Vehicle impact evaluation method and vehicle

Abstract

The application discloses a vehicle impact evaluation method and a vehicle, and relates to the technical field of vehicle impact evaluation. The vehicle impact evaluation method comprises the following steps: acquiring a gearbox output shaft rotating speed signal contained in vehicle bus data during vehicle operation; obtaining a vehicle jerk signal according to the gearbox output shaft rotating speed signal; determining a feature point for representing a vehicle impact situation according to the vehicle jerk signal; and performing impact evaluation on the vehicle based on the feature point. The method of the application realizes the evaluation of the vehicle impact situation without relying on external acceleration acquisition equipment and special data analysis tools, and improves the convenience, flexibility and low cost of the vehicle impact evaluation.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle impact assessment method and a vehicle. Background Technology

[0002] In vehicle development and design, jerk is a crucial indicator of ride comfort. In typical operating conditions such as starting, shifting gears, and rapid accelerator pedal operation, lower jerk means a smoother change in acceleration, thus improving ride comfort. Jerk is a physical quantity describing the rate of change of acceleration, specifically the derivative of acceleration with respect to time, and its unit is 1 / 2 kilometre oz. (meters per cubic second), is of great significance in vehicle dynamics analysis.

[0003] Existing vehicle impact assessment methods primarily acquire longitudinal acceleration data during vehicle operation using external gyroscopes or other acceleration acquisition devices, and then process the acquired data using specialized data analysis tools such as AVL Drive to obtain impact assessment results. This method is highly dependent on external tools, costly, and lacks flexibility. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of this invention is to propose a vehicle impact evaluation method that enables the evaluation of vehicle impact conditions without relying on external acceleration acquisition equipment and dedicated data analysis tools, thereby improving the convenience, flexibility, and low cost of vehicle impact evaluation.

[0005] The second objective of this invention is to provide a vehicle.

[0006] To achieve the above objectives, a vehicle impact evaluation method according to a first aspect of the present invention includes: acquiring a transmission output shaft speed signal included in vehicle bus data during vehicle operation; obtaining a vehicle acceleration signal based on the transmission output shaft speed signal; determining feature points for characterizing vehicle impact based on the vehicle acceleration signal; and evaluating the vehicle impact based on the feature points.

[0007] According to the vehicle impact evaluation method of this invention, the gearbox output shaft speed signal during vehicle operation is a basic operating information reflecting the vehicle's dynamic state in the on-board bus. By processing this signal and combining it with the vehicle's motion relationship, an acceleration signal characterizing the rate of change of vehicle acceleration can be indirectly derived, thereby achieving an indirect characterization of the vehicle's dynamic response characteristics without relying on external acceleration acquisition equipment. Furthermore, by extracting feature points from the acceleration signal, key change information during the vehicle's impact response process can be effectively extracted, and vehicle impact evaluation can be completed based on these feature points. This transforms the evaluation process from relying on external acceleration acquisition equipment and dedicated data analysis tools to a calculation and analysis method based on on-board bus data, thereby improving the convenience, flexibility, and low cost of vehicle impact evaluation.

[0008] In some embodiments, obtaining a vehicle acceleration signal based on the gearbox output shaft rotation speed signal includes: obtaining a vehicle speed based on the gearbox output shaft rotation speed signal; calculating a vehicle acceleration based on the vehicle speed; and obtaining the vehicle acceleration signal based on the vehicle acceleration.

[0009] In some embodiments, the vehicle speed is obtained from the gearbox output shaft speed signal using the following formula: ; Where V is the vehicle speed, and n is the output shaft speed signal of the gearbox. C is the final drive ratio, and C is the tire circumference.

[0010] In some embodiments, determining a feature point to characterize the vehicle impact based on the vehicle acceleration signal includes: obtaining an extreme point of the vehicle acceleration signal; when the extreme point satisfies a preset condition, the extreme point is the feature point.

[0011] In some embodiments, obtaining the extreme points of the vehicle acceleration signal includes: obtaining the extreme points within a time interval corresponding to the vehicle impact response condition, wherein the extreme points include positive extreme points and negative extreme points of the vehicle acceleration signal.

[0012] In some embodiments, the preset condition includes: the difference between the peak value of vehicle acceleration and the valley value of vehicle acceleration before and after the time corresponding to the extreme point is greater than a preset threshold.

[0013] In some embodiments, the vehicle impact assessment method includes: after obtaining the vehicle speed, filtering the vehicle speed.

[0014] In some embodiments, evaluating vehicle impact based on the feature points includes: evaluating the vehicle impact according to a preset evaluation standard based on the vehicle acceleration signal corresponding to the feature points and obtaining the vehicle impact evaluation result.

[0015] In some embodiments, the vehicle impact evaluation method further includes: acquiring multiple vehicle impact evaluation results and constructing a vehicle impact evaluation database; and updating the preset evaluation standard based on the vehicle impact evaluation database.

[0016] To achieve the above objectives, a vehicle according to a second aspect of the present invention is provided, the vehicle being used to implement the vehicle impact evaluation method described in the above embodiments.

[0017] According to embodiments of the present invention, the vehicle impact evaluation method described in the above embodiments uses the transmission output shaft speed signal during vehicle operation as basic operating information reflecting the vehicle's dynamic state in the on-board bus. By processing this signal and combining it with vehicle motion relationships, an acceleration signal characterizing the rate of change of vehicle acceleration can be indirectly derived, thereby achieving indirect characterization of the vehicle's dynamic response characteristics without relying on external acceleration acquisition equipment. Furthermore, by extracting feature points from the acceleration signal, key change information during the vehicle's impact response process can be effectively extracted, and vehicle impact evaluation can be completed based on these feature points. This transforms the evaluation process from relying on external acceleration acquisition equipment and dedicated data analysis tools to a calculation and analysis method based on on-board bus data, thereby improving the convenience, flexibility, and low cost of vehicle impact evaluation.

[0018] Additional aspects and advantages of the invention 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 the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a flowchart of a vehicle impact evaluation method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the J1939 vehicle bus ETC1 message structure according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the transmission path from the gearbox output shaft to the wheel according to an embodiment of the present invention; Figure 4 (a) is a schematic diagram of the change of vehicle acceleration over time under a gear shifting condition according to an embodiment of the present invention; Figure 4(b) is a schematic diagram of the change of vehicle acceleration over time under shifting conditions according to an embodiment of the present invention; Figure 4 (c) is a schematic diagram of the gear position changing over time under a shifting condition according to an embodiment of the present invention.

[0020] Figure label: Clutch 1; Gearbox 2; Universal joint 3; Main reducer 4. Detailed Implementation

[0021] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0022] The following is for reference. Figure 1 A vehicle impact evaluation method according to an embodiment of the present invention is described.

[0023] In some embodiments, vehicle impact can refer to the dynamic response phenomenon in which the longitudinal acceleration of a vehicle changes abruptly due to rapid changes in driving force or braking force during power transmission. Vehicle impact often occurs during driving conditions such as vehicle start-up, gear shifting, rapid pressing and releasing of the accelerator pedal, and other rapid changes in power output. At these times, the vehicle will produce a noticeable push-back feeling, jerking feeling, or traction feeling, thereby affecting the ride comfort of the vehicle.

[0024] In some embodiments, vehicle impact evaluation can refer to the process of objectively analyzing, calculating, and determining the degree of vehicle impact based on data reflecting the characteristics of vehicle power changes during vehicle operation. Through vehicle impact evaluation, the magnitude of vehicle impact under different vehicles, different powertrain systems, or different control strategies can be quantified, providing objective basis for vehicle powertrain calibration, shift quality optimization, power control strategy optimization, driving comfort evaluation, and overall vehicle performance development. Simultaneously, vehicle impact evaluation can also serve as an important evaluation indicator for vehicle research and development, production testing, and overall vehicle performance consistency verification, improving the objectivity and consistency of vehicle powertrain performance development and quality evaluation.

[0025] Figure 1 This is a flowchart of a vehicle impact evaluation method according to an embodiment of the present invention, such as... Figure 1 As shown, the vehicle impact evaluation method of this invention includes at least the following steps: S1, acquire the gearbox output shaft speed signal included in the vehicle bus data during vehicle operation.

[0026] In some embodiments, vehicle bus data can refer to the operational status data transmitted by various electronic control units of the vehicle in the vehicle communication network according to a predetermined communication protocol. This data reflects various operating parameters and control information during vehicle operation. For example, vehicle bus data may include data sent by multiple control units such as the powertrain, transmission system, braking system, and body control system. In commercial vehicle applications, vehicle bus data can use CAN communication data conforming to the SAE J1939 protocol. Therefore, the J1939 standard message is a specific implementation of vehicle bus data. However, this invention is not limited to the J1939 standard message and can also be applied to other vehicle bus communication protocols that can provide vehicle operational status information.

[0027] In some embodiments, the gearbox output shaft speed signal can refer to a speed-type signal obtained through vehicle bus data to characterize the rotational state of the gearbox output shaft. This signal reflects the rotational speed of the gearbox output shaft per unit time and characterizes the dynamic change characteristics of the power system after being output through the transmission mechanism.

[0028] In some embodiments, the gearbox output shaft speed signal has the following characteristics: First, the signal is basic operating state data naturally generated during the operation of the vehicle power system, which can be obtained without the need for additional sensors; second, the signal can reflect the real-time changing trend during the power transmission process, and has continuity and high time resolution; third, the signal can be directly used for vehicle dynamics calculation and analysis, and can serve as important basic data for vehicle impact evaluation.

[0029] In some embodiments, obtaining the transmission output shaft speed signal contained in the vehicle bus data during vehicle operation includes: obtaining the original vehicle bus data recorded during vehicle operation, and parsing the original vehicle bus data to obtain the corresponding transmission output shaft speed signal.

[0030] Specifically, the transmission controller transmits data to the bus. Some transmission controller data transmission performance characteristics may include: transmission cycle rate: 10ms; data length: 8 bytes; data page: 0; PDU format: 240; PDU specificity: 2; default priority: 3; parameter group number: 61442 (00F002) 16 The raw vehicle bus data can be stored in standard data formats such as BLF, MDF4, and ASC, and combined with the corresponding communication protocol's DBC file to complete signal parsing, thereby obtaining the physical quantities corresponding to each signal. In an embodiment using the J1939 protocol, such as... Figure 2As shown, the transmission output shaft speed signal can be obtained by parsing ETC1.TransOutputShaftSpd from the J1939 standard message. Specifically, bytes 2 and 3 correspond to the output shaft speed data represented by SPN191. Data scaling and offset conversion are performed based on the DBC file to obtain a physically meaningful transmission output shaft speed signal. This provides a fundamental data source for subsequent vehicle acceleration signal acquisition and vehicle impact evaluation. Since the above data all originate from the vehicle's own onboard bus data, no additional external acceleration acquisition equipment is required to establish the data foundation for vehicle impact evaluation, demonstrating good versatility and engineering applicability.

[0031] S2 obtains the vehicle acceleration signal based on the gearbox output shaft speed signal.

[0032] In some embodiments, the vehicle acceleration signal can refer to a physical quantity signal characterizing the rate of change of vehicle acceleration, obtained by processing the transmission output shaft speed signal from the on-board bus data during vehicle operation, i.e., a dynamic characteristic signal describing how quickly vehicle acceleration changes over time. This signal reflects the "abrupt degree" of longitudinal power change from the perspective of vehicle power transmission and response process, and can more sensitively characterize the transient characteristics of vehicle power output changes than a single acceleration signal.

[0033] Therefore, the purpose of introducing vehicle acceleration signals is that, compared with evaluation methods based solely on speed or acceleration, acceleration can further reflect the "degree of change" of vehicle power changes, thereby more sensitively capturing the impact characteristics of the vehicle power system under transient conditions, making the vehicle impact evaluation results more detailed and accurate.

[0034] S3. Based on the vehicle acceleration signal, determine the feature points used to characterize the vehicle impact, and evaluate the vehicle impact based on the feature points.

[0035] In some embodiments, the feature points used to characterize vehicle impact can be key data points extracted from the vehicle acceleration signal that reflect changes in the vehicle's dynamic response. These points characterize the locations where the impact response is most significant during vehicle operation, and are then used for subsequent analysis and evaluation of the vehicle impact severity. Since vehicle impact is essentially a sudden change in the vehicle's dynamic response over a short period, selecting feature points that reflect this sudden change, rather than performing a comprehensive analysis of the entire acceleration signal, can more effectively extract key information about vehicle impact changes. This avoids redundant data interfering with the evaluation results and improves the relevance and stability of the vehicle impact evaluation.

[0036] Therefore, compared with evaluation based on arbitrary time points or overall average signals, impact evaluation based on feature points can improve the accuracy and robustness of vehicle impact identification, make the evaluation results more reflective of the true extent of vehicle impact, and improve the effectiveness and reliability of vehicle impact evaluation.

[0037] According to the vehicle impact evaluation method of this invention, the gearbox output shaft speed signal during vehicle operation is a basic operating information reflecting the vehicle's dynamic state in the on-board bus. By processing this signal and combining it with the vehicle's motion relationship, an acceleration signal characterizing the rate of change of vehicle acceleration can be indirectly derived, thereby achieving an indirect characterization of the vehicle's dynamic response characteristics without relying on external acceleration acquisition equipment. Furthermore, by extracting feature points from the acceleration signal, key change information during the vehicle's impact response process can be effectively extracted, and vehicle impact evaluation can be completed based on these feature points. This transforms the evaluation process from relying on external acceleration acquisition equipment and dedicated data analysis tools to a calculation and analysis method based on on-board bus data, thereby improving the convenience, flexibility, and low cost of vehicle impact evaluation.

[0038] In some embodiments, obtaining a vehicle acceleration signal based on the gearbox output shaft speed signal includes: obtaining a vehicle speed based on the gearbox output shaft speed signal, calculating a vehicle acceleration based on the vehicle speed, and obtaining a vehicle acceleration signal based on the vehicle acceleration.

[0039] In some embodiments, vehicle speed can be obtained by mapping the power transmission relationship of the transmission output shaft speed signal. That is, based on the transmission correlation between the transmission output shaft and the vehicle speed, the speed signal is converted into a vehicle speed representation, thereby indirectly obtaining the vehicle speed. Therefore, this process does not rely on an external speed measurement device, but rather derives the vehicle speed based on the vehicle operating status information already available in the on-board bus data, thus providing basic data for subsequent vehicle dynamics analysis.

[0040] In some embodiments, vehicle acceleration can be obtained by analyzing the relationship between vehicle speed and time, for example, by calculating the rate of change of vehicle speed in the time dimension based on discrete time series speed data, thereby obtaining the vehicle acceleration signal.

[0041] In some embodiments, the vehicle acceleration signal can be obtained by further analyzing the relationship between vehicle acceleration and time, that is, by obtaining the rate of change of vehicle acceleration based on the time-varying characteristics of vehicle acceleration, thereby obtaining the vehicle acceleration signal. This process is not limited to differentiation, difference operations or other mathematical processing methods.

[0042] In some embodiments, the process of obtaining vehicle acceleration signals is essentially a stepwise feature extraction process of vehicle dynamic response, which extends vehicle dynamic characteristics from the speed change level to the acceleration change level, and further to the acceleration change rate level, thereby forming a high-order dynamic characterization signal for vehicle impact evaluation.

[0043] In some embodiments, such as Figure 3 As shown, power is transmitted from the engine to the gearbox 2 via clutch 1, then to the final drive 4 via universal joint 3, ultimately driving the wheels to move the vehicle. Based on this transmission chain, the transmission relationship between the gearbox output shaft speed and the actual wheel speed needs to be considered when calculating the vehicle speed. Therefore, the final drive ratio and tire dynamic radius need to be introduced for conversion, thereby converting the gearbox output shaft speed signal into the vehicle linear velocity.

[0044] In some embodiments, the wheel dynamic radius can be obtained based on a preset tire parameter mapping table or a tire database. The tire parameter mapping table stores dynamic radius parameters corresponding to different tire specifications or tire models. By querying the tire parameter mapping table, the wheel dynamic radius matching the current vehicle can be obtained for subsequent vehicle speed calculations.

[0045] In some embodiments, the vehicle speed is obtained from the gearbox output shaft speed signal using the following formula: ; Where V is the vehicle speed and n is the gearbox output shaft speed signal. The main reduction ratio is C, where C is the tire circumference (obtained based on the wheel dynamic radius).

[0046] In some embodiments, determining feature points to characterize vehicle impact based on vehicle acceleration signals includes: obtaining extreme points of the vehicle acceleration signals, whereby extreme points are considered feature points when they meet preset conditions.

[0047] In some embodiments, since vehicle impact manifests as a rapid change in vehicle dynamic response over a short period of time, and vehicle acceleration signal can reflect the trend of vehicle acceleration change, the extreme point in the vehicle acceleration signal corresponds to the moment when the vehicle dynamic change is more drastic, that is, the time position when the vehicle impact response is more obvious.

[0048] Furthermore, by extracting extreme points from the vehicle acceleration signal, representative key change points can be selected from the continuously changing signal, thereby transforming the vehicle impact analysis from full signal analysis to key feature analysis, improving the sensitivity to transient impact changes, and reducing the impact of redundant data on the evaluation results.

[0049] In some embodiments, when an extreme point meets a preset condition, the extreme point is determined as a feature point. This means that not all extreme points in vehicle acceleration signals are used for vehicle impact evaluation. Instead, the obtained extreme points need to be further screened to exclude atypical or non-impact-related extreme points.

[0050] The preset conditions are used to constrain the effectiveness of extreme points, aiming to distinguish between extreme points caused by actual vehicle impact behavior and those caused by noise, operating condition fluctuations, or non-critical dynamic changes. Only when an extreme point meets the preset conditions is it considered to effectively characterize the vehicle impact features and is identified as a feature point for subsequent vehicle impact evaluation.

[0051] In some embodiments, obtaining the extreme points of the vehicle acceleration signal includes: obtaining the extreme points within the time interval corresponding to the vehicle impact response condition, wherein the extreme points include positive extreme points and negative extreme points of the vehicle acceleration signal.

[0052] In some embodiments, when an extreme point meets a preset condition, the extreme point is determined as a feature point. This means that not all extreme points in vehicle acceleration signals are used for vehicle impact evaluation. Instead, the obtained extreme points need to be further screened to exclude atypical or non-impact-related extreme points.

[0053] The preset conditions are used to constrain the effectiveness of extreme points, aiming to distinguish between extreme points caused by actual vehicle impact behavior and those caused by noise, operating condition fluctuations, or non-critical dynamic changes. Only when an extreme point meets the preset conditions is it considered to effectively characterize the vehicle impact features and is identified as a feature point for subsequent vehicle impact evaluation.

[0054] In some embodiments, obtaining the extreme points of the vehicle acceleration signal includes: obtaining the extreme points within the time interval corresponding to the vehicle impact response condition, wherein the extreme points include positive extreme points and negative extreme points of the vehicle acceleration signal.

[0055] In some embodiments, the extreme points of the vehicle acceleration signal include positive and negative extreme points. This is because the vehicle acceleration signal exhibits periodic or alternating changes during vehicle operation, manifesting as positive peaks and negative troughs under different transient conditions, thus collectively reflecting the complete response process of the vehicle's powertrain. Positive extreme points characterize the maximum acceleration change state corresponding to a rapid increase in vehicle acceleration, while negative extreme points characterize the maximum acceleration change state corresponding to a rapid decrease in vehicle acceleration. Therefore, these two types of extreme points correspond to abrupt changes in different directions of the vehicle's power response, together constituting a complete characterization of the vehicle's impact process.

[0056] In some embodiments, if only the positive extreme point of the vehicle acceleration signal is used, it only reflects the single-direction change characteristics in the vehicle's dynamic response process, and cannot fully characterize the bidirectional dynamic change process of the vehicle under typical working conditions, thus resulting in an insufficient characterization of the vehicle's impact characteristics.

[0057] Therefore, by simultaneously introducing both positive and negative extreme points, we can more comprehensively cover the different directions of change in vehicle impact response and improve the completeness of impact feature extraction.

[0058] In some embodiments, the preset condition includes: the difference between the peak value of vehicle acceleration and the valley value of vehicle acceleration before and after the time corresponding to the extreme point is greater than a preset threshold.

[0059] In some embodiments, preset conditions are used to effectively screen the extreme points of the vehicle acceleration signal to ensure that the selected extreme points can not only reflect the transient change amplitude of the vehicle's dynamic response, but also reflect the degree of sustained impact of the change in the time dimension.

[0060] In some embodiments, vehicle impact is related not only to the instantaneous magnitude of the change in vehicle dynamics but also to the range of influence of that change on the vehicle's acceleration state over a certain time interval. Therefore, relying solely on the instantaneous extreme value of acceleration may not fully characterize the actual impact effect. Thus, by introducing a constraint on the difference between the peak and valley values ​​of vehicle acceleration before and after the extreme point, it can be used to characterize whether the dynamic change corresponding to the extreme point has a sufficient range of influence, thereby enabling the selected feature point to reflect a meaningful vehicle impact response, rather than just instantaneous fluctuations.

[0061] In some embodiments, the preset threshold can be set according to the power system characteristics, transmission system configuration and actual application scenarios of different vehicle models to adapt to the differences in power response characteristics of different vehicles, thereby improving the adaptability and consistency of vehicle impact evaluation results.

[0062] In some embodiments, when an extreme point does not meet a preset condition, it is not used as a feature point to characterize the vehicle impact. Instead, an extreme point that meets the preset condition is selected from other candidate extreme points of the vehicle acceleration signal for evaluation. This reselection process can be based on a step-by-step screening of the extreme point set of the vehicle acceleration signal to determine feature points that simultaneously meet the requirements for transient change amplitude and range of action, thereby ensuring that the feature points ultimately used for vehicle impact evaluation are sufficiently representative. This screening mechanism avoids misjudging extreme points that only have short-term fluctuations but lack sustained impact characteristics as vehicle impact feature points, thus improving the stability and reliability of vehicle impact evaluation results.

[0063] In some embodiments, taking the gear shifting operation as an example, Figure 4 (a) is a schematic diagram illustrating the change of vehicle acceleration over time during gear shifting according to an embodiment of the present invention. Figure 4 (b) is a schematic diagram illustrating the change of vehicle acceleration over time during gear shifting according to an embodiment of the present invention. Figure 4 (c) is a schematic diagram of the gear position changing over time under a shifting condition according to an embodiment of the present invention.

[0064] like Figure 4 As shown in (b), the points within the box are selected as the positive and negative extreme points of the jerk. Then, as... Figure 4 As shown in (a), it is determined whether the difference between the peak value of vehicle acceleration and the valley value of vehicle acceleration before and after the time corresponding to the extreme point is greater than a preset threshold. If it is greater than the preset threshold, the extreme point is determined to be a feature point.

[0065] In some embodiments, the vehicle impact assessment method includes: filtering the vehicle speed after obtaining the vehicle speed.

[0066] In some embodiments, due to the mechanical backlash effect in the vehicle transmission system during power transmission, and the degree of slippage between the wheels and the ground, the vehicle speed derived from the gearbox output shaft speed signal may exhibit local fluctuations or deviations. Therefore, by filtering the vehicle speed, the fluctuations introduced by these non-ideal factors can be suppressed, thereby improving the stability and consistency of the vehicle speed signal and making it more consistent with the actual motion state of the vehicle.

[0067] In some embodiments, filtering may include, but is not limited to, multi-point moving average processing, used to smooth vehicle speeds in a continuous time series to reduce the impact of local abrupt changes on the speed curve.

[0068] In some embodiments, the filtering process may further include bandpass filtering to retain the effective dynamic change components in the vehicle speed variation while suppressing high-frequency noise or low-frequency drift components, thereby improving the stability and analyzability of the vehicle speed signal.

[0069] In some embodiments, evaluating vehicle impact based on feature points includes: evaluating the vehicle impact according to a preset evaluation standard based on the vehicle acceleration signal corresponding to the feature points and obtaining the vehicle impact evaluation result.

[0070] In some embodiments, the preset evaluation criteria are used to quantify the impact degree of the vehicle acceleration signal corresponding to the feature point, and to classify the vehicle impact evaluation results into different impact levels or impact states.

[0071] In some embodiments, the preset evaluation criteria may include, but are not limited to: comparative evaluation criteria constructed based on benchmark vehicle test results, statistical evaluation criteria formed based on vehicle impact evaluation result data statistics, and engineering evaluation criteria artificially set based on objective engineering experience or vehicle development requirements.

[0072] In some embodiments, the evaluation criteria constructed based on benchmark vehicle test results can select vehicles with stable performance or excellent ride comfort in the industry as reference objects, and extract the corresponding vehicle acceleration characteristic values ​​under typical driving conditions as reference thresholds for comparison and judgment of the impact level of the vehicle to be evaluated.

[0073] In some embodiments, the statistical evaluation criteria established based on vehicle impact evaluation results data can construct evaluation intervals according to the statistical characteristics of historical evaluation results. For example, when the sample size is small and the data distribution does not meet the normal distribution, the first quartile Q1 and the third quartile Q3 can be used to construct the evaluation interval; when the sample size is large and the data distribution is approximately normal, the mean plus or minus three standard deviations (±3σ) can be used to construct the evaluation interval.

[0074] In some embodiments, evaluation criteria set artificially based on objective engineering experience or vehicle development requirements can be set or adjusted according to different vehicle positioning, comfort goals or development experience to adapt to evaluation requirements in different application scenarios.

[0075] In some embodiments, the vehicle impact evaluation method further includes: acquiring multiple vehicle impact evaluation results, constructing a vehicle impact evaluation database, and updating the preset evaluation criteria based on the vehicle impact evaluation database.

[0076] Specifically, in this invention, the extreme points of the vehicle acceleration signal are used as the evaluation object of vehicle impact. These extreme points are compared using evaluation benchmarks constructed under different data maturity levels to determine the strength of the vehicle impact. In the initial data stage, when historical data for this vehicle model is lacking, the test results of industry benchmark models can be used to construct an evaluation benchmark. The extreme points of acceleration are compared with the benchmark threshold. If the extreme point exceeds the benchmark threshold, the impact is considered strong; otherwise, it is considered weak.

[0077] Furthermore, as data accumulates, in the initial stage with a small sample size, an evaluation interval is constructed based on quantile statistics of historical data. When the jerk extreme point is higher than the third quartile (Q3) or lower than the first quartile (Q1), it is considered a strong impact; when it is between Q1 and Q3, it is considered a weak impact. As the data volume further increases and exhibits stable statistical characteristics, an evaluation interval method based on standard deviation is adopted. σ obtained from historical data statistics is used as the fluctuation scale. When the jerk extreme point exceeds ±3σ, it is considered a strong impact; when it is within this range, it is considered a weak impact. In the engineering configurability stage, the evaluation boundary can be adjusted according to vehicle type or test conditions to adapt to the impact sensitivity requirements of different vehicles. Finally, with the continuous accumulation of data from multiple vehicle types and operating conditions, a vehicle impact evaluation database is constructed, and the evaluation criteria under the statistical distribution are updated based on this database.

[0078] This invention also proposes a vehicle for implementing the vehicle impact evaluation method described in the above embodiments.

[0079] In some embodiments, the vehicle may be a passenger vehicle or a commercial vehicle, and the vehicle is equipped with an on-board communication bus for transmitting vehicle operating status data, including the gearbox output shaft speed signal.

[0080] According to embodiments of the present invention, the vehicle impact evaluation method described in the above embodiments uses the transmission output shaft speed signal during vehicle operation as basic operating information reflecting the vehicle's dynamic state in the on-board bus. By processing this signal and combining it with vehicle motion relationships, an acceleration signal characterizing the rate of change of vehicle acceleration can be indirectly derived, thereby achieving indirect characterization of the vehicle's dynamic response characteristics without relying on external acceleration acquisition equipment. Furthermore, by extracting feature points from the acceleration signal, key change information during the vehicle's impact response process can be effectively extracted, and vehicle impact evaluation can be completed based on these feature points. This transforms the evaluation process from relying on external acceleration acquisition equipment and dedicated data analysis tools to a calculation and analysis method based on on-board bus data, thereby improving the convenience, flexibility, and low cost of vehicle impact evaluation.

[0081] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0082] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle impact assessment method, characterized in that, include: Acquire the gearbox output shaft speed signal from the on-board bus data during vehicle operation; The vehicle acceleration signal is obtained based on the gearbox output shaft speed signal; Based on the vehicle acceleration signal, feature points are determined to characterize the vehicle's impact condition, and the impact is evaluated based on these feature points.

2. The vehicle impact evaluation method according to claim 1, characterized in that, Based on the gearbox output shaft speed signal, the vehicle acceleration signal is obtained as follows: The vehicle speed is obtained based on the gearbox output shaft speed signal; Calculate the vehicle acceleration based on the vehicle speed; The vehicle acceleration signal is obtained based on the vehicle acceleration.

3. The vehicle impact evaluation method according to claim 2, characterized in that, The vehicle speed is obtained from the gearbox output shaft speed signal using the following formula: ； Where V is the vehicle speed, and n is the output shaft speed signal of the gearbox. C is the final drive ratio, and C is the tire circumference.

4. The vehicle impact evaluation method according to claim 1, characterized in that, Based on the vehicle acceleration signal, feature points characterizing the vehicle impact are determined, including: Obtain the extreme points of the vehicle's acceleration signal; When the extreme point satisfies the preset conditions, the extreme point is the feature point.

5. The vehicle impact evaluation method according to claim 4, characterized in that, Obtaining the extreme points of the vehicle acceleration signal includes: Within the time interval corresponding to the vehicle impact response condition, the extreme points are obtained, including the positive and negative extreme points of the vehicle acceleration signal.

6. The vehicle impact evaluation method according to claim 4, characterized in that, The preset conditions include: the difference between the peak value of vehicle acceleration and the valley value of vehicle acceleration before and after the time corresponding to the extreme point is greater than a preset threshold.

7. The vehicle impact evaluation method according to claim 1, characterized in that, The vehicle impact evaluation method includes: After obtaining the vehicle speed, the vehicle speed is filtered.

8. The vehicle impact evaluation method according to claim 1, characterized in that, The evaluation of vehicle impact based on the feature points includes: Based on the vehicle acceleration signal corresponding to the feature point, the vehicle is subjected to impact evaluation according to the preset evaluation criteria, and the vehicle impact evaluation result is obtained.

9. The vehicle impact evaluation method according to claim 8, characterized in that, The vehicle impact assessment method also includes: Obtain multiple vehicle impact evaluation results and construct a vehicle impact evaluation database; The preset evaluation criteria are updated based on the vehicle impact evaluation database.

10. A vehicle, characterized in that, The vehicle is used to implement the vehicle impact evaluation method according to any one of claims 1-9.

Images