 403: Root mean square value of vibration source acceleration.

[0084] Step 404, acceleration power spectral density of the vibration source.

[0085] Specifically, the acceleration time series composed of the acquired vertical acceleration time-domain signals in each direction is filtered using a fourth-order bandpass Butterworth filter with a passband range of 0.5Hz to 25Hz to ensure that signal attenuation of no less than -24dB is provided outside the passband range.

[0086] The root mean square (RMS) value of the filtered acceleration signal is calculated, which is the measured RMS value of acceleration. The corresponding measured acceleration power spectral density is calculated using the Welch method, also known as the Welch periodogram method. The window length is set to four times the sampling frequency, the number of overlapping samples is set to twice the sampling frequency, and the number of DFT (Discrete Fourier Transform) points is set to twice the sampling frequency to ensure that the power spectral density has a frequency resolution of 0.25 Hz.

[0087] The root mean square value and power spectral density of the filtered signal are used as the parameters of the actual vibration source. Figure 5 This is a schematic diagram of the vertical vibration acceleration excitation power spectral density at different locations under different working conditions, as provided in an embodiment of the present invention, based on data collected during a real vehicle road test. Figure 5 The horizontal axis represents the vibration frequency of the seat under test, in Hz, and the vertical axis represents the power spectral density of the measured acceleration, in m³ / s. 2 / s 4 *Hz, curve (1) represents the power spectral density of the vertical acceleration signal at the floor of seat 1A in the business class section of car 1 at a speed of 300km / h, curve (2) represents the power spectral density of the vertical acceleration signal at the floor of seat 3C in the first class section of car 1 at a speed of 250km / h, and curve (3) represents the power spectral density of the vertical acceleration signal at the floor of seat 9C in the second class section of car 3 at a speed of 250km / h. Figure 5 It can be seen that the floor vibration of high-speed trains is not uniformly distributed across the entire frequency band; the energy is concentrated in two main regions, below 5Hz and between 10Hz and 25Hz, respectively. The seat vibration isolation performance in these frequency bands should be a key focus. The root mean square acceleration values ​​are 0.44 m / s². 2 0.2m / s 2 and 0.4m / s 2 .

[0088] Step 405: Seat vibration laboratory test.

[0089] Specifically, laboratory tests were conducted on seat transmission rates. For example... Figure 3 As shown, a first-class seat of a high-speed train to be tested, manufactured by a certain manufacturer, is fixed in the center of a vibration simulation device, i.e., a vibration simulation platform. The vibration platform has dimensions of, for example, 2m × 2m, a maximum load of 1000kg, a working stroke of 0.8m in the translational direction, a maximum speed of 10m / s, and a maximum acceleration of 10m / s². 2The operating frequency range is 0Hz to 50Hz, and it can generate random vibration acceleration signals with six degrees of freedom, including longitudinal, lateral, vertical, tilt, pitch, and yaw, with a reproduction error of no more than 10%. Two SIT-PAD cushion-type three-dimensional accelerometers were placed at point H on the right side of the seat cushion and 380mm away from the seat cushion on the backrest, respectively, to measure the vibration acceleration of the contact surface between the occupant and the seat.

[0090] The actual vibration source parameters obtained through the aforementioned steps, mainly the root mean square value of the filtered signal, determine the amplitude to be applied to the seat during laboratory testing, which should be 0.2 m / s. 2 and 0.4m / s 2 A 0.5Hz to 25Hz vertical broadband random white noise signal was used as the vibration excitation, with a signal duration of no less than 1 minute. The seat back was adjusted to 20°, and a 75kg occupant sat in a relaxed posture on the right side of the seat. The above two vibration excitations were applied to the seat and the occupant, and the vibration response acceleration signals at the seat cushion and backrest were collected simultaneously. The sampling frequency was no less than 250Hz, and the collection time was no less than 1 minute.

[0091] Step 406, Seat frequency response function.

[0092] Specifically, based on the vibration response acceleration signals at the seat cushion and backrest measured in the aforementioned steps, the frequency response function at each position of the seat is calculated. Taking the vertical vibration frequency response function at the seat cushion as an example, the calculation method is as follows: in, Vertical vibration frequency response function at the seat cushion The cross-power spectral density is the signal between the vertical acceleration at the seat cushion and the vertical excitation signal from laboratory testing. To test the self-power spectral density of the vertical excitation signal in the laboratory. Let be the frequency. The frequency response function of the seat is a set of complex numbers with a frequency range of 0.5Hz to 25Hz and frequency intervals of 0.25Hz.

[0093] Step 407: Frequency weighting of seat output power spectral density.

[0094] Step 408: Output power spectral density by seat frequency weighting.

[0095] Specifically, the square of the absolute value of the seat frequency response function calculated in the preceding steps is calculated. Taking the vertical vibration frequency response function at the seat cushion as an example, the method for calculating the square of its absolute value is as follows: in, The square of the absolute value of the vertical vibration frequency response function at the seat cushion. Let be the conjugate complex number of the vertical vibration frequency response function at the seat cushion. The square of the absolute value of the seat's frequency response function is a set of real numbers ranging from 0.5 Hz to 25 Hz, with frequency intervals of 0.25 Hz.

[0096] The square of the absolute value of the obtained seat frequency response function is multiplied by the actual vibration source parameters obtained in the previous steps, i.e., the filtered input power spectral density of the vibration source under each operating condition, to obtain the seat output power spectral density under actual vibration source excitation. Taking the vertical acceleration signal at the floor of seat 1A in the business class of vehicle 1 at a speed of 300 km / h as an example, the corresponding output power spectral density is calculated as follows: in, The output power spectral density at the seat cushion corresponds to the vertical acceleration excitation at the floor of seat 1A in the business class section of a vehicle at a speed of 300 km / h. The power spectral density is the vertical acceleration at the floor of seat 1A in the business class section of vehicle 1 at a speed of 300 km / h.

[0097] For the vertical acceleration at the seat cushion, the corresponding standard frequency weighting function according to GB / T 13441.1-2007 is as follows: As shown in Table 1 below, the corresponding standard direction factors The calculated vertical output power spectral density at the seat cushion is multiplied by the weighting function and the direction factor to obtain the vertical frequency-weighted output power spectral density at the seat cushion. The calculation method is as follows: in, The vertical frequency-weighted output power spectral density at the seat cushion is a set of real numbers ranging from 0.5Hz to 25Hz with frequency intervals of 0.25Hz.

[0098] Table 1 Frequency weighting functions for different frequencies specified in GB / T 13441.1-2007 Step 409, WOPIST value.

[0099] Specifically, comfort evaluation indicators are generated. The vertical frequency-weighted output power spectral density at the seat cushion calculated in the preceding steps is then used. The trapezoidal rule was used to calculate the definite integral value of the seat cushion in the frequency range of 0.5Hz to 25Hz, with an integration step size of 0.25Hz. The square root of the result was then taken to obtain the WOPIST value, the vertical vibration comfort evaluation index for the seat cushion. The calculation method is as follows: For example, 12 adult subjects with an average age of 25.2 years, an average height of 172.58 cm, and an average weight of 69.29 kg underwent the aforementioned seat vibration laboratory test. The WOPIST value for vertical vibration comfort at the seat cushion was calculated using the method of this invention, and the root mean square value of frequency-weighted acceleration at the seat cushion was calculated using the method specified in GB / T 13441.1-2007. The results are compared in Table 2 below: Table 2 Comparison of WOPIST values ​​and root mean square values ​​of vertical vibration frequency-weighted acceleration at the seat cushion for vertical vibration comfort. Subject number <![CDATA[Vertical vibration comfort WOPIST value (m / s 2 )]]> <![CDATA[Root mean square value of frequency-weighted acceleration in the vertical vibration (m / s 2 )]]> 1 0.034579 0.041915 2 0.018255 0.027662 3 0.023347 0.033079 4 0.030581 0.044942 5 0.024148 0.034863 6 0.023368 0.034578 7 0.029690 0.037933 8 0.024237 0.034695 9 0.021173 0.031666 10 0.021690 0.032028 11 0.019858 0.031374 12 0.022442 0.035529 Linear regression analysis can determine the correlation between these two evaluation indicators as follows: in, The root mean square value of the vertical vibration frequency-weighted acceleration is the coefficient of determination R of this regression model. 2 The p-values ​​of the coefficients of the first-order and constant terms are both less than 0.01, indicating a highly significant linear correlation between the vibration comfort WOPIST value and the frequency-weighted root mean square acceleration value. This means that the vibration comfort index calculated using the frequency-weighted output power spectral density can replace the frequency-weighted root mean square acceleration value specified in GB / T 13441.1-2007 for comfort evaluation. Because the constant term is relatively small, by multiplying the WOPIST value by an appropriate amplification factor (1 / 0.91 in the above example), the frequency-weighted root mean square acceleration value can be directly obtained. The human body's perception of seat comfort can then be determined based on the corresponding comfort response given in C.2.3 of GB / T 13441.1-2007.

[0100] Figure 6 This is a schematic diagram comparing the evaluation results of a certain type of car seat and a first-class seat on a high-speed train, provided by an embodiment of the present invention. Figure 6 The horizontal axis represents the vibration frequency of the seat under test, in Hz, and the vertical axis represents the weighted output power spectral density, in m². 2 / s 4*Hz, the solid line in curve (a) represents the weighted output power spectral density of the vertical acceleration signal at the floor of seat 1A in the business class of a car at a speed of 300km / h, the dashed line in curve (a) represents the weighted output power spectral density of the vertical acceleration signal at the floor of the luxury seat of a certain type of business sedan at a speed of 300km / h, the solid line in curve (b) represents the weighted output power spectral density of the vertical acceleration signal at the floor of seat 3C in the first class of a car at a speed of 250km / h, the dashed line in curve (b) represents The weighted output power spectral density of the vertical acceleration signal at the floor of a luxury seat in a first-class seat (seat 3C) of a certain type of business sedan at a speed of 250 km / h is shown in curve (c). The solid line in curve (c) represents the weighted output power spectral density of the vertical acceleration signal at the floor of a second-class seat (seat 9C) of a certain type of business sedan at a speed of 250 km / h, and the dashed line in curve (c) represents the weighted output power spectral density of the vertical acceleration signal at the floor of a luxury seat in a second-class seat (seat 9C) of a certain type of business sedan at a speed of 250 km / h. It should be noted that... Figure 6 The test results shown are under corresponding laboratory conditions, and the test bench can be used to test train seats and luxury seats in business sedans in different positions.

[0101] Frequency-weighted output power spectral density can also be used to compare seat vibration comfort across a specific frequency range, for example... Figure 6 The comparison of the vertical frequency-weighted output power spectral density of a luxury seat in a business sedan and a first-class seat on a high-speed train under three vibration excitations shows that the first-class seat on the high-speed train has a lower vertical frequency-weighted output power spectral density in the 10Hz to 15Hz frequency range than the car seat. This means that under the three vibration excitations, the first-class seat on the high-speed train offers better vertical vibration comfort than the car seat. However, in the 15Hz to 20Hz frequency range, the car seat offers better vertical vibration comfort than the first-class seat on the high-speed train.

[0102] Therefore, the frequency-weighted output power spectral density and the calculated vibration comfort WOPIST value can effectively transform the vibration transmission characteristics of the seat into a comfort evaluation index, and can simultaneously satisfy the comfort evaluation of the seat in a specific frequency band and the overall comfort evaluation of the seat in a wider frequency band.

[0103] In summary, existing methods for evaluating seat vibration comfort suffer from inconsistencies between seat vibration transmission characteristics and human vibration comfort, as well as a lack of guidance for seat design optimization. To address this issue, this invention develops an objective, accurate, and simple testing method that effectively transforms seat vibration transmission characteristics into comfort evaluation indicators. This method combines seat vibration characteristics with occupant comfort to determine the seat's vibration comfort level.

[0104] Specifically, the vibration comfort testing method for high-speed train seats, based on the measured vibration excitation at the floor during high-speed train operation and the vibration transmission characteristics obtained from laboratory tests of high-speed train seats, includes: First, through actual vehicle road tests, longitudinal, lateral, and vertical acceleration time-domain signals of the train at operating speeds of 250km / h, 300km / h, and 350km / h are collected at the floor of the target high-speed train seat installation location as input parameters for vibration source calculation; Second, in a laboratory environment, the seat to be tested is installed on a vibration simulation test bench, and a broadband vibration excitation with the same root mean square value of vibration acceleration as the vibration source is used as input for vibration testing, while simultaneously collecting the vibration response of the seat cushion and backrest at the contact points with the occupant; Then, based on the input excitation and response signals, the frequency response function of the seat from 0.5Hz to 25Hz is calculated; the square of the absolute value of the frequency response function is multiplied by the measured power spectral density of the vibration source to obtain the output power spectral density; Finally, the output power spectral density is multiplied sequentially by the corresponding frequency weighting function and multiplier factor to obtain the frequency-weighted output power spectral density. This method can more quantitatively evaluate the vibration isolation performance of seats at different frequencies, providing a precise basis for optimizing seat vibration comfort design.

[0105] It should be noted that the embodiments of the present invention have the following alternative solutions: They can be applied to backless seats or reclining seats; in real-vehicle testing, acceleration signals can be collected from locations other than those described in the foregoing embodiments, or under other unspecified conditions; filter parameters and power spectral density calculation methods different from those described in the foregoing embodiments can be used; in the laboratory tests of seat vibration described in the foregoing embodiments, acceleration signals completely equivalent to those collected in real-vehicle tests can be used as vibration excitation, instead of using broadband random vibration signals with the same root mean square value; passengers of other weights can be used in the laboratory tests of seat vibration described in the foregoing embodiments; a new relationship different from the linear regression equation described in the foregoing embodiments can be used for the relationship between WOPIST values ​​and frequency-weighted root mean square acceleration values; the frequency-weighted root mean square acceleration values ​​calculated from WOPIST values ​​as described in the foregoing embodiments can be further used to calculate Seat Effective Amplitude Transmissibility (SEAT) to assist in evaluating the seat vibration reduction effect.

[0106] The following describes the seat vibration comfort evaluation device based on measured vibration excitation and transmission characteristics provided by the present invention. The seat vibration comfort evaluation device based on measured vibration excitation and transmission characteristics described below and the seat vibration comfort test method based on measured vibration excitation and transmission characteristics described above can be referred to in correspondence.

[0107] Figure 7This is a schematic diagram of a seat vibration comfort evaluation device based on measured vibration excitation and transmission characteristics provided in an embodiment of the present invention. Figure 7 As shown, the seat vibration comfort evaluation device based on measured vibration excitation and transmission characteristics includes an acceleration acquisition module 501, used to acquire the measured vibration acceleration at the seat vibration input point during actual train operation; a measured density acquisition module 502, used to acquire the measured acceleration power spectral density based on the measured vibration acceleration; a response acquisition module 503, used to apply the measured vibration excitation corresponding to the measured vibration acceleration to the seat under test in a occupant-bearing state through a vibration simulation device, and acquire the vibration response of the seat under test; a function acquisition module 504, used to acquire the vibration transmission characteristic function of the seat under test based on the measured vibration excitation and vibration response; a weighted density acquisition module 505, used to acquire the weighted output power spectral density based on the vibration transmission characteristic function and the measured acceleration power spectral density; and an index acquisition module 506, used to acquire the comfort evaluation index of the seat under test based on the weighted output power spectral density.

[0108] Figure 8 This is a schematic diagram of the physical structure of the electronic device provided in an embodiment of the present invention. For example... Figure 8 As shown, the electronic device may include: a processor 601, a communication interface 602, a memory 603, and a communication bus 604. The processor 601, communication interface 602, and memory 603 communicate with each other via the communication bus 604. The processor 601 can call logical instructions in the memory 603 to execute a seat vibration comfort test method based on measured vibration excitation and transmission characteristics, including: Obtain the measured vibration acceleration at the seat vibration input point during actual train operation; The measured acceleration power spectral density is obtained based on the measured vibration acceleration. The vibration simulation equipment applies a measured vibration excitation with a corresponding measured vibration acceleration to the seat under test when it is in a occupant-bearing state, and obtains the vibration response of the seat under test. The vibration transmission characteristic function of the seat under test is obtained based on the measured vibration excitation and vibration response. The weighted output power spectral density is obtained based on the vibration transfer characteristic function and the measured acceleration power spectral density. The comfort evaluation index of the seat under test is obtained based on the weighted output power spectral density.

[0109] Furthermore, the logical instructions in the aforementioned memory 603 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0110] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to perform the above-mentioned seat vibration comfort test method based on measured vibration excitation and transmission characteristics, including: Obtain the measured vibration acceleration at the seat vibration input point during actual train operation; The measured acceleration power spectral density is obtained based on the measured vibration acceleration. The vibration simulation equipment applies a measured vibration excitation with a corresponding measured vibration acceleration to the seat under test when it is in a occupant-bearing state, and obtains the vibration response of the seat under test. The vibration transmission characteristic function of the seat under test is obtained based on the measured vibration excitation and vibration response. The weighted output power spectral density is obtained based on the vibration transfer characteristic function and the measured acceleration power spectral density. The comfort evaluation index of the seat under test is obtained based on the weighted output power spectral density.

[0111] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics, including: Obtain the measured vibration acceleration at the seat vibration input point during actual train operation; The measured acceleration power spectral density is obtained based on the measured vibration acceleration. The vibration simulation equipment applies a measured vibration excitation with a corresponding measured vibration acceleration to the seat under test when it is in a occupant-bearing state, and obtains the vibration response of the seat under test. The vibration transmission characteristic function of the seat under test is obtained based on the measured vibration excitation and vibration response. The weighted output power spectral density is obtained based on the vibration transfer characteristic function and the measured acceleration power spectral density. The comfort evaluation index of the seat under test is obtained based on the weighted output power spectral density.

[0112] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0113] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods of various embodiments or some parts of embodiments.

[0114] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics, characterized in that, include: Obtain the measured vibration acceleration at the seat vibration input point during actual train operation; The measured acceleration power spectral density is obtained based on the measured vibration acceleration. The vibration simulation device applies a measured vibration excitation corresponding to the measured vibration acceleration to the seat under test in a occupant-bearing state, and obtains the vibration response of the seat under test. The vibration transmission characteristic function of the seat under test is obtained based on the measured vibration excitation and the vibration response. The weighted output power spectral density is obtained based on the vibration transmission characteristic function and the measured acceleration power spectral density. The comfort evaluation index of the seat under test is obtained based on the weighted output power spectral density.

2. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to claim 1, characterized in that, The measured vibration acceleration at the seat vibration input point during actual train operation is obtained, including: The measured vibration acceleration at the seat vibration input point during actual train operation under different working conditions is obtained; wherein, different working conditions include the condition of the train running stably at various speeds, and the acquisition location of the measured vibration acceleration includes the floor mounting positions of multiple different seats in the train.

3. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to claim 1, characterized in that, Before obtaining the measured acceleration power spectral density based on the measured vibration acceleration, the following steps are also included: The measured vibration acceleration was subjected to bandpass filtering. Obtaining the measured acceleration power spectral density based on the measured vibration acceleration includes: The measured acceleration power spectral density is obtained based on the measured vibration acceleration after bandpass filtering; wherein the passband frequency of the bandpass filter is greater than or equal to a first preset frequency and less than or equal to a second preset frequency.

4. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to claim 1, characterized in that, After obtaining the measured vibration acceleration at the seat vibration input point during actual train operation, the following steps are also included: The root mean square value of the measured acceleration is obtained based on the measured vibration acceleration. Applying a measured vibration excitation corresponding to the measured vibration acceleration to the seat under test in a occupant-bearing state using a vibration simulation device includes: A measured vibration excitation corresponding to the measured root mean square value of acceleration is applied to the seat under test.

5. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to claim 4, characterized in that, Applying a measured vibration excitation corresponding to the measured root mean square value of the acceleration to the seat under test includes: A broadband random signal equal to the root mean square value of the measured acceleration is applied to the seat under test; wherein the broadband random signal serves as the measured vibration excitation, and the frequency of the broadband random signal is greater than or equal to a first preset frequency and less than or equal to a second preset frequency.

6. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to claim 1, characterized in that, Obtaining the vibration response of the seat under test includes: Obtain the vibration response at a preset measurement location on the seat under test; wherein the preset measurement location includes the seat cushion and / or backrest.

7. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to any one of claims 1-6, characterized in that, The vibration transmission characteristic function satisfies the following calculation formula: ； in, Let be the vibration transmission characteristic function. The cross-power spectral density is the difference between the measured vibration excitation and the vibration response. The measured self-power spectral density of the vibration excitation is given. The vibration frequency of the seat under test is denoted as .

8. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to any one of claims 1-6, characterized in that, Obtaining the weighted output power spectral density based on the vibration transmission characteristic function and the measured acceleration power spectral density includes: The output power spectral density is obtained based on the vibration transmission characteristic function and the measured acceleration power spectral density. The weighted output power spectral density is obtained based on the standard direction factor, the standard frequency weighting function, and the output power spectral density.

9. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to claim 8, characterized in that, The output power spectral density satisfies the following calculation formula: ； in, The output power spectral density, The square of the absolute value of the vibration transmission characteristic function. The measured acceleration power spectral density; The weighted output power spectral density satisfies the following calculation formula: ； in, The weighted output power spectral density, The standard direction factor is... The standard frequency weighting function is given.

10. The method for testing seat vibration comfort based on measured vibration excitation and transmission characteristics according to any one of claims 1-6, characterized in that, The comfort evaluation index satisfies the following calculation formula: ； WOPIST is the comfort evaluation index mentioned above. The weighted output power spectral density is given.

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