An automobile electric control system fault maintenance diagnosis device

Abstract

The utility model discloses a kind of automobile electric control system fault maintenance diagnosis equipment, including equipment main body, first detection wire harness, second detection wire harness and industrial computer, and the signal, power supply and control communication link of being equipped with intercommunication are provided to original car battery management controller, original car wire harness butt joint realizes lossless access by double detection wire harness, by relay module, signal acquisition module and analog signal output module, original car signal transmission can be collected to industrial computer, or switch to analog channel, generated analog signal is transmitted to original car controller;Power supply link is powered by original car power supply by power conversion unit;Control communication link realizes the connection of each module and industrial computer.Industrial computer analyzes signal and displays, supports instruction input. The equipment compact portable, can real-time monitoring and analog signal, accurate positioning fault point, convenient operation, adapt to multiple vehicle types, improve diagnosis efficiency and accuracy.

Description

Technical Field

[0001] This utility model relates to the field of drying oven technology, specifically to a fault repair and diagnosis device for automotive electronic control systems. Background Technology

[0002] With the continuous development of new energy vehicles and the increasing level of automotive electronics, the scenario of diagnosing faults by reading data is becoming increasingly frequent in the automotive repair field. Approximately 80% of repair work is concentrated in a central data system, which highlights the increasing importance of automotive fault diagnosis equipment. Its convenience and ease of use directly affect repair efficiency and business profits. Although various automotive fault diagnosis devices exist on the market, they all exhibit numerous shortcomings in terms of functionality and ease of use.

[0003] In terms of hardware connectivity, traditional diagnostic equipment mostly employs complex connection methods. Some devices require a laptop to connect to the car's CAN bus, necessitating a dedicated workstation for operation. This significantly limits the equipment's usability and increases the difficulty and complexity of operation. For outdoor emergency repairs, technicians must hold the laptop in one hand and type on the keyboard with the other, making operation extremely inconvenient. Furthermore, current diagnostic boxes typically have their own power supply or require external power, resulting in bulky and expensive devices that are not convenient or suitable for long-term use, leading to limited application scenarios and significant restrictions. These diagnostic devices also lack flexibility in power supply. Some devices rely on external power and cannot be used in scenarios without a suitable power interface.

[0004] For complex electronic control systems such as battery management systems commonly found in new energy vehicles, some traditional equipment lacks effective testing methods. For example, it cannot achieve high-precision acquisition and analysis when detecting analog signals such as battery cell voltage and current, as well as PWM pulse signals. In terms of signal processing and fault diagnosis capabilities, most existing equipment has limitations. While many fault diagnostic instruments can read fault codes, they cannot provide in-depth analysis and accurate fault location for complex faults. For instance, when faced with complex circuit faults, it is often difficult to directly detect the fault point. Even if some equipment detects fault phenomena, it cannot accurately determine whether it is a sensor fault, a controller fault, or a circuit fault. Summary of the Invention

[0005] To address the aforementioned issues, this utility model provides a fault repair and diagnosis device for automotive electronic control systems. Based on the core logic of "non-destructive access, signal interaction, and centralized control," the device achieves real-time monitoring, signal simulation, and fault diagnosis of automotive electronic control systems, especially battery management controllers, through precise docking between the device body and the original vehicle system.

[0006] Specifically, this utility model is implemented as follows:

[0007] A fault repair and diagnostic device for automotive electronic control systems, comprising:

[0008] The main body of the equipment is equipped with a first socket and a second socket, which are connected to a signal link, a power supply link and a control communication link that are interconnected.

[0009] The first detection harness has a first plug at one end and a first detection harness plug at the other end. The first plug is used to connect to the first socket, and the first detection harness plug is used to connect to the original vehicle wiring harness socket of the original vehicle battery management controller.

[0010] The second detection harness has a second plug at one end and a second detection harness socket at the other end. The second plug is used to insert into the second socket for connection, and the second detection harness socket is used to insert into and connect with the original vehicle harness.

[0011] The signal link includes a relay module, a signal acquisition module, and an analog signal output module. The original vehicle signal is transmitted through the relay module to the signal acquisition module to acquire the original vehicle signal and then to the industrial control all-in-one computer; or the relay module is controlled to switch to the analog signal channel, disconnecting the original vehicle signal connection, and the generated analog signal is transmitted through the analog signal output module to the original vehicle battery management controller via the relay module.

[0012] The power supply link includes a power conversion and distribution unit, which is connected to the original vehicle power line and supplies power to the industrial control all-in-one computer, relay module, analog signal output module, and signal acquisition module.

[0013] The control communication link includes several communication cables that connect each module to the industrial control all-in-one machine;

[0014] The industrial control all-in-one computer is installed on the main body of the equipment, with the screen exposed outside the main body. The industrial control all-in-one computer is used to analyze the received signal data in real time and can display it intuitively on the screen or input control commands.

[0015] Furthermore, the signal acquisition module includes a voltage and current analog signal acquisition input to RS485 communication module and a PWM flow meter / PWM pulse acquisition to RS485 module; wherein the voltage and current analog signal acquisition input to RS485 communication module includes 20 channels of 0-30V acquisition and 8 channels of ±10V acquisition.

[0016] Furthermore, the analog signal output module includes an RS485 to analog output module and a 485 to PWM pulse output module.

[0017] Furthermore, the relay module includes a 485 communication Modbus normally open and normally closed input / output serial port control electromagnetic relay module and a relay IO module, which are two sets of 32 inputs and 32 outputs -12V - isolated 485 and 16 inputs and 16 outputs -12V - isolated 485.

[0018] Furthermore, the power conversion and distribution unit includes an 8-35 rpm 12V 5A 12V regulator DC-DC converter and a ±15V 20W buck-boost positive and negative output DC-DC module.

[0019] Furthermore, the power conversion and distribution unit also includes a 220V to DC regulated power supply module, with input: AC220V±10% 50Hz; output: DC12V / 10A. The 220V to DC regulated power supply module is connected to a 220V power socket, which is connected to an external power socket or power strip via a power cord. The 220V to DC regulated power supply module also includes a power switching switch. The DC output terminal of the regulated power supply module is connected to the input terminal of the power switching switch. The 12V voltage circuit output from the original vehicle power supply via the voltage regulator is connected to the other input terminal of the power switching switch. The output terminal of the power switching switch is connected to the 12V power supply bus inside the device, enabling external power supply or original vehicle power supply through the power switching switch.

[0020] Furthermore, the main body of the device is equipped with detachable elastic material socket covers above the first socket and the second socket, respectively.

[0021] Furthermore, the main body of the device is a compactly designed box, with the industrial control all-in-one computer mounted on the top of the box with the screen facing upwards.

[0022] Furthermore, the main body of the equipment is a frame, which is divided into at least three tabletops in the vertical direction. The top tabletop is an industrial control computer mounting platform, on which the screen of the industrial control all-in-one computer is mounted facing upwards, and the screen is placed horizontally or at an angle. The second tabletop located below the top tabletop is a tool table, which has an open design on at least two sides for placing tools during operation or for storing the disassembled first and second detection wire harnesses.

[0023] Furthermore, a chassis is installed at the bottom of the main body of the equipment, casters are installed at the four corners of the chassis, and a pusher is installed on the upper part of the main body of the equipment. Several horizontally distributed hanging teeth and inclined platforms are set on the main body of the equipment above the pusher for placing or hanging tools and devices.

[0024] The working principle of this utility model is as follows: This device forms a "three-way" connection with the original vehicle system through dual detection harnesses, constructing a complete signal, power supply, and control link: The first detection harness connects to the main body of the device through a "first plug-first socket," and the other end connects to the wiring harness socket of the original vehicle's battery management controller through a "first detection harness plug"; the second detection harness connects to the main body of the device through a "second plug-second socket," and the other end connects to the original vehicle's wiring harness through a "second detection harness socket." The device internally has three core links: a signal link for transmitting original vehicle signals and analog signals; a power supply link for obtaining power from the original vehicle to power the device and distributing power; and a control communication link for enabling data interaction between modules, ensuring seamless signal, power, and command interaction between the device and the original vehicle system. The signal link is the core of fault diagnosis. A relay module switches between "original vehicle signal acquisition" and "analog signal substitution" to accurately locate faults. Interaction signals between the original vehicle's battery management controller and wiring harness, such as battery cell voltage, current, PWM control signals, and switch status, are transmitted to the device via the detection harness. They first enter the relay module, defaulting to the "original vehicle signal channel." A portion of the signal continues to the original vehicle system to ensure normal operation, while another portion branches into the signal acquisition module. This device can acquire multiple signal types. Analog signals are acquired via an RS485 module (voltage and current analog acquisition) and then converted to digital signals via an AD converter. PWM signals are acquired via a PWM pulse acquisition module (PWM pulse acquisition) and parsed by the RS485 module to obtain frequency and duty cycle. The acquired digital signals are transmitted to an industrial control computer via an RS485 communication cable for real-time data aggregation. When an abnormal signal is detected, a substitute signal is generated through the analog signal output module to verify the fault point. This is achieved by sending a command to the industrial control computer to switch the relay module to the analog signal channel, disconnecting the original vehicle signal from the battery management controller to avoid interference. For abnormal analog signals, the RS485 to analog output module generates a set analog signal value; for abnormal PWM signals, the RS485 to PWM output module generates a pulse signal with a set frequency and duty cycle. The analog signal is transmitted to the original vehicle battery management controller via the relay module. The industrial control computer displays the controller's response in real time on the screen, indicating whether it is recognized as a normal signal. If the response is normal, the original vehicle sensor is determined to be faulty; otherwise, the controller or wiring is faulty.

[0025] The control communication link is based on an industrial control all-in-one computer, which realizes two-way interaction between the "module-host" through an RS485 communication cable. After receiving the signal data from each acquisition module, the industrial control all-in-one computer parses it into physical parameters in real time, such as converting the voltage value into battery SOC and the PWM frequency into fan speed. These parameters are displayed intuitively on the exposed screen in the form of curves, values, and icons, which makes it easy for maintenance personnel to quickly identify abnormalities.

[0026] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0027] 1. Non-destructive access avoids the drawbacks of traditional disassembly and inspection. It adopts a "dual socket + three-way test harness" design, which can realize signal acquisition and simulation without disassembling the original vehicle wiring harness. Compared with the traditional diagnostic method that requires cutting the wire or plugging and unplugging the sensor, it can reduce the operation time and avoid secondary faults such as wire damage and poor contact caused by disassembly and inspection.

[0028] 2. Two-way verification to locate the fault point: Combining the capabilities of "real-time data acquisition" and "signal analog output", the fault source can be directly distinguished through the closed-loop logic of "original vehicle signal abnormality - analog signal replacement - controller response comparison".

[0029] 3. Equipped with multiple types of acquisition modules, including 0-30V / ±10V analog signals, PWM pulse signals, and digital signals, it can cover the core signals of fuel vehicle engine ECU, body control and new energy vehicle battery management BMS, and motor controller, enabling diagnosis of multiple vehicle models without replacing equipment.

[0030] 4. Excellent ease of operation and adaptability to various scenarios: The box-type structure integrates all modules, and the industrial control all-in-one machine is installed with the screen facing upwards. With the help of casters and push handles, it can be easily moved to workshops, outdoor emergency repair sites, and other scenarios. It relies on the original vehicle's 8-35V power supply and does not require external AC power. It is compatible with multiple vehicle models such as 12V cars and 24V trucks. It can still work normally in outdoor scenarios without power supply, solving the limitation of traditional equipment "relying on sockets". Attached Figure Description

[0031] Figure 1 This is a three-dimensional view of the front and side structures of the automotive electronic control system fault repair and diagnosis equipment of this utility model;

[0032] Figure 2 This is a three-dimensional view of the rear structure of the automotive electronic control system fault repair and diagnosis equipment of this utility model;

[0033] Figure 3 This is a schematic diagram of the first detection harness structure of the automotive electronic control system fault repair and diagnosis equipment of this utility model;

[0034] Figure 4 This is a schematic diagram of the second detection harness structure of the automotive electronic control system fault repair and diagnosis equipment of this utility model;

[0035] Figure 5 This is a schematic diagram of the installation structure of the industrial control integrated machine for the fault repair and diagnosis equipment of the automotive electronic control system of this utility model;

[0036] Figure 6 A three-dimensional view of the first and second detection wiring harnesses installed in the automotive electronic control system fault repair and diagnosis equipment of this utility model;

[0037] Figure 7A schematic diagram illustrating the usage state of the automotive electronic control system fault repair and diagnosis equipment of this utility model when powered by the original vehicle;

[0038] Figure 8 A schematic diagram illustrating the usage status of the automotive electronic control system fault repair and diagnosis equipment of this utility model when powered by an external 220V power supply.

[0039] Figure 9 This is a schematic diagram showing the installation and connection of the internal modules of the automotive electronic control system fault repair and diagnosis equipment of this utility model.

[0040] Figure label:

[0041] 1—Equipment body, 11—First socket, 12—Second socket, 13—First detection harness, 14—First plug, 15—First detection harness plug, 16—Second detection harness, 17—Second plug, 18—Second detection harness socket, 19—Elastic material socket cover;

[0042] 21—Original vehicle battery management controller; 22—Original vehicle wiring harness socket; 23—Original vehicle wiring harness;

[0043] 31—Relay module, 32—Signal acquisition module, 33—Analog signal output module;

[0044] 41—220V power socket, 42—power switch, 43—tool table, 44—chassis, 45—caster wheels, 46—handle, 47—hook, 48—slant table;

[0045] 5—Industrial control all-in-one computer. Detailed Implementation

[0046] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0047] Example 1

[0048] 1. Equipment preparation

[0049] Confirm that the main body of the equipment 1 is undamaged, all modules are securely installed, and the industrial control all-in-one machine 5 is functioning normally. Inspect the first detection harness 13 and the second detection harness 16 to ensure that the harnesses are undamaged and broken, and that the plug pins are not bent or corroded.

[0050] like Figure 1-7As shown, insert the first plug 14 of the first detection harness 13 into the first socket 11 of the device body 1, ensuring the plug is fully inserted. Insert the second plug 17 of the second detection harness 16 into the second socket 12 of the device body 1, again ensuring a tight connection. Locate the original vehicle wiring harness 23 socket 22 of the original vehicle battery management controller 21, and insert the first detection harness plug 15 of the first detection harness 13 into it, ensuring that the plug and socket pins correspond one-to-one and fit tightly. Insert the second detection harness socket 18 of the second detection harness 16 into the original vehicle wiring harness 23, ensuring a reliable connection. At this point, the device and the original vehicle system complete a "three-way" hardware connection, and the signal link, power supply link, and control communication link are initially established.

[0051] Using the original vehicle power supply, it was confirmed that the 8-35V power line of the original vehicle wiring harness 23 was properly connected to the equipment via the second detection wiring harness 16. The 8-35V to 12V 5A 12V regulator DC-DC converter in the power conversion and distribution unit automatically converts the voltage to a stable 12V to power the various modules of the equipment. At the same time, the ±15V 20W buck-boost positive and negative output DC-DC module draws power from the 12V power supply and outputs ±15V to power the 8-channel ±10V analog signal acquisition module.

[0052] After powering on and initializing the device, the industrial control all-in-one computer 5 will automatically start after the selected power supply is connected. Wait for the all-in-one computer 5 to complete its power-on self-test, at which point the screen will light up and display the main interface. During this process, internal modules such as relay module 31, signal acquisition module 32, and analog signal output module 33 will also complete initialization and establish a connection with the industrial control all-in-one computer 5 via a control communication link. If necessary, a removable protective cover can be installed on top of the industrial control all-in-one computer 5.

[0053] On the main interface of the industrial control all-in-one computer 5, click to enter the real-time data acquisition function module. At this time, the relay module 31 is in the original vehicle signal channel by default. The interaction signals between the original vehicle battery management controller 21 and the original vehicle wiring harness 23, such as battery cell voltage, current, PWM control signals, and switch status, are transmitted to the device through the detection wiring harness. Analog signals such as 0-30V voltage and ±10V bipolar current are acquired by the voltage and current analog acquisition and converted into digital signals by the RS485 module; PWM signals are acquired by the PWM pulse acquisition and converted into frequency and duty cycle by the RS485 module; switch signals are detected by the input port of the relay module 31 through optocoupler isolation and converted into digital status. The acquired digital signals are transmitted to the industrial control all-in-one computer 5 through the RS485 communication cable, analyzed in real time, and displayed intuitively on the screen in the form of curves, values, and icons. Maintenance personnel can monitor the status of the original vehicle sensors and actuators in real time.

[0054] The analog signal output is used for fault diagnosis: When an abnormal sensor data is detected through real-time data acquisition, the analog signal output function is accessed on the industrial control all-in-one computer 5 interface. The industrial control all-in-one computer 5 sends a command to control the relay module 31 to switch to the analog signal channel, disconnecting the original vehicle signal from the battery management controller. Depending on the type of abnormal signal, if it is an analog signal, the RS485 to analog output module generates a set voltage with 12-bit resolution and 1mV accuracy; if it is a PWM signal, the 485 to PWM output module generates a pulse signal with a set frequency of 0.01Hz and a duty cycle. The analog signal is transmitted to the original vehicle battery management controller 21 via the relay module 31. The industrial control all-in-one computer 5 displays the controller response in real time, and by observing the response, it can be determined whether the fault is a sensor fault, a controller fault, or a wiring fault.

[0055] During operation, pay close attention to the equipment's operating status. If any abnormalities occur, such as the equipment becoming unresponsive or data fluctuating abnormally, stop operation immediately, check the equipment connections, power supply, and the status of each module, and troubleshoot before continuing.

[0056] It achieves lossless access through a three-way connection, completes a closed loop of "signal acquisition - data analysis - simulation verification" through multi-module collaboration, and finally accurately distinguishes fault points such as sensors, controllers or circuits by comparing "real signal anomalies" with "simulated signal responses". Its core advantages are: no damage to the original vehicle wiring, support for multiple types of signal detection, portability and ease of use, and significantly improves the efficiency and accuracy of fault diagnosis of automotive electronic control systems.

[0057] Example 2

[0058] Detailed instructions for performing fault diagnosis:

[0059] Based on the operation of Example 1, the equipment uses the signal acquisition module 32 and the control communication link to realize real-time monitoring of the original vehicle sensors and actuators. When the equipment is connected to the original vehicle system, the relay module 31 is in the "original vehicle signal channel" by default. The real-time analog signals such as voltage and PWM pulses from the original vehicle sensors, such as the battery temperature sensor and throttle position sensor, will be transmitted to the equipment through the detection harness. After being converted into digital quantities by the signal acquisition module 32, they are parsed and displayed by the industrial control all-in-one computer 5, such as "battery cell voltage 3.2V" and "throttle opening 20%".

[0060] At the same time, control signals from actuators such as fuel injectors and solenoid valves, such as PWM drive signals, are also collected synchronously and displayed on the screen in real time, showing parameters such as frequency and duty cycle, allowing maintenance personnel to intuitively grasp the operating status of the original vehicle's electronic control system.

[0061] If a sensor shows abnormal data, such as "the battery cell voltage remains at 0V" or "the throttle signal jumps to 100%", these abnormalities will be quickly identified through data curves or alarm prompts, providing a target for subsequent diagnosis.

[0062] When abnormal sensor data is detected, the device switches between the relay module 31 and the analog signal output module 33 to establish an "alternative signal channel," enabling precise verification of the fault point. Maintenance personnel issue commands via the industrial control computer 5 to switch the relay module 31 from the "original vehicle signal channel" to the "analog signal channel." At this time, the physical connection between the original vehicle sensor and the controller is severed, preventing continuous interference from abnormal signals and ensuring that the analog signal becomes the sole input source.

[0063] Based on the signal type of the abnormal sensor, whether it is analog or PWM, the device generates a "standard signal under normal conditions" by the corresponding module. If the abnormal sensor is an analog output type, such as a sensor with 0-5V corresponding to -40℃~80℃, the "RS485 to analog output module" will generate a set voltage, such as 2.5V corresponding to 40℃, with an accuracy of 1mV, which is completely matched with the signal characteristics of the original vehicle sensor.

[0064] If the faulty sensor is a PWM output type, such as a wheel speed sensor with a 1000Hz pulse, the "485 RPM PWM output module" will generate a pulse signal with the same frequency of 1000Hz and a duty cycle of 50%, with a resolution of 0.01Hz, ensuring the authenticity of the analog signal.

[0065] The generated analog signal is transmitted to the original vehicle controller, such as the engine ECU or battery management controller, via the "analog signal channel" of the relay module 31. The controller will then respond based on the analog signal, such as displaying normal temperature on the instrument panel or accelerating the vehicle normally.

[0066] After the analog signal is input, the "sensor fault" and the "controller / wiring fault" can be directly distinguished based on the response of the original vehicle controller.

[0067] If the controller responds normally: for example, after simulating "battery cell voltage 3.2V", the battery management controller displays that the cell status is normal, it indicates that the original vehicle sensor has a fault, such as sensor damage or circuit break, which causes it to output abnormal signals.

[0068] If the controller does not respond or responds abnormally: for example, if the engine still cannot accelerate normally after simulating a "normal throttle signal", it means that the fault is not in the sensor, but in the controller itself, such as damage to the internal circuit of the ECU or a break or short circuit in the signal line, such as the controller input terminal.

[0069] In addition to verifying sensors, the device can also determine whether the controller is outputting control signals normally through an "external actuator," further narrowing down the fault range. When it is suspected that the controller is not sending commands to the actuator, the actuator, such as a fuel injector or a low-power solenoid valve, can be connected to the device through the output port of the relay module 31. If the original vehicle controller is normal, its output control signals, such as PWM drive signals, will be transmitted to the device through the detection harness, branched through the relay module 31 to the external actuator, and the actuator will act according to the command, such as the fuel injector injecting fuel or the solenoid valve engaging. If the actuator does not act, it indicates that the controller is not outputting a signal, the controller is faulty, or the output line is open, thus completing the judgment of whether the controller is good or bad.

[0070] Example 3

[0071] Based on Example 1, such as Figure 1 , Figure 8 As shown, if an external 220V power supply is used: First, insert one end of the 220V power cord into an external power socket or power strip, and connect the other end to the 220V power socket 41. The 220V to DC regulated power supply module converts AC power to DC 12V / 10A DC power. Then, switch the power switch 42 to the external power supply side, so that the DC output terminal of the regulated power supply module is connected to the internal 12V power supply bus of the device, completing the external power supply connection. To improve anti-interference capability, a "12V DC filter module" can be connected in series between the output terminal of the 220V regulated power supply and the switch to reduce high-frequency noise introduced by the AC power supply. The 220V power socket 41 is connected to the ground wire, which is connected to the ground terminal of the diagnostic box shell to enhance anti-interference capability and electrical safety.

[0072] Example 4

[0073] Based on the above embodiment 1, the main body of the device 1 is a compactly designed box (not shown in the figure), and the industrial control all-in-one machine 5 is installed on the top of the box with the screen facing upwards; the overall box size can be reduced to 50cm long × 35cm wide × 45cm high, and the partitioning is more focused on signal and original vehicle power adaptation: the "signal processing area" (left) and the "power conversion area" (right) are located below the industrial control all-in-one machine 5; the 1.5mm thick aluminum alloy base plate is 30cm long × 18cm high, and the preset hole positions are adapted to all signal modules. The relay module 31, with 32 inputs and 32 outputs plus 16 inputs and 16 outputs, is installed horizontally side-by-side, positioned 2cm above the top of the substrate, with the output ports facing the bottom socket. Two analog signal acquisition modules (20 channels 0-30V x 2 units) and one 8-channel ±10V x 1 unit, along with two output modules (20 channels 0-10V x 2 units), are arranged vertically with acquisition on top and output on the bottom, with the RS485 interfaces facing inwards. The PWM acquisition / output modules are compactly arranged at the bottom of the substrate, with the distance between them and the input ports of the relay module 31 reduced to 3cm to minimize signal transmission loss. An integrated cable tray is added to the edge of the substrate to neatly embed the RS485 communication lines and signal input / output lines. A transparent cover is added to the tray opening for dust protection and easy maintenance.

[0074] The original vehicle power adapter module uses a 15cm×12cm×8cm insulating plastic box without heat dissipation holes as the power compartment, fixed on the right side of the middle layer. Two "8-35 to 12V 5ADCDC regulators" are stacked vertically, with the bottom regulator's output facing upwards and the top regulator isolated by an insulating post. The input ends are directly connected to the original vehicle power line. The ±15V step-up / step-down module is installed horizontally on the right side of the power compartment, close to the compartment wall. The input end is connected to the 12V bus via a 5cm jumper wire, and the output end is led to the 8-channel ±10V acquisition module via a dedicated shielded wire. All terminals in the power compartment adopt a screwless press-fit design. The compartment and the box share a common grounding terminal. A 10A fuse is installed at the 12V bus output to prevent overload.

[0075] The first socket 11 and the second socket 12 are fixed horizontally side by side on the front panel, and the rear wiring is directly connected to the middle layer relay module 31.

[0076] The above-described specific examples are for illustrative purposes only and are not intended to limit the scope of this invention. Those skilled in the art can make various simple deductions, modifications, or substitutions based on the concept of this invention.

Claims

1. An automobile electric control system failure repair diagnosis device characterized by include: The main body of the equipment (1) is provided with a first socket (11) and a second socket (12). The first socket (11) and the second socket (12) are connected to a signal link, a power supply link and a control communication link that are interconnected. The first detection harness (13) has a first plug (14) at one end and a first detection harness plug (15) at the other end. The first plug (14) is used to insert into the first socket (11) for connection, and the first detection harness plug (15) is used to insert into the original vehicle harness (23) socket (22) of the original vehicle battery management controller (21). The second detection harness (16) has a second plug (17) at one end and a second detection harness socket (18) at the other end. The second plug (17) is used to insert into the second socket (12) for connection, and the second detection harness socket (18) is used to insert into the original vehicle harness (23) for connection. The signal link includes a relay module (31), a signal acquisition module (32), and an analog signal output module (33). The original vehicle signal is transmitted through the relay module (31) to the signal acquisition module (32) to acquire the original vehicle signal and transmit it to the industrial control all-in-one machine (5); or the relay module (31) is controlled to switch to the analog signal channel, disconnect the original vehicle signal connection, and the generated analog signal is transmitted through the analog signal output module (33) to the original vehicle battery management controller (21) via the relay module (31). The power supply link includes a power conversion and distribution unit, which is connected to the original vehicle power line and supplies power to the industrial control all-in-one machine (5), relay module (31), analog signal output module (33), and signal acquisition module (32); The control communication link includes several communication cables that connect each module to the industrial control all-in-one machine (5). The industrial control all-in-one computer (5) is installed on the main body of the equipment (1), and the screen is exposed outside the main body of the equipment (1). The industrial control all-in-one computer (5) is used to analyze the received signal data in real time, and can be displayed intuitively on the screen or input control commands.

2. The automobile electric control system failure repair diagnosis device according to claim 1, characterized by The signal acquisition module (32) includes a voltage and current analog signal acquisition input to RS485 communication module and a PWM flow meter / PWM pulse acquisition to RS485 module; wherein the voltage and current analog signal acquisition input to RS485 communication module includes 20 channels of 0-30V acquisition and 8 channels of ±10V acquisition.

3. The automotive electronic control system fault repair and diagnosis equipment according to claim 1, characterized in that, The analog signal output module (33) includes an RS485 to analog output module and a 485 to PWM pulse output module.

4. The automotive electronic control system fault repair and diagnosis equipment according to claim 1, characterized in that, The relay module (31) includes a 485 communication Modbus normally open and normally closed input / output serial port control electromagnetic relay module (31) and a relay IO module, which are two sets of 485 with 32 inputs and 32 outputs -12V - isolated type and 16 inputs and 16 outputs -12V - isolated type.

5. The automotive electronic control system fault repair and diagnosis equipment according to claim 1, characterized in that, The power conversion and distribution unit includes an 8-35 rpm 12V 5A 12V regulator DC-DC converter and a ±15V 20W buck-boost positive and negative output DC-DC module.

6. The automotive electronic control system fault repair and diagnosis equipment according to claim 1, characterized in that, The power conversion and distribution unit also includes a 220V to DC regulated power supply module with input: AC220V±10%50Hz and output: DC12V / 10A. The 220V to DC regulated power supply module is connected to a 220V power socket (41), and the 220V power socket (41) is connected to an external power socket or power strip via a power cord. The 220V to DC regulated power supply module also includes a power switching switch (42). The DC output terminal of the regulated power supply module is connected to the input terminal of the power switching switch (42). The 12V voltage circuit output by the original vehicle power supply through the voltage regulator is connected to the other input terminal of the power switching switch (42). The output terminal of the power switching switch (42) is connected to the 12V power supply bus inside the device. The power switching switch (42) can realize external power supply or original vehicle power supply.

7. The automotive electronic control system fault repair and diagnosis equipment according to claim 1, characterized in that, The main body of the device (1) is equipped with a detachable elastic material socket cover (19) above the first socket (11) and the second socket (12).

8. The automotive electronic control system fault repair and diagnosis equipment according to claim 1, characterized in that, The main body of the equipment (1) is a compactly designed box, and the industrial control all-in-one computer (5) is installed on the top of the box with the screen facing upward.

9. The automotive electronic control system fault repair and diagnosis equipment according to claim 1, characterized in that, The main body of the equipment (1) is a frame, which is divided into at least three tabletops in the vertical direction. The top tabletop is an industrial control computer mounting table, and the screen of the industrial control all-in-one computer (5) is mounted on the industrial control computer mounting table with the screen facing upward. The screen is placed horizontally or at an angle. The second tabletop located below the top tabletop is a tool table (43). The tool table (43) has at least two open sides for placing tools during work or for placing the disassembled first detection harness (13) and second detection harness (16) when storing.

10. The automotive electronic control system fault repair and diagnosis equipment according to claim 9, characterized in that, The bottom of the main body (1) is equipped with a chassis (44), the four corners of the chassis (44) are equipped with casters (45), and a pusher (46) is installed on the upper part of the main body (1). The main body (1) is provided with several horizontally distributed hanging teeth (47) and inclined platforms (48) above the pusher (46) for placing or hanging tools and devices.

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