Vehicle-mounted heterogeneous EPS hard-wire fault injection test device

Abstract

The utility model discloses a vehicle-mounted heterogeneous EPS hard line fault injection test equipment, including intercommunication's EPS sensor, whole car CAN line, whole car power module, EPS controller and fault injection test box, the fault injection test box is by the shell main part and the control panel of placing in it is composed, the control panel is connected with whole car power module, whole car CAN line EPS controller and EPS sensor respectively through the adapter wire bundle, the outside of shell main part corresponds control board and has been set up respectively with the aviation plug of signal input and the aviation plug of signal output. The utility model discloses when carrying out function safety test, through the preset working condition automatic fault injection, has reduced the artificial misoperation in the testing process. Through the actual hard line fault injection to the heterogeneous EPS installed on the chassis, can truly react the fault condition.

Description

Technical Field

[0001] This utility model relates to a vehicle-mounted heterogeneous EPS hard wire fault injection testing device, belonging to the technical field of vehicle power steering systems. Background Technology

[0002] In existing technologies, when conducting functional safety testing of heterogeneous EPS (Electric Power Supply) systems in real vehicles, fault injection is required to verify whether the safety mechanisms meet design requirements. However, since heterogeneous EPS systems are installed in the vehicle chassis, conventional hard-wired fault injection methods are not feasible; only software fault injection via CAN communication is possible. The specific method involves connecting the vehicle's OBD to a CANapp, which in turn connects to a computer containing CANapp software. Fault injection is achieved by modifying relevant variables and flags within the CANapp software. While this method enables testing, it cannot perform hard-wired fault injection in a real-vehicle environment. Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a convenient and highly practical vehicle-mounted heterogeneous EPS hard wire fault injection test device.

[0004] To solve the aforementioned technical problems, this utility model adopts the following technical solution: an on-board heterogeneous EPS hard-wire fault injection test device, comprising interconnected EPS sensors, a vehicle CAN bus, a vehicle power supply module, an EPS controller, and a fault injection test box; the fault injection test box consists of a main shell and a control board placed inside it. The control board is connected to the vehicle power supply module, the vehicle CAN line, the EPS controller and the EPS sensor respectively via adapter wiring harness; The outer side of the main body of the housing corresponding to the control board is provided with an aviation plug for signal input and an aviation plug for signal output.

[0005] Furthermore, the adapter harness consists of a vehicle power supply adapter cable, a vehicle CAN adapter cable, and an EPS sensor adapter cable. One end of the vehicle power supply adapter cable is connected to the vehicle battery power supply switch, and the other end is connected to the vehicle power supply port of the fault injection test box, inputting the vehicle power supply signal to the fault injection test box. The EPS power supply port of the fault injection test box is connected to the power supply interface of the EPS controller through the EPS power supply adapter cable, and outputs the vehicle power supply signal processed by the fault injection test box to the EPS power supply port through the EPS power supply adapter cable. The vehicle CAN adapter cable is connected to the vehicle communication line and the vehicle communication port of the fault injection test box respectively, inputting the vehicle communication signal into the fault test box, and connecting the EPS communication port and the EPS controller communication interface, outputting the vehicle communication signal processed by the fault injection test box to the EPS controller. The EPS sensor adapter cable connects to the EPS sensor and the sensor interface of the fault injection test box respectively, inputs the sensor signal into the fault injection test box, connects the EPS sensor interface and the EPS controller, and outputs the sensor signal processed by the fault injection test box to the EPS sensor interface.

[0006] Furthermore, the outer casing includes a test box shell and a top cover mounted on top of it, which together form a cavity that can accommodate the control board.

[0007] Furthermore, fasteners are vertically fixed at the four corners inside the test box shell. After the fasteners pass through the mounting holes on the control board and the top cover in sequence, the control board and the top cover are fastened to the test box shell.

[0008] Furthermore, the control board includes at least a power supply module, a switch module, a signal analog module, a CAN communication module, a Bluetooth module, and a control module. The power supply module is a DC-DC chip that converts the 12V DC voltage on the power input line into a 5V DC voltage, supplies power to each module through a direct connection to the power supply port, and connects to the switch module through a power supply line. The switch module is a relay module. The relay module is powered by a 12V DC voltage on the power supply input line. The I / O port of the control module controls the pull-up or floating of the EN terminal pin of the relay to make the relay energize or de-energize. This enables open circuit testing, short circuit testing, and fault injection of error signals for each circuit. The module is connected to the signal input port through the input line and the signal output port through the output line. The signal simulation module is a square wave generator module used to simulate PWM signals or SENT signals. The signal simulation module outputs analog signals to the switching module through its I / O ports and is connected to the control module through pin EN-6. The control module collects signals from the Bluetooth module and vehicle signals transmitted by the vehicle CAN communication module. Through the I / O port, it controls the switch module and signal simulation module to send fault injection commands and connects to the switch module through pins EN-1 to EN-5. The Bluetooth module receives fault information and instructions set by the host computer through its receiver and transmits the fault information and instructions to the control module through its transmitter. The CAN communication module receives vehicle communication signals through its receiver and transmits them to the control module through its transmitter, enabling the control module to determine the vehicle's driving status.

[0009] Furthermore, the switching module includes five sets of transistor-driven relay circuits connected in parallel; The emitter and collector of transistor Q1 are connected to resistors R2 and R1, respectively. The other end of resistor R2 is connected to the base of transistor Q2. The emitter of Q2 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K1, which controls its on / off state. The other end of relay K1 is connected to the EPS sensor interface through the sensor output line. When the microcontroller is powered on, transistor Q1 turns on and controls transistor Q2. The circuit controlled by transistor Q2 is connected to the ground wire, which causes the coil of relay K1 to be energized, forming a circuit. The emitter and collector of transistor Q3 are connected to resistors R4 and R3 respectively. The other end of resistor R4 is connected to the base of transistor Q4. The emitter of Q4 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K2. The relay coil controls the switching on and off of the relay. The other end of relay K2 is connected to the EPS communication port through the communication output line. When the microcontroller is powered on, transistor Q3 turns on and controls transistor Q4. The circuit controlled by transistor Q4 is connected to the ground wire, which causes the coil of relay K2 to be energized, forming a circuit. The emitter and collector of transistor Q5 are connected to resistors R6 and R5 respectively. The other end of resistor R6 is connected to the base of transistor Q6. The emitter of Q6 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K3, which controls its on / off state. The other end of relay K3 is connected to the EPS power supply port through the vehicle power supply output line. When the microcontroller is powered on, transistor Q5 turns on and controls transistor Q6. The circuit controlled by transistor Q6 is connected to the ground wire, which causes the coil of relay K3 to be energized, forming a circuit. The emitter and collector of transistor Q7 are connected to resistors R8 and R8 respectively. The other end of resistor R8 is connected to the base of transistor Q8. The emitter of Q8 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K4. The relay coil controls the switching on and off of the relay. The other end of relay K4 is connected to the signal analog module through the EPS sensor interface. When the microcontroller is powered on, transistor Q7 turns on and controls transistor Q8. The circuit controlled by transistor Q8 is connected to the ground wire, which causes the coil of relay K4 to be energized, forming a circuit. The emitter and collector of transistor Q9 are connected to resistors R10 and R9 respectively. The other end of resistor R10 is connected to the base of transistor Q10. The emitter of Q10 is connected to the ground wire of the vehicle power supply port, and the collector is connected to the relay coil of relay K5, which controls its on / off state. The other end of relay K5 is connected to the communication output line through the ground wire of the vehicle power supply port. When the microcontroller is powered on, transistor Q9 turns on and controls transistor Q10. The circuit controlled by transistor Q10 is connected to the ground wire, causing the coil of relay K5 to be energized, thus forming a circuit.

[0010] Compared with the prior art, the present invention, employing the above technical solution, has the following advantages: 1. During functional safety testing, fault injection is automatically performed by pre-setting operating conditions, reducing human error during the testing process.

[0011] 2. By injecting actual hard-wire faults into the heterogeneous EPS installed on the chassis, the fault condition can be accurately reflected.

[0012] 3. The test box and the host computer are connected via Bluetooth, which avoids signal transmission errors caused by excessively long adapter cables when performing fault operations inside the vehicle. Attached Figure Description

[0013] Figure 1 This is a block diagram of the overall structure of this utility model.

[0014] Figure 2 This is a schematic diagram of the connection of the fault injection test box in this utility model.

[0015] Figure 3 This is a schematic diagram of the structure of this utility model.

[0016] Figure description: 1-Top cover, 2-Control board, 3-Test box shell, 4-Aircraft connector for EPS input signal, 5-Aircraft connector for EPS output signal. Detailed Implementation

[0017] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings: To enable those skilled in the art to better understand the solutions of the embodiments of this utility model, the following detailed description of the embodiments of this utility model is provided in conjunction with the accompanying drawings and specific implementation details.

[0018] This embodiment proposes an on-board heterogeneous EPS hard wire fault injection test device, the structure of which is as follows: Figure 1 and Figure 3As shown, the system includes an interconnected EPS sensor module, a vehicle CAN bus, a vehicle power supply module, an EPS controller, and a fault injection test box. The fault injection test box consists of a main shell and a control board 2 placed inside it. The control board is equipped with signal input ports and signal output ports. The vehicle power supply module, the vehicle CAN bus, and the EPS sensor module are connected to the signal input ports via adapter harnesses, while the EPS controller is connected to the signal output ports via adapter harnesses.

[0019] Meanwhile, on the outer side of the main body of the casing, aviation plug 4 for connecting the EPS signal input terminal and aviation plug 5 for connecting the EPS signal output terminal are respectively provided. Each plug is connected to the adapter harness and connected to each module.

[0020] The outer shell consists of a test box shell 3 and a top cover 1 mounted on top of it, which together form a cavity that can accommodate the control board. Fasteners are vertically fixed at the four corners inside the test box shell; in this embodiment, bolts are used. These bolts pass through the mounting holes on the control board and the top cover in sequence to secure the control board and the top cover to the test box shell.

[0021] The adapter harness consists of the vehicle power supply adapter cable, the vehicle CAN adapter cable, and the EPS sensor adapter cable.

[0022] One end of the vehicle power supply adapter cable is connected to the vehicle battery power supply switch, and the other end is connected to the vehicle power supply port of the fault injection test box, so as to input the vehicle power supply signal to the fault injection test box; the EPS power supply port of the fault injection test box is connected to the power supply interface of the EPS controller through the EPS power supply adapter cable, and the vehicle power supply signal processed by the fault injection test box is output to the EPS power supply port through the EPS power supply adapter cable.

[0023] The vehicle CAN adapter cable connects to the vehicle communication line and the vehicle communication port of the fault injection test box, respectively, inputting the vehicle communication signal into the fault test box, and connecting the EPS communication port and the EPS controller communication interface, outputting the vehicle communication signal processed by the fault injection test box to the EPS controller.

[0024] The EPS sensor adapter cable connects to the EPS sensor and the sensor interface of the fault injection test box respectively, inputting the sensor signal into the fault injection test box and connecting the EPS sensor interface and the EPS controller. The sensor signal processed by the fault injection test box is then output to the EPS sensor interface.

[0025] Control board structure as follows Figure 2 As shown, it includes at least a power supply module, a switch module, a signal simulation module, a CAN communication module, a Bluetooth module, and a control module.

[0026] The power supply module is a DC-DC chip that converts the 12V DC voltage on the power input line into a 5V DC voltage, which supplies power to each module through a direct connection to the power supply port, and is connected to the switch module through a power supply line.

[0027] The switch module is a relay module. The relay module is powered by a 12V DC voltage on the power supply input line. The I / O port of the control module controls the pull-up or floating of the EN terminal pin of the relay to make the relay energize or de-energize. This enables open circuit testing, short circuit testing, and fault injection of error signals for each circuit. The module is connected to the signal input port through the input line and the signal output port through the output line.

[0028] The signal simulation module is a square wave generator module used to simulate PWM signals or specific SENT signals. The signal simulation module outputs analog signals to the switching module through its I / O ports and is connected to the control module through pin EN-6.

[0029] The control module collects signals from the Bluetooth module and vehicle signals transmitted by the vehicle's CAN communication module. Through the I / O port, it controls the switch module and signal simulation module to send fault injection commands and connects to the switch module through pins EN-1 to EN-5.

[0030] The Bluetooth communication module receives fault information and instructions set by the host computer through its receiver and transmits the fault information and instructions to the control module through its transmitter.

[0031] The CAN communication module receives vehicle communication signals through its receiver and transmits them to the control module through its transmitter, enabling the control module to determine the vehicle's driving status.

[0032] Meanwhile, the switching module includes five sets of transistor-driven relay circuits connected in parallel; The emitter and collector of transistor Q1 are connected to resistors R2 and R1, respectively. The other end of resistor R2 is connected to the base of transistor Q2. The emitter of Q2 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K1, which controls its on / off state. The other end of relay K1 is connected to the EPS sensor interface through the sensor output line. When the microcontroller is powered on, transistor Q1 turns on and controls transistor Q2. The circuit controlled by transistor Q2 is connected to the ground wire, which causes the coil of relay K1 to be energized, forming a circuit. The emitter and collector of transistor Q3 are connected to resistors R4 and R3 respectively. The other end of resistor R4 is connected to the base of transistor Q4. The emitter of Q4 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K2. The relay coil controls the switching on and off of the relay. The other end of relay K2 is connected to the EPS communication port through the communication output line. When the microcontroller is powered on, transistor Q3 turns on and controls transistor Q4. The circuit controlled by transistor Q4 is connected to the ground wire, which causes the coil of relay K2 to be energized, forming a circuit. The emitter and collector of transistor Q5 are connected to resistors R6 and R5 respectively. The other end of resistor R6 is connected to the base of transistor Q6. The emitter of Q6 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K3, which controls its on / off state. The other end of relay K3 is connected to the EPS power supply port through the vehicle power supply output line. When the microcontroller is powered on, transistor Q5 turns on and controls transistor Q6. The circuit controlled by transistor Q6 is connected to the ground wire, which causes the coil of relay K3 to be energized, forming a circuit. The emitter and collector of transistor Q7 are connected to resistors R8 and R8 respectively. The other end of resistor R8 is connected to the base of transistor Q8. The emitter of Q8 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K4. The relay coil controls the switching on and off of the relay. The other end of relay K4 is connected to the signal analog module through the EPS sensor interface. When the microcontroller is powered on, transistor Q7 turns on and controls transistor Q8. The circuit controlled by transistor Q8 is connected to the ground wire, which causes the coil of relay K4 to be energized, forming a circuit. The emitter and collector of transistor Q9 are connected to resistors R10 and R9 respectively. The other end of resistor R10 is connected to the base of transistor Q10. The emitter of Q10 is connected to the ground wire of the vehicle power supply port, and the collector is connected to the relay coil of relay K5, which controls its on / off state. The other end of relay K5 is connected to the communication output line through the ground wire of the vehicle power supply port. When the microcontroller is powered on, transistor Q9 turns on and controls transistor Q10. The circuit controlled by transistor Q10 is connected to the ground wire, causing the coil of relay K5 to be energized, thus forming a circuit.

[0033] The usage process of this embodiment is as follows: Test requirements: When the vehicle speed is greater than 20km / h and the vehicle is making a right-angle turn, an incorrect sensor signal is input to the EPS controller.

[0034] Test conditions settings: 1. Turn off the vehicle and disconnect the negative terminal of the vehicle battery. Secure the fault injection device to the vehicle chassis near the EPS controller, and then connect the input and output adapter cables of the fault injection test device to the corresponding ports.

[0035] 2. Restore the vehicle's power supply; the fault injection test equipment will then begin operating. Connect the host computer to the fault injection test equipment's Bluetooth system and set the following fault injection conditions: 1) Detect vehicle speed and steering wheel angle through the vehicle's CAN signal. When the vehicle speed is greater than or equal to 20km / h and the steering wheel angle is greater than 50°, trigger the fault injection test condition. 2) Set the fault injection conditions as follows: EN-1 pin is floating, EN-2 pin is pulled up, EN-3 pin is pulled up, EN-4 pin is pulled up, and EN-5 pin is floating.

[0036] At this time, the EPS controller is disconnected from the EPS sensor and connected to the signal simulation module in the fault injection test equipment. It receives the fault sensor signal command simulated by the signal simulation module and realizes the test condition.

[0037] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the specific embodiments described above. The specific embodiments and descriptions in the specification are merely for further illustrating the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of this utility model as claimed. The scope of protection of this utility model is defined by the claims and their equivalents.

Claims

1. A vehicle-mounted heterogeneous EPS hard wire fault injection test device, characterized in that: This includes interconnected EPS sensors, vehicle CAN bus, vehicle power supply module, EPS controller, and fault injection test box. The fault injection test box consists of a main outer shell and a control board placed inside it. The control board is connected to the vehicle power supply module, the vehicle CAN line EPS controller and the EPS sensor respectively via adapter wiring harness. The outer side of the main body of the housing corresponding to the control board is provided with an aviation plug for signal input and an aviation plug for signal output.

2. The vehicle-mounted heterogeneous EPS hard wire fault injection test equipment according to claim 1, characterized in that: The adapter harness consists of a vehicle power supply adapter cable, a vehicle CAN adapter cable, and an EPS sensor adapter cable. One end of the vehicle power supply adapter cable is connected to the vehicle battery power supply switch, and the other end is connected to the vehicle power supply port of the fault injection test box, so as to input the vehicle power supply signal to the fault injection test box. The EPS power supply port of the fault injection test box is connected to the power supply interface of the EPS controller through the EPS power supply adapter cable. The vehicle power supply signal processed by the fault injection test box is output to the EPS power supply port through the EPS power supply adapter cable. The vehicle CAN adapter cable is connected to the vehicle communication line and the vehicle communication port of the fault injection test box respectively, inputting the vehicle communication signal into the fault test box, and connecting the EPS communication port and the EPS controller communication interface, outputting the vehicle communication signal processed by the fault injection test box to the EPS controller. The EPS sensor adapter cable connects to the EPS sensor and the sensor interface of the fault injection test box respectively, inputs the sensor signal into the fault injection test box, connects the EPS sensor interface and the EPS controller, and outputs the sensor signal processed by the fault injection test box to the EPS sensor interface.

3. The vehicle-mounted heterogeneous EPS hard wire fault injection test equipment according to claim 1, characterized in that: The main body of the outer casing includes a test box outer casing and a top cover mounted on top of it, which together form a cavity that can accommodate the control board.

4. The vehicle-mounted heterogeneous EPS hard wire fault injection test equipment according to claim 3, characterized in that: Fasteners are vertically fixed at the four corners inside the test box shell. After the fasteners pass through the mounting holes on the control board and the top cover in sequence, the control board and the top cover are fastened to the test box shell.

5. The vehicle-mounted heterogeneous EPS hard wire fault injection test equipment according to claim 3, characterized in that: The control board includes at least a power supply module, a switch module, a signal analog module, a CAN communication module, a Bluetooth module, and a control module. The power supply module is a DC-DC chip that converts the 12V DC voltage on the power input line into a 5V DC voltage, supplies power to each module through a direct connection to the power supply port, and connects to the switch module through a power supply line. The switch module is a relay module. The relay module is powered by a 12V DC voltage on the power supply input line. The I / O port of the control module controls the pull-up or floating of the EN terminal pin of the relay to make the relay energize or de-energize. This enables open circuit testing, short circuit testing, and fault injection of error signals for each circuit. The module is connected to the signal input port through the input line and the signal output port through the output line. The signal simulation module is a square wave generator module used to simulate PWM signals or SENT signals. The signal simulation module outputs analog signals to the switching module through its I / O ports and is connected to the control module through pin EN-6. The control module collects signals from the Bluetooth module and vehicle signals transmitted by the vehicle CAN communication module. Through the I / O port, it controls the switch module and signal simulation module to send fault injection commands and connects to the switch module through pins EN-1 to EN-5. The Bluetooth module receives fault information and instructions set by the host computer through its receiver and transmits the fault information and instructions to the control module through its transmitter. The CAN communication module receives vehicle communication signals through its receiver and transmits them to the control module through its transmitter, enabling the control module to determine the vehicle's driving status.

6. The vehicle-mounted heterogeneous EPS hard wire fault injection test equipment according to claim 5, characterized in that: The switching module includes five sets of transistor-driven relay circuits connected in parallel. The emitter and collector of transistor Q1 are connected to resistors R2 and R1, respectively. The other end of resistor R2 is connected to the base of transistor Q2. The emitter of Q2 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K1, which controls its on / off state. The other end of relay K1 is connected to the EPS sensor interface through the sensor output line. When the microcontroller is powered on, transistor Q1 turns on and controls transistor Q2. The circuit controlled by transistor Q2 is connected to the ground wire, which causes the coil of relay K1 to be energized, forming a circuit. The emitter and collector of transistor Q3 are connected to resistors R4 and R3 respectively. The other end of resistor R4 is connected to the base of transistor Q4. The emitter of Q4 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K2. The relay coil controls the switching on and off of the relay. The other end of relay K2 is connected to the EPS communication port through the communication output line. When the microcontroller is powered on, transistor Q3 turns on and controls transistor Q4. The circuit controlled by transistor Q4 is connected to the ground wire, which causes the coil of relay K2 to be energized, forming a circuit. The emitter and collector of transistor Q5 are connected to resistors R6 and R5 respectively. The other end of resistor R6 is connected to the base of transistor Q6. The emitter of Q6 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K3, which controls its on / off state. The other end of relay K3 is connected to the EPS power supply port through the vehicle power supply output line. When the microcontroller is powered on, transistor Q5 turns on and controls transistor Q6. The circuit controlled by transistor Q6 is connected to the ground wire, which causes the coil of relay K3 to be energized, forming a circuit. The emitter and collector of transistor Q7 are connected to resistors R8 and R8 respectively. The other end of resistor R8 is connected to the base of transistor Q8. The emitter of Q8 is connected to the ground wire of the EPS power supply port, and the collector is connected to the relay coil of relay K4. The relay coil controls the switching on and off of the relay. The other end of relay K4 is connected to the signal analog module through the EPS sensor interface. When the microcontroller is powered on, transistor Q7 turns on and controls transistor Q8. The circuit controlled by transistor Q8 is connected to the ground wire, which causes the coil of relay K4 to be energized, forming a circuit. The emitter and collector of transistor Q9 are connected to resistors R10 and R9 respectively. The other end of resistor R10 is connected to the base of transistor Q10. The emitter of Q10 is connected to the ground wire of the vehicle power supply port, and the collector is connected to the relay coil of relay K5, which controls its on / off state. The other end of relay K5 is connected to the communication output line through the ground wire of the vehicle power supply port. When the microcontroller is powered on, transistor Q9 turns on and controls transistor Q10. The circuit controlled by transistor Q10 is connected to the ground wire, causing the coil of relay K5 to be energized, thus forming a circuit.

Images