Vehicle electromagnetic interference test method and electromagnetic interference test system

Abstract

The embodiment of the invention provides a vehicle electromagnetic interference test method and an electromagnetic interference test system, and the method comprises the steps: responding to a condition that a vehicle runs according to a preset route and enters a preset test scene, and controlling a transmitter simulation module to transmit an electromagnetic interference simulation signal according to a preset scene library, the preset scene library is used for recording a corresponding relation between a preset test scene and transmitter parameters of the transmitter simulation module; in the emission process of the electromagnetic interference analog signal, the monitoring module is controlled to obtain test acquisition data, and the test acquisition data is used for recording the running state of a vehicle-mounted electronic system, the running state of a vehicle and the environment state around the vehicle; and performing data analysis processing on the test acquisition data to obtain an analysis result. The technical problem that a large deviation exists between a test result and an actual application scene due to the fact that a complex electromagnetic environment cannot be truly reflected in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The embodiment of the present application relates to the technical field of vehicles, the technical field of vehicle electromagnetic interference test, and particularly relates to a vehicle electromagnetic interference test method and an electromagnetic interference test system. BACKGROUND

[0002] The rapid development of intelligent and connected vehicle technology increases the high requirements for the anti-electromagnetic interference performance of the automatic driving system, especially the integration of the automatic driving system, which requires the automatic driving system to remain stable in a complex electromagnetic environment. In the application scenario of vehicle dynamic driving, the use of handheld transmitters such as smart phones and interphones may generate electromagnetic radiation, which interferes with the automatic driving system and affects driving safety and performance, and a test method that can comprehensively evaluate the dynamic immunity of the vehicle-mounted device is needed.

[0003] At present, in the traditional method, the immunity test mainly depends on the laboratory environment, and the performance of the vehicle-mounted electronic device is evaluated by simulating electromagnetic interference in a fixed scene, which cannot truly reflect the complex electromagnetic environment, and lacks fusion analysis of multi-source data (such as electromagnetic field data, Controller Area Network (CAN) data, and sensor data), resulting in a significant deviation between the test results and the actual application effectiveness evaluation, and the influence of the interference source on the system-level function cannot be accurately located. SUMMARY

[0004] The embodiment of the present application provides a vehicle electromagnetic interference test method and an electromagnetic interference test system, which aims to solve the technical problem that the related art cannot truly reflect the complex electromagnetic environment, resulting in a large deviation between the test results and the actual application scenario.

[0005] According to an aspect of the embodiment of the present application, a vehicle electromagnetic interference test method is provided, which comprises: in response to the vehicle driving according to a preset route, entering a preset test scene, controlling a transmitter simulation module to emit an electromagnetic interference simulation signal according to a preset scene library, wherein the preset scene library is used to record the correspondence between the preset test scene and the transmitter parameters of the transmitter simulation module; in the process of emitting the electromagnetic interference simulation signal, controlling a monitoring module to obtain test collection data, wherein the test collection data is used to record the running state of the vehicle-mounted electronic system, the running state of the vehicle, and the environmental state around the vehicle; performing data analysis and processing on the test collection data to obtain an analysis result, wherein the analysis result is used to evaluate the anti-electromagnetic interference performance of the vehicle.

[0006] Based on the above technical scheme as a whole, by accurately controlling the emission of electromagnetic interference simulation signals in real vehicle dynamic driving scenarios, combined with comprehensive test collection data, including the running state of the vehicle-mounted electronic system, the running state of the vehicle, and the environmental state around the vehicle, the precise evaluation of the anti-electromagnetic interference performance is realized. The application overcomes the limitations of traditional static laboratory tests and can more realistically simulate the actual operating conditions of the vehicle in a complex electromagnetic environment, improving the effectiveness and reliability of the test.

[0007] Further, the control monitoring module obtains test collection data, including: using the monitoring module to obtain the output signal of the vehicle-mounted electronic system, the running state data of the vehicle, the environmental state data around the vehicle, and the working state data of the vehicle under the target test condition, wherein the running state data includes at least one of the following: vehicle speed, engine speed, steering angle, environmental state data includes at least one of the following: electromagnetic environment state data, temperature around the vehicle, humidity around the vehicle, target test condition includes at least one of the following: electromagnetic interference intensity change around the vehicle, first functional failure of the vehicle-mounted electronic system; determine the signal spectrum distortion data of the output signal, and determine the data transmission error rate of the output signal; according to the signal spectrum distortion data, the data transmission error rate, the running state data, the environmental state data and the working state data, determine the test collection data.

[0008] Further, the data analysis and processing of the test collection data obtains an analysis result, including: generating a mapping curve according to the transmission power of the transmitter simulation module and the working state data, wherein the mapping curve is used to represent the corresponding relationship between the transmission power and the performance index of the vehicle-mounted electronic system; determine the interference threshold according to the mapping curve, wherein the interference threshold is used to represent the minimum transmission power or signal frequency band corresponding to the functional failure of the vehicle-mounted electronic system; correlation analysis is performed on the mapping curve and the running state data to obtain a first analysis result, and correlation analysis is performed on the mapping curve and the environmental state data to obtain a second analysis result, wherein the first analysis result is used to represent the influence law of the running state of the vehicle on the electromagnetic interference intensity, and the second analysis result is used to represent the influence law of the environmental state around the vehicle on the electromagnetic interference intensity; according to the signal spectrum distortion data, the data transmission error rate, the mapping curve, the interference threshold, the first analysis result and the second analysis result, the analysis result is obtained.

[0009] Furthermore, based on signal spectrum distortion data, data transmission bit error rate, mapping curve, interference threshold, first analysis result, and second analysis result, the analysis results include: obtaining the interference threshold set corresponding to the preset test scenario and the transmitter parameter drift of the transmitter simulation module, wherein the interference threshold set includes interference thresholds obtained from multiple tests under the preset test scenario; determining the standard deviation of the interference threshold based on the interference threshold set; evaluating the repeatability of the electromagnetic interference test system based on the standard deviation of the interference threshold, and evaluating the stability of the electromagnetic interference test system based on the transmitter parameter drift; and obtaining the analysis result based on the repeatability of the electromagnetic interference test system, the stability of the electromagnetic interference test system, signal spectrum distortion data, data transmission bit error rate, mapping curve, interference threshold, first analysis result, and second analysis result.

[0010] Furthermore, the method also includes: determining the scenario risk level based on the first analysis results and the second analysis results, wherein the scenario risk level is used to represent the anti-interference capability of the vehicle electronic system under different scenarios; determining the target interference frequency band of the vehicle electronic system based on the mapping curve, interference threshold, first analysis results, second analysis results, and signal spectrum distortion data, wherein the interference intensity of the target interference frequency band on the vehicle electronic system is greater than the first interference intensity threshold; determining the target power range of the vehicle electronic system based on the mapping curve, interference threshold, first analysis results, second analysis results, and data transmission error rate, wherein the interference intensity of the target power range on the vehicle electronic system is less than the second interference intensity threshold, and the second interference intensity threshold is less than the first interference intensity threshold; and generating a test evaluation report based on the repeatability of the electromagnetic interference test system, the stability of the electromagnetic interference test system, the scenario risk level, the target interference frequency band, and the target power range.

[0011] Furthermore, the method also includes: displaying the vehicle's driving trajectory in the first display area; displaying the transmitter parameters and test acquisition data of the transmitter simulation module in the second display area; displaying parameter adjustment controls in the third display area; and displaying prompt information in the fourth display area.

[0012] Furthermore, before the transmitter simulation module transmits electromagnetic interference simulation signals according to the preset scenario library, the method also includes: calibrating the electromagnetic interference test system and obtaining calibration results; checking the hardware connection status of the electromagnetic interference test system and obtaining inspection results; running the electromagnetic interference test system under no-load for a preset time period and obtaining operation results; and adjusting the electromagnetic interference test system according to the calibration results, inspection results, and operation results.

[0013] Furthermore, the method also includes: generating test records based on test duration, test data volume, and number of test failure events in response to vehicle stop; performing a status check on the electromagnetic interference test system to obtain status check results; and storing the test records and status check results in a preset storage area.

[0014] According to one aspect of the present invention, an electromagnetic interference testing system is provided. The electromagnetic interference testing system includes a transmitter simulation module and a monitoring module. The transmitter simulation module integrates a programmable attenuator and a filter. The monitoring module includes an interference receiving device and an environmental sensor. The electromagnetic interference testing system is used to perform the vehicle electromagnetic interference testing method described in any of the above embodiments.

[0015] Furthermore, the electromagnetic interference testing system also includes: an on-board adapter mechanism and a power management system. The on-board adapter mechanism is used to adjust the position of the transmitter simulation module and the signal transmission direction. The on-board adapter mechanism includes a rubber buffer layer and a spring damper. The on-board adapter mechanism is fixed in the vehicle using magnetic attraction and mechanical locking methods. The power management system is used to supply power to the electromagnetic interference testing system. The power management system is also used to suppress electromagnetic interference introduced by the power supply circuit through an electromagnetic interference filter.

[0016] According to another aspect of the present invention, a vehicle electromagnetic interference testing device is also provided. The device includes: a control module, which, in response to a vehicle traveling along a preset route and entering a preset test scenario, controls a transmitter simulation module to transmit electromagnetic interference simulation signals according to a preset scenario library, wherein the preset scenario library is used to record the correspondence between the preset test scenarios and the transmitter parameters of the transmitter simulation module; an acquisition module, which controls a monitoring module to acquire test data during the transmission of the electromagnetic interference simulation signals, wherein the test data is used to record the operating status of the vehicle's electronic system, the operating status of the vehicle, and the environmental status around the vehicle; and an analysis module, which performs data analysis processing on the test data to obtain analysis results, wherein the analysis results are used to evaluate the vehicle's electromagnetic interference resistance performance.

[0017] According to another aspect of the embodiments of this application, a vehicle is also provided, including an on-board controller and a memory, wherein the memory is used to store a computer program, and the on-board controller is used to execute the computer program stored in the memory to implement the methods in the various embodiments of this application.

[0018] According to another aspect of the present invention, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer program, wherein the computer program is configured to perform the methods of various embodiments of the present application when run on a computer or processor.

[0019] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0020] According to another aspect of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the methods in various embodiments of the present application.

[0021] The above steps of this application, in response to the vehicle traveling along a preset route and entering a preset test scenario, control the transmitter simulation module to transmit electromagnetic interference simulation signals according to a preset scenario library. The preset scenario library records the correspondence between the preset test scenarios and the transmitter parameters of the transmitter simulation module. During the transmission of the electromagnetic interference simulation signals, the control monitoring module acquires test data, which records the operating status of the onboard electronic system, the vehicle's operating status, and the environmental conditions surrounding the vehicle. The test data is then analyzed to obtain analysis results, which are used to evaluate the vehicle's electromagnetic interference resistance performance. This achieves a precise assessment of electromagnetic interference resistance performance, overcomes the limitations of traditional static laboratory testing, and more realistically simulates the actual operating conditions of a vehicle in a complex electromagnetic environment. This improves the effectiveness and reliability of the test, thus solving the technical problem in related technologies where the test results cannot accurately reflect complex electromagnetic environments, leading to significant deviations from actual application scenarios. Attached Figure Description

[0022] Figure 1 This is a flowchart of the vehicle electromagnetic interference testing method provided in the embodiments of this application;

[0023] Figure 2 This is a structural diagram of the electromagnetic interference testing system provided in the embodiments of this application;

[0024] Figure 3 This is a schematic diagram of the structure of the vehicle-mounted transmitter simulation test system provided in the embodiments of this application;

[0025] Figure 4 This is a schematic diagram of the calibration-vehicle transmitter simulation test system provided in the embodiments of this application;

[0026] Figure 5 This is a structural diagram of the vehicle electromagnetic interference testing device provided in the embodiments of this application;

[0027] Figure 6 This is a structural diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0028] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0029] For ease of understanding, some concepts related to the embodiments of this application are illustrated below for reference.

[0030] Advanced Driver Assistance Systems (ADAS) are a suite of technologies integrated into modern vehicles designed to enhance vehicle safety and assist the driver by using various sensors, such as cameras, radar, lidar, and ultrasound. ADAS can provide warnings, assist with control, and even take over driving tasks, such as adaptive cruise control, lane keeping assist, automatic emergency braking, and blind spot monitoring.

[0031] Electromagnetic compatibility (EMC): EMC is the ability of electronic equipment to operate normally in an electromagnetic environment without causing unacceptable electromagnetic interference to other electronic equipment. It is an important indicator for measuring the reliable operation of electronic equipment in complex electromagnetic environments and ensuring that electronic products do not cause harmful interference to each other.

[0032] Electromagnetic Interference (EMI) Filter: An electronic component used to reduce or eliminate electromagnetic interference generated by electronic equipment. EMI filters protect sensitive electronic equipment from external or internal electromagnetic noise by blocking electromagnetic waves of specific frequencies while allowing useful signals of other frequencies to pass through.

[0033] On-Board Diagnostics (OBD): An electronic system used in automobiles. OBD systems provide real-time monitoring and fault diagnosis capabilities for the vehicle's engine and other control modules. OBD systems can read vehicle sensor data and fault codes, helping vehicle owners and mechanics quickly locate problems, and are an important component for achieving intelligent vehicle management and maintenance.

[0034] Controller Area Network (CAN) bus: A serial communication protocol used in automobiles that allows multiple control units to share information without host intervention. The CAN bus uses a bus topology, enabling the connection of multiple control units and achieving fast and reliable data transmission. It is widely used in automotive and industrial automation.

[0035] Minimum Voltage Standing Wave Ratio (VSWR): VSWR is a metric that measures the signal transmission efficiency and matching quality in a transmission line or antenna system. VSWR represents the ratio of the maximum to the minimum voltage at the input of the transmission line or antenna. Ideally, VSWR is 1:1, meaning all energy is absorbed and there is no reflection. The higher the VSWR, the more energy is reflected, and the lower the transmission efficiency.

[0036] Vehicle-to-Everything (V2X) communication is a wireless technology designed to enable real-time information exchange between vehicles and other road users and the surrounding environment. V2X communication includes several subcategories, such as Vehicle-to-Vehicle (V2V), Vehicle-to-Infrastructure (V2I), Vehicle-to-Pedestrian (V2P), and Vehicle-to-Cloud (V2C), which together form the core components of intelligent transportation systems. Its purpose is to improve traffic safety, alleviate traffic congestion, and enhance driving comfort and efficiency. Controller Area Network Testing and Measurement System (CANoe) is a software tool for developing and testing in-vehicle networks. It can simulate network nodes, generate and analyze various network signals, perform network load management, and simulate and test complex network behaviors.

[0037] With the popularization of intelligent driving technology, the anti-interference capability of in-vehicle intelligent driving systems (such as intelligent driving domain controllers, radar, cameras, V2X communication modules, etc.) in complex electromagnetic environments has become a critical issue. Handheld transmitters (such as walkie-talkies, remote controls, etc.) generate strong electromagnetic radiation when in operation, which may interfere with in-vehicle intelligent driving systems and affect the safety of vehicle operation.

[0038] Currently, immunity testing is mainly conducted in laboratory environments. Traditional immunity testing methods are primarily designed for fixed scenarios and cannot accurately reflect the electromagnetic environment of a vehicle in actual operation. Laboratory tests typically cannot trigger navigation functions and cannot simulate factors such as multipath interference, vehicle shielding effects, and environmental noise during dynamic vehicle operation, resulting in significant discrepancies between test results and real-world application scenarios.

[0039] Therefore, there is an urgent need for a method and system that can perform handheld transmitter immunity testing in a real vehicle environment to more accurately evaluate the anti-interference capability of in-vehicle electronic equipment.

[0040] Traditional methods simulate interference signals in a real-world environment using a vehicle-mounted transmitter to evaluate the performance of the device under test (DUT) in complex electromagnetic environments. While this method has certain advantages, it also has the following drawbacks:

[0041] Disadvantage ①: Traditional methods usually need to be carried out in specific locations (such as semi-anechoic chambers or fixed locations), making it difficult to fully simulate the complex electromagnetic interference in real environments.

[0042] Disadvantage 2: The electromagnetic interference coupling path of vehicle-mounted equipment (such as wire harness conduction, spatial radiation, and vehicle body structure reflection) is affected by factors such as the actual vehicle installation location, cable layout, and material shielding effectiveness, but traditional methods often ignore the above details.

[0043] Disadvantage 3: In real-vehicle dynamic testing, high-precision synchronous acquisition of onboard equipment performance data, electromagnetic field distribution, and vehicle status (such as vehicle speed and acceleration) is required. However, traditional methods lack algorithms for fusing and analyzing multi-source data (electromagnetic field, controller area network bus, and sensor data), making it difficult to quantify the impact of interference on system-level functions. This results in test results remaining at the device-level performance evaluation level, failing to reflect the threat of interference to the overall safety of the autonomous driving system (such as accidental triggering of emergency braking, lane departure, etc.).

[0044] According to an embodiment of this application, a vehicle electromagnetic interference testing method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0045] This application provides a vehicle electromagnetic interference testing method, applied to an electromagnetic interference testing system. The electromagnetic interference testing system includes at least a transmitter simulation module and a monitoring module. The transmitter simulation module is used to transmit various types of electromagnetic interference simulation signals. Figure 1 This is a flowchart of a vehicle electromagnetic interference testing method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes the following steps:

[0046] Step S11: In response to the vehicle traveling along a preset route and entering a preset test scenario, the transmitter simulation module is controlled to transmit electromagnetic interference simulation signals according to the preset scenario library. The preset scenario library is used to record the correspondence between the preset test scenarios and the transmitter parameters of the transmitter simulation module.

[0047] In this embodiment, the transmitter simulation module is used to transmit various types of electromagnetic interference simulation signals. It is a device capable of generating and transmitting specific electromagnetic signals, and can simulate the working state of a handheld transmitter (such as a smartphone, walkie-talkie, or vehicle radio). The working state of the handheld transmitter is simulated by adjusting parameters such as the operating frequency band, transmission power, and modulation method.

[0048] For example, the parameter control of the transmitter simulation module is based on a control kernel developed in Python, which supports communication with the transmitter simulation module via Ethernet or RS485 bus, thereby enabling real-time adjustment of parameters (response delay ≤10ms). This allows the transmitter simulation module to transmit electromagnetic interference signals to the vehicle in a preset test scenario according to preset parameters, thus more realistically simulating the actual operation of the vehicle in a complex electromagnetic environment.

[0049] For example, the transmitter simulation module may include an operating frequency band covering mainstream communication bands such as 360MHz–5.8GHz, a transmit power adjustable from 0.5W to 10W to match the power levels of different devices, and modulation methods supporting mainstream standards such as amplitude modulation (AM), frequency modulation (FM), and phase modulation (PM). The module has a built-in programmable attenuator and filter to ensure signal parameter adjustment accuracy of ±0.5dB, meeting test repeatability requirements.

[0050] The monitoring module is used to collect and record various test-related data during the testing process, including the operating status of the vehicle's electronic systems, the operating status of the vehicle, and the status of the environment surrounding the vehicle.

[0051] During vehicle electromagnetic interference testing, the vehicle travels along a preset route. If the vehicle enters a preset test scenario along the preset route, the transmitter simulation module is controlled to transmit electromagnetic interference simulation signals according to the preset scenario library. The preset scenario library is used to record the correspondence between the preset test scenarios and the transmitter parameters of the transmitter simulation module. The introduction of the preset scenario library ensures the consistency and repeatability of each test, thereby improving the accuracy and reliability of the test results.

[0052] Preset test scenarios refer to representative electromagnetic interference scenarios. For example, preset test scenarios may include high-voltage power line towers, tunnel travel, and city streets. When a vehicle passes under a high-voltage power line tower, it is subjected to strong electromagnetic radiation; inside a tunnel, due to the enclosed space, the reflection and attenuation characteristics of electromagnetic signals differ from those in open areas; on city streets, signals from other communication devices are more complex. The definition of preset test scenarios takes into account the complex electromagnetic environments that may be encountered in actual operation.

[0053] The electromagnetic interference simulation signal is an analog signal emitted by the transmitter simulation module. The frequency range, transmission power and signal modulation method can be preset. For example, the frequency range can be selected to cover the mainstream communication frequency band of 360MHz–5.8GHz, the transmission power can be set to 0.5W-10W to match the power level of different equipment, and single-carrier or multi-carrier modulation method can be used.

[0054] For example, the preset scene library can include scenarios such as city street scenes, high-speed driving scenes, tunnel driving scenes, and severe weather scenes, along with corresponding signal interference sources and transmitter parameters. For instance, city street scenes typically involve dense pedestrian and vehicular traffic and numerous signal sources, including wireless Fidelity (Wi-Fi), Bluetooth, and mobile phone signals. In such scenarios, the preset scene library might record transmitter parameters such as: transmission frequency bands covering 2.4GHz (Wi-Fi), 5GHz (Wi-Fi), and 900MHz (mobile phone signals); transmission power set at a low range, such as around 1W, to simulate close-range interference from mobile phones and wireless devices; and modulation schemes including AM, FM, and Gaussian Minimum Shift Keying (GMSK) to cover the signal characteristics of different communication technologies. The transmitter parameters for the corresponding scenario can be retrieved by switching scenes with a single click.

[0055] Therefore, this application places the vehicle in a real driving environment for testing. By precisely controlling the transmitter parameters of the transmitter simulation module, it can simulate various real-world electromagnetic interference scenarios, thereby more realistically simulating the actual operation of the vehicle in a complex electromagnetic environment and ensuring the consistency and repeatability of each test, thus providing more realistic and accurate data support for evaluating the vehicle's electromagnetic interference resistance.

[0056] Step S12: During the transmission of the electromagnetic interference simulation signal, the control monitoring module acquires test data, which is used to record the operating status of the vehicle electronic system, the operating status of the vehicle, and the environmental status around the vehicle.

[0057] In this embodiment of the application, during the transmission of the electromagnetic interference simulation signal, the electromagnetic interference test system controls the monitoring module to acquire test data. The test data is used to record the operating status of the vehicle electronic system, the operating status of the vehicle, and the environmental status around the vehicle.

[0058] The operating status of an in-vehicle electronic system refers to the performance parameters of electronic devices inside the vehicle, including signal reception quality (such as signal-to-noise ratio (SNR), communication error rate, navigation and positioning accuracy, radar target recognition capability, etc.).

[0059] Vehicle operating status includes dynamic driving parameters such as speed, acceleration, steering angle, braking status, and engine speed. This operating status can be acquired in real time via an On-Board Diagnostics (OBD) interface or a Controller Area Network (CAN) bus decoder. For example, monitoring data such as vehicle acceleration and braking helps understand the impact of vehicle operating status on vehicle dynamic control and analyze the vehicle's anti-interference capabilities.

[0060] The environmental conditions surrounding a vehicle can include ambient electromagnetic noise, temperature, humidity, and other potential sources of interference (such as high-voltage lines and other wireless communication devices). For example, when testing the impact of walkie-talkie signals on interference immunity, the impact of high-voltage lines on test results can be quantitatively assessed by recording the intensity of background electromagnetic noise when the vehicle passes through a high-voltage line area.

[0061] As can be seen, the electromagnetic interference testing system of this application controls the monitoring module, thereby acquiring test data to record the operating status of the vehicle's electronic systems, the vehicle's operating status, and the environmental conditions surrounding the vehicle. For example, when the system conducts communication system interference testing in a complex urban environment, the operating status of the vehicle's electronic systems can include recording the bit error rate, packet loss rate, and connection stability of the vehicle's Wi-Fi, Bluetooth, and cellular network modules during the test, while simultaneously monitoring the navigation system's position update frequency and positioning accuracy. The vehicle's operating status can include synchronously collecting vehicle speed, acceleration, steering angle, and current location information, especially driving data near intersections, dense building clusters, or subway lines. The environmental conditions surrounding the vehicle can include recording the spectral distribution of electromagnetic background noise, such as recording noise levels in frequency bands like 900MHz, 1800MHz, 2.4GHz, and 5GHz, as well as changes in ambient temperature and humidity.

[0062] Therefore, this application acquires test data through the monitoring module, which not only obtains the operating status of the vehicle electronic system, but also the vehicle's operating status and information on electromagnetic background noise and other interference sources in the surrounding environment. It obtains all the information that may cause electromagnetic interference to the vehicle, providing comprehensive data support for subsequent analysis of the functional performance of the vehicle electronic system when subjected to interference.

[0063] Step S13: Perform data analysis and processing on the test data to obtain analysis results, which are used to evaluate the vehicle's electromagnetic interference resistance performance.

[0064] In this embodiment of the application, analysis results were obtained by performing data analysis on the test data. These analysis results are used to evaluate the vehicle's electromagnetic interference resistance performance.

[0065] Data analysis and processing are used to perform in-depth analysis and mining of test data, thereby providing data support for evaluating the electromagnetic interference resistance performance of vehicles. For example, data analysis and processing can be carried out by using techniques such as correlation analysis, signal processing, and machine learning to explore the impact of different variables, such as transmission power, vehicle operating status, and environmental conditions, on the vehicle electronic system.

[0066] As can be seen, this application obtained analysis results by performing data analysis and processing on the test-collected data. For example, data analysis tools such as Python can be used to process the data between the transmit power of the transmitter simulation module and the performance indicators (such as bit error rate and signal strength changes) of the vehicle navigation system and communication system, generating a mapping curve, thereby clearly showing the relationship between the interference signal strength and system performance.

[0067] Therefore, this application can quantify the specific impact of the operating status of the vehicle electronic system, the operating status of the vehicle, and the environmental conditions around the vehicle on the electromagnetic interference resistance performance of the vehicle electronic system, providing more accurate and reliable data support for performance evaluation.

[0068] In summary, this application first controls the vehicle to travel along a preset route into a preset test scenario, and then controls the transmitter simulation module to emit electromagnetic interference simulation signals according to a preset scenario library. This realistically simulates the actual operation of the vehicle in a complex electromagnetic environment, effectively reproducing the interference scenarios under such conditions. Then, during the transmission of the electromagnetic interference simulation signals, the control monitoring module acquires test data, obtaining all information that may potentially interfere with the vehicle's electromagnetic immunity, providing comprehensive data support for subsequent analysis of the functional performance of the vehicle's electronic systems under interference. Finally, the test data is analyzed and processed to obtain analytical results that quantify the specific impact of the vehicle's electronic system operating status, the vehicle's operating status, and the surrounding environmental conditions on the vehicle's electromagnetic interference immunity performance, providing more accurate and reliable data support for performance evaluation.

[0069] The above steps of this application, in response to the vehicle traveling along a preset route and entering a preset test scenario, control the transmitter simulation module to transmit electromagnetic interference simulation signals according to a preset scenario library. The preset scenario library records the correspondence between the preset test scenarios and the transmitter parameters of the transmitter simulation module. During the transmission of the electromagnetic interference simulation signals, the control monitoring module acquires test data, which records the operating status of the onboard electronic system, the vehicle's operating status, and the environmental conditions surrounding the vehicle. The test data is then analyzed to obtain analysis results, which are used to evaluate the vehicle's electromagnetic interference resistance performance. This achieves a precise assessment of electromagnetic interference resistance performance, overcomes the limitations of traditional static laboratory testing, and more realistically simulates the actual operating conditions of a vehicle in a complex electromagnetic environment. This improves the effectiveness and reliability of the test, thus solving the technical problem in related technologies where the test results cannot accurately reflect complex electromagnetic environments, leading to significant deviations from actual application scenarios.

[0070] Optionally, in step S12, the control monitoring module acquiring test data may include the following steps:

[0071] Step S121: Use the monitoring module to acquire the output signal of the vehicle electronic system, the vehicle's operating status data, the environmental status data around the vehicle, and the vehicle's working status data under the target test conditions. The operating status data includes at least one of the following: vehicle speed, engine speed, and steering angle. The environmental status data includes at least one of the following: electromagnetic environment status data, the temperature around the vehicle, and the humidity around the vehicle. The target test conditions include at least one of the following: changes in the intensity of electromagnetic interference around the vehicle, and the first functional failure of the vehicle electronic system.

[0072] Step S122: Determine the signal spectrum distortion data of the output signal and the data transmission error rate of the output signal.

[0073] Step S123: Determine the test acquisition data based on the signal spectrum distortion data, data transmission error rate, operating status data, environmental status data, and working status data.

[0074] In this embodiment of the application, when the control monitoring module acquires test data, it can first use the monitoring module to acquire the output signal of the vehicle electronic system, the vehicle's operating status data, the environmental status data around the vehicle, and the vehicle's working status data under the target test conditions.

[0075] The operating status data includes at least one of the following: vehicle speed, engine speed, and steering angle. The environmental status data includes at least one of the following: electromagnetic environment status data, temperature around the vehicle, and humidity around the vehicle. For example, the environmental status data may be the background noise power spectral density when passing under a high-voltage line, the temperature of the vehicle in different environments such as 10°C and 35°C, or the humidity of the vehicle in a dry environment such as 15% humidity and a humid environment such as 80% humidity.

[0076] The target test conditions include at least one of the following: changes in the intensity of electromagnetic interference around the vehicle, or the first functional failure of the onboard electronic system, i.e., environmental abrupt change points and functional critical points. For example, at environmental abrupt change points, such as entering a tunnel or passing through an electromagnetically shielded area, the tester triggers high-frequency sampling (e.g., increasing the sampling rate to 1 kHz) through operating software to capture transient changes in the interference signal.

[0077] The implementation of high-frequency sampling enables the electromagnetic interference (EMI) testing system to quickly respond to and record the instantaneous characteristics of EMI, including the frequency, intensity changes, and duration of the interference signal. At functional critical points, such as the first occurrence of navigation signal drift or the first false alarm by radar, the EMI testing system captures full data for 30 seconds before and after this point and records detailed information, including the vehicle's operating status, environmental parameters, signal spectrum distortion of the onboard electronic system, and data transmission error rate.

[0078] The output signals of an in-vehicle electronic system are the signals sent by the in-vehicle electronic system to perform its functions. Examples of in-vehicle electronic systems include navigation systems, in-vehicle radar, and tire pressure monitoring systems. For instance, the output signals of an in-vehicle electronic system may include navigation system output signals such as GPS coordinates, speed information, direction data, and route guidance; in-vehicle radar output signals such as target distance, target speed, target azimuth angle, and Doppler shift information; and tire pressure monitoring system output signals such as tire pressure values, tire temperature, and warning signals.

[0079] Therefore, the control and monitoring module of this application can acquire test data, which can more accurately locate potential anti-interference problems and provide data support for subsequent data analysis and processing of the test data.

[0080] Then, the signal spectrum distortion data of the output signal and the data transmission error rate of the output signal are determined. The signal spectrum distortion data refers to the changes in the spectral characteristics of the output signal of the vehicle electronic system after being subjected to electromagnetic interference. Signal spectrum distortion includes amplitude changes, phase changes, frequency shifts, or the appearance of new frequency components, etc., and these changes are usually monitored and recorded using a spectrum analyzer (resolution bandwidth 1Hz-1MHz). For example, in a handheld transmitter simulation test, if the output signal of the navigation host displays a single, clear GPS signal spectrum when there is no interference, but under handheld transmitter interference, additional spurious frequency components appear in the spectrum, the signal strength fluctuates, or the phase and amplitude of the GPS signal change significantly, these situations indicate the presence of signal spectrum distortion.

[0081] Data transmission error rate (BER) reflects the proportion of errors during data transmission and is used to measure the reliability of data transmission in automotive electronic systems. In electromagnetic environment testing, monitoring the BER directly reflects the data integrity of the system when subjected to interference, thus helping to assess the system's immunity to electromagnetic interference. For example, the BER is typically monitored and recorded by a BER tester. If the BER of an autonomous driving system remains at an extremely low level, such as 0.001%, under interference-free conditions, but increases significantly to 0.1% or higher under handheld transmitter interference, it indicates that the radar system's data transmission has been affected by interference, and the data reliability has decreased.

[0082] Therefore, by determining the signal spectrum distortion data and the data transmission error rate, it is helpful to identify the system's performance under specific interference conditions, providing data support for analyzing the impact of electromagnetic interference on the performance of vehicle electronic systems.

[0083] Finally, based on signal spectrum distortion data, data transmission error rate, operating status data, environmental status data, and working status data, the test acquisition data is determined.

[0084] Among them, signal spectrum distortion data and data transmission bit error rate can directly reflect the degree of impact of electromagnetic interference on vehicle electronic systems, which helps to quickly locate which systems or components are most susceptible to interference, as well as the frequency and power range of the interference.

[0085] Combining operational status data and environmental status data helps to evaluate the anti-interference performance of vehicle electronic systems under different operating conditions and external environments, providing data support for analyzing the anti-interference performance of vehicle electronic systems under different operating conditions and external environments.

[0086] Furthermore, at environmental abrupt changes and functional critical points, the system obtains instantaneous changes in the system response through high-frequency sampling and capturing full data, providing data support for analyzing the transient behavior of the system under disturbances.

[0087] Therefore, by defining the process of test data collection, this application provides data support for the anti-interference analysis of vehicle electronic systems, and also improves the efficiency and accuracy of testing.

[0088] Optionally, in step S13, the data analysis and processing of the test data to obtain the analysis results may include the following steps:

[0089] Step S131: Generate a mapping curve based on the transmission power and operating status data of the transmitter simulation module, wherein the mapping curve is used to represent the correspondence between the transmission power and the performance indicators of the vehicle electronic system.

[0090] Step S132: Determine the interference threshold value based on the mapping curve, wherein the interference threshold value is used to represent the minimum transmission power or signal frequency band corresponding to the functional failure of the vehicle electronic system.

[0091] Step S133: Perform correlation analysis on the mapping curve and the operating status data to obtain the first analysis result, and perform correlation analysis on the mapping curve and the environmental status data to obtain the second analysis result. The first analysis result is used to represent the influence law of the vehicle's operating status on the electromagnetic interference intensity, and the second analysis result is used to represent the influence law of the environmental status around the vehicle on the electromagnetic interference intensity.

[0092] Step S134: Based on the signal spectrum distortion data, data transmission bit error rate, mapping curve, interference threshold, first analysis result, and second analysis result, the analysis result is obtained.

[0093] In this embodiment of the application, when analyzing the test data to obtain the analysis results, a mapping curve can first be generated based on the transmission power and operating status data of the transmitter simulation module. The mapping curve represents the correspondence between transmission power and the performance indicators of the vehicle electronic system. For example, a mapping curve between transmission power and signal-to-noise ratio (SNR) and a mapping curve between transmission power and data transmission error rate (BER) can be plotted, such as a "transmission power-interference intensity" curve (with the performance indicators of the interfered device, such as navigation positioning error and radar SNR, as the vertical axis).

[0094] Transmit power is the intensity of the electromagnetic signal emitted by the transmitter simulation module. During testing, the transmit power is precisely controlled by the system and adjusted within a certain range to comprehensively evaluate the system's performance under different interference intensities. For example, the transmit power can start from as low as 0.5W and gradually increase to as high as 10W to cover the common power range of handheld transmitters.

[0095] Performance metrics are used to measure the response and performance of in-vehicle electronic systems when subjected to interference at different transmit power levels. For example, performance metrics may include, but are not limited to: Signal-to-Noise Ratio (SNR), the quality of the received signal from the in-vehicle radar or communication system; a higher SNR indicates better signal quality and stronger anti-interference capability; Bit Error Rate (BER), the proportion of communication errors in in-vehicle networks (such as Wi-Fi, Bluetooth, etc.); a lower BER indicates a more stable communication link and better anti-interference performance; and system power consumption, the energy consumption of in-vehicle electronic devices; abnormal power consumption increases may be related to interference.

[0096] Therefore, by plotting a mapping curve representing the transmission power and the performance indicators of the vehicle electronic system, an intuitive relationship is established between the two, quantifying the performance loss of the vehicle electronic system under different interference intensities. This helps to identify the focus area of ​​testing based on the results of the mapping curve, avoid invalid testing, and save resources.

[0097] Then, the interference threshold is determined based on the mapping curve. The interference threshold is used to represent the minimum transmit power or signal frequency band corresponding to the functional failure of the vehicle electronic system. That is, the minimum transmit power or specific signal frequency band corresponding to the functional failure of the system (e.g., when it begins to show abnormal function or performance degradation). It is an important indicator for measuring the system's electromagnetic interference resistance and a key parameter for design optimization and fault diagnosis.

[0098] For example, the critical threshold, i.e. the minimum transmit power or specific frequency band when the jammed device exhibits functional abnormalities, can be determined by using the "transmit power-interference intensity" curve (with the performance indicators of the jammed device, such as navigation positioning error and radar signal-to-noise ratio, as the vertical axis).

[0099] Therefore, by determining the critical point of identification function failure, the safety and reliability of the vehicle electronic system under actual use conditions can be evaluated. During subsequent analysis, the test range can be focused based on the known interference threshold, avoiding unnecessary repeated testing, saving time and resources, and improving test efficiency.

[0100] Subsequently, correlation analysis is performed on the mapping curve and operating status data to obtain the first analysis result, and correlation analysis is performed on the mapping curve and environmental status data to obtain the second analysis result. The correlation analysis is used to reveal the influence of vehicle operating status and surrounding environmental status on electromagnetic interference intensity. In this application, the correlation analysis process involves deeply correlating the mapping curve with operating status data and environmental status data, aiming to understand how system performance changes with vehicle conditions and the external environment. Exemplarily, the correlation analysis process may include data cleaning and preparation, variable selection, calculation of correlation coefficients, visualization analysis, and result interpretation.

[0101] The first analysis result illustrates the influence of vehicle operating status on electromagnetic interference intensity. It is obtained through correlation analysis of the mapping curve and operating status data. Operating status data includes real-time dynamic information of the vehicle, such as vehicle speed, acceleration, and steering angle. Through correlation analysis, the electromagnetic interference testing system can identify how vehicle operating status affects the intensity of electromagnetic interference on onboard electronic equipment. For example, the first analysis result reveals the increase in electromagnetic interference intensity caused by increased vehicle speed; for instance, when the vehicle speed is >80 km / h, the interference intensity increases by 15%.

[0102] The second analysis result is used to represent the influence of the environmental conditions around the vehicle on the intensity of electromagnetic interference, and is based on the analysis of mapping curves and environmental condition data. For example, the environmental condition data covers the physical conditions around the vehicle, including weather conditions (e.g., rain, snow, or fog), terrain features (e.g., tunnels, urban roads), and electromagnetic background noise levels. The electromagnetic interference testing system can identify the impact of environmental factors on the immunity of onboard electronic equipment. For example, by analyzing tunnel scenario data, it was found that the electromagnetic interference intensity inside a tunnel is 20-30% higher than in open areas.

[0103] As can be seen, this application determines the first and second results through correlation analysis, which can identify key influencing factors and help to more comprehensively evaluate the immunity of vehicle electronic systems.

[0104] Finally, based on the signal spectrum distortion data, data transmission bit error rate, mapping curve, interference threshold, first analysis result, and second analysis result, the analysis result is obtained.

[0105] Therefore, the system can accurately analyze the performance degradation or functional abnormalities of vehicle electronic devices under specific dynamic conditions (such as specific transmission power, frequency, vehicle speed, environmental noise level, etc.), which helps to adjust the testing focus and conduct a more in-depth evaluation of the system's performance in known weak points of immunity.

[0106] Optionally, in step S134, the analysis results obtained based on the signal spectrum distortion data, data transmission bit error rate, mapping curve, interference threshold, first analysis result, and second analysis result further include:

[0107] Step S1341: Obtain the set of interference critical values ​​corresponding to the preset test scenario and the transmitter parameter drift of the transmitter simulation module. The set of interference critical values ​​includes the interference critical values ​​obtained by performing multiple tests under the preset test scenario.

[0108] Step S1342: Determine the standard deviation of the interference critical value based on the set of interference critical values.

[0109] Step S1343: Evaluate the repeatability of the electromagnetic interference test system based on the standard deviation of the interference threshold, and evaluate the stability of the electromagnetic interference test system based on the transmitter parameter drift.

[0110] Step S1344: Based on the repeatability of the electromagnetic interference test system, the stability of the electromagnetic interference test system, the signal spectrum distortion data, the data transmission bit error rate, the mapping curve, the interference threshold, the first analysis result, and the second analysis result, the analysis result is obtained.

[0111] In this embodiment, the set of interference threshold values ​​corresponding to a preset test scenario and the transmitter parameter drift of the transmitter simulation module can be obtained first. The set of interference threshold values ​​includes the interference threshold values ​​obtained from multiple tests under the preset test scenario.

[0112] For example, in a vehicle-mounted camera system, multiple test results may show that when the handheld transmitter's transmit power exceeds 3.5W and the frequency reaches 5.2GHz, the camera's image quality begins to exhibit significant distortion, such as stripes, color distortion, or frame rate reduction. In such scenarios, through repeated testing, the interference threshold for a vehicle-mounted camera system can be defined as different combinations of transmit power of 3.0W-4.0W and frequency of 5.1GHz-5.3GHz; that is, when the transmitter parameters exceed this range, the camera system begins to be affected.

[0113] For wireless communication modules, test results may show that when the handheld transmitter's transmit power is 2W and the frequency is 360MHz, the data transmission error rate of the communication module suddenly jumps from 0 to over 1%, leading to a decrease in communication performance. Through repeated testing, the module's interference threshold set can be determined to be a combination of transmit power 2W-2.5W and frequency 350MHz-370MHz.

[0114] Transmitter parameter drift refers to the degree to which the transmitter simulation module's transmission parameters (such as frequency and power) deviate from their original set values ​​during testing due to changes in time or external conditions. Evaluating the drift is a crucial step in ensuring the accuracy of test results, reflecting the stability of the transmitter simulation module and the controllability of the test environment.

[0115] For example, during a prolonged test (e.g., 8 hours of continuous operation), the transmitter simulation module's transmit power drifted from the initial setting of 2 dB to 2.2 dB, a power drift of +0.2 dB; while in another test, the frequency dropped from 360.005 MHz to 360.000 MHz, a frequency drift of -5 kHz. To ensure the accuracy and reliability of the tests, the transmit power drift needs to be as small as possible, such as power drift ≤ ±0.2 dB and frequency drift ≤ ±5 kHz.

[0116] Therefore, by collecting and analyzing the set of interference critical values ​​and parameter drift, the system helps to evaluate the stability of the transmitter simulation module during long-term testing, ensure the accuracy and repeatability of test results, and the expected level of control over transmitter parameter changes in actual operation.

[0117] Then, the standard deviation of the interference threshold is determined based on the set of interference thresholds. For example, the immunity of the vehicle radar was tested three times, and performance degradation began to occur at three transmit powers: 2.5W, 2.6W, and 2.4W. The calculated standard deviation was approximately 0.082W. The results show that in multiple repeated tests, the immunity performance of the vehicle electronic system fluctuates by approximately 0.082W around the average transmit power of 2.5W. A smaller standard deviation indicates higher stability of the test results, meaning that the system's interference immunity performance is consistent under similar test conditions.

[0118] Therefore, determining the standard deviation of the interference critical value helps to verify the repeatability and stability of the system.

[0119] Subsequently, the repeatability of the electromagnetic interference test system was evaluated based on the standard deviation of the interference threshold, and the stability of the electromagnetic interference test system was evaluated based on the transmitter parameter drift.

[0120] Repeatability refers to the consistency and predictability of results obtained when the same object is tested multiple times under the same conditions using the same testing system. Small fluctuations in test results indicate good repeatability, reflecting the true performance level rather than random errors or problems with the testing system itself.

[0121] For example, the immunity performance of the vehicle electronic system exhibits a fluctuation of approximately 0.082W around the average transmit power of 2.5W, which meets the requirement of standard deviation ≤0.3W. It can be seen that even under repeated tests, the critical point of interference to the vehicle navigation system remains almost unchanged, indicating that the system has good repeatability.

[0122] Stability refers to the ability of a test system to maintain constant key performance parameters (such as transmit power and frequency) during long-term operation or under different environmental conditions. A stable test system ensures that test conditions do not change significantly due to factors such as hardware aging or changes in ambient temperature during the test cycle, thereby providing reliable and consistent test results.

[0123] For example, the transmitter parameter drift is ≤ ±0.005W and the power drift is ≤ ±0.2dB, indicating that the electromagnetic interference test system exhibits minimal power variation during long-term operation, demonstrating good stability.

[0124] Therefore, the evaluation of repeatability and stability of the electromagnetic interference testing system in this application helps to reduce the need for repeated testing due to inconsistent testing conditions, and saves time and resources.

[0125] Finally, based on the repeatability and stability of the electromagnetic interference (EMI) testing system, signal spectrum distortion data, data transmission error rate, mapping curve, interference threshold, and the results of the first and second analyses, the analysis results were obtained. Therefore, integrating the various analysis results from the EMI testing system not only provides data support for subsequent vehicle EMI testing and evaluation but also improves testing efficiency and ensures the reliability of test results.

[0126] Optionally, the method may further include the following execution steps:

[0127] Step S15: Determine the scenario risk level based on the first analysis result and the second analysis result, wherein the scenario risk level is used to represent the anti-interference capability of the vehicle electronic system in different scenarios.

[0128] Step S16: Determine the target interference frequency band of the vehicle electronic system based on the mapping curve, interference threshold, first analysis result, second analysis result and signal spectrum distortion data, wherein the interference intensity of the target interference frequency band on the vehicle electronic system is greater than the first interference intensity threshold.

[0129] Step S17: Determine the target power range of the vehicle electronic system based on the mapping curve, interference threshold, first analysis result, second analysis result and data transmission error rate, wherein the interference intensity of the target power range on the vehicle electronic system is less than the second interference intensity threshold, and the second interference intensity threshold is less than the first interference intensity threshold.

[0130] Step S18: Generate a test evaluation report based on the repeatability and stability of the electromagnetic interference test system, the scenario risk level, the target interference frequency band, and the target power range.

[0131] In this embodiment of the application, the analysis results are used to generate a test evaluation report. The scenario risk level is determined first based on the first analysis result and the second analysis result. The scenario risk level represents the anti-interference capability of the vehicle electronic system under different scenarios. The scenario risk level is a quantitative indicator of the anti-interference performance of the vehicle electronic system under each dynamic scenario in electromagnetic interference testing.

[0132] For example, scenario risk levels can comprehensively consider various test results (such as interference thresholds, signal spectrum distortion, data transmission error rate, etc.) and the characteristics of a specific scenario (such as vehicle speed, ambient background noise, vehicle attitude changes, etc.) to assess the stability, safety, and functionality of the vehicle electronic system in that scenario. Scenario risk levels are typically divided into several levels (such as low risk, medium risk, high risk) to intuitively reflect the likelihood and severity of interference to the system under specific conditions.

[0133] Therefore, by classifying the risk levels of different scenarios, the impact of different environmental conditions on the stability, security, and functionality of the system can be quantified, which helps the system to conduct targeted evaluation of electromagnetic interference immunity design under different risk scenarios.

[0134] Then, based on the mapping curve, interference threshold, first analysis results, second analysis results, and signal spectrum distortion data, the target interference frequency band for the vehicle electronic system is determined. The target interference frequency band refers to the frequency band that, through analysis of test data from the vehicle electronic system, has the most significant impact on system performance and is most likely to interfere with the vehicle electronic equipment. The interference intensity of the target interference frequency band on the vehicle electronic system is greater than the first interference intensity threshold.

[0135] The first interference strength threshold refers to the minimum electromagnetic interference intensity at which the system begins to exhibit performance degradation or malfunction in a specific scenario or frequency band. This threshold serves as the boundary between stable system operation and system failure. For example, when the power of the handheld transmitter increases to 5W, the navigation system begins to frequently lose its positioning signal. This indicates that 5W is the first interference strength threshold for the navigation system; at 5W and above, interference can cause critical system functions to fail.

[0136] Therefore, by determining the target interference frequency band and the first interference intensity threshold, the vehicle electromagnetic interference testing method of this application can not only more accurately evaluate the electromagnetic interference resistance performance of the vehicle electronic system, but also guide design optimization and test process improvement, thereby helping to improve the overall safety of the vehicle in complex electromagnetic environments.

[0137] Subsequently, the target power range of the vehicle electronic system is determined based on the mapping curve, interference threshold, first analysis results, second analysis results, and data transmission error rate. The target power range is a defined safe power interval within which the vehicle electronic system can withstand interference, ensuring stable operation even in complex electromagnetic environments. The interference intensity of the target power range on the vehicle electronic system is less than a second interference intensity threshold; that is, the upper limit of the target power range is limited by the second interference intensity threshold to ensure that the system will not suffer significant performance degradation or functional abnormalities within this power range.

[0138] The second interference strength threshold is the maximum interference strength that the vehicle electronic system can tolerate. When the interference strength is below the second interference strength threshold, the system performance is considered stable and not significantly affected. The second interference strength threshold is less than the first interference strength threshold. For example, when the handheld transmitter power is 3 watts, although the navigation system does not completely lose its positioning capability, the signal stability and positioning accuracy begin to fluctuate slightly, and the positioning error increases slightly but is still within an acceptable range. In this case, 3 watts can be defined as the second interference strength threshold of the navigation system.

[0139] Therefore, by setting a target power range and a second interference intensity threshold, this application further improves the vehicle electromagnetic interference testing method, which not only provides valuable guidance for system design and testing, but also enhances the overall user experience and strengthens the safety and reliability of vehicle operation.

[0140] Finally, a test evaluation report is generated based on the repeatability and stability of the electromagnetic interference test system, the scenario risk level, the target interference frequency band, and the target power range.

[0141] For example, based on the above analysis results, this application can generate an assessment report that includes "interference-sensitive frequency bands", "safe power ranges", and "risk levels in dynamic scenarios", providing a quantitative basis for the anti-interference design of vehicle electronic systems.

[0142] This provides a comprehensive understanding of the immunity of in-vehicle electronic systems, clearly demonstrating the system's anti-interference capabilities and the risks it may face under specific environments and conditions. Generating a test evaluation report is not only a summary of the test results but also a crucial step in the design, testing, and improvement of in-vehicle electronic systems, significantly contributing to enhanced automotive electromagnetic compatibility and driving safety.

[0143] Optionally, the method may further include the following execution steps:

[0144] Step S19: Display the vehicle's driving trajectory in the first display area.

[0145] Step S20: Display the transmitter parameters and test acquisition data of the transmitter simulation module in the second display area.

[0146] Step S21: Display the parameter adjustment controls in the third display area.

[0147] Step S22: Display a prompt message in the fourth display area.

[0148] In this embodiment, a multi-window linked interface displays the vehicle's driving trajectory, transmitter parameters and test data of the transmitter simulation module, as well as prompts. For example, the display area can be an external display screen of the test system or a central control display screen in the car. Specifically, the left side of the display screen shows the real-time vehicle driving trajectory and real-time map markers, the right side displays transmitter parameters and monitored signal waveforms, the top of the display screen performs spectrum analysis and time-domain waveform extraction on the signal data to provide basic data for subsequent interpretation, and the bottom of the display screen includes a parameter adjustment area and alarm prompts (such as transmission power exceeding limits, signal loss), and supports real-time annotation of the test process (such as "passing under high-voltage lines") to facilitate targeted analysis by the system.

[0149] Therefore, by introducing a multi-window linked display interface, the test process of the vehicle-mounted dynamic transmitter simulation method has been further optimized, which not only improves the test efficiency, but also enhances the accuracy of the test data and the safety of the test process, providing more intuitive support for the evaluation of the anti-interference performance of vehicle-mounted electronic systems.

[0150] Optionally, before controlling the transmitter simulation module to transmit electromagnetic interference simulation signals according to a preset scenario library, the method further includes the following execution steps:

[0151] Step S01: Calibrate the electromagnetic interference testing system and obtain the calibration results.

[0152] Step S02: Check the hardware connection status of the electromagnetic interference test system and obtain the check results.

[0153] Step S03: Run the electromagnetic interference test system under no-load for a preset time period to obtain the running results.

[0154] Step S04: Adjust the electromagnetic interference testing system based on the calibration results, inspection results, and operation results.

[0155] In this embodiment, the electromagnetic interference testing system is first calibrated to obtain calibration results. That is, a standard signal source is used to comprehensively calibrate the electromagnetic interference testing system, ensuring that the operating parameters of all testing equipment are accurate and achieve the expected testing precision.

[0156] For example, the signal generator is calibrated using a standard signal source to ensure that the power level error of the emitted signal at a specific frequency is within ±0.5 dB. Simultaneously, the sensitivity of the spectrum analyzer is adjusted to ensure that it can detect weak signals below -110 dBm with an error not exceeding 1%.

[0157] Therefore, by calibrating the electromagnetic interference testing system, the measurement accuracy and stability of the testing system are ensured, making the test results more reliable and able to accurately reflect the electromagnetic interference resistance performance of the vehicle electronic system.

[0158] Next, the hardware connection status of the electromagnetic interference testing system is checked to obtain the inspection results. That is, through physical inspection and system self-test, the internal and external hardware connections of the electromagnetic interference testing system are verified to be correct and to ensure that all equipment is stably in place, preventing deviations in test results due to connection problems.

[0159] For example, testers can check whether the antenna of the electromagnetic interference testing system is correctly connected to the signal generator, ensuring that the antenna polarization direction is consistent with the test requirements. Simultaneously, the system's self-test function can be used to confirm that power cords, data cables, etc., are not loose or damaged, and that all equipment is in working order.

[0160] Therefore, by checking the hardware connection status, this application can detect and fix potential hardware problems in advance, avoiding test interruptions or data errors caused by equipment failure.

[0161] Then, the electromagnetic interference test system was run under no-load for a preset period of time to obtain the results. That is, without any actual interference signal transmission, the test system was run for a period of time (e.g., 10 minutes) to observe its stability, record any spontaneous interference or system anomalies, and ensure the purity of the test environment and the stability of the system itself.

[0162] For example, the tester starts the electromagnetic interference test system but does not emit any signals, leaving the system in standby mode. The ambient noise level is monitored using a spectrum analyzer to ensure that the system is not interfered with by external or internal factors before the test begins.

[0163] Therefore, this application uses the results of the no-load operation test system to ensure that the background noise of the environment at the start of the test is at a low level, making the test closer to the real use scenario and the results more convincing.

[0164] Finally, the electromagnetic interference testing system is adjusted based on the calibration, inspection, and operational results. That is, based on the calibration, inspection, and testing results from the first three steps, necessary adjustments are made to the testing system to ensure the equipment is in optimal condition for accurate electromagnetic interference testing.

[0165] For example, if a slight deviation is found in the power output of the signal generator from the standard value, the tester will fine-tune it until the power output error is within the allowable range; if a poor cable contact is found, the connection will be replaced or reinforced immediately; if the ambient noise is too high, the test location or time may need to be adjusted to reduce background interference.

[0166] This not only enhances the accuracy of test results but also improves test efficiency, providing a basic environment for anti-interference testing of vehicle electronic systems.

[0167] Optionally, the method may further include the following execution steps:

[0168] Step S23: In response to the vehicle stopping, generate test records based on test duration, test data volume, and number of test failure events.

[0169] Step S24: Perform a status check on the electromagnetic interference test system and obtain the status check results.

[0170] Step S25: Store the test records and status check results in the preset storage area.

[0171] In this embodiment, when the vehicle is stationary, the electromagnetic interference testing system generates test records based on the test duration, test data volume, and number of test failure events. These test records are used to evaluate and analyze test efficiency, system performance, and potential problems during the test. For example, after an 8-hour electromagnetic interference test, the system summarizes the signal strength, vehicle status (e.g., speed, acceleration), and environmental parameters collected during the test. The test records indicate that the electromagnetic interference testing system encountered three data transmission anomalies during this period. These events occurred under specific electromagnetic environmental conditions (e.g., near high-voltage lines).

[0172] Therefore, the test records stored by the electromagnetic interference testing system provide detailed documentation of the testing process, facilitating later review and problem tracking, and ensuring the traceability and transparency of test results.

[0173] Then, a condition check is performed on the electromagnetic interference testing system to obtain the condition check results. That is, a comprehensive condition check is conducted on the electromagnetic interference testing system to ensure that all hardware components have not been damaged by the high-intensity electromagnetic fields during the testing process, and to check whether the system is ready for the next round of testing.

[0174] For example, testers check whether the cooling system of the transmitter simulation module is working properly to confirm that it has not overheated after high-intensity testing. At the same time, they check the receiving antenna and signal analyzer for physical damage to ensure that the performance of the data acquisition module is not affected.

[0175] Therefore, the system identifies potential problems with the test equipment through status check results, and repairs or replaces them in a timely manner to ensure the hardware stability of future tests. It also provides data support for the long-term maintenance and performance optimization of the equipment.

[0176] Finally, test records and status check results are stored in a pre-designed storage area, such as a computer hard drive, cloud server, or dedicated data management platform, for later review, analysis, and archiving. Storage is a crucial component of data management and the integrity of the testing process.

[0177] Therefore, the system's storage of test records and status check results not only helps improve the current project but also serves as a basic reference for future similar tests, ensuring the integrity of vehicle electromagnetic interference testing, the accuracy of data, and the long-term availability of equipment. Furthermore, the system's storage of test records and status check results provides data support for optimizing the anti-interference design of onboard electronic systems.

[0178] This application provides an electromagnetic interference testing system. Figure 2 This is a structural diagram of the electromagnetic interference testing system provided in the embodiments of this application, as shown below. Figure 2 As shown, the electromagnetic interference testing system includes at least a transmitter simulation module and a monitoring module. The transmitter simulation module integrates a programmable attenuator and a filter, and the monitoring module includes an interference receiving device and environmental sensors. The electromagnetic interference testing system is used to execute the methods in the various embodiments of this application. See the description of the foregoing embodiments for details, which will not be repeated here.

[0179] Furthermore, the electromagnetic interference testing system also includes: an on-board adapter mechanism and a power management system. The on-board adapter mechanism is used to adjust the position of the transmitter simulation module and the signal transmission direction. The on-board adapter mechanism includes a rubber buffer layer and a spring damper. The on-board adapter mechanism is fixed in the vehicle using magnetic attraction and mechanical locking methods. The power management system is used to supply power to the electromagnetic interference testing system. The power management system is also used to suppress electromagnetic interference introduced by the power supply circuit through an electromagnetic interference filter.

[0180] The vehicle-mounted adapter mechanism is a three-level shock-absorbing mounting bracket (including a rubber buffer layer and spring dampers) designed to withstand vibrations and attitude changes during actual vehicle operation. It allows for position adjustment of the transmitter simulation module within the vehicle in six degrees of freedom (forward / backward, left / right, up / down, pitch, tilt, and rotation), simulating the spatial distribution of a handheld device in different usage scenarios such as the driver's hand, the passenger seat, and a rear pocket. The connection point between the vehicle-mounted adapter mechanism and the vehicle body uses both magnetic attraction and mechanical locking to ensure no displacement deviation within a speed range of 0-120 km / h.

[0181] The intelligent power management system is based on a vehicle-mounted 220V power socket, supporting a maximum current output of 10A. It includes a vehicle-mounted 12V / 24V power conversion module, capable of outputting stable 5V, 12V, and 24V DC power, and supporting a maximum current output of 30A. With built-in overvoltage, overcurrent, and short-circuit protection circuits, the response time is guaranteed to be ≤100μs. Simultaneously, an electromagnetic interference (EMI) filter suppresses electromagnetic interference introduced by the power supply loop, ensuring that the power supply ripple of the transmitter and monitoring equipment is ≤5mV, thus preventing power supply noise from contaminating the test signals.

[0182] Therefore, this application proposes a vehicle electromagnetic interference testing method that integrates navigation and driving functions (such as adaptive cruise control and path tracking) to simulate the radiated interference coupling effect between a handheld transmitter (frequency band covering 360MHz–5.8GHz) and the vehicle's electronic system while the vehicle is in motion. This application solves the problems of Doppler frequency shift, multipath fading, and dynamic changes in vehicle body shielding attenuation that cannot be reproduced by traditional static testing, achieving a scenario-based realistic evaluation of immunity performance. This application includes steps such as test environment setup, initialization settings, path planning and execution, data acquisition and interference control, and data analysis and evaluation. The electromagnetic interference testing system of this application includes a vehicle with navigation and driving functions, an onboard interference source system, a data acquisition module, a control center, and a communication module. This application can realistically simulate, flexibly control, automate, and comprehensively evaluate, and is suitable for immunity testing of wireless communication equipment.

[0183] This application fills a gap in the testing of dynamic radiated immunity for whole vehicles, particularly in core areas such as communication systems, high-voltage safety, and Advanced Driver Assistance Systems (ADAS) for intelligent electric vehicles, driving the evolution of electromagnetic compatibility (EMC) design from "static compliance" to "dynamic scenario reliability." It is applicable to the reliability verification of perception systems in intelligent connected vehicles. Furthermore, this application can serve as a method for closed-loop diagnosis, location, and rectification of electromagnetic interference faults between onboard electronic components.

[0184] The vehicle electromagnetic interference testing method used in this application has the following advantages compared to traditional methods:

[0185] Advantage 1: The test results of this application are closer to the actual situation, and this application can more accurately evaluate the anti-interference performance of vehicle electronic devices in real scenarios.

[0186] Advantage 2: This application supports dynamic adjustment of the frequency, power, and modulation method of the interference signal, and can simulate complex and ever-changing electromagnetic interference scenarios.

[0187] Advantage 3: This application can simultaneously collect multi-source data such as vehicle-mounted equipment performance data, electromagnetic field distribution, and vehicle status, and perform comprehensive analysis. Through a high-precision data acquisition system, it records interference signal strength, vehicle-mounted equipment response, and vehicle operating status (such as vehicle speed and acceleration) in real time, providing more comprehensive test data support and a scientific basis for the electromagnetic compatibility design optimization of vehicle-mounted equipment.

[0188] The electromagnetic interference testing system of this application has the functions of "parameter control-state synchronization-data linkage", which can solve the problem of real-time coordination of multiple devices in dynamic environments. The electromagnetic interference testing system consists of the following three parts:

[0189] (a) Transmitter parameter control module: The control kernel is developed based on Python and supports communication with the transmitter simulation module via Ethernet / RS485 bus to achieve real-time parameter adjustment (response delay ≤10ms). The system has a built-in preset scene library covering typical scenarios such as "urban commuting", "highway driving" and "tunnel travel", which can be used to call the transmitter parameters for the corresponding scenario with one click.

[0190] (b) Vehicle Status Synchronization Unit: This unit accesses vehicle dynamic data via the On-Board Diagnostics (OBD) interface or the Controller Area Network (CAN) bus decoder to acquire real-time information such as vehicle speed, acceleration, position (latitude and longitude), and vehicle attitude (pitch angle, roll angle). The CANOE sampling rate is set to 2MHz. The software uses a timing alignment algorithm to timestamp and bind vehicle status data with transmitter parameters and monitoring data (synchronization accuracy ≤1ms), ensuring that the "interference performance at a certain vehicle speed / position" can be traced during analysis.

[0191] (c) Data Acquisition and Visualization Control Interface: A multi-window interactive interface is designed, displaying real-time vehicle status (including map trajectory) on the left and transmitter parameters and monitoring signal waveforms on the right. Spectrum analysis and time-domain waveform extraction are performed on the signal data to provide foundational data for subsequent interpretation. A parameter adjustment area and alarm prompts (such as over-limit transmission power or signal loss) are provided at the bottom. Real-time annotation of the testing process (such as "passing under high-voltage lines") is supported for targeted analysis later.

[0192] To ensure the reliability and comparability of the test results, this application requires a strictly standardized process design, dividing the test into four stages.

[0193] Phase 1: Before testing, specify the experimental plan, clarify the path of the coaxial cable of the simulated vehicle transmitter antenna in the vehicle, and plan the frequency band, modulation method, antenna polarization direction and position to be tested.

[0194] Phase 2: Pre-test preparation. First, equipment calibration is performed. A standard signal source is used to calibrate the transmitter's output power and frequency accuracy (error must be ≤1%). The sensitivity of the monitoring module is verified using a spectrum analyzer (ensuring it can capture weak signals below -110dBm). Next, based on the test objective (e.g., "verifying the vehicle-mounted radar's anti-walkie-talkie interference capability"), key parameters are determined: simulated device type (e.g., walkie-talkie), frequency band (360MHz–5.8GHz), test route (e.g., open road, building complex, high-voltage line area), and vehicle speed range (30-80km / h). Finally, hardware connections are checked (e.g., the transmitter and adapter are securely fixed, and the monitoring cable's shielding is grounded), and a 10-minute no-load run is performed to confirm the system is functioning correctly.

[0195] Phase 3: Dynamic Test Execution. The vehicle travels along a preset route. Test personnel (wearing radiation protection suits) initiate the scenario sequence via software. The transmitter simulation module transmits signals according to set parameters, and the monitoring module records data synchronously. Two types of nodes require special attention during the test: first, sudden environmental changes (such as entering a tunnel or passing through an electromagnetic shielding area). Test personnel should pre-activate the software to trigger high-frequency sampling (increasing the sampling rate to 1kHz) to capture transient changes in interference signals; second, functional critical points (such as the first occurrence of navigation signal drift or radar false alarms). Test personnel should manually mark these moments, and the software automatically locks all data for the preceding and following 30 seconds. A designated person should record external interference factors (such as sudden strong electromagnetic signal sources or extreme weather) as supplementary data for later analysis.

[0196] Phase 4: Post-testing cleanup: After the vehicle is parked, the testers use the software to generate a test summary (including test duration, data volume, and number of abnormal events), and perform status checks on the equipment (such as transmitter power amplifier temperature and monitoring module sensitivity). Finally, the data is saved and backed up.

[0197] The improvements made to the traditional method in this application mainly include the following two points.

[0198] 1. Traditional methods, when simulating signals in complex electromagnetic environments in the laboratory, cannot accurately reproduce the characteristics of various signals, leading to deviations between the simulation results and the actual scenario, and failing to trigger the navigation function. This application introduces the concept of "scenario-based mobile testing," which uses an electromagnetic environment detector to capture the frequency bands and field strength parameters of road electromagnetic interference in real time, recording and storing the electromagnetic noise of the road environment. By simulating and controlling the generation of intermediate frequency / radio frequency signals with the same characteristics as the actual collected signals, the antenna radiates to reproduce the real electromagnetic environment, thus breaking the limitations of the laboratory setting and enabling vehicle EMC on-board immunity testing to trigger the navigation function in non-laboratory scenarios.

[0199] 2. Traditional methods often rely on qualitative indicators such as "no fault code generation" and "uninterrupted bus communication" for judgment. However, if the fault is caused by the superposition of multiple interference sources, it becomes difficult to clarify the causal relationship between the fault and its root cause. This application uses the quantitative criterion of "command transmission accuracy." In real vehicle dynamic testing, it collects output signals of the vehicle's electronic system, electromagnetic field distribution, vehicle status, environmental parameters, vehicle CAN bus data, and external electromagnetic environment data. It uses a spectrum analyzer to record signal spectrum distortion and a bit error rate tester to monitor anomalies, achieving high-precision fault location and troubleshooting.

[0200] Therefore, this application significantly improves the realism and accuracy of the simulation while greatly reducing the research and development and testing costs, and also improves the flexibility and security of the test. In addition, the transmitter anti-interference test system has been optimized, upgraded and its performance improved.

[0201] Figure 3 This is a schematic diagram of the structure of the vehicle-mounted transmitter simulation test system provided in an embodiment of this application. Figure 3 The vehicle-mounted transmitter simulation test system simulates the actual working state of a vehicle-mounted transmitter by setting up a closed-loop radio frequency test link during vehicle testing. The main flow of the radio frequency signal is as follows.

[0202] Starting point: Radio frequency (RF) signal generator. The RF signal generator produces RF signals that conform to the test standards and is the signal source of the entire test link.

[0203] Step 1: Power Amplifier. The signal is sent to the power amplifier and boosted to the actual transmission power level of the simulated vehicle-mounted transmitter.

[0204] The second step involves a directional coupler. The amplified signal enters the directional coupler and is divided into a main path and a coupled branch signal. The main path signal is transmitted forward to the antenna and ultimately radiated into the test space to simulate a real transmission scenario. The coupled branch signal is sent to a power meter for real-time monitoring of the transmission power.

[0205] Endpoint: Antenna. The main signal is radiated into space through the antenna, simulating the actual working state of the vehicle-mounted transmitter.

[0206] In addition, the control and data feedback process is as follows.

[0207] Control Flow: First, the host computer reads the vehicle's real-time operating data through the OBD interface to ensure that the test is synchronized with the actual vehicle status. Then, the host computer monitoring unit sends commands to the radio frequency signal generator to dynamically configure the signal frequency, modulation method, and output amplitude, etc.

[0208] Data feedback process: The power meter transmits the collected coupling signal back to evaluate the stability and accuracy of the transmission power.

[0209] Figure 4 This is a schematic diagram of the calibration-vehicle transmitter simulation test system provided in an embodiment of this application. Figure 4 The vehicle-mounted transmitter simulation test system is used to accurately calibrate key indicators such as output power and signal stability of vehicle-mounted transmitters in laboratory or field environments, providing a benchmark for subsequent real-vehicle testing. The main flow of radio frequency signals is as follows.

[0210] Starting point: Radio frequency (RF) signal generator. The RF signal generator produces RF signals that conform to the test standards and is the signal source of the entire test link.

[0211] Step 1: Power Amplifier. The signal is sent to the power amplifier and boosted to the actual transmission power level of the simulated vehicle-mounted transmitter, simulating the output of a real vehicle-mounted transmitter.

[0212] Step 2: Directional Coupler. The amplified signal enters the directional coupler and is divided into a main path and a coupled branch path signal. The main path signal is transmitted forward to the antenna 1m outside the vehicle, simulating the external output of the vehicle's signal. The coupled branch path signal is sent to the power meter for real-time monitoring of the accuracy of the transmitted power.

[0213] Endpoint: External antenna. The main road signal is radiated into space through the external antenna, simulating the external output of the vehicle's signal. The external antenna is a key benchmark for calibration, ensuring the consistency of the test scenario and eliminating interference from the complex electromagnetic environment inside the vehicle on the calibration results.

[0214] In addition, the control and data feedback process is as follows.

[0215] Control process: First, the host computer can dynamically adjust the parameters of the RF signal generator until the preset power reference is reached.

[0216] For example, the control conditions and parameters of the test method can also be set according to the following steps.

[0217] Step 1: Test parameter configuration, a) Frequency range: 360MHz–5.8GHz, this range covers the commonly used frequency bands of many vehicle communication systems; b) Power error: controlled within ±0.5dB; c) Antenna type and frequency band adaptation: when the frequency range is higher than 30MHz, a 1 / 4 wavelength antenna should be used. This type of antenna can radiate and receive signals more effectively in this frequency band; d) Dwell time: the dwell time is generally set to 1s-5s; e) Antenna tuning and VSWR: the antenna should be tuned on the vehicle to achieve the minimum voltage standing wave ratio (VSWR), which is usually required to be less than 2:1.

[0218] Step 2: Vehicle status control, controlling the vehicle speed deviation within ±5km / h.

[0219] Step 3: Equipment calibration. The test baseline parameter is the net power of the simulated portable transmitter's feed port. First, place the simulated portable transmitter outside the vehicle (minimum distance from any part of the vehicle and the shield is 1m), adjust the net power level until it reaches the predetermined level, and record the forward power level at this time. Then, during the test, place the simulated portable transmitter inside the vehicle (the forward power level is consistent with the one recorded during the determination of the net power); the test site is an urban road.

[0220] Step 4: Statistical analysis of test data. Verify system repeatability by calculating the standard deviation of the interference threshold (≤0.3W). Analyze the transmitter parameter drift (frequency drift ≤±5kHz, power drift ≤±0.2dB) during long-term testing (e.g., 8 hours of continuous operation) to evaluate hardware stability. The test distance at each test point affects the results; therefore, the distances between the test reference and interference signal measurements must be kept consistent to ensure comparability of the measurement results.

[0221] This application also provides a vehicle electromagnetic interference testing device 500, applied to an electromagnetic interference testing system. The electromagnetic interference testing system includes at least a transmitter simulation module and a monitoring module. The transmitter simulation module is used to transmit various types of electromagnetic interference simulation signals. Figure 5 This is a structural diagram of the vehicle electromagnetic interference testing device provided in the embodiments of this application, as shown below. Figure 5 As shown, the device includes: a control module 501, used to control the transmitter simulation module to transmit electromagnetic interference simulation signals according to a preset scenario library when the vehicle travels along a preset route and enters a preset test scenario; the preset scenario library is used to record the correspondence between the preset test scenarios and the transmitter parameters of the transmitter simulation module; an acquisition module 502, used to control the monitoring module to acquire test data during the transmission of the electromagnetic interference simulation signals; the test data is used to record the operating status of the vehicle's electronic system, the operating status of the vehicle, and the environmental status around the vehicle; and an analysis module 503, used to perform data analysis and processing on the test data to obtain analysis results, wherein the analysis results are used to evaluate the vehicle's electromagnetic interference resistance performance.

[0222] Embodiments of this application also provide a vehicle, including an on-board controller and a memory, wherein the memory is used to store a computer program; the on-board controller is used to execute the computer program stored in the memory to implement the methods in various embodiments of this application.

[0223] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0224] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0225] This application also provides an electronic device. Figure 6 This is a structural diagram of the electronic device provided in the embodiments of this application, such as... Figure 6 As shown, the electronic device 600 includes a processor 610 and a memory 620, wherein the memory 610 is used to store computer programs; and the processor 620 is used to execute the programs stored in the memory 610 to implement the methods in the various embodiments of this application.

[0226] In this application, "multiple" refers to two or more.

[0227] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0228] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0229] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0230] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0231] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for testing electromagnetic interference in vehicles, characterized in that, An electromagnetic interference (EMI) testing system is applied, the EMI testing system comprising at least: a transmitter simulation module and a monitoring module, the transmitter simulation module being used to transmit various types of EMI simulation signals, the method comprising: In response to the vehicle traveling along a preset route and entering a preset test scenario, the transmitter simulation module is controlled to transmit the electromagnetic interference simulation signal according to the preset scenario library, wherein the preset scenario library is used to record the correspondence between the preset test scenario and the transmitter parameters of the transmitter simulation module; During the transmission of the electromagnetic interference simulation signal, the monitoring module is controlled to acquire test data, wherein the test data is used to record the operating status of the vehicle electronic system, the operating status of the vehicle, and the environmental status around the vehicle. The test data is analyzed and processed to obtain analysis results, which are used to evaluate the vehicle's electromagnetic interference resistance.

2. The method according to claim 1, characterized in that, The control of the monitoring module to acquire test data includes: The monitoring module acquires the output signal of the vehicle electronic system, the vehicle's operating status data, the environmental status data around the vehicle, and the vehicle's operating status data under target test conditions. The operating status data includes at least one of the following: vehicle speed, engine speed, and steering angle. The environmental status data includes at least one of the following: electromagnetic environment status data, the temperature around the vehicle, and the humidity around the vehicle. The target test conditions include at least one of the following: changes in the intensity of electromagnetic interference around the vehicle, and the first functional failure of the vehicle electronic system. Determine the signal spectrum distortion data of the output signal, and determine the data transmission error rate of the output signal; The test acquisition data is determined based on the signal spectrum distortion data, the data transmission error rate, the operating status data, the environmental status data, and the working status data.

3. The method according to claim 2, characterized in that, The data analysis and processing of the collected test data to obtain the analysis results include: A mapping curve is generated based on the transmission power of the transmitter simulation module and the operating status data, wherein the mapping curve is used to represent the correspondence between the transmission power and the performance indicators of the vehicle electronic system; The interference threshold is determined based on the mapping curve, wherein the interference threshold is used to represent the minimum transmission power or signal frequency band corresponding to the functional failure of the vehicle electronic system. A first analysis result is obtained by performing correlation analysis on the mapping curve and the operating status data, and a second analysis result is obtained by performing correlation analysis on the mapping curve and the environmental status data. The first analysis result is used to represent the influence law of the vehicle's operating status on the electromagnetic interference intensity, and the second analysis result is used to represent the influence law of the environmental status around the vehicle on the electromagnetic interference intensity. The analysis result is obtained based on the signal spectrum distortion data, the data transmission error rate, the mapping curve, the interference threshold, the first analysis result, and the second analysis result.

4. The method according to claim 3, characterized in that, The step of obtaining the analysis results based on the signal spectrum distortion data, the data transmission bit error rate, the mapping curve, the interference threshold, the first analysis result, and the second analysis result includes: Obtain the set of interference critical values ​​corresponding to the preset test scenario and the transmitter parameter drift of the transmitter simulation module, wherein the set of interference critical values ​​includes the interference critical values ​​obtained by performing multiple tests under the preset test scenario; Determine the standard deviation of the interference critical value based on the set of interference critical values; The repeatability of the electromagnetic interference test system is evaluated based on the standard deviation of the interference threshold, and the stability of the electromagnetic interference test system is evaluated based on the transmitter parameter drift. The analysis results are obtained based on the repeatability of the electromagnetic interference test system, the stability of the electromagnetic interference test system, the signal spectrum distortion data, the data transmission bit error rate, the mapping curve, the interference threshold, the first analysis result, and the second analysis result.

5. The method according to claim 4, characterized in that, The method further includes: The scenario risk level is determined based on the first analysis result and the second analysis result, wherein the scenario risk level is used to represent the anti-interference capability of the vehicle electronic system in different scenarios; The target interference frequency band of the vehicle electronic system is determined based on the mapping curve, the interference threshold, the first analysis result, the second analysis result, and the signal spectrum distortion data, wherein the interference intensity of the target interference frequency band on the vehicle electronic system is greater than the first interference intensity threshold. The target power range of the vehicle electronic system is determined based on the mapping curve, the interference threshold, the first analysis result, the second analysis result, and the data transmission error rate, wherein the interference intensity of the target power range on the vehicle electronic system is less than the second interference intensity threshold, and the second interference intensity threshold is less than the first interference intensity threshold. A test evaluation report is generated based on the repeatability and stability of the electromagnetic interference test system, the risk level of the scenario, the target interference frequency band, and the target power range.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: The vehicle's trajectory is displayed in the first display area; The transmitter parameters of the transmitter simulation module and the test acquisition data are displayed in the second display area; Display parameter adjustment controls in the third display area; A prompt message is displayed in the fourth display area.

7. The method according to any one of claims 1-5, characterized in that, Before controlling the transmitter simulation module to transmit the electromagnetic interference simulation signal according to a preset scenario library, the method further includes: The electromagnetic interference testing system was calibrated to obtain calibration results; Check the hardware connection status of the electromagnetic interference testing system and obtain the inspection results; The electromagnetic interference test system is run under no-load for a preset time period to obtain the running results; The electromagnetic interference testing system is adjusted based on the calibration results, the inspection results, and the operational results.

8. The method according to any one of claims 1-5, characterized in that, The method further includes: In response to the vehicle stopping, test records are generated based on the test duration, test data volume, and number of test failure events. A status check was performed on the electromagnetic interference testing system, and the status check results were obtained. The test records and the status check results are stored in a preset storage area.

9. An electromagnetic interference testing system, characterized in that, The electromagnetic interference testing system includes a transmitter simulation module and a monitoring module. The transmitter simulation module integrates a programmable attenuator and a filter. The monitoring module includes an interference receiving device and an environmental sensor. The electromagnetic interference testing system is used to perform the vehicle electromagnetic interference testing method as described in any one of claims 1 to 8.

10. The system according to claim 9, characterized in that, The electromagnetic interference testing system further includes: an on-board adapter mechanism and a power management system. The on-board adapter mechanism is used to adjust the position and signal transmission direction of the transmitter simulation module. The on-board adapter mechanism includes a rubber buffer layer and a spring damper. The on-board adapter mechanism is fixed in the vehicle by magnetic attraction and mechanical locking. The power management system is used to supply power to the electromagnetic interference testing system. The power management system is also used to suppress electromagnetic interference introduced by the power circuit through an electromagnetic interference filter.

11. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program executes the vehicle electromagnetic interference testing method according to any one of claims 1 to 8.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the vehicle electromagnetic interference testing method according to any one of claims 1 to 8 when run on a computer or processor.

13. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the vehicle electromagnetic interference testing method as described in any one of claims 1 to 8.

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