CN212255512U - Electromagnetic compatibility testing chamber for motor vehicle - Google Patents

Abstract

The application discloses motor vehicle electromagnetic compatibility test room, it includes: the vehicle placement device comprises a reverberation chamber, a vehicle placement area and a control unit, wherein the reverberation chamber is defined by a wall surface made of a conductive reflecting material, and the hollow inner space of the reverberation chamber is defined with the vehicle placement area for placing a motor vehicle to be tested in the vehicle placement area during an electromagnetic compatibility test; an antenna capable of emitting electromagnetic radiant energy disposed within the reverberation chamber; and the electromagnetic energy stirrer is arranged on one wall surface of the reverberation room, when the electromagnetic compatibility test is carried out, a motor vehicle to be tested is fixed in the vehicle placement area, meanwhile, the electromagnetic energy stirrer can continuously and periodically change the shape between a first limit state and a second limit state, and the electromagnetic radiation energy fed into the reverberation room through the antenna meets the specified electromagnetic compatibility test requirement in the vehicle placement area.

Description

Electromagnetic compatibility testing chamber for motor vehicle

Technical Field

The present application relates generally to automotive electromagnetic compatibility testing, and in particular to a testing room for implementing the electromagnetic compatibility testing.

Background

In modern motor vehicles, various electronic components or devices are increasingly used. Therefore, in order to ensure that the electronic devices or electronic equipment are not interfered by external electromagnetic wave energy radiation to affect the use safety of the motor vehicle in the normal use process of the motor vehicle, the electromagnetic compatibility test of the motor vehicle before leaving the factory is required.

Typically, such electromagnetic compatibility testing is done in a test room such as an anechoic chamber. Such conventional test cells include a turntable dynamometer that can rotate about an axis perpendicular to the ground. The motor vehicle is fixed to the turntable dynamometer and an antenna for transmitting electromagnetic energy is directed toward the motor vehicle. During testing, a signal generator connected with the antenna generates signals in a given frequency range, so that the antenna emits electromagnetic waves meeting certain required electric field intensity in the given frequency range, and meanwhile, the rotary table rotates 360 degrees step by step. In the process, it is observed and checked whether the electronics or electronic devices in the motor vehicle are functioning properly and are not disturbed by the energy of the electromagnetic radiation.

However, because of the directional effect of the transmitting antenna, the energy of the electromagnetic radiation will be more concentrated on certain locations of the vehicle, which will cause a difference from the electromagnetic radiation situation that occurs in the actual driving situation. The test carried out in this way can cause the electromagnetic radiation energy that the motor vehicle receives to be inhomogeneous, appear local electromagnetic energy too big or undersize, therefore cause the test result unreal or inaccurate, and then influence the driving safety of motor vehicle. In addition, such a test method using the rotary table dynamometer usually results in a long test time because it is necessary to ensure that all surfaces to be tested of the motor vehicle are required to be approximately perpendicular to the transmitting antenna to observe how electromagnetic compatibility of electronic devices or electronic equipment of the motor vehicle is.

SUMMERY OF THE UTILITY MODEL

In view of the above problems, the present application aims to provide a novel testing chamber for electromagnetic compatibility of a motor vehicle, which can adopt a simpler structural design and can be closer to a situation of simulating real electromagnetic radiation, so that the testing time is shortened and the testing result is more real and reliable.

According to one aspect of the present application, there is provided an automotive electromagnetic compatibility testing room, comprising:

the vehicle placement device comprises a reverberation chamber, a vehicle placement area and a control unit, wherein the reverberation chamber is defined by a wall surface made of a conductive reflecting material, and the hollow inner space of the reverberation chamber is defined with the vehicle placement area for placing a motor vehicle to be tested in the vehicle placement area during an electromagnetic compatibility test;

an antenna capable of emitting electromagnetic radiant energy disposed within the reverberation chamber; and

the electromagnetic energy stirrer is arranged on one wall surface of the reverberation room, when an electromagnetic compatibility test is carried out, a motor vehicle to be tested is fixed in the vehicle placing area, meanwhile, the electromagnetic energy stirrer can change the shape between a first limit state and a second limit state, and the electromagnetic radiation energy fed into the reverberation room through the antenna meets the specified electromagnetic compatibility test requirement in the vehicle placing area.

Optionally, the electromagnetic energy stirrer periodically changes form in steps between a first limit state and a second limit state.

Optionally, the antenna is directed at a non-90 degree angle relative to the wall within the reverberation chamber and at an oblique angle relative to the horizontal.

Optionally, the transmitting direction of the antenna is not directed to the vehicle to be tested when performing the electromagnetic compatibility test.

Optionally, the electromagnetic energy stirrer comprises at least one pair of movable support plates, on each of which a plurality of reflective baffles for reflecting electromagnetic energy are provided.

Optionally, in a change cycle of the electromagnetic energy stirrer, each carrier plate can be moved from a starting position of the first extreme state to an end position of the second extreme state and then moved back to the starting position of the first extreme state.

Optionally, each carrier plate is reciprocally rotatable between a first limit state and a second limit state about a horizontal axis spaced from the carrier plate as the electromagnetic energy stirrer changes configuration.

Optionally, the vehicle placement area is determined via electromagnetic wave receiving signals obtained by a plurality of electromagnetic wave receiving transducers in the reverberation chamber by a previous trial calibration.

Optionally, the motor vehicle electromagnetic compatibility test room further comprises an amplifier device room and/or a spectral analysis equipment room and/or a control room located beside the reverberation room, in which amplifier device room there is arranged an apparatus for power amplification of electromagnetic signals emitted by the antenna, in which spectral analysis equipment room there is arranged an analysis instrument, and in which control room there is arranged a computer for controlling the antenna and the electromagnetic energy stirrer within the reverberation room.

Optionally, the vehicle placement area is located between the antenna and a wall on which the electromagnetic energy stirrer is disposed.

Optionally, the motor vehicle under test has a position in the vehicle placement area that cannot rotate about an axis perpendicular to a horizontal plane when performing the electromagnetic compatibility test.

According to another aspect of the present application, there is also provided a calibration method for a vehicle placement area in the aforementioned automotive electromagnetic compatibility testing room, including:

planning a three-dimensional area in the motor vehicle electromagnetic compatibility testing room;

arranging a plurality of electromagnetic wave receiving transducers in a spatially uniform distribution in the three-dimensional space;

causing an antenna in the automotive electromagnetic compatibility test chamber to emit electromagnetic energy on a frequency-by-frequency basis, and for each frequency emitted by the antenna, an electromagnetic energy stirrer in the automotive electromagnetic compatibility test chamber to change form gradually between a first limit state and a second limit state, such that there is at least one intermediate state between the first limit state and the second limit state, and for each frequency emitted by the antenna, receiving an electromagnetic energy signal by each electromagnetic wave receiving transducer in each state of the electromagnetic energy stirrer, and calculating an arithmetic mean of all received electromagnetic energy signals;

determining the three-dimensional area as a vehicle placement area if the arithmetic mean of each state of the electromagnetic energy stirrer is less than a predetermined maximum tolerated electromagnetic energy value and greater than a predetermined minimum tolerated electromagnetic energy value for all transmission frequencies of the antenna.

Alternatively, the three-dimensional region is defined by a movable frame, and the electromagnetic wave receiving transducer is fixed to the frame.

Optionally, if the arithmetic mean of a state of the electromagnetic energy stirrer for one of all transmission frequencies of the antenna is greater than the predetermined maximum tolerated electromagnetic energy value or less than the predetermined minimum tolerated electromagnetic energy value, the frame is moved and/or the power amplifier in the motor vehicle electromagnetic compatibility test room is adjusted (in particular, the output of the power amplifier is adjusted on the premise that the output of the power amplifier is maximized), and/or (in particular, if the requirement is still not met on the premise that the output of the power amplifier is maximized) the power amplifier with a different maximum output is replaced and recalibrated.

Optionally, the antenna does not emit electromagnetic energy while the electromagnetic energy stirrer is changing its state.

Optionally, the electromagnetic energy stirrer changes over only one fixed step length when changing from one of the states to the other of the states, the fixed step length corresponding to a rotation of the support plate of the electromagnetic energy stirrer, on which the reflective screen is arranged, in the respective direction by a fixed angle about the respective axis of rotation.

According to another aspect of the present application, there is also provided a method for performing an electromagnetic compatibility test on a motor vehicle by using the aforementioned electromagnetic compatibility test chamber for a motor vehicle, including:

determining a vehicle placement area in the motor vehicle electromagnetic compatibility test room by using the calibration method;

moving the vehicle to be tested into the vehicle placement area;

causing an antenna in the automotive electromagnetic compatibility test chamber to emit electromagnetic energy on a frequency-by-frequency basis, and for each frequency emitted by the antenna, the electromagnetic energy stirrer in the automotive electromagnetic compatibility test chamber is progressively changed between a first limit state and a second limit state such that there is at least one intermediate state between the first limit state and the second limit state.

Optionally, the electromagnetic energy stirrer is changed from one of the states to another of the states by only a fixed step size equal to or an integer multiple of the step size of the change in state of the electromagnetic energy stirrer when calibrating the automotive electromagnetic compatibility testing room, such that each state of the electromagnetic energy stirrer occurs at calibration time.

Optionally, the antenna does not emit electromagnetic energy while the electromagnetic energy stirrer is changing its state.

By adopting the technical means, when the electromagnetic compatibility test of the motor vehicle is carried out, the motor vehicle to be tested does not need to rotate in the reverberation chamber, so that the test time is saved. In addition, when the electromagnetic compatibility test is carried out, the motor vehicle is always fixed in a vehicle placing area which is planned in advance, and the electromagnetic radiation energy in the vehicle placing area meets the specified electromagnetic compatibility test requirement and changes dynamically, so that the electromagnetic compatibility test method more conforms to the electromagnetic radiation occasions of real road conditions, and the test result is more real and accurate.

Drawings

The principles and aspects of the present application will be more fully understood from the following detailed description, taken in conjunction with the accompanying drawings. It is noted that the drawings may not be to scale for clarity of illustration and will not detract from the understanding of the present application. In the drawings:

FIG. 1 schematically illustrates a top view of an automotive electromagnetic compatibility testing room, in accordance with one embodiment of the present application;

FIG. 2 schematically illustrates a side view of an electromagnetic compatibility testing room of a motor vehicle;

FIGS. 3a through 3c are diagrammatic views of one example of an electromagnetic energy stirrer employed in an automotive electromagnetic compatibility testing room according to the present application in various positions driven by a drive mechanism; and is

FIG. 4 schematically illustrates an example simplified perspective view of a test calibration performed in an electromagnetic compatibility testing room of a motor vehicle prior to an electromagnetic compatibility test;

FIG. 5 is a flow chart that schematically illustrates a test calibration method, in accordance with an embodiment of the present application;

FIG. 6 is a flow chart that schematically illustrates a method for electromagnetic compatibility testing of a motor vehicle, in accordance with an embodiment of the present application; and

figure 7 is a schematic diagram schematically illustrating the variation of the support plate of the electromagnetic energy stirrer during a test calibration or test.

Detailed Description

In the various figures of the present application, features that are structurally identical or functionally similar are denoted by the same reference numerals.

Fig. 1 schematically shows a top view of a motor vehicle electromagnetic compatibility test room 1 according to an exemplary embodiment of the present application, in which motor vehicle electromagnetic compatibility test room 1 a motor vehicle 60 to be tested is parked. It should be clear that the motor vehicles referred to in this application include, but are not limited to, fuel-powered vehicles, hybrid vehicles, or purely electrically powered vehicles, etc.

Referring to fig. 1 and 2 together, an automotive electromagnetic compatibility test room 1 generally includes a reverberation room 10, an amplifier device room 20, a spectrum analysis apparatus room 30, and a control room 40. For example, the reverberation chamber 10 may be substantially cubic in shape, which is composed of six walls 10a, 10b, 10c, 10d, 10e and 10 f. The walls are constructed of a conductive reflective material, particularly a highly conductive reflective material, such that the reverberation chamber 10 is defined as a shielded chamber in which electromagnetic radiation energy can be constantly reflected without escaping. In the illustrated embodiment, wall 10f contacts the ground and wall 10e is the top surface, with walls 10a, 10b, 10c, 10d being perpendicular adjacent to each other and defining the peripheral wall of the reverberation chamber 10.

Within the reverberation chamber 10 is mounted an antenna 50 for emitting electromagnetic radiant energy. The antenna 50 is a directional antenna having one transmission direction. In the context of the present application, the transmission direction of the antenna 50 refers to the direction in which the major part of the electromagnetic radiation energy transmitted via the antenna 50 is concentrated. In the illustrated embodiment, the antenna 50 is supported by an antenna mount 51. Furthermore, the antenna 50 is arranged within the reverberation chamber 10 such that the transmission direction of the antenna 50 does not point towards the vehicle 60 after the vehicle 60 enters the reverberation chamber 10 in place, e.g. the transmission direction of the antenna 50 may point towards the wall 10b in the horizontal plane at an angle other than 90 degrees and upwards with respect to the horizontal plane at an angle in the range of 20 to 30 degrees.

Within the amplifier device chamber 20 is arranged a device for power amplifying an electromagnetic signal to be transmitted via the antenna 50, such as a power amplifier. Generally, the maximum output of such a power amplifying device is constant, and thus, during normal operation of the power amplifier, the user can adjust the output of the power amplifying device in a range below the maximum output thereof as desired. To facilitate operation of the apparatus, the amplifier device chamber 20 may be disposed immediately adjacent to one wall, e.g., 10c, of the reverberation chamber 10. Various types of suitable instruments for performing spectral analysis may be disposed within the spectral analysis apparatus chamber 30. Within the control room 40, a computer may be disposed for controlling various types of test instruments or their components within the reverberation room, including the antenna 50 and the electromagnetic energy stirrer and its drive mechanism as described below.

For example, an openable and closable door may be provided in the wall surface 10b to facilitate the entry and exit of the vehicle 60 to be tested into and out of the reverberation chamber 10. In addition, an electromagnetic energy stirrer 70 is disposed on a wall surface, e.g., 10a, of the reverberation chamber 10. The electromagnetic energy stirrer, also called a field stirrer, functions to change the boundary condition of the reverberation chamber 10 as a shielding chamber, that is, to change the distribution of the electromagnetic field in the reverberation chamber 10, through a change in the state of its own body. A plurality of reflective baffles 70a having different directions are provided on the electromagnetic energy stirrer 70 so that, when electromagnetic energy is fed into the reverberation chamber 10 via the antenna 50, the electromagnetic energy stirrer 70 together with the respective wall surfaces 10a, 10b, 10c, 10d, 10e and 10f causes the fed electromagnetic energy to undergo multiple reflections and scatterings and to be superimposed on each other by changing the different orientations of the reflective baffles 70a, thereby finally causing the polarization and intensity of the electric field in the space inside the reverberation chamber 10 to be changed.

For example, the reflective baffles 70a of the electromagnetic energy stirrer 70 may be arranged in the form of a cone with a variable cross-sectional viewing angle, that is, a cross-section taken through the reflective baffles 70a is always generally conical in shape, whether viewed in top plan view as shown in fig. 1 or in side view as shown in fig. 2. Of course, it should be clear to those skilled in the art that the arrangement of the reflective baffle 70a is not limited to the embodiment shown in the figures, and any other suitable arrangement is possible.

The electromagnetic energy stirrer 70 is provided with a driving mechanism. Here, only fig. 3a to 3c are given as non-limiting examples to schematically illustrate how the electromagnetic energy stirrer 70 changes state depending on its driving mechanism. Fig. 3a to 3c are side views corresponding to fig. 2. A drive gear 61 is rotatably supported on the wall surface 10a via a bracket, for example. The axis of rotation of the drive gear 61 may be parallel to the wall surface 10f, for example. The drive gear 61 can be driven to rotate, for example, in a forward or reverse direction, under the control of a computer in the control room 40 via a motor (not shown). The two driven gears 62 and 63 are also rotatably supported with respect to the wall surface 10a via brackets, respectively, and the two driven gears 62 and 63 are engageable with the drive gear 61, respectively. Each reflective baffle 70a may be disposed on two support plates 64 and 65, respectively, while the two support plates 64 and 65 are fixed with respect to the fixed gears 62 and 63, respectively. As the driving gear 61 rotates in one direction, the two driven gears 62 and 63 can rotate about the respective axes of rotation in opposition to each other, thereby bringing the support plates 64 and 65 fixedly connected thereto to rotate about the respective axes of rotation of the corresponding driven gears, respectively, away from or close to each other, during which the angle between the reflective baffles 70a changes accordingly.

Figure 3a shows the position where the support plates 64 and 65 are coplanar with each other. Under the control of the computer in the control room 40, the driving gear 61 can be driven by the motor to rotate forward and backward by a certain angle, respectively, which can define a first limit state of the electromagnetic energy agitator 70 as shown in fig. 3b and a second limit state of the electromagnetic energy agitator 70 as shown in fig. 3c, respectively. In the context of the present application, a limit condition relating to an electromagnetic energy stirrer refers to the maximum extent to which the support plates e.g. 64, 65 constituting it and the respective reflective baffles e.g. 70a on said support plates can be allowed to rotate about the axis of the driven gear in a certain direction, driven by the respective driven gear e.g. 62, 63, provided that the construction of the electromagnetic energy stirrer allows it. For example, in fig. 3b, the first limit state of the electromagnetic energy stirrer 70 means the maximum extent to which each driven gear 62, 63 is allowed to bring along the corresponding support plates 64 and 65, respectively, and the reflective baffles 70a thereon, to be able to rotate about the axis of the corresponding driven gear, when the driving gear 61 is driven to rotate, for example, in the forward direction via the motor. Similarly, in fig. 3c, the first limit condition of the electromagnetic energy stirrer 70 means the maximum extent to which each driven gear 62, 63 is allowed to carry along the corresponding support plates 64 and 65, respectively, and the reflective baffles 70a thereon, to be able to rotate about the axis of the corresponding driven gear, when the driving gear 61 is driven to rotate, for example, in the reverse direction via the motor.

In operation of the motor vehicle electromagnetic compatibility testing chamber 1 according to the present application, the electromagnetic energy stirrer 70 is capable of changing its configuration between a first limit state and a second limit state, i.e., the driving gear 61 is driven to rotate in a forward and reverse direction between a rotational angle position corresponding to the first limit state and a rotational angle position corresponding to the second limit state, thereby changing the distribution of the reflection and scattering of the electromagnetic energy signal fed into the testing chamber 1. In a preferred embodiment, electromagnetic energy stirrer 70 is capable of changing its configuration between a first limit state and a second limit state in a stepwise manner, and drive gear 61 is driven in rotation in forward and reverse directions angularly by degrees between a rotational angular position corresponding to the first limit state and a rotational angular position corresponding to the second limit state, thereby changing the reflection and scattering distribution of the electromagnetic energy signal fed into test chamber 1.

Although in the illustrated embodiment the drive mechanism for the electromagnetic energy stirrer 70 employs a pair of upper and lower support plates 64 and 65, it will be apparent to those skilled in the art that a plurality of such pairs of support plates may be provided as desired and that drive and driven gears may be added accordingly. Furthermore, although the drive mechanism for the electromagnetic energy stirrer 70 is described in the present specification in terms of a gear drive as shown in figures 3a to 3c, it will be clear to those skilled in the art that any other suitable form may be employed by the drive mechanism. For example, the driving mechanism may also use an eccentric cam or a link transmission to enable the pair of supporting plates (on which the reflective baffles 70a are disposed) to rotate away from or close to each other about respective corresponding rotational axes, thereby changing the reflection and scattering distribution of the electromagnetic energy signal fed into the reverberation chamber 10 of the test chamber 1.

In the context of the present application, therefore, the reference to the electromagnetic energy stirrer 70 being capable of changing form gradually and periodically between a first limit state and a second limit state means that each carrier plate of the electromagnetic energy stirrer 70, on which the respective reflective baffle is arranged, can be moved back and forth repeatedly between a starting position of the first limit state and an end position of the second limit state, as a result of the drive mechanism. In this way, it is possible to cause the electromagnetic energy distribution field fed into the interior of the reverberation chamber 10 of the automotive electromagnetic compatibility test chamber 1 to be repeatedly changed periodically. One change cycle of the electromagnetic energy stirrer 70 means a time period during which the carrier plate is moved back to the starting position of the first extreme state in the reverse direction after moving from the starting position of the first extreme state to the end position of the second extreme state. Taking fig. 3b as an example, the starting position of the support plate 64 in the first extreme state is a left-inclined position with respect to a plane perpendicular to the ground; the starting position of the support plate 65 in the first extreme position is a right-inclined position with respect to a plane perpendicular to the ground. Taking fig. 3c as an example, the end position of the support plate 64 in the second limit state is a right inclined position with respect to a plane perpendicular to the ground; the end position of the support plate 65 in the second limit state is a left inclined position with respect to a plane perpendicular to the ground.

In order to more simulate the electromagnetic radiation field of the real road surface condition and to save the detection time, the reverberation chamber 10 of the electromagnetic compatibility test chamber 1 of the motor vehicle according to the present application defines a vehicle placement region 80 of a motor vehicle 60 inside thereof. For example, the vehicle placement region 80 may be a cubical region defined in the hollow interior space of the reverberation chamber 10, as shown in fig. 4. The vehicle placement region 80 is determined by a test calibration method before the electromagnetic compatibility test is performed, and the specific steps are as follows.

First, a three-dimensional region 80 ', referred to as a vehicle placement region 80', is planned in advance in the interior space of the reverberation room 10. After the vehicle placement region 80' is determined to be suitable for performing the automotive electromagnetic compatibility test according to the test calibration procedure described below, it will be considered as the vehicle placement region 80 as described above. For example, the vehicle placement area under test 80' may be defined by a freely movable, cuboidal frame arranged within the reverberation chamber 10, which may be made of a material that does not affect the electromagnetic compatibility test, such as wood or a suitable plastic, for example. The vehicle placing area 80' extends upward from the wall surface 10f by a height substantially equal to the vehicle height. A plurality of electromagnetic wave receiving transducers 90 are arranged in a uniformly spatially distributed manner in the vehicle placement area-to-be-measured 80', for example on the frame thereof, and cover the boundary. For example, eight electromagnetic wave receiving transducers 90 are arranged at eight vertexes of a cubic vehicle-placed region under test 80' or its frame. Alternatively or preferably, a plurality of electromagnetic wave receiving transducers 90 may also be arranged at regular intervals inside the volume of space defined by the vehicle in which the region 80' to be measured or its frame is placed. The spacing of the electromagnetic wave receiving transducers 90 from one another may depend on the spatial signal resolution requirements of the test calibration process. The smaller the spacing, the greater the accuracy of the determination of the electromagnetic energy distribution within the determined vehicle-disposed area 80'.

The antenna 50, corresponding power amplifier, and electromagnetic energy stirrer 70 are then activated. In this process, the antenna 50 sequentially transmits the power amplifier amplified signals at the various frequencies required for the formal electromagnetic compatibility test, such that the transmitted signals are coupled within the reverberation chamber 10 via reflection from the electromagnetic energy stirrer 70. At the same time, the electromagnetic energy stirrer 70 is capable of changing state gradually between the first limit state and the second limit state as needed. That is, the electromagnetic energy stirrer 70 has a plurality of intermediate states between the first limit state and the second limit state during the change of state thereof. As shown in fig. 7, "changing states step by step" means that the electromagnetic energy stirrer 70 changes from one state to another by only a fixed step corresponding to a fixed angle of rotation of the support plates 64, 65 of the electromagnetic energy stirrer 70, on which the reflective baffles 70a (not shown in fig. 7) are disposed, in the respective direction about the respective axis of rotation. The electromagnetic energy stirrer 70 changes state gradually between a first limit state and a second limit state for the frequency emitted by each antenna 50, and in each state (including each limit state and each intermediate state), transmits the electromagnetic energy receiving signals received by all the electromagnetic wave receiving transducers 90 to a computer in the control room 40 for recording and analysis. The computer will take an arithmetic mean of the electromagnetic energy received signals from all the electromagnetic receiving transducers 90 at the frequency transmitted by each antenna 50 and at each state of the electromagnetic energy stirrer 70, with the arithmetic mean representing the amount of electromagnetic energy in the vehicle-placement area 80' at that antenna transmission frequency and with the electromagnetic energy stirrer 70 in that state.

Then, if the electromagnetic energy values of the vehicle placement area to be tested 80 'for all frequencies emitted by the antenna 50 and all states of the electromagnetic energy stirrer 70 meet the specifications of the maximum and minimum withstand electromagnetic energy required for the real electromagnetic compatibility test, i.e., less than the former and greater than the latter, the current vehicle placement area to be tested 80' is considered as the vehicle placement area 80. Otherwise, the test calibration process can be resumed by changing the position of the vehicle-placed region under test 80' and/or adjusting the output of the power amplifier at the maximum output of the power amplifier, and/or even replacing a power amplifier with a different maximum output, until a satisfactory vehicle-placed region under test is determined.

The following schematically illustrates a flow of a test calibration process according to an embodiment of the present application, by way of example only, with reference to fig. 5. It should be clear that the steps described below can be adjusted in order according to the requirements.

First, at step S10, a test calibration process is started, and various preparatory works are performed, such as arranging a suitable movable frame in the reverberation room 10 to define a vehicle placement region 80' to be measured, and disposing a plurality of electromagnetic wave receiving transducers 90 on the frame. Then, in step S20, antenna 50 emits electromagnetic radiation energy at one frequency via a power amplifier. For example, the frequency is the lower limit of the frequency range specified in the detection of electromagnetic compatibility of the motor vehicle when it is first transmitted. At step S30, the electromagnetic energy stirrer 70 is adjusted so that it is in the first limit state. In step S40, the electromagnetic energy reception signals received by all the electromagnetic wave receiving transducers 90 are arithmetically averaged and stored in correspondence with the transmission frequency of the antenna 50 and the current state of the electromagnetic energy stirrer 70, for example, in a computer in the control room 40. Next, at step S50, the antenna 50 stops emitting electromagnetic radiation energy and changes the state of the electromagnetic energy stirrer 70 in one step as described above, for example, such that the electromagnetic energy stirrer 70 is in one intermediate state of a plurality of intermediate states between the first limit state and the second limit state. At step S60, it is determined whether the electromagnetic energy agitator 70 has transcended the second limit state. If the judgment result is negative, go to step S40; if the judgment result is yes, the flow goes to step S70. In step S70, the transmitting frequency of the antenna 50 is increased by a fixed amount, and the process goes to step S20. For example, the fixed amount may be based on a frequency range specified in an electromagnetic compatibility test of a vehicle. At step S80, it is determined whether the transmission frequency of the antenna 50 has exceeded the upper limit of the frequency range specified in the detection of electromagnetic compatibility of the motor vehicle, and if not, it goes to step S20; if the judgment result is yes, the flow goes to step S90. At step S90, it is determined whether each electromagnetic energy value of vehicle placement area under test 80' for all frequencies emitted by antenna 50 and all states of electromagnetic energy stirrer 70 meets the specifications of maximum and minimum electromagnetic energy tolerance that meet the requirements of the true electromagnetic compatibility test. If the judgment result is no, go to step S110. In step S110, the test calibration conditions may be changed, for example, the frame defining the vehicle placing the region 80' to be tested is moved and/or the output of the power amplifier is adjusted under the precondition of the maximum output of the power amplifier, and/or even the power amplifier with different maximum output is replaced, and after the transmitting frequency of the antenna 50 is set to the lower limit of the frequency range specified in the electromagnetic compatibility test of the motor vehicle again, the test calibration process is started again in step S20; if the judgment result is yes, the current vehicle placing region to be detected 80' is determined as the vehicle placing region 80 actually carrying out the motor vehicle electromagnetic compatibility detection.

FIG. 6 schematically illustrates one embodiment of a method for performing an electromagnetic compatibility test of a motor vehicle within the reverberation chamber 10 after the vehicle placement region 80 has been determined using the experimental calibration method of FIG. 5. In step S11, the electromagnetic compatibility test is initiated, for example, by first driving the motor vehicle 60 into the vehicle placement region 80 determined according to the test calibration method shown in fig. 5. At step S21, antenna 50 emits electromagnetic radiant energy at one frequency via a power amplifier. For example, the frequency is the lower limit of the frequency range specified in the detection of electromagnetic compatibility of the motor vehicle when it is first transmitted. At step S31, the electromagnetic energy stirrer 70 is adjusted so that it is in the first limit state. At step S51, the antenna 50 stops emitting electromagnetic radiation energy and changes the state of the electromagnetic energy stirrer 70 in one step, for example, such that the electromagnetic energy stirrer 70 is in one intermediate state of a plurality of intermediate states between the first limit state and the second limit state. This step size may be the same as the step size of step 50 in the test calibration process shown in fig. 5, or may be an integer multiple of the step size in step 50, to ensure that every condition in which the electromagnetic energy stirrer 70 is placed during the test calibration process occurs during the automotive electromagnetic compatibility test. Next, at step S61, it is determined whether the electromagnetic energy agitator 70 has transcended the second limit state. If the judgment result is negative, go to step S51; if the judgment result is yes, the flow goes to step S71. In step S71, the transmitting frequency of the antenna 50 is increased by a fixed amount, and the process goes to step S21. The fixed amount should be the same as the frequency increase fixed amount of step S70 shown in fig. 5. Next, at step S81, it is determined whether the transmission frequency of the antenna 50 has exceeded the upper limit of the frequency range specified in the detection of electromagnetic compatibility of the motor vehicle, and if the determination result is no, it goes to step S21; if the judgment result is yes, the process goes to step S111. In step S111, the vehicle electromagnetic compatibility test is stopped. During the execution of the steps, the electromagnetic compatibility test of the motor vehicle can be stopped at any time according to the test rule.

Because the average electromagnetic energy received in each changed state of the electromagnetic energy stirrer 70 in the determined vehicle placement region 80 meets the requirements of the electromagnetic compatibility test in the prior art test calibration, the motor vehicle 60 will not need to be rotated in a horizontal plane as in the prior art. This can result in a significant saving of test time, in particular when the motor vehicle has a plurality of surfaces to be measured. In addition, because the motor vehicle 60 is continuously subjected to electromagnetic energy radiation with dynamically changing polarity in the vehicle placement area 80, the electromagnetic radiation situation more conforming to the real road surface condition is ensured, and the test result is more accurate.

Although in the above-mentioned embodiments the reverberation chamber 10 and/or the vehicle placement area 80 are both cube-shaped, it will be clear to a person skilled in the art that other suitable cube-shapes are possible, such as hemispherical or other hexahedral shapes.

Although specific embodiments of the present application have been described herein in detail, they have been presented for purposes of illustration only and are not to be construed as limiting the scope of the application. Further, it should be clear to those skilled in the art that the various embodiments described in this specification can be used in combination with each other. Various substitutions, alterations, and modifications may be conceived without departing from the spirit and scope of the present application.

Claims (11)

1. An automotive vehicle electromagnetic compatibility testing chamber (1), characterized by comprising:

a reverberation chamber (10) defined by walls made of conductive and reflective materials, wherein a vehicle placing region (80) is defined in the hollow inner space of the reverberation chamber (10) so that a motor vehicle (60) to be tested can be placed in the vehicle placing region (80) when an electromagnetic compatibility test is carried out;

an antenna (50) disposed within the reverberation chamber (10) capable of emitting electromagnetic radiant energy; and

an electromagnetic energy stirrer (70) is arranged on one wall surface of the reverberation chamber (10), when an electromagnetic compatibility test is carried out, a motor vehicle (60) to be tested is fixed in the vehicle placement area (80), and simultaneously the electromagnetic energy stirrer (70) can change the shape between a first limit state and a second limit state, and electromagnetic radiation energy fed into the reverberation chamber (10) through the antenna (50) meets the specified electromagnetic compatibility test requirement in the vehicle placement area (80).

2. Automotive electromagnetic compatibility testing room (1) according to claim 1, characterized in that the electromagnetic energy stirrer (70) is periodically changed in form stepwise between a first limit state and a second limit state.

3. The automotive vehicle electromagnetic compatibility test chamber (1) of claim 1 or 2, characterized in that the antenna (50) is directed within the reverberation chamber (10) at an angle other than 90 degrees with respect to the walls and at an oblique angle with respect to the horizontal.

4. The vehicle electromagnetic compatibility testing room (1) of claim 1 or 2, characterized in that the emission direction of the antenna (50) is not directed to the vehicle (60) to be tested when performing electromagnetic compatibility testing.

5. Automotive electromagnetic compatibility testing chamber (1) according to claim 1 or 2, characterized in that said electromagnetic energy stirrer (70) comprises at least one pair of movable supporting plates, on each of which a plurality of reflective baffles (70a) for reflecting electromagnetic energy is provided.

6. The automotive electromagnetic compatibility testing compartment (1) of claim 5, characterized in that each carrier plate is movable from a starting position of a first extreme state to an end position of a second extreme state and back again to the starting position of the first extreme state in a change cycle of the electromagnetic energy stirrer (70).

7. The automotive electromagnetic compatibility testing cell (1) of claim 6, characterized in that each carrier plate is reciprocally rotatable between a first limit state and a second limit state about a horizontal axis spaced from said carrier plate as said electromagnetic energy stirrer (70) changes configuration.

8. The automotive electromagnetic compatibility test room (1) of claim 7, characterized in that the vehicle placement area (80) is determined via electromagnetic wave receiving transducers (90) within the reverberation room (10) by electromagnetic energy receiving signals obtained in a previous experimental calibration.

9. Automotive electromagnetic compatibility test chamber (1) according to claim 8, further comprising an amplifier device chamber (20) and/or a spectral analysis apparatus chamber (30) and/or a control chamber (40) located beside the reverberation chamber (10), a device for power amplification of electromagnetic signals emitted by the antenna (50) being arranged within the amplifier device chamber (20), an analysis instrument being arranged within the spectral analysis apparatus chamber (30), a computer for controlling the antenna (50) and the electromagnetic energy stirrer (70) within the reverberation chamber (10) being arranged within the control chamber (40).

10. The automotive vehicle electromagnetic compatibility testing room (1) of claim 1 or 2, characterized in that the vehicle placement area (80) is located between the antenna (50) and a wall (10a) on which the electromagnetic energy stirrer (70) is provided.

11. The automotive vehicle electromagnetic compatibility testing room (1) of claim 1 or 2, characterized in that the automotive vehicle (60) under test has a position in the vehicle placement area (80) that cannot be rotated about an axis perpendicular to a horizontal plane when performing an electromagnetic compatibility test.

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