CN108256135B - Power assembly driving impact analysis method and analysis device - Google Patents
Power assembly driving impact analysis method and analysis device Download PDFInfo
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Abstract
The invention provides a method and a device for analyzing driving impact of a power assembly, wherein the method for analyzing the driving impact of the power assembly comprises the following steps: collecting vehicle running signals including acceleration signals; carrying out band-pass filtering on the acquired acceleration signals; calculating jerk of the acceleration according to the acceleration after the band-pass filtering; calculating the jerk instantaneous intensity of the acceleration according to the jerk of the acceleration; judging whether the vehicle has driving impact or not according to the jerk instantaneous strength of the acceleration; analyzing and calculating the impact strength of each driving impact, and calculating the jerk accumulated strength of each driving impact in the impact time period; and outputting an analysis result. The analysis method and the analysis device can assist engineers in developing and calibrating the drivability of the power assembly, and provide a convenient and rapid tool for developing and calibrating the drivability.
Description
Technical Field
The invention is applied to the fields of power assembly drivability development and drivability calibration, and particularly relates to a method and a device for analyzing driving impact of a power assembly.
Background
The analysis of the driving impact of the whole vehicle is an indispensable link for developing and calibrating the drivability of the whole vehicle, at present, the analysis of the driving impact mainly depends on the test driving of an experienced driver, and depends on subjective experience to find and judge the problems of the drivability impact, the jerk, the jitter and the like of the vehicle in the driving process, meanwhile, a testing tool such as INCA (calibration software for an automobile engine produced by the German ETAS company) is adopted to read and record the data of the acceleration, the vehicle speed, the engine rotating speed and the like in the driving process, and then the off-line objective analysis is carried out on the data in the later period. The method has high requirements on the experience level of a driver, and the impact strength value cannot be fed back in real time.
The AVL-Drive is an objective vehicle driving quality scoring tool developed by AVL company of Austria, the system collects parameters of the whole vehicle such as acceleration, engine speed, pedal position, vehicle speed and the like through various sensors, the parameters are transmitted to AVL-Drive software of an upper computer through a host computer to identify the type of driving conditions, and a European vehicle scoring database integrated by the system scores test data to give scoring results of different driving conditions of vehicle driving performance. And an AVL-Drive objective drivability scoring tool is adopted to obtain an objective drivability scoring result of each working condition of the vehicle. However, the AVL-Drive system does not have a function of recognizing and analyzing a driving shock in a specific manner.
Disclosure of Invention
The invention aims to provide a method and a device for analyzing driving impact of a power assembly, and solves the problem that the conventional driving impact analysis system cannot specially identify and analyze the driving impact.
The invention provides a method for analyzing driving impact of a power assembly, which comprises the following steps:
collecting vehicle running signals including acceleration signals;
carrying out band-pass filtering on the acquired acceleration signals;
calculating jerk of the acceleration according to the acceleration after the band-pass filtering;
calculating the jerk instantaneous intensity of the acceleration according to the jerk of the acceleration;
judging whether the vehicle has driving impact or not according to the jerk instantaneous strength of the acceleration;
analyzing and calculating the impact strength of each driving impact, and calculating the jerk accumulated strength of each driving impact in the impact time period;
and outputting an analysis result.
Further, the step of performing band-pass filtering on the acquired acceleration signal includes that the acceleration signal is subjected to band-pass filtering of a plurality of different frequency bands; calculating jerk of the acceleration according to the acceleration after the band-pass filtering, wherein the jerk of the acceleration after different band-pass filtering is calculated respectively; and calculating the instantaneous intensity of the jerk of the acceleration according to the jerk of the acceleration, wherein the instantaneous intensity of the jerk of the acceleration after different band-pass filtering is calculated respectively.
Further, the step of analyzing and calculating the impact strength of each driving impact includes calculating the jerk cumulative strength of each driving impact after the acceleration passes through different band-pass filters in the impact time period, setting different frequency weighting coefficients for the calculated jerk cumulative strengths after the acceleration passes through different band-pass filters according to different sensitivities of the human body to vibrations of different frequency bands, and calculating the weighted comprehensive jerk cumulative strength.
Further, the plurality of different frequency bands comprise 2-4 Hz, 4-8 Hz and 8-20 Hz frequency bands.
Further, the judgment of whether the vehicle has driving impact or not is carried out according to the instantaneous intensity of the jerk of the acceleration, and the judgment logic is as follows: if the jerk instantaneous intensity of the acceleration is larger than a first set threshold, judging impact triggering; if the jerk instantaneous intensity of the acceleration is smaller than a second set threshold, judging that the impact is finished; and the second set threshold is smaller than the first set threshold, and the duration from the impact trigger to the impact end is the impact duration of the driving impact.
And further, according to the vehicle running signal, identifying and analyzing the occurrence condition of the driving impact aiming at each occurring driving impact, and obtaining the corresponding driving condition when each driving impact occurs.
Further, the vehicle operation signals further comprise a vehicle speed signal, an accelerator pedal opening degree signal, a brake pedal opening degree signal, a gear signal and an engine rotating speed signal.
The invention also provides a power assembly driving impact analysis device, which comprises a signal acquisition module, a driving impact recognition module and a driving impact analysis module, wherein the driving impact recognition module comprises a filtering unit, a calculation unit and an impact judgment unit, the driving impact analysis module comprises an impact strength calculation unit and a result output unit, and the following steps:
the signal acquisition module is used for acquiring vehicle running signals including acceleration signals;
the filtering unit is used for carrying out band-pass filtering on the acquired acceleration signals;
the calculation unit is used for calculating the jerk of the acceleration according to the acceleration after the band-pass filtering and calculating the jerk instantaneous strength of the acceleration according to the jerk of the acceleration;
the impact judging unit is used for judging whether the vehicle has driving impact or not according to the jerk instantaneous strength of the acceleration;
the impact strength calculation unit is used for analyzing and calculating the impact strength of each driving impact, and calculating the jerk accumulated strength of each driving impact in the impact time period;
the result output unit is used for outputting an analysis result.
Furthermore, the filtering unit performs band-pass filtering on the acquired acceleration signal, including that the acceleration signal is subjected to band-pass filtering in a plurality of different frequency bands; the calculation unit calculates the jerk of the acceleration according to the acceleration after the band-pass filtering, and the jerk of the acceleration after the different band-pass filtering is calculated respectively; the calculation unit calculates the jerk instantaneous intensity of the acceleration according to the jerk of the acceleration, and the jerk instantaneous intensity of the acceleration after different band-pass filtering is calculated respectively.
Further, the impact strength calculation unit performs impact strength analysis calculation on each driving impact, including calculating jerk cumulative strength of each driving impact after acceleration passes through different band-pass filters in an impact time period, setting different frequency weighting coefficients for the calculated jerk cumulative strengths passing through different band-pass filters according to different sensitivities of a human body to vibrations of different frequency bands, and calculating weighted comprehensive jerk cumulative strength.
Furthermore, the driving impact analysis module further comprises an impact working condition analysis unit, and the impact working condition analysis unit is used for identifying and analyzing the occurrence working condition of the driving impact aiming at each occurring driving impact according to the vehicle operation signal to obtain the corresponding driving working condition when each driving impact occurs.
According to the analysis method and the analysis device for the driving impact of the power assembly, the vehicle running signals including the acceleration signals can be collected in real time through the signal collection module, the collected signals are transmitted to the driving impact recognition module, the time period of the driving impact is recognized and judged through the driving impact recognition module, the impact strength information during the driving impact can be obtained through the driving impact analysis module, the final analysis result can be used for assisting engineers in developing and calibrating the drivability of the power assembly, and a basis is provided for developing and calibrating the drivability. The analysis device is simple in structure and low in cost, can be conveniently connected to a vehicle for test testing, can automatically identify driving impact under any driving working condition and an unrecognizable transition working condition on line compared with the existing driving impact analysis system, and gives an objective analysis result.
Drawings
Fig. 1 is a schematic structural diagram of a drive impact analysis device of a powertrain in an embodiment of the invention.
Fig. 2 is a flowchart of the operation of the powertrain driving impact analysis device according to the embodiment of the invention.
Fig. 3 is a waveform diagram of an original acceleration signal in an embodiment of the present invention.
FIG. 4 is a graph of band-pass filtered acceleration waveforms in an embodiment of the present invention.
FIG. 5 is a waveform diagram of a jerk calculation of acceleration in an embodiment of the present invention.
FIG. 6 is a waveform diagram of the calculated instantaneous intensity of jerk of acceleration in an embodiment of the present invention.
Fig. 7 is a schematic structural diagram of a drive impact analysis device of a powertrain according to another embodiment of the present invention.
Detailed Description
To further illustrate the technical means and effects of the present invention adopted to achieve the predetermined objects, the following detailed description of the embodiments, structures, features and effects of the present invention will be made with reference to the accompanying drawings and examples.
The invention provides a method and a device for analyzing driving impact of a power assembly, which can assist engineers in developing and calibrating the drivability of the power assembly and provide a convenient and quick tool for developing and calibrating the drivability.
Referring to fig. 1, the powertrain driving impact analysis apparatus provided in the present embodiment includes a signal acquisition module 10, a driving impact recognition module 20, and a driving impact analysis module 30. In this embodiment, the signal acquisition module 10 includes a bus signal acquisition unit 11 and an acceleration acquisition unit 12; the driving impact recognition module 20 comprises a filtering unit 21, a calculating unit 22 and an impact judging unit 23; the driving impact analysis module 30 includes an impact condition analysis unit 31, an impact strength calculation unit 32, and a result output unit 33.
The bus signal collection unit 11 is configured to collect various vehicle operation signals on a vehicle bus 40 (such as a CAN bus), such as vehicle speed V, accelerator pedal opening P, brake pedal opening B, gear G, and engine speed E, and these vehicle operation signals CAN be detected by corresponding sensors and uploaded to the vehicle bus 40, so that the bus signal collection unit 11 CAN directly obtain various relevant vehicle operation signals from the vehicle bus 40.
The acceleration acquisition unit 12 is used for acquiring an acceleration signal of the vehicle, and specifically, an acceleration sensor 50 may be mounted on the vehicle, and the acceleration acquisition unit 12 is connected to the acceleration sensor 50, and the acceleration sensor 50 acquires the acceleration signal of the vehicle and transmits the acceleration signal to the acceleration acquisition unit 12.
The working principle of the powertrain driving impact analysis device in the present embodiment is described below with reference to fig. 2.
(1) Signal acquisition module
The signal acquisition module 10 can acquire signal data in real time when the vehicle runs, and the sampling frequency is 100 Hz. The acquired basic signals comprise acceleration a, vehicle speed V, accelerator pedal opening P, brake pedal opening B, gear G, engine speed E and the like. The signal acquisition module 10 transmits the acquired signal to the driving impact recognition module 20.
(2) Driving impact recognition module
a. Acceleration band-pass filtering:
the impact problem influencing the drivability calibration of the powertrain is mainly reflected on acceleration vibration in the forward direction (i.e., vehicle movement), so the impact analysis here is mainly based on the acceleration signal in the forward direction of the entire vehicle, and the horizontal acceleration and the vertical acceleration are not considered for the moment.
First, the acquired raw acceleration signal may be band-pass filtered by the filtering unit 21. The acceleration vibration frequency range of the vehicle which can be sensed by a driver is mainly in a frequency range of 0.5-50 Hz, wherein the acceleration vibration frequency range with higher sensitivity to the driver is in a frequency range of 2-20 Hz. The band-pass filtering of the acquired acceleration signal includes the step of performing band-pass filtering of an original acceleration signal in a plurality of different frequency bands, fig. 3 shows a waveform diagram of the original acceleration signal acquired by the whole vehicle, and fig. 4 shows a waveform diagram of the acceleration signal subjected to band-pass filtering of 2-20 Hz, 2-4 Hz, 4-8 Hz, and 8-20 Hz.
b. Calculating jerk:
jerk j is derived from the acceleration, and the jerk calculation formula is as follows:
experience and data show that when the jerk of a certain acceleration frequency range is changed drastically, the driver and passengers in the vehicle feel uncomfortable, and when the jerk is maintained near zero, the driving feeling of the driver and passengers is most comfortable.
Therefore, the calculation unit 22 can calculate the jerk of the acceleration according to the acceleration after the band-pass filtering, where the calculation unit 22 calculates the jerk of the acceleration according to the acceleration after the band-pass filtering, including calculating the jerk of the acceleration after the different band-pass filtering, and fig. 5 is a waveform diagram of the jerk of the acceleration after the band-pass filtering of 2 to 20Hz, 2 to 4Hz, 4 to 8Hz, and 8 to 20 Hz.
c. Calculating the instantaneous intensity of the jerk:
instantaneous intensity of jerk VjtThe index calculation formula is as follows:
wherein n is the total length of the adjacent data utilized when the jerk instantaneous strength at the t-th moment is obtained, and i is the calculation starting point of the adjacent data. Here, n corresponds to the amount of data used in calculating the instantaneous intensity of jerk at time t, and if the amount of data used is larger, the calculated instantaneous intensity of jerk becomes more representative.
Therefore, the calculating unit 22 can calculate the jerk instantaneous intensity of the acceleration according to the jerk of the acceleration, where the calculating unit 22 calculates the jerk instantaneous intensity of the acceleration according to the jerk of the acceleration, including calculating the jerk instantaneous intensity of the acceleration after the different band-pass filtering, respectively, and fig. 6 is a waveform diagram of the jerk instantaneous intensity of the acceleration after the band-pass filtering of 2 to 20Hz, 2 to 4Hz, 4 to 8Hz, and 8 to 20 Hz.
d. And (3) impact triggering judgment conditions:
the impact evaluation is to judge that the vehicle speed is more than zero in the running process of the vehicle; when the jerk instantaneous intensity index of the acceleration after 2-20 Hz band-pass filtering is larger than a certain set threshold, determining as impact triggering (namely starting to generate driving impact), namely:
wherein h is1The value (i.e. the first set threshold) may be preset as required to identify driving impacts of different strengths or more, h in this embodiment1The value range is set to be 0.35-0.75 m/s3I.e. during the running of the vehicle, if the instantaneous intensity of jerk is greater than h1At this time, it is determined that the driving shock starts to occur.
Therefore, it can be determined by the impact determination unit 23 whether the vehicle starts to have a driving impact according to the jerk instant strength of the acceleration, and the determination logic is: if the instantaneous intensity of the jerk of the acceleration is greater than a first set threshold, an impact trigger (i.e., the beginning of the driving impact) is determined.
The instantaneous intensity of the jerk of the acceleration after the 2-20 Hz band-pass filtering is used as a judgment index, and if the instantaneous intensity of the jerk of the acceleration after the 2-20 Hz band-pass filtering is larger than a first set threshold value, the impact triggering (namely the driving impact starts to appear) is judged.
e. Impact end judgment conditions:
when the jerk instantaneous intensity index of the acceleration is reduced to be less than a certain set threshold value, the impact is judged to be finished, namely:
Vjt≤h2
wherein h is2The value (i.e., the second set threshold) may be predetermined as desired, h2Value less than h1Value, h in this example2The value range is set to be 0.1-0.2 m/s3I.e. during the running of the vehicle, if the instantaneous intensity of the jerk is less than h2If so, the driving shock is judged to be ended.
Therefore, whether the driving shock is ended or not can be determined by the shock determination unit 23 according to the jerk instantaneous intensity of the acceleration, and the determination logic is as follows: if the impact determination unit 23 determines that the jerk instantaneous intensity of the acceleration is smaller than the second set threshold, it determines that the impact is ended. Similarly, the instantaneous intensity of the jerk of the acceleration after the 2-20 Hz band-pass filtering is used as an evaluation index, and if the instantaneous intensity of the jerk of the acceleration after the 2-20 Hz band-pass filtering is smaller than a second set threshold value, the impact is judged to be finished.
And the duration from the impact trigger to the impact end is the impact duration of the driving impact.
Through the above steps of the driving impact recognition module 20, the impact time periods recognized for the original acceleration signal in the present embodiment are [1.93,4.05], [2.5,4.05], [4.15,5.49], [6.8,8.26], [11.61,12.69 ]. Wherein the impact period [1.93,4.05] indicates that the vehicle has a driving impact within a period of 1.93s to 4.05s through impact recognition by the driving impact recognition module 20; similarly, the vehicle has driving impact in four time periods of [2.5,4.05], [4.15,5.49], [6.8,8.26], [11.61,12.69], which can be clearly seen from the jerk instantaneous intensity waveform of the acceleration after 2-20 Hz band-pass filtering shown in fig. 6.
(3) Driving impact analysis module
a. Analyzing the occurrence condition of the driving impact:
the vehicle bus signals of each impact time period and 2 seconds before and after each impact time period are transmitted to the impact condition analysis unit 31, and the impact condition analysis unit 31 performs driving impact occurrence condition recognition analysis aiming at each occurring driving impact according to the relevant running signals (such as signals of vehicle speed V, accelerator pedal opening P, brake pedal opening B, gear G, engine speed E and the like) of the vehicle, so as to obtain the corresponding driving condition when each driving impact occurs.
In this embodiment, 5 common driving conditions, such as launch start, full accelerator acceleration, 1-2 upshift, 2-3 upshift, and 3-4 upshift, are exemplified, and it is assumed that after the above identified 5 impact time periods are subjected to condition recognition analysis, the driving conditions when each driving impact occurs are identified as follows: the method comprises the following steps of launch starting, full accelerator acceleration, 1-2 gear upshifts, 2-3 gear upshifts and 3-4 gear upshifts. Namely: the bump time periods [1.93,4.05], [2.5,4.05], [4.15,5.49], [6.8,8.26], [11.61,12.69] are driving bumps that occur during a pop-up start, full throttle acceleration, 1-2 upshift, 2-3 upshift, and 3-4 upshift, respectively.
The driving conditions of the vehicle are various, and are not limited to the 5 common driving conditions in the above example. The impact condition analysis unit 31 of the driving impact analysis module 30 can identify the driving condition corresponding to each driving impact after performing condition identification analysis according to the relevant operation signals (such as signals of vehicle speed V, accelerator pedal opening P, brake pedal opening B, gear G, engine speed E, and the like) of the vehicle when each driving impact occurs.
b. Analysis of driving impact strength:
the impact strength calculation unit 32 performs an impact strength analysis calculation for each driving impact that occurs, and calculates the jerk cumulative strength VDV of each driving impact in its impact time periodj. Here, the impact strength calculation unit 32 performs impact strength analysis calculation for each driving impact that occurs, including calculating that acceleration of each driving impact is subjected to different band-pass filtering at an impact time period thereofThe wave jerk cumulative intensity is given by the formula:
where m is the length of each impact time period, for example, the length m corresponding to the impact time period [1.93,4.05] is 212, that is, m is (4.05-1.93) x100, where 100 represents the sampling frequency 100Hz, and the length m values corresponding to other impact time periods can be obtained by referring to this calculation method;
further, different frequency weighting coefficients W are set according to different sensitivities of the human body to different frequency band vibration and aiming at the calculated jerk accumulative strength which is subjected to different band-pass filtering of 2-4 Hz, 4-8 Hz and 8-20 Hzk(f) In this embodiment, q is set1∈[0.55,0.85]，q2∈[0.75,1]，q3∈[0.15,0.5]Wherein f is a band-pass filtering frequency;
then calculates the weighted comprehensive jerk cumulative intensity VDVtotalComprises the following steps:
VDVtotal＝q1*VDVj1+q2*VDVj2+q3*VDVj3
the driving impact strength analysis results obtained last are shown in table 1, and the analysis results may be output by the result output unit 33. The result output unit 33 may output and display the original acceleration waveform, the band-pass filtered acceleration waveform, the jerk waveform of the acceleration, and the jerk instantaneous intensity waveform of the acceleration.
Further, the analysis device may further include a memory (not shown) for storing the driving impact strength analysis result and each waveform diagram, so as to facilitate recall and comparison analysis after the fact.
TABLE 1 analysis results of driving impact Strength
In table 1, the driving impact of the vehicle under different working conditions and the driving impact strength corresponding to the impact at each time are obtained, and if the driving impact strength is too high, the driving comfort is affected, so that an engineer can optimize and adjust the control strategy of the engine and the transmission according to the analysis result in table 1 in the vehicle development stage, and finally the occurrence frequency and the impact strength of the driving impact are reduced. Therefore, the analysis method and the analysis device for the driving impact of the power assembly provided by the embodiment can assist engineers in developing and calibrating the drivability of the power assembly, and provide a convenient and fast tool for developing and calibrating the drivability.
It can be understood that, the method and the device for analyzing the driving impact of the powertrain can be applied to vehicle test driving comparison and vehicle purchasing comparison analysis besides providing a basis for drivability development and calibration in a vehicle development stage, and can provide an analysis basis for the driving impact of different vehicle types.
Fig. 7 is a schematic structural diagram of a drive impact analysis device of a powertrain in another embodiment of the present invention, which is different from the above embodiments in that an original acceleration signal of a vehicle is not detected by an acceleration sensor 50 installed during a test, but is directly acquired from a vehicle bus 40 as other vehicle operation signals, such as a vehicle speed, an accelerator pedal opening, a brake pedal opening, a gear position, an engine speed, and the like, and at this time, the acceleration signal may be detected by an acceleration sensor already equipped in the vehicle and uploaded to the vehicle bus 40, so that the bus signal acquisition unit 11 may directly acquire the acceleration signal and other vehicle operation signals from the vehicle bus 40. Other structures and principles of this embodiment can be seen in the first embodiment, which is not described herein again.
According to the power assembly driving impact analysis method and the power assembly driving impact analysis device, the signal acquisition module can acquire vehicle running signals including acceleration in real time, the acquired signals are transmitted to the driving impact recognition module, the driving impact recognition module recognizes and judges the time period of driving impact, the driving impact analysis module can obtain corresponding working conditions and impact strength information when the driving impact occurs, and the final analysis result can be used for assisting engineers in developing and calibrating the drivability of the power assembly, so that a basis is provided for developing and calibrating the drivability. The analysis device is simple in structure and low in cost, can be conveniently connected to a vehicle for test and test, can automatically identify the driving impact under any driving working condition and an unidentifiable transition working condition on line compared with the existing driving impact analysis system (such as an AVL-Drive system), and can give an objective analysis result.
Although the present invention has been described with reference to the preferred embodiments, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (11)
1. A powertrain driving impact analysis method is characterized by comprising the following steps:
collecting vehicle running signals including acceleration signals;
carrying out band-pass filtering on the acquired acceleration signals;
calculating jerk of the acceleration according to the acceleration after the band-pass filtering;
calculating the jerk instantaneous intensity of the acceleration according to the jerk of the acceleration, wherein the jerk instantaneous intensity VjtThe index calculation formula is as follows:
judging whether the vehicle has driving impact or not according to the jerk instantaneous strength of the acceleration;
analyzing and calculating the impact strength of each driving impact, and calculating the jerk accumulated strength of each driving impact in the impact time period;
and outputting an analysis result.
2. The powertrain driving impact analysis method of claim 1, wherein the band-pass filtering the collected acceleration signal comprises band-pass filtering the acceleration signal through a plurality of different frequency bands; calculating jerk of the acceleration according to the acceleration after the band-pass filtering, wherein the jerk of the acceleration after different band-pass filtering is calculated respectively; and calculating the instantaneous intensity of the jerk of the acceleration according to the jerk of the acceleration, wherein the instantaneous intensity of the jerk of the acceleration after different band-pass filtering is calculated respectively.
3. The powertrain driving impact analysis method according to claim 2, wherein the performing of the impact strength analysis calculation for each driving impact includes calculating the jerk accumulated strength of each driving impact after the acceleration passes through different band-pass filters in the impact time period, setting different frequency weighting coefficients for the calculated jerk accumulated strengths after the different band-pass filters according to different sensitivities of the human body to vibrations in different frequency bands, and then calculating the weighted comprehensive jerk accumulated strength.
4. The method of claim 3, wherein the plurality of different frequency bands comprise 2-4 Hz, 4-8 Hz, and 8-20 Hz frequency bands.
5. The analysis method for the driving shock of the powertrain according to claim 1, wherein the determination of whether the vehicle has the driving shock or not is made according to the instantaneous intensity of the jerk of the acceleration, and the determination logic is: if the jerk instantaneous intensity of the acceleration is larger than a first set threshold, judging impact triggering; if the jerk instantaneous intensity of the acceleration is smaller than a second set threshold, judging that the impact is finished; and the second set threshold is smaller than the first set threshold, and the duration from the impact trigger to the impact end is the impact duration of the driving impact.
6. The analysis method for the driving shock of the powertrain according to claim 1, further comprising performing recognition analysis on the occurrence condition of the driving shock according to the vehicle operation signal for each driving shock, and obtaining the corresponding driving condition when each driving shock occurs.
7. The powertrain driving impact analysis method of any of claims 1-6, wherein the vehicle operation signals further include a vehicle speed signal, an accelerator pedal opening signal, a brake pedal opening signal, a gear signal, and an engine speed signal.
8. The utility model provides a power assembly driving impact analysis device, its characterized in that includes signal acquisition module, driving impact recognition module and driving impact analysis module, driving impact recognition module includes filtering unit, computational element and impact judgement unit, driving impact analysis module includes impact strength computational element and result output unit, wherein:
the signal acquisition module is used for acquiring vehicle running signals including acceleration signals;
the filtering unit is used for carrying out band-pass filtering on the acquired acceleration signals;
the calculation unit is used for calculating the jerk of the acceleration according to the acceleration after the band-pass filtering, and calculating the jerk instant strength of the acceleration according to the jerk of the acceleration, and the jerk instant strength VjtThe index calculation formula is as follows:
the impact judging unit is used for judging whether the vehicle has driving impact or not according to the jerk instantaneous strength of the acceleration;
the impact strength calculation unit is used for analyzing and calculating the impact strength of each driving impact, and calculating the jerk accumulated strength of each driving impact in the impact time period;
the result output unit is used for outputting an analysis result.
9. The powertrain driving impact analysis device of claim 8, wherein the filtering unit band-pass filters the collected acceleration signal, including passing the acceleration signal through a plurality of different frequency bands; the calculation unit calculates the jerk of the acceleration according to the acceleration after the band-pass filtering, and the jerk of the acceleration after the different band-pass filtering is calculated respectively; the calculation unit calculates the jerk instantaneous intensity of the acceleration according to the jerk of the acceleration, and the jerk instantaneous intensity of the acceleration after different band-pass filtering is calculated respectively.
10. The analysis device for the impact of the drive train according to claim 9, wherein the impact strength calculation unit performs the impact strength analysis calculation for each driving impact, and includes calculating the cumulative intensity of jerk of each driving impact after the acceleration passes through different band-pass filters in the impact time period, setting different frequency weighting coefficients for the calculated cumulative intensity of jerk after the different band-pass filters according to different sensitivities of the human body to vibrations in different frequency bands, and calculating the weighted cumulative intensity of combined jerk.
11. The powertrain driving impact analysis device of claim 8, wherein the driving impact analysis module further comprises an impact condition analysis unit, and the impact condition analysis unit is configured to perform driving impact occurrence condition recognition analysis for each occurring driving impact according to a vehicle operation signal, so as to obtain a corresponding driving condition when each driving impact occurs.
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| CN105644563A (en) * | 2015-12-22 | 2016-06-08 | 广州汽车集团股份有限公司 | Evaluation method and system for accelerator transient condition driveability |
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