Online testing method and system for performance of shock absorber of electric vehicle

Abstract

The embodiment of the invention provides an online testing method and system for the performance of an electric vehicle shock absorber, and relates to the technical field of electric vehicle shock absorber performance tests.The method comprises the steps that running condition information of a vehicle is obtained, and the running condition information comprises the loading state of the vehicle and the elastic state of tires; actual response characteristics of the shock absorber to the preset excitation during operation are obtained, and the actual response characteristics comprise a transient damping force peak value or frequency band energy distribution of the shock absorber; according to the operation condition information, adjusting the evaluation reference of the actual response characteristics; comparing the actual response characteristics with the evaluation benchmark, determining differences, obtaining a difference quantity, and tracking the variation trend of the differences; obtaining the performance state of the shock absorber according to the difference quantity and the variation trend of the difference; and according to the difference quantity, the change trend of the difference and the performance state of the shock absorber, early warning information is generated and sent out. According to the invention, the accuracy, reliability and adaptability of online testing of the performance of the shock absorber can be improved.

Description

Technical Field

[0001] This application relates to the field of electric vehicle shock absorber performance testing technology, and more specifically, to an online testing method and system for electric vehicle shock absorber performance. Background Technology

[0002] To monitor the real-time operation of electric vehicle shock absorbers and promptly detect performance degradation, the industry has developed online testing technology. This technology uses sensors installed near the vehicle body and wheels to collect data on the relative motion between the vehicle and wheels during driving. This data is compared with a pre-stored standard response benchmark in the control unit, and a warning is issued if the deviation exceeds a threshold. However, real-world operating environments are far more complex than ideal conditions. Real-time changes in vehicle load, load distribution, and tire pressure can affect suspension system characteristics, leading to misjudgments. Changes in load alter suspension stiffness; for example, the vibration signals of shock absorbers under full load differ significantly from those under no load. Using the no-load benchmark for judgment can easily result in false alarms. Uneven load distribution can also cause misjudgments. For instance, a heavy load on the trunk increases the load on the rear axle, resulting in a significant difference in the operating state of the rear wheel shock absorbers compared to the front wheels. Ignoring load distribution may lead to false alarms about rear axle shock absorber malfunctions. Furthermore, tire pressure determines tire stiffness. Insufficient tire pressure enhances the tire's cushioning effect, reducing the vibration transmitted to the shock absorbers, which the system may misjudge as abnormal shock absorber damping. Existing methods struggle to distinguish whether data changes are caused by the damper's own degradation or external factors, leading to false alarms and missed alarms, and resulting in insufficient test accuracy and reliability. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes an online testing method and system for electric vehicle shock absorber performance, aiming to improve the accuracy, reliability, and adaptability of online shock absorber performance testing.

[0004] In a first aspect, embodiments of this application provide an online testing method for the performance of an electric vehicle shock absorber, including:

[0005] Obtain vehicle operating status information, which includes the vehicle's load status and the tire elasticity status;

[0006] The actual response characteristics of the shock absorber to a preset excitation during operation are obtained, wherein the actual response characteristics include the peak value of the transient damping force or the frequency band energy distribution of the shock absorber;

[0007] Based on the operational status information, adjust the evaluation criteria for the actual response characteristics;

[0008] Compare the actual response characteristics with the evaluation benchmark to determine the difference between the actual response characteristics and the evaluation benchmark, obtain the difference quantity, and track the changing trend of the difference;

[0009] The performance status of the shock absorber is obtained based on the difference and the trend of the difference.

[0010] Based on the difference, the trend of the difference, and the performance status of the shock absorber, a warning message is generated and issued.

[0011] According to some embodiments of this application, obtaining the actual response characteristics of the shock absorber to a preset excitation during operation includes:

[0012] When the preset excitation is a vehicle passing over a speed bump, the actual response characteristics of the shock absorber are obtained, and the actual response characteristics are the peak value of the transient damping force of the shock absorber.

[0013] When the preset excitation is driving over potholes, sudden acceleration, or braking, the actual response characteristics of the shock absorber are obtained, and the actual response characteristics are frequency band energy distribution.

[0014] According to some embodiments of this application, adjusting the evaluation benchmark of the actual response characteristics based on the operational status information includes:

[0015] Obtain standard shock absorber data under different load and tire pressure conditions;

[0016] Based on the standard shock absorber data, establish the relationship curve between the shock absorber damping force and the piston speed, and the correction rules for the relationship curve as the vehicle's load state and the tire's elastic state change.

[0017] The evaluation benchmark for the actual response characteristics is adjusted based on the operational status information, the relationship curve, and the correction rules.

[0018] According to some embodiments of this application, adjusting the evaluation benchmark of the actual response characteristics based on the operational status information, the relationship curve, and the correction rule includes:

[0019] When the operating status information indicates that the vehicle's load condition is a heavy load condition, the evaluation benchmark of the transient damping force peak value of the shock absorber is adjusted according to the vehicle's load condition, the relationship curve, and the correction rule.

[0020] When the operating status information indicates that the tire's elastic state is a state of reduced air pressure, the evaluation benchmark for the frequency band energy distribution of the shock absorber is adjusted according to the tire's elastic state, the relationship curve, and the correction rule.

[0021] According to some embodiments of this application, obtaining the performance state of the shock absorber based on the difference amount and the trend of the difference includes:

[0022] When the difference exceeds the preset tolerance range and the trend of the difference is gradually increasing, the performance state of the shock absorber is determined to be degraded based on the difference and the trend of the difference.

[0023] According to some embodiments of this application, obtaining the elastic state of a tire includes:

[0024] Continuously monitor the tread wear of the tires;

[0025] When the tread wear reaches a preset threshold, the structural stiffness parameters and ground contact area parameters in the preset tire physical model are corrected according to the tread wear, so as to obtain the corrected structural stiffness parameters and ground contact area parameters.

[0026] The elastic state of the tire is obtained based on the corrected structural stiffness parameters and ground contact area parameters.

[0027] According to some embodiments of this application, a warning message is generated and issued based on the difference amount, the trend of the difference, and the performance status of the shock absorber, including:

[0028] Based on the difference, the trend of the difference, and the performance status of the shock absorber, the potential influence of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber is obtained.

[0029] Based on the potential impact level, an early warning message is generated and issued.

[0030] According to some embodiments of this application, the step of obtaining the potential influence of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber based on the difference amount, the trend of the difference, and the performance status of the shock absorber includes:

[0031] Preset difference threshold range, difference change trend threshold, and shock absorber performance status classification standards;

[0032] The difference quantity is matched with the difference quantity threshold range to obtain the difference quantity level;

[0033] The trend of the difference is compared with the threshold of the difference trend to obtain the trend level. The trend includes the growth rate, deceleration rate and fluctuation range of the difference.

[0034] By combining the difference level, the trend level, and the performance status of the shock absorber, a preset evaluation model is used to calculate the potential impact of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber.

[0035] According to some embodiments of this application, generating and issuing early warning information based on the potential impact level includes:

[0036] When the potential impact level is classified as minor, a warning message is generated and issued, which only informs the external factors and the scope of the potential impact.

[0037] When the potential impact level is moderate, a warning message is generated and issued, which includes external factors, the impact level, and preliminary adjustment suggestions.

[0038] When the potential impact level is classified as severe, an emergency warning message is generated and issued. The emergency warning message includes external factors, the degree of impact, emergency adjustment plans, and fault risk warnings.

[0039] Secondly, this application also discloses an online testing system for the performance of electric vehicle shock absorbers, comprising:

[0040] The first acquisition module is used to acquire vehicle operating status information, which includes the vehicle's load status and the tire elasticity status.

[0041] The second acquisition module is used to acquire the actual response characteristics of the shock absorber to a preset excitation during operation, wherein the actual response characteristics include the peak value of the transient damping force or the frequency band energy distribution of the shock absorber.

[0042] An adjustment module is used to adjust the evaluation benchmark of the actual response characteristics based on the operational status information.

[0043] The difference determination module is used to compare the actual response characteristics with the evaluation benchmark, determine the difference between the actual response characteristics and the evaluation benchmark, obtain the difference quantity, and track the changing trend of the difference;

[0044] A state determination module is used to determine the performance state of the shock absorber based on the difference amount and the trend of the difference.

[0045] The generation and issuance module is used to generate and issue early warning information based on the difference amount, the trend of the difference, and the performance status of the shock absorber.

[0046] The technical solution according to the embodiments of this application has at least the following beneficial effects: This application provides an online testing method for the performance of electric vehicle shock absorbers, which acquires vehicle operating status information, including the vehicle's load state and tire elasticity state, and dynamically adjusts the evaluation benchmark of the actual response characteristics of the shock absorber based on this information, effectively solving the problem of false alarms or omissions in shock absorber performance evaluation caused by changes in vehicle operating conditions in the prior art. Specifically, this method can acquire the actual response characteristics of the shock absorber to a preset excitation in real time and compare it with the evaluation benchmark adjusted according to the current operating conditions, thereby obtaining a more accurate difference and difference change trend. The system can accurately determine the performance status of the shock absorber and generate targeted warning information. Compared with the prior art, the method of this application overcomes the misjudgment caused by traditional online testing systems in complex actual use environments due to the failure to consider the influence of factors such as load, load distribution, and tire pressure on the response characteristics of the suspension system, significantly improving the accuracy, reliability, and adaptability of online shock absorber performance testing, and providing more effective protection for the safe operation of electric vehicles.

[0047] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0048] The accompanying drawings are used to provide a further understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application and do not constitute a limitation on the technical solutions of this application.

[0049] Figure 1 A flowchart illustrating an online performance testing method for electric vehicle shock absorbers provided in one embodiment of this application;

[0050] Figure 2 This is a schematic diagram of an online performance testing system for electric vehicle shock absorbers provided in one embodiment of this application. Detailed Implementation

[0051] To make the objectives, technical methods, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0052] It should be noted that the meaning of "multiple" (or "more than") in the description of the embodiments of this application refers to two or more, and "greater than," "less than," "exceeding," etc. are understood to exclude the number itself, while "above," "below," "within," etc. are understood to include the number itself. If "first," "second," etc. are used in the description, they are only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0053] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, at least one of a, b, and c can represent: the existence of a alone, the existence of b alone, the existence of c alone, the simultaneous existence of a and b, the simultaneous existence of a and c, the simultaneous existence of b and c, or the simultaneous existence of a, b, and c, where a, b, and c can be single or multiple.

[0054] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0055] Based on the above, this application proposes an online testing method and system for electric vehicle shock absorber performance, aiming to improve the accuracy, reliability, and adaptability of online shock absorber performance testing.

[0056] The online performance testing method for electric vehicle shock absorbers provided in this application can be applied to a terminal, a server, or software running on either a terminal or a server. In some embodiments, the terminal can be a smartphone, tablet, laptop, desktop computer, etc.; the server can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDN), and big data and artificial intelligence platforms; the software can be an application that implements the online performance testing method for electric vehicle shock absorbers, etc., but is not limited to the above forms.

[0057] This application can be applied to numerous general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics devices, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via communication networks. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices. It should be noted that in various specific embodiments of this invention, when processing is required based on data related to the characteristics of an object (e.g., user attributes or sets of attribute information), permission or consent from the corresponding object is obtained first, and the collection, use, and processing of this data comply with relevant laws and standards. Furthermore, when the embodiments of the present invention need to obtain the attribute information of an object, they will obtain the separate permission or separate consent of the corresponding object through pop-up windows or redirection to a confirmation page. After obtaining the separate permission or separate consent of the corresponding object, they will then obtain the relevant data of the object necessary for the embodiments of the present invention to operate normally.

[0058] See Figure 1 , Figure 1 This is a flowchart illustrating an online performance testing method for electric vehicle shock absorbers according to an embodiment of this application. The online performance testing method for electric vehicle shock absorbers provided in this embodiment includes, but is not limited to, steps S110 to S160, which are described below.

[0059] Step S110: Obtain vehicle operating status information, which includes the vehicle's load status and tire elasticity status.

[0060] Step S120: Obtain the actual response characteristics of the shock absorber to the preset excitation during operation, wherein the actual response characteristics include the peak value of the transient damping force or the frequency band energy distribution of the shock absorber.

[0061] Step S130: Adjust the evaluation benchmark of the actual response characteristics based on the operational status information;

[0062] Step S140: Compare the actual response characteristics with the evaluation benchmark, determine the difference between the actual response characteristics and the evaluation benchmark, obtain the difference quantity, and track the trend of the difference.

[0063] Step S150: Based on the difference amount and the trend of the difference, obtain the performance status of the shock absorber;

[0064] Step S160: Generate and issue early warning information based on the difference amount, the trend of the difference, and the performance status of the shock absorber.

[0065] It should be noted that "operating condition information" refers to the external or internal vehicle conditions that affect the performance of the shock absorber, mainly including "vehicle load condition" and "tire elasticity condition." Vehicle load condition can refer to the vehicle's total mass, load distribution, etc., while tire elasticity condition mainly refers to tire pressure, tread wear, etc. This information is crucial for accurately evaluating shock absorber performance because it directly affects the shock absorber's response to road excitation. "Preset excitation" refers to specific road conditions or operations encountered by the vehicle during driving, such as passing speed bumps, driving over potholes, sudden acceleration, or braking. These excitations will cause the shock absorber to produce specific responses, and analyzing these responses can evaluate the shock absorber's performance. "Actual response characteristics" are the specific performance of the shock absorber under these preset excitations, which can be either "peak transient damping force" or "frequency band energy distribution." The peak transient damping force reflects the shock absorber's ability to absorb impact energy in a short time, while the frequency band energy distribution describes the shock absorber's energy dissipation characteristics at different frequencies. The "evaluation benchmark" is a standard used to measure the performance of the shock absorber. It is dynamically adjusted based on the vehicle's operating conditions to ensure the accuracy of the evaluation. The "difference" is the quantitative gap between the actual response characteristics and the evaluation benchmark, while the "trend of change in difference" reflects how this gap changes over time. Through these parameters, the "performance status" of the shock absorber can be comprehensively judged, and "early warning information" can be generated and issued accordingly.

[0066] In one embodiment, the first step is to acquire vehicle operating status information. The vehicle's load status can be obtained through pressure sensors or load cells mounted on the vehicle chassis or suspension system, or by acquiring load data via the vehicle's CAN bus. For example, load cells installed near the four wheels can be used to measure the vertical load on each wheel in real time, thereby calculating the vehicle's total load and load distribution. The tire's elasticity can be assessed by acquiring tire pressure data through a tire pressure monitoring system (TPMS), or by monitoring tread wear using wear sensors mounted on the tire tread. For example, a TPMS can provide real-time tire pressure values, and when the pressure is below or above a preset range, the system can identify abnormal tire elasticity. Next, the actual response characteristics of the shock absorbers to preset excitations during operation are acquired. This is typically achieved by installing acceleration or displacement sensors near the shock absorbers. When the vehicle passes over a speed bump, the sensors collect instantaneous displacement or acceleration data of the shock absorber piston rod, and signal processing algorithms can calculate the peak transient damping force of the shock absorber. When a vehicle drives over potholes, accelerates suddenly, or brakes, sensors continuously collect vibration data from the shock absorbers. Using spectral analysis methods such as Fourier transform, the energy distribution of the shock absorbers in different frequency bands can be obtained. Subsequently, based on the acquired operational information, the evaluation benchmark for the actual response characteristics is adjusted. For example, when the vehicle is heavily loaded, the system adjusts the benchmark value for evaluating the peak transient damping force of the shock absorbers upwards according to preset correction rules to reflect the higher damping force that the shock absorbers should have under heavy loads. When the tire's elastic state is a decrease in tire pressure, the system adjusts the benchmark for evaluating the frequency band energy distribution of the shock absorbers according to correction rules to account for the increased energy absorption of the tires themselves on the shock absorber response. Then, the actual response characteristics are compared with the adjusted evaluation benchmark to determine the difference between the two, obtain the difference quantity, and track the trend of the difference. For example, if the actual measured peak transient damping force is X, and the adjusted evaluation benchmark is Y, the difference quantity is XY. The system continuously records these differences and analyzes their changes over time, such as whether they gradually increase, decrease, or fluctuate. Based on the magnitude and trend of the performance difference, the performance status of the shock absorber can be determined. For example, if the magnitude of the performance difference continuously exceeds the preset tolerance range, and the trend of the difference is one of gradual increase, the performance status of the shock absorber can be judged as degraded. Finally, based on the magnitude of the performance difference, its trend, and the performance status of the shock absorber, a warning message is generated and issued. The warning message can include the degree of performance degradation of the shock absorber, possible causes, and suggested maintenance measures. For example, if the performance degradation of the shock absorber is severe, the system can issue an emergency warning, prompting the driver to immediately check or repair it.

[0067] It is worth noting that the online testing method for electric vehicle shock absorber performance proposed in this application solves the problem of misjudgment caused by changes in factors such as vehicle load and tire pressure in traditional online testing methods by dynamically adjusting the evaluation benchmark by introducing vehicle operating condition information. In traditional methods, the evaluation benchmark for shock absorber performance is usually a preset fixed value, without considering the complexity of the actual vehicle operating environment. When the vehicle is under heavy load, the damping force of the shock absorber will naturally increase under normal operating conditions. If the evaluation benchmark under no-load conditions is still used, it may be wrongly judged that the shock absorber performance is too good or abnormal. Similarly, when the tire pressure is insufficient, the tire itself will absorb more road impact, resulting in a weakening of the vibration transmitted to the shock absorber. If the evaluation benchmark is not adjusted, it may be wrongly judged that the shock absorber damping is too large. This application obtains operating condition information such as the vehicle's load state and the tire's elastic state, and dynamically adjusts the evaluation benchmark of the actual response characteristics of the shock absorber accordingly, making the evaluation process closer to the actual operating conditions of the vehicle. For example, when the vehicle is under heavy load, the evaluation benchmark will be adjusted accordingly to reflect the normal response range that the shock absorber should have under heavy load. When tire pressure decreases, the evaluation benchmark is also adjusted to eliminate the interference of tire elasticity changes on shock absorber performance evaluation. This dynamic adjustment mechanism ensures the accuracy and reliability of shock absorber performance evaluation and significantly reduces the false alarm rate.

[0068] Specifically, the steps described above for obtaining the actual response characteristics of the shock absorber to the preset excitation during operation can be further refined as follows.

[0069] The actual response characteristics of the shock absorber are obtained when the vehicle passes over a speed bump, and the actual response characteristics are the peak value of the transient damping force of the shock absorber.

[0070] When the preset excitation is driving over potholes, sudden acceleration, or braking, the actual response characteristics of the shock absorber are obtained. The actual response characteristics are the frequency band energy distribution.

[0071] The preset excitation refers to specific road conditions or driving operations experienced by the vehicle during actual operation, which cause the shock absorber to produce a measurable response. Specifically, when a vehicle passes over a speed bump, the shock absorber is subjected to a rapid, high-amplitude transient impact. The peak transient damping force of the shock absorber directly reflects its damping capacity in dealing with such impacts. The peak transient damping force can be understood as the maximum damping force that the shock absorber can provide when subjected to a transient impact; its purpose is to evaluate the shock absorber's performance under extreme transient loads. In practical applications, the peak transient damping force is usually calculated using a force sensor or displacement sensor mounted on the shock absorber, combined with piston speed, and its maximum value is recorded. Furthermore, when the preset excitation is driving over potholes, sudden acceleration, or braking, the shock absorber is subjected to more complex and longer-lasting excitations, which typically contain multiple frequency components. In such scenarios, the frequency energy distribution of the shock absorber can more comprehensively characterize its energy absorption and dissipation characteristics at different frequencies. Frequency band energy distribution can be understood as the response and handling capability of a shock absorber to vibration energy within a specific frequency range. Its purpose is to evaluate the comprehensive performance of the shock absorber under continuous, multi-frequency excitation. In practical applications, frequency band energy distribution is usually obtained through frequency domain analysis methods such as Fourier transform of the shock absorber response signal (e.g., displacement, velocity, or force signal) to analyze the energy proportion of different frequency components.

[0072] Specifically, the solution in this application selectively acquires the peak transient damping force or frequency band energy distribution of the shock absorber as actual response characteristics based on different preset excitation types, thereby enabling more accurate capture of the shock absorber's performance under different operating conditions. For example, the peak transient damping force is mainly used to evaluate the immediate damping effect of the shock absorber when dealing with sudden impacts, while the frequency band energy distribution focuses on analyzing the overall performance of the shock absorber when handling continuous, multi-frequency vibrations. It is precisely because of this targeted feature acquisition method that the evaluation of shock absorber performance can be more comprehensive and detailed. The actual response characteristics that best reflect the shock absorber performance can be selected for collection and analysis based on the specific operating context of the vehicle. This differentiated feature acquisition method avoids the limitations of single-index evaluation, making the judgment of the shock absorber's performance status more accurate and reliable. Therefore, it is possible to more effectively identify potential faults or performance degradation of the shock absorber under different types of excitation, thus providing a more accurate data foundation for subsequent performance evaluation and early warning.

[0073] Specifically, the evaluation criteria for adjusting the actual response characteristics based on operational status information include:

[0074] Obtain standard shock absorber data under different load and tire pressure conditions;

[0075] Based on standard shock absorber data, establish the relationship curve between shock absorber damping force and piston speed, as well as the correction rules for the relationship curve as the vehicle's load condition and the tire's elastic state change.

[0076] The evaluation benchmark for actual response characteristics is adjusted based on operational status information, relationship curves, and correction rules.

[0077] It should be noted that obtaining standard shock absorber data under different load and tire pressure conditions refers to a series of performance parameters, including damping force and piston speed, obtained by testing brand-new or fully functional shock absorbers under different load and tire pressure conditions in a laboratory or controlled environment. These data are considered the baseline performance of the shock absorber under ideal conditions. The relationship curve between the shock absorber's damping force and piston speed is commonly referred to as the damping characteristic curve, which describes the magnitude of the damping force generated by the shock absorber at different piston speeds and reflects the basic operating characteristics of the shock absorber. Correction rules refer to algorithms or models that adjust the above relationship curve based on the vehicle's load condition and the tire's elasticity. For example, when the vehicle load increases or the tire pressure changes, the actual working environment and stress conditions of the shock absorber will change, thus requiring corresponding corrections to the standard relationship curve to more accurately reflect the ideal performance under current operating conditions. The solution in this application provides a reliable theoretical basis for shock absorber performance evaluation by first obtaining standard shock absorber data under different load and tire pressure conditions. Based on this, a relationship curve between shock absorber damping force and piston speed is established, and further, correction rules are formulated for this curve as the vehicle's load condition and tire elasticity change, enabling the evaluation benchmark to be dynamically adjusted according to the vehicle's actual operating conditions. Therefore, when the vehicle's load condition or the tire's elasticity changes, the evaluation benchmark is no longer fixed but can be corrected in real time, ensuring the accuracy and adaptability of the evaluation. Through the above technical solution, the evaluation benchmark for the actual response characteristics of the shock absorber can be dynamically adjusted according to the vehicle's actual operating conditions, including load condition and tire elasticity. This overcomes the limitations of traditional fixed-benchmark evaluations, avoids misjudgments caused by changes in operating conditions, significantly improves the accuracy and reliability of online shock absorber performance testing, and makes the judgment of the shock absorber's performance state closer to actual working conditions.

[0078] The aforementioned evaluation criteria for adjusting the actual response characteristics based on operational status information, relationship curves, and correction rules specifically include:

[0079] When the operating status information indicates that the vehicle's load condition is heavy load, the evaluation benchmark for the peak transient damping force of the shock absorber is adjusted according to the vehicle's load condition, relationship curve, and correction rules.

[0080] When the operating condition information indicates that the tire's elastic state is in a state of reduced air pressure, the evaluation benchmark for adjusting the frequency band energy distribution of the shock absorber is adjusted based on the tire's elastic state, relationship curve, and correction rules.

[0081] Specifically, when the system detects that the vehicle is under heavy load, the load detected by the load sensor exceeds a preset threshold. At this time, both the static load and dynamic impact load on the shock absorber will increase significantly. In this situation, the peak transient damping force of the shock absorber will change accordingly. Therefore, it is necessary to adjust the evaluation benchmark for the peak transient damping force based on the vehicle's load condition under heavy load, combined with a pre-established relationship curve between the shock absorber's damping force and piston speed, and correction rules for load changes, to reflect the expected response of the shock absorber under heavy load conditions. Furthermore, when the operating status information indicates that the tire's elastic state is a state of decreased tire pressure, such as when the tire pressure monitoring system detects that the tire pressure is below the safe range, the tire stiffness will decrease, weakening its ability to absorb road impacts, resulting in more vibration energy being transferred to the shock absorber. In this situation, the energy distribution of the shock absorber within a specific frequency band will change. Therefore, it is necessary to adjust the evaluation benchmark for the frequency band energy distribution based on the tire's elastic state under decreased tire pressure, combined with the relationship curve and correction rules for tire elasticity changes, to accurately reflect the expected response of the shock absorber under abnormal tire conditions. This application's solution addresses the potential lack of universality in the basic solution's evaluation benchmark adjustment by finely matching the adjustment of the evaluation benchmark with specific operating condition information and corresponding actual response characteristic types. When a vehicle is under heavy load, the workload of the shock absorber increases significantly, and its transient damping force peak value naturally rises. If the evaluation benchmark under non-heavy load conditions is still used, the shock absorber's normal performance may be misjudged as abnormal. By adjusting the evaluation benchmark for the transient damping force peak value according to the heavy load condition, the evaluation of the shock absorber's performance under heavy load conditions can be ensured to be more accurate. Similarly, when tire pressure drops, the tire's cushioning capacity weakens, and the energy distribution transmitted from the road surface to the shock absorber changes, especially in specific frequency bands. If the evaluation benchmark for frequency band energy distribution is not specifically adjusted, the true performance of the shock absorber under abnormal tire conditions may not be accurately captured. By adjusting the evaluation benchmark for frequency band energy distribution according to the tire pressure drop state, the evaluation results can truly reflect the shock absorber's performance under the influence of specific external factors, avoiding misjudgments caused by mismatched evaluation benchmarks.

[0082] In one embodiment, when an electric vehicle is traveling fully loaded (heavy load state) and passes over a speed bump, the system acquires the peak transient damping force of the shock absorber. Because the vehicle is under heavy load, the system adjusts the evaluation benchmark for the peak transient damping force upwards according to a preset correction rule, increasing the benchmark for normal load by 15%. If the actual measured peak transient damping force is within the adjusted benchmark range, the shock absorber is considered to be performing normally. As a specific implementation, when the same electric vehicle is traveling and the tire pressure monitoring system detects a 20% drop in tire pressure (pressure drop state), and the vehicle passes over a pothole, the system acquires the frequency band energy distribution of the shock absorber. Based on the degree of tire pressure drop and the correction rule, the system adjusts the evaluation benchmark for the frequency band energy distribution, lowering the benchmark for the energy distribution of a specific high-frequency band by 10%. If the actual measured frequency band energy distribution is within the adjusted benchmark range, the shock absorber is considered to be performing normally. In this way, even when the tire elasticity is abnormal, the shock absorber performance can be accurately evaluated.

[0083] The above analysis, based on the difference in quantity and the trend of change in difference, yields the performance status of the shock absorber, specifically including:

[0084] When the difference exceeds the preset tolerance range and the trend of the difference is gradually increasing, the performance state of the shock absorber is determined to be degraded based on the difference and the trend of the difference.

[0085] Specifically, the difference refers to the quantitative difference between the actual response characteristics of the shock absorber to a preset excitation during operation and the adjusted evaluation benchmark. This difference can be an absolute value or a relative percentage, used to characterize the degree of deviation between actual performance and ideal performance. The preset tolerance range refers to the maximum acceptable range of difference between the actual response characteristics and the evaluation benchmark under normal operating conditions of the shock absorber. This tolerance range is usually set through a large amount of experimental data, simulation models, or industry standards to ensure that performance deviations within the normal fluctuation range are not misjudged as faults. When the difference exceeds the preset tolerance range, it indicates that the shock absorber performance may have deviated from normal operating conditions and requires further attention. Furthermore, a gradually increasing trend in the difference means that, over a period of time, continuous monitoring and data analysis reveal a persistent and cumulative increasing tendency in the difference. This trend can be determined by performing regression analysis, moving averages, or trend line fitting on historical difference data to identify the dynamic process of performance degradation. When both of the above conditions—the difference exceeding the preset tolerance range and the gradually increasing trend—are simultaneously met, it can be clearly determined that the performance of the shock absorber is in a state of decline.

[0086] This application's solution, by combining two conditions—the difference exceeding a preset tolerance range and the difference showing a gradually increasing trend—can more accurately identify the performance degradation of shock absorbers. The difference exceeding the preset tolerance range ensures that the detected performance deviation is significant, rather than a random fluctuation or measurement error. This avoids false alarms caused by minor deviations and improves diagnostic sensitivity. Simultaneously, the gradually increasing trend of the difference further confirms that this performance deviation is not an instantaneous phenomenon but a continuous deterioration process. It is precisely this continuous and cumulative change that provides a clear diagnostic basis for the performance degradation of shock absorbers, effectively distinguishing between normal fluctuations in shock absorber performance and actual degradation, thus improving the accuracy and reliability of performance evaluation.

[0087] In some embodiments, when an electric vehicle is driving normally, the system continuously acquires the peak transient damping force of the shock absorber when it passes over speed bumps. Under normal circumstances, this peak transient damping force should fluctuate within a preset tolerance range. This tolerance range is set to ±10% of the standard peak damping force. If the system detects that, after repeatedly passing over speed bumps, the actual measured peak transient damping force of the shock absorber is consistently lower than 15% of the standard peak damping force (i.e., exceeding the preset tolerance range), and in the most recent ten measurements, the magnitude of this deviation from the standard value shows a gradually increasing trend (e.g., from lower than 12% to lower than 15%), then the system will determine that the shock absorber's performance is in a state of degradation based on the difference (lower than 15%) and the trend of the difference (gradually increasing). Subsequently, the system will generate and issue a corresponding warning message based on this degradation state, prompting the user that the shock absorber may have a failure risk and recommending inspection or replacement.

[0088] In this regard, this application further proposes steps for obtaining the elastic state of a tire, including:

[0089] Continuously monitor the tread wear of the tires;

[0090] When the tread wear reaches a preset threshold, the structural stiffness parameters and ground contact area parameters in the preset tire physical model are corrected according to the tread wear level to obtain the corrected structural stiffness parameters and ground contact area parameters.

[0091] The elastic state of the tire is obtained based on the corrected structural stiffness parameters and ground contact area parameters.

[0092] Specifically, continuous monitoring of tire tread wear can be achieved through various sensor technologies. Laser rangefinders, ultrasonic sensors, or image recognition systems can be used to scan and analyze the depth and shape of the tire tread in real time or periodically to obtain wear data. A preset threshold is an empirically or theoretically determined critical value for tread wear. When the actual monitored tread wear reaches or exceeds this threshold, it indicates that the tire's physical properties have changed significantly, requiring corresponding corrections. In practical applications, correcting the structural stiffness parameters and contact patch parameters in the preset tire physical model refers to adjusting the mechanical model parameters of the tire under different wear states based on the monitored tread wear. For example, corrections can be made using a pre-established mapping relationship between wear degree and parameter changes (such as a lookup table, regression model, or machine learning model). Structural stiffness parameters reflect the tire's ability to resist deformation, while contact patch parameters affect the tire's contact characteristics with the road surface; both are key factors determining the tire's elastic state. Therefore, the elastic state of the tire is obtained based on the corrected structural stiffness parameters and ground contact area parameters. This means using these corrected parameters, combined with the tire physical model, to calculate or deduce the elastic performance of the tire under stress conditions, such as deformation and rebound.

[0093] The above technical solution overcomes the limitations of traditional methods that fail to fully consider the impact of tire wear on physical properties when obtaining tire elasticity status. This application significantly improves the accuracy of tire elasticity status assessment by introducing continuous monitoring of tread wear and correction of physical model parameters based on wear level. This provides a more precise input for adjusting the shock absorber performance evaluation benchmark, thereby enhancing the reliability and effectiveness of the entire online testing method for electric vehicle shock absorber performance. It makes the judgment of shock absorber performance status and the generation of early warning information more accurate, effectively avoiding misjudgments or omissions caused by changes in tire condition, thus ensuring vehicle driving safety and ride comfort.

[0094] In response, this application further proposes to generate and issue early warning information based on the amount of difference, the trend of the difference, and the performance status of the shock absorber, including:

[0095] Based on the difference amount, the trend of the difference, and the performance status of the shock absorber, the potential influence of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber is obtained.

[0096] Based on the potential impact, early warning information is generated and issued.

[0097] Specifically, after obtaining the performance status of the shock absorber, a warning is not generated directly. Instead, the potential impact of vehicle operating conditions and external factors on the shock absorber's performance evaluation results is first assessed. Vehicle operating conditions may include, but are not limited to, road conditions (e.g., rough roads, smooth roads) and driving habits (e.g., frequency of rapid acceleration and braking). External factors may include, but are not limited to, ambient temperature, humidity, road salinity, and other factors that may affect the shock absorber material performance or operating condition. The potential impact level refers to the extent to which these conditions and factors may cause or exacerbate deviations in shock absorber performance or interfere with the performance evaluation results. Obtaining this potential impact level aims to provide deeper background information and explanation for subsequent warning information. The generation and issuance of warning information will be based on this potential impact level. This means that the warning information is no longer a simple performance status indication, but rather combines an analysis of the impact of the external environment and operating conditions, making the warning content richer, more accurate, and more instructive. For example, when the potential impact level is high, the warning information may include a reminder about specific external factors and suggest corresponding countermeasures.

[0098] In one embodiment, during a performance test of an electric vehicle shock absorber, if the peak transient damping force differs from the evaluation benchmark and this difference shows a gradually increasing trend, it is initially determined that the shock absorber performance may be deteriorating. However, before generating a warning message, the system further analyzes the vehicle's operating environment and external factors. For example, if the system detects that the vehicle has frequently driven on rough mountain roads over a period of time, and the ambient temperature remains consistently high, these factors are identified as potentially affecting the shock absorber's performance evaluation results. Based on this information, the system calculates a potential impact level of "moderate impact." Based on this, the system generates and issues a warning message. This message not only informs the system of the initial judgment of shock absorber performance degradation but also explicitly points out that "frequent driving on rough roads" and "high-temperature environment" are external factors that may cause or exacerbate performance degradation, and provides preliminary adjustment suggestions such as "checking the shock absorber oil condition and avoiding prolonged high-temperature, heavy-load driving."

[0099] In some embodiments described above in this application, the potential influence of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber is obtained based on the amount of difference, the trend of the difference, and the performance state of the shock absorber. Specifically, to more accurately quantify this potential influence, this application further proposes the following embodiments. The method of obtaining the potential influence of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber based on the amount of difference, the trend of the difference, and the performance state of the shock absorber specifically includes:

[0100] Preset difference threshold range, difference change trend threshold, and shock absorber performance status classification standards;

[0101] The difference quantity is matched with the difference quantity threshold range to obtain the difference quantity level;

[0102] The trend of the difference is compared with the threshold of the difference trend to obtain the trend level. The trend includes the growth rate, deceleration rate and fluctuation range of the difference.

[0103] By combining the difference level, the trend level, and the performance status of the shock absorber, a preset evaluation model is used to calculate the potential impact of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber.

[0104] The preset difference threshold range refers to dividing the difference range into multiple ranges based on empirical data or simulation models of shock absorber performance degradation, with each range corresponding to a difference level. For example, the difference can be divided into levels such as "normal," "slightly abnormal," "moderately abnormal," and "severely abnormal." The difference change trend threshold is a critical value used to determine whether the difference change trend (such as the rate of increase, rate of decrease, or fluctuation amplitude) has reached a specific level. The shock absorber performance status level classification standard refers to the preset evaluation standard based on the shock absorber performance status (such as "normal," "degraded," or "failed"). Specifically, the actual monitored difference is compared with the preset difference threshold range to determine its difference level. For example, if the difference falls within the "slightly abnormal" range, the difference level is "slightly abnormal." Simultaneously, the tracked difference change trend, including the difference rate of increase, rate of decrease, and fluctuation amplitude, is compared with the preset difference change trend threshold to obtain the change trend level. For example, if the difference shows a continuous and rapid increasing trend, the change trend level may be judged as "rapid deterioration." Furthermore, combining the obtained difference level, trend level, and shock absorber performance status, a pre-defined evaluation model is used to calculate the potential impact of vehicle operating conditions and external factors on the shock absorber performance evaluation results. This pre-defined evaluation model can be a rule base based on expert experience, a fuzzy logic system, or a machine learning model. Its inputs are the three levels and statuses mentioned above, and its output is a quantitative value or level of the potential impact (e.g., "minor impact", "moderate impact", "serious impact").

[0105] This application's solution, through multi-dimensional and refined quantification and evaluation of the difference quantity, the trend of difference change, and the performance status of the shock absorber, can more comprehensively and accurately reflect the actual performance of the shock absorber and the degree of influence from external factors. By pre-setting threshold ranges for the difference quantity, thresholds for the difference change trend, and standards for classifying the shock absorber performance status, a quantitative basis is provided for subsequent evaluation. Matching and comparing actual monitoring data with these pre-set standards transforms continuously changing monitoring data into discrete, manageable level information, thereby simplifying the processing of complex data. Finally, by comprehensively considering this level information through a pre-set evaluation model, the potential impact of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber can be systematically calculated, making the generation of early warning information more targeted and accurate.

[0106] In this regard, this application further proposes the method for generating and issuing early warning information based on the degree of potential impact, specifically including:

[0107] When the potential impact level is minor, a warning message is generated and issued. The warning message only informs the external factors and the scope of the potential impact.

[0108] When the potential impact level is moderate, a warning message is generated and issued. The warning message includes external factors, the degree of impact, and preliminary adjustment suggestions.

[0109] When the potential impact level is severe, an emergency warning message is generated and issued. The emergency warning message includes external factors, the degree of impact, emergency adjustment plans, and fault risk warnings.

[0110] Specifically, a "Minor Impact Level" indicates that the shock absorber's performance assessment results are minimally affected and do not pose a significant risk to the vehicle's normal operation. In this case, the generated "Information-Based Warning Message" aims to provide information, such as informing the user that current road conditions (external factors) may cause a slight deviation in the shock absorber's performance assessment, or reminding the user that tire pressure (potential impact range) may fluctuate slightly. A "Moderate Impact Level" can be understood as the shock absorber's performance assessment results being affected to some extent, potentially indicating a decrease in performance or abnormalities, requiring attention. In this case, the generated "Warning Level Warning Message" not only points out the specific external factors (e.g., prolonged driving on bumpy roads) and the degree of impact (e.g., a 5% decrease in shock absorber damping force), but also provides "Preliminary Adjustment Suggestions," such as advising the user to check the shock absorber's appearance or have it professionally inspected at the next maintenance. Its purpose is to prompt the user to pay attention and consider taking preventative measures. A "Severe Impact Level" specifically indicates that the shock absorber's performance assessment results are significantly affected, potentially indicating severe performance degradation or a risk of failure, requiring immediate attention and action. For example, when the damping force of a shock absorber decreases by more than 20% and continues to deteriorate, it can be classified as a severe impact level. At this time, the generated "emergency warning message" will detail the external factors (e.g., shock absorber oil leakage), the degree of impact (e.g., high risk of shock absorber failure), the "emergency adjustment plan" (e.g., stop immediately for inspection or go to a repair shop), and the "fault risk warning" (e.g., it may lead to a decrease in vehicle handling and increase driving danger).

[0111] It is worth noting that the solution in this application achieves refined management of early warning information by dividing the potential impact into different levels and generating different types and levels of detail of early warning information for each level. It is precisely because of this hierarchical early warning mechanism that users can accurately judge the actual performance status of the shock absorber and its potential risks based on the specific content and urgency of the early warning information, and take the most appropriate countermeasures in a timely manner. For example, for minor impacts, only a prompt is provided to avoid unnecessary panic; for moderate impacts, warnings and suggestions are provided to guide users in preventative maintenance; for severe impacts, an emergency warning is issued, forcing users to take emergency measures, thereby minimizing the risk of failure. Through the above technical solution, this application can provide more accurate and personalized early warning information based on the potential impact of the shock absorber's performance evaluation results. Compared to the single or vague early warning methods that may occur in basic solutions, this application, by introducing a hierarchical early warning mechanism, makes the early warning information more targeted and instructive, effectively avoiding resource waste or safety hazards caused by insufficient information or excessive alarms. This refined early warning strategy significantly improves users' awareness of the shock absorber's performance status and response efficiency, thereby ensuring the driving safety and ride comfort of electric vehicles and extending the service life of the shock absorbers.

[0112] In one embodiment, when an electric vehicle is in daily driving, its shock absorber performance online testing system continuously monitors the actual response characteristics of the shock absorber. When the system detects that after the vehicle passes over a slightly bumpy road surface, the peak transient damping force of the shock absorber fluctuates slightly, but remains on the edge of the normal range, and the change trend of the difference is stable, the system calculates the potential impact of the vehicle operating scenario (slightly bumpy road surface) on the shock absorber performance evaluation result as "slight impact level" based on a preset evaluation model. The system then generates and issues a warning message, such as displaying "Warning: Current road conditions may have a slight impact on the shock absorber performance evaluation. Please pay attention to the driving environment." This message only informs about external factors (road conditions) and the potential impact range (evaluation result). Furthermore, if the system continuously monitors over a period of time that the difference in the frequency band energy distribution of the shock absorber gradually increases when it drives over potholes, accelerates suddenly, or brakes, and the change trend shows a slow decay, the system determines the potential impact level as "moderate impact level." The system will generate and issue warning messages, such as "Warning: There is a moderate risk of damping performance degradation in the shock absorbers. It is recommended to check the damping performance of the shock absorbers during the next maintenance and avoid driving over potholes at high speeds." This information not only includes external factors (driving on potholes for a long time) and the degree of impact (moderate risk of degradation), but also provides preliminary adjustment suggestions (inspection and adjustment of driving habits).

[0113] As a specific implementation method, when the system detects that the peak transient damping force of the shock absorber suddenly drops significantly after an emergency braking event, exceeding the preset tolerance range and showing a rapidly deteriorating trend, and the shock absorber's performance is judged as "attenuated" or even "failed," the system classifies the potential impact as "severe impact level." The system immediately generates and issues an emergency warning message, such as a voice announcement and a flashing display: "Emergency Warning! The shock absorber may have severely failed. Please immediately slow down, pull over, and contact a professional repair technician for inspection. There is a serious decrease in vehicle handling and safety risks!" This information includes details about the external factors (emergency braking impact), the degree of impact (severe failure), the emergency adjustment plan (immediate stop and inspection), and the fault risk warning (decreased handling, safety risks). Through this tiered warning mechanism, users can clearly understand the actual performance status and risk level of the shock absorber based on the type and content of the received warning information, thereby taking the most timely and appropriate countermeasures, effectively improving driving safety and maintenance efficiency.

[0114] See Figure 2 , Figure 2 This is a schematic diagram of an online performance testing system for electric vehicle shock absorbers according to an embodiment of this application. The online performance testing system 200 for electric vehicle shock absorbers includes:

[0115] The first acquisition module 210 is used to acquire vehicle operating status information, which includes the vehicle's load status and the tire elasticity status.

[0116] The second acquisition module 220 is used to acquire the actual response characteristics of the shock absorber to the preset excitation during operation, wherein the actual response characteristics include the peak value of the transient damping force or the frequency band energy distribution of the shock absorber.

[0117] Adjustment module 230 is used to adjust the evaluation benchmark of the actual response characteristics based on the operating status information;

[0118] The difference determination module 240 is used to compare the actual response characteristics with the evaluation benchmark, determine the difference between the actual response characteristics and the evaluation benchmark, obtain the difference quantity, and track the changing trend of the difference.

[0119] The state determination module 250 is used to determine the performance state of the shock absorber based on the difference amount and the trend of the difference.

[0120] The generation and issuance module 260 is used to generate and issue early warning information based on the difference amount, the trend of the difference, and the performance status of the shock absorber.

[0121] It should be noted that the information interaction and execution process between the above modules are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, which will not be repeated here.

[0122] It will be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically include computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0123] The foregoing has provided a detailed description of the preferred embodiments of this application. However, this application is not limited to the above-described embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application. All such equivalent modifications or substitutions are included within the scope defined in this application.

Claims

1. A method for online testing of the performance of an electric vehicle shock absorber, characterized in that, include: Obtain vehicle operating status information, which includes the vehicle's load status and the tire elasticity status; The actual response characteristics of the shock absorber to a preset excitation during operation are obtained, wherein the actual response characteristics include the peak value of the transient damping force or the frequency band energy distribution of the shock absorber; Based on the operational status information, adjust the evaluation criteria for the actual response characteristics; Compare the actual response characteristics with the evaluation benchmark to determine the difference between the actual response characteristics and the evaluation benchmark, obtain the difference quantity, and track the changing trend of the difference; The performance status of the shock absorber is obtained based on the difference and the trend of the difference. Based on the difference, the trend of the difference, and the performance status of the shock absorber, a warning message is generated and issued.

2. The method according to claim 1, characterized in that, The acquisition of the actual response characteristics of the shock absorber to the preset excitation during operation includes: When the preset excitation is a vehicle passing over a speed bump, the actual response characteristics of the shock absorber are obtained, and the actual response characteristics are the peak value of the transient damping force of the shock absorber. When the preset excitation is driving over potholes, sudden acceleration, or braking, the actual response characteristics of the shock absorber are obtained, and the actual response characteristics are frequency band energy distribution.

3. The method according to claim 1, characterized in that, The step of adjusting the evaluation benchmark for the actual response characteristics based on the operational status information includes: Obtain standard shock absorber data under different load and tire pressure conditions; Based on the standard shock absorber data, establish the relationship curve between the shock absorber damping force and the piston speed, and the correction rules for the relationship curve as the vehicle's load state and the tire's elastic state change. The evaluation benchmark for the actual response characteristics is adjusted based on the operational status information, the relationship curve, and the correction rules.

4. The method according to claim 3, characterized in that, The step of adjusting the evaluation benchmark for the actual response characteristics based on the operational status information, the relationship curve, and the correction rule includes: When the operating status information indicates that the vehicle's load condition is a heavy load condition, the evaluation benchmark of the transient damping force peak value of the shock absorber is adjusted according to the vehicle's load condition, the relationship curve, and the correction rule. When the operating status information indicates that the tire's elastic state is a state of reduced air pressure, the evaluation benchmark for the frequency band energy distribution of the shock absorber is adjusted according to the tire's elastic state, the relationship curve, and the correction rule.

5. The method according to claim 1, characterized in that, The step of obtaining the performance status of the shock absorber based on the difference amount and the trend of the difference includes: When the difference exceeds the preset tolerance range and the trend of the difference is gradually increasing, the performance state of the shock absorber is determined to be degraded based on the difference and the trend of the difference.

6. The method according to claim 1, characterized in that, Obtain the elastic state of the tire, including: Continuously monitor the tread wear of the tires; When the tread wear reaches a preset threshold, the structural stiffness parameters and ground contact area parameters in the preset tire physical model are corrected according to the tread wear, so as to obtain the corrected structural stiffness parameters and ground contact area parameters. The elastic state of the tire is obtained based on the corrected structural stiffness parameters and ground contact area parameters.

7. The method according to claim 1, characterized in that, Based on the difference amount, the trend of the difference, and the performance status of the shock absorber, a warning message is generated and issued, including: Based on the difference, the trend of the difference, and the performance status of the shock absorber, the potential influence of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber is obtained. Based on the potential impact level, an early warning message is generated and issued.

8. The method according to claim 7, characterized in that, The process of determining the potential impact of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber based on the difference amount, the trend of the difference, and the performance status of the shock absorber includes: Preset difference threshold range, difference change trend threshold, and shock absorber performance status classification standards; The difference quantity is matched with the difference quantity threshold range to obtain the difference quantity level; The trend of the difference is compared with the threshold of the difference trend to obtain the trend level. The trend includes the growth rate, deceleration rate and fluctuation range of the difference. By combining the difference level, the trend level, and the performance status of the shock absorber, a preset evaluation model is used to calculate the potential impact of vehicle operating conditions and external factors on the performance evaluation results of the shock absorber.

9. The method according to claim 7, characterized in that, The step of generating and issuing early warning information based on the potential impact level includes: When the potential impact level is classified as minor, a warning message is generated and issued, which only informs the external factors and the scope of the potential impact. When the potential impact level is moderate, a warning message is generated and issued, which includes external factors, the impact level, and preliminary adjustment suggestions. When the potential impact level is classified as severe, an emergency warning message is generated and issued. The emergency warning message includes external factors, the degree of impact, emergency adjustment plans, and fault risk warnings.

10. An online performance testing system for electric vehicle shock absorbers, characterized in that, include: The first acquisition module is used to acquire vehicle operating status information, which includes the vehicle's load status and the tire elasticity status. The second acquisition module is used to acquire the actual response characteristics of the shock absorber to a preset excitation during operation, wherein the actual response characteristics include the peak value of the transient damping force or the frequency band energy distribution of the shock absorber. An adjustment module is used to adjust the evaluation benchmark of the actual response characteristics based on the operational status information. The difference determination module is used to compare the actual response characteristics with the evaluation benchmark, determine the difference between the actual response characteristics and the evaluation benchmark, obtain the difference quantity, and track the changing trend of the difference; A state determination module is used to determine the performance state of the shock absorber based on the difference amount and the trend of the difference. The generation and issuance module is used to generate and issue early warning information based on the difference amount, the trend of the difference, and the performance status of the shock absorber.

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