A t-box wire harness real-time self-diagnosis method and system

Abstract

The present application relates to the technical field of vehicle T-Box terminal wire harness and connector diagnosis, in particular to a T-BOX wire harness real-time self-diagnosis method and system. When the vehicle speed exceeds the set speed, the looseness fault is judged by the number of power-on / power-off interruptions of the wire harness to be tested within the set time, or the relationship between the voltage value or data volume of the wire harness to be tested and the corresponding voltage reference value or data reference value; when the vehicle speed exceeds the set speed, the disconnection fault is judged by the pin state of the wire harness to be tested within the judgment period, or the relationship between the voltage value of the wire harness to be tested and the corresponding voltage threshold value, or the data volume of the wire harness to be tested; or the disconnection fault is directly judged according to the state of each wire harness. The scheme compares the number of power-on / power-off interruptions, voltage value or data volume of each wire harness connected to the T-BOX with the corresponding judgment reference value or threshold value through real-time detection, and can timely find the looseness or disconnection fault of each wire harness in the ON fire state or during operation, effectively avoiding safety hazards during driving.

Description

Technical Field

[0001] This invention relates to the field of diagnostic technology for vehicle-mounted T-Box terminal wiring harnesses and connectors, and in particular to a real-time self-diagnostic method and system for T-BOX wiring harnesses. Background Technology

[0002] The T-Box (Telematics Box), installed inside the vehicle, is used to transmit information between the cloud and the entire vehicle network. It features power management, CAN communication, 3G / 4G / 5G communication, and positioning capabilities, enabling functions such as time information reporting, remote querying, and remote control. The T-Box connects to the vehicle's network via various wiring harnesses, including power, ACC, CAN network, and Ethernet harnesses. The T-Box terminal has a built-in female connector; during installation, the male connector of the vehicle's wiring harness is inserted into the female connector of the T-Box terminal to provide power and enable data communication. Due to the difficulty in maintaining consistency in the manufacturing process of the vehicle's wiring harness and the installation of connectors (male and female), poor conductivity issues can occur with the wiring harnesses and connectors.

[0003] Current technologies typically involve static and dynamic testing during the production of wire harnesses and connectors to detect defective harnesses and connectors. However, there is no effective solution for testing the wire harnesses connected to T-Boxes during production line installation or in actual vehicle operation. The wire harnesses connected to T-Boxes exhibit the following phenomena throughout their entire lifecycle:

[0004] 1. Due to inconsistent manufacturing processes, the connection between the male connector and the wiring harness on the vehicle wiring harness is not secure.

[0005] 2. The male connectors on the vehicle wiring harness are manually inserted into the terminal female connectors, which may result in them not being inserted tightly. Over time, vibration during operation can cause them to loosen.

[0006] 3. The wiring harness is subjected to tensile stress. Vibration from prolonged vehicle operation can cause poor contact in the wiring harness, or even break it.

[0007] 4. When after-sales personnel reconnect the terminal after repair, there may still be issues such as the cable not being plugged in tightly or the cable harness being pulled.

[0008] The T-Box terminal is installed inside the vehicle compartment. The signals connected to the vehicle wiring harness and male connectors to the terminal female connectors mainly include power, ACC, and CAN networks. Due to the above, the following problems may occur:

[0009] 1. A loose or disconnected power / ACC harness causes the terminal to malfunction, resulting in prolonged loss of vehicle data.

[0010] 2. A loose or disconnected CAN harness can cause intermittent or prolonged loss of vehicle data.

[0011] These problems will cause the T-Box to lose its ability to monitor the vehicle, and the loss of vehicle data will make fault analysis during vehicle operation more difficult. Summary of the Invention

[0012] The purpose of this invention is to provide a real-time self-diagnosis method for T-BOX wiring harnesses to solve the problem in the prior art where, during vehicle operation, a continuity fault in the wiring harness connected to the T-Box cannot be detected in time, resulting in long-term loss of vehicle data and thus causing the T-Box to lose its ability to monitor the vehicle; and also to provide a real-time self-diagnosis system for T-BOX wiring harnesses to implement the above method.

[0013] To address the aforementioned technical problems, this invention provides a real-time self-diagnosis method for T-BOX harnesses, comprising the following steps:

[0014] Real-time vehicle speed is acquired to determine the looseness and / or disconnection faults of the wiring harness under test. The determination method for looseness faults is as follows: when the vehicle speed exceeds the set speed, the number of power-on / off interruptions of the wiring harness under test exceeds the set threshold within the set time; or, the voltage value of the wiring harness under test and the voltage reference value of the wiring harness meet the first set relationship; or, the data volume of the wiring harness under test and the data reference value of the wiring harness meet the second set relationship.

[0015] The methods for determining disconnection faults include: when the vehicle speed exceeds the set speed, the status of the pin of the harness under test remains at 0 and does not interrupt within the determination period; or, the voltage value of the harness under test is less than the corresponding harness voltage threshold; or, the data volume of the harness under test is 0. It also includes directly judging based on the status of each harness.

[0016] Beneficial effects: This invention detects the number of power-on / off interruptions, voltage values, and data volume of each wiring harness connected to the T-BOX in real time, and compares them with the corresponding judgment benchmarks or thresholds. This enables timely detection of loose or disconnected faults in each wiring harness connected to the T-BOX when the vehicle is in the ON state or during operation. This ensures that the corresponding faults can be reported in a timely manner and proactively repaired, avoiding long-term loss of vehicle data or prolonged vehicle offline status due to terminal malfunction, thereby preventing safety hazards during driving.

[0017] Furthermore, the wiring harness under test includes the power harness, the ACC harness, and the CAN network harness.

[0018] Beneficial effects: By real-time monitoring of the power harness, ACC harness and CAN network harness connected to the T-BOX, this invention can comprehensively obtain the real-time status of the T-BOX terminal, thereby helping to report and troubleshoot faults in a timely manner and ensuring that the T-BOX terminal and the vehicle are in good operating condition.

[0019] Furthermore, when the harness under test is a power harness or an ACC harness, it is determined that the harness under test has a loosening fault according to a first setting relationship. The first setting relationship is at least one of the following: the voltage value of the harness under test is less than a first set percentage of the voltage reference value of the corresponding harness, or the maximum voltage difference within a set time window is greater than a second set percentage of the voltage reference value of the corresponding harness.

[0020] Beneficial effects: By comparing the voltage value of the power harness or ACC harness, or the maximum voltage difference within a set time window, with their respective voltage reference values ​​during vehicle operation, the accuracy and timeliness of detecting loose power harness and ACC harness faults are improved, thereby facilitating timely detection and repair of loose power harness and ACC harness faults.

[0021] Furthermore, when the harness under test is a power harness or an ACC harness, if the state of the harness pins remains at 0 and is not interrupted during the judgment period, or if the harness voltage value is less than the corresponding harness voltage threshold, then the harness under test is determined to have an open fault.

[0022] Beneficial effects: By judging the pin status of the power harness or ACC harness during vehicle operation or comparing the measured voltage value with their respective voltage reference values, the accuracy and timeliness of detecting disconnection faults in the power harness and ACC harness are improved, which is conducive to timely detection and repair of disconnection faults in the power harness and ACC harness.

[0023] Furthermore, when the harness under test is a CAN network harness, a looseness fault is determined in the harness under test according to a second set relationship. The second set relationship is that the currently detected harness data volume is less than a first set percentage of the harness data reference value, or the currently detected harness data volume is less than the previously detected harness data volume and the difference between the two is greater than a set percentage of the previously detected harness data volume, or the maximum data volume difference within a set time window is greater than a second set percentage of the data reference value, or the difference between any two data volumes within a set time window is greater than a set percentage of the maximum data volume.

[0024] Beneficial effects: By comparing the data volume of the CAN network harness or the difference in the data volume measured at different times with the data baseline value during vehicle operation, or by comparing the difference in the data volume measured at different times with the data volume measured at a certain time, the accuracy and timeliness of detecting loose CAN network harness faults can be improved, which is conducive to timely detection and repair of loose CAN network harness faults.

[0025] Furthermore, when the harness under test is a CAN network harness, the method for determining the disconnection fault is as follows: when the vehicle speed exceeds the set speed, the CAN message data volume is 0, or when the ACC harness is in the ON state, no CAN message is received.

[0026] Beneficial effects: By detecting whether the CAN message data volume of the CAN network harness is 0 during vehicle operation or when the ACC harness is in the ON state, the accuracy and timeliness of detecting CAN network harness disconnection faults are improved, which is conducive to timely detection and repair of CAN network harness disconnection faults.

[0027] Furthermore, when the harness under test is a power harness, if the main power voltage value is less than the main power voltage threshold when the ACC harness is in the ON state or when there is a CAN message, it is determined that the harness under test has a disconnection fault.

[0028] Beneficial effects: By detecting that the ACC harness and CAN network harness are in normal condition but the main power voltage value is abnormal, it can also be determined that there is a disconnection fault in the power harness, making the detection angle of power harness disconnection fault more diversified and further improving the accuracy and timeliness of power harness disconnection fault detection.

[0029] Furthermore, the voltage value is obtained by smoothing the measured voltage.

[0030] Beneficial effects: By smoothing the measured voltage, not only can the influence of noise on the data be eliminated, but the integrity of the measured voltage data can also be ensured.

[0031] Furthermore, vehicle speed refers to the speed obtained through CAN messages, GPS, or gyroscopes.

[0032] Beneficial effects: This invention can not only autonomously select different methods to obtain vehicle speed according to the actual vehicle configuration, but also ensure the accuracy and real-time nature of the obtained vehicle speed.

[0033] The present invention also provides a real-time self-diagnostic system for T-BOX harnesses, the system comprising a processor and a memory, wherein the memory is used to store executable instructions of the processor; the processor is configured to execute the real-time self-diagnostic method for T-BOX harnesses described above by executing the executable instructions. Attached Figure Description

[0034] Figure 1 This is a flowchart of the fault detection logic of the present invention;

[0035] Figure 2 This is a curve of the fault time within the time window of this invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the present invention clearer, the technical principles and practical applications of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0037] Example of T-BOX Harness Real-time Self-Diagnosis Method:

[0038] This embodiment addresses the power harness, ACC harness, and CAN network harness present on the T-BOX wiring harness, categorizing harness faults during vehicle operation into loose or disconnected power harnesses, loose or disconnected ACC harnesses, and loose or disconnected CAN network harnesses. When any of these faults occurs, the system reports the issue to the platform via the vehicle-to-cloud protocol. The platform then notifies after-sales and on-site personnel for timely handling to prevent data loss due to terminal malfunction.

[0039] The fault detection logic of the T-BOX harness real-time self-diagnosis method in this embodiment is as follows: Figure 1 As shown, specifically:

[0040] To more accurately detect faults in the three types of wiring harnesses mentioned above, vehicle speed is introduced here. Vehicle speed can be converted to a unified nominal value by standardizing the CAN message speed, GPS speed, or gyroscope speed, with CAN message speed being the preferred choice, followed by GPS speed; on T-Box terminals equipped with gyroscopes, gyroscope speed can be used.

[0041] The vehicle speed is acquired in real time. When the vehicle speed is less than the limit, the vehicle is determined to be in a stationary state. When the vehicle speed exceeds the set speed, the number of power interruptions, voltage values, or data volume of the wiring harness under test are detected at set intervals to determine the looseness and / or disconnection faults of the wiring harness under test.

[0042] The method for determining looseness faults is as follows: when the vehicle speed exceeds the set speed, the number of power-on / off interruptions of the harness under test exceeds the set threshold within the set time; or, the voltage value of the harness under test and the voltage reference value of the harness meet the first set relationship; or, the data volume of the harness under test and the data reference value of the harness meet the second set relationship.

[0043] The methods for determining disconnection faults include: when the vehicle speed exceeds the set speed, the status of the pin of the harness under test remains at 0 and does not interrupt within the determination period; or, the voltage value of the harness under test is less than the corresponding harness voltage threshold; or, the data volume of the harness under test is 0. It also includes directly judging based on the status of each harness.

[0044] Figure 2 This is a graph showing the fault occurrences of the detected quantity within a specific time window. The horizontal axis represents time (T), and the vertical axis represents the value of the detected quantity. The baseline value is calculated based on the actual situation of the detected quantity. The time window shifts forward sequentially according to the sampling time. When the maximum difference within the time window exceeds a limit, the corresponding fault is reported.

[0045] The following describes the fault detection procedures for loosening and / or disconnection of these three types of wire harnesses:

[0046] 1) Check for loose or disconnected power harnesses.

[0047] In order to detect power harness loosening or disconnection faults and upload fault data to the cloud platform in a timely manner, the T-Box terminal is equipped with a backup battery. After the power harness becomes loose or disconnected, the backup battery can still support the T-Box terminal to continue to operate and execute the detection logic.

[0048] The reference value for the main power voltage of the T-Box terminal is generally determined as follows: for a 12V system, the reference value is 12V; for a 24V system, the reference value is 24V. On terminals that support acquiring the main power voltage value, a dynamic method can also be used to calculate the reference value. Specifically, when the vehicle is in motion, the main power voltage is acquired every 100ms, and each sampled value within 10 seconds is greater than the sampling voltage threshold of 10V, with the maximum voltage difference less than 2V. The average main power voltage within these 10 seconds is then calculated as the reference value for the T-Box terminal's main power voltage.

[0049] Methods for diagnosing loose power harnesses:

[0050] Method 1: On a terminal that supports main power on / off interruption detection, when the vehicle is in motion, the number of main power on / off interruptions per second is detected. If the power harness connection is normal, the number of main power on / off interruptions is 0. When the number of interruptions exceeds 10, it is determined that the power harness is loose and a power harness looseness fault is reported.

[0051] Method 2: On a terminal that supports obtaining the main power voltage value, when the vehicle is in motion, the main power voltage is obtained every 100ms. After smoothing, the voltage value is calculated. When the voltage value at a certain moment is less than 80% of the voltage reference value, or when the difference between two adjacent voltage values ​​is greater than 2V, it is determined that the power harness is loose and a power harness loose fault is reported.

[0052] Method 3: On terminals that support acquiring mains voltage values, the mains voltage is acquired every 100ms, and the smoothed voltage value is stored in a buffer. The data in the buffer can be stored for 10 seconds. When the vehicle is in motion, the data in the buffer is processed. Within a rolling 5-second time window, if the maximum voltage difference is greater than 20% of the voltage reference value, or if the difference is greater than 20% of the maximum voltage value within the time window, it is determined that the power harness is loose, and a power harness looseness fault is reported.

[0053] Method for determining power harness disconnection faults:

[0054] Method 1: On a terminal that supports main power on / off interruption detection, when the vehicle is in motion, if the pin status of the power harness remains at 0 within the judgment period and no interruption occurs, it is determined that the power harness is disconnected and a power harness disconnection fault is reported.

[0055] Method 2: On a terminal that supports obtaining the main power voltage value, when the vehicle is in motion, the main power voltage is obtained every 100ms. After smoothing, the voltage value is calculated. When the voltage value is less than the disconnection voltage threshold of 5V, it is determined that the power harness is disconnected and the power harness disconnection fault is reported.

[0056] This embodiment determines the power line fault when the vehicle is in motion. As another implementation, when the ACC harness is in the ON state or there is a CAN message, if the main power voltage is less than 5V, it is determined that the power harness is disconnected and a power harness disconnection fault is reported.

[0057] 2) Check for loose or disconnected ACC wiring harnesses.

[0058] The ACC voltage reference value is generally determined as follows: for a 12V system, the ACC voltage reference value is 12V; for a 24V system, the ACC voltage reference value is 24V. On terminals that support acquiring the ACC voltage value, a dynamic method can also be used to calculate the ACC voltage reference value. Specifically, when the vehicle is in motion, the ACC voltage is acquired every 100ms, and each sampled value within 10 seconds is greater than the sampling voltage threshold of 10V, with a maximum difference of less than 2V. The average ACC voltage within these 10 seconds is then calculated as the ACC voltage reference value.

[0059] Method for determining ACC harness looseness:

[0060] Method 1: On a terminal that supports ACC ON / OFF interruption detection, when the vehicle is in motion, detect the number of ACC ON / OFF interruptions per second. Under normal ACC wiring harness connection, the number of interruptions is 0. When the number of interruptions exceeds 10, it is determined that the ACC wiring harness is loose and an ACC wiring harness loose fault is reported.

[0061] Method 2: On a terminal that supports acquiring ACC voltage values, when the vehicle is in motion, the ACC voltage is acquired every 100ms. After smoothing, the voltage value is calculated. When the voltage value at a certain moment is less than 80% of the voltage reference value, or when the difference between two adjacent voltage values ​​is greater than 2V, it is determined that the ACC harness is loose and an ACC harness loose fault is reported.

[0062] Method 3: On terminals that support ACC voltage acquisition, the ACC voltage is acquired every 100ms, and the smoothed voltage value is stored in a buffer. The data in the buffer can be stored for 10 seconds. When the vehicle is in motion, the data in the buffer is processed. Within a rolling 5-second time window, if the maximum voltage difference is greater than 20% of the voltage reference value, or if the difference is greater than 20% of the maximum voltage value within the time window, it is determined that the ACC harness is loose, and an ACC harness looseness fault is reported.

[0063] Method for determining ACC harness disconnection fault:

[0064] Method 1: On a terminal that supports ACC ON / OFF interruption detection, when the vehicle is in motion, if the pin status of the ACC harness remains at 0 within the judgment period and no interruption occurs, it is determined that the ACC harness is disconnected and an ACC harness disconnection fault is reported.

[0065] Method 2: On a terminal that supports obtaining ACC voltage values, when the vehicle is in motion, the ACC voltage is obtained every 100ms. When the voltage value calculated after smoothing is less than the disconnection voltage threshold of 5V, it is determined that the ACC harness is disconnected and the ACC harness disconnection fault is reported.

[0066] 3) Detect CAN network harness looseness or disconnection faults.

[0067] During normal operation of a real vehicle, the amount of CAN message data will be relatively stable. However, when the CAN network harness becomes loose or disconnected, the amount of CAN message data will become abnormal.

[0068] Method for determining CAN network harness looseness fault:

[0069] When the vehicle is in motion, the amount of message data on the CAN network is counted every second, and the average value of the CAN message data amount in the last 10 seconds is calculated as the baseline value of the CAN message data amount.

[0070] Method 1: When the vehicle is in motion, if the amount of data at a certain moment is less than 90% of the data baseline value, or if the amount of data at a certain moment is less than the amount of data at the previous moment and the difference is greater than 10% of the value at the previous moment, it is determined that the CAN network harness is loose, and a CAN network harness loose fault is reported.

[0071] Method 2: When the vehicle is in motion, the amount of message data on the CAN network is counted every second and stored in a buffer. The buffer can store data for 10 seconds. The data in the buffer is logically processed. Within a rolling 5-second time window, if the maximum difference in the amount of CAN message data is greater than 10% of the data baseline value, or if the difference is greater than 10% of the maximum data amount within the time window, it is determined that the CAN network harness is loose, and a CAN network harness loose fault is reported.

[0072] Method for determining CAN network harness disconnection faults:

[0073] Method 1: When the vehicle is in motion, if the amount of CAN message data obtained is 0, it is determined that the CAN network harness is disconnected, and a CAN network harness disconnection fault is reported.

[0074] This embodiment determines the CAN network harness fault when the vehicle is in motion. As another implementation, if no CAN message is received when the ACC harness is in the ON state, it is determined that the CAN network harness is disconnected and a CAN network harness disconnection fault is reported.

[0075] In this embodiment, when the vehicle speed exceeds the set speed, it is determined that the vehicle is in motion. The set speed can be flexibly set according to the actual operating state of the vehicle. Similarly, the time intervals (e.g., every 100ms, every 200ms, within 10s, within 20s), the number of interruptions per second (e.g., 10 times, 15 times), the sampling voltage threshold (e.g., 10V, 22V), the disconnection voltage threshold (e.g., 15V, 5V), the voltage difference (e.g., 2V, 1.5V), the percentage of the voltage reference value (e.g., 80%, 75%, 30%, 20%), the percentage of the maximum voltage value (e.g., 30%, 20%), the percentage of the data reference value (e.g., 90%, 85%, 15%, 10%), the percentage of the maximum data volume (e.g., 15%, 10%), the width of the time window (e.g., 10s, 5s), and the time range for storing data in the buffer (e.g., 15s, 10s) can all be flexibly set according to the actual operating state of the vehicle.

[0076] Example of T-BOX wire harness real-time self-diagnostic system:

[0077] The T-BOX harness real-time self-diagnostic system of this embodiment includes a processor and a memory. The processor executes a computer program stored in the memory to enable the present invention to implement the method of the above-described method embodiment. That is, the method in the above method embodiment should be understood as a flow of a T-BOX harness real-time self-diagnostic method that can be implemented by computer program instructions. These computer programs can be provided to issue instructions to the processor, causing the processor to execute these instructions to produce the functions specified for implementing the above-described method flow.

[0078] The processor referred to in this embodiment is a processing device such as a microprocessor (MCU) or a programmable logic device (FPGA); the memory referred to in this embodiment includes a physical device for storing information, which usually involves digitizing the information and then storing it using media such as electricity, magnetism, or optics.

[0079] The system consisting of the aforementioned memory, processor, and computer program is implemented in a computer by the processor executing the corresponding program instructions. The processor can run various operating systems, such as Windows, Linux, Android, and iOS.

[0080] As an alternative implementation, the system may also include a display for showing the results of the calculated quantities for staff reference.

Claims

1. A real-time self-diagnosis method for T-BOX harnesses, characterized in that, Includes the following steps: The vehicle speed is acquired in real time to determine the looseness and / or disconnection of the wiring harness under test. The determination method for the looseness of the power harness or ACC harness is as follows: when the vehicle speed exceeds the set speed, the number of power-on / off interruptions of the wiring harness under test exceeds the set threshold within the set time, or the voltage value of the wiring harness under test and the voltage reference value of the wiring harness meet the first set relationship. The determination method for the looseness of the CAN network wiring harness is as follows: when the vehicle speed exceeds the set speed, the data volume of the wiring harness under test and the data reference value of the wiring harness meet the second set relationship. The methods for determining power harness disconnection faults include: when the vehicle speed exceeds the set speed, the pin status of the harness under test remains at 0 and without interruption during the determination period; or, when the vehicle speed exceeds the set speed, the voltage value of the harness under test is less than the corresponding harness voltage threshold; or, when the ACC harness is in the ON state or there is a CAN message, the main power voltage value is less than the main power voltage threshold. The methods for determining ACC harness disconnection faults include: when the vehicle speed exceeds the set speed, the pin status of the harness under test remains at 0 and without interruption during the determination period; or, when the vehicle speed exceeds the set speed, the voltage value of the harness under test is less than the corresponding harness voltage threshold. The methods for determining CAN network harness disconnection faults are: when the vehicle speed exceeds the set speed, the data volume of the harness under test is 0; or, when the ACC harness is in the ON state, no CAN message is received.

2. The real-time self-diagnosis method for T-BOX harnesses according to claim 1, characterized in that, The T-BOX terminal is equipped with a backup battery. In the event of a loose or disconnected power supply, the backup battery enables the T-BOX terminal to continue operating and executing detection logic.

3. The real-time self-diagnosis method for T-BOX harnesses according to claim 1, characterized in that, When the harness under test is a power harness or an ACC harness, it is determined that the harness under test has a loose fault according to the first setting relationship. The first setting relationship is at least one of the following: the voltage value of the harness under test is less than a first set percentage of the voltage reference value of the corresponding harness, or the maximum voltage difference within a set time window is greater than a second set percentage of the voltage reference value of the corresponding harness.

4. The real-time self-diagnosis method for T-BOX harnesses according to claim 1, characterized in that, When any of the above faults occurs, the system will report it to the platform via the vehicle-cloud protocol. The platform will then notify after-sales and on-site personnel to handle the issue promptly to avoid data loss due to terminal malfunction.

5. The real-time self-diagnosis method for T-BOX harnesses according to claim 1, characterized in that, When the harness under test is a CAN network harness, it is determined that the harness under test has a loosening fault according to the second setting relationship. The second setting relationship is that the currently detected harness data volume is less than a first setting percentage of the harness data reference value, or the currently detected harness data volume is less than the previously detected harness data volume and the difference between the two is greater than a setting percentage of the previously detected harness data volume, or the maximum data volume difference within a set time window is greater than a second setting percentage of the data reference value, or the difference between any two data volumes within a set time window is greater than a setting percentage of the maximum data volume.

6. The real-time self-diagnosis method for T-BOX harnesses according to claim 1 or 5, characterized in that, When the vehicle is in motion, the amount of message data on the CAN network is counted every second, and the average value of the CAN message data in the last 10 seconds is calculated as the baseline value of the CAN message data. The baseline value of the CAN message data is the baseline value of the wiring harness data.

7. The real-time self-diagnosis method for T-BOX harnesses according to claim 1 or 3, characterized in that, When the vehicle is in motion, the ACC voltage is acquired every 100ms, and each sampled value within 10s is greater than the sampling voltage threshold of 10V, with the maximum difference being less than 2V. The average ACC voltage within 10s is calculated as the reference value of the ACC harness voltage.

8. The real-time self-diagnosis method for T-BOX harnesses according to any one of claims 1-4, characterized in that, The voltage value is obtained by smoothing the measured voltage.

9. The real-time self-diagnosis method for T-BOX harnesses according to claim 1, characterized in that, The vehicle speed refers to the speed obtained through CAN messages, GPS, or gyroscopes.

10. A real-time self-diagnostic system for T-BOX wire harnesses, characterized in that, The system includes a processor and a memory, wherein the memory is used to store executable instructions of the processor; the processor is configured to perform the T-BOX harness real-time self-diagnosis method according to any one of claims 1-9 by executing the executable instructions.

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