Testing system and testing device of steering system

Abstract

The utility model provides a testing system and a testing device for a steering system, and relates to the technical field of vehicle testing, and the testing system comprises a control module, a communication module and a switch module. The communication module is connected with the control module and the steering system; the controlled end of the switch module is connected with the communication module, the first end of the switch module is connected with output voltage, and the second end of the switch module is connected with the steering system; in a power-on test state, the switch module is controlled to be intermittently switched on along a first switching period, so that the steering system is intermittently powered on and off; and in the power-off test state, the switch module is controlled to be intermittently switched on along a second switching period, so that the steering system is intermittently powered on and off. According to the testing system, high-precision testing of the steering system is achieved through automatic testing, testing errors caused by manual testing are reduced, manual operation time and labor cost are saved, testing time is saved, testing efficiency is improved, and the testing system is suitable for function testing of more testing scenes.

Description

Technical Field

[0001] This application relates to the field of vehicle testing technology, and more specifically, to a testing system and testing apparatus for a steering system. Background Technology

[0002] The power-on and power-off functions of the vehicle steering system are an important technology in the vehicle's electronic control system. Therefore, it is necessary to verify whether the steering system's functions during power-on and power-off processes meet the design requirements.

[0003] In related technologies, power-on and power-off operations are usually performed manually (e.g., by manually operating a key). At the same time, it is also necessary to manually compare the consistency between the actual output value and the expected value during the test, resulting in low test efficiency and accuracy. Utility Model Content

[0004] To address the aforementioned issues, this application provides a testing system and apparatus for a steering system, aiming to resolve the problems of low testing efficiency and accuracy when manually testing the power-on and power-off of a steering system in related technologies.

[0005] In a first aspect, this application provides a testing system for a steering system, including a control module, a communication module, and a switch module; the communication module is connected to the control module and the steering system; the controlled terminal of the switch module is connected to the communication module, the first terminal of the switch module is connected to an output voltage, and the second terminal of the switch module is connected to the steering system; wherein, the testing system includes a power-on test state and a power-off test state; in the power-on test state, the control module controls the switch module to intermittently conduct along a first switching cycle via the communication module, so as to intermittently power on and off the steering system; in the power-off test state, the control module controls the switch module to intermittently conduct along a second switching cycle via the communication module, so as to intermittently power on and off the steering system.

[0006] In the aforementioned technical solution, this application simulates the power-on and power-off process of a real vehicle by incorporating an automated testing environment (i.e., the control module automatically issues corresponding test commands, and the communication module controls the switch module to intermittently conduct according to a set switching cycle based on the test commands). Simultaneously, the control module collects system status data in real time and performs data analysis to automatically verify whether the steering system's functionality meets design requirements during power-on and power-off processes. Automated testing achieves high-precision testing of the steering system, reducing testing errors associated with manual testing and improving the consistency and reliability of test results. Furthermore, compared to manual testing in related technologies, automated testing saves time and manpower costs associated with manual operation, allows for rapid execution of repetitive testing tasks, significantly reduces testing time, and offers higher testing efficiency. Automated testing is applicable to functional testing in a wider range of testing scenarios.

[0007] In conjunction with the first aspect, in some possible implementations, the first switching cycle includes at least one first closing phase and at least one first opening phase; the duration of the first closing phase is T1 seconds, and the duration of the first opening phase is T2 milliseconds.

[0008] In the above technical solution, when the switch module is intermittently turned on based on the first switching cycle, the duration of one of the first opening stages is kept at the millisecond level to achieve rapid power-on of the steering system. This enables the test system provided in this application to achieve rapid power-on testing, expands the test range, and enriches the test scenarios.

[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the second switching cycle includes at least one second closing phase and at least one second opening phase; the duration of the second closing phase is T3 milliseconds, and the duration of the second opening phase is T4 seconds.

[0010] In the above technical solution, when the switch module is intermittently turned on based on the second switching cycle, the duration of one of the second off phases is kept at the millisecond level to achieve rapid power-down of the steering system. This enables the test system provided in this application to achieve rapid power-down testing, expands the test range, and enriches the test scenarios.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the test system also includes a power-on / off test state. In the power-on / off test state, the control module controls the switch module to be intermittently turned on along the third switch cycle via the communication module, so as to intermittently power on and off the steering system.

[0012] In the above technical solution, the control module sends power-on / off test commands to the communication module. Based on these commands, the communication module controls the switch module to intermittently conduct along the third switching cycle, causing the steering system to intermittently power on and off to simulate abnormal conditions such as power fluctuations, short circuits, and open circuits. The control module also collects and analyzes system status data in real time to verify the robustness of the steering system under extreme conditions, thereby achieving automated testing of the power-on / off test states, expanding the testing scope, and enriching the testing scenarios.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the third switching cycle includes at least one third closing phase and at least one third opening phase; the duration of the third closing phase is T5 milliseconds, and the duration of the third opening phase is T6 milliseconds.

[0014] In the above technical solution, when the switch module is intermittently turned on based on the third switching cycle, the duration of one of the third closing phases and the third opening phase is kept at the millisecond level to achieve rapid power-down and rapid power-on of the steering system. The steps are then repeated multiple times to simulate abnormal conditions such as power fluctuations, short circuits, and open circuits. This allows the test system provided in this application to verify the robustness of the steering system under extreme working conditions, expand the test range, and enrich the test scenarios.

[0015] Combining the first aspect and the above implementation methods, in some possible implementations, the communication module uses the Controller Area Network Protocol for data transmission.

[0016] In the above technical solution, CAN communication has a strong resistance to electromagnetic interference, which improves the reliability of data transmission and reception by the communication module, thereby improving the overall reliability and stability of the test system.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the communication module includes a first communication unit and a second communication unit; the first communication unit is connected to the control module and the steering system; the second communication unit is connected to the controlled end of the control module and the switch module.

[0018] In the above technical solution, the communication module can receive system status data of the steering system in real time via the first communication unit, and can receive test commands from the control module in real time via the second communication unit. This achieves reliable communication between the communication module, the control module, the switch module, and the steering system, thereby ensuring the overall communication and testing reliability of the test system.

[0019] Combining the first aspect and the above implementation methods, in some possible implementation methods, the switch module is a relay; the controlled end of the relay is connected to the second communication unit, the first end of the relay is connected to the output voltage, and the second end of the relay is connected to the steering system.

[0020] In the above technical solution, the relay has good isolation performance, which can effectively isolate the control signal from the controlled circuit, thereby improving the overall safety and reliability of the system. Secondly, the relay uses mechanical contacts for switching operation, which has high reliability and durability, and the mechanical contact structure is simple, making it easy to repair and replace in case of failure.

[0021] Secondly, embodiments of this application also provide a testing apparatus, including a steering system and the testing system described in any optional manner of the first aspect, wherein the testing system is connected to the steering system.

[0022] In conjunction with the second aspect and the above-described implementation methods, in some possible implementation methods, the testing device further includes a first DC power supply and a second DC power supply; the first DC power supply is connected to the steering system; and the second DC power supply is connected to the testing system. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the module structure of a testing device provided in an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of the module structure of another testing device provided in an embodiment of this application;

[0025] Figure 3 This is a schematic diagram of a first switching cycle provided in an embodiment of this application;

[0026] Figure 4 This is a schematic diagram of a second switching cycle provided in an embodiment of this application;

[0027] Figure 5 This is a schematic diagram of a third switching cycle provided in an embodiment of this application;

[0028] Figure 6 This is a schematic diagram of the circuit structure of a testing device provided in an embodiment of this application.

[0029] The following are the labeling elements in the figure:

[0030] 1. Testing device; 11. Steering system; 12. Testing system; 121. Control module; 1211. Test management tool; 122. Communication module; 123. Switch module;

[0031] DC1, First DC power supply; DC2, Second DC power supply; IG, Ignition switch; OFF, Off state; ON, On state; CAN1, First communication unit; CAN2, Second communication unit. Detailed Implementation

[0032] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text 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, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0033] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0034] The power-on and power-off functionality of a vehicle steering system is a crucial technology in vehicle electronic control systems, typically requiring coordinated control at both the application and underlying layers. To verify the steering system's functionality and performance during power-on and power-off processes, power-on and power-off tests are usually performed. Common power-on and power-off testing methods include normal power-on testing, normal power-off testing, and abnormal condition testing. Normal power-on testing simulates the vehicle startup process to verify the steering system's power-on initialization function and its ability to quickly respond to user input during power-on. Normal power-off testing simulates the vehicle shutdown process to verify the steering system's power-off protection function before power-off and to verify a smooth transition during power-off to prevent functional failures. Abnormal condition testing simulates power fluctuations, short circuits, open circuits, and other abnormal conditions to verify the steering system's robustness under extreme conditions. During power-on and power-off testing, by collecting system status data (such as system operating current, controller status, communication signals, and fault codes) and performing data analysis, it is possible to verify whether the steering system's functionality during power-on and power-off processes meets design requirements.

[0035] The power-on / off testing system in related technologies mainly consists of a test bench, testing equipment, and test management tools. The test bench includes the mechanical structure of the steering system and sensors for acquiring steering wheel angle and torque. The testing equipment includes power modules, signal acquisition modules, and communication modules. The test management tools are mainly used to control the testing process, record test data, and analyze results. However, most power-on / off tests in related technologies are conducted manually. For example, it usually requires manual operation of the key to ignite the vehicle, thus performing power-on and power-off operations. Simultaneously, it is necessary to manually compare the consistency between the actual output values ​​and the expected values ​​during the test. When the number of test signals is large, manual observation and comparison are prone to errors, time-consuming and labor-intensive, with low testing efficiency and accuracy, and low reusability of the solution. Furthermore, the manual testing process can only achieve normal power-on and power-off scenarios (power-on / off speed maintained at the second level), making the test scenario relatively limited and unable to test scenarios such as rapid power-on, rapid power-off, and rapid power-on / off (power-on / off speed maintained at the millisecond level).

[0036] Therefore, this application provides a testing system and testing apparatus for a steering system. The testing system is equipped with an automated testing environment and achieves high-precision testing of the steering system through automated testing, reducing testing errors caused by manual testing and improving the consistency and reliability of test results. It also saves time and labor costs associated with manual operation, significantly reducing testing time and improving testing efficiency, and is applicable to functional testing in a wider range of testing scenarios.

[0037] The following description, in conjunction with the accompanying drawings, provides an exemplary description of the test system and test apparatus for the steering system provided in the embodiments of this application.

[0038] This application provides a testing device, such as... Figure 1 As shown, the testing device 1 includes a steering system 11 and a testing system 12, with the testing system 12 connected to the steering system 11. The steering system 11 is primarily used in vehicles, and its main function is to control the vehicle's direction of travel according to the operator's wishes, enabling it to travel in a straight line or turn. Furthermore, through the steering system 11, the operator can overcome lateral road forces, allowing the vehicle's wheels to steer automatically, thereby restoring the vehicle's original direction of travel and ensuring driving safety and maneuverability.

[0039] The test system 12 is used to perform power-on and power-off tests on the steering system 11 to verify the functionality and performance of the steering system 11 during power-on and power-off processes, thereby ensuring the reliability of the steering system 11. The test system 12 can perform power-on tests, power-off tests, and power-on / power-off tests on the steering system 11. The power-on test verifies the steering system 11's power-on initialization function and detects whether the system can quickly respond to user operations during the power-on process. The power-off test verifies whether the system can smoothly transition during the power-off process to avoid functional failures. The power-on and power-off tests simulate abnormal conditions such as power fluctuations, short circuits, and open circuits to verify the robustness of the steering system under extreme operating conditions.

[0040] In order to enable the test system 12 provided in this application to perform automated testing of the steering system 11, in one example, such as Figure 2 As shown, the test system 12 includes a control module 121, a communication module 122, and a switch module 123. The communication module 122 is connected to the control module 121 and the steering system 11. The controlled terminal of the switch module 123 is connected to the communication module 122, the first terminal of the switch module 123 is connected to the output voltage, and the second terminal of the switch module 123 is connected to the steering system 11.

[0041] The control module 121 controls the switching module 123 via the communication module 122 to control the power-on and power-off of the steering system 11. For example, the test system 12 includes a power-on test state and a power-off test state. In the power-on test state, the control module 121 sends a power-on test command to the communication module 122. Based on this power-on test command, the communication module 122 controls the switching module 123 to intermittently conduct along a first switching cycle, so that the steering system 11 is intermittently powered on and off. The control module 121 also collects system status data in real time (such as the operating current of the steering system 11, controller status, communication signals, and fault codes) and performs data analysis to verify whether the function of the steering system 11 during the power-on process meets the design requirements.

[0042] During the power-down test, the control module 121 sends a power-down test command to the communication module 122. Based on this command, the communication module 122 controls the switch module 123 to intermittently conduct along the second switching cycle, thereby intermittently powering on and off the steering system 11. The control module 121 also collects system status data (such as the operating current of the steering system 11, controller status, communication signals, and fault codes) and performs data analysis in real time to verify whether the steering system 11's functionality during the power-down process meets the design requirements.

[0043] When power-on and power-off tests of the steering system 11 are required, the control module 121 sends corresponding test commands to the communication module 122. The communication module 122 then controls the switch module 123 to intermittently conduct according to a set switching cycle, causing the steering system 11 to intermittently power on and off. The control module 121 then collects system status data in real time during the test and performs data analysis to verify whether the steering system 11's functions during power-on and power-off meet design requirements. This allows the test system 12 to perform functional tests on the steering system 11. Thus, this application simulates the power-on and power-off process of a real vehicle by using an automated test environment (i.e., the control module 121 automatically sends corresponding test commands, and the communication module 122 controls the switch module 123 to intermittently conduct according to a set switching cycle). Simultaneously, the control module 121 collects system status data in real time and performs data analysis to automatically verify whether the steering system 11's functions during power-on and power-off meet design requirements. Automated testing enabled high-precision testing of the steering system 11, reducing testing errors compared to manual testing and improving the consistency and reliability of test results. Furthermore, compared to manual testing in related technologies, automated testing saves time and manpower, allows for the rapid execution of repetitive testing tasks, significantly reducing testing time and increasing efficiency. Automated testing is also applicable to functional testing in a wider range of scenarios.

[0044] In one example, such as Figure 2 As shown, the test device 1 includes a first DC power supply DC1, and the steering system 11 includes an ignition switch (IG). The first DC power supply DC1 is connected to the steering system 11. Specifically, the positive and negative terminals of the first DC power supply DC1 are connected to the steering system 11, and the positive and negative terminals of the steering system 11 are connected to the positive and negative terminals of the first DC power supply DC1, respectively, to simulate the power supply system of the vehicle. The positive terminal of the first DC power supply DC1 is also connected to the first terminal of the switch module 123 to output an output voltage to the switch module 123.

[0045] In this example, when simulating the power-on operation of the steering system 11, the ignition switch IG needs to be connected to the first DC power supply DC1, and the switch module 123 needs to be in the ON state. When simulating the power-off operation of the steering system 11, the ignition switch IG is not connected to the first DC power supply DC1, and the switch module 123 needs to be in the OFF state. Thus, by controlling the on / off state and duration of the switch module 123, the power-on or power-off operation of the steering system 11 can be simulated, resulting in simple control and high precision.

[0046] It is worth noting that the first switching cycle and the second switching cycle in this application are cycles under different test states; therefore, the first switching cycle and the second switching cycle are different switching cycles. The test system 12 provided in this application can not only perform normal power-on and power-off tests of the steering system 11 at the second level, but also perform rapid power-on and rapid power-off tests of the steering system 11 at the millisecond level.

[0047] To enable the test system 12 provided in this application to perform rapid power-on testing at the millisecond level, in one example, such as Figure 3 As shown, the first switching cycle includes at least one first closing phase and at least one first opening phase, the duration of the first closing phase is T1 seconds, and the duration of the first opening phase is T2 milliseconds.

[0048] Wherein, T1 seconds is a preset value, and T2 milliseconds is a value dynamically determined according to the test conditions. The first closing stage is when the switch module 123 is turned off and the ignition switch IG is in the OFF state. The first opening stage is when the switch module 123 is turned on and the ignition switch IG is in the ON state.

[0049] For example, assume T1 is 2 seconds and T2 is 5 milliseconds. It is worth noting that, as... Figure 3As shown, the first switching cycle is a periodic signal consisting of off-on-off-on, etc. Correspondingly, it is assumed that the duration of each of the opening phases other than the first opening phase is 3 seconds. When a rapid power-on test is required, the control module 121 sends a corresponding rapid power-on test command to the communication module 122. Based on the test command, the communication module 122 controls the switch module 123 to be intermittently turned on along the first switching cycle. Specifically, the ignition switch IG is first set to the off state (Off) for 2 seconds, then the ignition switch IG is set to the on state (ON) for 5 ms, then the ignition switch IG is set to the off state (Off) for 2 seconds, and then the ignition switch IG is set to the on state (ON) for 3 seconds. The power-on and power-off states of the steering system 11 are then checked to see if they meet the expectations. The illustration only shows an example where the first switching cycle includes one first opening phase. The first switching cycle can also include multiple first opening phases to achieve multiple tests of rapid power-on. This application does not impose specific limitations on this.

[0050] Thus, when the switch module 123 is intermittently turned on based on the first switching cycle, the duration of one of the first turn-on phases is kept at the millisecond level to achieve rapid power-on of the steering system 11, enabling the test system 12 provided in this application to achieve rapid power-on testing, expanding the test range and enriching the test scenarios.

[0051] Optionally, the duration T2 milliseconds of the first power-on phase in the fast power-on process is the To Be Determined (TBD) time. The TBD time can be selected sequentially as 5ms, 10ms, 30ms, 50ms, 100ms, 200ms, 500ms, 1000ms, 2000ms, 5000ms, etc. The specific time can be dynamically determined according to the test conditions. This application does not impose specific restrictions on this.

[0052] In one example, such as Figure 4 As shown, the second switching cycle includes at least one second off phase and at least one second on phase, the duration of the second off phase is T3 milliseconds, and the duration of the second on phase is T4 seconds.

[0053] Among them, T3 milliseconds is a dynamically determined value based on the test conditions, and T4 seconds is a preset value. The second closing stage is when the switch module 123 is turned off and the ignition switch IG is in the OFF state. The second opening stage is when the switch module 123 is turned on and the ignition switch IG is in the ON state.

[0054] For example, assume T3 is 5ms and T4 is 2s. It's worth noting that, as... Figure 4As shown, the second switching cycle is a periodic signal consisting of off-on-off-on-off, etc. Correspondingly, it is assumed that the duration of the remaining off phases, excluding the second off phase, is 2s and 3s. When a rapid power-down test is required, the control module 121 sends a corresponding rapid power-down test command to the communication module 122. Based on this test command, the communication module 122 controls the switch module 123 to intermittently conduct along the second switching cycle. Specifically, first, the ignition switch IG is set to the off state (Off) for 2s, then the ignition switch IG is set to the on state (ON) for 2s, then the ignition switch IG is set to the off state (Off) (this is the second off phase) for 5ms, then the ignition switch IG is set to the on state (ON) for 2s, and then the ignition switch IG is set to the off state (Off) for 3s. The power-on and power-off states of the steering system 11 are then checked to see if they meet expectations. The illustration only uses a second switching cycle including one second off phase as an example. The second switching cycle can also include multiple second off phases to achieve multiple rapid power-down tests. This application does not impose specific limitations on this.

[0055] Thus, when the switch module 123 is intermittently turned on based on the second switching cycle, the duration of one of the second off phases is kept at the millisecond level to achieve rapid power-down of the steering system 11. This enables the test system 12 provided in this application to achieve rapid power-down testing, expands the test range, and enriches the test scenarios.

[0056] Optionally, the duration T3 milliseconds of the second shutdown phase during rapid power-down is the TBD time. The TBD time can be selected sequentially as 5ms, 10ms, 30ms, 50ms, 100ms, 200ms, 500ms, 1000ms, 2000ms, 5000ms, etc. The specific time can be dynamically determined according to the test conditions. This application does not impose specific restrictions on this.

[0057] To further expand the testing scope and verify the robustness of the steering system 11 under rapid power-on and power-off conditions, in one example, the test system 12 also includes a power-on and power-off test state. In the power-on and power-off test state, the control module 121 controls the switch module 123 to be intermittently turned on along the third switching cycle via the communication module 122, so that the steering system 11 is intermittently powered on and off.

[0058] In this example, the control module 121 sends power-on / off test commands to the communication module 122. Based on these commands, the communication module 122 controls the switch module 123 to intermittently conduct along the third switching cycle, thereby intermittently powering on and off the steering system 11 to simulate abnormal conditions such as power fluctuations, short circuits, and open circuits. The control module 121 also collects and analyzes system status data in real time to verify the robustness of the steering system 11 under extreme conditions, thus achieving automated testing of the power-on / off test status, expanding the testing scope, and enriching the testing scenarios.

[0059] In one example, such as Figure 5 As shown, the third switching cycle includes at least one third closing phase and at least one third opening phase, with the duration of the third closing phase being T5 milliseconds and the duration of the third opening phase being T6 milliseconds.

[0060] T5 milliseconds and T6 milliseconds are both dynamically determined values ​​based on the test conditions. The third shutdown phase is when the switch module 123 is turned off and the ignition switch IG is in the OFF state. The third startup phase is when the switch module 123 is turned on and the ignition switch IG is in the ON state.

[0061] For example, assume T5 is 5ms and T6 is 5ms. It's worth noting that, as... Figure 5 As shown, the third switching cycle is a periodic signal consisting of off-on-off-on-off, etc. Correspondingly, it is assumed that the duration of the remaining off and on phases, excluding the third off phase and the third on phase, can be 2s and 3s, respectively. When a rapid power-on / off test is required, the control module 121 sends a corresponding rapid power-on / off test command to the communication module 122. Based on this test command, the communication module 122 controls the switch module 123 to conduct intermittently along the third switching cycle. Specifically, first, the ignition switch IG is set to the off state Off for 2s, and then the following steps are repeated 10 times: the ignition switch IG is set to the on state ON (this is the third on phase) for 5ms, the ignition switch IG is set to the off state Off (this is the third off phase) for 5ms, then the ignition switch IG is set to the on state ON for 2s, and then the ignition switch IG is set to the off state Off for 3s. The power-on / off status of the steering system 11 is then checked to see if it meets the expectations. The illustration only shows an example where the third switching cycle includes one third on stage and one third off stage. The third switching cycle may also include multiple third on stages and multiple third off stages to achieve multiple tests of rapid power-on and power-off. This application does not impose specific restrictions on this.

[0062] Thus, when the switch module 123 is intermittently turned on based on the third switching cycle, the duration of one of the third off phases and one of the third on phases is kept at the millisecond level to achieve rapid power-down and rapid power-up of the steering system 11. The steps are repeated multiple times to simulate abnormal conditions such as power fluctuations, short circuits, and open circuits. This allows the test system 12 provided in this application to verify the robustness of the steering system 11 under extreme working conditions, expands the test range, and enriches the test scenarios.

[0063] Optionally, the duration T5 of the third closing phase and the duration T6 of the third opening phase are the TBD time. The TBD time can be selected sequentially as 5ms, 10ms, 30ms, 50ms, 100ms, 200ms, 500ms, 1000ms, 2000ms, 5000ms, etc. The specific time can be dynamically determined according to the test conditions. This application does not impose specific restrictions on this.

[0064] In one example, communication module 122 uses the Controller Area Network (CAN) protocol for data transmission. CAN bus typically employs differential signal transmission, which provides strong resistance to electromagnetic interference (EMI), thereby improving the reliability of data transmission and reception by communication module 122, and ultimately enhancing the overall reliability and stability of the test system 12.

[0065] The communication module 122 can adopt a USB-CAN interface. To enable simultaneous signal reception and transmission, it requires at least two CAN channels for communication between the control module 121, the switch module 123, and the steering system 11. In one example, such as... Figure 6 As shown, the communication module 122 includes a first communication unit CAN1 and a second communication unit CAN2. The first communication unit CAN1 is connected to the control module 121 and the steering system 11. The second communication unit CAN2 is connected to the control module 121 and the controlled terminal of the switch module 123.

[0066] In this example, communication module 122 connects to control module 121 and steering system 11 via first communication unit CAN1. That is, communication module 122 can receive system status data of steering system 11 in real time via first communication unit CAN1 and send it to control module 121, enabling control module 121 to collect and analyze system status data in real time to automatically verify whether the function of steering system 11 meets design requirements. Communication module 122 also connects to control module 121 and switch module 123 via second communication unit CAN2. That is, communication module 122 can receive test commands from control module 121 in real time via second communication unit CAN2 and control the on / off state of switch module 123 accordingly to change the status information of steering system 11.

[0067] Thus, the communication module 122 can receive system status data of the steering system 11 in real time via the first communication unit CAN1, and can receive test commands from the control module 121 in real time via the second communication unit CAN2. This enables reliable communication between the communication module 122, the control module 121, the switch module 123, and the steering system 11, thereby ensuring the overall communication and testing reliability of the test system 12.

[0068] For example, such as Figure 6 As shown, both the steering system 11 and the switch module 123 are equipped with high-level signal lines (CANHigh, CANH) and low-level signal lines (CANL, CANH). CANH represents a higher voltage level in differential signal transmission, and CANL represents a lower voltage level. When the communication module 122 uses CAN communication, it employs differential signal transmission, determining the bus status by the voltage difference between CANH and CANL. This differential signal transmission method has strong anti-interference capabilities, effectively improving the communication reliability and stability of the communication module 122.

[0069] In one example, such as Figure 6 As shown, the switch module 123 is a relay. The controlled terminal of the relay is connected to the second communication unit, the first terminal of the relay is connected to the output voltage, and the second terminal of the relay is connected to the steering system. The communication module 122 automatically controls the on / off state of the relay via CAN, thereby controlling the power-on and power-off states of the steering system 11. For example, when the steering system 11 needs to be powered on, the control module 121 controls the relay to turn on via the communication module 122; when the steering system 11 needs to be powered off, the control module 121 controls the relay to turn off via the communication module 122.

[0070] In this example, the relay has good isolation performance, effectively isolating the control signal from the controlled circuit (i.e., the ignition switch IG) to improve the overall safety and reliability of the system. Secondly, the relay uses mechanical contacts for switching operations, offering high reliability and durability. Furthermore, the mechanical contact structure is simple, making it easy to repair and replace in case of failure.

[0071] Optionally, the relay can be a solid-state relay, an optocoupler relay, a reed relay, or other switching devices or circuits capable of performing the above functions. This application does not impose specific restrictions on this.

[0072] In order for the switch module 123 to function properly, in one example, such as Figure 6 As shown, the test device 1 also includes a second DC power supply DC2. The second DC power supply DC2 is connected to the test system 11. Specifically, the second DC power supply DC2 is connected to the switch module 123 to provide power supply voltage to the switch module 123, thereby ensuring the overall operational reliability of the switch module 123 and the test system 12.

[0073] In one example, such as Figure 6 As shown, the control module 121 provided in this application may include a test management tool 1211, which can be installed on a personal computer (PC). The test management tool 1211 can manage test cases for normal power-on, normal power-off, and rapid power-on / off. It can automatically execute test cases according to user requirements and send corresponding control commands to relays according to the operation steps in the test cases. It also compares the collected actual test results with the expected results in the test cases to determine whether the test cases pass or fail.

[0074] Optionally, the test management tool 1211 can be TSMaster. TSMaster relies on the matching hardware TC1014 to communicate with the communication module 122 via CAN to collect power-on / off related signal values ​​in the steering system 11, and simultaneously perform data comparison and analysis to verify whether the function of the steering system 11 meets the design requirements. The test management tool 1211 can also be other test tools capable of performing the above functions, and this application does not impose specific restrictions on them.

[0075] In summary, when power-on and power-off tests are required on the steering system 11, the control module 121 sends corresponding test commands to the communication module 122. The communication module 122 then controls the switch module 123 to intermittently conduct according to a set switching cycle, causing the steering system 11 to intermittently power on and off. The control module 121 then collects system status data in real time during the test and performs data analysis to verify whether the steering system 11's functions during power-on and power-off meet design requirements. This allows the test system 12 to perform functional tests on the steering system 11. Thus, this application simulates the power-on and power-off process of a real vehicle by using an automated test environment (i.e., the control module 121 automatically sends corresponding test commands, and the communication module 122 controls the switch module 123 to intermittently conduct according to a set switching cycle). Simultaneously, the control module 121 collects system status data in real time and performs data analysis to automatically verify whether the steering system 11's functions during power-on and power-off meet design requirements. Automated testing enabled high-precision testing of the steering system 11, reducing testing errors compared to manual testing and improving the consistency and reliability of test results. Furthermore, compared to manual testing in related technologies, automated testing saves time and manpower, allows for the rapid execution of repetitive testing tasks, significantly reducing testing time and increasing efficiency. Automated testing is also applicable to functional testing in a wider range of scenarios.

[0076] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0077] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0078] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A testing system for a steering system, characterized in that, The testing system includes: Control module; A communication module, which is connected to the control module and the steering system; and, A switch module, wherein the controlled terminal of the switch module is connected to the communication module, the first terminal of the switch module is connected to the output voltage, and the second terminal of the switch module is connected to the steering system; The testing system includes a power-on test state and a power-off test state. In the power-on test state, the control module controls the switch module to intermittently conduct along a first switching cycle via the communication module, so that the steering system is intermittently powered on and off. In the power-off test state, the control module controls the switch module to intermittently conduct along a second switching cycle via the communication module, so that the steering system is intermittently powered on and off.

2. The testing system according to claim 1, characterized in that, The first switching cycle includes at least one first closing phase and at least one first opening phase; The duration of the first closing phase is T1 seconds, and the duration of the first opening phase is T2 milliseconds.

3. The testing system according to claim 1, characterized in that, The second switching cycle includes at least one second closing phase and at least one second opening phase; The duration of the second closing phase is T3 milliseconds, and the duration of the second opening phase is T4 seconds.

4. The testing system according to claim 1, characterized in that, The test system also includes a power-on / off test state. In the power-on / off test state, the control module controls the switch module to be intermittently turned on along the third switch cycle via the communication module, so that the steering system is intermittently powered on and off.

5. The testing system according to claim 4, characterized in that, The third switching cycle includes at least one third closing phase and at least one third opening phase; The duration of the third closing phase is T5 milliseconds, and the duration of the third opening phase is T6 milliseconds.

6. The testing system according to any one of claims 1-5, characterized in that, The communication module uses the Controller Area Network Protocol (CAN) for data transmission.

7. The testing system according to claim 6, characterized in that, The communication module includes: A first communication unit, connected to the control module and the steering system; and The second communication unit is connected to the control module and the controlled terminal of the switch module.

8. The testing system according to claim 7, characterized in that, The switching module is a relay; The controlled terminal of the relay is connected to the second communication unit, the first terminal of the relay is connected to the output voltage, and the second terminal of the relay is connected to the steering system.

9. A testing device, characterized in that, include: Steering system; as well as, The test system as described in any one of claims 1-8, wherein the test system is connected to the steering system.

10. The testing apparatus according to claim 9, characterized in that, The testing apparatus also includes: A first DC power supply, connected to the steering system; and A second DC power supply is connected to the test system.

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