CN203689143U - Bus signal fault injection system of vehicle electric control system - Google Patents
Bus signal fault injection system of vehicle electric control system Download PDFInfo
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- CN203689143U CN203689143U CN201420003976.XU CN201420003976U CN203689143U CN 203689143 U CN203689143 U CN 203689143U CN 201420003976 U CN201420003976 U CN 201420003976U CN 203689143 U CN203689143 U CN 203689143U
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- 238000000034 method Methods 0.000 abstract description 4
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- 238000004891 communication Methods 0.000 description 9
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- 238000012544 monitoring process Methods 0.000 description 3
- 238000003745 diagnosis Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 208000034423 Delivery Diseases 0.000 description 1
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Abstract
The utility model discloses a bus signal fault injection system of a vehicle electric control system. The bus signal fault injection system comprises a sub wire harness, a bus signal fault injection module and a host machine. One end of the sub wire harness is connected with an electric control module to be measured, and the other end of the sub wire harness is connected with a vehicle electric control system module. The vehicle electric control system module is used for communicating with the electric control module to be measured. The sub wire harness is connected with one end of the bus signal fault injection module through a bus connection wire. The other end of the bus signal fault injection module is connected with the host machine. According to the bus signal fault injection system of a vehicle electric control system, a signal received by the electric control module to be measured can be conveniently defined, the time of the process is very short, the work abnormality caused by signal delay is prevented, and since a signal fault form is defined through the host machine, the system has excellent flexibility.
Description
Technical field
The utility model relates to vehicle electrically controlling system, particularly a kind of bus signals fault injection system of vehicle electrically controlling system.
Background technology
The current continuous upgrading along with Cartronic, robotization, intellectualized technology, the electric-control system that vehicle is equipped is more and more, basic by (the Controller Area Network of controller local area network between each system, CAN) bus communicates, and has worked in coordination with the control to the various functions of vehicle.The monitoring capacity of whether normal, each electric-control system of bus signals to bus signals and in the time making a mistake signal diagnosis and the fault-tolerant ability of system, concern even personnel's life of traffic safety, " road vehicle functional safety " international standard ISO26262 arises at the historic moment,, vehicle electrically controlling system integrality requirement to input signal that ISO26262 requires in order to verify, must monitoring, detection and the fault-tolerant ability of these systems of test to the various faults of CAN bus signals of inputting.
The CAN bus failure injection mode now having is that CAN bus rigid line is carried out to fault injection, for example, allow the short ground of the High of CAN bus or Low, short circuit or change terminal resistance etc., the fault of injecting is only rigid line fault, cannot change the signal of communication between node and node.
Utility model content
Based on this, be necessary that the fault of injecting for existing bus failure injected system is only rigid line fault, cannot change the technical matters of the signal of communication between node and node, a kind of bus signals fault injection system of vehicle electrically controlling system is provided.
A kind of bus signals fault injection system of vehicle electrically controlling system, comprise: separated time wire harness, bus signals fault injection module and host computer, one end of described separated time wire harness is connected with electronic control module to be measured, the other end of described separated time wire harness is connected with vehicle electrically controlling system module, described vehicle electrically controlling system module is for communicating with electronic control module to be measured, described separated time wire harness is also connected with one end of bus signals fault injection module by bus connection wire, and the other end of described bus signals fault injection module is connected with host computer.
Further, described separated time wire harness comprises first interface, the second interface, bus connection wire and rigid line, the pinout of described first interface is consistent with the interface of described electronic control module to be measured with physical form, the pinout of described the second interface is consistent for the interface being connected with described electronic control module to be measured with in described vehicle electrically controlling system module with physical form, described bus connection wire comprises the first bus connection wire and the second bus connection wire, the bus pin of first interface is connected with the first passage of described bus signals fault injection module by the first bus connection wire, the bus pin of the second interface is connected with the second channel of described bus signals fault injection module by the second bus connection wire, the pin of described first interface except bus pin is connected with the respective pins of the second interface except bus pin by described rigid line.
Further, described bus signals fault injection module is CAN bus signals fault injection module, and described bus connection wire is CAN bus connection wire.
Further, described vehicle electrically controlling system module is car load CAN bus wire harness.
Further, the two ends of terminal resistance in whole CAN bus network in the CAN bus network that described car load CAN bus wire harness forms, all nodes that communicate by car load CAN bus wire harness hang on car load CAN bus wire harness side by side, described the first bus connection wire comprises a CAN bus high level connecting line and a CAN bus low level connecting line, described the second bus connection wire comprises the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line, in close described CAN bus signals fault injection module one end, the the first conventional compensating resistance being connected respectively with the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line is set, in close described second interface one end, the the second conventional compensating resistance being connected respectively with the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line is set, and the first conventional compensating resistance is identical with the resistance of the second conventional compensating resistance.
Further, the CAN bus network that described car load CAN bus wire harness forms is daisy chain type CAN bus network, described electronic control module to be measured is terminal node, described the first bus connection wire comprises a CAN bus high level connecting line and a CAN bus low level connecting line, described the second bus connection wire comprises the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line, the the first daisy chain terminal node compensating resistance being connected respectively with a CAN bus high level connecting line and a CAN bus low level connecting line is set, the the second daisy chain terminal node compensating resistance being connected respectively with the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line is set, and the first daisy chain terminal node compensating resistance is identical with the resistance of the second daisy chain terminal node compensating resistance.
Further, the CAN bus network that described car load CAN bus wire harness forms is daisy chain type CAN bus network, described electronic control module to be measured is intermediate node, described the first bus connection wire comprises a CAN bus high level connecting line and a CAN bus low level connecting line, described the second bus connection wire comprises the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line, the daisy chain high level output pin of described first interface and a CAN bus high level connecting line short circuit, the daisy chain low level output pin of described first interface and a CAN bus low level connecting line short circuit, the daisy chain low level output pin of described the second interface is connected with the daisy chain low level input end of electronic control module to be measured by the second interface low level connecting line, the daisy chain high level output pin of described the second interface is connected with the daisy chain high level input end of electronic control module to be measured by the second interface high level connecting line, the daisy chain intermediate node compensating resistance being connected with described the second interface low level connecting line and described the second interface high level connecting line is set.
The utility model is by the bus signals fault injection module of connecting between electronic control module to be measured and vehicle electrically controlling system module and being connected with host computer, bus signals fault injection module is by receiving the signal in vehicle electrically controlling system module, signal is carried out after fault editor, send to again the electronic control module to be measured that need to receive this signal, can define easily like this signal that electronic control module to be measured receives, and this process time is very of short duration, can not cause operation irregularity because of signal delay, owing to being by host computer definition signal failure mode, so this system has fabulous dirigibility.
Accompanying drawing explanation
Fig. 1 is the structural representation of the bus signals fault injection system of a kind of vehicle electrically controlling system of the utility model;
Fig. 2 is the schematic diagram of separated time wire harness;
Fig. 3 is conventional CAN bus network schematic diagram;
Fig. 4 is daisy chain type CAN bus network schematic diagram;
Fig. 5 is the structural representation of the bus signals fault injection system of a kind of vehicle electrically controlling system of the utility model under conventional CAN bus network;
Fig. 6 is the structural representation of daisy chain type CAN bus network and the electronic control module to be measured bus signals fault injection system of a kind of vehicle electrically controlling system of the utility model while being terminal node;
Fig. 7 is the structural representation of daisy chain type CAN bus network and the electronic control module to be measured bus signals fault injection system of a kind of vehicle electrically controlling system of the utility model while being intermediate node.
Embodiment
Below in conjunction with the drawings and specific embodiments, the utility model is described in more detail.
Be illustrated in figure 1 the structural representation of the bus signals fault injection system of a kind of vehicle electrically controlling system of the utility model, comprise: separated time wire harness 2, bus signals fault injection module 4 and host computer 5, one end of described separated time wire harness 2 is connected with electronic control module 3 to be measured, the other end of described separated time wire harness 2 is connected with vehicle electrically controlling system module 1, described vehicle electrically controlling system module 1 is for communicating with electronic control module 3 to be measured, described separated time wire harness 2 is also connected with one end of bus signals fault injection module 4 by bus connection wire 6, the other end of described bus signals fault injection module 4 is connected with host computer 5.
Wherein, host computer 5 is for defining the failure mode that needs injection, 4 of bus signals fault injection modules are the actuators that fault is injected, for the fault defining is injected into bus connection wire 6,2 of tap wire harness are not destroying under the prerequisite of vehicle electrically controlling system module 1 and electronic control module to be measured 3 physical interfaces, and bus signals fault injection module is series between electronic control module 3 to be measured and the vehicle electrically controlling system module 1 of communication with it.
Bus signals fault injection module 4 can, by the USB power supply of host computer 5, can pass through usb communication between host computer 5 and bus signals fault injection module 4.
By host computer 5 definition signal failure modes, attainable major failure is as follows:
Can realize the fault that CAN bus signals transmission frequency changes.
Can realize the fault of CAN bus signals frame losing.
Can realize the fault that CAN bus load blocks up.
Can realize the fault that CAN bus baud rate changes.
Can realize the physical values of signal in message is modified to inject fault.
Be illustrated in figure 2 the schematic diagram of separated time wire harness, therein in an embodiment, described separated time wire harness 2 comprises first interface 21, the second interface 23, bus connection wire 24 and rigid line 22, the pinout of described first interface 21 is consistent with the interface of described electronic control module to be measured with physical form, the pinout of described the second interface 23 is consistent for the interface being connected with described electronic control module to be measured with in described vehicle electrically controlling system module with physical form, described bus connection wire 24 comprises the first bus connection wire 241 and the second bus connection wire 242, the bus pin of first interface 21 is connected with the first passage of described bus signals fault injection module 4 by the first bus connection wire 241, the bus pin of the second interface 23 is connected with the second channel of described bus signals fault injection module 4 by the second bus connection wire 242, the pin of described first interface 21 except bus pin is connected with the respective pins of the second interface 23 except bus pin by described rigid line 22.
The bus signals fault injection system of a kind of vehicle electrically controlling system of the present utility model can be that various bus signals are carried out to the injection of bus signals fault, for example local internet bus (Local Interconnect Network, LIN), fault diagnosis bus; Safety bus; X-by-wire bus etc.Comparatively conventional can be CAN bus.In an embodiment, described bus signals fault injection module is CAN bus signals fault injection module therein, and described bus connection wire is CAN bus connection wire.
Vehicle electrically controlling system module, can be the node of the vehicle electrically controlling system of communicating by letter with electronic control module to be measured, or therein in an embodiment, described vehicle electrically controlling system module is car load CAN bus wire harness.
Car load CAN bus wire harness can form multiple CAN bus network, wherein be illustrated in figure 3 conventional CAN bus network, be characterized in the two ends of terminal resistance 34 and 35 in whole network, all the other nodes 31,32,33 hang on car load CAN bus wire harness 30 side by side, so removing any one node does not affect whole network structure.Terminal resistance is generally 120 ohm, refers at line style network two ends (in two communication port farthest), is connected in parallel on the resistance on a pair of order wire.According to transmission line theory, terminal resistance can absorb the reflection wave on network, effectively strengthens signal intensity.Value after two terminal resistance parallel connections should equal the characteristic impedance of transmission line on communication frequency substantially.
As shown in Figure 5, therein in an embodiment, the two ends of terminal resistance in whole CAN bus network in the CAN bus network that described car load CAN bus wire harness forms, all nodes that communicate by car load CAN bus wire harness hang on car load CAN bus wire harness side by side, described the first bus connection wire comprises a CAN bus high level connecting line 51 and a CAN bus low level connecting line 52, described the second bus connection wire comprises the 2nd CAN bus high level connecting line 53 and the 2nd CAN bus low level connecting line 54, in close described CAN bus signals fault injection module 4 one end, the the first conventional compensating resistance 55 being connected respectively with the 2nd CAN bus high level connecting line 53 and the 2nd CAN bus low level connecting line 54 is set, in close described second interface 23 one end, the the second conventional compensating resistance 56 being connected respectively with the 2nd CAN bus high level connecting line 53 and the 2nd CAN bus low level connecting line 54 is set, and the first conventional compensating resistance 55 is identical with the resistance of the second conventional compensating resistance 56.Preferably, the resistance of the first conventional compensating resistance 55 and the second conventional compensating resistance 56 is 120 ohm.
Under normal circumstances, terminal resistance is positioned at the end (CAN high and the low line of CAN between) of car load CAN bus wire harness.In the time that needs carry out fault injection test, need to change bus network,, electric-control system to be measured and car load CAN bus are isolated by the wire harness of Fault Insertion Equipment, now in order still normally to set up CAN bus communication, need to keep the wire harness end of each CAN network to have terminal resistance, this is by along with the position (terminal or centre) of electric-control system to be measured in former car bus, add terminal resistance at diverse location, guarantee that former car CAN bus network and newly-established fault injection CAN bus network have terminal resistance separately.
Node in conventional CAN bus is carried out to fault injection, because the two ends of terminal resistance in whole bus, and be independent of outside any one node, so tap wire harness can not destroy former bus structure, but there is no terminal resistance between CAN bus signals fault injection module and electric-control system to be measured, so the EMC characteristic of CAN communication will be affected, as shown in Figure 5, the CAN network two ends that form between CAN bus signals fault injection module and node to be measured connect respectively the resistance of one 120 ohm with the reflection of erasure signal.
Car load CAN bus wire harness can also form other CAN bus network, is illustrated in figure 4 daisy chain type CAN bus network, is characterized in the inside of terminal resistance in node, and removes any one intermediate node, and whole CAN network will be disconnected.Wherein, node 41 and node 4N are terminal node, and node 42 is intermediate node.
Therein in an embodiment, as shown in Figure 6, the CAN bus network that described car load CAN bus wire harness forms is daisy chain type CAN bus network, described electronic control module to be measured is terminal node, described the first bus connection wire comprises a CAN bus high level connecting line 61 and a CAN bus low level connecting line 62, described the second bus connection wire comprises the 2nd CAN bus high level connecting line 63 and the 2nd CAN bus low level connecting line 64, the the first daisy chain terminal node compensating resistance 65 being connected respectively with a CAN bus high level connecting line 61 and a CAN bus low level connecting line 62 is set, the the second daisy chain terminal node compensating resistance 66 being connected respectively with the 2nd CAN bus high level connecting line 63 and the 2nd CAN bus low level connecting line 64 is set, and the first daisy chain terminal node compensating resistance 65 is identical with the resistance of the second daisy chain terminal node compensating resistance 66.Preferably, the first daisy chain terminal node compensating resistance 65 is all 120 ohm mutually with the resistance of the second daisy chain terminal node compensating resistance 66.
Terminal node in daisy chain type CAN bus is carried out to fault injection, because the terminal resistance of daisy chain type is in terminal node inside, tap wire harness is series at the network structure of having destroyed former bus between bus and terminal node, so as shown in Figure 6, the resistance that must distinguish 120 ohm of short circuits between the CAN bus High blocking and Low, can guarantee that the CAN network structure on CAN bus signals fault injection module both sides is all complete like this.
Therein in an embodiment, as shown in Figure 7, the CAN bus network that described car load CAN bus wire harness forms is daisy chain type CAN bus network, described electronic control module to be measured is intermediate node, described the first bus connection wire comprises a CAN bus high level connecting line 71 and a CAN bus low level connecting line 72, described the second bus connection wire comprises the 2nd CAN bus high level connecting line 73 and the 2nd CAN bus low level connecting line 74, the daisy chain high level output pin of described first interface 21 and CAN bus high level connecting line 71 short circuits, as adopted 0 Ohmage 78 to connect in Fig. 7, the daisy chain low level output pin of described first interface 21 and CAN bus low level connecting line 72 short circuits, as adopted 0 Ohmage 79 to connect in Fig. 7, the daisy chain low level output pin of described the second interface 23 is connected with the daisy chain low level input end of electronic control module to be measured by the second interface low level connecting line 75, the daisy chain high level output pin of described the second interface 23 is connected with the daisy chain high level input end of electronic control module to be measured by the second interface high level connecting line 76, the daisy chain intermediate node compensating resistance 77 being connected with described the second interface low level connecting line 75 and described the second interface high level connecting line 76 is set.Preferably, daisy chain intermediate node compensating resistance 77 is 120 ohm.
Intermediate node in daisy chain type CAN bus is carried out to fault injection, because intermediate node plays the effect that connects whole network, carry out when fault is injected guaranteeing that the communication each other of all the other nodes of bus is smooth and easy, so, as shown in Figure 7, daisy chain output terminal at tested node adds 120 ohm of terminal resistances, and former daisy chain output is by 0 Europe resistance and daisy chain input short circuit.
Tell about CAN bus signals fault injection process with concrete example below.
The first passage of CAN bus signals fault injection module is connected with first interface, second channel is connected with the CAN line of electric-control system to be measured by the second interface, when fault is injected, first passage receives the CAN bus signals on car load CAN bus wire harness, the in house software of CAN bus signals fault injection module is decoded to the received signal, and the fault of injecting is as required edited signal, then send to electric-control system to be measured by second channel, simultaneously, second channel receives the CAN bus signals that electric-control system to be measured sends, and send in car load CAN bus by first passage, so both can complete the CAN bus signals fault of electric-control system to be measured had been injected, can keep again communicating by letter of electric-control system to be measured and all the other electric-control systems of car load.
CAN bus signals fault injection module is a real-time system, host computer is used for defining the fault type that needs injection, simultaneously in the time injecting fault, can send instruction to fault injection module by host computer, control the fault that it realizes certain type, but the concrete transmitting-receiving of CAN signal is to be completed by fault injection module; In the time that fault is injected, CAN bus signals fault injection module is by two passages (first passage and second channel), make self to be serially connected between electronic control module to be measured and car load bus wire harness, complete only for the fault-signal injection of electronic control module to be measured and the normal delivery of other whole signals.
In the injection process of fault, can send by host computer the duty of order Real-Time Monitoring electric-control system to be measured, to analyze fault-tolerant ability and the responsive measures of electric-control system under this fault.
The above embodiment has only expressed several embodiment of the present utility model, and it describes comparatively concrete and detailed, but can not therefore be interpreted as the restriction to the utility model the scope of the claims.It should be pointed out that for the person of ordinary skill of the art, without departing from the concept of the premise utility, can also make some distortion and improvement, these all belong to protection domain of the present utility model.Therefore, the protection domain of the utility model patent should be as the criterion with claims.
Claims (7)
1. the bus signals fault injection system of a vehicle electrically controlling system, it is characterized in that, comprise: separated time wire harness, bus signals fault injection module and host computer, one end of described separated time wire harness is connected with electronic control module to be measured, the other end of described separated time wire harness is connected with vehicle electrically controlling system module, described vehicle electrically controlling system module is for communicating with electronic control module to be measured, described separated time wire harness is also connected with one end of bus signals fault injection module by bus connection wire, and the other end of described bus signals fault injection module is connected with host computer.
2. the bus signals fault injection system of vehicle electrically controlling system according to claim 1, it is characterized in that, described separated time wire harness comprises first interface, the second interface, bus connection wire and rigid line, the pinout of described first interface is consistent with the interface of described electronic control module to be measured with physical form, the pinout of described the second interface is consistent for the interface being connected with described electronic control module to be measured with in described vehicle electrically controlling system module with physical form, described bus connection wire comprises the first bus connection wire and the second bus connection wire, the bus pin of first interface is connected with the first passage of described bus signals fault injection module by the first bus connection wire, the bus pin of the second interface is connected with the second channel of described bus signals fault injection module by the second bus connection wire, the pin of described first interface except bus pin is connected with the respective pins of the second interface except bus pin by described rigid line.
3. the bus signals fault injection system of vehicle electrically controlling system according to claim 2, is characterized in that, described bus signals fault injection module is CAN bus signals fault injection module, and described bus connection wire is CAN bus connection wire.
4. the bus signals fault injection system of vehicle electrically controlling system according to claim 3, is characterized in that, described vehicle electrically controlling system module is car load CAN bus wire harness.
5. the bus signals fault injection system of vehicle electrically controlling system according to claim 4, it is characterized in that, the two ends of terminal resistance in whole CAN bus network in the CAN bus network that described car load CAN bus wire harness forms, all nodes that communicate by car load CAN bus wire harness hang on car load CAN bus wire harness side by side, described the first bus connection wire comprises a CAN bus high level connecting line and a CAN bus low level connecting line, described the second bus connection wire comprises the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line, in close described CAN bus signals fault injection module one end, the the first conventional compensating resistance being connected respectively with the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line is set, in close described second interface one end, the the second conventional compensating resistance being connected respectively with the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line is set, and the first conventional compensating resistance is identical with the resistance of the second conventional compensating resistance.
6. the bus signals fault injection system of vehicle electrically controlling system according to claim 4, it is characterized in that, the CAN bus network that described car load CAN bus wire harness forms is daisy chain type CAN bus network, described electronic control module to be measured is terminal node, described the first bus connection wire comprises a CAN bus high level connecting line and a CAN bus low level connecting line, described the second bus connection wire comprises the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line, the the first daisy chain terminal node compensating resistance being connected respectively with a CAN bus high level connecting line and a CAN bus low level connecting line is set, the the second daisy chain terminal node compensating resistance being connected respectively with the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line is set, and the first daisy chain terminal node compensating resistance is identical with the resistance of the second daisy chain terminal node compensating resistance.
7. the bus signals fault injection system of vehicle electrically controlling system according to claim 4, it is characterized in that, the CAN bus network that described car load CAN bus wire harness forms is daisy chain type CAN bus network, described electronic control module to be measured is intermediate node, described the first bus connection wire comprises a CAN bus high level connecting line and a CAN bus low level connecting line, described the second bus connection wire comprises the 2nd CAN bus high level connecting line and the 2nd CAN bus low level connecting line, the daisy chain high level output pin of described first interface and a CAN bus high level connecting line short circuit, the daisy chain low level output pin of described first interface and a CAN bus low level connecting line short circuit, the daisy chain low level output pin of described the second interface is connected with the daisy chain low level input end of electronic control module to be measured by the second interface low level connecting line, the daisy chain high level output pin of described the second interface is connected with the daisy chain high level input end of electronic control module to be measured by the second interface high level connecting line, the daisy chain intermediate node compensating resistance being connected with described the second interface low level connecting line and described the second interface high level connecting line is set.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420003976.XU CN203689143U (en) | 2014-01-03 | 2014-01-03 | Bus signal fault injection system of vehicle electric control system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420003976.XU CN203689143U (en) | 2014-01-03 | 2014-01-03 | Bus signal fault injection system of vehicle electric control system |
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| CN203689143U true CN203689143U (en) | 2014-07-02 |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105353755A (en) * | 2015-12-15 | 2016-02-24 | 中国航空工业集团公司北京长城航空测控技术研究所 | Multifunctional fault injection device based on PXI bus |
| CN105929270A (en) * | 2016-04-20 | 2016-09-07 | 北京润科通用技术有限公司 | Fault injection method and device |
| CN108121323A (en) * | 2016-11-30 | 2018-06-05 | 上海汽车集团股份有限公司 | Vehicle testing system, method and switching device |
| CN111475357A (en) * | 2020-03-31 | 2020-07-31 | 北京经纬恒润科技有限公司 | Bus fault injection system |
-
2014
- 2014-01-03 CN CN201420003976.XU patent/CN203689143U/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105353755A (en) * | 2015-12-15 | 2016-02-24 | 中国航空工业集团公司北京长城航空测控技术研究所 | Multifunctional fault injection device based on PXI bus |
| CN105353755B (en) * | 2015-12-15 | 2018-05-01 | 中国航空工业集团公司北京长城航空测控技术研究所 | Multi-functional fault injection device based on PXI buses |
| CN105929270A (en) * | 2016-04-20 | 2016-09-07 | 北京润科通用技术有限公司 | Fault injection method and device |
| CN108121323A (en) * | 2016-11-30 | 2018-06-05 | 上海汽车集团股份有限公司 | Vehicle testing system, method and switching device |
| CN111475357A (en) * | 2020-03-31 | 2020-07-31 | 北京经纬恒润科技有限公司 | Bus fault injection system |
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Granted publication date: 20140702 |