General transport vehicle whole-vehicle electric appliance fault simulation system

Abstract

The invention relates to the technical field of transport vehicle electric appliance testing, and provides a general transport vehicle whole-vehicle electric appliance fault simulation system which comprises a fault scene configuration unit, a multi-protocol self-adaption interaction unit, an electric appliance fault simulation unit, a whole-vehicle bus closed-loop simulation unit and a fault triggering and feedback unit. The fault scene configuration unit generates a reusable fault script; the multi-protocol adaptive interaction unit realizes seamless communication adaptation; the electric device fault simulation unit accurately simulates various faults; the whole vehicle bus closed-loop simulation unit ensures that fault propagation is real; the fault triggering and feedback unit realizes fault triggering and closed-loop verification, supports visual configuration of multi-type fault scenes and generation of reusable scripts through a built-in multi-vehicle-type electric appliance topology template library, can adapt to different vehicle types, is short in matching time consumption, is high in fault simulation precision, can accurately simulate various faults, and is high in reliability and high in reliability through combination with the multi-protocol self-adaptive interaction unit. The fault simulation universality and accuracy are greatly improved, and the test cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of electrical testing technology for transport vehicles, specifically a general-purpose electrical fault simulation system for all parts of a transport vehicle. Background Technology

[0002] As the level of electrification in general-purpose transport vehicles continues to increase, their electrical system structures are becoming increasingly complex, encompassing multiple core assemblies such as engine electronic control, body control, and chassis electronic control. In areas such as vehicle research and development, maintenance training, and quality inspection, the need for full-vehicle electrical fault simulation testing is becoming increasingly urgent, requiring the simulation of various faults to ensure the reliability and safety of the vehicle's electrical systems.

[0003] Existing fault simulation technologies have significant drawbacks. On the one hand, they are mostly developed for single vehicle models, requiring separate development of communication interfaces for different models, resulting in poor adaptability and high costs. Fault scenario configuration is cumbersome, and script reusability is low. On the other hand, the accuracy of fault simulation is insufficient, making it difficult to accurately simulate physical-level faults. Furthermore, there is a lack of realistic simulation of bus fault propagation, making it impossible to fully verify the impact of faults and resulting in unsatisfactory test results. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a universal transport vehicle electrical fault simulation system, which solves the problems of poor adaptability, high cost, insufficient fault simulation accuracy, and unrealistic bus fault propagation simulation in existing universal transport vehicle electrical fault simulation systems, making it difficult to meet the testing needs of multiple vehicle models.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: a general-purpose transport vehicle full-vehicle electrical fault simulation system, including a fault scenario configuration unit, a multi-protocol adaptive interaction unit, an electrical component fault simulation unit, a whole vehicle bus closed-loop simulation unit, and a fault triggering and feedback unit; The fault scenario configuration unit is used to visually configure the triggering conditions, fault levels and fault association logic of multiple types of fault scenarios based on the electrical topology of different models of general transport vehicles, and generate reusable fault scenario scripts. The multi-protocol adaptive interaction unit has a built-in parsing library of common electrical communication protocols for transport vehicles. Through a dynamic protocol matching algorithm, it achieves seamless communication adaptation with the electrical control units of different vehicle models without the need to develop a separate dedicated communication interface. The electrical component fault simulation unit adopts a hardware-in-the-loop simulation architecture to perform physical-level simulations of faults such as open circuit, short circuit, signal distortion, and component jamming in core electrical assemblies such as the engine electronic control system, body control system, and chassis electronic control system of the transport vehicle. The vehicle bus closed-loop simulation unit constructs a bus topology consistent with that of a real transport vehicle, replicates the bus data interaction logic in real time, realizes dynamic evolution simulation of the bus state after fault injection, and ensures the authenticity of the fault propagation path. The fault triggering and feedback unit accurately triggers the target fault according to the instructions of the fault scenario script, and captures the response signals of each electrical component and bus interaction data in real time under the fault state, forming a closed-loop verification of fault simulation.

[0006] Preferably, the fault scenario configuration unit has a built-in vehicle electrical topology template library. The template library contains standard electrical topology structures for different types of general transport vehicles such as pickup trucks, light trucks, and heavy trucks, and supports users to make personalized modifications based on the templates. The fault association logic supports setting cascading fault triggering rules for multiple electrical components.

[0007] Preferably, the dynamic protocol matching algorithm of the multi-protocol adaptive interaction unit extracts the communication handshake signal features of the electrical control unit to be adapted, compares and matches them with the protocol features in the protocol parsing library, and automatically selects the corresponding protocol parsing rule, with a matching time of ≤50ms.

[0008] Preferably, the electrical component fault simulation unit includes a reconfigurable fault simulation interface. The interface can adapt to the connection requirements of different models of electrical components by replacing simulation plug-ins of different specifications, thereby achieving the universality of fault simulation. The fault simulation accuracy meets the requirements of voltage signal error ≤ ±0.05V and current signal error ≤ ±0.1A.

[0009] A preferred method for simulating electrical faults throughout a general-purpose transport vehicle includes the following steps: S1: Call the electrical topology template of the corresponding vehicle model through the fault scenario configuration unit, configure the fault type, trigger timing, fault level and associated fault logic, generate the fault scenario script and store it; S2: The multi-protocol adaptive interaction unit establishes a communication connection with each electrical control unit of the target transport vehicle and completes the communication protocol adaptation through a dynamic protocol matching algorithm; S3: The whole vehicle bus closed-loop simulation unit starts bus topology replication to build a bus communication environment consistent with the real transport vehicle; S4: The fault triggering and feedback unit loads the fault scenario script and sends a fault triggering command to the electrical component fault simulation unit to trigger the specified fault of the target electrical component; S5: Real-time capture of response data and bus interaction data of each electrical control unit under fault conditions, verification of fault simulation effect, and generation of fault simulation report.

[0010] Preferably, the fault scenario script in step S1 is stored in a structured format, including fault identifier, trigger condition parameters, target electrical component ID, fault duration and associated fault link information, and supports script import, export and secondary editing.

[0011] Preferably, the fault triggering in step S4 adopts a hierarchical triggering mechanism, which triggers the corresponding fault phenomena in sequence according to the fault level. The first-level fault is a minor fault of a single component, the second-level fault is a serious fault of a single component, and the third-level fault is a chain fault of multiple components. It also supports two modes: manual intervention triggering and automatic timing triggering.

[0012] Preferably, in step S5, the fault simulation effect verification is performed by comparing the electrical response data under the fault simulation state with the preset threshold range of real fault response data to determine whether the fault simulation is effective. If the data exceeds the threshold range, the fault simulation parameters are adjusted and the fault triggering process is re-executed.

[0013] This invention provides a general-purpose vehicle electrical fault simulation system. It has the following advantages: 1. This invention supports the visual configuration of multiple types of fault scenarios through a built-in multi-vehicle electrical topology template library, generates reusable scripts, and combines a multi-protocol adaptive interaction unit to adapt to different vehicle models without the need to develop dedicated interfaces. The matching time is short. At the same time, it adopts a hardware-in-the-loop simulation architecture, which has high fault simulation accuracy and can accurately simulate a variety of faults, greatly improving the universality and accuracy of fault simulation and reducing testing costs.

[0014] 2. This invention constructs a bus topology consistent with that of a real vehicle, replicates the data interaction logic, and realizes the dynamic evolution of the bus state after fault injection, ensuring the authenticity of the fault propagation path. Furthermore, through a hierarchical triggering mechanism and closed-loop verification, it captures data in real time and compares and judges it to ensure the effectiveness of fault simulation, providing comprehensive and reliable technical support for electrical fault testing of transport vehicles. Attached Figure Description

[0015] Figure 1 This is a system block diagram of the present invention; Figure 2 This is a flowchart of the method of the present invention. Detailed Implementation

[0016] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] Example: Please see the appendix Figure 1 This invention provides a general-purpose transport vehicle electrical fault simulation system, applicable to the simulation testing of electrical faults in various types of general-purpose transport vehicles such as pickup trucks, light trucks, and heavy trucks. Its structure includes a fault scenario configuration unit, a multi-protocol adaptive interaction unit, an electrical component fault simulation unit, a vehicle bus closed-loop simulation unit, and a fault triggering and feedback unit. These units work collaboratively to achieve accurate simulation and verification of electrical faults throughout the transport vehicle. Specifically, it includes: Fault Scenario Configuration Unit: This unit has a built-in vehicle electrical topology template library. The template library pre-stores the standard electrical topology structures of different types of general transport vehicles such as pickup trucks, light trucks, and heavy trucks, covering the connection relationships and signal flow of core electrical assemblies such as engine electronic control systems, body control systems, and chassis electronic control systems of each vehicle model.

[0018] When configuring fault scenarios, users can directly access electrical topology templates from the template library that match the target test vehicle model. These templates can then be customized, such as adjusting the connection paths of some electrical components or adding specific electrical components for particular vehicle models. Simultaneously, users can configure trigger conditions, fault levels, and fault association logic for various fault scenarios through the unit's visual interface. Trigger condition configuration supports multiple modes such as time-based triggering (e.g., triggering a fault 5 seconds after system startup), signal triggering (e.g., triggering a fault when the engine speed reaches 2000 r / min), and manual triggering (triggering a fault via physical buttons or software commands). Fault levels are divided into three levels: Level 1, Level 2, and Level 3, which correspond to minor faults of a single component, severe faults of a single component, and cascading faults of multiple components, respectively. Users can assign corresponding levels to different fault types according to their testing needs. The fault association logic configuration supports setting interlocking fault triggering rules for multiple electrical components. For example, when the engine electronic control system experiences a level two fault of "injector short circuit", it will automatically trigger a level one fault of "fault warning light constantly on" in the body control system and a level three fault of "ABS function temporarily disabled" in the chassis electronic control system.

[0019] Once configured, the unit automatically generates reusable fault scenario scripts. The scripts are stored in a structured format and include fault identifiers, trigger condition parameters, target electrical component IDs, fault duration, and associated fault link information. The scripts can be imported, exported, and edited, facilitating quick recall of similar test scenarios in the future.

[0020] Multi-protocol adaptive interaction unit: This unit has a built-in parsing library for common electrical communication protocols used in transport vehicles. The library covers parsing rules for various mainstream communication protocols such as CAN, LIN, and Ethernet, including key information such as frame structure definitions, data bit meanings, and verification methods for each protocol.

[0021] The unit achieves seamless communication adaptation with the electrical control units of different vehicle models through a dynamic protocol matching algorithm, without the need to develop a separate dedicated communication interface. The specific adaptation process is as follows: The unit first sends communication detection signals to each electrical control unit of the target transport vehicle to obtain the communication handshake signals fed back by the electrical control unit to be adapted; Extract the characteristic parameters of the communication handshake signal, including signal baud rate, frame interval, start flag, etc. The extracted feature parameters are compared and matched with the feature parameters of each protocol in the protocol parsing library, and the corresponding protocol parsing rule is automatically selected. Based on the selected protocol parsing rules, a communication connection is established between the unit and the electrical control unit to complete the communication adaptation. The entire matching process takes ≤50ms, ensuring that the system can quickly respond to test requirements.

[0022] During communication, the unit monitors the status of the communication link in real time. If a protocol mismatch or communication interruption occurs, it automatically re-executes the above dynamic protocol matching process to re-establish a stable communication connection, ensuring the continuity and reliability of data interaction.

[0023] Electrical component fault simulation unit: This unit adopts a hardware-in-the-loop simulation architecture and is equipped with a reconfigurable fault simulation interface. By replacing simulation plug-ins of different specifications, such as plug-ins with different pin counts and signal types, the interface can adapt to the connection requirements of different electrical components, achieving the universality of fault simulation. It can perform physical-level simulation of various faults in core electrical assemblies such as the engine electronic control system, body control system, and chassis electronic control system of transport vehicles. The specific fault simulation types and implementation methods are as follows: Open circuit fault: The power supply or signal line of the target electrical component is disconnected by the built-in electronic switch of the interface to simulate an open circuit state caused by a broken line. Short circuit fault: By connecting a resistor of a specific value through the resistor module on the interface, a short circuit between the target electrical component's circuit and the ground wire or power line can be achieved. Different short circuit degrees can be simulated, such as complete short circuit and partial short circuit. Signal distortion fault: The signal conditioning module processes the output signal of electrical components by attenuating the amplitude, shifting the phase, and adding noise to simulate the distortion phenomenon in the signal transmission process. For example, the amplitude of the engine speed signal is attenuated from the normal 0-5V to 0-3V, or random noise of ±0.2V is added to the voltage signal. Component jamming fault: The motor drive module controls the simulated actuator, such as the simulated throttle valve or the simulated brake caliper, to keep it in a fixed position or make its movement speed abnormal, simulating the jamming fault of real components. For example, the simulated throttle valve is kept at 10% opening and cannot be adjusted normally with the control signal.

[0024] The fault simulation accuracy of this unit meets the requirements of voltage signal error ≤ ±0.05V and current signal error ≤ ±0.1A, ensuring the consistency between simulated faults and real faults, and providing accurate test data for subsequent fault verification.

[0025] Vehicle bus closed-loop simulation unit: This unit constructs a bus topology consistent with the real transport vehicle based on the actual bus topology of the target test vehicle, including bus type, number of bus nodes, or node connection method.

[0026] During system operation, the unit replicates the data interaction logic of the real transport vehicle bus in real time, including the communication cycle, data transmission priority, and signal interaction sequence between various electrical control units. When a fault is injected by the electrical component fault simulation unit, the unit captures changes in bus data in real time and simulates the propagation process of the fault in the bus. For example, when a fault occurs in the engine electronic control system, the unit simulates the abnormal data frame sent by the engine electronic control system caused by the fault, which in turn triggers other bus nodes such as the body control system and chassis electronic control system to receive abnormal data and send response fault signals. This realizes the dynamic evolution simulation of the bus state after fault injection, ensuring the authenticity of the fault propagation path.

[0027] Meanwhile, the unit is equipped with a bus data storage module to record bus interaction data in real time, including bus data frames in normal and fault states, which facilitates subsequent tracing and analysis of the fault propagation process.

[0028] Fault Triggering and Feedback Unit: This unit serves as the core of the system's fault simulation control and data acquisition, primarily implementing two functions: fault triggering control and fault data feedback. In terms of fault triggering control, the unit loads the fault scenario script generated by the fault scenario configuration unit and precisely triggers the target fault according to the instructions in the script. A hierarchical triggering mechanism is adopted, triggering the corresponding fault phenomena sequentially according to the fault level. For example, when the script instruction is to trigger "engine injector short circuit (level 2 fault)," the unit first sends an instruction to the electrical component fault simulation unit to trigger the short circuit fault of the injector in the engine electronic control system. After the fault stabilizes (delayed by 1 second), the unit sends an instruction to trigger "fault warning light constantly on (level 1 fault)" in the body control system and "ABS function temporarily disabled (level 3 fault)" in the chassis electronic control system. At the same time, it supports two modes of fault triggering: manual intervention and automatic timing triggering. Manual intervention can be achieved through the operation panel or host computer software provided with the unit, and the user can trigger or stop the fault at any time during the test. Automatic timing triggering automatically triggers the fault according to the time sequence set in the script without manual intervention.

[0029] Regarding fault data feedback, the unit, through communication connections with various electrical control units and the vehicle bus closed-loop simulation unit, captures in real time the response signals and bus interaction data of each electrical component under fault conditions. Response signals include voltage signals, current signals, and status feedback signals of each electrical component, such as sensor detection signals and actuator action signals. Bus interaction data includes the ID, data length, data content, and verification results of the bus data frame. The unit processes and analyzes the captured data in real time, comparing the data with preset threshold ranges for real fault response data to determine the effectiveness of the fault simulation. If the data exceeds the threshold range, an adjustment command is generated and sent to the electrical component fault simulation unit to adjust the fault simulation parameters, such as adjusting the resistance value of a short-circuit fault or the noise amplitude of signal distortion, and re-executes the fault triggering process until the fault simulation data meets the requirements of real fault response data.

[0030] In addition, the unit automatically generates a fault simulation report based on the captured fault data and judgment results. The report includes fault scenario information, such as fault type, fault level and triggering conditions, fault data records such as response data of each electrical component and bus interaction data, fault simulation validity judgment results, parameter adjustment records, etc. It supports exporting and printing the report, providing testers with a complete basis for fault simulation testing.

[0031] Please see the appendix Figure 2 This embodiment provides a method for simulating electrical faults in a general-purpose transport vehicle. It utilizes the general-purpose transport vehicle electrical fault simulation system described in the previous embodiment and is suitable for simulating electrical faults in pickup trucks. The specific steps are as follows: S1: Script generation for fault scenarios Start the fault scenario configuration unit. In the unit's operation interface, call the "Pickup Truck Standard Electrical Topology Template" from the built-in vehicle electrical topology template library. This template contains the standard connection relationships and signal flow of core electrical assemblies such as the pickup truck's engine electronic control system, such as fuel injectors, ignition coils or engine ECUs; the body control system, such as malfunction warning lights, central locking or window controllers; and the chassis electronic control system, such as ABS controllers, brake pedal sensors, power steering controllers, etc.

[0032] Based on this template, a customized "reversing radar controller" electrical component specific to this pickup truck model was added, and its communication connection path with the vehicle control system was improved. Subsequently, fault scenario parameters were configured: Fault type: Select "Engine injector short circuit", "Vehicle malfunction warning light constantly on", "Chassis ABS function temporarily disabled"; Triggering condition: Set to "Automatically trigger 8 seconds after system startup and when engine speed reaches 1800 r / min"; Fault levels: "Engine injector short circuit" is set as Level 2 fault, "Vehicle malfunction warning light constantly on" is set as Level 1 fault, and "Chassis ABS function temporarily disabled" is set as Level 3 fault; Fault association logic: When "engine injector short circuit" (level 2 fault) is triggered, "body malfunction warning light stays on" (level 1 fault) is triggered after a 1.5s delay, and "chassis ABS function temporarily disabled" (level 3 fault) is triggered after a 2s delay. Fault duration: Set all faults to last for 10 seconds before automatically returning to normal.

[0033] After configuration, the fault scenario configuration unit automatically generates a structured fault scenario script. The script includes the fault identifier "PK-20240501-001", trigger condition parameters: 8s after system startup, engine speed 1800r / min, target electrical component ID: engine injector ID: ECU-003, fault warning light ID: BCM-012, ABS controller ID: ESP-008, fault duration 10s, and associated fault link information: ECU-003 fault → 1.5s → BCM-012 fault → 0.5s → ESP-008 fault. The script is then exported and stored in the system's specified path.

[0034] S2: Communication Protocol Adaptation The multi-protocol adaptive interaction unit establishes a physical connection with the various electrical control units of the target pickup truck model, such as the engine ECU, body BCM, chassis ESP, and reversing radar controller, via communication cables, and activates the unit's communication adaptation function. The multi-protocol adaptive interaction unit sends communication detection signals to each electrical control unit. After receiving the detection signals, each electrical control unit sends back a handshake signal containing its own communication parameters. The unit extracts feature parameters from the handshake signal, where the communication baud rate between the engine ECU and the chassis ESP is 500kbps and the frame interval is 20ms, and the communication baud rate between the body BCM and the reversing radar controller is 125kbps and the frame interval is 50ms. The unit compares the extracted feature parameters with the CAN protocol feature parameters in the built-in protocol parsing library to determine that the engine ECU, body BCM, chassis ESP, and reversing radar controller all use the CAN protocol for communication, and automatically selects the corresponding CAN protocol parsing rules. Based on the selected CAN protocol parsing rules, the unit establishes a stable communication connection with each electrical control unit to complete the communication adaptation. The entire adaptation process takes 32ms, which meets the requirement that the matching time is ≤50ms.

[0035] After the adaptation is completed, the unit monitors the communication link status in real time to ensure normal communication with each electrical control unit. If a communication interruption occurs, the adaptation process will be automatically re-executed.

[0036] S3: Bus Topology Replica The vehicle bus closed-loop simulation unit is activated. The unit reads the bus topology data of the target pickup truck model, including the CAN bus type, four bus nodes, and linear connection method. Based on this data, a bus topology consistent with the real pickup truck model is constructed, specifically including: Establish a physical link for the CAN bus, using twisted-pair cables that conform to automotive industry standards as bus cables, and connect the bus nodes corresponding to the engine ECU, body BCM, chassis ESP, and reversing radar controller to the bus via linear connection. Configure bus node parameters, setting the communication cycle of the engine ECU to 10ms and the data transmission priority to the highest, the communication cycle of the body BCM to 20ms and the data transmission priority to medium, the communication cycle of the chassis ESP to 15ms and the data transmission priority to high, and the communication cycle of the reversing radar controller to 50ms and the data transmission priority to the lowest. The data interaction logic of the real bus is replicated. The unit simulates the signal interaction process of each electrical control unit under normal conditions. For example, the engine ECU sends a CAN frame containing data such as engine speed, water temperature and fuel injection pulse width to the bus every 10ms. The body BCM sends a CAN frame containing data such as light status and door lock status to the bus every 20ms. The chassis ESP sends a CAN frame containing data such as wheel speed and brake pressure to the bus every 15ms. The reversing radar controller sends a CAN frame containing data such as obstacle distance and alarm status to the bus every 50ms.

[0037] The unit confirms through the bus data monitoring module that the bus topology replication is complete and the bus data interaction logic is consistent with the real pickup truck model. At this time, the bus is in normal operation and subsequent fault injection operations can be performed.

[0038] S4: Fault Trigger Control The fault triggering and feedback unit is started. The unit loads the fault scenario script "PK-20240501-001" generated in step S1 from the system-specified path, parses the fault instructions in the script, and enters the fault triggering preparation state.

[0039] The simulation test system for the target pickup truck model is activated. The system begins operation, and the fault triggering and feedback unit monitors the system operating parameters in real time. When the system startup time reaches 8 seconds and the engine speed obtained through the engine ECU reaches 1800 r / min, the unit starts the fault triggering process according to the script instructions. First, a command is sent to the electrical component fault simulation unit to trigger a short circuit fault in engine injector ID: ECU-003. The electrical component fault simulation unit connects a 2Ω resistor through the reconfigurable fault simulation interface to achieve a short circuit between the engine injector circuit and the power line, simulating an "engine injector short circuit" (secondary fault). After a 1.5s delay, the unit sends a command to the electrical component fault simulation unit to trigger the constant-on fault of the vehicle body fault alarm light ID: BCM-012. The electrical component fault simulation unit controls the electronic switch of the fault simulation interface to keep the fault alarm light powered on, simulating "constant-on vehicle body fault alarm light" (level 1 fault). After a further delay of 0.5 seconds, the unit sends a command to the electrical component fault simulation unit to trigger a temporary malfunction fault in the chassis ABS controller ID: ESP-008. The electrical component fault simulation unit cuts off the control signal of the ABS controller through the signal conditioning module to simulate a "temporary malfunction of chassis ABS" (level 3 fault).

[0040] If manual intervention is required during the fault triggering process, the tester can press the "Pause Fault" button on the operation panel of the fault triggering and feedback unit. The system will immediately stop the subsequent fault triggering operation. After pressing the "Continue Fault" button, the remaining faults will continue to be triggered according to the original sequence.

[0041] S5: Fault Simulation Verification and Report Generation Simultaneously with fault triggering, the fault triggering and feedback unit captures in real time the response signals of each electrical component and bus interaction data under fault conditions: The response signals include: the current signal of the engine injector: 1.2A in normal condition and 5.8A in fault condition; the voltage signal of the fault warning light: 0V in normal condition and 12V in fault condition; and the output control signal of the ABS controller: 0-5V variation in normal condition and 0V constant in fault condition. The bus interaction data includes: a fault frame sent by the engine ECU, ID: 0x18F00400, data content: 0x02 0x01 0x03, representing a fuel injector short circuit fault; a fault response frame sent by the body BCM, ID: 0x18F00500, data content: 0x01 0x02, representing a fault warning light that is constantly on; and a fault response frame sent by the chassis ESP, ID: 0x18F00600, data content: 0x03 0x01, representing an ABS function failure.

[0042] The unit compares the captured response signal with a preset threshold range of real fault response data: The threshold range for the engine injector current signal is 5.5-6.0A, and the actual captured value of 5.8A is within the threshold range. The voltage signal threshold range for the fault alarm light is 11.5-12.5V, and the actual captured value of 12V is within the threshold range. The ABS controller outputs a control signal with a threshold range of 0-0.5V, and the actual captured value of 0V is within the threshold range. The frame ID and data content of the bus interaction data are consistent with the preset real fault bus data, indicating that the fault simulation is effective.

[0043] After the fault lasts for 10 seconds, the electrical component fault simulation unit automatically restores the normal state of each electrical component according to the script instructions. The fault triggering and feedback unit stops data capture and automatically generates a fault simulation report based on the captured fault data and the validity judgment results.

[0044] The report contains the following: Fault scenario information: Fault identifier "PK-20240501-001", fault type "engine injector short circuit, vehicle body fault warning light constantly on, chassis ABS function temporarily disabled", fault level "level two, level one, level three", trigger condition "8 seconds after system start and engine speed 1800r / min"; Fault data recording: response data of each electrical component: engine injector current 5.8A, fault warning light voltage 12V, ABS controller output 0V; bus interaction data: fault frame ID and data content. Fault simulation validity assessment result: All fault data are within the preset threshold range, and the fault simulation is valid; Parameter adjustment record: No parameter adjustment was required, meaning the first fault simulation met the requirements.

[0045] Export the fault simulation report as a PDF and store it in the system database. Also, print the report for future reference, thus completing this full-vehicle electrical fault simulation test for the pickup truck.

[0046] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A general-purpose transport vehicle full-vehicle electrical fault simulation system, characterized in that, include: Fault scenario configuration unit, multi-protocol adaptive interaction unit, electrical component fault simulation unit, vehicle bus closed-loop simulation unit, and fault triggering and feedback unit; The fault scenario configuration unit is used to visually configure the triggering conditions, fault levels and fault association logic of multiple types of fault scenarios based on the electrical topology of different models of general transport vehicles, and generate reusable fault scenario scripts. The multi-protocol adaptive interaction unit has a built-in parsing library of common electrical communication protocols for transport vehicles. Through a dynamic protocol matching algorithm, it achieves seamless communication adaptation with the electrical control units of different vehicle models without the need to develop a separate dedicated communication interface. The electrical component fault simulation unit adopts a hardware-in-the-loop simulation architecture to perform physical-level simulations of faults such as open circuit, short circuit, signal distortion, and component jamming in core electrical assemblies such as the engine electronic control system, body control system, and chassis electronic control system of the transport vehicle. The vehicle bus closed-loop simulation unit constructs a bus topology consistent with that of a real transport vehicle, replicates the bus data interaction logic in real time, realizes dynamic evolution simulation of the bus state after fault injection, and ensures the authenticity of the fault propagation path. The fault triggering and feedback unit accurately triggers the target fault according to the instructions of the fault scenario script, and captures the response signals of each electrical component and bus interaction data in real time under the fault state, forming a closed-loop verification of fault simulation.

2. The general-purpose transport vehicle full-vehicle electrical fault simulation system according to claim 1, characterized in that, The fault scenario configuration unit has a built-in vehicle electrical topology template library. The template library contains standard electrical topology structures for different types of general transport vehicles such as pickup trucks, light trucks, and heavy trucks. Users can make personalized modifications based on the templates. The fault association logic supports setting cascading fault triggering rules for multiple electrical components.

3. The general-purpose transport vehicle full-vehicle electrical fault simulation system according to claim 1, characterized in that, The dynamic protocol matching algorithm of the multi-protocol adaptive interaction unit extracts the communication handshake signal features of the electrical control unit to be adapted, compares and matches them with the protocol features in the protocol parsing library, and automatically selects the corresponding protocol parsing rule. The matching time is ≤50ms.

4. The general-purpose transport vehicle full-vehicle electrical fault simulation system according to claim 1, characterized in that, The electrical component fault simulation unit includes a reconfigurable fault simulation interface. By replacing simulation plug-ins of different specifications, the interface can adapt to the connection requirements of different models of electrical components, thereby achieving the universality of fault simulation. The fault simulation accuracy meets the requirements of voltage signal error ≤ ±0.05V and current signal error ≤ ±0.1A.

5. A method for simulating electrical faults throughout a general-purpose transport vehicle, using a general-purpose transport vehicle electrical fault simulation system as described in any one of claims 1-4, characterized in that, Includes the following steps: S1: Call the electrical topology template of the corresponding vehicle model through the fault scenario configuration unit, configure the fault type, trigger timing, fault level and associated fault logic, generate the fault scenario script and store it; S2: The multi-protocol adaptive interaction unit establishes a communication connection with each electrical control unit of the target transport vehicle and completes the communication protocol adaptation through a dynamic protocol matching algorithm; S3: The whole vehicle bus closed-loop simulation unit starts bus topology replication to build a bus communication environment consistent with the real transport vehicle; S4: The fault triggering and feedback unit loads the fault scenario script and sends a fault triggering command to the electrical component fault simulation unit to trigger the specified fault of the target electrical component; S5: Real-time capture of response data and bus interaction data of each electrical control unit under fault conditions, verification of fault simulation effect, and generation of fault simulation report.

6. The method for simulating electrical faults throughout a general-purpose transport vehicle according to claim 5, characterized in that, The fault scenario script described in step S1 is stored in a structured format, including fault identifier, trigger condition parameters, target electrical component ID, fault duration and associated fault link information, and supports script import, export and secondary editing.

7. The method for simulating electrical faults throughout a general-purpose transport vehicle according to claim 5, characterized in that, In step S4, the fault triggering adopts a hierarchical triggering mechanism, which triggers the corresponding fault phenomena in sequence according to the fault level. The first-level fault is a minor fault of a single component, the second-level fault is a serious fault of a single component, and the third-level fault is a cascading fault of multiple components. It also supports two modes of fault triggering: manual intervention and automatic timing triggering.

8. The method for simulating electrical faults throughout a general-purpose transport vehicle according to claim 5, characterized in that, In step S5, the fault simulation effect is verified by comparing the electrical response data under the fault simulation state with the preset threshold range of real fault response data to determine whether the fault simulation is effective. If the data exceeds the threshold range, the fault simulation parameters are adjusted and the fault triggering process is re-executed.

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