Vehicle-mounted controller dynamic load calibration method, circuit and function simulation system

Abstract

The invention relates to the technical field of vehicle-mounted controller testing, in particular to a dynamic load calibration method and circuit for a vehicle-mounted controller and a function simulation system. The method comprises the steps of constructing an input signal simulation circuit through a door stop switch, a steering switch, a power switch and a vehicle lamp switch, inputting a door stop state signal, a steering control signal, a power on-off signal and a vehicle lamp control signal to a tested controller, and simulating multi-type input working conditions in a vehicle-mounted environment of a new energy vehicle. According to the invention, by constructing a systematic calibration scheme integrating input signal simulation, dynamic load switching, state indication and communication interaction, the problems of inaccurate load simulation and insufficient multi-working-condition collaborative test capability in the prior art are effectively solved. Specifically, the input signal simulation module can truly reproduce multi-element input signals in a vehicle-mounted environment through combination of switch networks of a door stopper, a steering device, a power supply, a vehicle lamp and the like, and input excitation close to actual working conditions is provided for the controller.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle controller testing, in particular to a vehicle controller dynamic load calibration method, circuit and function simulation system. BACKGROUND

[0002] The performance stability of the vehicle controller directly affects driving safety and experience. In the controller development process, dynamic load calibration is a technical link for verifying the signal processing logic, driving capability and communication reliability of the controller. In the prior art, the load test of the vehicle controller usually adopts fixed resistance load or one-by-one working condition simulation mode, which is difficult to accurately reproduce the dynamic load changes of the window motor and other actuators in different states such as starting, running and braking, and lacks the ability to cooperatively simulate multiple types of input signals such as door bump, steering and vehicle light, resulting in blind spots in the verification of the compatibility and fault response capability of the controller under complex vehicle working conditions. In addition, the traditional calibration circuit lacks standardized hardware docking interfaces and systematic state monitoring mechanisms, and cannot efficiently realize signal injection testing and real-time verification of communication data, resulting in problems such as incomplete test coverage and low result reliability in the calibration process. Therefore, the technical problem to be solved by the present application is: how to provide a calibration scheme that can accurately simulate multiple types of input working conditions, dynamically switch equivalent loads and integrate fault injection and communication verification functions. SUMMARY

[0003] The present disclosure proposes a vehicle controller dynamic load calibration method, circuit and function simulation system, aiming to overcome at least one defect in the prior art.

[0004] To achieve the above-mentioned purpose, the technical solutions disclosed by the present application are as follows: According to one aspect of the present disclosure, a vehicle controller dynamic load calibration method is provided, comprising the steps of: An input signal simulation circuit is constructed by a door bump switch, a steering switch, a power switch and a vehicle light switch, and door bump state signals, steering control signals, power on-off signals and vehicle light control signals are input to the measured controller to simulate multiple types of input working conditions in the vehicle environment of a new energy vehicle; A switchable equivalent load network is connected to the window output end of the measured controller by using the combination of a parallel resistance network and a load switching switch, and the window rising signal output end is selectively connected to different ground loads by switching the switch contacts, so as to simulate the dynamic load changes of the window motor during rising / descending and verify the response capability of the controller to load fluctuations; A double-color LED is used to indicate the normal running state or collision abnormal state of the measured controller, and a collision signal generator is used to inject a preset waveform collision signal to the controller to test the signal processing logic of the controller of the new energy vehicle under fault working conditions; The communication message of the measured controller is collected through the CAN bus interface, and the signal transmission accuracy of the controller under different load conditions is verified, and the CAN interface is reserved with a terminal resistor interface and a decoupling capacitor to ensure the integrity of the bus signal.

[0005] Further, in the step of simulating the multi-type input working condition under the new energy vehicle-mounted environment: The door touch signal simulation is realized by the left front door touch switch K1, the right front door touch switch K2 and the right rear door touch switch K3, one end of each door touch switch is connected to ground through 0Ω resistors R66, R67 and R68 respectively, and the other end is connected to the FL_DOOR_TOUCH_SW pin, the FR_DOOR_TOUCH_SW pin and the RL_DOOR_TOUCH_SW pin of the corresponding input of the controller respectively to simulate the opening and closing state of the vehicle door. The steering signal simulation is realized by the left turn signal switch K9 and the right turn signal switch K10, one end of each turn signal switch is connected to ground through 0Ω resistors R74 and R75 respectively, and the other end is connected to the LEFT_LIGHT_SW pin and the RIGHT_LIGHT_SW pin of the steering input of the controller respectively to simulate the steering lamp control signal of the new energy vehicle.

[0006] Further, in the process of connecting the switchable equivalent load network to the output end of the measured controller: The first equivalent load network includes resistors R58, R59 and R61 connected in parallel, and connects the OUTPUT_FL_WIN_RISE pin of the vehicle window rising signal output end and the 1-3 pin of the load switching switch SW8; The second equivalent load network includes R101 and R63 connected in parallel, and connects the 4 pin of the load switching switch SW8 to the protection ground PGND; The third equivalent load network includes R113 and R65 connected in parallel, and connects the 5 pin of the load switching switch SW8 to the protection ground PGND; Through the contact switching of the load switching switch SW8, the vehicle window output end is switched among the three load combinations, covering the motor starting, running and braking load scenarios of the new energy vehicle.

[0007] Further, in the process of testing the signal processing logic of the controller of the new energy vehicle under fault working condition, the green light is connected to the power supply V5 through the 1K resistor R1, and the cathode is connected to the normal state output end of the controller, and the bright light indicates that the system is running normally. The collision signal generator is connected through the connector J48, the output signal is divided by resistors R114 and R115, then drives the red light, and injects a high-frequency pulse signal to the controller through resistor R143 to simulate the abnormal trigger logic when the new energy vehicle collides.

[0008] According to another aspect of the present disclosure, a vehicle-mounted controller dynamic load calibration circuit is provided for implementing the vehicle-mounted controller dynamic load calibration method as described above, comprising: an input signal simulation module connected with the input pin of the measured controller, a dynamic load switching module connected with the output pin, and a state indication module, a communication interaction module connected with the controller state signal end and the CAN bus interface respectively, and a connector harness for standardized interfacing; The input signal simulation module comprises: a door impact signal unit comprising a left front door impact switch K1, a right front door impact switch K2, a right rear door impact switch K3, and resistors R66-R68, one end of the left front door impact switch K1, the right front door impact switch K2, and the right rear door impact switch K3 being connected to ground through a 0Ω resistor, and the other end being connected to the controller door impact input pin; a steering input unit comprising a left turn signal switch K9, a right turn signal switch K10, and resistors R74-R75, one end of the left turn signal switch K9 and the right turn signal switch K10 being connected to ground through a 0Ω resistor, and the other end being connected to the controller steering input pin; The dynamic load switching module comprises a parallel resistor network and SW8, which simulates the dynamic load of the window motor through contact switching.

[0009] Further, the input signal simulation module further comprises: a power switch unit comprising a power switch K16, one end of which is connected to VCC, and the other end is connected to the controller IGN_CAR pin, simulating the power on / off of the new energy vehicle; a vehicle light input simulation unit comprising a vehicle light switch K17 and a front fog light switch K18, one end of which is connected to the power supply VCC, and the other end is connected to the controller HEAD_LIGHT_SW and FRONT_FOG_LIGHTS_SW pins respectively, simulating the vehicle light control signal input.

[0010] Further, the state indication module comprises: a dual-color indication unit D6, the anode of the green light of which is connected to the power supply V5 through a resistor R1, and the cathode is connected to the controller normal signal end, the anode of the red light is connected to the impact signal dividing network, and the cathode is connected to the impact signal output end, to realize state visualization; a collision signal injection unit, which is connected to an external generator through J48, and outputs are injected into the controller after being divided by resistors R114 and R115 and filtered by a capacitor C1, to simulate the fault signal.

[0011] Further, the communication interaction module includes CAN bus interfaces X1 and X2 connected to CAN_H and CAN_L signals respectively, the interface pins are grounded through 1nF capacitors C2 and C3, a 120Ω matching resistor is reserved for the NC terminal resistance interface to ensure stable communication.

[0012] Further, the connector harness includes: Multi-channel connectors J1-J5 for connecting door impact input and steering input signals, the switch end is grounded through a 0Ω resistor; Multi-channel connectors J6-J8 for connecting power switch and vehicle light signals, the switch end is connected to VCC or grounded through a resistor; Multi-channel connectors J9-J15 for connecting vehicle window load, impact signal and CAN bus interface to realize physical connection of each module and the controller.

[0013] According to another aspect of the present disclosure, a vehicle-mounted controller dynamic load function simulation system is provided, which is integrated with the vehicle-mounted controller dynamic load calibration circuit as described above, and includes: An input signal simulation unit for generating door impact input signals, steering input signals, power input signals and vehicle light input signals to simulate the switch state of the new energy vehicle-mounted equipment; A dynamic load switching unit for simulating the dynamic load of the vehicle window motor, switching different equivalent load grounds through contacts to verify the output driving capability of the controller; A state indication and signal injection unit for indicating the running state and injecting fault signals, including a dual-color LED indication circuit and a collision signal generator interface, a green light indicating a normal state, a red light linked to the collision signal injection, and a test controller fault response logic; A communication interaction unit for collecting controller communication data, including a CAN bus interface and a decoupling circuit, supporting real-time monitoring of message data to verify signal transmission reliability; A connector harness unit for standardized hardware interfacing, including multi-channel connectors J1-J15 to realize physical connection and impedance matching of input and output signals, power and communication.

[0014] The present application has the following advantages: The present application effectively solves the problems of inaccurate load simulation and insufficient multi-working condition collaborative testing capability in the prior art by constructing a systematic calibration scheme integrating input signal simulation, dynamic load switching, state indication and communication interaction. Specifically, the input signal simulation module can truly reproduce multi-element input signals in a vehicle-mounted environment through the combination of door impact, steering, power and vehicle light switch networks, providing input excitation close to actual working conditions for the controller.

[0015] Further, the dynamic load switching module utilizes the parallel resistance network and the load switching switch to achieve flexible switching of various equivalent loads at the output end of the vehicle window, accurately simulate the dynamic changes of the load impedance during the motor operation process, and effectively verify the real-time response capability of the controller to load fluctuations.

[0016] Further, the state indication and signal injection module visualizes the state feedback and the high-frequency pulse injection of the collision signal through the bicolor LED, constructs a closed-loop test environment under the fault condition, and ensures the reliability of the fault handling logic of the controller.

[0017] Further, the communication interaction module combines the decoupling design of the CAN bus interface and the terminal resistance matching mechanism to ensure the integrity of the communication signal and realize real-time monitoring of the data transmission accuracy of the controller under different load conditions. The present application realizes the rapid connection of each functional module and the measured controller through the standardized connector harness, forms a full-process calibration system covering input excitation, load simulation, fault test and communication verification, and significantly improves the comprehensiveness, accuracy and test efficiency of the dynamic load calibration of the vehicle-mounted controller.

[0018] The above description is only a summary of the technical solutions of the present application. In order to more clearly understand the technical means of the present application, and to implement the content of the specification, the following will be described in detail with the preferred embodiments of the present application and in conjunction with the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 The flow chart of the vehicle-mounted controller dynamic load calibration method in an embodiment of the present application is shown. Figure 2 The schematic diagram of the vehicle-mounted controller dynamic load calibration circuit in an embodiment of the present application is shown. Figure 3 The dynamic load characteristic curve diagram of the vehicle motor in an embodiment of the present application is shown. Figure 4 The schematic diagram of the collision fault signal waveform in an embodiment of the present application is shown. Figure 5 The schematic diagram of the CAN bus signal integrity analysis in an embodiment of the present application is shown. Figure 6 The topological architecture diagram of the vehicle-mounted controller dynamic load function simulation system in an embodiment of the present application is shown. Figure 7 The schematic diagram of the communication error rate analysis under multiple conditions in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0020] With reference to the drawings and the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts should fall within the scope of the present application.

[0021] The term "comprising" and any variation thereof when used in the specification and claims of the present application shall be understood to encompass the elements or steps listed thereafter, including not only those elements or steps that are clearly listed, but also other elements or steps that are not clearly listed but are inherent to such processes, methods, compositions, or articles of manufacture. In addition, the use of "and / or", "at least one of", and "one or more of" following certain terms in the specification and claims are intended to encompass the possibility complementary of the terms individually. For example, "A and / or B" means at least one of A or B, i.e. A alone, B alone, or A and B together.

[0022] In the embodiments of the present application, the word "exemplary" or "for example" is used to mean serving as an example, instance, or illustration. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, use of the word "exemplary" or "for example" is intended to present concepts in a concrete manner.

[0023] The present application provides the following preferred embodiments: Embodiment one: In order to solve the problems of large load simulation deviation and insufficient multi-working condition collaborative testing capability in the dynamic load calibration process of the vehicle-mounted controller in the prior art, the embodiment provides a dynamic load calibration method for a vehicle-mounted controller. The method constructs an efficient and reliable calibration system by accurately simulating vehicle-mounted input signals, dynamically switching equivalent loads, injecting controllable fault signals, and verifying bus communication data, so as to ensure that the performance of the controller under various working conditions is comprehensively tested. The process of the method is as follows: S100: An input signal simulation circuit is constructed by means of a door impact switch, a steering switch, a power switch, and a vehicle lamp switch, and door impact state signals, steering control signals, power on-off signals, and vehicle lamp control signals are input to the measured controller, so as to simulate multiple types of input working conditions in the vehicle-mounted environment of a new energy vehicle.

[0024] S200: A switchable equivalent load network is connected to the output end of the vehicle window of the measured controller by means of a parallel resistance network and a load switching switch, and the output end of the vehicle window rising signal is selectively connected to different grounding loads by switching the contact points, so as to simulate the dynamic load change of the vehicle window motor rising / descending and verify the response capability of the controller to load fluctuation.

[0025] S300: The dual-color LED indicates the normal operation or collision abnormality of the controller under test. At the same time, a collision signal with a preset waveform is injected into the controller through a collision signal generator to test the signal processing logic of the controller of the new energy vehicle under fault conditions.

[0026] S400: Collects communication messages of the controller under test through the CAN bus interface to verify the accuracy of its signal transmission under different load conditions. The CAN interface has a reserved terminating resistor interface and is configured with decoupling capacitors to ensure the integrity of the bus signal.

[0027] Furthermore, in simulating various input conditions under the on-board environment of a new energy vehicle, this embodiment constructs an input signal simulation circuit to input door contact status signals, steering control signals, power on / off signals, and headlight control signals to the controller under test. This circuit consists of a door contact switch, a steering switch, a power switch, and a headlight switch. The switch signals are grounded via a 0Ω resistor to form a low-level active input mechanism. It is important to understand that this configuration achieves accurate signal transmission through low-level logic, avoiding signal distortion caused by high-frequency interference. In the door contact signal simulation, one end of each door contact switch is grounded via a 0Ω resistor, and the other end is connected to the corresponding pin on the controller. When the switch is closed, the pin is grounded via a resistor to a low level, directly replicating the signal characteristics under the door opening and closing state. Simultaneously, the steering signal simulation is achieved through the left and right turn signal switches. One end of each switch is grounded via a 0Ω resistor, and the other end is connected to the controller's steering input pin, forming a complete turn signal control simulation loop. This design ensures the electrical isolation and stability of the input signals during the simulation process, making the signals received by the controller closely resemble the switching excitation of real on-board equipment, thus providing a consistent input environment for subsequent load change tests.

[0028] Furthermore, in the process of utilizing a parallel resistor network and a load changer to connect to a switchable equivalent load network, this embodiment selectively connects different grounded loads to the window raising signal output to simulate the dynamic load changes of the window motor during raising or lowering. Specifically, the load changer uses a contact switching mechanism to sequentially connect the output to three different equivalent load combinations formed by parallel resistor networks. It should be understood that this selective connection mechanism allows for dynamic adjustment of the load impedance within milliseconds, covering various operating conditions such as high impedance during motor startup, moderate impedance during operation, and low impedance during braking. Figure 3As shown, the dynamic load characteristic curve of the vehicle motor in this embodiment clearly presents the trend of load current change on the time axis, including the dynamic transition of the three key stages of starting, running, and braking. In the curve, the load current shows significant fluctuations during the starting stage, tends to be stable during the running stage, and exhibits reverse current characteristics during the braking stage. It can be understood that this load characteristic curve, generated by the waveform of the simulated resistor network switching, provides an intuitive basis for verifying the controller's real-time response capability to load fluctuations. For example, when the load switching switch contacts switch from high impedance mode to low impedance mode, the current change generated by the equivalent load network is directly mapped to the output terminal, requiring the controller drive circuit to quickly adjust the output voltage to maintain stable motor operation, thereby testing its ability to suppress the impact of load fluctuations. This dynamic load switching design avoids the limitations of traditional fixed resistive loads and effectively captures the controller's drive adaptability under complex operating conditions such as starting overcurrent, steady-state operation, and braking back EMF.

[0029] Furthermore, while indicating the operating status and collision anomaly status via dual-color LEDs, this embodiment simultaneously injects a preset waveform collision signal into the controller using a collision signal generator to test the signal processing logic of the new energy vehicle's controller under fault conditions. The collision signal is first generated by an external generator, then processed by voltage divider resistors and filter capacitors before being injected into the controller's input pins. The voltage divider resistors reduce the signal amplitude to ensure it meets the controller's receiving standards; the filter capacitors filter out high-frequency noise in the transmission path. It is important to understand that this signal processing mechanism ensures the amplitude stability and timing accuracy of the collision signal during injection, preventing signal distortion that could lead to false triggering or missed detection. Figure 4 As shown in the diagram, the collision fault signal waveform diagram in this embodiment details the specific structure of the preset waveform, including the amplitude, frequency, and timing characteristics of the high-frequency pulse. In the waveform diagram, the pulse region exhibits a Gaussian-distributed high-frequency spike, with the amplitude controlled at a specific level to simulate the instantaneous interference characteristics of a real collision event. When the green light is on, it indicates that the controller is operating normally; when the red light is on, it triggers the injection of a collision signal, forming a closed-loop feedback loop. It can be understood that this process requires the controller's internal logic to immediately drive the red light indicator and execute a preset fault response procedure upon receiving an abnormal signal, such as disabling the drive output or entering a safe mode, thereby verifying the reliability of its signal filtering, threshold judgment, and abnormal state switching functions.

[0030] Furthermore, in the verification step of acquiring controller communication messages via the CAN bus interface, this embodiment ensures the integrity of the bus signal to guarantee the accuracy of data transmission under different load conditions. The CAN interface configuration includes a reserved terminating resistor interface and a decoupling capacitor. The terminating resistor provides termination matching impedance to suppress signal reflection; the decoupling capacitor filters out power supply noise and high-frequency interference. It should be understood that this setting, by optimizing bus impedance characteristics and power supply stability, avoids message frame loss or bit error problems caused by electromagnetic compatibility issues, especially under conditions of sudden current changes during load switching. Figure 5 As shown in the diagram, the CAN bus signal integrity analysis schematic in this embodiment analyzes key parameters such as signal amplitude, timing, and noise margin during transmission. Figure 5 In the test, the signal waveform exhibits a clear eye diagram pattern, indicating that voltage jitter is effectively suppressed under the action of the decoupling capacitor, ensuring strict alignment of bit timing. This step involves collecting CAN messages sent by the controller under different equivalent load conditions, including window status, collision response, and input signal feedback data, and comparing them in real time with expected data frames to verify its transmission consistency and error detection capabilities. It is understandable that communication verification, as the back-end of load simulation testing, relies on the operating condition data input provided by the preceding steps, thus forming a closed-loop calibration process from input excitation to signal output.

[0031] The advantage of this embodiment is that, through the synergistic application of the above methods, it not only accurately simulates the electrical characteristics of various types of in-vehicle input signals, but also achieves efficient testing of controller load response, fault handling, and communication stability through dynamic load switching and controllable fault injection mechanisms. This system does not rely on complex external equipment; it only requires standard interfaces and basic components to cover the entire process verification from signal input to data output.

[0032] Example 2: To address the issue of response accuracy of the vehicle controller to different input signals under dynamic load conditions, this example refines the simulation architecture for door collision signals and steering signals. The door collision signal simulation system optimizes the switch circuit connection, using the left front door collision switch K1, right front door collision switch K2, and right rear door collision switch K3 as core triggering devices. One end of each switch is connected in series with 0Ω resistors R66, R67, and R68 to ground to eliminate signal transmission impedance deviation; the other end is directly connected to the controller's dedicated input pins, specifically the left front door signal input FL_DOOR_TOUCH_SW, right front door signal input FR_DOOR_TOUCH_SW, and right rear door signal input RL_DOOR_TOUCH_SW. It is important to understand that the 0Ω resistors here serve as impedance matching elements, ensuring that the logic level changes generated by the switch action are recognized without distortion at the controller end, thereby accurately simulating the physical state switching process of the door opening and closing.

[0033] Furthermore, the turn signal simulation is implemented through the left turn signal switch K9 and the right turn signal switch K10. One end of each switch is grounded via 0Ω resistors R74 and R75 to form a low-impedance loop, while the other end is connected to the controller's turn signal input terminals LEFT_LIGHT_SW and RIGHT_LIGHT_SW, respectively. It is understood that this design employs dual safeguards—resistor matching and direct connection to dedicated pins—to avoid false triggering caused by signal crosstalk. Specifically, the switch contacts are gold-plated to reduce contact resistance and ensure signal integrity even under vehicle vibration conditions. Through this embodiment, the physical switching behavior of the door contact signal and the turn signal is converted into a digital logic sequence that the controller can resolve. Its implementation architecture is similar to... Figure 6 The input signal processing module in the system topology shown corresponds to the technology.

[0034] Example 3: Addressing the differences in dynamic load characteristics of the window motor during startup, operation, and braking, this example innovatively designs a three-level switchable equivalent load network. The first equivalent load network consists of parallel resistors R58, R59, and R61, directly connected to the OUTPUT_FL_WIN_RISE pin of the window rise signal output and pins 1-3 of the load switching switch SW8. The resistance combination simulates the high inrush current characteristics during motor startup. The second equivalent load network uses parallel resistors R101 and R63, connected to protective ground PGND via pin 4 of SW8. This network resistance design corresponds to the steady-state operation of the motor. The third equivalent load network consists of parallel resistors R113 and R65, connected to PGND via pin 5 of SW8, specifically simulating the back electromotive force characteristics of the motor during braking.

[0035] Furthermore, the load changer SW8 uses an electromagnetic relay array for contact control, and its switching logic is driven by an independent microcontroller. It's important to understand that when the changeover switch actuates, the window output will dynamically switch between three load networks, covering... Figure 3 The load characteristic curve is shown in three stages. Specifically, the resistor network uses a high-power metal film material and is configured with forced air cooling to ensure that the resistance drift is less than 0.5% under high current conditions. The advantage of this embodiment is that, through hardware topology reconstruction, a single test platform can accurately reproduce the entire load scenario of the car window motor from startup overload to braking torque decay.

[0036] Example 4: To address the challenge of verifying signal logic under extreme conditions such as collision failures, this example constructs a dual status indication and fault injection system. In the status indication module, a green LED is connected to the positive terminal of a 5V power supply via a current-limiting resistor R1, and its cathode is directly connected to the normal state output terminal of the controller. When the controller's internal logic determines that the system is fault-free, this pin outputs a low level to drive the LED to light up, forming a visual operation confirmation mechanism.

[0037] Furthermore, the collision fault simulation is connected to an external signal generator via a dedicated connector J48. The generator output, after being attenuated by precision voltage divider resistors R114 and R115, drives a red fault indicator light. Simultaneously, a high-frequency pulse sequence is input to the controller's fault detection pin through injection resistor R143. It is important to understand that the waveform parameters of this pulse are based on... Figure 4 The collision fault signal configuration shown has a rise time of less than 200 nanoseconds and a duration controlled between 4 and 6 milliseconds, simulating transient interference generated by a real collision through Gaussian pulse modulation. Specifically, the fault injection circuit uses opto-isolators to block common-mode interference, ensuring that the test signal does not interfere with the controller's core power supply system. Through this embodiment, the controller's abnormal signal identification logic and fault protection mechanism can be closed-loop verified under simulated collision transient waveforms. Its technical implementation and... Figure 6 The fault injection modules in the system topology form mutual authentication.

[0038] Example 5: To address the issue of inaccurate output characteristics of the vehicle controller under dynamic load conditions, this example provides a dynamic load calibration circuit for the vehicle controller, such as... Figure 2 As shown. For example... Figure 6 As shown in the system topology, the calibration circuit consists of five parts forming a standard test architecture: an input signal simulation module, a dynamic load switching module, a status indication module, a communication interaction module, and a connector harness. The input signal simulation module directly interfaces with the controller's signal input pin array, replicating the door control and steering signal logic of a real vehicle through physical switches. The door contact signal unit integrates the left front door contact switch K1, the right front door contact switch K2, and the right rear door contact switch K3. The low-end of each switch is connected to system ground via zero-ohm resistors R66, R67, and R68, while the high-end is directly connected to the controller's dedicated door contact input pin. It is important to understand that the zero-ohm resistor here serves as a critical component for signal integrity, eliminating the offset of high and low level judgment thresholds caused by contact impedance, ensuring... Figure 4 The simulation accuracy of the collision fault signal shown.

[0039] Furthermore, the dynamic load switching module simulates the full-condition characteristics of the window motor through the coordinated operation of a parallel resistor network and the switching switch SW8. The switching switch SW8 uses an eight-contact electromagnetic relay, with its common terminal directly connected to the window drive output pin of the controller. The three switching positions are each connected to an independent resistor network: the first network consists of resistors R58, R59, and R61 connected in parallel, with equivalent resistance values ​​adapted... Figure 3The curve shows the high inrush current characteristic during the startup phase; the second network integrates resistors R101 and R63 to form a medium resistance value, simulating the load state of the motor running smoothly; the third network generates a low-resistance path through resistors R113 and R65 in parallel, replicating the back electromotive force effect during braking. It is important to understand that the resistor network uses high-power metal film devices and is configured with a forced heat dissipation structure to ensure the stability of power dissipation during the transient process of load switching.

[0040] Furthermore, the status indicator module adopts a dual-channel optical isolation design. The green LED is connected to the controller's normal status output pin via a current-limiting resistor R1. When the controller logic determines that the system is normal, this pin outputs a low level to drive the LED to light up, forming a visual operating status feedback mechanism. The red LED is connected to the external fault injection interface via voltage divider resistors R114 and R115. Figure 4 The transient pulse signal shown triggers a red light alarm. The communication module integrates a CAN bus physical layer chip and interfaces with the controller's communication port via a standardized wiring harness interface. Figure 5 The signal eye diagram analysis shown confirms that the module maintains stable differential signal amplitude and timing characteristics even under load switching interference.

[0041] Furthermore, the connector harness utilizes shielded twisted-pair cable and high-density aviation connectors, with pin definitions strictly adhering to the controller's physical interface specifications. Input signal harnesses and load output harnesses are laid out in layers, with electromagnetic isolation slots preventing high-current loads from coupling interference to the microcontroller signals. Understandably, the harness length error is controlled within ±3 mm to ensure phase consistency of high-frequency signal transmission.

[0042] The advantage of this embodiment lies in constructing a fully closed-loop test environment, enabling synchronous calibration of the controller's three main functions—input response, load drive, and fault diagnosis—under dynamic operating conditions. Figure 7 The multi-condition test verification shown indicates that the calibration circuit can cover the load characteristic simulation requirements of nine typical scenarios, including start-up overload, operation fluctuation, and braking backlash.

[0043] Example 6: To address the issue of insufficient accuracy in simulating vehicle power status leading to inaccurate controller wake-up logic, this example further refines the power switch unit and headlight input simulation unit of the input signal simulation module. For example... Figure 2 The circuit diagram shows the signal simulation channels corresponding to the J1-J4 interface area. The power switch unit uses power switch K16 to reproduce the power on / off characteristics of the entire vehicle. The high end of this switch is connected to the system power supply VCC, and the low end is directly connected to the IGN_CAR pin of the controller, with a zero-ohm resistor R81 connected in series to suppress voltage glitches introduced by switch contact bounce. It is important to understand that the IGN_CAR pin serves as the main wake-up signal path for the controller, and its voltage settling time directly affects... Figure 7The multi-condition communication timing consistency is shown. By optimizing the switch contact material to a silver-nickel alloy and configuring overvoltage suppression diodes, it is ensured that no voltage surges occur during power transient switching. Figure 4 The abnormal pulse waveform shown.

[0044] Furthermore, the headlight input analog unit integrates dual-channel control of the headlight switch K17 and the front fog light switch K18. The high end of the headlight switch K17 is connected to the system power supply VCC, and the low end is connected to the controller's HEAD_LIGHT_SW pin via a π-type filter network. This filter network consists of resistor R83 and parallel capacitors C22 and C23, effectively attenuating the impact of high-frequency interference on the headlight control logic. The front fog light switch K18 employs a third-order RC circuit architecture, with resistor R86, capacitor C26, and resistor R89 ​​placed between the switch contacts and the controller's FRONT_FOG_LIGHTS_SW pin. It can be understood that this structure simulates the physical response delay characteristics of the headlight controller by adjusting the RC time constant. Figure 3 The timing coupling analysis of the load curve and the vehicle headlight signal shown demonstrates that this design can maintain signal integrity under power drop conditions.

[0045] Example 7: Addressing the insufficient fidelity of controller status indication and fault injection signals, this example enhances the implementation details of the dual-color indicator unit and collision signal injection unit in the status indication module. The dual-color indicator unit D6 adopts a dual-cathode common-anode package structure. Its green emitting cathode is connected to the controller's normal status signal output terminal via a current-limiting resistor R1. When the controller's core detects no abnormalities in the system, this port outputs a low level to drive the green path, forming a visual operation indication. The red emitting cathode is connected to the collision signal output terminal through a voltage divider network, which consists of precision resistors R114 and R115 forming a 10:1 voltage divider. It is important to understand that the voltage divider resistors are made of zero-temperature coefficient metal foil to avoid alarm threshold shifts caused by temperature drift. Simultaneously, a parallel capacitor C1 forms a single-pole low-pass filter to filter out... Figure 4 Noise components above 2 MHz in the waveform.

[0046] Furthermore, the collision signal injection unit interfaces with an external signal generator via a standard BNC interface J48, and its output is connected to a voltage divider network via an electromagnetic isolation transformer. A transient suppression TVS diode and resistor R116 are connected in series in the secondary winding of the transformer to form an overvoltage protection path. For example... Figure 5 The signal eye diagram test results shown verify that this architecture performs well in injection... Figure 4 The signal rise time can be maintained at less than five nanoseconds and the overshoot is less than five percent when a 500 millivolt collision fault signal is displayed. Through the implementation of this embodiment, in vehicle emergency braking condition simulation tests, the response delay of the dual-color indicator unit to load changes and communication interruptions is reduced from... Figure 7Analysis results confirm that the compression to within three milliseconds is significantly superior to traditional detection methods. The opto-isolation design of the collision signal injection path and the status indication channel ensures that simulated fault signals are isolated from common-mode interference up to two kilovolts, guaranteeing the testing accuracy of the controller diagnostic system.

[0047] Example 8: To address the issue of controller misjudgment caused by high-frequency interference affecting the integrity of the vehicle bus signal, this example refines the physical layer implementation scheme of the communication interaction module. For example... Figure 3 The bus signal spectrum analysis curve shown indicates that the communication module uses surface-mount dual-port CAN interfaces X1 and X2, which are directly connected to the controller's CAN_H and CAN_L differential signal channels, respectively. Each interface pin is connected in parallel with 1000 picofarad ceramic capacitors C2 and C3 to form a single-point grounding topology. The capacitance value is based on... Figure 4 The 25 MHz resonant point shown is determined by inverse calculation, effectively absorbing... Figure 7 The high-frequency common-mode noise is indicated in the image. It's important to understand that the capacitor dielectric is made of X7R material to ensure that the capacitance drift is less than ±10% under operating conditions ranging from -40°C to 125°C.

[0048] Furthermore, a pluggable terminating resistor interface is provided at the end of the bus, and its metal spring structure supports quick replacement of a 120-ohm metal film resistor. The solderless contact design of this interface avoids pad damage caused by repeated soldering, and the 0.8-micron thick gold plating on the spring ensures that the contact resistance change rate is less than 5% after 1000 insertions and removals. Through the implementation of this embodiment, the controller meets the tolerance requirements for the CAN bus bit error rate under simulated strong electromagnetic interference scenarios.

[0049] Example 9: To address the problem of controller port protection failure caused by mixed transmission of multiple signal types, this example innovatively designs a grouping isolation architecture for connector harnesses. For example... Figure 2 The physical layout of the interface shown divides the fifteen-channel connector into three groups of isolation units based on signal characteristics: Connectors J1 to J5 form a low-level signal group, specifically for transmitting door contact switch and turn signal; Connectors J6 to J8 form a power control group, carrying the power switch and vehicle light control signal path; Connectors J9 to J15 form a high-load group, integrating the window motor load, collision signal, and bus communication interface.

[0050] Furthermore, the low-level signal group uses tin-plated copper alloy contacts, with each pin connected in series with a zero-ohm resistor to form a mechanical grounding isolation layer. This resistor is actually a 50 milliohm fusible resistor, which can melt within five milliseconds to form physical isolation when a 30-volt abnormal voltage enters. The power control group contacts are silver-plated to reduce contact resistance, and a 0.5 mm wide electrical isolation groove is set between critical pins; understandably, this structure reduces the power supply crosstalk amplitude to one-fifth of its original value. The high-load group adopts a composite architecture, in which the J9-J12 channel contacts have a cross-sectional area of ​​0.8 square millimeters to support a maximum load current of four amps, and the J13-J15 channels are embedded in a coaxial structure to ensure differential signal transmission.

[0051] Furthermore, each group of connector housings features differentiated marking slots. The low-level signal group uses a single-slot structure, the power control group uses dual parallel slots, and the high-load group uses a cross-shaped slot to achieve physical anti-mis-mating functionality. Through the implementation of this embodiment, no port malfunctions were observed in the controller port during simulated surge impact testing. The harness grouping architecture also optimizes the maintenance and diagnostic process, reducing fault location time by more than 40%. It should be particularly noted that the spacing between each group of connectors is greater than eight millimeters, conforming to electrical clearance specifications.

[0052] Example 10: To address the problem that traditional testing methods cannot reproduce the transient operating conditions of on-board equipment, this example constructs an integrated dynamic load function simulation system. For example... Figure 6 The system topology shown contains five levels of interconnected control units: an input signal simulation unit that generates four types of standard square wave signals for door contact switches, turn signals, power switches, and headlight switches, with pulse width modulation accuracy down to the hundredth of a millisecond, capable of simulating... Figure 3 The transient triggering characteristics of the window motor during the 0-100 millisecond startup phase are shown. The dynamic load switching unit uses a four-channel magnetic latching relay group, which reproduces the transient response by switching three sets of precision resistors (0.5 ohms, 1 ohm, and 2 ohms) to ground. Figure 3 The load step characteristic shown is that the current drops from one ampere to zero ampere within 150 milliseconds during the braking phase.

[0053] Furthermore, the status indication and signal injection unit integrates a dual-color LED array and a collision signal synthesis module. For example... Figure 4 The collision fault waveform injection logic shown operates normally with the green light continuously illuminated and the input signal transition edge monitored. When an abnormal overshoot of the turn signal is detected, the red light is activated and a collision pulse burst with a width of six milliseconds is triggered simultaneously. It is important to understand that the pulse amplitude is adjustable from five to twenty-four volts, with a rise time of less than one hundred nanoseconds, fully covering... Figure 4 The simulated collision fault spectrum characteristics are shown. The communication unit is embedded with a double-layer electromagnetic shield, and its CAN bus transceiver supports a communication rate of one megabit per second. Figure 5The eye diagram test specification shown demonstrates real-time parsing of controller messages.

[0054] Furthermore, the connector harness unit adopts a fifteen-channel military-grade interface (J1-J15). Channels J1-J4 are allocated for door stop and turn signal input interfaces, with gold plating on the contacts at a thickness of 0.3 micrometers; channels J6-J8 are designed as dedicated paths for vehicle headlight signals, with a wire diameter of 0.35 square millimeters to meet the 3-amp current carrying capacity; among channels J9-J15, J9-J12 use silver-plated contacts to provide a 4-amp path for the window load, and J13-J15 integrate impedance-matched coaxial cables to connect to the CAN bus. Understandably, this grouping architecture enables... Figure 6 The system wiring shown meets signal integrity requirements, and the spacing between each set of interfaces is more than eight millimeters to prevent crosstalk.

[0055] The advantage of this embodiment is that it enables full-condition verification and simulation of dynamic load switching units. Figure 3 During the 120-millisecond steady-state load operation phase, the input signal unit can be synchronously injected. Figure 4 The electromagnetic interference pulse shown; the communication unit then... Figure 5 Protocol analysis tools monitor whether the controller's response timing conforms to the ISO-11898 standard. Standardized interfaces for the wiring harness unit prevent contact failures caused by manual intervention, and its shock-resistant structure meets the requirements of 5G acceleration shock testing. Through the implementation of this embodiment, the vehicle controller is able to simulate... Figure 7 The functional verification efficiency under the shown composite operating conditions conforms to the automotive electronics V-flow development specifications. It should be noted that the system chassis has a built-in temperature monitoring module to ensure load simulation accuracy in environments ranging from -40°C to 85°C.

[0056] Although the present invention has been specifically described above with reference to preferred embodiments, it should be understood that the present invention is not limited to the embodiments described above. Various modifications and variations can be made by those skilled in the art without departing from the spirit of the present invention, and such modifications and variations should fall within the scope defined by the appended claims and their equivalents.

Claims

1. A method for dynamic load calibration of an on-board controller, characterized in that the steps include... include: An input signal simulation circuit is constructed by using door contact switches, turn signals, power switches and headlight switches to input door contact status signals, turn control signals, power on / off signals and headlight control signals to the controller under test, simulating multiple types of input conditions in the on-board environment of new energy vehicles. By combining a parallel resistor network with a load switching switch, a switchable equivalent load network is connected to the window output terminal of the controller under test. By switching the switch contacts, different grounded loads are selectively connected to the window rise signal output terminal to simulate the dynamic load change when the window motor rises / falls, and to verify the controller's response capability to load fluctuations. The test uses dual-color LEDs to indicate the normal operation or collision abnormality of the controller under test. At the same time, a collision signal with a preset waveform is injected into the controller through a collision signal generator to test the signal processing logic of the controller of the new energy vehicle under fault conditions. The communication messages of the controller under test are collected through the CAN bus interface to verify the accuracy of its signal transmission under different load conditions. The CAN interface has a reserved terminating resistor interface and is configured with a decoupling capacitor to ensure the integrity of the bus signal.

2. The dynamic load calibration method for vehicle controllers as described in claim 1, characterized in that, In the steps of simulating multiple input conditions under the on-board environment of a new energy vehicle: The door contact signal simulation is achieved through the left front door contact switch K1, the right front door contact switch K2, and the right rear door contact switch K3. One end of each door contact switch is grounded through 0Ω resistors R66, R67, and R68, respectively, and the other end is connected to the corresponding input pins of the controller, namely FL_DOOR_TOUCH_SW, FR_DOOR_TOUCH_SW, and RL_DOOR_TOUCH_SW, to simulate the opening and closing state of the car door. The turn signal simulation is achieved through the left turn signal switch K9 and the right turn signal switch K10. One end of each turn signal switch is grounded through 0Ω resistors R74 and R75 respectively, and the other end is connected to the LEFT_LIGHT_SW pin and RIGHT_LIGHT_SW pin of the controller's turn signal input respectively to simulate the turn signal control signal of the new energy vehicle.

3. The dynamic load calibration method for vehicle controllers as described in claim 1, characterized in that, During the process of connecting a switchable equivalent load network to the window output terminal of the controller under test: The first equivalent load network includes parallel resistors R58, R59, and R61, which connect the OUTPUT_FL_WIN_RISE pin of the window rise signal output terminal to pins 1-3 of the load switching switch SW8. The second equivalent load network includes R101 and R63 connected in parallel, and connects pin 4 of the load switching switch SW8 to protective ground PGND; The third equivalent load network includes R113 and R65 connected in parallel, and connects pin 5 of the load switching switch SW8 to protective ground PGND. By switching the load switching switch SW8 contacts, the output terminal of the vehicle window switches between three load combinations, covering the load scenarios of motor starting, running and braking conditions of new energy vehicles.

4. The dynamic load calibration method for an on-board controller as described in claim 1, characterized in that, During the signal processing logic of the controller of the new energy vehicle under fault conditions, the green light is connected to power supply V5 through a 1K resistor R1, and the cathode is connected to the normal output terminal of the controller. The light indicates that the system is operating normally. The collision signal generator is connected via connector J48. The output signal is divided by resistors R114 and R115 to drive the red light. It also injects a high-frequency pulse signal into the controller through resistor R143 to simulate the abnormal triggering logic when a new energy vehicle malfunctions.

5. A dynamic load calibration circuit for an on-board controller, used to implement the dynamic load calibration method for an on-board controller as described in any one of claims 1-4, characterized in that, include: The input signal simulation module is connected to the input pin of the controller under test, the dynamic load switching module is connected to the output pin, and the status indication module, communication interaction module, and connector harness for standardized docking are respectively connected to the controller status signal terminal and the CAN bus interface. The input signal simulation module includes: Door contact signal unit: includes left front door contact switch K1, right front door contact switch K2 and right rear door contact switch K3 and resistors R66-R68. One end of the left front door contact switch K1, right front door contact switch K2 and right rear door contact switch K3 is grounded through a 0Ω resistor, and the other end is connected to the door contact input pin of the controller. Steering input unit: includes left turn signal switch K9, right turn signal switch K10 and resistors R74-R75. One end of the left turn signal switch K9 and the right turn signal switch K10 is grounded through a 0Ω resistor, and the other end is connected to the steering input pin of the controller. The dynamic load switching module includes a parallel resistor network and SW8, which switches the dynamic load of the simulated car window motor through contacts.

6. The vehicle controller dynamic load calibration circuit as described in claim 5, characterized in that, The input signal simulation module also includes: The power switch unit includes a power switch K16, one end of which is connected to VCC and the other end is connected to the IGN_CAR pin of the controller to simulate the power on and off of a new energy vehicle. The vehicle light input simulation unit includes a vehicle light switch K17 and a front fog light switch K18. One end of the vehicle light switch K17 and the front fog light switch K18 are connected to the power supply VCC, and the other end is connected to the HEAD_LIGHT_SW and FRONT_FOG_LIGHTS_SW pins of the controller, respectively, to simulate the input of vehicle light control signals.

7. The vehicle controller dynamic load calibration circuit as described in claim 5, characterized in that, The status indication module includes: The dual-color indicator unit D6 has its green anode connected to power supply V5 via resistor R1 and its cathode connected to the normal signal terminal of the controller. The red anode is connected to the collision signal voltage divider network and its cathode is connected to the collision signal output terminal to achieve status visualization. The collision signal injection unit is connected to an external generator via J48. The output is divided by resistors R114 and R115 and filtered by capacitor C1 before being injected into the controller to simulate a fault signal.

8. The vehicle controller dynamic load calibration circuit as described in claim 5, characterized in that, The communication interaction module includes CAN bus interfaces X1 and X2, which are connected to CAN_H and CAN_L signals respectively. The interface pins are grounded through 1nF capacitors C2 and C3. A reserved NC terminating resistor interface supports a 120Ω matching resistor to ensure stable communication.

9. The vehicle controller dynamic load calibration circuit as described in claim 5, characterized in that, The connector harness includes: Multi-channel connectors J1-J5 are used to connect door stop input and turn input signals, and the switch terminals are grounded via a 0Ω resistor; Multi-channel connectors J6-J8: used to connect power switches and vehicle light signals; the switch terminal is connected to VCC or grounded through a resistor. Multi-channel connectors J9-J15: Used to connect the window load, collision signal and CAN bus interface to realize the physical connection between each module and the controller.

10. A vehicle controller dynamic load function simulation system, integrating the vehicle controller dynamic load calibration circuit as described in any one of claims 5-9, characterized in that, include: The input signal simulation unit is used to generate door contact input signals, steering input signals, power input signals and headlight input signals to simulate the on / off state of on-board equipment in new energy vehicles. The dynamic load switching unit is used to simulate the dynamic load of the car window motor. By switching different equivalent load grounds through contacts, the output drive capability of the controller is verified. The status indication and signal injection unit is used to indicate the operating status and inject fault signals, including a dual-color LED indicator circuit and a collision signal generator interface. The green light indicates the normal state, and the red light is linked to the collision signal injection and the test controller fault response logic. The communication interaction unit is used to collect controller communication data. It includes a CAN bus interface and decoupling circuit, and supports real-time monitoring of message data to verify the reliability of signal transmission. The connector harness unit is used for standardized hardware docking and includes multi-channel connectors J1-J15 to achieve physical connection and impedance matching for input / output signals, power supply and communication.

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