A central lock controller life test system for a vehicle

Abstract

The application discloses a kind of car central lock controller life test system, including pedestal platform, the sealing cavity of cover on it, and be located on the press trigger module and vibration module of pedestal platform.Wherein, vibration module is for fixing measured controller and its trigger device, and simulate vibration environment in vehicle operation;Press trigger module is used to simulate high-frequency press to trigger device, and can cover remote wireless signal and two kinds of trigger modes of physical button in vehicle;Through the controlled environment formed by integrating press, vibration function and combining sealing cavity, real working condition can be reproduced synchronously, effectively overcome the defects that only test single trigger mode and ignore environmental stress in prior art, so as to more real, comprehensive durability and service life of central lock controller under composite stress are evaluated.

Description

Technical Field

[0001] This application relates to the field of electrical testing technology, specifically to the field of a life testing system for automotive central locking controllers. Background Technology

[0002] Automotive central locking systems typically employ a dual triggering mechanism: first, an coded radio frequency signal is transmitted via the remote key, received by the vehicle's antenna, and decoded by the electronic control unit (ECU) to drive the actuator; second, a voltage signal is sent directly to the ECU via a physical button inside the vehicle, connected by a hardwired connection. As the core control unit, the ECU must reliably respond to tens of thousands of operations throughout the vehicle's lifespan, regardless of whether the command originates wirelessly or via a wired path. Each operation involves signal reception, logic judgment, and power drive; long-term accumulation can easily lead to relay contact wear, solder joint fatigue, or component aging. Therefore, high-cycle life verification must be performed during the production stage.

[0003] Current testing primarily focuses on remote control scenarios, employing automated devices to repeatedly press the remote control at 3-5 second intervals. However, such methods only cover a single input mode and are typically conducted under normal temperature and static conditions, completely ignoring the complex environmental stresses unavoidable in actual use. In fact, in-vehicle physical buttons and their connecting circuits also endure high-frequency operation and are constantly exposed to vibrations transmitted from the engine and road surface, as well as temperature / humidity changes within the vehicle's service environment.

[0004] These environmental factors can have a coupling effect with electrical operating conditions: vibration may exacerbate loose connections or cracked solder joints, while high temperature and humidity may reduce insulation performance, accelerate corrosion, and cause signal misinterpretation. Existing tests neither cover wired triggering paths nor can they simultaneously reproduce the real-world operating conditions of "remote control + button" dual-mode input coupled with the multi-physical field coupling of "electricity-heat-humidity-vibration," leading to evaluation results that deviate significantly from reality and making it difficult to accurately define the controller's durability limits.

[0005] Therefore, there is an urgent need for a comprehensive life test system that can simultaneously simulate high-frequency remote control and in-vehicle button triggering, and superimpose typical environmental stresses (vibration, temperature, humidity) to realistically and comprehensively evaluate the actual service life of the central locking controller. Summary of the Invention

[0006] This application proposes a life testing system for automotive central locking controllers to address the problem that existing testing methods only cover a single triggering mode and cannot simulate real-world composite environmental stresses.

[0007] To achieve the above objectives, the present application adopts the following technical solution: This application proposes a life testing system for automotive central locking controllers, including a base platform and a sealed cavity covering the base platform. The base platform is provided with a press trigger module and a vibration module. The vibration module is used to fix the central locking controller and its triggering device under test, and to simulate the vibration environment during vehicle operation; the press triggering module is used to perform high-frequency simulated pressing on the triggering device.

[0008] Thus, by integrating a press-triggered module and a vibration module on the base platform, and forming a controlled testing environment with a sealed cavity, the triggering operation and the reproduction of real vibration stress during vehicle operation can be performed simultaneously. Compared to existing methods that only test remote triggering and ignore environmental coupling effects, this system effectively covers the aging mechanism of wired triggering paths and verifies the reliability of the controller under dynamic mechanical loads, significantly improving the authenticity and comprehensiveness of life assessment.

[0009] In some possible implementations, the triggering device is configured to simulate a wireless trigger signal emitted by a remote key or a pressing operation signal of a physical button inside the vehicle.

[0010] In some possible implementations, the press trigger module includes a control panel, a sliding module disposed inside the control panel, and an electromagnetic trigger actuator fixed on the sliding module, wherein the front end of the electromagnetic trigger actuator is provided with a press contact.

[0011] In some possible implementations, the press trigger module further includes a linear slide rail that cooperates with the sliding module to guide the movement of the sliding module, and a sliding adjustment knob located on the outside of the control panel to adjust the movement of the sliding module.

[0012] In some possible implementations, the press trigger module further includes a lifting guide column disposed on the upper end of the sliding module, and the electromagnetic trigger actuator is disposed between the lifting guide columns; it also includes a lifting adjustment knob threadedly connected to the electromagnetic trigger actuator for adjusting its lifting position.

[0013] In some possible implementations, the press trigger module further includes a travel trigger switch disposed on the outside of the control panel, a drive motor, and a drive cross arm disposed on the drive shaft of the drive motor, wherein the travel trigger switch and the drive cross arm are respectively provided with magnetic coupling contact pairs. In some possible implementations, the vibration module includes a support rib and a limit clamping frame disposed on its upper end for fixing the central locking controller under test and its triggering device. The support rib and the limit clamping frame are connected by a floating connecting rod. The lower end of the limit clamping frame is provided with a pre-tightening balance spring and a vibrator.

[0014] In some possible implementations, the lower front end of the limiting clamp is further provided with a stop plate, and an axial limiting plate and an axial guide rod are provided between the back of the limiting clamp and the stop plate. A return spring is sleeved between the axial limiting plate and the stop plate on the axial guide rod.

[0015] In some possible implementations, a longitudinal clamping plate is provided between the upper end and the lower section of the limiting clamping frame, and the upper end of the limiting clamping frame is provided with a clamping adjustment knob for adjusting the height of the longitudinal clamping plate.

[0016] In some possible implementations, the base platform is provided with slide rail grooves on both sides, the sealing cavity is provided with a quick-release panel, the sealing cavity is configured to slide through the slide rail grooves and cover the base platform, and the quick-release panel is connected and fitted with the control panel vertically. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the logic framework of a life testing system for automotive central locking controllers; Figure 2 This is an overall schematic diagram of a car central locking controller life testing system; Figure 3 This is a schematic diagram of the press-triggered module; Figure 4 yes Figure 3 Enlarged view of a portion of point A in the middle; Figure 5 This is a schematic diagram of the vibration module; Figure 6 This is the rear view of the vibration module. Detailed Implementation

[0018] The following examples further illustrate the features of this application and other related features in detail, so as to facilitate understanding by those skilled in the art: It should be noted that the terms “front,” “back,” “left,” “right,” “up,” and “down” used in the following description refer to the directions in the attached diagrams, while the terms “bottom surface,” “top surface,” “inner,” and “outer” refer to the directions toward or away from the geometric center of a specific component, respectively.

[0019] Furthermore, unless otherwise expressly specified and limited, 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 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 case based on the specific circumstances.

[0020] In existing practices for life verification of automotive central locking controllers, testing devices typically only involve repeated pressing of the remote key trigger path. For example, a robotic arm presses buttons on a real remote control at a fixed frequency, indirectly sending wireless signals to the controller under test. However, this testing method has significant limitations: firstly, it completely ignores the high-frequency wired triggering channel of the physical buttons inside the vehicle; secondly, the testing process is often conducted in a static, room-temperature, vibration-free laboratory environment, which cannot reflect the complex stress state that the controller experiences during actual vehicle operation.

[0021] In fact, during the vehicle's service life, the central locking controller not only needs to respond to radio frequency commands from the remote key, but also needs to process hard-wired level signals generated by physical buttons on the inside of the doors or in the driver's cabin. These operations occur frequently and are compounded by environmental factors such as engine vibration, road bumps, temperature cycles, and humidity changes over a long period of time, which can easily lead to failure modes such as relay contact adhesion, solder joint micro-cracks, PCB copper foil fatigue, or signal false triggering. Relying solely on static testing of a single input path will severely underestimate the aging rate of the controller under real-world operating conditions, resulting in distorted product durability assessments.

[0022] Please refer to Figure 1 and Figure 2 To address the aforementioned issues, this application provides a life testing system for automotive central locking controllers capable of synchronously simulating dual-mode trigger signals and reproducing multi-physics coupling environments. The system primarily comprises a base platform 10, a sealed cavity 20 covering it, a press trigger module 1, and a vibration module 2 mounted on the base platform 10.

[0023] The base platform 10 serves as the supporting foundation for the entire testing system. Its bottom is equipped with adjustable feet 101 to adjust the overall level to adapt to different experimental surfaces. Slide rail grooves 102 are longitudinally formed on both sides of the base platform 10, facilitating the installation and removal of the sealing cavity 20. The sealing cavity 20 is made of transparent, weather-resistant material and has a quick-release panel 201 at its front end. This quick-release panel 201 connects vertically with the control panel 11 of the press-triggered module 1, ensuring both the airtightness of the testing environment and allowing operators to easily observe the internal state and change samples. The sealing cavity 20 can slide along the base platform 10 via the slide rail grooves 102, enabling rapid covering or opening, significantly improving testing efficiency.

[0024] It should be noted that the press trigger module 1 is used to perform high-frequency simulated press operations on the trigger device of the central locking controller under test. The "trigger device" mentioned here is configured to simulate the wireless trigger signal emitted by a remote key or the press operation signal of a physical button inside the vehicle. That is, the system can flexibly switch test modes according to the actual interface form of the object under test. When the controller under test is connected to a physical button via a hard wire, the press trigger module 1 directly applies mechanical pressure to the button body or interface terminal; when the controller under test relies on a wireless signal trigger, the system can integrate a radio frequency signal generator (not shown in the figure, but can be built-in or external) to actively transmit coded radio frequency signals to simulate the triggering behavior of a real remote key, thereby achieving full coverage verification of the two mainstream triggering paths.

[0025] Further, please refer to Figure 3 and Figure 4 The press trigger module 1 includes a control panel 11, a sliding module 12, an electromagnetic trigger actuator 13, and a pressing contact 14. The sliding module 12 is located inside the control panel 11, positioned on the upper end of the base platform 10, and is smoothly guided by a linear slide rail 121. A sliding adjustment knob 122 is located on the outside of the control panel 11; rotating this knob precisely adjusts the horizontal position of the sliding module 12 to accommodate controllers of different sizes or installation positions. A lifting guide column 131 is located at the upper end of the sliding module 12. The electromagnetic trigger actuator 13 is installed between two lifting guide columns 131, and a pressing contact 14 is fixed to its front end for direct contact and pressing of the physical button. To adjust the vertical height of the pressing contact 14, the system also includes a lifting adjustment knob 132. The lifting adjustment knob 132 is threadedly connected to the electromagnetic trigger actuator 13, forming a screw-nut type lifting adjustment mechanism. Rotation allows for fine-tuning of its lifting position, ensuring the pressing force point is precisely aligned with the button center.

[0026] Furthermore, the press trigger module 1 also includes a drive motor 135, a drive cross arm 134, a travel trigger switch 133, and a pair of magnetic coupling contacts 1301. The drive motor 135 is fixed to the outside of the control panel 11, and the drive cross arm 134 is mounted on its drive shaft; the travel trigger switch 133 is located on the outside of the control panel 11 and is used to set the pressing frequency. The drive cross arm 134 and the travel trigger switch 133 are respectively provided with a pair of magnetic coupling contacts 1301. When the drive cross arm 134 rotates to the corresponding angle of the travel trigger switch 133, the magnetic coupling contacts 1301 close, triggering the control system to complete one pressing cycle. Furthermore, the system is also equipped with a frequency adjustment knob 136 for setting the operating frequency of the drive motor 135, thereby controlling the action rhythm of the pressing contact 14, with a typical frequency range of 0.2–0.33 Hz (corresponding to 3–5 seconds / time).

[0027] Please refer to Figure 5 and Figure 6 The vibration module 2 is used to fix the central locking controller and its triggering device under test, and to simulate the vibration environment during vehicle operation. The vibration module 2 includes a support rib 21, a limiting clamping frame 22, a floating connecting rod 23, a pre-tensioned balance spring 26, and a vibrator 27. The support rib 21 is fixed to the base platform 10; the limiting clamping frame 22 is located on the upper end of the support rib 21, used to support and clamp the controller under test, and its rigidity is enhanced by the rear support plate 28 to prevent plastic deformation of the limiting clamping frame 22 under long-term vibration and pressing loads. The limiting clamping frame 22 is a U-shaped opening structure with its opening facing the pressing triggering module 1. The limiting clamping frame 22 and the support rib 21 are connected by the floating connecting rod 23 to form a flexible support structure, allowing vibration energy to be effectively transferred to the tested component.

[0028] To improve clamping stability and adaptability, a longitudinal clamping plate 25 is provided between the upper and lower sections of the limiting clamping frame 22. Its height can be adjusted by the clamping adjustment knob 251 to accommodate controller housings of different thicknesses. A stop plate 221 is provided at the front end of the lower plane of the limiting clamping frame 22. An axial limiting plate 24 and an axial guide rod 241 are installed between the back of the limiting clamping frame 222 and the stop plate 221. A return spring 242 is sleeved on the axial guide rod 241 between the stop plate 221 and the axial limiting plate 24.

[0029] The exciter 27 is mounted on the lower end of the limiting clamp 22 and can generate vibration excitation with specific frequency and amplitude based on the actual vehicle road spectrum data. Typical working conditions include a combination of low-frequency large amplitude (simulating rough road surface) and high-frequency small amplitude (simulating engine idling vibration). The pre-tightened balance spring 26 is used to counteract the static displacement caused by the weight of the exciter 27 and ensure the symmetry of the vibration waveform.

[0030] During testing, the controller's output response is monitored in real time. If the controller fails to complete the locking or unlocking action normally multiple times (e.g., more than 3 times), the drive current fluctuates abnormally beyond the preset threshold, or the response timing deviates significantly, it is considered a functional failure. The controller passes the life test if it reaches the preset number of operation cycles without the above failure scenarios. This standard is based on quantifiable electrical parameters and operational reliability to ensure that the evaluation results are objective and repeatable.

[0031] Through the above-described structural integration, the automotive central locking controller life testing system of this application achieves comprehensive testing capabilities with dual-mode triggering. The press trigger module 1 can simulate physical button presses or remote control signal transmission at high frequency, while the vibration module 2 synchronously applies the vibration spectrum of a real vehicle. The sealed cavity 20, in conjunction with an external temperature and humidity control system (such as a built-in heating film, humidifier, or external environmental chamber), creates accelerated aging conditions such as high temperature and high humidity. This allows the tested central locking controller to complete tens of thousands of operating cycles under composite stress close to its actual service condition, thereby truly exposing potential failure mechanisms. The temperature stress can be adjusted through the temperature control system of the experimental environment, for example, by placing the entire unit in a high and low temperature humidity test chamber, or by integrating a heating / cooling module inside the sealed cavity 20, to achieve precise control of the test temperature.

[0032] As stated above, this case protects a life testing system for automotive central locking controllers, and all technical solutions that are the same as or similar to this case should be considered to fall within the scope of protection of this case.

Claims

1. A life testing system for automotive central locking controllers, characterized in that, It includes a base platform (10) and a sealed cavity (20) covering the base platform (10). The base platform (10) is provided with a press trigger module (1) and a vibration module (2). The vibration module (2) is used to fix the central locking controller under test and its triggering device, and to simulate the vibration environment during vehicle operation; the pressing triggering module (1) is used to perform high-frequency simulated pressing on the triggering device.

2. The automotive central locking controller life testing system as described in claim 1, characterized in that, The triggering device is configured to simulate a wireless trigger signal emitted by a remote key or a pressing operation signal of a physical button inside the vehicle.

3. The automotive central locking controller life testing system as described in claim 1, characterized in that, The press trigger module (1) includes a control panel (11), a sliding module (12) disposed inside the control panel (11), and an electromagnetic trigger actuator (13) fixed on the sliding module (12). The front end of the electromagnetic trigger actuator (13) is provided with a press contact (14).

4. The automotive central locking controller life testing system as described in claim 3, characterized in that, The press trigger module (1) also includes a linear slide rail (121) that cooperates with the sliding module (12) to guide the movement of the sliding module (12), and a sliding adjustment knob (122) located outside the control panel (11) to adjust the movement of the sliding module (12).

5. The automotive central locking controller life testing system as described in claim 3, characterized in that, The press trigger module (1) also includes a lifting guide column (131) disposed on the upper end of the sliding module (12), and the electromagnetic trigger actuator (13) is disposed between the lifting guide column (131); it also includes a lifting adjustment knob (132) threadedly connected to the electromagnetic trigger actuator (13) for adjusting its lifting position.

6. The automotive central locking controller life testing system as described in claim 3, characterized in that, The press trigger module (1) also includes a travel trigger switch (133), a drive motor (135), and a drive cross arm (134) disposed on the drive shaft of the drive motor (135) located outside the control panel (11). The travel trigger switch (133) and the drive cross arm (134) are respectively provided with magnetic coupling contact pairs (1301).

7. The automotive central locking controller life testing system as described in claim 1, characterized in that, The vibration module (2) includes a support rib (21) and a limit clamp (22) set on its upper end for fixing the central locking controller and its triggering device under test. The support rib (21) and the limit clamp (22) are connected by a floating connecting rod (23). The lower end of the limit clamp (22) is provided with a pre-tightening balance spring (26) and an exciter (27).

8. The automotive central locking controller life testing system as described in claim 7, characterized in that, The lower front end of the limiting clamp (22) is also provided with a stop plate (221). An axial limiting plate (24) and an axial guide rod (241) are provided between the back of the limiting clamp (22) and the stop plate (221). A return spring (242) is sleeved between the axial limiting plate (24) and the stop plate (221) on the axial guide rod (241).

9. The automotive central locking controller life testing system as described in claim 7, characterized in that, A longitudinal clamping plate (25) is provided between the upper end and the lower section of the limiting clamping frame (22), and a clamping adjustment knob (251) for adjusting the height of the longitudinal clamping plate (25) is provided at the upper end of the limiting clamping frame (22).

10. The automotive central locking controller life testing system as described in claim 1, characterized in that, The base platform (10) is provided with slide rail grooves (102) on both sides, and the sealing cavity (20) is provided with a quick-release panel (201). The sealing cavity (20) is configured to slide through the slide rail grooves (102) and cover the base platform (10), and the quick-release panel (201) is connected and cooperated with the control panel (11) vertically.

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